KR20240056005A - Train operation simulation device, method and system capable of simultaneous calculation - Google Patents

Abstract

The present invention includes a driving information call unit that calls each point of a track, route, vehicle information, traction force, or braking force curve; a operation calculation unit that calculates and outputs the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit; a coasting point determination unit that determines a coasting point using the travel speed and distance output by the travel calculation unit; a braking point determination unit that determines a braking point using the travel speed and distance output by the travel calculation unit; and a power simulation unit that outputs driving information including at least one of driving speed, distance, coasting point, and braking point, and simultaneously outputs changes in supplied power according to changes in the driving information. .

Description

Train operation simulation device, method and system capable of simultaneous calculation {TRAIN OPERATION SIMULATION DEVICE, METHOD AND SYSTEM CAPABLE OF SIMULTANEOUS CALCULATION}

The present invention relates to a train operation simulation device, method, and system capable of simultaneous calculation. In particular, it relates to a train operation simulation device, method, and system capable of simultaneous calculation that performs simulation of a railroad vehicle system model and a railroad power supply system model.

A series of processes that analyze the supply of energy and the flow of power through the power system based on the energy required by the load that consumes electrical energy is called power flow analysis. Analysis of power flow is performed based on several purposes, including the design stage of the power system, addition of equipment, system planning, and diagnosis. In particular, for the purpose of adding equipment, power flow analysis is very important in terms of verifying the effect of additional equipment on the existing power system and analyzing the resulting impact, as well as reviewing the specifications of additional equipment considering the capacity and reliability of the equipment. useful.

Power flow analysis of urban railway power supply systems can take various forms, from modeling to analysis methods, depending on the purpose. In particular, it can be used to analyze the characteristics of consumed energy and regenerative energy under the operating conditions of the railway power supply system and specific vehicles.

Power simulation is largely divided into two stages: train performance simulation (TPS) and power simulation to derive the input conditions required for power simulation.

First, the train driving simulation uses vehicle data, track, and operating conditions as input conditions and outputs the train operating time, reverse power, and regenerative power required for the input conditions of the power simulation. Vehicle data includes vehicle weight, formation, acceleration, deceleration, auxiliary power, maximum speed, traction efficiency, braking efficiency, and nominal voltage, and track data includes curves and gradients, station locations, and operating conditions include stopping time. etc. are entered.

When a power simulation is performed using the results of train driving simulation derived based on these input conditions, network data such as substation and source resistance, and operation data as input conditions, the final result is the electricity consumed by the train or supplied during braking. Related power values can be derived. Using this, you can calculate the power supplied by the substation and supplied to vehicles through the catenary. In terms of the railway power supply system, it can be used to derive the power stored in the energy storage system installed at the ground station. Additionally, in terms of the propulsion system, the power flow within the overall vehicle can be calculated by constructing a railway vehicle model.

Conventional power simulation is a process of deriving power values, vehicle speed, position, etc., and then additionally performs power flow simulation and vehicle electronics simulation. The above conventional power simulation has the following problems.

First, it is difficult to evaluate the power simulation target based on the operation profile of the entire route. This means that in the existing simulation environment, there is a large computational burden in performing each element of railway power simulation (circuit, power electronic switching, protection element operation, etc.). Additionally, because the operation profile is typically simplified as the problem becomes more complex, there are technical limitations in handling complex train control in simulation.

Second, the verification target was largely divided into train operation elements and power supply systems or vehicles, making it difficult to systematically evaluate the mutual influence.

Third, the development environment is divided and is not an integrated environment. Since it was based on a program source or script language and a simulation tool-based model of the power supply system and vehicle system to be verified, it was difficult to accurately simulate the railway load, which is the basic step, and it was also difficult to know the impact of the system according to the driving pattern.

In this regard, Korean Patent Publication No. 10-2022-0072397 provides a railroad vehicle and An exhibition system simulation device is being launched. The prior literature outputs monitoring results for status information of the railway electrical system according to an already determined operation scenario, so it still cannot solve the problems of the prior art presented above.

Accordingly, the present inventor has designed a train operation simulation device, method, and system capable of simultaneous calculation to solve the above problems of the prior art.

Korean Patent Publication No. 10-2022-0072397

Therefore, the present invention performs simulation 'simultaneously' with the railway vehicle system model and the train power supply system model in each train operation cycle (time cycle and distance cycle), and railway load during real-time simulation of railway vehicles and railway power (power flow simulation). The purpose is to provide a train operation simulation device, method, and system capable of simultaneous calculation to operate as a load model rather than as a single input load condition.

In order to achieve the above object, the present invention includes a driving information call unit that calls each point of a track, route, vehicle information, traction force, or braking force curve; a operation calculation unit that calculates and outputs the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit; a coasting point determination unit that determines a coasting point using the travel speed and distance output by the travel calculation unit; a braking point determination unit that determines a braking point using the driving speed and distance output by the driving calculation unit; and a power simulation unit that outputs driving information including at least one of driving speed, distance, coasting point, and braking point, and simultaneously outputs changes in supplied power according to changes in the driving information. .

Preferably, the operation calculation unit calculates the current acceleration of the train with the driving force of the train calculated using the maximum torque of the train obtained from the traction curve of the train and the train resistance that is the sum of the gradient resistance, curve resistance, and running resistance, and , It may include a pre-calculation module that calculates the operating speed and distance of the train using the acceleration of the train.

Preferably, the operation calculation unit calculates the current deceleration of the train by adding the train resistance to the maximum braking force obtained from the braking force curve, and uses the deceleration of the train to calculate the operating speed and distance of the train. Can contain modules.

Preferably, the coasting point determination unit may determine a point at which the difference value of the driving speed changes from a positive number to a negative number as the coasting point.

Preferably, the braking point determination unit may derive the differential value of the preceding traveling speed and the following traveling speed as time series data, and determine the intersection point of the time series data as the braking point.

Preferably, it may further include an error accumulation unit that outputs a value obtained by subtracting the preset speed limit of the train from the current operating speed as an error value.

Preferably, it may further include an error correction unit that corrects the speed limit of the train so that the error value does not become positive.

The present invention includes a driving information calling step of calling each point of a track, route, vehicle information, traction force, or braking force curve; A operation calculation step of calculating and outputting the operation speed and distance when the train is ahead or behind based on the operation information called in the operation information call step; A coasting point determination step of determining a coasting point using the travel speed and distance output in the travel calculation step; A braking point determination step of determining a braking point using the driving speed and distance output in the driving calculation step; and a power simulation step of outputting driving information including at least one of driving speed, distance, coasting point, and braking point, and simultaneously outputting changes in supplied power according to changes in driving information. .

The present invention includes a driving information receiver that receives driving information regarding each point of a track, route, vehicle information, traction force, or providing force curve; A operation information call unit that calls the operation information received by the operation information receiver, a operation calculation unit that calculates and outputs the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit, and the operation information call unit A coasting point determination unit that determines the coasting point using the travel speed and distance output by the calculation unit, a braking point determination unit that determines the braking point using the travel speed and distance output by the operation calculation unit, the travel speed, distance, and coasting. A train operation simulation unit including a power simulation unit that outputs operation information including at least one of a point and a braking point and simultaneously outputs a change in supplied power according to a change in the operation information; and a test operation unit that links the information output from the train operation simulation unit to a real-time computer simulator to provide a virtual test drive.

The present invention has the advantage of being able to provide a completely integrated environment by simultaneously applying it to the developed railway vehicle and power supply system.

In addition, the present invention can be developed based on a model, making it easy to change and apply routes, and at the same time has the advantage of being easily adaptable to system changes.

In addition, since the present invention is model-based, it has the advantage of providing an environment in which railroad-related developers can modify/change/apply according to the situation, thereby producing more reasonable results.

In addition, the present invention has the advantage of being able to simultaneously observe the effects of the system and the train operation results that require long-term observation of results in accordance with the development of real-time simulators.

Figure 1 shows the configuration of a train operation simulation device capable of simultaneous calculation according to an embodiment of the present invention.
Figure 2 shows a flow chart of a train operation simulation device capable of simultaneous calculation according to an embodiment of the present invention.
Figure 3 shows a flow chart of the driving information call unit according to an embodiment of the present invention.
Figure 4 shows a configuration diagram of a travel calculation unit according to an embodiment of the present invention.
Figure 5 shows a flow chart of the pre-calculation module according to an embodiment of the present invention.
Figure 6 shows a flow chart of the post-calculation module according to an embodiment of the present invention.
Figure 7 shows a flow chart of the coasting point determination unit according to an embodiment of the present invention.
Figure 8 shows a flow chart of the braking point determination unit according to an embodiment of the present invention.
Figure 9 shows an example of deriving an intersection point according to an embodiment of the present invention.
Figure 10 shows an example of error occurrence according to an embodiment of the present invention.
Figure 11 shows a flow chart of the error correction unit according to an embodiment of the present invention.
Figure 12 shows the configuration of a train operation simulation system capable of simultaneous calculation according to an embodiment of the present invention.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited or limited by the exemplary embodiments. The same reference numerals in each drawing indicate members that perform substantially the same function.

The purpose and effect of the present invention can be naturally understood or become clearer through the following description, and the purpose and effect of the present invention are not limited to the following description. Additionally, in describing the present invention, if it is determined that a detailed description of known techniques related to the present invention may unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

Figure 1 shows a configuration diagram of a train operation simulation device 10 capable of simultaneous calculation according to an embodiment of the present invention. Referring to Figure 1, the train operation simulation device 10 capable of simultaneous calculation includes a operation information call unit 100, an operation calculation unit 200, a coasting point determination unit 300, a braking point determination unit 400, and a power It may include a simulation unit 500, an error accumulation unit 600, and an error correction unit 700.

Figure 2 shows a flowchart of a train operation simulation device 10 capable of simultaneous calculation according to an embodiment of the present invention. Referring to FIG. 2, the train operation simulation device 10 capable of simultaneous calculation can be divided into an integrated train operation model and a speed profile calculation model. The train operation simulation device 10 capable of simultaneous calculation can acquire leading/lagging speeds by first receiving route and vehicle information from the speed profile calculation model. The train operation simulation device 10 capable of simultaneous calculation can obtain accurate values for the acquired leading and lagging speeds through braking point calculation and error correction, and then perform them as a system or vehicle model that can be applied in an integrated train operation model. The train operation simulation device 10 capable of simultaneous calculation can perform operations on the entire line since there may be multiple stations on the line.

The train operation simulation device (10) capable of simultaneous calculation can derive the speed, location, and operation time of the train through a speed profile calculation model, and can especially be applied to an integrated train operation model based on coasting points and braking points. there is. Through this, the train operation simulation device 10 capable of simultaneous calculation can acquire the speed profile of the train starting from a stop state, from backing to coasting and braking. The train operation simulation device 10 capable of simultaneous calculation can perform power simulation by separately storing/outputting the acquired speed profile information and simultaneously configuring a railway power supply system and simultaneously sending train operation information to the corresponding power supply system model. The train operation simulation device 10 capable of simultaneous calculation can be modeled so that the power supplied from each substation changes as the resistance value of the tram line changes as the train moves in the railway power supply system.

The concurrency of the train operation simulation device 10 capable of simultaneous calculation is guaranteed even if the calculation cycle (computation time interval) of the integrated train operation model and the power supply system (vehicle system) model is different. In order for simultaneous calculation to be possible, the values output from train operation elements and the input from the power supply system (or vehicle system) model must be aligned. In other words, this means that the calculation of the railway system does not begin after the integrated train operation model has been fully performed, but that the calculation of the system is performed at the same time as the calculation of the integrated train operation model progresses.

The train operation simulation device 10 capable of simultaneous calculation can be applied to a real-time simulator. The vehicle load model according to train operation produces long-cycle results with the entire route operating time being more than 1,000 seconds. Therefore, in the case of existing offline simulations, the amount of calculation increases, so observation of results is often limited in simulations related to railroad car electrical components and subway power facilities for transient results of several seconds. Real-time simulators usually have the same characteristics as 1 second in reality and 1 second in simulation. Therefore, if the train operation simulation using model-based design techniques is modeled like the target system, it is possible to perform long-period simulations and simulate long distances of thousands of km on at least a single line, which is useful for pre-verification of facilities similar to reality. can do. In particular, with the recent development of virtual test driving technology, it is possible to build a railway vehicle model environment similar to the real one by linking the actual controller used in the actual railway vehicle with a real-time computer simulator. Virtual test drives can be performed under a variety of conditions.

The train operation simulation device (10) capable of simultaneous calculation can be implanted into an embedded computer. Recently, with the advancement of single-board computers, single-board computers can act as a simulator by connecting to various simulation bases and communications. Here, a model-based train operation model capable of simultaneous calculation can be automatically distributed in code form. In that case, the railway power supply system or railway vehicle model can be intensively implemented/realized in real-time simulators, etc., and the train operation model capable of simultaneous calculation is distributed to a single-board computer, making it possible to integrate it into a more accurate and realistic environment. . In particular, the virtual test run of vehicle electrical components overcomes difficulties such as recruiting a driver during actual verification, risk during testing, and rail operation interruption due to testing, and allows testing by entering various routes in a laboratory environment.

Figure 3 shows a flowchart of the driving information call unit 100 according to an embodiment of the present invention. Referring to FIG. 3, the driving information call unit 100 can call each point of the track, route, vehicle information, traction force, or braking force curve. The operation information call unit 100 can call track and route information and vehicle information. The driving information call unit 100 can call each point of the traction and braking force curves (the point where the vehicle changes from constant torque to constant power mode, and the point where it enters the characteristic area from constant power). The driving information call unit 100 can diagram the traction and braking force curves using each point of the called traction and braking force curves.

The operation calculation unit 200 can calculate and output the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit 100.

Figure 4 shows a configuration diagram of the travel calculation unit 200 according to an embodiment of the present invention. Referring to FIG. 4 , the travel calculation unit 200 may include a forward calculation module 210 and a backward calculation module 230.

The advance calculation module 210 calculates the current acceleration of the train with the driving force of the train calculated using the train's maximum torque obtained from the train's traction curve and the train resistance that is the sum of the gradient resistance, curve resistance, and running resistance, and You can use the acceleration to calculate the train's operating speed and distance.

Figure 5 shows a flow chart of the advance calculation module 210 according to an embodiment of the present invention. Referring to FIG. 5, the advance calculation module 210 can acquire the maximum torque of the train from the traction curve called by the operation information call unit 100 based on input data by setting the train's operating speed to 0. At this time, the advance calculation module 210 can calculate the total driving force of the train by adding up each gradient resistance, curve resistance, and running resistance in the reverse mode because the train has not entered the coasting mode. The advance calculation module 210 can calculate the current acceleration of the train by appropriately correcting the unit of the train's propulsion and calculating it by the weight of the train. The advance calculation module 210 can calculate the current speed and distance traveled of the train using the calculated acceleration of the current train.

The advance calculation module 210 can continue to calculate the speed and distance until it meets the coasting point determined by the coasting point determination unit 300. When the train reaches the coasting point, the advance calculation module 210 can first operate in braking mode to ensure that the train's speed is below the speed limit. The advance calculation module 210 can operate the train in a coasting direction in case of an upward gradient, and can maintain the speed of the train within a certain speed section while applying braking in the case of a downward gradient.

The advance calculation module 210 can perform calculations to the target point (next station) and store the driving speed and driving distance when advancing.

The post-calculation module 230 may start post-calculation when the operation of the pre-calculation module 210 is completed and the pre-calculation is terminated.

The posterior calculation module 230 can calculate the current deceleration of the train by adding the train resistance to the maximum braking force obtained from the braking force curve, and calculate the operating speed and distance of the train using the deceleration of the train.

Figure 6 shows a flow chart of the post-calculation module 230 according to an embodiment of the present invention. Referring to FIG. 6, the backward calculation module 230 uses the target point (next station) as the starting point, sets speed 0 as the initial value, and calculates the maximum braking force from the braking force curve called by the driving information call unit 100 as the traction force. By performing the same action, it is possible to make the train behave as if it is running backwards. At this time, the post-calculation module 230 can add train resistance (gradient resistance, curvature resistance, and running resistance) to the braking force. The post-calculation module 230 can update the next speed and distance by reflecting the deceleration due to the calculated braking force again.

Like the preceding calculation module 210, the posterior calculation module 230 can continue until the target point (previous station). The lagging calculation module 230 can output the driving speed and distance when lagging.

Figure 7 shows a flowchart of the coasting point determination unit 300 according to an embodiment of the present invention. Referring to FIG. 7, the coasting point determination unit 300 may determine the coasting point using the travel speed and distance output by the travel calculation unit 200. The coasting point determination unit 300 may command the train to enter coasting mode when the operating speed reaches the speed limit. In other words, the coasting point determination unit 300 may determine the point where the driving speed becomes the speed limit as the coasting point.

The coasting point determination unit 300 may determine the point at which the difference value of the driving speed changes from a positive number to a negative number as the coasting point. Here, the coasting point refers to the point where the change from retrograde to coasting occurs. The coasting point determination unit 300 may calculate an error for use in the error correction unit 700. The coasting point determination unit 300 may input a speed limit and input the current speed and the subtracted value to the error accumulation unit 600 to output an error value.

The braking point determination unit 400 may determine the braking point using the travel speed and distance output by the travel calculation unit 200. The braking point determination unit 400 may determine the point where the leading speed and the trailing speed intersect as the braking point.

Figure 8 shows a flowchart of the braking point determination unit 400 according to an embodiment of the present invention. Referring to FIG. 8, the braking point determination unit 400 may derive the differential value of the preceding and following traveling speeds as time series data, and determine the intersection of the time series data as the braking point.

The method for calculating the intersection of time series data is explained mathematically as follows.

Leading distance and speed , , and the trailing distance and speed are , , and their difference values are respectively , , , It is said that At this time, the encoded distance function is , The matrix constructed through this is as shown in [Equation 1] and [Equation 2] below.

[Equation 1]

[Equation 2]

, After constructing a matrix where the value is 1 if it is greater than 0 and 0 if it is less than 0, the point that has the value of 1 at the same time is the estimated intersection point. And the intersection point can be obtained using the relational formula for the 4 points near this estimated intersection point. An example of calculating the intersection point is shown in Figure 9.

The power simulation unit 500 may output driving information including at least one of driving speed, distance, coasting point, and braking point, and simultaneously output changes in supplied power according to changes in the driving information.

The error accumulator 600 may output a value obtained by subtracting the preset train speed limit and the current operating speed as an error value.

Figure 10 shows an example of error occurrence according to an embodiment of the present invention. Referring to FIG. 10, the speed limit of the train may change depending on the track conditions (slope and curve shape). If the speed limit curve suddenly decreases during the preceding operation calculation, the error value may appear as a positive number.

The error correction unit 700 can correct the speed limit of the train so that the error value does not become positive.

Figure 11 shows a flowchart of the error correction unit 700 according to an embodiment of the present invention. Referring to FIG. 11, after the operation of the operation information call unit 100 and the operation calculation unit 200 are performed, when the speed limit is inevitably exceeded when calculating the preceding operation, the error correction unit 700 determines the track slope and track By looking at the curve information, you can advance the profile and run it again to ensure that the speed is not greater than the speed limit. That is, the error correction unit 700 can ensure that the speed error value is not greater than a certain standard.

In another embodiment of the present invention, a train operation simulation method capable of simultaneous calculation may include a operation information call step, an operation calculation step, a coasting point determination step, a braking point determination step, a power simulation step, an error accumulation step, and an error correction step. there is.

The operation information call step can call each point of the track, route, vehicle information, traction force, or braking force curve. The driving information call step refers to the operation performed by the driving information call unit 100 described above.

The operation calculation step can calculate the operating speed and distance when the train is ahead or behind based on the operation information called in the operation information call phase. The operation calculation step refers to the operation performed by the operation calculation unit 200 described above.

In the determining step of the coasting point, the coasting point can be determined using the travel speed and distance output in the operation calculation step. The coasting point determination step refers to the operation performed by the coasting point determination unit 300 described above.

In the braking point determination step, the braking point can be determined using the driving speed and distance output in the driving calculation stage. The braking point determination step refers to the operation performed by the above-described braking point determination unit 400.

The power simulation step can output operation information including at least one of operation speed, distance, coasting point, and braking point, and simultaneously output changes in supplied power according to changes in train operation information. The power simulation step refers to operations performed by the power simulation unit 500 described above.

The error accumulation stage can output the value obtained by subtracting the preset speed limit of the train and the current operating speed as an error value. The error accumulation step refers to the operation performed by the error accumulation unit 600 described above.

In the error correction step, the speed limit of the train can be corrected so that the error value does not become positive. The error correction step refers to the operation performed by the error correction unit 700 described above.

Figure 12 shows the configuration of a train operation simulation system 1 capable of simultaneous calculation according to an embodiment of the present invention. Referring to FIG. 12, the train operation simulation system 1 capable of simultaneous calculation may include an operation information receiving unit 30, a train operation simulation unit 10, and a test operation unit 50.

The operation information receiver 30 can receive operation information about each point of the track, route, vehicle information, traction force, or service force curve.

The train operation simulation unit 10 is a train operation information call unit 100 that calls the operation information received by the operation information receiver 30, and the train operation information call unit 100 calls the train operation information call unit 100. A travel calculation unit 200 that calculates and outputs the travel speed and distance when lagging, a coasting point determination unit 300 that determines a coasting point using the travel speed and distance output by the travel calculation unit 200, and a travel calculation unit. The braking point determination unit 400 determines the braking point using the operating speed and distance output by the train 200, and simultaneously outputs operating information including at least one of operating speed, distance, coasting point, and braking point. A power simulation unit 500 that outputs changes in supplied power according to changes in driving information may be provided.

The train operation simulation unit 10 includes an error accumulation unit 600 that outputs the value obtained by subtracting the preset speed limit of the train and the current operating speed as an error value, and corrects the speed limit of the train so that the error value does not become positive. An error correction unit 700 may be further included.

The test operation unit 50 can provide a virtual test drive by linking the information output from the train operation simulation unit to a real-time computer simulator.

Although the present invention has been described in detail through representative embodiments above, those skilled in the art will understand that various modifications can be made to the above-described embodiments without departing from the scope of the present invention. will be. Therefore, the scope of rights of the present invention should not be limited to the described embodiments, but should be determined not only by the claims described later, but also by all changes or modified forms derived from the claims and the concept of equivalents.

1: Train operation simulation system capable of simultaneous calculation
10: Train operation simulation device capable of simultaneous calculation
30: Operation information receiver
50: Commissioning department
100: Operation information call unit
200: Operation calculation unit
300: Other branch decision unit
400: Braking point determination unit
500: Power simulation unit
600: Error accumulation unit
700: Error correction unit

Claims (9)

A driving information call unit that calls each point of the track, route, vehicle information, traction force, or braking force curve;
a operation calculation unit that calculates and outputs the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit;
a coasting point determination unit that determines a coasting point using the travel speed and distance output by the travel calculation unit;
a braking point determination unit that determines a braking point using the driving speed and distance output by the driving calculation unit; and
A power simulation unit that outputs driving information including at least one of driving speed, distance, coasting point, and braking point and simultaneously outputs changes in supplied power according to changes in the driving information;
A train operation simulation device capable of simultaneous calculation including.
According to claim 1,
The operation calculation unit,
Calculate the current acceleration of the train with the driving force of the train calculated using the train's maximum torque obtained from the train's traction curve and the train resistance that is the sum of grade resistance, curve resistance, and running resistance, and use the train's acceleration to calculate the train's acceleration. A train operation simulation device capable of simultaneous calculation, characterized in that it includes a pre-calculation module that calculates the operating speed and distance of.
According to claim 2,
The operation calculation unit,
It is characterized by including a post-calculation module that calculates the current deceleration of the train by adding the train resistance to the maximum braking force obtained from the braking force curve and calculates the operating speed and distance of the train using the deceleration of the train. A train operation simulation device capable of calculation.
According to claim 1,
The out-of-bounds branch decision unit,
A train operation simulation device capable of simultaneous calculation, characterized in that the point where the difference value of the operating speed changes from positive to negative is determined as the coasting point.
According to claim 1,
The braking point determination unit,
A train operation simulation device capable of simultaneous calculation, characterized in that the differential values of the preceding and following running speeds are derived from time series data, and the intersection of the time series data is determined as a braking point.
According to claim 1,
An annual operation simulation device capable of simultaneous calculation, further comprising an error accumulator that outputs the value obtained by subtracting the preset speed limit of the train and the current operating speed as an error value.
According to claim 6,
A train operation simulation device capable of simultaneous calculation, further comprising an error correction unit that corrects the speed limit of the train so that the error value does not become a positive number.
A driving information call step of calling each point of the track, route, vehicle information, traction force, or braking force curve;
A operation calculation step of calculating and outputting the operation speed and distance when the train is ahead or behind based on the operation information called in the operation information call step;
A coasting point determination step of determining a coasting point using the travel speed and distance output in the travel calculation step;
A braking point determination step of determining a braking point using the driving speed and distance output in the driving calculation step; and
A power simulation step of outputting driving information including at least one of driving speed, distance, coasting point, and braking point and simultaneously outputting changes in supplied power according to changes in driving information;
A train operation simulation method capable of simultaneous calculation including.
A driving information receiver that receives driving information regarding each point of the track, route, vehicle information, traction force, or providing power curve;
A operation information call unit that calls the operation information received by the operation information receiver, a operation calculation unit that calculates and outputs the operation speed and distance when the train is ahead or behind based on the operation information called by the operation information call unit, and the operation information call unit A coasting point determination unit that determines the coasting point using the travel speed and distance output by the calculation unit, a braking point determination unit that determines the braking point using the travel speed and distance output by the operation calculation unit, the travel speed, distance, and coasting. A train operation simulation unit including a power simulation unit that outputs operation information including at least one of a point and a braking point and simultaneously outputs a change in supplied power according to a change in the operation information; and
a test operation unit that provides a virtual test drive by linking the information output from the train operation simulation unit to a real-time computer simulator;
A train operation simulation system capable of simultaneous calculation including.