WO2021186912A1 - 運転支援装置および運転支援方法 - Google Patents

運転支援装置および運転支援方法 Download PDF

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Publication number
WO2021186912A1
WO2021186912A1 PCT/JP2021/003181 JP2021003181W WO2021186912A1 WO 2021186912 A1 WO2021186912 A1 WO 2021186912A1 JP 2021003181 W JP2021003181 W JP 2021003181W WO 2021186912 A1 WO2021186912 A1 WO 2021186912A1
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WIPO (PCT)
Prior art keywords
time
driving support
arrival
next station
train
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Ceased
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PCT/JP2021/003181
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English (en)
French (fr)
Japanese (ja)
Inventor
健太郎 牧
努 宮内
祥太 木村
和男 徳山
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Hitachi Ltd
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Hitachi Ltd
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Publication of WO2021186912A1 publication Critical patent/WO2021186912A1/ja
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Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor

Definitions

  • the present invention relates to a driving support device and a driving support method for a mobile body that performs track transportation such as a railroad.
  • ATO equipment Automatic Train Operation equipment
  • ATO equipment Automatic Train Operation equipment
  • the introduction of a driving support device that assists the driver in driving operations is also being promoted so that the driver can drive in a driving pattern with low power consumption.
  • Patent Document 1 discloses a technique for outputting a constant speed running start timing and an inertia running start timing as driving support in order to achieve both punctuality and energy saving according to a target remaining running time. Specifically, when traveling between stations by combining constant speed running and coasting running, a constant speed start determination unit that determines the constant speed running start timing and an inertia start determination unit that determines the coasting start timing are used. This is a driving support system that switches between powering instruction / constant speed instruction / coasting instruction and outputs it to the driving support device based on the remaining running time, train position, and train speed.
  • the driving support system described in Patent Document 1 teaches early constant-speed driving shift and inertial driving start as driving support within a range in which punctuality can be maintained so as to prevent unnecessary early arrival.
  • the traveling speed may tend to be lower than that of the driver's normal driving. Therefore, the driver is concerned about the late arrival at the next station due to the difference from the train speed in the familiar driving, and does not necessarily follow the contents taught by the driving support system, and as a result, the sufficient energy saving effect cannot be exhibited.
  • a typical train operation support device of the present invention inputs the speed, position, control drive state, and target time of arrival at the next station of the train according to the progress of the train. Based on the output of the driving support information generation unit that outputs the recommended driving operation at the time of the current operation of the train and the estimated time of arrival at the next station, and the output of the driving support information generation unit, based on the target time of arrival at the next station. It is a driving support system characterized by being provided with a driving support information teaching unit that continuously displays the estimated time of arrival at the next station linked to the progress of the train together with the contents of recommended driving operations.
  • the driver can receive the instruction of the operation timing after grasping the relationship between the operation operation timing and the arrival time, the instruction content is easily accepted and unnecessary early arrival can be prevented. It becomes. As a result, the energy-saving effect of the driving support device can be stably exhibited.
  • the driving support screen by the driving support information teaching unit As an example of the driving support screen by the driving support information teaching unit, it is a figure which shows the case which supports the coasting operation. It is a figure which shows another example of the driving support screen by the driving support information teaching part. It is a figure which shows another example of the driving support screen by the driving support information teaching part. As an example of the driving support screen by the driving support information teaching unit, it is a figure which shows the case by text display. It is a figure which shows an example of the flowchart which concerns on the process which the driving support information generation part generates the recommended driving operation and the estimated arrival time of the next station.
  • the recommended operation and the relationship between the operation timing and the estimated arrival time at the next station are visualized, so that the driver's acceptability of the driving support device is improved and unnecessary early arrival is achieved. Can be prevented. Therefore, energy saving is also improved.
  • FIG. 2 to 4 are diagrams showing an example of a scene to be a driving support target during traveling between stations by the driving support device according to the present invention.
  • FIG. 2 shows, as the simplest example, a case where traveling between stations is composed of “acceleration ⁇ coasting ⁇ deceleration”. Such a running pattern is often used in the operation of local trains with short distances between stations on conventional lines.
  • the scene of switching from acceleration to coasting (the part surrounded by the broken line frame in the figure) is the target of driving assistance.
  • FIG. 3 shows a case where constant speed running exists between acceleration and coasting (“acceleration ⁇ constant speed ⁇ coasting ⁇ deceleration”) in addition to the running pattern shown in FIG.
  • acceleration ⁇ constant speed ⁇ coasting ⁇ deceleration in addition to the running pattern shown in FIG.
  • Such a running pattern is often used when the distance between stations on a conventional line is relatively long or when operating a limited express train.
  • the scene of transition from acceleration to constant speed (the part surrounded by the broken line frame on the left side of the figure) and the scene of transition from constant speed to coasting (the part surrounded by the broken line frame on the right side of the figure) are the driving assistance. It is a target.
  • FIG. 4 shows a case where there is a passing station in which the passing time is further determined in the traveling pattern shown in FIG. 3 (“acceleration ⁇ constant speed ⁇ coasting ⁇ deceleration ⁇ constant speed ⁇ acceleration...”).
  • the present invention is also applicable to such cases, and in consideration of the determined passing time, the scene of transition from acceleration to constant speed (the part surrounded by the broken line frame on the left side of the figure) and coasting from constant speed.
  • the driving support device according to the present invention can also support the traveling after the passing station shown in FIG. 4 in any of the cases of FIGS. 2 to 4.
  • FIG. 1 is a diagram showing a device configuration of the driving support device of this embodiment.
  • the driving support device of this embodiment is roughly composed of a driving support information generation unit 100 (a portion surrounded by a broken line frame in FIG. 1), a vehicle information control device 101, and a driving support information teaching unit 102.
  • the information output from the vehicle information control device 101 is six pieces of information: the next station arrival target time 111, the current time 112, the train speed 113, the train position 114, the next running station distance 115, and the control drive state 116.
  • the driving support information generation unit 100 determines the recommended driving operation 124 and the estimated arrival time 125 at the next station based on the above six information acquired from the vehicle information control device 101, and these information and the vehicle information control device 101 are used.
  • the target time of arrival at the next station 111 and the controlled drive state 116 are output to the driving support information teaching unit 102.
  • the driving support information teaching unit 102 inputs the next station arrival target time 111, the recommended driving operation 124, the next station arrival estimated time 125, and the control drive state 116, and passes the next station arrival target time and the next station arrival through its own display function. Present the estimated time and recommended driving operation to the driver.
  • the next station arrival target time 111 is a target time related to the arrival time at the next stop station or the next passing station, and is based on the timetable information held by the vehicle information control device 101.
  • the timetable information is managed as a fixed departure / arrival time, and may be a departure / arrival time that dynamically changes according to the operating status of other trains and the flow of people.
  • the current time 112 is the current time recognized by the vehicle information control device 101.
  • the train speed 113 is information generated and managed by the vehicle information control device 101 from the rotation speed information of a speed generator (not shown). For example, by multiplying the wheel rotation speed information per unit time generated by the speed generator by the circumference of the wheel, the mileage per unit time, that is, the speed is obtained, and the train speed 113 is generated using this. Will be done.
  • the train position 114 is information measured and held by the vehicle information control device 101 using a position recognition means (not shown). For example, it is obtained by using the absolute position detection result by communication with the ground side using a transponder or the like as an initial value, and adding the value obtained by integrating the train speed 113 in the section where the communication is not possible, that is, the mileage.
  • the distance between the next traveling stations 115 is information held by the vehicle information control device 101, and changes according to the train position 114. For example, when station A, station B, and station C are arranged in this order and the route is toward station C, the next running station 115 while the train is stopped at station A is "station A to station B". The next traveling station 115 when the train is traveling between stations A and B and when the train is stopped at station B is "station B to station C".
  • the control drive state 116 is information held by the vehicle information control device 101, and is an actual value or a command value of the generated control drive force.
  • the driving support information generation unit 100 (the part surrounded by the broken line frame in FIG. 1) includes the remaining running target time calculation unit 103, the position / speed prediction unit 104, the constant speed support unit 105, the coasting support unit 106, and the driving support information output. It is composed of a part 107.
  • the remaining travel target time calculation unit 103 calculates the remaining travel target time 117 by subtracting the current time 112 from the next station arrival target time 111.
  • the calculated remaining travel target time 117 is transmitted to the constant speed support unit 105 and the coasting support unit 106.
  • the position / speed prediction unit 104 inputs the train speed 113, the train position 114, and the control driving force state 116, and calculates the predicted speed 122 and the predicted position 123 after a predetermined time of the train.
  • the calculated predicted speed 122 and predicted position 123 are transmitted to the constant speed support unit 105 and the coasting support unit 106.
  • the calculation method of the predicted speed 122 and the predicted position 123 in the position / speed prediction unit 104 will be described later.
  • the constant speed support unit 105 inputs the train speed 113, the train position 114, the distance between the next running stations 115, the remaining running target time 117, the predicted speed 122 and the predicted position 123, and inputs the constant speed recommended information 118 and the constant speed remaining running prediction.
  • the time 119 is generated and output to the driving support information output unit 107. The method of calculating the constant speed recommended information 118 and the estimated remaining running time 119 for constant speed in the constant speed support unit 105 will be described later.
  • the coasting support unit 106 inputs the train speed 113, the train position 114, the distance between the next traveling stations 115, the remaining traveling target time 117, the predicted speed 122, and the predicted position 123, and sets the coasting recommendation information 120 and the estimated remaining traveling time 121 for coasting. Is generated and output to the driving support information output unit 107.
  • the calculation method of the coasting recommendation information 120 and the estimated remaining running time 121 for coasting in the coasting support unit 106 will be described later.
  • the driving support information output unit 107 inputs the current time 112, the constant speed recommended information 118, the constant speed remaining running estimated time 119, the coasting recommended information 120, and the coasting remaining running estimated time 121, and inputs the recommended driving operation 124 and the next station.
  • the estimated arrival time 125 is generated and output to the driving support information teaching unit 102. The method of calculating the recommended driving operation 124 and the estimated arrival time 125 at the next station in the driving support information output unit 107 will be described later.
  • the driving support information teaching unit 102 inputs the next station arrival target time 111, the controlled drive state 116, the recommended driving operation 124, and the next station arrival estimated time 125 by screen display, or this screen display and sound (including voice). And by notifying at least one of the vibrations, the support information is taught to the driver.
  • the method of teaching the driving support information in the driving support information teaching unit 102 will be described later with reference to the drawings.
  • next station arrival target time 111 and the control drive state 116 input to the driving support information teaching unit 102 are input through the driving support information generation unit 100, but the driving support is input from the vehicle information control device 101. It may be directly input to the information teaching unit 102.
  • the signal path shown in FIG. 1 is desirable in order to simplify the interface.
  • the driving support information generation unit 100 and the driving support information teaching unit 102 are separate devices, or when the driving support teaching unit 102 is a display attached to the vehicle information control device 101, the next station arrival target time It is desirable that the 111 and the control drive state 116 are directly input from the vehicle information control device 101 to the driving support information teaching unit 102.
  • Position / velocity prediction unit 104 The position / speed prediction unit 104 predicts the speed and position of the train after a predetermined time. The necessity of this prediction is that it is necessary to start teaching the driver the operation content of the driving at a timing earlier than the actual required operation timing of the driving due to the characteristic of the function of driving support in the manual operation. Is.
  • the position / speed prediction unit 104 assumes that the control drive state 116 continues from this reference to a predetermined time after the train speed 113 and the train position 114. , There is a method of calculating the predicted speed 122 and the predicted position 123.
  • the control driving characteristics of the train vehicle (change in tensile force according to speed, etc.), route conditions (gradient, curve, tunnel, etc.), speed limit information, etc. are taken into consideration to achieve higher accuracy. Predictability is possible (these additional information is not shown). Further, the predetermined time for prediction is determined so that the driver can move to the operation with a margin after perceiving the support content, and a value such as 5 seconds or 10 seconds is set.
  • Constant speed support unit 105 provides constant speed recommendation information 118 indicating whether the train should shift to constant speed operation in consideration of both punctuality and energy saving, and when the train shifts to constant speed operation at that time. Outputs the estimated remaining travel time 119 for constant speed, which represents the estimated travel time to the next station.
  • the constant speed recommendation information 118 takes either a "recommended” state or a "not recommended” state as a digital signal indicating the pros and cons of the recommendation to shift to the constant speed operation.
  • the constant speed start judgment table defines the remaining running time for each position and speed between stations, and by comparing the remaining running time stored in the table with the remaining running target time 117, the current position It is a mechanism that can judge whether it is better to operate at a constant speed or to continue power running from the speed.
  • the remaining running time stored in the constant speed start judgment table is determined in advance on a simulation basis to save more energy while maintaining punctuality (and actually running the train). The value may be determined by actual measurement).
  • this constant speed start determination table is used, the constant speed start determination table between each station is stored in the constant speed support unit 105, and the necessary table is read out and used according to the next traveling station interval 115. NS.
  • the predicted speed 122 and the predicted position 123 are input and the constant speed start determination table is referred to.
  • the constant speed recommended information 118 is set to "not recommended".
  • the constant speed recommendation information 118 is regarded as "recommended".
  • the constant speed start table is referred to by inputting the train speed 113 and the train position 114, and the train speed 113 and the train position 114 are stored in the table at a location corresponding to these inputs.
  • the value of the remaining running time is set to the estimated remaining running time 119 for constant speed.
  • the method of using the constant speed start determination table has been described, but the calculation method is not limited to this, and the train speed 113 and the train position A method of dynamically generating a traveling pattern to the next station by inputting 114 may be used.
  • the coasting support unit 106 provides coasting recommendation information 120 indicating whether or not the train should shift to coasting operation in consideration of both punctuality and energy saving, and to the next station when the train shifts to coasting operation at that time.
  • the estimated remaining running time 121 for coasting which represents the estimated running time, is output.
  • the coasting recommendation information 120 takes either a "recommended” state or a "non-recommended” state as a digital signal indicating the pros and cons of the transition to coasting operation.
  • the coasting start judgment table defines the remaining running time for each position and speed between stations. By comparing the remaining running time and the remaining running target time 117 stored in the table, the current position and speed It is a mechanism that can determine whether it is better to coast or continue the current driving operation.
  • the remaining running time stored in the coasting start judgment table is determined in advance on a simulation basis to save more energy while maintaining punctuality (and actually measured by actually running the train). The value may be determined by).
  • this coasting start determination table is used, the coasting start determination table between each station is stored in the coasting support unit 106, and the necessary table is read out and used according to the next traveling station interval 115.
  • the coasting start determination table is referred to by inputting the predicted speed 122 and the predicted position 123.
  • the value obtained by subtracting the predetermined time for prediction (see the description of the position / speed prediction unit 104 in (1) above) from the remaining travel target time 117, that is, the remaining travel time after this predetermined time and the coasting start determination table are stored. By comparing with the remaining running time, it is determined whether or not to shift to coasting operation after this predetermined time.
  • the coasting recommendation information 120 is set to "not recommended”.
  • coasting recommendation information 120 is referred to as "recommended”.
  • the train speed 113 and the train position 114 are input to refer to the coasting start determination table, and the remaining amount stored in the place corresponding to these inputs in the table.
  • the value of the running time is set to the estimated remaining running time 121 for coasting.
  • the method of using the coasting start determination table has been described, but the calculation method is not limited to this, and the train speed 113 and the train position 114 are calculated. It may be a method of dynamically generating a running pattern to the next station as an input.
  • Driving support information output unit 107 provides information on recommended driving operations (constant speed recommended information 118 and coasting recommended information 120) and information on estimated remaining running time (for constant speed) acquired from the constant speed support unit 105 and the coasting support unit 106.
  • Recommended driving operation that aggregates the estimated remaining running time 119 and the estimated remaining running time 121) for coasting and outputs the information to the driving support information teaching unit 102 after considering the information of the current time 112 acquired from the vehicle information control device 101.
  • the contents of the constant speed recommended information 118 and the coasting recommended information 120 are confirmed, and the driving operation of the constant speed and the coasting that is "recommended” is set as the recommended driving operation 124.
  • the contents of the constant speed recommended information 118 and the coasting recommended information 120 are both "not recommended”, “no recommended operation” is set for the recommended operation operation 124.
  • the contents of the constant speed recommendation information 118 and the coasting recommendation information 120 are both "recommended", they do not exist in principle and are not considered here.
  • the estimated arrival time 125 at the next station is set to a valid value when the recommended driving operation 124 is "constant speed” or “coasting".
  • the estimated arrival time 125 at the next station is the current time 112 plus the estimated remaining travel time 119 for constant speed.
  • the estimated arrival time 125 at the next station is the current time 112 plus the estimated remaining traveling time 121 for coasting.
  • the next station arrival estimated time 125 is not used for display by the driving support information teaching unit 102, so an invalid value may be set for the next station arrival estimated time 125.
  • Driving support information teaching unit 102 uses the recommended driving operation 124 and the estimated next station arrival time 125 to inform the driver of the recommended driving operation and the estimated next station arrival time when the driving operation is handled at that time. Teach.
  • 5 and 6 are diagrams showing an example of a screen displayed by the driving support information teaching unit 102 on the display existing in the driver's cab or the display added to the driver's cab.
  • the driver can check the contents of this screen while driving.
  • the contents of the screen do not have to be displayed all the time, and may be displayed at the timing when driving assistance is required.
  • FIG. 5 displays a screen when the recommended operation operation 124 is "constant speed” as a case of supporting the constant speed operation.
  • FIG. 6 displays a screen in the case where the recommended driving operation 124 is “notch off” corresponding to “coasting” as a case of supporting the coasting operation.
  • the timing for erasing the screens shown in FIGS. 5 and 6 is the timing when the driver performs the recommended driving operation.
  • the driver's driving operation is determined from the contents of the controlled drive state 116. Further, in order to secure the time for the driver to recognize the content of the displayed screen, there is also a method of allowing a predetermined delay of about several seconds from the timing of performing the driving operation to the timing of erasing the screen.
  • the screen display is in the erased state.
  • the time axis representing the time is displayed in the horizontal direction, and the time is assigned to the displayed scale. From the viewpoint of visibility, it is desirable that the scheduled arrival time is displayed so as to be near the center of the screen with reference to the next station arrival target time 111.
  • 6:23:15 (6:23:15) is on time, and this time is arranged in the center of the screen.
  • the left side is the time earlier than the scheduled time, and the right side is the time later than the scheduled time.
  • "early arrival” is displayed on the left side of the time axis and "late arrival” is displayed on the right side of the time axis for easy understanding.
  • the arrow pointing to the time (timing) when the recommended operation is performed moves along the time axis.
  • the display mode indicating this time it is not necessary to be an arrow, and other figures may be used, or the corresponding portion of the screen may be colored.
  • a method of pointing to a predetermined time range before and after the next station arrival target time 111 may be adopted.
  • the operation content of the recommended operation can be displayed as text in the arrow figure. That is, the content of the recommended driving operation 124 output from the driving support information output unit 107 is displayed as text. This text display does not have to be inside the arrow figure, and may be displayed on the screen in a manner that the driver can recognize.
  • the arrow figure is displayed at the corresponding position on the time axis based on the estimated arrival time 125 at the next station.
  • the arrow figure moves from the right side to the left side on the time axis.
  • the driver can perform a constant speed shift or coasting start driving operation while checking the estimated arrival time 125 at the next station indicated by the arrow figure. Can be carried out. This reduces anxiety about the arrival time at the next station and suppresses unnecessary early arrival due to acceleration or excessive extension of constant speed, compared to driving assistance that simply instructs the timing of driving operation. , It can contribute to energy saving. Further, even when the driver dares to drive for early arrival, the driving operation can be performed while quantitatively considering the degree of early arrival.
  • FIGS. 7 to 9 show another display example by the driving support information teaching unit 102.
  • the driving support screen shown in FIG. 7 is an example in which a mode in which the recommended range of the timing for executing the recommended driving operation 124 is displayed in a frame is added to the driving support screen shown in FIG.
  • the next station arrival target time 111 is 6:23:15 (6:23:15)
  • the driver is visually guided to perform the notch operation at the timing when the arrow figure enters the frame of the recommended range, so that late arrival or excessive early arrival can be suppressed. ..
  • the driver can handle the recommended driving operation while more considering the punctuality.
  • the driving support screen shown in FIG. 8 is an example in which the time axis label of the expected arrival at the next station is displayed not by the time display but by the time difference from the scheduled time based on the driving support screen shown in FIG.
  • the difference from the scheduled time is displayed as a minus (-) on the early arrival side and a plus (+) on the late arrival side.
  • the driver does not need to strictly memorize the target arrival time at the next station, and can perform the driving operation paying attention only to the difference from the scheduled time.
  • This example is particularly useful in railway systems where the target arrival time at the next station is flexibly changed.
  • the driving support screen shown in FIG. 9 is an example of displaying recommended driving operations and time information as text in a table format.
  • “constant speed” is recommended based on the recommended driving operation 124, and information on the next station arrival target time 111 and the next station arrival estimated time 125 is displayed.
  • the recommended range of arrival times at the next station is also displayed.
  • the time display in the column of the estimated time of arrival at the next station is updated at a predetermined cycle. I will go.
  • the recommended range of the next station arrival target time or the next station arrival time is compared with the next station arrival estimated time, and they are displayed when they are close to each other. Perform the recommended operation.
  • the display of the estimated arrival time at the next station will be displayed at the timing of 6:23:05 (6:23:05). Perform the recommended operation.
  • the screen display example shown in FIG. 9 does not have an element for dynamically drawing a figure, it can be realized with a smaller processing load as compared with the display examples shown in FIGS. 5 to 8.
  • the method of teaching driving support information by the driving support information teaching unit 102 is not limited to the screen display examples described with reference to FIGS. 5 to 9, and the contents of the recommended driving operation 124 and the currently recommended driving operation.
  • the display mode may be configured such that the estimated time of arrival at the next station 125 when handling 124 is also displayed, and the estimated time of arrival at the next station 125 is updated as the train progresses.
  • the driving support information teaching unit 102 uses sound (including voice), vibration, and the like in addition to the screen display examples shown in FIGS. 5 to 9 to inform the driver of the recommended operation timing of the recommended driving operation 124.
  • a means for notifying may be provided. According to this, the driver can know the recommended operation timing without gazing at the screen.
  • the driving support information teaching unit 102 may be provided with means for notifying the driver of the timing of displaying the screens shown in FIGS. 5 to 9 by using sound (including voice), vibration, or the like. According to this, the driver can surely grasp the timing when the driving support information is displayed without missing the timing.
  • FIG. 10 is a diagram showing an example of a flowchart relating to a process in which the driving support information generation unit 100 generates the recommended driving operation 124 and the estimated arrival time 125 at the next station.
  • step 1001 the constant speed support unit 105 and the coasting support unit 106 determine whether or not the train is stopped at the station. If the vehicle is stopped (YES), the process proceeds to step 1002, and if the vehicle is not stopped, that is, if the vehicle is traveling between stations (NO), the process proceeds to step 1004.
  • the method of determining the stop at the station there is a method of determining from the train speed 113 and the train position 114 that the train is stopped in a predetermined position range.
  • step 1002 the constant speed support unit 105 and the coasting support unit 106 acquire the distance between the next traveling stations 115 from the vehicle information control device 101.
  • step 1003 the constant speed support unit 105 and the coasting support unit 106 read the constant speed start determination table and the coasting start determination table, respectively, based on the distance between the next traveling stations 115, and prepare for traveling between the next traveling stations.
  • step 1004 the remaining running target time calculation unit 103 calculates the remaining running target time 117.
  • step 1005 the position / speed prediction unit 104 calculates the predicted speed 122 and the predicted position 123.
  • the processing order of steps 1004 and 1005 is not fixed to this and may be reversed.
  • step 1006 the coasting support unit 106 determines whether or not the coasting recommendation information 120 is "recommended”. When the coasting recommendation information 120 is "recommended” (YES), the transition is performed to step 1008, and when the coasting recommendation information 120 is "not recommended” (NO), the transition is performed to step 1007.
  • step 1007 the constant speed support unit 105 determines whether or not the constant speed recommended information 118 is "recommended". When the constant speed recommended information 118 is "recommended” (YES), the transition is made to step 1009, and when the constant speed recommended information 118 is "not recommended” (NO), the transition is made to step 1010.
  • step 1008 the coasting support unit 106 generates the estimated remaining running time 121 for coasting.
  • step 1009 the constant speed support unit 105 generates the estimated remaining running time 119 for constant speed.
  • step 1010 the driving support information output unit 107 generates the recommended driving operation 124 and the estimated arrival time 125 at the next station.
  • step 1004 and step 1005 may be interchanged.
  • the recommended driving operation 124 and the estimated next station arrival time 125 generated by the above flowchart, the next station arrival target time 111 from the vehicle information control device 101, and the control drive state 116 are input to the driving support information teaching unit 102. Will be.
  • Driving support information generation unit 101 ... Vehicle information control device 102 ... Driving support information teaching unit 103 ... Remaining running target time calculation unit 104 ... Position / speed prediction unit 105 ... Fixed Speed support unit 106 ... Coasting support unit 107 ... Driving support information output unit 111 ... Next station arrival target time 112 ... Current time 113 ... Train speed 114 ... Train position 115 ...

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
PCT/JP2021/003181 2020-03-17 2021-01-29 運転支援装置および運転支援方法 Ceased WO2021186912A1 (ja)

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Cited By (1)

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CN119502987A (zh) * 2025-01-16 2025-02-25 株洲中车时代电气股份有限公司 一种高速动车组的辅助驾驶方法、系统、介质和设备

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