JPH07165080A - Method for preparing moving body operating plan - Google Patents

Abstract

PURPOSE:To provide a method for preparing an optimal moving body operating plan on the basis of an evaluation index related to the consumption energy and an evaluation index related to a judgement whether or not an appropriate time margin is provided over the whole of a moving block. CONSTITUTION:Speed at a starting point of a specific block, speed at the terminal thereof, and the condition of passing time in the specific block are inputted to prepare a moving body operating plan with a computer. In this method, several intermediate target points are set within the specific block, and an evaluation value related to the time margin at the time when a desired passing speed and a desired passing time are given is computed for each intermediate target point. Furthermore, an evaluation value of the consumption energy quantity at the time when a desired passing speed and a desired passing time are given is computed for each intermediate target point. Combination of the passing speed and the passing time, which can impart the minimum of a total of two evaluation values and which enables the traveling, is selected, and a moving body operating plan over the whole of a moving block is thus prepared.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for preparing an operation plan for a mobile unit moving on a specific section.

[0002]

2. Description of the Related Art As one of the methods for creating an operation plan for a mobile body, "Ichikawa: Optimization of Train Operation, Journal of Japan Opportunity Society (Part 1), Vol. 34, No. 258 (1968)", "Yamazaki,
Kokukata: Optimal run curve calculation by Dynamic Programming, Proceedings of the 5th National Symposium on Cybernetics in Railways (1968) "," Kawashima, Furumura, Matsumoto, Takaoka: Proposal of optimal train operation method and modification method, The Institute of Electrical Engineers of Japan Transport and Electric Railway Study Group (199
0) ”,“ Takagi, Sone: Research on energy-saving driving patterns for train group control, The Institute of Electrical Engineers of Japan Traffic and Electric Railway Study Group materials (1992) ”describes how to find the optimal train operation method. There is.

[0003]

However, all of the above prior arts are optimization methods in the sense of minimizing energy consumption, and have a proper time margin over the entire movement section. As for the optimization in the sense of, there has been no mention in the past.

On the other hand, in the daily manual train operation, how the driver runs after taking into consideration the running conditions such as the running time, the slope and the speed limit, which are defined by the schedule, as a whole. It is natural that it is the current situation to make a comprehensive judgment based on experience to determine if it is suitable in terms of energy, allocation of time allowance, and other aspects, and based on that. However, the skill of driving varies depending on the ability and experience of the driver.

The present invention has been made in order to solve the above-mentioned problems of the prior art, and an object of the present invention is to provide a conventional evaluation index for energy consumption and, moreover, to provide a sufficient time margin over the entire traveling section. It is to provide a technique capable of creating an operation plan of a mobile body, which is optimized with respect to both the energy aspect and the time margin aspect, in addition to the evaluation index regarding whether or not it has.

The above and other objects and novel features of the present invention will become apparent from the description of this specification and the accompanying drawings.

[0007]

In order to achieve the above object, the means (1) of the present invention provides a speed at the start point of a certain specific section, a speed at the end point of the specific section, and the specific point. A method of inputting conditions of arrival time from the start point to the end point of a section and creating an operation plan of a moving body moving in a certain section by using a computer, wherein some intermediate targets are included in the certain section. A point is set, an arbitrary passing speed and a passing time are given to each of the intermediate target points, and each intermediate target point is passed at the given arbitrary passing speed and passing time, and the end point of the specific section is set. In order to arrive at the speed of the given condition and the passage time, the evaluation value regarding the time margin is calculated, and in the combination of the passage speed and the passage time of each of the intermediate target points, each of the intermediate target points is calculated. On the time margin in A total value minimum, and select the combination combination of the passing speed and passing time can be running, characterized by creating a trip plan of the moving body in the entire movement section.

Further, the means (2) of the present invention is, in the means (1) described above, the operation between the intermediate target points when an arbitrary passing speed and passing time are given to each intermediate target point. A plan is created using the maximum principle, and in the combination of the operation plan between the intermediate target points and the passing speed and the passing time of each intermediate target point, the evaluation value regarding the time margin at each intermediate target point It is characterized in that the operation plan of the moving body of the entire moving section is created by selecting the combination having the smallest total of.

Further, the means (3) of the present invention is, in the means (2) described above, the operation between the intermediate target points when an arbitrary passing speed and passing time are given to each intermediate target point. The feature is that the energy consumption is used as an evaluation value when the plan is created using the maximum principle.

The means (4) of the present invention inputs the speed at the start point of a certain specific section, the speed at the end point of the specific section, and the condition of the passage time between the specific section points. A method of creating an operation plan of a moving body moving in a specific section using a computer, wherein some intermediate target points are set in the specific section, and an arbitrary passage is made at each intermediate target point. A speed and a passing time are given, and the vehicle passes through each of the intermediate target points at the given arbitrary passing speed and passing time, and reaches the end point of the specific section at the given speed and the passing time. To calculate the evaluation value for the time margin, and to create an operation plan between each intermediate target point using the maximum principle when given an arbitrary passing speed and passage time at each intermediate target point. Of energy consumption The value is calculated, and among the combinations of the passing speed and the passing time of each intermediate target point, the sum of the evaluation value regarding the time margin and the evaluation value of the energy consumption is the minimum, and the passing speed and the passing time It is characterized in that a combination is selected so that the combination can travel, and an operation plan of the moving body of the entire moving section is created.

Further, the means (5) of the present invention, in any one of the means (1) to (4), is effective in selecting a combination of conditions that minimizes the sum of evaluation values. It is characterized by using dynamic programming.

In the means (6) of the present invention, in any one of the means (1) to (5), when the evaluation value regarding the time margin is calculated, each intermediate target point is arbitrarily passed. Calculate the shortest time to pass at the speed and reach the end of the specific section at the speed of the given condition, and from the shortest time and any passing time to each intermediate target point to the end of the specific section It is characterized in that the shortest arrival time to reach the fastest is calculated, the time difference between the shortest arrival time and the arrival time of a given condition is calculated, and the evaluation value regarding the time margin is calculated using the time difference. .

Further, in the means (7) of the present invention, in the means (6), the ratio of the time difference between the shortest arrival time and the arrival time of a given condition to the shortest arrival time is defined as:
It is characterized in that it is used for calculating an evaluation value relating to the time margin.

Further, in the means (8) of the present invention, in the means (7), the ratio of the time difference between the shortest arrival time and the arrival time of a given condition to the shortest arrival time exceeds a certain value. Is characterized in that the evaluation value is a constant value.

The means (9) of the present invention is characterized in that, in the means (1) to (8), the moving body is a train.

[0016]

According to the above-mentioned means, some intermediate target points are set in the section where the moving body moves, and the time margin is appropriately set over the entire moving section with respect to the combination of the passing speed and the passing time of each intermediate target point. Calculate an evaluation value regarding whether or not it has, minimize the aforementioned evaluation value, and select a combination such that the combination of the passing speed and the passing time can travel, using the combination, Since the operation plan of the moving body for the entire moving section is created, it is possible to create the moving body operation plan having a proper time margin over the entire moving section.

Further, according to the above-mentioned means, some intermediate target points are set in the section in which the moving body moves, and the combination of the passing speed and the passing time of each intermediate target point has a time margin over the entire moving section. Compute an evaluation value regarding whether or not to have appropriately, and also calculate an evaluation value regarding energy consumption when traveling through the combination,
Then, the combination of the above two evaluation values is minimized, and a combination of the passing speed and the passing time is selected so that the traveling is possible. Since we created the operation plan, we have a proper time margin over the entire travel section.
In addition, it is possible to create a mobile operation plan that consumes less energy.

[0018]

Embodiments of the present invention will now be described in detail with reference to the drawings.

In all the drawings for explaining the embodiments, parts having the same function are designated by the same reference numerals, and the repeated description thereof will be omitted.

FIG. 1 is a block diagram showing a schematic structure for carrying out a method for preparing a moving body operation plan according to an embodiment of the present invention.

In this embodiment, as shown in FIG. 1, an operation plan of a moving body is created by using an automatic calculation tool of a computer.

In FIG. 1, the automatic calculation tool 11 inputs the distance between the target points, the gradient, and the speed limit data 12 to create an operation plan 13 of the moving body for the entire moving section.

The automatic calculation tool 11 of this embodiment is
Since the system configuration is no different from the conventional computer tool, the description of the system configuration will be omitted.

FIG. 2 is a diagram for explaining the outline of the method for preparing a moving body operation plan of this embodiment, and an outline of the method for preparing an operation plan for a train between A station and B station. It is a figure for explaining.

In FIG. 2, the distance between the A station and the B station is (X _all ) 201, and the two conditions of the gradient and the speed limit change between them.

The speed limit changes several times between stations A and B, with a maximum of 100 km / h, as indicated by broken line 202.

The slope also changes several times between station A and station B, as indicated by polygonal line 203.

Further, as shown in Table 204, it is an object to make an operation plan such that the travel time in the shortest time in this section is 5 minutes and 20 seconds, and the travel in the section is 6 minutes. And

When such a problem is given, there is a time margin for traveling in the remaining section over the entire traveling section as shown by the curve 205, and energy consumption is reduced as much as possible. According to the present embodiment, it is possible to create such a travel plan.

FIG. 3 is a diagram for explaining an outline when searching for an optimum solution by the dynamic programming according to this embodiment in the case shown in FIG.

As shown in FIG. 3, first, N-1 intermediate target points are set between the A station and the B station.

For each of the N-1 intermediate points and the final target point, possible speed and time values are set in a grid pattern.

Regarding the speed, as indicated by 401, 0
From 0 to the speed limit, a value is set at the interval ΔV, and as for time, as shown at 402, a value is set at the interval ΔT from 0 to T _all .

In this embodiment, this combination of numerical values in a grid pattern is scanned to find the optimum speed and time when passing through N points, and finally, as indicated by arrows 403 and 404. , A station departs at 0 time, 0 speed, from point (0,0,0) to B station at time T _all , speed 0
By executing the operation of determining the route to the point (X _all , 0, T _all ) which means that the vehicle arrives at, the entire route of the moving body in the specific section, that is, the operation plan is created.

FIG. 4 is a diagram showing an example of the optimal solution finally obtained by the dynamic programming in the case shown in FIG.

In FIG. 4, a curve 501 is the finally obtained curve (distance, speed, time) between A station and B station, and a curve 502 is obtained by projecting it (distance). , Speed) curve. A point 503 represents (distance, speed, time) at the intermediate point 1, and the point at a distance x1 from the A station is the intermediate point 1, and the time when passing therethrough is t.
1, the speed is v1.

Similarly, a point 504 indicates that (distance, speed, time) at the intermediate point 2 is (x2, v2, t2), and a point 505 is (distance, speed, time at the intermediate point 3). Time) is (x3, v3, t3).

FIG. 5 is a diagram for explaining the outline of the method for preparing a moving body operation plan according to this embodiment.
It is a figure for demonstrating the outline of the preparation method at the time of creating the operation plan of the train which stops at B station, C station, and D station, and arrives at E station.

As shown in FIG. 5, the distances between A station and B station, between B station and C station, between C station and D station, and between D station and E station are (X1) 301, respectively. , (X2) 302, (X3)
At 303 and (X4) 304, two conditions, the gradient and the speed limit, change during that period.

The speed limit changes several times between station A and station E, with a maximum of 100 km / h, as indicated by broken line 305.

The slope also changes several times between station A and station E, as shown by polygonal line 306.

Further, as shown in Table 307, when traveling between A station and B station, between B station and C station, between C station and D station, and between D station and E station in the shortest time The arrival time of
2 minutes 40 seconds, 2 minutes 20 seconds, 2 minutes 50 seconds, 1 minute 50 seconds,
It is assumed that stations B, C, and D each stop for 1 minute, and the shortest train arrival time from station A to station E is 12 minutes and 40 seconds in total. .

The purpose is to make an operation plan for running in this section in 14 minutes.

When such a problem is given, there is a time margin for traveling the remaining section as shown by the curve 308, and the energy consumption is as small as possible. According to the present embodiment, it is possible to create such a travel plan and create a detailed timetable as shown in Table 309 based on the travel plan.

FIG. 6 is a flowchart showing the processing procedure of this embodiment.

The processing procedure of this embodiment will be described with reference to FIG.

In FIG. 6, the mobile unit makes a given travel section (for example, between train stations) at a given time.
It is assumed that the vehicle moves at an initial speed of 0 and a final speed of 0.

As shown in FIG. 3, several intermediate target points (N in this case) are set in a given movement section, and regarding each of these intermediate target points, , It is possible to judge whether it is possible to reach the end point of the section at the given speed and time by moving the remaining section when passing each intermediate point at a certain speed and time. If so, it is assumed that a method for evaluating how much time margin there is is set.

Regarding the operation method between the intermediate target points,
When the speed and time at both ends are arbitrarily given, it is judged whether the operation between the target points is possible,
If possible, the method of evaluating how much energy is consumed at that time shall be set in advance.

In order to use the dynamic programming method, first, the following three variables are prepared.

First, when the condition that the intermediate point i−1 is passed at time T _kk and velocity V _jj and the intermediate point i is passed at time T _k and velocity V _j , calculated by the set method, an evaluation value regarding energy between the target point _{KE (i, T kk, V} jj, T k, V j).

Second, the intermediate point i is represented by time T _k and velocity V _j.
It is an evaluation value Y (i, T _k , V _j ) related to the time margin of the remaining section, which is calculated by a preset method when the condition that the vehicle passes through is given.

Third, from the starting point to the intermediate point i, at time T _k and final velocity V _j , the sum of the energy evaluation value of the entire section and the evaluation value of the time margin at each intermediate point is minimized. It is the sum E (i, T _k , V _j ) of the evaluation values when the vehicle travels as described above.

There is the following relationship between these variables.

[0055]

[Equation 1]

However, w ₁ and w ₂ are weights attached to the evaluation value of energy and the evaluation value of time margin, respectively.

Using this relationship, E by dynamic programming
(i, T _k , V _j ) (i = 1, 2, ..., N) and the operation method that gives the value are sequentially obtained from i = 1.

Finally, what must be obtained is E (N, T _all , 0) (T _all is the traveling time of the entire section)
And the operation method that gives the optimum evaluation value.

First, it is first necessary to input data relating to various conditions of each section divided by the intermediate target point into the array. Here, as an example, the data of the distance, the gradient, and the speed limit of each of the N sections are set as kyori [i], koub.
The data are stored in the arrays ai [i] and seigen [i] (i = 1, 2, ..., N) (step 101).

Next, E (0, T _k , V _j ) (all T _k ≠ 0,
Input ∞ to V _j ≠ 0) and 0 to E (0,0,0) (10
2).

This means that at the starting point (i = 0), T
It means that values other than _k = 0 and _Vj = 0 cannot be taken.

Thereafter, similarly, E (i, T _k , V _j ), Y (i, T
_k , V _j ), and KE (i, T _kk , V _jj , T _k , V _j ) have the (i, T
_{When the combination of k} , V _j ) and (i, T _kk , V _jj , T _k , V _j ) is impossible, ∞ is input.

Next, the parameters are initialized.

I is initialized to 1 (step 103),
For each i, E (i, T _k , V _j ) is calculated in order from i = 1.

For each i, initialize T _k , V _j to 0 (steps 104, 105) and start scanning all T _k , V _j .

[0066] _{Y (i, T k, V} j) is, T _kk, since evaluation value does not depend on V _jj, T _kk, before scanning the V _jj, each T _k, V _j
To calculate.

The portion surrounded by the broken line block 106 is the portion for calculating Y (i, T _k , V _j ) according to the prepared method. Here, the logic used depends on the prepared method.

First, whether (i, T _k , V _j ) can be combined, that is, when the intermediate point i is passed at time T _k and speed V _j , the remaining section is moved to It is determined whether it is possible to reach the end point at the given speed and time (step 107).

If it is impossible, Y (i, T _k , V _j )
Is input (step 108), if possible, an evaluation value regarding the time margin is calculated according to the prepared method, and is input to Y (i, T _k , V _j ) (step 10).
9).

Next, T _kk and V _jj are initialized to 0 (steps 110 and 111), and scanning of all T _kk and V _jj is started.

[0071] or later, T _kk, V _jj, for the combination of T _k, V _j, calculate the _{KE (i, T kk, V} jj, T k, V j), and their,
_{E (i-1, T kk} , V jj), Y (i, T k, V j) from the, using equation 1 to calculate the _{E (i, T k, V} j).

When calculating E (i, T _k , V _j ), each E
The optimum evaluation value or ∞ is input to (i-1, T _kk , V _jj ).

These are used to calculate E (i, T _k , V _j ). If E (i-1, T _kk , V _jj ) is ∞, then ∞ is input. _{(i-1, T kk,} V jj) from the combination of it's incapable, it is meaningless to calculate the _{KE (i, T kk, V} jj, T k, V j).

Therefore, KE (i, T _kk , V) is obtained only when a value other than ∞ is input to E (i-1, T _kk , V _jj ).
_jj, T _k, V _j) calculating a (step 112).

The portion surrounded by the broken line block 113 is KE (i, T _kk , V _jj , T _k , V according to the prepared method.
_This is the part that calculates _j ). The logic used here depends on the prepared method.

First, whether or not a combination of (i, T _kk , V _jj , T _k , V _j ) is possible, that is, in section i, time T _kk and initial velocity V
When a condition of entering at _jj , exiting at time T _k , and final velocity V _j is given, it is determined whether or not the vehicle can travel under those conditions (step 114).

If not possible, KE (i, T _kk ,
∞ is input to V _jj , T _k , V _j ) (step 115), and if possible, the energy evaluation value at that time is calculated according to the prepared method, and KE (i, T _kk , V _jj , T _k , V
_j )) (step 116).

From the above, one (i, T _kk , V _jj , T _k , V
_The calculation for the combination of _j ) ends, but E (i,
To calculate T _k , V _j ), all possible T _kk , V
Need to scan _jj .

Therefore, first, a predetermined increment ΔT is _added to T _kk.
(Step 117) and if T _kk is equal to or less than T _k (step 118), the same (i, T _kk , V _jj , T _k ,
The calculation is performed on the combination of V _j ).

If T _kk exceeds T _k (step 11
8), the scan for one V _jj is completed, so the next step is V
_A predetermined increment ΔV is added to _jj (step 119).

If V _jj is equal to or lower than the speed limit seigen [i] (step 120), T _kk is set to 0 and a new V _jj is set.
With respect to, the same scanning as described above is performed.

If V _jj exceeds the speed limit seigen [i] (step 120), all possible scans of T _{k k} and V _jj are completed, and then E (i) based on the above results. , T _k , V _j )
To calculate.

E (i, T _k , V _j ) is Y (i, T _k , V _j ) and KE (i, T _kk , V _jj , T _k ,) calculated for each T _kk , V _jj .
V _j ) is used to calculate by equation 1 (step 12)
1).

When the calculated E (i, T _k , V _j ) is a value other than ∞ (step 122), the minimum value in the equation 1 is set in order to store the route giving the optimum evaluation value. _Given T _kk and V _jj are variables lv (i, T _k , V _j ), lt (i, T _k , V
_j )) (step 123).

Lv (i-1, T _kk , V _jj ), lt (i-1, T
_Since the previous route is stored in _kk , V _jj ), the route giving the optimum evaluation value can be traced in reverse by using this route.

When E (i, T _k , V _j ) is ∞ (step 1
22), since there is no optimal route, the variable lv (i, T _k ,
Nothing is input to V _j ), lt (i, T _k , V _j ).

With the above, the calculation for one (i, T _k , V _j ) combination is completed, but similarly, it is necessary to scan all possible T _k , V _j .

For that purpose, first, a predetermined increment ΔT is added to T _k.
Is added (step 124), and if T _k is less than or equal to T _all (step 125), the same calculation regarding the combination of (i, T _k , V _j ) as described above is performed.

If T _k exceeds T _all (step 12
5), since the scan for one V _j is completed, the next is V _j
A predetermined increment ΔV is added to (step 126). If V _j is less than or equal to the speed limit seigen [i] (step 127),
Set T _k to 0 and perform the same scan as above for the new V _j .

If V _j exceeds the speed limit seigen [i] (step 127), all possible scans of T _k , V _j have been completed, so the calculation for one i is completed.

Although the calculation for one i is completed as described above, the calculation is sequentially performed until i = N by the same procedure.

Therefore, 1 is added to i (step 12
8), if i is less than or equal to N (step 129), then T _k ,
V _j , T _kk , and V _jj are set to 0, and the same scanning as described above is performed for the new i.

If i = N (step 129), all the scans are completed, so this procedure is completed (step 130).

E (N, T _all , 0) stored as a result is the optimum evaluation value, and lv (i, T _k , V _j ) and lt (i, T _k , V).
_The optimal path is obtained by tracing _j ) backward from i = N.

Next, a method for obtaining an operation pattern that minimizes energy consumption by using the maximum principle when conditions at both ends are given will be briefly described.

When the gradient is 0, the equation of motion of the train is as follows when simplified.

[0097]

[Equation 2]

[0098] However, x ₁ (t) is a train of position, x ₂ (t) is the velocity, u (t) is the braking force, t _f is the arrival time, b is the coefficient of friction, -U _B is the maximum braking force, U _T is the maximum traction force, V _m
Is the speed limit. Also, the speed x ₂ (t
_f ) takes any value.

For such a control target, the energy consumption

[0100]

[Equation 3]

The optimum control problem of finding u (t) that minimizes is considered below.

According to Pontryagin's maximum principle,

[0103]

[Equation 4]

When the adjoint vectors p ₁ (t) and p ₂ (t) are defined, the Hamiltonian

[0105]

[Equation 5]

U (t), which maximizes, satisfies the requirements for optimal control. Here, μ ₁ and μ ₂ are parameters determined from the boundary and constraint conditions. From this, the necessary conditions for the optimum u (t) to be satisfied are as follows. However, t, u (t), etc. are replaced for the sake of easy calculation.

[0107]

[Equation 6]

By changing the parameters μ ₁ and μ ₂ , an optimum trajectory corresponding to an arbitrary boundary condition can be obtained. Furthermore, as is clear from Equation 6, since the values that u (t) can take are limited to the minimum value, 0, maximum value, and singular solution, the optimal trajectory can be classified into several patterns. is there. In other words, · p ₂ (remain positive throughout, changes from negative to positive, and so on) if the positive and negative is the change of _{(t) · p 2 (t} ) and x ₂ if the magnitude relationship of (t) (all the way p ₂ >
If it is x ₂ , it changes from p ₂ > x ₂ to p ₂ <x ₂ , etc.) ・ By examining whether or not a singular solution is taken, what pattern is the optimal trajectory for each μ ₁ and μ _2? You can see how to draw the orbit.

Since the control switching time is uniquely determined by μ ₁ and μ ₂ , when any terminal speed or speed limit is given, the control switching time can be taken for all patterns (t, x ₁ ( The range of t), x ₂ (t)) is determined.

Using this, any initial velocity, final velocity,
When you give a speed limit, distance, and time, you can drive under those conditions, and if possible, what kind of control pattern,
The switching time, some amount of energy can be calculated and can be applied to the part of the dashed block 113 of FIG.

Further, in the part of the broken line block 106 in FIG. 6, when the intermediate point i, the passing time T _k and the passing speed V _j are given, it is first judged whether or not the traveling of the remaining section is possible under the conditions. , When possible, the evaluation value for the time margin is calculated.

Next, a method for obtaining the fastest arrival time to the end point when passing through the intermediate point at a certain speed and time and using it to evaluate the time margin will be described.

FIG. 7 is a diagram for explaining the outline of the method for evaluating the time margin in this embodiment.

In FIG. 7, a time margin is provided in the case of the state indicated by the point 601, that is, when the distance from the A station is Xi, the speed is Vi, and the time after leaving the A station is Ti. The method of evaluation will be described.

When the train is in the state of the point 601, the remaining section travels by the traveling method shown by the curves 602 and 603, for example.

The curve 602 changes from the state of the point 601 to the end point B.
A curve (distance, speed, time) until reaching the station, and a curve 603 is a curve (distance, speed) obtained by projecting the curve.

On the other hand, the curves 604 and 605 have points 6
It shows a driving method in the case of driving in the shortest time from the state of 01 to the terminal B station.

The curve 604 is from the state of the point 601 to the end point B.
A curve (distance, speed, time) in the case of the shortest time driving until reaching the station, and a curve 605 is a (distance, speed) curve obtained by projecting the curve.

606 is the shortest arrival time from the state of the point 601 to the end point B station, and a value obtained by adding Ti to this, that is, T _mf shown by 607, arrives at the end point B station earliest. It is time to do.

Then, the difference between T _all and T _mf , that is, 6
08 is a time margin that occurs when the traveling method of arriving at the end point through the state shown by point 601 is adopted.

FIG. 8 is a flow chart showing the processing procedure of the method for evaluating the time margin in FIG.

The processing procedure of the method for evaluating the time margin in FIG. 7 will be described with reference to FIG.

First, each time the subroutine is called in the part of the broken line block 106 in FIG. 6, the initial speed (Vi in the case of FIG. 7), the final speed (0 in the case of FIG. 7), the time (FIG. In the case of T _all- Ti), distance (Fig. 7
In the case of, each data of X _all -Xi), gradient, and speed limit is read (block step 701).

Then, under that condition, it is determined whether or not the vehicle can be driven only by maximum acceleration and maximum deceleration (step 7).
02).

If this is not possible, traveling including constant speed traveling at the speed limit is the fastest traveling method.

However, in this case, first, maximum acceleration is performed, and when the speed reaches the speed limit, the vehicle is switched to constant speed running, and when the speed limit changes, maximum acceleration or deceleration is performed accordingly, and finally Is the fastest method to switch to maximum deceleration when the limit is full and reach the end point, so the control switching time can be easily obtained except for special cases, and the fastest driving method is easy. It can be obtained (step 703).

Therefore, the shortest arrival time can be easily obtained (step 704).

When the vehicle can be traveled only by maximum acceleration and maximum deceleration, it suffices to obtain the control switching time only once, and in this case as well, the fastest traveling method can be easily obtained (step 705). The shortest arrival time is also obtained (step 706).

If the shortest arrival time is obtained in steps 704 and 706, it is easy to determine whether the remaining section can be traveled (step 707).

If traveling in the remaining section is impossible, then ∞
Is input to the evaluation value (step 708) and the subroutine is completed.

If the vehicle can travel in the remaining section, the margin time is calculated (step 709) as in FIG. 7, and the evaluation value regarding the time margin is calculated and stored based on it (step 710).

The above method is applied to the broken line block 106 in FIG.
Can be applied to the part of.

FIG. 9 shows that in step 710 of FIG.
It is a graph which shows the method of calculating the evaluation value regarding time margin based on the calculated margin time.

In the evaluation of the time margin, the ratio of the margin time to the shortest arrival time is more important than the margin time itself.

For the above reasons, the horizontal axis 801 is the ratio of the margin time to the shortest arrival time, and the evaluation value represented by the vertical axis 802 is calculated as a function thereof.

If the ratio of the leeway time to the shortest arrival time is less than a certain value, it is considered that the leeway time is not sufficient,
As shown in 803, the maximum evaluation value (1.0 in this case)
Enter in the evaluation value.

When the ratio of the leeway time to the shortest arrival time is equal to or more than a certain value (0.1 or more in this case), the leeway time is sufficient, and it is the same whether or not there is more leeway time. Assumed, as shown at 805, a constant minimum evaluation value (0.0 in this case) is input to the evaluation value.

The ratio of the margin time to the shortest arrival time is
If it is in the middle of the above two cases, the evaluation value is calculated by an appropriate first-order reduction function, as shown at 804.

The above method can be applied to the part of block 710 in FIG.

A workstation is used as a computer, the intermediate point n is 10, and ΔV is 1 / the speed limit.
When a train operation plan was prepared by the method of this example with 10 or 1/20 and ΔT set to 1/50 of the arrival time, the required time was 5 to 6 minutes.

Although the present invention has been specifically described based on the embodiments, it is needless to say that the present invention is not limited to the above embodiments and various modifications can be made without departing from the scope of the invention.

[0142]

As described above, according to the present invention,
Set some intermediate target points in the section where the moving body moves, and evaluate whether or not there is a proper time margin over the entire moving section with respect to the combination of passing speed and passing time of each intermediate target point. Calculate the value, select the combination that minimizes the above-mentioned evaluation value, and the combination of the passing speed and the passing time, and use the combination to plan the operation of the moving body for the entire moving section. Since the above is created, it is possible to create a moving body operation plan having a proper time margin over the entire traveling section.

Further, according to the present invention, several intermediate target points are set in the section in which the moving body moves, and the combination of the passing speed and the passing time of each intermediate target point has a time margin over the entire moving section. Is calculated, and an evaluation value regarding energy consumption when traveling through the combination is calculated, and the sum of the above two evaluation values is calculated. Minimize and
The combination of the passing speed and the passing time is selected so that the vehicle can travel, and the operation plan of the moving body for the entire moving section is created using the combination. It is possible to prepare a moving body operation plan that properly has the above and also consumes less energy.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration for carrying out a mobile unit operation plan creating method according to an embodiment of the present invention.

FIG. 2 is a diagram for explaining an outline of a mobile body operation plan creation method according to the present embodiment.

FIG. 3 is a diagram for explaining an outline when searching for an optimal solution according to the present embodiment in the case shown in FIG.

FIG. 4 is a diagram showing an example of an optimal solution finally obtained by dynamic programming in the case shown in FIG.

FIG. 5 is a diagram for explaining an outline of a method for creating a mobile body operation plan according to the present embodiment.

FIG. 6 is a flowchart showing a processing procedure of this embodiment.

FIG. 7 is a diagram for explaining an outline of a method for evaluating a time margin in the present embodiment.

8 is a flowchart showing a processing procedure of a method for evaluating a time margin in FIG.

9 is a graph showing a method of calculating an evaluation value regarding a time margin based on the calculated margin time in FIG.

[Explanation of symbols]

11 ... Automatic calculation tool, 201 ... Distance between A station and B station (X _all ), 301 ... Distance between A station and B station (X1),
302 ... distance between B station and C station (X2), 303 ... distance between C station and D station (X3), 304 ... distance between D station and E station (X4), 202,305 ... restrictions Polygonal line showing speed,
203, 306 ... Broken line showing gradient, 205, 308 ... Curve showing travel plan, 501 ... Curve showing distance (speed, time) between station A and station B finally obtained by dynamic programming .

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Haruhito Kawashima 1099, Ozenji, Aso-ku, Kawasaki-shi, Kanagawa Incorporated company Hitachi, Ltd. Systems Development Laboratory

Claims (9)

[Claims] 1. Moving a specific section by inputting a speed at a start point of the specific section, a speed at an end point of the specific section, and a condition of arrival time from the start point to the end point of the specific section A method of creating an operation plan of a moving body using a computer, wherein several intermediate target points are set in the specific section, and each intermediate target point is given an arbitrary passing speed and passing time, The given passing speed,
In passing time, passing through each of the intermediate target points, to reach the end point of the specific section at the speed of the given condition and the passing time, calculate an evaluation value regarding time margin, Among the combinations of the passing speed and the passing time of the target point, a combination in which the sum of the evaluation values regarding the time margin at each of the intermediate target points is the minimum and the combination of the passing speed and the passing time is runnable is selected. A method for creating an operation plan for a mobile, comprising selecting and creating an operation plan for a mobile for the entire travel section. 2. The moving body operation plan creation method according to claim 1, wherein the operation plan between each intermediate target point is maximized when an arbitrary passage speed and passage time are given to each intermediate target point. Created using the principle, in the combination of the operation plan between the intermediate target points and the passing speed and the passing time of each intermediate target point, the sum of the evaluation values regarding the time margin at each intermediate target point is A method for creating an operation plan of a mobile body, characterized by selecting a minimum combination and creating an operation plan of a mobile body for the entire travel section. 3. The moving body operation plan creation method according to claim 2, wherein the operation plan between the intermediate target points is maximized when an arbitrary passing speed and passing time are given to each intermediate target point. A method for creating a moving body operation plan, characterized in that the energy consumption is used as an evaluation value when it is created using the principle. 4. A moving body that moves in a specific section by inputting a speed at a start point of the specific section, a speed at an end point of the specific section, and a condition of a transit time between the specific section points. Is a method for creating an operation plan of a computer using a computer, wherein some intermediate target points are set in the specific section, and an arbitrary passing speed and passing time are given to each of the intermediate target points. At any arbitrary passing speed and passing time, the evaluation value regarding the time margin for passing through each of the intermediate target points and reaching the end point of the specific section at the speed of the given condition and the passing time is given. When calculating the operation plan and creating an operation plan between each intermediate target point using the maximum principle when an arbitrary passing speed and passing time are given to each intermediate target point, the evaluation value of the energy consumption Is calculated and the passing speed and From the combinations of the overtime, select a combination such that the sum of the evaluation value regarding the time allowance and the evaluation value of the energy consumption is minimum and the combination of the passing speed and the passing time is runnable. Then, a method for creating an operation plan for a mobile body, characterized by creating an operation plan for a mobile body for the entire travel section. 5. The method for creating a mobile operation plan according to any one of claims 1 to 4, wherein when selecting a combination of conditions that minimizes the sum of evaluation values, the dynamic operation is selected. A method for creating a mobile operation plan, characterized by using a planning method. 6. The moving body operation plan creation method according to claim 1, wherein each intermediate target point is passed through an arbitrary passing speed when calculating an evaluation value related to a time margin. Calculate the shortest time to reach the end point of the specific section at the speed of the given condition, and calculate the shortest time and any passing time to each intermediate target point to the end point of the specific section. A movement characterized by calculating a shortest arrival time to reach quickly, calculating a time difference between the shortest arrival time and an arrival time of a given condition, and calculating an evaluation value regarding the time margin using the time difference. How to make a physical operation plan. 7. The mobile body operation plan creation method according to claim 6, wherein a ratio of a time difference between the shortest arrival time and the arrival time of a given condition to the shortest arrival time is an evaluation value regarding the time margin. A method for creating a mobile operation plan, characterized by being used for the calculation of. 8. The mobile body operation plan creation method according to claim 7, wherein when the ratio of the time difference between the shortest arrival time and the arrival time of a given condition to the shortest arrival time exceeds a certain value, A method for creating a mobile operation plan, characterized in that the evaluation value is set to a constant value. 9. The mobile operation plan creating method according to any one of claims 1 to 8, wherein the mobile object is a train.