WO2021080012A1 - Speed profile creation device, operation assistance device, operation control device and speed profile creation method - Google Patents

Abstract

According to one embodiment, this speed profile creation device comprises: a travel condition setting unit which sets a travel range and a target travel time for a train; a travel simulation execution unit which executes a travel simulation of the train for the travel range to create a speed profile; and a parameter adjustment unit which, according to a travel time for the train obtained from the result of the travel simulation for the travel range, adjusts a parameter relating to coasting during execution of the travel simulation. The parameter adjustment unit adjusts the parameter in such a way that the travel time for the train obtained from the result of the travel simulation, comes close to the target travel time. Moreover, the parameter is adjusted according to the speed of the train relative to the position thereof in the travel simulation.

Description

Driving curve making device, driving support device, driving control device and driving curve making method

An embodiment of the present invention relates to a driving curve creating device, a driving support device, a driving control device, and a driving curve creating method.

Methods for reducing the power consumption of trains include weight reduction of rolling stock, reduction of air resistance, introduction of highly efficient motors, and driving utilizing coasting. In the present invention, as a method of reducing power consumption without changing a vehicle or a motor, attention is paid to driving utilizing coasting.

Train operating states include power running (a state in which driving force is applied in the direction of accelerating the train), braking (a state in which braking force is applied in the direction of decelerating the train), and coasting (a state in which power is not applied to the train). ).

At the time of power running, all the energy supplied to the motor to apply the driving force cannot be converted into kinetic energy, and a part of it is lost as heat. Also, when braking, a motor is operated as a generator to apply braking force, and when kinetic energy is absorbed and converted into electrical energy (during regenerative braking), part of the kinetic energy is lost as heat.

In such a situation, by making good use of coasting, it is possible to reduce the energy lost as heat and reduce the amount of power consumption. Specifically, on a downward slope, by accelerating by coasting without applying driving force or decelerating by coasting before applying the brake, unnecessary energy conversion during power running and braking is avoided, and as heat. Reduce the energy lost.

Create and examine a train operation curve in order to reduce power consumption by driving using coasting. The driving curve shows the speed and time with respect to the train position from the departure of the station to the arrival of the next station, and is created in consideration of the speed limit, gradient, vehicle performance, etc. of the line.

By creating a driving curve, it is possible to calculate the running time and power consumption of driving with different coasting sections and coasting lengths. By adjusting the coasting section and coasting length when creating the driving curve, it is possible to obtain a driving curve with low power consumption (hereinafter referred to as the energy-saving driving curve) while observing the running time specified by the train schedule. Can be done.

Japanese Patent No. 6315811

In order to create an energy-saving driving curve, it is necessary to appropriately adjust the coasting section and the coasting length. For example, a candidate for a coasting section is selected from the sections that can coast, changed to coasting, and coasting is determined if the traveling time of the entire driving curve is within the allowable time. If it is not within the permissible time, it is canceled, a new coasting section candidate is selected, and the coasting is changed to coasting. By repeating the evaluation of the permissible time in this way, an operation curve that matches the conditions can be obtained (Patent Document 1). However, in this method, if the mileage is long and the number of coasting section candidates is large, the calculation time may become long.

Therefore, an object to be solved by the present invention is to provide a driving curve creating device, a driving support device, a driving control device, and a driving curve creating method capable of creating an energy-saving driving curve in a short time.

The operation curve creating device of the embodiment includes a traveling condition setting unit that sets a train traveling range and a target traveling time, a traveling simulation execution unit that executes a traveling simulation of the train in the traveling range and creates a driving curve. A parameter adjusting unit for adjusting parameters related to coasting during execution of the traveling simulation is provided according to the traveling time of the train obtained from the result of the traveling simulation for the traveling range. The parameter adjusting unit adjusts the parameters so that the traveling time of the train obtained from the result of the traveling simulation is close to the target traveling time. Further, the parameters are adjusted according to the speed with respect to the position of the train in the traveling simulation.

FIG. 1 is a block diagram showing a configuration example of the operation curve creating device of the first embodiment. FIG. 2 is a flowchart showing an example of processing by the operation curve creating device of the first embodiment. FIG. 3A is a graph showing an example of an operation curve in a comparative example (conventional technique). FIG. 3B is a graph showing an example of an operation curve created by the operation curve creation device of the first embodiment. FIG. 4A is a graph showing a first example of an operation curve in a comparative example (conventional technique). FIG. 4B is a graph showing a second example of the operation curve in the comparative example (conventional technique). FIG. 4C is a graph showing an example of an operation curve created by the operation curve creation device of the first embodiment. FIG. 5 is a diagram showing an example of a change in power consumption when the exponentiation of speed at the time of coasting amount calculation is changed in the operation curve creation according to the first embodiment. FIG. 6 is a block diagram showing a configuration example of the driving support device according to the second embodiment. FIG. 7 is a block diagram showing a configuration example of the operation control device according to the third embodiment.

Hereinafter, embodiments of the present invention (first to third embodiments) will be described with reference to the drawings. First, in order to help the understanding of the embodiment, the background technology will be described again.

As a method of creating an energy-saving operation curve, a combinatorial optimization method is known. A large number of running simulations are performed assuming all combinations of notch commands at predetermined time intervals, and the one with the running time close to the target running time and the lowest power consumption is selected. However, as the mileage increases, the number of combinations increases exponentially, and it may take an enormous amount of time to obtain a solution.

On the other hand, a method of creating an energy-saving driving curve by adding coasting based on the fastest running curve is known. By uniformly adding coasting near multiple brake start points, the power consumption will be reduced while adjusting the running time. Since the number of simulation cases is small, a driving curve can be created in a relatively short time even when the mileage is long. However, if the same amount of coasting is added to the low speed region and the high speed region, the effect of reducing the power consumption may be insufficient.

On the other hand, in the method of Patent Document 1 described above, a candidate for a coasting section is selected from the sections that can be changed to coasting and changed to coasting, and coasting is determined if the traveling time of the entire driving curve is within the allowable time. .. If it is not within the permissible time, it is canceled, a new coasting section candidate is selected, and the coasting is changed to coasting. By repeating the evaluation of the permissible time in this way, an operation curve that matches the conditions can be obtained. However, if the mileage is long and the number of coasting section candidates is large, the calculation time may become long.

Therefore, in the following, we will explain how to create an energy-saving operation curve in a short time even when the mileage of the train is long.

(First Embodiment)
Hereinafter, the first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration example of the operation curve creating device 100 of the first embodiment. The operation curve creating device 100 includes a data input / output unit 1, a calculation unit 2, and a storage unit 3. The operation curve creating device 100 also includes a user interface (keyboard, mouse, touch panel, etc.), a communication interface, and the like, but the illustration and description thereof will be omitted for the sake of brevity.

The data input / output unit 1 receives the train schedule information (departure / arrival station, departure / arrival time, etc.) necessary for creating the operation curve as input, and outputs it to the calculation unit 2. Further, the driving curve created by the calculation unit 2 is output to the outside for the purpose of driving support, driving control, or the like.

The storage unit 3 includes a vehicle performance / route information database 31 that holds vehicle performance (train weight, power running characteristics, braking characteristics, etc.) and route information (gradient, curve, speed limit, station position, etc.).

The calculation unit 2 includes a running condition setting unit 21, a running simulation execution unit 22, and a parameter adjustment unit 23, and sets a running range, creates a driving curve by executing a simulation, adjusts parameters at the time of executing a simulation, and the like.

The running condition setting unit 21 sets the running range and the target running time of the train. Specifically, the traveling condition setting unit 21 refers to the vehicle performance / route information database 31 based on the departure / arrival station information of the train schedule, and sets the departure station position and the arrival station position, which are the traveling ranges. In addition, the target travel time is set using the departure and arrival times.

Note that, instead of the train schedule information, information such as the departure station position, the arrival station position, and the target travel time may be directly input to the operation curve creation device 100. In addition, all the operation curves from the first station to the last station of the entire line may be created at once.

The running simulation execution unit 22 executes a running simulation of the train in the running range and creates a running curve. Specifically, for the traveling range set by the traveling condition setting unit 21, a driving curve is created by referring to the vehicle performance / route information database 31 using the parameters adjusted by the parameter adjusting unit 23.

The parameter adjusting unit 23 adjusts the parameters related to coasting used by the traveling simulation execution unit 22 when executing the traveling simulation so that the traveling time of the train is close to the target traveling time.

The parameter related to coasting is, for example, the amount of speed reduction due to coasting in the section to which coasting is added. Details of parameter setting for each section will be described later.

Next, with reference to FIG. 2, the processing by the operation curve creating device 100 of the first embodiment will be described. FIG. 2 is a flowchart showing an example of processing by the operation curve creating device 100 of the first embodiment.

First, in step S1, the traveling condition setting unit 21 sets the traveling range and the target traveling time of the train. The travel range is from the departure station position to the arrival station position, and the difference between the departure time of the train schedule and the arrival time of the arrival station is the target travel time.

Next, in step S2, the parameter adjusting unit 23 adjusts the parameters related to coasting (the amount of speed reduction due to coasting) used when executing the running simulation. Specifically, when the running time of the train obtained from the result of the running simulation by the running simulation execution unit 22 is shorter than the target running time, the parameter is adjusted in the direction of increasing coasting. As a result, the running time will be extended in the next running simulation.

Next, in step S3, the travel simulation execution unit 22 uses the parameters related to coasting adjusted by the parameter adjustment unit 23, refers to the vehicle performance / route information database 31, and executes a train travel simulation in the travel range to drive the train. Create a curve.

The parameter (speed reduction amount due to coasting) is based on the value adjusted by the parameter adjusting unit 23, and the value proportional to the power of the speed with respect to the train position in the running simulation (for example, the cube or fourth power of the speed) is coasted. Is set for each section to which is added. Therefore, in the traveling range, the coasting is large in the high speed section, and the coasting is small in the low speed section.

Next, in step 4, it is determined whether or not the traveling time of the driving curve created in step S3 matches the target traveling time. If Yes, the process ends, and if No, the process returns to Step S2.

When the difference between the train running time and the target running time obtained from the simulation result is within the predetermined range, it is determined that both match (Yes in step S4), and the process is terminated.

In the case of Yes in step S4, the operation curve that matches the target travel time is adopted as the energy-saving operation curve and output to the data input / output unit 1. The data input / output unit 1 outputs the adopted energy-saving operation curve data to the outside. Subsequent processing will be described with reference to the second embodiment and the third embodiment.

The difference in shape between the operation curve example and the comparative example (conventional technique) created in this embodiment will be described. FIG. 3A is a graph showing an example of an operation curve in a comparative example (conventional technique). FIG. 3B is a graph showing an example of an operation curve created by the operation curve creation device 100 of the first embodiment. In each case, the area around the arrival station is enlarged and displayed.

In the operation curve 1 of FIG. 3A, as shown by (A1) to (A3), coasting is added at three points.
(A1) In the high-speed range, the amount of speed reduction due to coasting is 8 km / h.
(A2) In the medium speed range, the amount of speed reduction due to coasting is 8 km / h.
(A3) In the low speed range, the amount of speed reduction due to coasting is 8 km / h.
As a result of making the amount of speed decrease due to coasting the same in all of the high-speed range, medium-speed range, and low-speed range and gradually increasing coasting, the running time matched the target running time under the condition of uniform 8 km / h.

On the other hand, in the creation of the operation curve 2 of FIG. 3B, the traveling simulation execution unit 22 reduces the speed due to coasting according to the speed of the train position in the traveling simulation, based on the amount of speed reduction due to coasting adjusted by the parameter adjusting unit 23. The amount was set. Specifically, the amount of speed reduction due to coasting was set to be proportional to the fourth power of the speed in the section based on the following equation (1).

Speed reduction due to coasting = Reference value for speed reduction due to coasting x (4th power of speed limit in the relevant section) /
(The highest speed limit in all sections to the 4th power) ... Equation (1)

Here, the reference value of the speed reduction amount due to coasting indicates the value adjusted by the parameter adjusting unit 23. As a result of gradually increasing the coasting, the traveling time matched the target traveling time under the condition that the reference value of the speed reduction amount due to the coasting was 22 km / h.

The calculation status of the amount of speed reduction due to coasting for each section at this time is shown below. In the examples of FIGS. 3A and 3B, the highest speed limit in all sections is 120 km / h.

When the reference value of the speed reduction amount due to coasting is 22 km / h, the speed reduction amount due to coasting in the speed limit 120 km / h section (high speed range) is 22 km / h × (120 ^ 4) / (120 ^ 4) = 22 km. / H (B1). In addition, "120 ^ 4" means "120 to the fourth power".

Similarly, the amount of speed reduction due to coasting in the speed limit 70 km / h section (medium speed range) is 22 km / h × (70 ^ 4) / (120 ^ 4) ≈2.5 km / h (B2).

Similarly, the amount of speed reduction due to coasting in the speed limit 30 km / h section (low speed range) is 22 km / h × (30 ^ 4) / (120 ^ 4) ≈0.1 km / h.

Comparing FIG. 3A and FIG. 3B, in the operation curve 2 of FIG. 3B, the coasting in the high speed region is longer and the coasting in the low speed region is shorter than the operation curve 1 in FIG. 3A.

Next, the difference in power consumption between the operation curve example and the comparative example (conventional technique) created in this embodiment will be described. FIG. 4A is a graph showing a first example of an operation curve in a comparative example (conventional technique). FIG. 4B is a graph showing a second example of the operation curve in the comparative example (conventional technique). FIG. 4C is a graph showing an example of an operation curve created by the operation curve creation device 100 of the first embodiment. 4A to 4C show a case where coasting is not added (FIG. 4A), a case where the speed reduction amount due to coasting is set uniformly regardless of the speed (FIG. 4B), and a case where the speed reduction amount due to coasting is set according to the speed of the section. It is the operation curve when it is set (FIG. 4C), and the traveling time is the same.

The operation curve 12 in FIG. 4B shows the entire area from the departure station to the arrival station in the operation curve 1 in FIG. 3A. The power consumption is 144 kWh.

The operation curve 13 in FIG. 4C shows the entire area from the departure station to the arrival station in the operation curve 2 in FIG. 3B. The power consumption is 139.5 kWh.

The driving curve 11 in FIG. 4A is a case where the same running time is obtained only by adjusting the running speed without adding coasting. The power consumption is 145 kWh.

The power consumption reduction rate of the operation curve 12 of FIG. 4B with coasting was about 0.7% ((1-144 / 145) × 100) with respect to the operation curve 11 of FIG. 4A without coasting. .. On the other hand, the power consumption reduction rate of the operation curve 13 of FIG. 4C in which coasting is added according to the speed created by the operation curve creating device 100 of the first embodiment with respect to the operation curve 11 of FIG. 4A to which coasting is not added. Was about 3.8% ((1-139.5 / 145) × 100).

In the operation curve 12 of FIG. 4B, even in the low speed range of the speed limit of 30 km / h, the same amount of coasting as in the high speed range is set, so that the traveling time is extended only by coasting in the low speed range, and the power consumption reduction effect. The coasting in the high speed range is shortened. On the other hand, in the operation curve 13 of FIG. 4C, it is considered that the coasting amount in the high speed range becomes longer and the effect of reducing the power consumption amount becomes larger as a whole by setting the coasting amount according to the speed.

Next, with reference to FIG. 5, the relationship between the exponentiation of speed and the power consumption when calculating the speed reduction amount by coasting will be described. FIG. 5 is a diagram showing an example of a change in power consumption when the exponentiation of speed at the time of calculating the speed reduction amount by coasting is changed in the operation curve creation according to the first embodiment.

When the exponent of the power of speed when calculating the amount of speed reduction by coasting is increased to 0 (uniformly regardless of speed), 1, 2, 3, 4, 5, the power consumption is consumed in the case of the cube and fourth power of speed. The amount was the smallest. When there are coasting candidate sections with different speeds, the power consumption can be reduced by giving priority to the high speed range and increasing the coasting amount in this way.

By adjusting the parameters related to coasting in proportion to the cube or fourth power of the speed with respect to the train position in the traveling simulation by the operation curve creating device 100 of the first embodiment, priority is given to a high-speed section having a high power consumption reduction effect. Can add coasting.

Of the coasting section candidates, it is not necessary to evaluate by trial and error which section should be coasted to reduce the power consumption of the entire operation curve, so the number of simulation cases can be reduced. Therefore, even when the mileage is long and there are many coasting section candidates, the energy-saving operation curve can be created in a short time.

(Second Embodiment)
Next, the second embodiment will be described with reference to FIG. FIG. 6 is a block diagram showing a configuration example of the driving support device 201 according to the second embodiment. In the second embodiment, the driving support device 201 including the driving curve creating device 100 is installed on the vehicle to support the driver to drive according to the energy-saving driving curve created by the driving curve creating device 100.

The driving support device 201 includes a driving support information creating unit 60, a driving support information display unit 70, a train schedule information receiving unit 40, and a speed position information receiving unit 50, in addition to the driving curve creating device 100 described above.

The configuration and operation of the operation curve creating device 100 are the same as those in the first embodiment. Therefore, the description of the operation curve creating device 100 will be omitted here.
The driving support device 201 acquires the speed and position of the current train from the speed position information receiving unit 50, and not only the driving curve from the departure station to the arrival station but also the current train position to the arrival station. Create a driving curve.

The driving support information creation unit 60 creates driving support information based on the driving curve created by the driving curve creating device 100 and the speed and position of the current train. The driving support information includes a target speed, a target driving operation, and the like. For example, the speed on the operation curve with respect to the current train position is set as the target speed. Also, based on the target speed and the current train speed, the target driving operation (power running, coasting, braking operation) for bringing the train speed closer to the target speed is determined. The created driving support information is output to the driving support information display unit 70.

The driving support information display unit 70 presents the driving support information created by the driving support information creation unit 60 to the driver. The driver operates the power running handle 510 and the brake handle 520 based on the driving support information presented by the driving support information display unit 70, and operates the train according to the driving curve created by the driving curve creating device 100. Do. The driving support information may be displayed on the display (an example of the presentation unit) of the monitoring device mounted on the vehicle. Further, the presentation of the driving support information to the driver may be a voice instruction or the like.

The train schedule information receiving unit 40 acquires the train schedule information of the train equipped with the driving support device 201. The train schedule information can be obtained from, for example, a monitor device 300 on the vehicle when the driver carries an IC card that records the station of the route on which the driver is on board and the departure / arrival time and transfers the information to the vehicle. Further, the operation support device 201 may be provided with a train timetable information storage unit (not shown) and a train timetable information input interface (not shown) so as to take in the train timetable information. In addition, if the running time between the running stations and the relevant station is uniformly determined, the running time between the running stations and the relevant station is recorded as the train timetable information instead of the time-based train timetable information. May be good.

The speed position information receiving unit 50 acquires the speed and position of the train. The speed and position of the train are usually calculated by a speed position calculation device or a monitor device on the vehicle, and can be obtained from the device. The speed of the train is calculated based on information such as a speed generator (not shown) provided in the train. For example, the position of the train is set to about the kilometer of the station when the station is stopped, the travel distance is calculated based on information such as a speed generator (not shown), and the travel distance is added to the kilometer. ing.

When the driving support device 201 is operated independently without being connected to the device on the vehicle, the speed position information receiving unit 50 has a function of calculating the speed and position of the train based on GNSS (Global Navigation Satellite System) information. You may have it in.

Further, the driving support device 201 can be configured by a general computer device or the like in addition to the dedicated hardware device. When a general computer device is used, the processing functions of the above parts are the functions of the CPU, display device, storage device, the control program stored in the storage device and executed by the CPU, and the input / output interface provided in the computer device. Is realized as.

The operation support device 201 has a train timetable information receiving unit 40 and a speed position information receiving unit 50, and the operation curve creating device 100 has an energy-saving operation curve according to the speed, position, and time of the train, which changes from moment to moment. Is created in real time on the car. Further, it has a driving support information creating unit 60 and a driving support information display unit 70, and brings the driving support information, that is, the target speed and the train speed closer to the target speed so that the driver can drive according to the energy-saving driving curve. Present the target driving operation for the driver. The driver can drive according to the energy-saving driving curve by operating the power running handle 510 and the brake handle 520 based on the presented driving support information.

As described above, according to the second embodiment, by using the driving support device 201 provided with the driving curve creating device 100, the energy-saving driving curve is generated in real time on the vehicle according to the speed and position of the train which changes from moment to moment. It is possible to realize the operation according to the energy-saving operation curve, that is, the operation that can reduce the power consumption while observing the train schedule by the operation operation of the driver.

(Third Embodiment)
Next, the third embodiment will be described with reference to FIG. 7. FIG. 7 is a block diagram showing a configuration example of the operation control device 202 according to the third embodiment. In the third embodiment, the driving control device 202 including the driving curve creating device 100 is installed on the vehicle, and automatic driving is performed according to the energy-saving driving curve created by the driving curve creating device 100.

The operation control device 202 includes an operation control information creation unit 80, an automatic control unit 90, a train schedule information reception unit 40, and a speed position information reception unit 50 in addition to the operation curve creation device 100 described above.
The configuration and operation of the operation curve creating device 100 are the same as those of the first embodiment, and the configuration and operation of the train schedule information receiving unit 40 and the speed position information receiving unit 50 are the same as those of the second embodiment. In this embodiment, the driving support device 201 of the second embodiment is provided with a driving control information creating unit 80 and an automatic control unit 90 instead of the driving support information creating unit 60 and the driving support information display unit 70. is there. In the following, the description of the parts common to the first embodiment and the second embodiment will be omitted.

The operation control information creation unit 80 creates operation control information based on the operation curve created by the operation curve creation device 100 and the speed and position of the train. The operation control information is a control command to the drive braking control device 500. For example, the speed on the operation curve corresponding to the current train position is set as the target speed, and the target control command (powering notch, coasting, brake notch command) for bringing the train speed closer to the target speed is determined. The determined control command is output to the automatic control unit 90 as operation control information.

The automatic control unit 90 outputs the operation control information created by the operation control information creation unit 80, that is, the control command to the drive braking control device 500, and automatically operates the train. The drive braking control device 500 controls the power running and braking operation of the train in accordance with a control command from the automatic control unit 90.

The operation control device 202 can be configured not only by a dedicated hardware device but also by a general computer device or the like. When a general computer device is used, the processing functions of the above parts are realized as functions by the CPU provided in the computer device, the storage device, the control program stored in the storage device and executed by the CPU, and the input / output interface. To.

The operation control device 202 has a train timetable information receiving unit 40 and a speed position information receiving unit 50, and the operation curve creating device 100 has an energy-saving operation curve according to the speed, position, and time of the train, which changes from moment to moment. Is created in real time on the car. Further, it has an operation control information creation unit 80 and an automatic control unit 90, and creates operation control information which is a control command for performing automatic operation according to an energy-saving operation curve, and directly transmits the drive braking control device 500 to the drive braking control device 500. Output. The drive braking control device 500 can automatically perform energy-saving operation, that is, operation that can reduce power consumption while observing the train schedule, by controlling the power running and braking operation of the train in accordance with the control command.

As described above, according to the third embodiment, by using the operation control device 202 provided with the operation curve creation device 100, the energy-saving operation curve is generated in real time on the vehicle according to the speed and position of the train which changes from moment to moment. It can be created in, and automatic operation can be performed according to the operation curve. Therefore, the influence of operation delays and operation mistakes by the driver is reduced, and energy-saving operation, that is, operation that can reduce power consumption while observing the train schedule can be realized more reliably.

Although some embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

For example, the parameters related to coasting are not limited to the amount of speed reduction due to coasting, and may also be the mileage due to coasting, the coasting start point, and the like.

Claims (7)

1. A running condition setting unit that sets the running range and target running time of the train,
   A running simulation execution unit that executes a running simulation of the train in the running range to create a running curve, and a running simulation execution unit.
   A parameter adjusting unit for adjusting parameters related to coasting during execution of the traveling simulation according to the traveling time of the train obtained from the results of the traveling simulation for the traveling range is provided.
   The parameter adjusting unit adjusts the parameter so that the running time of the train obtained from the result of the running simulation is close to the target running time, and sets the parameter to the speed with respect to the position of the train in the running simulation. A driving curve creation device that adjusts accordingly.
2. The operation curve creating device according to claim 1, wherein the parameter is a speed reduction amount due to coasting in a section to which coasting is added in the traveling range.
3. The operation curve creating device according to claim 2, wherein the parameter adjusting unit adjusts the parameters so as to be proportional to a predetermined power of the speed with respect to the position of the train in the traveling simulation.
4. The operation curve creating device according to claim 3, wherein the parameter adjusting unit adjusts the parameters so as to be proportional to the cube or fourth power of the speed with respect to the position of the train in the traveling simulation.
5. The operation curve creating device according to claim 1 and
   A driving support information creation unit that creates driving support information including information on a target driving operation based on the driving curve and the speed and position of the current train.
   The presentation unit that presents the driving support information and
   A driving support device equipped with.
6. The operation curve creating device according to claim 1 and
   An operation control information creation unit that creates operation control information including a control command to the train based on the operation curve and the speed and position of the current train.
   An automatic control unit that automatically controls the running of the train based on the operation control information,
   An operation control device equipped with.
7. The running condition setting process that sets the running range and target running time of the train,
   A running simulation execution process for creating a running curve by executing a running simulation of the train in the running range, and
   A parameter adjusting step for adjusting parameters related to coasting during execution of the traveling simulation according to the traveling time of the train obtained from the results of the traveling simulation for the traveling range is provided.
   In the parameter adjusting step, the parameter is adjusted so that the running time of the train obtained from the result of the running simulation is close to the target running time, and the parameter is set to the speed with respect to the position of the train in the running simulation. How to create a driving curve that adjusts accordingly.

Images