WO2023176061A1 - Driving assistance system and driving assistance method - Google Patents

Driving assistance system and driving assistance method Download PDF

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Publication number
WO2023176061A1
WO2023176061A1 PCT/JP2022/044958 JP2022044958W WO2023176061A1 WO 2023176061 A1 WO2023176061 A1 WO 2023176061A1 JP 2022044958 W JP2022044958 W JP 2022044958W WO 2023176061 A1 WO2023176061 A1 WO 2023176061A1
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power consumption
driving
support system
train
evaluation
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PCT/JP2022/044958
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French (fr)
Japanese (ja)
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健太郎 牧
剛 三田寺
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株式会社日立製作所
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Publication of WO2023176061A1 publication Critical patent/WO2023176061A1/en

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    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/12—Preparing schedules

Definitions

  • the present invention relates to a driving support system and a driving support method.
  • Patent Document 1 describes a driving simulator that teaches driving methods, in which power consumption, driving time, etc. are scored, and the results are presented to the driver as an evaluation result.
  • Patent Document 1 The technology described in Patent Document 1 is an evaluation method based on the assumption that there is no influence from preceding trains.
  • punctual operation is important for railways, it is necessary to evaluate the amount of electricity consumed by taking into account the running time. It may be impossible to drive in Therefore, points will be deducted for late arrivals due to the influence of preceding trains and energy consumption due to additional acceleration/deceleration performed out of necessity, so even if the best operation is performed within the given constraints, points will be deducted. Evaluation results may be poor. In this way, if a situation arises that cannot be said to be an appropriate evaluation of driving skills, it is not desirable for the driver to maintain motivation to improve driving methods.
  • the present invention aims to provide a driving support system and driving support system that can appropriately evaluate running time and power consumption to realize energy saving in train operation even when there are conditions that impede normal operation such as the influence of preceding trains. provide a method.
  • the driving support system includes an operation data recording unit that records operation data regarding the operation performance of the train, and calculates the amount of power consumed between stations during the operation of the train based on the operation data recorded in the operation data recording unit. a running time calculating unit that calculates the running time between stations during operation of the train based on the operation data recorded in the operation data recording unit; and the electric power consumption.
  • a reference power consumption amount and a reference driving time are set as comparison targets for each of the amount and the driving time, and a comparison result between the power consumption and the reference power consumption and the driving time and the reference driving time are set.
  • the present invention includes a normal operation inhibiting condition extracting unit that extracts inhibiting conditions for normal operation, and a comparison operation data creating unit that calculates the reference power consumption amount and the reference travel time, respectively, based on the inhibiting conditions.
  • the amount of power consumed between stations and the running time during the operation of the train are calculated based on the operation data regarding the operation record of the train, Extract the conditions that inhibit normal operation that have occurred, calculate the reference power consumption and the reference running time based on the hindering conditions, and calculate the power consumption and the running time, the reference power consumption, and the reference running time.
  • the driver's driving evaluation when the train is in operation is calculated.
  • the present invention it is possible to provide a driving support system and a driving support method that can appropriately evaluate running time and power consumption and realize energy saving in train operation even when there are conditions that impede normal train operation.
  • FIG. 1 is a diagram showing a functional configuration of a driving support system according to an embodiment of the present invention.
  • FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors.
  • FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors.
  • FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors. It is a figure which shows the example of operation data for comparison. It is a figure which shows the example of operation data for comparison. It is a figure showing an example of an evaluation result. It is a figure showing an example of an evaluation result. It is a figure showing an example of an evaluation result. It is a figure which shows the example of a display of an evaluation result presentation part.
  • the driving support system of the present invention evaluates the power consumption and travel time associated with inter-station travel at the end of train travel between stations and thereafter, and reports the evaluation results to the train driver. This is a system to present.
  • the reference values for power consumption and running time that are compared in the evaluation are determined after taking into consideration the conditions that existed during the train's operation that inhibited normal operation.
  • conditions that impede normal train operation include signal indications due to the influence of preceding trains obtained from the signal device, temporary speed restrictions due to worsening weather, etc. obtained from the operation control device, Taking the obstacle risk obtained from the obstacle detection device as an example, the corresponding speed limit is shown.
  • the driving support system includes an operation data recording section 101, a power consumption calculation section 102, a driving time calculation section 103, an evaluation index comparison section 104, an evaluation result presentation section 105, a normal operation inhibition condition extraction section 106, and a comparison operation data creation section. 107, a signal device 108, a traffic control device 109, and an obstacle detection device 110.
  • the operation data recording unit 101 is a device that records operation data related to train operation results.
  • a specific example of the device is a driving situation recording device.
  • the operation data recording unit 101 records data in chronological order about at least train position, train speed, information regarding power consumption associated with operation, information regarding speed limit, and factors that inhibit normal operation of the train.
  • the operation data recording unit 101 is not limited to the driving status recording device, and may be any device as long as it is capable of recording this information in chronological order.
  • the operation data recording unit 101 is connected to the signal device 108, the operation control device 109, and the obstacle detection device 110 as a source for acquiring conditions that impede normal operation.
  • these devices are directly connected to the operation data recording unit 101, but they may be indirectly connected via other devices as long as they can receive the necessary data.
  • the signal device 108 is a device that manages the speed limit that the own train must adhere to, depending on track conditions such as curves and the distance from the preceding train. Although the signaling device 108 of this embodiment is described as an on-board device, it generally exists separately on the ground and on the vehicle.
  • the operation data recording unit 101 receives a signal indication 160, which is the speed limit at the current train position, from the signal device 108 and constantly records the received signal indication 160. Information on the signal appearance 160 is communicated to the train driver via a driver's cab screen or the like. The driver who recognizes the information of the signal manifestation 160 controls the train speed so as to comply with the signal manifestation 160.
  • the operation control device 109 is a ground device that supervises the operation of each train on the route, and also transmits temporary speed limit information in response to worsening weather.
  • the operation data recording unit 101 receives and records the temporary speed limit 161 from the operation management device 109.
  • the temporary speed limit 161 is defined by the target section and the speed limit value regarding the speed limit within the route. Information on the temporary speed limit 161 is notified to the train driver on the driver's cab screen or the like. The driver who recognizes the temporary speed limit 161 controls the train speed so as to comply with the temporary speed limit 161.
  • the obstacle detection device 110 is a device that determines the risk of obstacles that impede the operation of the own train. It is equipped with sensors such as cameras and radar to recognize the outside world, and based on the recognition results of the outside world, it determines the type of obstacle and its risk of disrupting operation.
  • the operation data recording unit 101 receives and records the obstacle risk speed limit 162 from the obstacle detection device 110.
  • the obstacle risk speed limit 162 is defined by the target section and the value of the speed limit regarding the speed limit within the route.
  • the obstacle risk speed limit 162 is communicated to the train driver via the driver's cab screen or the like. The driver who recognizes the obstacle risk speed limit 162 controls the train speed so as to comply with the obstacle risk speed limit 162.
  • the operation data recording unit 101 transmits power consumption information 151, train position 153, and train speed 154 to the power consumption calculation unit 102 at the end of inter-station travel and at subsequent timings.
  • An example of the power consumption information 151 is the input voltage and input current of each inverter in the train.
  • the power consumption calculation unit 102 calculates the input voltage and input current of all the inverters installed in the train. By summing the products, the power consumption of the train for each instant is calculated, and by integrating it over the time range of inter-station travel, the actual inter-station power consumption 152 is calculated.
  • the train position 153 and train speed 154 are used in the power consumption calculation unit 102 to determine the time range of the target inter-station travel.
  • the time range of running between stations is the time range from the time when the speed changes from zero to positive at the departure station position between the stations targeted by the train to the time when the speed changes from positive to zero at the stop station position. It is.
  • the power consumption calculation unit 102 calculates the power consumption 152 between stations during train operation based on the operation data recorded in the operation data recording unit 101.
  • the actual inter-station power consumption 152 calculated by the power consumption calculation unit 102 is transmitted to the evaluation index comparison unit 104.
  • the power consumption calculation may be performed only when the input current is positive, that is, only for power running excluding regeneration. By doing so, it is possible to eliminate the influence of other trains' track status and braking/driving conditions, and to evaluate the power consumption of the own train alone.
  • the operation data recording unit 101 transmits the train position 153 and train speed 154 to the running time calculation unit 103.
  • the running time calculation unit 103 sets the position of the departure station of the target station-to-station run as the train position 153, and from the time when the speed changes from zero to positive, the train position 153 is at the stop station position and the speed changes from positive to positive.
  • the time up to the time when it becomes zero is calculated as the running time 155 minutes.
  • the travel time calculation section 103 calculates the travel time 155 between stations when the train is in operation, based on the operation data recorded in the operation data recording section 101.
  • the travel time 155 calculated by the travel time calculation unit 103 is transmitted to the evaluation index comparison unit 104.
  • the operation data recording unit 101 transmits the train position 153 and additional speed limit information 157 to the normal operation inhibiting condition extraction unit 106.
  • the additional speed limit information 157 includes all the contents of the signal indication 160, the temporary speed limit 161, and the obstacle risk speed limit 162 held by the operation data recording unit 101.
  • the normal operation inhibiting condition extraction unit 106 extracts the inhibiting conditions 158 for normal operation that occur during train operation based on the recorded operation data information obtained from the operation data recording unit 101.
  • a normal operation inhibition condition 158 and a main influence operation inhibition factor 163 are generated.
  • the normal operation inhibiting condition 158 is transmitted to the comparison operation data creation unit 107 as information defined by the correspondence between the position on the route and the speed.
  • the main influence operation inhibiting factor 163 is information indicating a factor that is substantially reflected in the normal operation inhibiting condition 158 with priority given to the lower speed, targeting multiple pieces of information regarding speed limits included in the additional speed limit information 157. , is transmitted to the evaluation result presentation section 105.
  • a method for generating the normal operation inhibiting condition 158 and the main influencing operation inhibiting factor 163 will be described later with reference to FIGS. 2 to 4.
  • the comparison operation data creation unit 107 creates comparison operation data for comparison with the latest driving performance based on the normal operation inhibition condition 158 received from the normal operation inhibition condition extraction unit 106, and evaluates the driving performance.
  • An evaluation reference value 159 is generated.
  • the comparison operation data is time-series operation data, and includes information on speed, position, notch operation, and accompanying power consumption. The method for creating comparison operation data will be described later.
  • the evaluation reference value 159 is the power consumption between stations serving as a comparison standard (hereinafter referred to as reference inter-station power consumption), which is generated from the comparison operation data based on the inhibition condition 158, and the comparison standard and the power consumption between stations. This is the traveling time between stations (hereinafter referred to as the traveling time between reference stations), and is sent to the evaluation index comparison unit 104.
  • the reference station-to-station power consumption is calculated by integrating the power consumption included in the comparison operation data over the course of traveling between stations. Calculating the travel time between reference stations refers to the position information and speed information included in the comparison operation data, and from the time when the train is at the departure station position and the speed becomes positive from zero, the train is at the stop station position. It is calculated as the time from when the speed changes from positive to zero.
  • the calculation method is the same as the calculation method in the travel time calculation section 103.
  • the evaluation index comparison unit 104 compares the evaluation reference value 159 received from the comparison operation data creation unit 107, the actual inter-station power consumption 152 received from the power consumption calculation unit 102, and the travel time calculation unit 103.
  • An evaluation result 156 is generated by comparing the actual inter-station travel time 155. Specifically, for the power consumption 152 and the running time 155, the reference power consumption and the reference running time, which are included in the evaluation reference value 159, are set, and the power consumption 152 and the reference running time are set. Based on the comparison result of the electric energy and the comparison result of the running time 155 and the reference running time, an evaluation result 156 which is a driving evaluation of the driver during train operation is calculated. The calculated evaluation result 156 is transmitted to the evaluation result presentation section 105.
  • the evaluation result presentation unit 105 receives the comparison result, which is the driving evaluation calculated by the evaluation index comparison unit 104, and displays the information to the driver via a visible display device such as a driver's cab screen of a vehicle information device. I will present it as such. Details will be described later with reference to FIGS. 7 to 9.
  • each of the processing units described above which is the power consumption calculation unit 102, the travel time calculation unit 103, the evaluation index comparison unit 104, the normal operation inhibiting condition extraction unit 106, and the comparison operation data creation unit 107, Regarding the installation location, it does not matter whether it is installed on the ground device or on-board device, and data is exchanged by communicating between the ground and on-board devices as necessary.
  • the comparison operation data creation unit 107 requires a lot of processing and uses a database of past operation data, processing on a high-performance ground server can lead to cost reduction and downsizing of onboard equipment. I can do it.
  • the evaluation result presentation unit 105 is installed on the driver's cab screen on the car, and the driver confirms it immediately after completing the journey between stations. It may also be implemented in a computer terminal, etc.
  • FIGS. 2 to 4 A method of generating the normal operation inhibition condition 158 and the main influence operation inhibition factor 163 in the normal operation inhibition condition extraction unit 106 will be described.
  • the left diagram shows the permanent speed limit, which is known as route information, and the information included in the additional speed limit information 157, which is information on the inhibiting conditions 158 that are not included in the permanent speed limit.
  • Speed limit information is shown in the relationship between position and speed.
  • the normal operation inhibiting condition 158 generated by the normal operation inhibiting condition extraction unit 106 is illustrated in the relationship between position and speed. Further, in the lower part of the right diagram, the main influencing operation inhibiting factor 163 is shown as speed limit information that substantially influenced (main influencing) the generation of the normal operation inhibiting condition 158.
  • FIG. 2 is an example where the additional speed limit information 157 is only the signal indication 160.
  • the left diagram in FIG. 2 shows a permanent speed limit extending between stations and a signal display 160 near the destination station.
  • the speed pattern shown in the right diagram, in which lower speeds are prioritized becomes the normal operation inhibiting condition 158.
  • the main influence on the operation inhibiting factor 163 is only the signal display 160. That is, the additional speed limit information 157 is the speed limit set by the signal indication 160 by the signal device 108.
  • FIG. 3 is an example where the additional speed limit information 157 is of three types: a traffic light indication 160, a temporary speed limit 161, and an obstacle risk speed limit 162.
  • the left diagram of FIG. 3 shows a permanent speed limit extending between stations and three types of speed limit information, and the positions of the three types of speed limits do not overlap.
  • the speed pattern shown in the figure on the right in which lower speeds are given priority for the permanent speed limit and the three types of speed limits, becomes the normal operation inhibiting condition 158.
  • the operation inhibiting factors 163 having the main influence are all three types: the signal appearance 160, the temporary speed limit 161, and the obstacle risk speed limit 162.
  • the additional speed limit information 157 includes not only the signal indication 160 by the signal device 108, but also the temporary speed limit 161 set depending on circumstances such as deterioration of weather conditions, and the speed limit set based on obstacles existing in front of the train. It is.
  • the additional speed limit information 157 is of three types: signal indication 160, temporary speed limit 161, and obstacle risk speed limit 162, but unlike in FIG. This is an example of a case where the sections overlap.
  • the left diagram in FIG. 4 shows a permanent speed limit extending between stations and three types of speed limit information.
  • the positions of the signal indication 160 and the temporary speed limit 161 overlap, and the section of the temporary speed limit 161 is included in the section of the signal indication 160.
  • the speed limit is set in accordance with the lower signal indication 160.
  • the speed pattern shown in the figure on the right, in which the lowest speed is prioritized becomes the normal operation inhibiting condition 158.
  • the temporary speed limit 161 does not substantially affect the normal operation impediment condition 158. Therefore, there are two types of main influence operation inhibiting factors 163: signal indication 160 and obstacle risk speed limit 162.
  • the normal operation inhibiting condition extraction unit 106 functions to generate new speed limit information, so this information can be used to save energy. Search for the optimal driving pattern.
  • hindrance factors can be patterned with some variation, for example, limited to sections with bridges or sections with rivers, so search for the same conditions in the past and obtain data on days with the same speed limit shape.
  • the optimal way of driving in consideration of energy saving, the driving time at that time, and the amount of power consumption can be used as threshold values for the final judgment.
  • FIG. 5 An example will be shown in which the comparison operation data creation unit 107 uses the fastest pattern in consideration of the normal operation inhibition condition 158 as the comparison operation data. Under conditions where there is an additional speed limit on top of the permanent speed limit, it is generally considered that drivers should drive in such a way as to minimize delays. Therefore, the fastest pattern that takes into account normal operation impediment conditions 158 will be the best travel speed pattern, but if there are so many speed limits, the speed will have to be significantly reduced relative to the permanent speed limit, resulting in the speed being slower than the target. Therefore, the fastest data, even if it is later than the timetable, is adopted as the most suitable operation data for comparison with actual operation.
  • a travel time that is equal to or greater than the travel time specified in the timetable is adopted as comparison operation data.
  • the reference running time is the time from the time when the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the arrival time on the timetable in the presence of the inhibiting condition 158.
  • FIG. 6 shows an example in which an energy-saving driving pattern (energy-saving pattern) is used as comparison driving data in the comparison driving data creation unit 107. Since the fastest pattern is applied to the travel speed pattern in consideration of the normal operation inhibiting condition 158 in FIG. 5 described above, there is no degree of freedom. However, if the running time of the fastest pattern that takes energy saving into consideration is shorter than the running time specified in the timetable, it will not be possible to travel faster than the timetable. (as the minutes cannot be determined), it is necessary to match the travel time and minutes specified in the timetable. In this case, the optimum running time in consideration of energy saving can have more leeway than the running time of the fastest pattern. By utilizing this margin, a degree of freedom is created in the travel speed pattern.
  • the station after traveling for the travel time specified in the timetable, by lowering the maximum speed or increasing coasting based on the calculated fastest pattern, the station can be set up within the travel time specified by the timetable and in an energy-saving manner. It is possible to generate an optimal speed pattern for driving between the two areas. In such a case, a mathematically generated energy-saving travel pattern, in which the vehicle travels for the travel time determined by the timetable, is employed as comparison operation data.
  • an energy-saving pattern (operation data for energy-saving driving) calculated using past operation data search and operation simulation, or an average pattern (average consumption).
  • an average pattern (average consumption) The following describes the process of calculating a reference power consumption amount based on the operation data (driving data on electric power consumption), and calculating an evaluation value by comparing the reference power consumption amount and the actual value.
  • the accumulated operation data is time-series operation data and includes information on speed, position, notch operation, power consumption, and speed limit.
  • the speed limit information is speed information with lower priority given to the signal indication 160, the temporary speed limit 161, the obstacle risk speed limit 162, and the permanent speed limit (see FIGS. 2 to 4). Note that the accumulation of operation data can be realized by periodically acquiring data from the operation data recording unit 101, which is a driving status recording device.
  • each of the accumulated operation data includes information on location and speed limit in chronological order, it is possible to create a relationship between location and speed limit.
  • the above-mentioned normal operation inhibiting condition 158 is defined in terms of the relationship between position and speed limit. Based on this, past operation data that matches the normal operation inhibiting condition 158 in the driving record and the relationship between position and speed limit is searched and extracted.
  • the travel time between reference stations when the travel time between reference stations is determined, if the number of re-extracted operation data is small (such as 3 or less), in order to re-extract multiple operation data, the travel time between reference stations is determined. may be set to the shortest running time, with a width of about 5 to 10 seconds within the range of not arriving earlier than the timetable.
  • the comparison operation data creation unit 107 extracts the operation data in the case where the inhibiting condition 158 exists from among the past operation data recorded in the operation data recording unit 101, and thereby extracts the operation data for the reference travel time. Reference power consumption is calculated for each.
  • Condition settings required for operation simulation include vehicle conditions (weight, running resistance characteristics, traction force, braking force, electric braking force characteristics), route conditions (station kilometer distance, route slope and curvature, existence of tunnels, speed limit), and timetables. These include conditions (traveling time between stations) and driving method conditions. Among these, conditions other than the speed limit are held in advance in the comparison operation data creation unit 107. Then, the normal operation inhibition condition 158 is used as the speed limit condition.
  • the weight included in the vehicle conditions is affected by changes in the occupancy rate depending on the day of the week and time of day, so by additionally acquiring and using the occupancy rate value for the inter-station run to be simulated from the operation data recording unit 101. , it is possible to perform more accurate driving simulations in terms of speed patterns and power consumption.
  • the traction force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways, by additionally acquiring and using the overhead line voltage value during running between stations to be simulated from the operation data recording unit 101, It is possible to perform more accurate driving simulations in terms of speed patterns and power consumption.
  • the electrical braking force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways
  • the overhead line voltage value during running between stations to be simulated may be additionally obtained from the operation data recording unit 101 and used. This enables more accurate driving simulations in terms of power consumption.
  • the conditions for the driving method are how to determine the traveling speed pattern during traveling between stations, and by extension, the notch handling strategy. Driving time and power consumption vary depending on driving conditions.
  • a travel speed pattern that allows the train to travel between stations in the shortest time is generated.
  • the fastest pattern is a speed pattern that utilizes the maximum acceleration and deceleration allowed in consideration of safety and ride comfort, and increases the speed within a range that does not exceed the speed limit.
  • the fastest pattern is used as the comparison operation data. If there is a normal operation inhibiting condition 158 that requires a significant speed reduction with respect to the permanent speed limit, as described above with reference to Figure 6, even if you are traveling at the fastest speed, you will not be able to travel within the travel time specified in the timetable. It is not possible to travel with a travel time shorter than , and the fastest pattern will be used as the comparison operation data.
  • the reference travel time between stations is the longer of the travel time when traveling between stations in the fastest pattern and the travel time determined by the timetable.
  • the reference inter-station power consumption is defined as the inter-station power consumption when traveling in the fastest pattern.
  • the reference inter-station power consumption is defined as the inter-station power consumption when traveling in an energy-saving pattern.
  • the inter-station power consumption is the instantaneous power consumption estimated from the magnitude of the traction force and electric braking force required to travel along the fastest pattern, taking into account equipment efficiency, etc. It can be calculated by accumulating the total amount while traveling between stations. Note that when the power consumption calculation unit 102 employs power consumption calculation that targets only the running power, the power running power between stations is calculated by integrating only positive power consumption here as well.
  • the comparison operation data creation unit 107 calculates the travel time between reference stations and the amount of power consumption between reference stations through a computer-based driving simulation that includes the inhibiting conditions, and uses these as thresholds to determine the actual distance between stations.
  • an evaluation reference value 159 is output to the evaluation index comparison unit 104. Based on the above two methods, the evaluation results shown in FIGS. 7 to 9 will be explained.
  • the reference power consumption amount is the amount of power consumed when the train travels between stations in the reference travel time and travels with the lowest power consumption.
  • the reference power consumption is the average power consumption when the train travels between stations in the reference travel time.
  • the evaluation index comparison unit 104 sets the evaluation index comparison unit 104 to give a higher evaluation when the power consumption amount 152 is less than the reference power consumption amount than when it exceeds the reference power consumption amount. Then, the driving evaluation is calculated.
  • the reference inter-station travel time (results from searching past operation data, energy saving) included in the evaluation reference value 159 is compared with the actual inter-station travel time 155. Further, the reference inter-station power consumption (results from searching past operation data, energy saving) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
  • the reference inter-station travel time included in the evaluation reference value 159 (results from searching past operation data, average) is compared with the actual inter-station travel time 155. Further, the reference inter-station power consumption (results from searching past operation data, average) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
  • the reference inter-station travel time (results from operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station travel time 155.
  • the reference inter-station power consumption (results from operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
  • the evaluation results (scoring results) based on the numerical comparison of driving time and power consumption are compared with a predetermined standard score, and a pass/fail judgment is made in which the score is higher than the standard value.
  • a pass/fail judgment is made in which the score is higher than the standard value.
  • the information shown in FIGS. 7 to 9 evaluated as described above is displayed by the evaluation result presentation unit 105 by displaying numerical values in a table format or by graphing these numerical values.
  • the evaluation result presentation unit 105 does not need to display all of the information shown in FIGS. 7 to 9, and may display only a portion of the information as an excerpt.
  • the evaluation result presenting unit 105 also writes the contents of the main influencing operation inhibiting factor 163 acquired from the normal operation inhibiting condition extracting unit 106 in the display device (see FIGS. 10, 13, and 14). This allows the driver to recognize the operating conditions under which the reference station-to-station travel time and reference station-to-station power consumption that are being compared with his or her own driving results, allowing him or her to make comparative evaluations. The validity of the results can be confirmed.
  • FIG. 10 shows a driving performance screen that is an example of presentation of the evaluation results 156 and the main influence operation inhibiting factors 163, which are obtained by comparing the numerical values of driving time and power consumption and calculating the difference.
  • the evaluation result presentation unit 105 selects at least one of the comparison results between the power consumption 152 and the reference power consumption and the comparison result between the running time 155 and the reference running time, which are compared in the evaluation index comparison unit 104.
  • One comparison result is displayed in a graph.
  • the evaluation result presentation unit 105 further displays the presence or absence of a driving inhibiting factor regarding the inhibiting condition 158 related to driving evaluation.
  • FIG. 11 shows an example of how to score points related to travel time 155.
  • the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the driving time 155 is to the reference driving time, the higher the evaluation.
  • FIG. 12 shows an example of how to assign points regarding the power consumption amount 152.
  • a time/minute range with the highest score is set around the reference station-to-station power consumption, and points are assigned in such a way that the score decreases as the power consumption becomes larger than that range.
  • the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the power consumption amount 152 is to the reference power consumption amount, the higher the evaluation.
  • the ideal value of power consumption is either the energy-saving value obtained by searching past operation data or the result obtained by operation simulation among the reference station-to-station power consumption included in the evaluation reference value 159. use.
  • the evaluation result presentation unit 105 displays these scores on a display device that can be viewed by the driver, such as a driver's cab screen of a vehicle information device. When displaying, the running time score and the power consumption score may be displayed individually, or a value obtained by adding them together with some weighting may be displayed. It is preferable that the evaluation result presentation unit 105 also displays the contents of the main influencing operation inhibiting factor 163 acquired from the normal operation inhibiting condition extracting unit 106 in the display device.
  • Figure 14 This is an example of presentation of the evaluation result 156 in the evaluation result presentation unit 105, in which the evaluation result (scoring result) based on the comparison of numerical values of driving time and power consumption is compared with a predetermined reference value of points, A pass/fail judgment is displayed in which the test is passed when the score exceeds the standard value.
  • FIG. 14 shows an example when the evaluation result 156 is pass. For example, as shown in the figure, it is possible to display "appropriate” for driving time and "ECO" for power consumption.
  • the present invention described above calculates the power consumption 152 between stations and the running time 155 during train operation based on the operation data related to the train operation performance, and calculates the amount of electricity consumed during train operation based on the operation data.
  • the conditions 158 that inhibit normal operation are extracted, and the reference power consumption and reference running time are calculated based on the inhibiting conditions, and the power consumption 152 and the running time 155 are calculated.
  • the driver's driving evaluation 156 at the time of train operation is calculated by comparing with the number of minutes.
  • the driving support system includes an operation data recording unit 101 that records operation data related to train operation performance, and a power consumption between stations during train operation based on the operation data recorded in the operation data recording unit 101.
  • a running time calculating unit 103 that calculates a running time 155 between stations during train operation based on the operation data recorded in the operation data recording unit 101;
  • An evaluation index comparison unit 104 is provided that calculates a driving evaluation 156 of a driver during train operation based on a comparison result of travel time.
  • a normal operation inhibition condition extraction unit 106 extracts an inhibition condition 158 for normal operation that occurs during train operation, and a reference consumption It includes a comparison operation data creation unit 107 that calculates electric energy and reference travel time, respectively.
  • An evaluation result presentation unit 105 is provided that presents the driving evaluation calculated by the evaluation index comparison unit 104 to the driver. By doing this, the driver can maintain motivation to devise ways of driving to save energy.
  • the reference running time is the time from the time when the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the arrival time on the timetable in the presence of the inhibiting condition 158.
  • the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the driving time 155 is to the reference driving time, the higher the evaluation. By doing so, the evaluation result 156 can be made clear.
  • Reference power consumption is the amount of power consumed when the train travels between stations in the reference travel time and travels with the lowest power consumption. By doing this, it is possible to create a standard for the amount of electricity required to run a train in an energy-efficient manner.
  • the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the power consumption is to the reference power consumption, the higher the evaluation. By doing so, the evaluation result 156 can be made clear.
  • the reference power consumption is the average power consumption when the train travels between stations during the reference travel time.
  • the evaluation index comparison unit 104 calculates the driving evaluation 156 so that when the power consumption 152 is lower than the reference power consumption, the evaluation is higher than when it is higher than the reference power consumption. . By doing this, it is possible to clearly evaluate the energy-saving running of the train based on the average power consumption.
  • the comparison operation data creation unit 107 extracts operation data when the inhibiting condition 158 exists from among the past operation data recorded in the operation data recording unit 101, thereby generating reference travel time and reference consumption. Calculate the amount of electricity for each. By doing this, even if there is a preceding train, it is possible to create standards for optimal energy-saving running of the train.
  • the comparison operation data creation unit 107 calculates a reference driving time and a reference power consumption amount by running a driving simulation on a computer that includes the inhibiting condition 158. By doing this, evaluation criteria can be created even if there is no past operation data.
  • Inhibiting condition 158 is an additional speed limit that does not exist on the permanent speed limit. By doing this, for example, it is possible to create a standard for energy-saving running of a train when there is a preceding train.
  • the additional speed limit is a speed limit set by a signal display by the signal device 108. By doing this, it is possible to create the inhibition condition 158 that includes speed limit information when there is a preceding train.
  • the additional speed limit is a speed limit set depending on weather conditions. By doing this, it is possible to create the inhibiting condition 158 that includes speed limit information in case of bad weather.
  • the additional speed limit is a speed limit set by an obstacle that exists in front of the train.
  • the inhibition condition 158 includes speed limit information that takes into account obstacles in the outside world that pose a risk to the running of the train.
  • the evaluation result presentation unit 105 displays the inhibiting conditions 158 related to driving evaluation. By doing this, the driver can clearly recognize the inhibiting condition 158 and maintain motivation to devise a driving method that is energy-saving.
  • the evaluation result presentation unit 105 further selects at least one of the comparison results between the power consumption 152 and the reference power consumption and the comparison result between the running time 155 and the reference running time, which are compared in the evaluation index comparison unit 104.
  • One comparison result is displayed in a graph. By doing so, the driver can recognize the running evaluation result 156 of his own train.
  • the driving support method of the present invention calculates the power consumption 152 and running time 155 between stations during train operation based on the operation data regarding the train operation record, and calculates the The conditions 158 that inhibit normal operation that occur during operation are extracted, and the reference power consumption and reference running time are calculated based on the inhibiting conditions 158, and the power consumption 152, the running time 158, and the reference power consumption are By comparing the amount and the reference running time, a driving evaluation 156 of the driver during train operation is calculated. By doing this, even if there are conditions that impede normal train operation, it is possible to appropriately evaluate the running time and power consumption, thereby realizing energy savings in train operation.

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Abstract

This driving assistance system comprises: an operation data recording unit; a power consumption amount calculation unit; a travel time calculation unit; an evaluation index comparison unit which sets, with respect to a power consumption amount and a travel time, a reference power consumption amount and a reference travel time that are respective comparison targets, and calculates the operation evaluation of a driver during the operation of a train on the basis of a comparison result between the power consumption amount and the reference power consumption amount and a comparison result between the travel time and the reference travel time; a normal operation impediment condition extraction unit which extracts, on the basis of data from the operation data recording unit, a normal operation impediment condition occurring during the operation of the train; and a comparison operation data creation unit which calculates, on the basis of the impediment condition, the reference power consumption amount and the reference travel time.

Description

運転支援システム、および運転支援方法Driving support system and driving support method
　本発明は、運転支援システム、および運転支援方法に関する。 The present invention relates to a driving support system and a driving support method.
　環境問題対応や運行コスト低減のため、鉄道事業者では列車運行に伴う消費電力量の低減が課題となっている。列車運行に伴った消費電力量を低減する方法のひとつとして、駅間走行の速度パターンの適正化が挙げられる。運転士による駅間走行の速度パターンにはばらつきが存在し、それによって走行時分と消費電力量にばらつきが生じる。そのため、速度パターンのばらつきを低減し、定時性を遵守できる範囲の走行時分で、省エネな運転をすることによって、列車運行に伴う消費電力量の低減する必要がある。 In order to address environmental issues and reduce operating costs, railway operators are facing the challenge of reducing power consumption associated with train operation. One way to reduce the power consumption associated with train operation is to optimize the speed pattern of trains running between stations. There are variations in the speed patterns of drivers traveling between stations, which causes variations in travel time and power consumption. Therefore, it is necessary to reduce the power consumption associated with train operation by reducing variations in speed patterns and performing energy-saving operation within a range of running times that can maintain punctuality.
　省エネな運転を目指した駅間走行の速度パターンのばらつき低減には、運転を自動化する自動列車運転装置の採用のほか、手動運転を前提としたうえで、省エネな運転方法の教育や運転操作をアドバイスする運転支援システムの導入が効果的である。この運転支援システムの導入について、手動運転を前提とした方法は、自動列車運転装置の採用に比べて導入コストが抑えられるため、将来的に自動運転が主流になるまでの間は、手動運転を前提とした速度パターンのばらつき低減が有効である。 In order to reduce variations in speed patterns when traveling between stations with the aim of energy-saving operation, in addition to adopting automatic train operation equipment that automates train operation, training on energy-saving driving methods and train operation based on the assumption that manual operation is required. It is effective to introduce a driving support system that provides advice. Regarding the introduction of this driving support system, the introduction cost is lower compared to the adoption of automatic train operation equipment if the method assumes manual operation, so until automatic operation becomes mainstream in the future, manual operation will not be possible. It is effective to reduce variations in speed patterns as a premise.
　また、省エネな運転を目指した運転支援システムにおいては、速度パターンのばらつき低減を進める上で、列車の運転士が走行に対してのモチベーションを維持できるかどうかが大きな課題となる。多くの運転士にとっては、従来から慣れ親しんだ運転方法を修正することになるため、少なからず心理的な抵抗が存在する。そのため、省エネな運転方法の定着のためには、省エネ効果が運転士の目に見えて実感できる必要がある。この課題に対応する方法のひとつとして、駅間走行に伴う消費電力量や走行時分、および運転技能の評価を運転台画面に表示する運転支援システムの導入が挙げられる。このようにすることで、駅間走行ごとに自らの運転結果や評価を確認することで、運転方法の工夫に対するモチベーションの維持が期待できる。 In addition, in driving support systems aiming at energy-saving operation, a major issue is whether train drivers can maintain their motivation to travel in order to reduce variations in speed patterns. For many drivers, there is considerable psychological resistance as it involves modifying the driving methods that they are accustomed to. Therefore, in order to establish energy-saving driving methods, it is necessary for drivers to be able to see and feel the energy-saving effects. One way to address this issue is to introduce a driving support system that displays on the driver's cab screen the power consumption and travel time associated with driving between stations, as well as the evaluation of driving skills. In this way, by checking their own driving results and evaluations every time they drive between stations, it is expected that they will be able to maintain their motivation to improve their driving methods.
　例えば、特許文献１には、運転方法を教育する運転シミュレータにおいて、消費電力量や走行時分などを点数化し、評価結果として運転士に提示する構成が示されている。 For example, Patent Document 1 describes a driving simulator that teaches driving methods, in which power consumption, driving time, etc. are scored, and the results are presented to the driver as an evaluation result.
特開２０２０－１３４７５７号公報Japanese Patent Application Publication No. 2020-134757
　特許文献１に記載されている技術は、先行列車の影響が無いことを前提とした評価方法である。しかし、鉄道は定時運行が重要であるため、走行時分も考慮した上での消費電力量の評価を行う必要があり、運行状況によっては先行列車の影響などを受け、目標とする走行時分での走行が不可能な場合がある。そのため、先行列車の影響による遅着や、必要に迫られて実施した追加の加減速に伴うエネルギ消費が減点対象となってしまうため、与えられた制約の中で最良の運転がなされた場合でも評価結果が悪くなることがある。このように、適正な運転技能評価とは言えない状況が生じると、運転士が運転方法の工夫に対するモチベーションを維持する上では望ましくない。 The technology described in Patent Document 1 is an evaluation method based on the assumption that there is no influence from preceding trains. However, since punctual operation is important for railways, it is necessary to evaluate the amount of electricity consumed by taking into account the running time. It may be impossible to drive in Therefore, points will be deducted for late arrivals due to the influence of preceding trains and energy consumption due to additional acceleration/deceleration performed out of necessity, so even if the best operation is performed within the given constraints, points will be deducted. Evaluation results may be poor. In this way, if a situation arises that cannot be said to be an appropriate evaluation of driving skills, it is not desirable for the driver to maintain motivation to improve driving methods.
　そこで本発明は、先行列車の影響等の通常運行を阻害する条件があった場合でも、走行時分や消費電力量を適正に評価し、列車運行の省エネ化を実現できる運転支援システムおよび運転支援方法を提供する。 Therefore, the present invention aims to provide a driving support system and driving support system that can appropriately evaluate running time and power consumption to realize energy saving in train operation even when there are conditions that impede normal operation such as the influence of preceding trains. provide a method.
　運転支援システムは、列車の運行実績に関する運行データを記録する運行データ記録部と、前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時における駅間の消費電力量を算出する消費電力量算出部と、前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時における駅間の走行時分を算出する走行時分算出部と、前記消費電力量および前記走行時分について、それぞれの比較対象である参考消費電力量および参考走行時分を設定し、前記消費電力量と前記参考消費電力量の比較結果および前記走行時分と前記参考走行時分の比較結果に基づいて、前記列車の運行時における運転手の運転評価を算出する評価指標比較部と、前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時に発生した通常運行に対する阻害条件を抽出する通常運行阻害条件抽出部と、前記阻害条件に基づいて、前記参考消費電力量と前記参考走行時分をそれぞれ算出する比較用運行データ作成部と、を備える。
　また、運転支援方法では、列車の運行実績に関する運行データに基づいて、前記列車の運行時における駅間の消費電力量と走行時分を算出し、前記運行データに基づいて、前記列車の運行時に発生した通常運行に対する阻害条件を抽出し、前記阻害条件に基づいて、前記参考消費電力量と前記参考走行時分をそれぞれ算出し、前記消費電力量および前記走行時分と、参考消費電力量および参考走行時分とを比較することで、前記列車の運行時における運転手の運転評価を算出する。 The driving support system includes an operation data recording unit that records operation data regarding the operation performance of the train, and calculates the amount of power consumed between stations during the operation of the train based on the operation data recorded in the operation data recording unit. a running time calculating unit that calculates the running time between stations during operation of the train based on the operation data recorded in the operation data recording unit; and the electric power consumption. A reference power consumption amount and a reference driving time are set as comparison targets for each of the amount and the driving time, and a comparison result between the power consumption and the reference power consumption and the driving time and the reference driving time are set. an evaluation index comparison unit that calculates the driving evaluation of the driver during the operation of the train based on the comparison result of the time of operation of the train; and an evaluation index comparison unit that calculates the driving evaluation of the driver during the operation of the train; The present invention includes a normal operation inhibiting condition extracting unit that extracts inhibiting conditions for normal operation, and a comparison operation data creating unit that calculates the reference power consumption amount and the reference travel time, respectively, based on the inhibiting conditions.
In addition, in the driving support method, the amount of power consumed between stations and the running time during the operation of the train are calculated based on the operation data regarding the operation record of the train, Extract the conditions that inhibit normal operation that have occurred, calculate the reference power consumption and the reference running time based on the hindering conditions, and calculate the power consumption and the running time, the reference power consumption, and the reference running time. By comparing the reference running time with the reference running time, the driver's driving evaluation when the train is in operation is calculated.
　本発明によれば、通常運行を阻害する条件があった場合でも、走行時分や消費電力量を適正に評価し、列車運行の省エネ化を実現できる運転支援システムおよび運転支援方法を提供できる。 According to the present invention, it is possible to provide a driving support system and a driving support method that can appropriately evaluate running time and power consumption and realize energy saving in train operation even when there are conditions that impede normal train operation.
本発明の一実施形態に係る、運転支援システムの機能構成を示す図である。1 is a diagram showing a functional configuration of a driving support system according to an embodiment of the present invention. 通常運行阻害条件および主影響運行阻害要因の例を示す図である。FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors. 通常運行阻害条件および主影響運行阻害要因の例を示す図である。FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors. 通常運行阻害条件および主影響運行阻害要因の例を示す図である。FIG. 3 is a diagram showing an example of normal operation inhibiting conditions and main influence operation inhibiting factors. 比較用運行データの例を示す図である。It is a figure which shows the example of operation data for comparison. 比較用運行データの例を示す図である。It is a figure which shows the example of operation data for comparison. 評価結果の例を示す図である。It is a figure showing an example of an evaluation result. 評価結果の例を示す図である。It is a figure showing an example of an evaluation result. 評価結果の例を示す図である。It is a figure showing an example of an evaluation result. 評価結果提示部の表示例を示す図である。It is a figure which shows the example of a display of an evaluation result presentation part. 評価方法の例を示す図である。It is a figure showing an example of an evaluation method. 評価方法の例を示す図である。It is a figure showing an example of an evaluation method. 評価結果提示部の表示例を示す図である。It is a figure which shows the example of a display of an evaluation result presentation part. 評価結果提示部の表示例を示す図である。It is a figure which shows the example of a display of an evaluation result presentation part.
　以下、図面を参照して本発明の実施形態を説明する。以下の記載および図面は、本発明を説明するための例示であって、説明の明確化のため、適宜、省略および簡略化がなされている。本発明は、他の種々の形態でも実施する事が可能である。特に限定しない限り、各構成要素は単数でも複数でも構わない。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and are omitted and simplified as appropriate for clarity of explanation. The present invention can also be implemented in various other forms. Unless specifically limited, each component may be singular or plural.
　図面において示す各構成要素の位置、大きさ、形状、範囲などは、発明の理解を容易にするため、実際の位置、大きさ、形状、範囲などを表していない場合がある。このため、本発明は、必ずしも、図面に開示された位置、大きさ、形状、範囲などに限定されない。 The position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.
（本発明の一実施形態、および全体構成） (One embodiment of the present invention and overall configuration)
　本発明の運転支援システムは、列車の駅間走行終了時およびそれ以降のタイミングにおいて、当該駅間走行に伴う消費電力量と走行時分に関して評価を行い、列車の運転士に対して評価結果を提示するシステムである。 The driving support system of the present invention evaluates the power consumption and travel time associated with inter-station travel at the end of train travel between stations and thereafter, and reports the evaluation results to the train driver. This is a system to present.
　評価をするうえで比較対象となる消費電力量と走行時分の参考値は、列車の運行中に存在した、通常運行を阻害する条件を考慮したうえで決定される。下記の運転支援システムの説明では、列車の通常運行を阻害する条件として、信号装置から取得する先行列車影響による信号現示や、運行管理装置から取得する天候悪化などに起因する臨時速度制限や、障害物検知装置から取得する障害物リスクを例に挙げて、それに対応した速度制限を示している。 The reference values for power consumption and running time that are compared in the evaluation are determined after taking into consideration the conditions that existed during the train's operation that inhibited normal operation. In the explanation of the driving support system below, conditions that impede normal train operation include signal indications due to the influence of preceding trains obtained from the signal device, temporary speed restrictions due to worsening weather, etc. obtained from the operation control device, Taking the obstacle risk obtained from the obstacle detection device as an example, the corresponding speed limit is shown.
（図１）
　運転支援システムは、運行データ記録部１０１、消費電力量算出部１０２、走行時分算出部１０３、評価指標比較部１０４、評価結果提示部１０５、通常運行阻害条件抽出部１０６、比較用運行データ作成部１０７、信号装置１０８、運行管理装置１０９および障害物検知装置１１０から構成される。 (Figure 1)
The driving support system includes an operation data recording section 101, a power consumption calculation section 102, a driving time calculation section 103, an evaluation index comparison section 104, an evaluation result presentation section 105, a normal operation inhibition condition extraction section 106, and a comparison operation data creation section. 107, a signal device 108, a traffic control device 109, and an obstacle detection device 110.
　運行データ記録部１０１は、列車の運行実績に関連する運行データを記録する装置である。具体的な装置例として、運転状況記録装置が挙げられる。運行データ記録部１０１は、少なくとも、列車位置、列車速度、運行に伴う電力消費に関する情報、速度制限に関する情報、当該列車の通常運行を阻害する要因について、時系列にデータを記録している。なお、これらの情報を時系列に記録することができる装置であれば、運行データ記録部１０１は運転状況記録装置に限らず、どのような装置でもよい。 The operation data recording unit 101 is a device that records operation data related to train operation results. A specific example of the device is a driving situation recording device. The operation data recording unit 101 records data in chronological order about at least train position, train speed, information regarding power consumption associated with operation, information regarding speed limit, and factors that inhibit normal operation of the train. Note that the operation data recording unit 101 is not limited to the driving status recording device, and may be any device as long as it is capable of recording this information in chronological order.
　運行データ記録部１０１は、通常運行を阻害する条件の取得元として、信号装置１０８、運行管理装置１０９、および障害物検知装置１１０と接続されている。図１では、これらの装置が運行データ記録部１０１に直接接続されているが、必要なデータさえ受信できれば、他装置を経由して間接的に接続されている形態でも構わない。 The operation data recording unit 101 is connected to the signal device 108, the operation control device 109, and the obstacle detection device 110 as a source for acquiring conditions that impede normal operation. In FIG. 1, these devices are directly connected to the operation data recording unit 101, but they may be indirectly connected via other devices as long as they can receive the necessary data.
　信号装置１０８は、曲線などの線路条件や先行列車との間隔に応じて、自列車が守るべき制限速度を管理している装置である。本実施形態の信号装置１０８は車上装置として記載しているが、一般的に地上と車上に分かれて存在する。運行データ記録部１０１は、信号装置１０８から、現在の列車位置における制限速度である信号現示１６０を受信して常時記録している。信号現示１６０の情報は、運転台画面等によって列車の運転士に知らされる。信号現示１６０の情報を認識した運転士は、信号現示１６０を守るように列車速度を制御する。 The signal device 108 is a device that manages the speed limit that the own train must adhere to, depending on track conditions such as curves and the distance from the preceding train. Although the signaling device 108 of this embodiment is described as an on-board device, it generally exists separately on the ground and on the vehicle. The operation data recording unit 101 receives a signal indication 160, which is the speed limit at the current train position, from the signal device 108 and constantly records the received signal indication 160. Information on the signal appearance 160 is communicated to the train driver via a driver's cab screen or the like. The driver who recognizes the information of the signal manifestation 160 controls the train speed so as to comply with the signal manifestation 160.
　運行管理装置１０９は、路線内の各列車の運行を統括している地上装置であり、天候悪化などに対応した臨時速度制限情報の発信も行う。運行データ記録部１０１は、運行管理装置１０９から、臨時速度制限１６１を受信して記録している。臨時速度制限１６１は、路線内における速度制限に関して、対象区間と制限速度の値で定義される。臨時速度制限１６１の情報は、運転台画面等によって列車の運転士に知らされる。臨時速度制限１６１を認識した運転士は、臨時速度制限１６１を守るように列車速度を制御する。 The operation control device 109 is a ground device that supervises the operation of each train on the route, and also transmits temporary speed limit information in response to worsening weather. The operation data recording unit 101 receives and records the temporary speed limit 161 from the operation management device 109. The temporary speed limit 161 is defined by the target section and the speed limit value regarding the speed limit within the route. Information on the temporary speed limit 161 is notified to the train driver on the driver's cab screen or the like. The driver who recognizes the temporary speed limit 161 controls the train speed so as to comply with the temporary speed limit 161.
　障害物検知装置１１０は、自列車の運行を妨げる障害物のリスクを判定する装置である。外界を認識するためのカメラやレーダなどのセンサを備え、外界の認識結果に応じて、障害物の種類とそれによる運行阻害へのリスクを判定している。運行データ記録部１０１は障害物検知装置１１０から、障害物リスク速度制限１６２を受信して記録している。障害物リスク速度制限１６２は、路線内における速度制限に関して、対象区間と制限速度の値とで定義される。障害物リスク速度制限１６２は、運転台画面等によって列車の運転士に知らされる。障害物リスク速度制限１６２を認識した運転士は、障害物リスク速度制限１６２を守るように列車速度を制御する。 The obstacle detection device 110 is a device that determines the risk of obstacles that impede the operation of the own train. It is equipped with sensors such as cameras and radar to recognize the outside world, and based on the recognition results of the outside world, it determines the type of obstacle and its risk of disrupting operation. The operation data recording unit 101 receives and records the obstacle risk speed limit 162 from the obstacle detection device 110. The obstacle risk speed limit 162 is defined by the target section and the value of the speed limit regarding the speed limit within the route. The obstacle risk speed limit 162 is communicated to the train driver via the driver's cab screen or the like. The driver who recognizes the obstacle risk speed limit 162 controls the train speed so as to comply with the obstacle risk speed limit 162.
　運行データ記録部１０１は、駅間走行終了時およびそれ以降のタイミングで、消費電力量算出部１０２へ、電力消費情報１５１と列車位置１５３と列車速度１５４を送信する。電力消費情報１５１の例として、列車内の各インバータの入力電圧と入力電流が挙げられるが、この場合は、消費電力量算出部１０２において、列車に搭載されている全インバータについて入力電圧と入力電流の積を合計することで、瞬時ごとの列車の消費電力を算出し、それを対象としている駅間走行の時間範囲について積算することで、実績駅間消費電力量１５２を算出する。消費電力量算出部１０２において列車位置１５３と列車速度１５４は、対象としている駅間走行の時間範囲を決めるために用いられる。この駅間走行の時間範囲とは、列車が対象としている駅間の発車駅位置において速度がゼロから正になった時刻から、停車駅位置において速度が正からゼロになった時刻までの時間範囲である。このように、消費電力量算出部１０２では、運行データ記録部１０１に記録された運行データに基づいて、列車の運行時における駅間の消費電力量１５２を算出している。消費電力量算出部１０２で算出された実績駅間消費電力量１５２は、評価指標比較部１０４へ送信される。 The operation data recording unit 101 transmits power consumption information 151, train position 153, and train speed 154 to the power consumption calculation unit 102 at the end of inter-station travel and at subsequent timings. An example of the power consumption information 151 is the input voltage and input current of each inverter in the train. In this case, the power consumption calculation unit 102 calculates the input voltage and input current of all the inverters installed in the train. By summing the products, the power consumption of the train for each instant is calculated, and by integrating it over the time range of inter-station travel, the actual inter-station power consumption 152 is calculated. The train position 153 and train speed 154 are used in the power consumption calculation unit 102 to determine the time range of the target inter-station travel. The time range of running between stations is the time range from the time when the speed changes from zero to positive at the departure station position between the stations targeted by the train to the time when the speed changes from positive to zero at the stop station position. It is. In this way, the power consumption calculation unit 102 calculates the power consumption 152 between stations during train operation based on the operation data recorded in the operation data recording unit 101. The actual inter-station power consumption 152 calculated by the power consumption calculation unit 102 is transmitted to the evaluation index comparison unit 104.
　なお、消費電力量算出部１０２における消費電力の算出においては、入力電流が正の場合のみ、すなわち回生を除いた力行についてのみを消費電力算出の対象としてもよい。そうすることで、他列車の在線状況や制駆動状態の影響を排除して、自列車単独の消費電力量を評価対象とすることができる。 Note that in calculating the power consumption in the power consumption calculation unit 102, the power consumption calculation may be performed only when the input current is positive, that is, only for power running excluding regeneration. By doing so, it is possible to eliminate the influence of other trains' track status and braking/driving conditions, and to evaluate the power consumption of the own train alone.
　運行データ記録部１０１は、走行時分算出部１０３へ、列車位置１５３と列車速度１５４を送信する。走行時分算出部１０３では、対象としている駅間走行の発車駅の位置を列車位置１５３として、速度がゼロから正になった時刻から、列車位置１５３が停車駅位置にあって速度が正からゼロになった時刻までを、走行時分１５５として算出する。このように、走行時分算出部１０３は、運行データ記録部１０１に記録された運行データに基づいて、列車の運行時における駅間の走行時分１５５を算出する。走行時分算出部１０３で算出された走行時分１５５は、評価指標比較部１０４へ送信される。 The operation data recording unit 101 transmits the train position 153 and train speed 154 to the running time calculation unit 103. The running time calculation unit 103 sets the position of the departure station of the target station-to-station run as the train position 153, and from the time when the speed changes from zero to positive, the train position 153 is at the stop station position and the speed changes from positive to positive. The time up to the time when it becomes zero is calculated as the running time 155 minutes. In this way, the travel time calculation section 103 calculates the travel time 155 between stations when the train is in operation, based on the operation data recorded in the operation data recording section 101. The travel time 155 calculated by the travel time calculation unit 103 is transmitted to the evaluation index comparison unit 104.
　運行データ記録部１０１は、通常運行阻害条件抽出部１０６へ、列車位置１５３、追加速度制限情報１５７を送信する。追加速度制限情報１５７には、運行データ記録部１０１が保持している信号現示１６０、臨時速度制限１６１および障害物リスク速度制限１６２の内容がすべて含まれる。 The operation data recording unit 101 transmits the train position 153 and additional speed limit information 157 to the normal operation inhibiting condition extraction unit 106. The additional speed limit information 157 includes all the contents of the signal indication 160, the temporary speed limit 161, and the obstacle risk speed limit 162 held by the operation data recording unit 101.
　通常運行阻害条件抽出部１０６では、運行データ記録部１０１から取得する記録された運行データ情報に基づいて、列車の運行時に発生した通常運行に対する阻害条件１５８を抽出する。通常運行阻害条件１５８と主影響運行阻害要因１６３を生成する。このようにすることで、通常運行阻害条件１５８は、路線内の位置と速度の対応関係で定義される情報として、比較用運行データ作成部１０７へ送信される。また、主影響運行阻害要因１６３は、追加速度制限情報１５７に含まれる速度制限に関する複数の情報を対象に、速度の低位優先で通常運行阻害条件１５８に実質的に反映された要因を示す情報として、評価結果提示部１０５に送信される。通常運行阻害条件１５８および主影響運行阻害要因１６３の生成方法については、図２～図４で後述する。 The normal operation inhibiting condition extraction unit 106 extracts the inhibiting conditions 158 for normal operation that occur during train operation based on the recorded operation data information obtained from the operation data recording unit 101. A normal operation inhibition condition 158 and a main influence operation inhibition factor 163 are generated. By doing so, the normal operation inhibiting condition 158 is transmitted to the comparison operation data creation unit 107 as information defined by the correspondence between the position on the route and the speed. In addition, the main influence operation inhibiting factor 163 is information indicating a factor that is substantially reflected in the normal operation inhibiting condition 158 with priority given to the lower speed, targeting multiple pieces of information regarding speed limits included in the additional speed limit information 157. , is transmitted to the evaluation result presentation section 105. A method for generating the normal operation inhibiting condition 158 and the main influencing operation inhibiting factor 163 will be described later with reference to FIGS. 2 to 4.
　比較用運行データ作成部１０７は、通常運行阻害条件抽出部１０６から受信した通常運行阻害条件１５８を前提として、直近の運転実績と比較するための比較用運行データを作成し、当該運転実績を評価するための評価用参考値１５９を生成する。比較用運行データとは、時系列の運転データであり、速度、位置、ノッチ操作、およびそれに伴う消費電力の情報が含まれる。比較用運行データの作成方法は、後述する。また、評価用参考値１５９とは、阻害条件１５８に基づいて比較用運行データから生成される、比較基準となる駅間の消費電力量（以下、参考駅間消費電力量）と、比較基準となる駅間の走行時分（以下、参考駅間走行時分）であり、評価指標比較部１０４へ送られる。 The comparison operation data creation unit 107 creates comparison operation data for comparison with the latest driving performance based on the normal operation inhibition condition 158 received from the normal operation inhibition condition extraction unit 106, and evaluates the driving performance. An evaluation reference value 159 is generated. The comparison operation data is time-series operation data, and includes information on speed, position, notch operation, and accompanying power consumption. The method for creating comparison operation data will be described later. In addition, the evaluation reference value 159 is the power consumption between stations serving as a comparison standard (hereinafter referred to as reference inter-station power consumption), which is generated from the comparison operation data based on the inhibition condition 158, and the comparison standard and the power consumption between stations. This is the traveling time between stations (hereinafter referred to as the traveling time between reference stations), and is sent to the evaluation index comparison unit 104.
　参考駅間消費電力量は、比較用運行データに含まれる消費電力を駅間走行中に亘って積算することで算出される。参考駅間走行時分の算出は、比較用運行データに含まれる位置情報と速度情報を参照し、列車が発車駅位置にあって速度がゼロから正になった時刻から、列車が停車駅位置にあって速度が正からゼロになった時刻までの時間として算出される。その算出方法は、走行時分算出部１０３における算出方法と同一である。 The reference station-to-station power consumption is calculated by integrating the power consumption included in the comparison operation data over the course of traveling between stations. Calculating the travel time between reference stations refers to the position information and speed information included in the comparison operation data, and from the time when the train is at the departure station position and the speed becomes positive from zero, the train is at the stop station position. It is calculated as the time from when the speed changes from positive to zero. The calculation method is the same as the calculation method in the travel time calculation section 103.
　評価指標比較部１０４では、比較用運行データ作成部１０７から受信した評価用参考値１５９と、消費電力量算出部１０２から受信した実績駅間消費電力量１５２と、走行時分算出部１０３から受信した実績駅間走行時分１５５とを比較して、評価結果１５６を生成する。具体的には、消費電力量１５２および走行時分１５５について、評価用参考値１５９に含まれるそれぞれの比較対象である参考消費電力量および参考走行時分を設定し、消費電力量１５２と参考消費電力量の比較結果および走行時分１５５と参考走行時分の比較結果に基づいて、列車の運行時における運転手の運転評価である評価結果１５６を算出する。算出した評価結果１５６は、評価結果提示部１０５へ送信される。 The evaluation index comparison unit 104 compares the evaluation reference value 159 received from the comparison operation data creation unit 107, the actual inter-station power consumption 152 received from the power consumption calculation unit 102, and the travel time calculation unit 103. An evaluation result 156 is generated by comparing the actual inter-station travel time 155. Specifically, for the power consumption 152 and the running time 155, the reference power consumption and the reference running time, which are included in the evaluation reference value 159, are set, and the power consumption 152 and the reference running time are set. Based on the comparison result of the electric energy and the comparison result of the running time 155 and the reference running time, an evaluation result 156 which is a driving evaluation of the driver during train operation is calculated. The calculated evaluation result 156 is transmitted to the evaluation result presentation section 105.
　評価指標比較部１０４で算出される運転評価である比較結果を受け取った評価結果提示部１０５では、車両情報装置の運転台画面など目視できる表示装置を介して、運転士に対して情報を表示することで提示する。詳細は図７～９で後述する。 The evaluation result presentation unit 105 receives the comparison result, which is the driving evaluation calculated by the evaluation index comparison unit 104, and displays the information to the driver via a visible display device such as a driver's cab screen of a vehicle information device. I will present it as such. Details will be described later with reference to FIGS. 7 to 9.
　なお、ここまでに説明した各処理部である、消費電力量算出部１０２、走行時分算出部１０３、評価指標比較部１０４、通常運行阻害条件抽出部１０６、および比較用運行データ作成部１０７の設置場所については、地上装置と車上装置のどちらに設置されても構わず、必要に応じて地上－車上間で通信を行ってデータの授受を行う。特に、比較用運行データ作成部１０７は処理が多く、また過去の運行データのデータベースを使用するため、高性能な地上サーバにて処理することで、車上装置のコスト低減・コンパクト化につなげることができる。評価結果提示部１０５は、車上の運転台画面などに実装されて、駅間走行終了直後に運転士が確認する前提であるが、それ以外に、運転士が持ち運ぶタブレット端末や、地上で使用するコンピュータ端末などに実装する形態でも構わない。 Note that each of the processing units described above, which is the power consumption calculation unit 102, the travel time calculation unit 103, the evaluation index comparison unit 104, the normal operation inhibiting condition extraction unit 106, and the comparison operation data creation unit 107, Regarding the installation location, it does not matter whether it is installed on the ground device or on-board device, and data is exchanged by communicating between the ground and on-board devices as necessary. In particular, since the comparison operation data creation unit 107 requires a lot of processing and uses a database of past operation data, processing on a high-performance ground server can lead to cost reduction and downsizing of onboard equipment. I can do it. The evaluation result presentation unit 105 is installed on the driver's cab screen on the car, and the driver confirms it immediately after completing the journey between stations. It may also be implemented in a computer terminal, etc.
（図２～図４）
　通常運行阻害条件抽出部１０６において、通常運行阻害条件１５８および主影響運行阻害要因１６３の生成方法について説明する。なお、図２～図４に共通して、左図には、路線情報として既知である恒久速度制限と、恒久速度制限にはない阻害条件１５８の情報である追加速度制限情報１５７に含まれている速度制限情報が、位置と速度の関係で示されている。本実施形態において追加速度制限情報１５７には、信号現示１６０、臨時速度制限１６１および障害物リスク速度制限１６２の３種類があるが、場合によっては、一部あるいは全ての速度制限情報が発生しないこともある。その場合、追加速度制限情報１５７には、発生した速度制限情報のみが含まれる。右図には、通常運行阻害条件抽出部１０６で生成された、通常運行阻害条件１５８が位置と速度の関係で図示されている。また、右図下部には、通常運行阻害条件１５８の生成にあたって実質的に影響した（主影響の）速度制限情報として、主影響運行阻害要因１６３を示した。 (Figures 2 to 4)
A method of generating the normal operation inhibition condition 158 and the main influence operation inhibition factor 163 in the normal operation inhibition condition extraction unit 106 will be described. In addition, in common with FIGS. 2 to 4, the left diagram shows the permanent speed limit, which is known as route information, and the information included in the additional speed limit information 157, which is information on the inhibiting conditions 158 that are not included in the permanent speed limit. Speed limit information is shown in the relationship between position and speed. In this embodiment, there are three types of additional speed limit information 157: signal indication 160, temporary speed limit 161, and obstacle risk speed limit 162, but in some cases, some or all of the speed limit information is not generated. Sometimes. In that case, the additional speed limit information 157 includes only the speed limit information that has occurred. In the right figure, the normal operation inhibiting condition 158 generated by the normal operation inhibiting condition extraction unit 106 is illustrated in the relationship between position and speed. Further, in the lower part of the right diagram, the main influencing operation inhibiting factor 163 is shown as speed limit information that substantially influenced (main influencing) the generation of the normal operation inhibiting condition 158.
　図２は、追加速度制限情報１５７が、信号現示１６０のみである場合の例である。図２の左図には、駅間全体に亘る恒久速度制限と、着駅近くに存在する信号現示１６０が示されている。この場合、恒久速度制限と信号現示１６０について、速度の低位優先をとった右図の速度パターンが、通常運行阻害条件１５８となる。また、このとき、主影響の運行阻害要因１６３は、信号現示１６０のみである。つまり、追加速度制限情報１５７は、信号装置１０８による信号現示１６０によって設定される速度制限である。 FIG. 2 is an example where the additional speed limit information 157 is only the signal indication 160. The left diagram in FIG. 2 shows a permanent speed limit extending between stations and a signal display 160 near the destination station. In this case, regarding the permanent speed limit and the signal display 160, the speed pattern shown in the right diagram, in which lower speeds are prioritized, becomes the normal operation inhibiting condition 158. Further, at this time, the main influence on the operation inhibiting factor 163 is only the signal display 160. That is, the additional speed limit information 157 is the speed limit set by the signal indication 160 by the signal device 108.
　図３は、追加速度制限情報１５７が、信号現示１６０、臨時速度制限１６１および障害物リスク速度制限１６２の３種類である場合の例である。図３の左図には、駅間全体に亘る恒久速度制限と、３種類の速度制限情報が示されており、３種類の速度制限は位置が重なっていない。この場合、恒久速度制限と３種類の速度制限について、速度の低位優先をとった右図の速度パターンが通常運行阻害条件１５８となる。また、このとき、主影響の運行阻害要因１６３は、信号現示１６０、臨時速度制限１６１および障害物リスク速度制限１６２の３種類全てである。つまり、追加速度制限情報１５７は、信号装置１０８による信号現示１６０だけでなく、気象条件の悪化等の状況によって設定される臨時速度制限１６１や列車前方に存在する障害物によって設定される速度制限である。 FIG. 3 is an example where the additional speed limit information 157 is of three types: a traffic light indication 160, a temporary speed limit 161, and an obstacle risk speed limit 162. The left diagram of FIG. 3 shows a permanent speed limit extending between stations and three types of speed limit information, and the positions of the three types of speed limits do not overlap. In this case, the speed pattern shown in the figure on the right, in which lower speeds are given priority for the permanent speed limit and the three types of speed limits, becomes the normal operation inhibiting condition 158. In addition, at this time, the operation inhibiting factors 163 having the main influence are all three types: the signal appearance 160, the temporary speed limit 161, and the obstacle risk speed limit 162. In other words, the additional speed limit information 157 includes not only the signal indication 160 by the signal device 108, but also the temporary speed limit 161 set depending on circumstances such as deterioration of weather conditions, and the speed limit set based on obstacles existing in front of the train. It is.
　図４は、追加速度制限情報１５７が、信号現示１６０、臨時速度制限１６１および障害物リスク速度制限１６２の３種類であるが、図３と異なり制減速度に影響する阻害要因の位置が一部重なっている場合の例である。図４の左図には、駅間全体に亘る恒久速度制限と、３種類の速度制限情報が示されている。３種類の速度制限のうち、信号現示１６０と臨時速度制限１６１の位置は重なっており、臨時速度制限１６１の区間が信号現示１６０の区間に包含されている。つまり、制限速度の値は、臨時速度制限１６１よりも信号現示１６０の方が低いため、低位側の信号現示１６０に合わせた速度制限になる。この結果、恒久速度制限と３種類の速度制限について、速度の低位優先をとった右図の速度パターンが通常運行阻害条件１５８となる。臨時速度制限１６１は実質的に、通常運行阻害条件１５８に影響していない。よって、主影響運行阻害要因１６３は、信号現示１６０と障害物リスク速度制限１６２の２種類である。 In FIG. 4, the additional speed limit information 157 is of three types: signal indication 160, temporary speed limit 161, and obstacle risk speed limit 162, but unlike in FIG. This is an example of a case where the sections overlap. The left diagram in FIG. 4 shows a permanent speed limit extending between stations and three types of speed limit information. Of the three types of speed limits, the positions of the signal indication 160 and the temporary speed limit 161 overlap, and the section of the temporary speed limit 161 is included in the section of the signal indication 160. In other words, since the value of the speed limit is lower in the signal indication 160 than in the temporary speed limit 161, the speed limit is set in accordance with the lower signal indication 160. As a result, for the permanent speed limit and the three types of speed limits, the speed pattern shown in the figure on the right, in which the lowest speed is prioritized, becomes the normal operation inhibiting condition 158. The temporary speed limit 161 does not substantially affect the normal operation impediment condition 158. Therefore, there are two types of main influence operation inhibiting factors 163: signal indication 160 and obstacle risk speed limit 162.
　以上説明した恒久速度制限上には存在しない追加速度制限を考慮して、通常運行阻害条件抽出部１０６が機能することで、新しい制限速度の情報ができるため、これらの情報を用いて、省エネを考慮した最適な走行パターンを探索する。 Taking into consideration the additional speed limit that does not exist on the permanent speed limit described above, the normal operation inhibiting condition extraction unit 106 functions to generate new speed limit information, so this information can be used to save energy. Search for the optimal driving pattern.
　なお、阻害要因はある程度のバリエーションでパターン化でき、たとえば橋のある区間や川のある区間等に限定されるため、過去に同じ条件を検索し、同じ制限速度の形の日に関するデータを取得し、省エネを考慮した最適な走り方、そのときの走行時分、消費電力量を、最終的な判定の閾値にすることもできる。 Note that hindrance factors can be patterned with some variation, for example, limited to sections with bridges or sections with rivers, so search for the same conditions in the past and obtain data on days with the same speed limit shape. , the optimal way of driving in consideration of energy saving, the driving time at that time, and the amount of power consumption can be used as threshold values for the final judgment.
（図５）
　比較用運行データ作成部１０７において、通常運行阻害条件１５８を考慮した最速パターンが比較用運行データとなる例を示す。恒久速度制限に加えて追加の速度制限が存在する条件下では、基本的に遅延を最小限にするように走行するべきであると考えられる。そのため、通常運行阻害条件１５８を考慮した最速パターンが、最良の走行速度パターンになるが、これだけ制限速度がたくさんあると恒久速度制限に対して大きく速度を下げなければならないことで目標よりも遅くなってしまうため、ダイヤより遅れても最速なものを、実績運転との比較用運行データとして最も適したものとして採用する。つまり、ダイヤで定められた走行時分と同じかそれよりも大きい走行時分が、比較用運行データとして採用される。このように、参考走行時分は、阻害条件１５８の存在下において、列車が出発駅を発車した時刻から、ダイヤ上の到着時刻以降で到着駅に到達できる最も早い到着時刻までの時間である。 (Figure 5)
An example will be shown in which the comparison operation data creation unit 107 uses the fastest pattern in consideration of the normal operation inhibition condition 158 as the comparison operation data. Under conditions where there is an additional speed limit on top of the permanent speed limit, it is generally considered that drivers should drive in such a way as to minimize delays. Therefore, the fastest pattern that takes into account normal operation impediment conditions 158 will be the best travel speed pattern, but if there are so many speed limits, the speed will have to be significantly reduced relative to the permanent speed limit, resulting in the speed being slower than the target. Therefore, the fastest data, even if it is later than the timetable, is adopted as the most suitable operation data for comparison with actual operation. In other words, a travel time that is equal to or greater than the travel time specified in the timetable is adopted as comparison operation data. In this way, the reference running time is the time from the time when the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the arrival time on the timetable in the presence of the inhibiting condition 158.
（図６）
　図６は、比較用運行データ作成部１０７において、省エネ走行パターン（省エネパターン）が比較用運行データとなる例を示す。前述した図５の通常運行阻害条件１５８を考慮した走行速度パターンには最速パターンを適用しているため自由度が生まれない。しかし、省エネを考慮した最速パターンの走行時分が、ダイヤで定められた走行時分よりも短い場合には、ダイヤよりも早く走行できないため（ダイヤで定められた走行時分よりも短い走行時分はできないため）、ダイヤで定められた走行時分に合わせる必要がある。そうすると、省エネを考慮した最適な走行時分には最速パターンの走行時分よりも余裕ができる。この余裕分を活用することで、走行速度パターンに自由度が生まれるようにする。すなわち、ダイヤで定められた走行時分で走行したうえで、算出した最速パターンから最高速度を低下させたり惰行を増加させたりすることで、ダイヤで定められた走行時分でありかつ省エネに駅間走行をする最適な速度パターンを生成することができる。このような場合には、ダイヤで定められた走行時分で走行する、数理的に生成された省エネ走行パターンを比較用運行データとして採用する。 (Figure 6)
FIG. 6 shows an example in which an energy-saving driving pattern (energy-saving pattern) is used as comparison driving data in the comparison driving data creation unit 107. Since the fastest pattern is applied to the travel speed pattern in consideration of the normal operation inhibiting condition 158 in FIG. 5 described above, there is no degree of freedom. However, if the running time of the fastest pattern that takes energy saving into consideration is shorter than the running time specified in the timetable, it will not be possible to travel faster than the timetable. (as the minutes cannot be determined), it is necessary to match the travel time and minutes specified in the timetable. In this case, the optimum running time in consideration of energy saving can have more leeway than the running time of the fastest pattern. By utilizing this margin, a degree of freedom is created in the travel speed pattern. In other words, after traveling for the travel time specified in the timetable, by lowering the maximum speed or increasing coasting based on the calculated fastest pattern, the station can be set up within the travel time specified by the timetable and in an energy-saving manner. It is possible to generate an optimal speed pattern for driving between the two areas. In such a case, a mathematically generated energy-saving travel pattern, in which the vehicle travels for the travel time determined by the timetable, is employed as comparison operation data.
　なお、省エネパターンの数理的な生成方法については、動的計画法を用いる方法や山登り法を用いる方法など、多くの既存研究があるため、それらの方法を活用することができる。 Note that there are many existing studies on mathematically generating energy-saving patterns, such as methods using dynamic programming and methods using the hill-climbing method, so these methods can be utilized.
（図７～図９）
　評価指標比較部１０４において、過去の運行データ検索および運行シミュレーションを用いて算出する省エネパターン（省エネな走行をする運行データ）、または過去の運行データ検索を用いて算出する平均パターン（平均的な消費電力量で走行する運行データ）に基づいて、参考消費電力量を算出して、参考消費電力量と実績値と比較して評価値を算出する過程について説明する。 (Figures 7 to 9)
In the evaluation index comparison unit 104, an energy-saving pattern (operation data for energy-saving driving) calculated using past operation data search and operation simulation, or an average pattern (average consumption The following describes the process of calculating a reference power consumption amount based on the operation data (driving data on electric power consumption), and calculating an evaluation value by comparing the reference power consumption amount and the actual value.
　まず、省エネな走行をする運行データは過去の運行データの検索による方法と運行シミュレーションによる方法の２つの方法について説明する。 First, we will explain two methods of obtaining driving data for energy-saving driving: one by searching past driving data and the other by driving simulation.
（過去の運行データの検索を用いた比較用運行データ作成方法）
　過去の運行データの検索は、対象駅間について過去に蓄積しておいた運行データ群を用いて行われる。蓄積されている運行データは、時系列の運転データであり、速度、位置、ノッチ操作、消費電力の情報、および制限速度の情報を含んでいる。制限速度の情報とは、信号現示１６０、臨時速度制限１６１、障害物リスク速度制限１６２、および恒久速度制限の低位優先をとった速度情報である（図２～図４参照）。なお、運行データの蓄積は、運転状況記録装置である運行データ記録部１０１の定期的なデータの取得によって実現することができる。 (Method for creating comparison operation data using past operation data search)
Searching for past operation data is performed using a group of operation data that has been accumulated in the past between target stations. The accumulated operation data is time-series operation data and includes information on speed, position, notch operation, power consumption, and speed limit. The speed limit information is speed information with lower priority given to the signal indication 160, the temporary speed limit 161, the obstacle risk speed limit 162, and the permanent speed limit (see FIGS. 2 to 4). Note that the accumulation of operation data can be realized by periodically acquiring data from the operation data recording unit 101, which is a driving status recording device.
　過去の運行データの検索においては、位置と制限速度の関係を基に検索をする。蓄積されている各運行データは、時系列に位置と制限速度の情報が含まれているため、位置と制限速度の関係を作成することができる。また、前述した通常運行阻害条件１５８は、位置と制限速度の関係で定義されている。これを踏まえて、走行実績における通常運行阻害条件１５８と、位置と制限速度の関係が合致する過去の運行データを検索し、抽出する。 When searching for past operation data, searches are performed based on the relationship between location and speed limit. Since each of the accumulated operation data includes information on location and speed limit in chronological order, it is possible to create a relationship between location and speed limit. Further, the above-mentioned normal operation inhibiting condition 158 is defined in terms of the relationship between position and speed limit. Based on this, past operation data that matches the normal operation inhibiting condition 158 in the driving record and the relationship between position and speed limit is searched and extracted.
　抽出された過去の運行データの中からさらに、ダイヤよりも早く到着しない範囲で最も短い走行時分で駅間走行をしている運行データを再抽出する。この運行データの走行時分を、参考駅間走行時分と定義する。また、再抽出された運行データの中から、最も省エネな走行をした運行データと、平均的な消費電力量で走行した運行データを探し、それぞれの電力量を、参考駅間消費電力量（省エネ）、参考駅間消費電力量（平均）として定義する。消費電力量算出部１０２で、力行電力のみを対象とした消費電力算出を採用する場合は、ここでも、力行電力量の観点で省エネおよび平均的な電力量の運行データの検索を行う。 From the extracted past operation data, we re-extract operation data that shows the train running between stations in the shortest travel time without arriving earlier than the scheduled timetable. The travel time of this operation data is defined as the reference station-to-station travel time. In addition, from among the re-extracted operation data, we searched for the operation data in which the most energy-saving driving was performed and the operation data in which the driving was performed at the average amount of power consumption, and calculated the electric power amount of each from the reference station-to-station electric power consumption (energy-saving ), defined as the reference station-to-station power consumption (average). When the power consumption calculation unit 102 employs power consumption calculation that targets only the running power, energy saving and average power consumption operation data are searched here also from the viewpoint of the running power.
　なお、参考駅間走行時分が決まった際に、再抽出された運行データ数が少ない（３つ以下など）場合には、複数の運行データを再抽出するために、参考駅間走行時分は、ダイヤよりも早く到着しない範囲で走行時分に５～１０秒程度の幅を持たせて最も短い走行時分としてもよい。 In addition, when the travel time between reference stations is determined, if the number of re-extracted operation data is small (such as 3 or less), in order to re-extract multiple operation data, the travel time between reference stations is determined. may be set to the shortest running time, with a width of about 5 to 10 seconds within the range of not arriving earlier than the timetable.
　このように、比較用運行データ作成部１０７は、運行データ記録部１０１に記録された過去の運行データのうち、阻害条件１５８が存在した場合の運行データを抽出することで、参考走行時分と参考消費電力量をそれぞれ算出している。 In this way, the comparison operation data creation unit 107 extracts the operation data in the case where the inhibiting condition 158 exists from among the past operation data recorded in the operation data recording unit 101, and thereby extracts the operation data for the reference travel time. Reference power consumption is calculated for each.
（運行シミュレーションを用いた比較用運行データ作成方法）
　運行シミュレーションに必要な条件設定として、車両条件（重量、走行抵抗特性、牽引力・制動力・電制力特性）や路線条件（駅キロ程、路線の勾配や曲率、トンネル有無、制限速度）、ダイヤ条件（駅間走行時分）、および運転方法の条件が挙げられる。これらのうち、制限速度以外の条件については、比較用運行データ作成部１０７にて予め保持しておく。そのうえで制限速度の条件として、通常運行阻害条件１５８を用いる。 (Method for creating comparative operation data using operation simulation)
Condition settings required for operation simulation include vehicle conditions (weight, running resistance characteristics, traction force, braking force, electric braking force characteristics), route conditions (station kilometer distance, route slope and curvature, existence of tunnels, speed limit), and timetables. These include conditions (traveling time between stations) and driving method conditions. Among these, conditions other than the speed limit are held in advance in the comparison operation data creation unit 107. Then, the normal operation inhibition condition 158 is used as the speed limit condition.
　なお、車両条件に含まれる重量については、曜日や時間帯による乗車率変動によって影響を受けるため、シミュレーション対象の駅間走行における乗車率値を運行データ記録部１０１から追加取得して使用することで、速度パターンや電力消費量の観点でより高精度な運行シミュレーションが可能である。また、車両条件に含まれる牽引力特性については、電気鉄道においては架線電圧によって影響を受けるため、シミュレーション対象の駅間走行における架線電圧値を運行データ記録部１０１から追加取得して使用することで、速度パターンや電力消費量の観点でより高精度な運行シミュレーションが可能である。また、車両条件に含まれる電制力特性については、電気鉄道においては架線電圧によって影響を受けるため、シミュレーション対象の駅間走行における架線電圧値を運行データ記録部１０１から追加取得して使用することで、電力消費量の観点でより高精度な運行シミュレーションが可能である。また、運転方法の条件とは、駅間走行中の走行速度パターンの決め方であり、ひいてはノッチ扱いの戦略である。運転方法の条件の違いで、走行時分や消費電力量は変化する。 Note that the weight included in the vehicle conditions is affected by changes in the occupancy rate depending on the day of the week and time of day, so by additionally acquiring and using the occupancy rate value for the inter-station run to be simulated from the operation data recording unit 101. , it is possible to perform more accurate driving simulations in terms of speed patterns and power consumption. In addition, since the traction force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways, by additionally acquiring and using the overhead line voltage value during running between stations to be simulated from the operation data recording unit 101, It is possible to perform more accurate driving simulations in terms of speed patterns and power consumption. In addition, since the electrical braking force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways, the overhead line voltage value during running between stations to be simulated may be additionally obtained from the operation data recording unit 101 and used. This enables more accurate driving simulations in terms of power consumption. Furthermore, the conditions for the driving method are how to determine the traveling speed pattern during traveling between stations, and by extension, the notch handling strategy. Driving time and power consumption vary depending on driving conditions.
　比較用運行データ作成における運行シミュレーションでは、通常運行阻害条件１５８を前提にしたうえで、まず、駅間を最も短い時分で走行できる走行速度パターンを生成する。最速パターンは、安全性や乗り心地を考慮して許容される最大加速度・最大減速度を活用し、制限速度を超過しない範囲で速度を上げて走行する速度パターンである。 In the operation simulation for creating the comparison operation data, on the premise of the normal operation inhibition condition 158, first, a travel speed pattern that allows the train to travel between stations in the shortest time is generated. The fastest pattern is a speed pattern that utilizes the maximum acceleration and deceleration allowed in consideration of safety and ride comfort, and increases the speed within a range that does not exceed the speed limit.
　図５に前述したように、最速パターンで駅間を走行した場合の走行時分が、ダイヤで定められた走行時分以上であれば、最速パターンを比較用運行データとする。恒久速度制限に対して、大きく速度を下げなければならないような通常運行阻害条件１５８が存在する場合には、図６で前述したように、最速で走行してもダイヤで定められた走行時分よりも短い走行時分では走行できず、最速パターンが比較用運行データとなる。 As described above in FIG. 5, if the travel time when traveling between stations in the fastest pattern is longer than the travel time specified in the timetable, the fastest pattern is used as the comparison operation data. If there is a normal operation inhibiting condition 158 that requires a significant speed reduction with respect to the permanent speed limit, as described above with reference to Figure 6, even if you are traveling at the fastest speed, you will not be able to travel within the travel time specified in the timetable. It is not possible to travel with a travel time shorter than , and the fastest pattern will be used as the comparison operation data.
　参考駅間走行時分は、最速パターンで駅間を走行した場合の走行時分と、ダイヤで定められた走行時分のうちの、長い方を採用する。参考駅間走行時分が、最速パターンで駅間を走行した場合の走行時分である場合、参考駅間消費電力量は、最速パターンで走行した場合の駅間消費電力量と定義する。また、参考駅間走行時分が、ダイヤで定められた走行時分である場合、参考駅間消費電力量は、省エネパターンで走行した場合の駅間消費電力量と定義する。 The reference travel time between stations is the longer of the travel time when traveling between stations in the fastest pattern and the travel time determined by the timetable. When the reference inter-station travel time is the travel time when traveling between stations in the fastest pattern, the reference inter-station power consumption is defined as the inter-station power consumption when traveling in the fastest pattern. Furthermore, when the reference inter-station travel time is the travel time specified in the timetable, the reference inter-station power consumption is defined as the inter-station power consumption when traveling in an energy-saving pattern.
　ここで駅間消費電力量は、最速パターンに沿って走行するために必要とした牽引力・電制力の大きさから、機器効率などを考慮して推定して求めた瞬時ごとの消費電力を、駅間走行中に亘って積算することで算出できる。なお、消費電力量算出部１０２で、力行電力のみを対象とした消費電力算出を採用する場合は、ここでも、正の消費電力のみを積算することで、駅間の力行電力量を算出する。 Here, the inter-station power consumption is the instantaneous power consumption estimated from the magnitude of the traction force and electric braking force required to travel along the fastest pattern, taking into account equipment efficiency, etc. It can be calculated by accumulating the total amount while traveling between stations. Note that when the power consumption calculation unit 102 employs power consumption calculation that targets only the running power, the power running power between stations is calculated by integrating only positive power consumption here as well.
　運行シミュレーションによる方法では、実運行における走行パターンのばらつきを表現することが難しいため、比較用運行データとして平均的な消費電力量で走行する運行データは生成せずに、省エネな走行をする運行データのみ生成する。 Since it is difficult to express the variations in driving patterns in actual driving using a driving simulation method, we do not generate driving data for driving at an average amount of power consumption as driving data for comparison, but we generate driving data for driving in an energy-saving manner. Only generated.
　このように、比較用運行データ作成部１０７は、阻害条件を含んだコンピュータ上での走行シミュレーションによって、参考駅間走行時分と参考駅間消費電力量を算出し、それらを閾値として実績駅間消費電力量１５２と実績駅間走行時分１５５などの実績値と比べることで、評価用参考値１５９を評価指標比較部１０４に出力する。以上２つの方法を踏まえて、図７～図９の評価結果について説明する。 In this way, the comparison operation data creation unit 107 calculates the travel time between reference stations and the amount of power consumption between reference stations through a computer-based driving simulation that includes the inhibiting conditions, and uses these as thresholds to determine the actual distance between stations. By comparing the power consumption 152 with actual values such as the actual inter-station travel time 155, an evaluation reference value 159 is output to the evaluation index comparison unit 104. Based on the above two methods, the evaluation results shown in FIGS. 7 to 9 will be explained.
　図７や図９の省エネパターンでは、参考消費電力量は、列車が参考走行時分で駅間を走行する場合において、最も消費電力の少ない走行をした場合に消費する電力量である。 In the energy saving patterns shown in FIGS. 7 and 9, the reference power consumption amount is the amount of power consumed when the train travels between stations in the reference travel time and travels with the lowest power consumption.
　図８の平均パターンでは、参考消費電力量は、列車が参考走行時分で駅間を走行する場合においての平均的な消費電力量である。省エネを目的とした指標を出すために、評価指標比較部１０４は、消費電力量１５２が参考消費電力量を下回っている場合に、参考消費電力量を上回っている場合よりも高評価となるように、運転評価を算出する。 In the average pattern of FIG. 8, the reference power consumption is the average power consumption when the train travels between stations in the reference travel time. In order to generate an index aimed at energy saving, the evaluation index comparison unit 104 sets the evaluation index comparison unit 104 to give a higher evaluation when the power consumption amount 152 is less than the reference power consumption amount than when it exceeds the reference power consumption amount. Then, the driving evaluation is calculated.
（評価結果の算出について）
　評価指標比較部１０４の生成する評価結果１５６の算出について説明する。評価結果１５６である数値について、まず、走行時分や消費電力量の数値を比較し、差分を計算する。以下、図７～図９に示すように、評価結果１５６には、各比較対象の数値とともに、計算された差分が含まれる。差分は、評価用参考値１５９を基準とした値である。 (About calculation of evaluation results)
Calculation of the evaluation result 156 generated by the evaluation index comparison unit 104 will be explained. Regarding the numerical values that are the evaluation results 156, first, the numerical values of running time and power consumption are compared, and the difference is calculated. Hereinafter, as shown in FIGS. 7 to 9, the evaluation result 156 includes the calculated difference as well as the numerical value of each comparison target. The difference is a value based on the evaluation reference value 159.
　図７では、評価用参考値１５９に含まれる参考駅間走行時分（過去の運行データの検索による結果、省エネ）と、実績駅間走行時分１５５を比較する。また、評価用参考値１５９に含まれる参考駅間消費電力量（過去の運行データの検索による結果、省エネ）と、実績駅間消費電力量１５２を比較する。 In FIG. 7, the reference inter-station travel time (results from searching past operation data, energy saving) included in the evaluation reference value 159 is compared with the actual inter-station travel time 155. Further, the reference inter-station power consumption (results from searching past operation data, energy saving) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
　図８では、評価用参考値１５９に含まれる参考駅間走行時分（過去の運行データの検索による結果、平均）と、実績駅間走行時分１５５を比較する。また、評価用参考値１５９に含まれる参考駅間消費電力量（過去の運行データの検索による結果、平均）と、実績駅間消費電力量１５２を比較する。 In FIG. 8, the reference inter-station travel time included in the evaluation reference value 159 (results from searching past operation data, average) is compared with the actual inter-station travel time 155. Further, the reference inter-station power consumption (results from searching past operation data, average) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
　図９では、評価用参考値１５９に含まれる参考駅間走行時分（運行シミュレーションによる結果）と、実績駅間走行時分１５５を比較する。評価用参考値１５９に含まれる参考駅間消費電力量（運行シミュレーションによる結果）と、実績駅間消費電力量１５２を比較する。 In FIG. 9, the reference inter-station travel time (results from operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station travel time 155. The reference inter-station power consumption (results from operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station power consumption 152.
　つづいて、走行時分や消費電力量の数値の比較に基づいて、理想的な値に実績値が近いほど高得点となるように点数をつける。走行時分の理想的な値は、評価用参考値１５９に含まれる参考駅間走行時分のうち、過去の運行データの検索による結果と、運行シミュレーションによる結果のいずれかを使用する。 Next, based on a comparison of the driving time and power consumption values, scores are given so that the closer the actual value is to the ideal value, the higher the score. For the ideal value of the travel time, one of the results obtained by searching past operation data and the results obtained by operation simulation among the reference station-to-station travel times included in the evaluation reference value 159 is used.
　最後に、走行時分や消費電力量の数値の比較に基づいた評価結果（点数化結果）を予め定めた点数の基準値と比較して、基準値を上回る点数のときに合格とする合否判定を行う。また、消費電力量に関して、評価用参考値１５９に含まれる参考駅間消費電力量のうち、過去の運行データの検索による平均的な値と、実績駅間消費電力量を比較して、後者が前者よりも小さかったときに合格とする合否判定を行う。 Finally, the evaluation results (scoring results) based on the numerical comparison of driving time and power consumption are compared with a predetermined standard score, and a pass/fail judgment is made in which the score is higher than the standard value. I do. Regarding power consumption, among the reference power consumption between stations included in the evaluation reference value 159, the average value obtained by searching past operation data and the actual power consumption between stations are compared, and the latter is determined. A pass/fail judgment is made in which the test result is passed when the test result is smaller than the former.
　以上により評価された図７～図９の情報は、評価結果提示部１０５によって表形式で数値を表示したり、これらの数値をグラフ化したりして表示する。 The information shown in FIGS. 7 to 9 evaluated as described above is displayed by the evaluation result presentation unit 105 by displaying numerical values in a table format or by graphing these numerical values.
　なお、評価結果提示部１０５は、図７～図９のすべての情報を表示する必要はなく、一部の情報のみを抜粋表示する形態でもよい。また、評価結果提示部１０５は、通常運行阻害条件抽出部１０６から取得した主影響運行阻害要因１６３の内容を、表示装置内に併記する（図１０、図１３、図１４参照）。これにより運転士は、自らの運転実績と比較されている参考駅間走行時分や参考駅間消費電力量が、どのような運行条件を前提として算出されたかを認識することができ、比較評価の結果の妥当性を確認できる。 Note that the evaluation result presentation unit 105 does not need to display all of the information shown in FIGS. 7 to 9, and may display only a portion of the information as an excerpt. In addition, the evaluation result presenting unit 105 also writes the contents of the main influencing operation inhibiting factor 163 acquired from the normal operation inhibiting condition extracting unit 106 in the display device (see FIGS. 10, 13, and 14). This allows the driver to recognize the operating conditions under which the reference station-to-station travel time and reference station-to-station power consumption that are being compared with his or her own driving results, allowing him or her to make comparative evaluations. The validity of the results can be confirmed.
（図１０）
　図１０に、走行時分や消費電力量の数値を比較し、差分を計算した評価結果１５６および主影響運行阻害要因１６３の提示例である運転実績画面を示す。このように、評価結果提示部１０５は、評価指標比較部１０４において比較された、消費電力量１５２と参考消費電力量の比較結果および走行時分１５５と参考走行時分の比較結果のうち、少なくとも一方の比較結果について、グラフで表示する。また、評価結果提示部１０５は、さらに運転評価に関連する阻害条件１５８について運行阻害要因の有無を表示する。 (Figure 10)
FIG. 10 shows a driving performance screen that is an example of presentation of the evaluation results 156 and the main influence operation inhibiting factors 163, which are obtained by comparing the numerical values of driving time and power consumption and calculating the difference. In this way, the evaluation result presentation unit 105 selects at least one of the comparison results between the power consumption 152 and the reference power consumption and the comparison result between the running time 155 and the reference running time, which are compared in the evaluation index comparison unit 104. One comparison result is displayed in a graph. Furthermore, the evaluation result presentation unit 105 further displays the presence or absence of a driving inhibiting factor regarding the inhibiting condition 158 related to driving evaluation.
（図１１）
　図１１に、走行時分１５５に関する点数のつけ方の一例を示す。この例のグラフに示すように、参考駅間走行時分に近づくほど最高得点となるように時分範囲を設けており、その範囲から離れるにつれて点数が下がるような点数のつけ方をしている。このように、評価指標比較部１０４は、走行時分１５５が参考走行時分に近いほど高評価となるように、運転評価を算出している。 (Figure 11)
FIG. 11 shows an example of how to score points related to travel time 155. As shown in the graph in this example, we set a time/minute range so that the closer you get to the reference station-to-station travel time, the higher the score, and the points are assigned so that the farther you go from that range, the lower the score. . In this way, the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the driving time 155 is to the reference driving time, the higher the evaluation.
（図１２）
　図１２に消費電力量１５２に関する点数のつけ方の一例を示す。この例では、参考駅間消費電力量の周辺に最高得点となる時分範囲を設けており、その範囲よりも電力量が大きくなるにつれて点数が下がるような点数のつけ方をしている。このように、評価指標比較部１０４は、消費電力量１５２が参考消費電力量に近いほど高評価となるように、運転評価を算出している。なお、消費電力量の理想的な値は、評価用参考値１５９に含まれる参考駅間消費電力量のうち、過去の運行データの検索による結果の省エネな値と、運行シミュレーションによる結果のいずれかを使用する。 (Figure 12)
FIG. 12 shows an example of how to assign points regarding the power consumption amount 152. In this example, a time/minute range with the highest score is set around the reference station-to-station power consumption, and points are assigned in such a way that the score decreases as the power consumption becomes larger than that range. In this way, the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the power consumption amount 152 is to the reference power consumption amount, the higher the evaluation. The ideal value of power consumption is either the energy-saving value obtained by searching past operation data or the result obtained by operation simulation among the reference station-to-station power consumption included in the evaluation reference value 159. use.
（図１３）
　評価結果提示部１０５における評価結果１５６の提示例であり、前述した走行時分や消費電力量の数値の比較に基づいて、理想的な値に実績値が近いほど高得点となるように点数をつけた方法である。評価結果提示部１０５では、車両情報装置の運転台画面など、運転士が目視できる表示装置において、これらの点数を表示する。表示にあたって、走行時分の点数と消費電力量の点数は、個別に表示されてもいいし、何らかの重み付けをして両者を加算した値を表示してもよい。評価結果提示部１０５は、通常運行阻害条件抽出部１０６から取得した主影響運行阻害要因１６３の内容を、表示装置内に併記することが望ましい。 (Figure 13)
This is an example of the presentation of the evaluation results 156 in the evaluation result presentation section 105. Based on the comparison of the driving time and power consumption values described above, points are assigned so that the closer the actual value is to the ideal value, the higher the score. This is the method I used. The evaluation result presentation unit 105 displays these scores on a display device that can be viewed by the driver, such as a driver's cab screen of a vehicle information device. When displaying, the running time score and the power consumption score may be displayed individually, or a value obtained by adding them together with some weighting may be displayed. It is preferable that the evaluation result presentation unit 105 also displays the contents of the main influencing operation inhibiting factor 163 acquired from the normal operation inhibiting condition extracting unit 106 in the display device.
（図１４）
　評価結果提示部１０５における評価結果１５６の提示例であり、走行時分や消費電力量の数値の比較に基づいた評価結果（点数化結果）を、予め定めた点数の基準値と比較して、基準値を上回る点数のときに合格とする合否判定を表示している。図１４では、評価結果１５６が合格のときの例を示している。例えば図示するように、走行時分に関して「適正」、消費電力量に関して「ＥＣＯ」といった表示が考えられる。 (Figure 14)
This is an example of presentation of the evaluation result 156 in the evaluation result presentation unit 105, in which the evaluation result (scoring result) based on the comparison of numerical values of driving time and power consumption is compared with a predetermined reference value of points, A pass/fail judgment is displayed in which the test is passed when the score exceeds the standard value. FIG. 14 shows an example when the evaluation result 156 is pass. For example, as shown in the figure, it is possible to display "appropriate" for driving time and "ECO" for power consumption.
　以上説明した本発明は、列車の運行実績に関する運行データに基づいて、列車の運行時における駅間の消費電力量１５２と走行時分１５５を算出し、運行データに基づいて、列車の運行時に発生した通常運行に対する阻害条件１５８を抽出し、阻害条件に基づいて、参考消費電力量と参考走行時分をそれぞれ算出し、消費電力量１５２および走行時分１５５と、参考消費電力量および参考走行時分とを比較することで、列車の運行時における運転手の運転評価１５６を算出する。このような運転支援方法により、運行状況に即して適切な評価結果を提示することができる運転支援システムを提供できる。 The present invention described above calculates the power consumption 152 between stations and the running time 155 during train operation based on the operation data related to the train operation performance, and calculates the amount of electricity consumed during train operation based on the operation data. The conditions 158 that inhibit normal operation are extracted, and the reference power consumption and reference running time are calculated based on the inhibiting conditions, and the power consumption 152 and the running time 155 are calculated. The driver's driving evaluation 156 at the time of train operation is calculated by comparing with the number of minutes. With such a driving support method, it is possible to provide a driving support system that can present appropriate evaluation results in accordance with the driving situation.
　以上説明した本発明の一実施形態によれば、以下の作用効果を奏する。 According to the embodiment of the present invention described above, the following effects are achieved.
（１）運転支援システムは、列車の運行実績に関する運行データを記録する運行データ記録部１０１と、運行データ記録部１０１に記録された運行データに基づいて、列車の運行時における駅間の消費電力量１５２を算出する消費電力量算出部１０２と、運行データ記録部１０１に記録された運行データに基づいて、列車の運行時における駅間の走行時分１５５を算出する走行時分算出部１０３と、消費電力量１５２および走行時分１５５について、それぞれの比較対象である参考消費電力量および参考走行時分を設定し、消費電力量１５２と参考消費電力量の比較結果および走行時分１５５と参考走行時分の比較結果に基づいて、列車の運行時における運転手の運転評価１５６を算出する評価指標比較部１０４と、を備える。また、運行データ記録部１０１に記録された運行データに基づいて、列車の運行時に発生した通常運行に対する阻害条件１５８を抽出する通常運行阻害条件抽出部１０６と、阻害条件１５８に基づいて、参考消費電力量と参考走行時分をそれぞれ算出する比較用運行データ作成部１０７と、を備える。このようにしたことで、通常運行を阻害する条件があった場合でも、走行時分や消費電力量を適正に評価し、列車運行の省エネ化を実現できる。 (1) The driving support system includes an operation data recording unit 101 that records operation data related to train operation performance, and a power consumption between stations during train operation based on the operation data recorded in the operation data recording unit 101. a running time calculating unit 103 that calculates a running time 155 between stations during train operation based on the operation data recorded in the operation data recording unit 101; For power consumption 152 and running time 155, reference power consumption and reference running time are set for comparison, and the comparison results between power consumption 152 and reference power consumption, running time 155 and reference are set. An evaluation index comparison unit 104 is provided that calculates a driving evaluation 156 of a driver during train operation based on a comparison result of travel time. Further, based on the operation data recorded in the operation data recording unit 101, a normal operation inhibition condition extraction unit 106 extracts an inhibition condition 158 for normal operation that occurs during train operation, and a reference consumption It includes a comparison operation data creation unit 107 that calculates electric energy and reference travel time, respectively. By doing this, even if there are conditions that impede normal train operation, it is possible to appropriately evaluate the running time and power consumption, thereby realizing energy savings in train operation.
（２）評価指標比較部１０４で算出される運転評価を、運転者に対して提示する評価結果提示部１０５を備える。このようにしたことで、運転手は省エネを心掛けた運転方法の工夫に対するモチベーションを維持できる。 (2) An evaluation result presentation unit 105 is provided that presents the driving evaluation calculated by the evaluation index comparison unit 104 to the driver. By doing this, the driver can maintain motivation to devise ways of driving to save energy.
（３）参考走行時分は、阻害条件１５８の存在下において、列車が出発駅を発車した時刻から、ダイヤ上の到着時刻以降で到着駅に到達できる最も早い到着時刻までの時間である。このようにしたことで、阻害条件１５８に基づいた走行時分の目標を作成できる。 (3) The reference running time is the time from the time when the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the arrival time on the timetable in the presence of the inhibiting condition 158. By doing this, it is possible to create a target running time based on the inhibiting condition 158.
（４）評価指標比較部１０４は、走行時分１５５が参考走行時分に近いほど高評価となるように、運転評価を算出する。このようにしたことで、評価結果１５６を明確にすることができる。 (4) The evaluation index comparison unit 104 calculates the driving evaluation so that the closer the driving time 155 is to the reference driving time, the higher the evaluation. By doing so, the evaluation result 156 can be made clear.
（５）参考消費電力量は、列車が参考走行時分で駅間を走行する場合において、最も消費電力の少ない走行をした場合に消費する電力量である。このようにしたことで、省エネで列車を走行する場合の電力量の基準を作成できる。 (5) Reference power consumption is the amount of power consumed when the train travels between stations in the reference travel time and travels with the lowest power consumption. By doing this, it is possible to create a standard for the amount of electricity required to run a train in an energy-efficient manner.
（６）評価指標比較部１０４は、消費電力量が参考消費電力量に近いほど高評価となるように、運転評価を算出する。このようにしたことで、評価結果１５６を明確にすることができる。 (6) The evaluation index comparison unit 104 calculates the driving evaluation so that the closer the power consumption is to the reference power consumption, the higher the evaluation. By doing so, the evaluation result 156 can be made clear.
（７）参考消費電力量は、列車が参考走行時分で駅間を走行する場合においての平均的な消費電力量である。このようにしたことで、省エネで列車を走行する場合の電力量の基準を作成できる。 (7) The reference power consumption is the average power consumption when the train travels between stations during the reference travel time. By doing this, it is possible to create a standard for the amount of electricity required to run a train in an energy-efficient manner.
（８）評価指標比較部１０４は、消費電力量１５２が参考消費電力量を下回っている場合に、参考消費電力量を上回っている場合よりも高評価となるように、運転評価１５６を算出する。このようにしたことで、平均的な消費電力量を基準とした、列車の省エネ走行の評価を明確にすることができる。 (8) The evaluation index comparison unit 104 calculates the driving evaluation 156 so that when the power consumption 152 is lower than the reference power consumption, the evaluation is higher than when it is higher than the reference power consumption. . By doing this, it is possible to clearly evaluate the energy-saving running of the train based on the average power consumption.
（９）比較用運行データ作成部１０７は、運行データ記録部１０１に記録された過去の運行データのうち阻害条件１５８が存在した場合の運行データを抽出することで、参考走行時分と参考消費電力量をそれぞれ算出する。このようにしたことで、先行列車がいた場合であっても、列車の最適な省エネ走行の基準を作成することができる。 (9) The comparison operation data creation unit 107 extracts operation data when the inhibiting condition 158 exists from among the past operation data recorded in the operation data recording unit 101, thereby generating reference travel time and reference consumption. Calculate the amount of electricity for each. By doing this, even if there is a preceding train, it is possible to create standards for optimal energy-saving running of the train.
（１０）比較用運行データ作成部１０７は、阻害条件１５８を含んだコンピュータ上での走行シミュレーションによって、参考走行時分と参考消費電力量を算出する。このようにしたことで、過去に運行データがなかった場合でも評価基準を作成できる。 (10) The comparison operation data creation unit 107 calculates a reference driving time and a reference power consumption amount by running a driving simulation on a computer that includes the inhibiting condition 158. By doing this, evaluation criteria can be created even if there is no past operation data.
（１１）阻害条件１５８は、恒久速度制限上には存在しない追加速度制限である。このようにしたことで、例えば先行列車が存在する場合の列車の省エネ走行の基準を作成できる。 (11) Inhibiting condition 158 is an additional speed limit that does not exist on the permanent speed limit. By doing this, for example, it is possible to create a standard for energy-saving running of a train when there is a preceding train.
（１２）追加速度制限は、信号装置１０８による信号表示によって設定される速度制限である。このようにしたことで、先行列車が存在する場合の速度制限情報を加えた阻害条件１５８を作成できる。 (12) The additional speed limit is a speed limit set by a signal display by the signal device 108. By doing this, it is possible to create the inhibition condition 158 that includes speed limit information when there is a preceding train.
（１３）追加速度制限は、気象条件によって設定される速度制限である。このようにしたことで、悪天候の場合の速度制限情報を加えた阻害条件１５８を作成できる。 (13) The additional speed limit is a speed limit set depending on weather conditions. By doing this, it is possible to create the inhibiting condition 158 that includes speed limit information in case of bad weather.
（１４）追加速度制限は、列車前方に存在する障害物によって設定される速度制限である。このようにしたことで、例えば列車の走行に対してリスクが生じる外界の障害物を考慮した速度制限情報を加えた阻害条件１５８を作成できる。 (14) The additional speed limit is a speed limit set by an obstacle that exists in front of the train. By doing this, for example, it is possible to create the inhibition condition 158 that includes speed limit information that takes into account obstacles in the outside world that pose a risk to the running of the train.
（１５）評価結果提示部１０５は、運転評価に関連する阻害条件１５８を表示する。このようにしたことで、運転手は阻害条件１５８を明確に認識して、省エネを心掛けた運転方法の工夫に対するモチベーションを維持できる。 (15) The evaluation result presentation unit 105 displays the inhibiting conditions 158 related to driving evaluation. By doing this, the driver can clearly recognize the inhibiting condition 158 and maintain motivation to devise a driving method that is energy-saving.
（１６）評価結果提示部１０５は、さらに評価指標比較部１０４において比較された、消費電力量１５２と参考消費電力量の比較結果および走行時分１５５と参考走行時分の比較結果のうち、少なくとも一方の比較結果について、グラフで表示する。このようにしたことで、運転手は自らの列車の走行評価結果１５６を認識できる。 (16) The evaluation result presentation unit 105 further selects at least one of the comparison results between the power consumption 152 and the reference power consumption and the comparison result between the running time 155 and the reference running time, which are compared in the evaluation index comparison unit 104. One comparison result is displayed in a graph. By doing so, the driver can recognize the running evaluation result 156 of his own train.
（１７）本発明の運転支援方法は、列車の運行実績に関する運行データに基づいて、列車の運行時における駅間の消費電力量１５２と走行時分１５５を算出し、運行データに基づいて、列車の運行時に発生した通常運行に対する阻害条件１５８を抽出し、阻害条件１５８に基づいて、参考消費電力量と参考走行時分をそれぞれ算出し、消費電力量１５２および走行時分１５８と、参考消費電力量および参考走行時分とを比較することで、列車の運行時における運転手の運転評価１５６を算出する。このようにしたことで、通常運行を阻害する条件があった場合でも、走行時分や消費電力量を適正に評価し、列車運行の省エネ化を実現できる。 (17) The driving support method of the present invention calculates the power consumption 152 and running time 155 between stations during train operation based on the operation data regarding the train operation record, and calculates the The conditions 158 that inhibit normal operation that occur during operation are extracted, and the reference power consumption and reference running time are calculated based on the inhibiting conditions 158, and the power consumption 152, the running time 158, and the reference power consumption are By comparing the amount and the reference running time, a driving evaluation 156 of the driver during train operation is calculated. By doing this, even if there are conditions that impede normal train operation, it is possible to appropriately evaluate the running time and power consumption, thereby realizing energy savings in train operation.
　なお、本発明は上記の実施形態に限定されるものではなく、その要旨を逸脱しない範囲内で様々な変形や他の構成を組み合わせることができる。また本発明は、上記の実施形態で説明した全ての構成を備えるものに限定されず、その構成の一部を削除したものも含まれる。 Note that the present invention is not limited to the above-described embodiments, and various modifications and other configurations can be combined without departing from the scope of the invention. Furthermore, the present invention is not limited to having all the configurations described in the above embodiments, but also includes configurations in which some of the configurations are deleted.
１０１　運行データ記録部、１０２　消費電力量算出部、１０３　走行時分算出部、１０４　評価指標比較部、１０５　評価結果提示部、１０６　通常運行阻害条件抽出部、１０７　比較用運行データ作成部、１０８　信号装置、１０９　運行管理装置、１１０　障害物検知装置、１５１　電力消費情報、１５２　実績駅間消費電力量、１５３　列車位置、１５４　列車速度、１５５　実績駅間走行時分、１５６　評価結果、１５７　追加速度制限情報、１５８　通常運行阻害条件、１５９　評価用参考値、１６０　信号現示、１６１　臨時速度制限、１６２　障害物リスク速度制限、１６３　主影響運行阻害要因
  101 operation data recording unit, 102 power consumption calculation unit, 103 travel time calculation unit, 104 evaluation index comparison unit, 105 evaluation result presentation unit, 106 normal operation inhibiting condition extraction unit, 107 comparison operation data creation unit, 108 signal device, 109 operation control device, 110 obstacle detection device, 151 power consumption information, 152 actual inter-station power consumption, 153 train position, 154 train speed, 155 actual inter-station travel time, 156 evaluation result, 157 additional speed restriction Information, 158 Normal operation obstructing conditions, 159 Reference values for evaluation, 160 Signal indications, 161 Temporary speed limits, 162 Obstacle risk speed limits, 163 Main influence operation obstructing factors

Claims (17)

  1. 　列車の運行実績に関する運行データを記録する運行データ記録部と、
    　前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時における駅間の消費電力量を算出する消費電力量算出部と、
    　前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時における駅間の走行時分を算出する走行時分算出部と、
    　前記消費電力量および前記走行時分について、それぞれの比較対象である参考消費電力量および参考走行時分を設定し、前記消費電力量と前記参考消費電力量の比較結果および前記走行時分と前記参考走行時分の比較結果に基づいて、前記列車の運行時における運転手の運転評価を算出する評価指標比較部と、
    　前記運行データ記録部に記録された前記運行データに基づいて、前記列車の運行時に発生した通常運行に対する阻害条件を抽出する通常運行阻害条件抽出部と、
    　前記阻害条件に基づいて、前記参考消費電力量と前記参考走行時分をそれぞれ算出する比較用運行データ作成部と、を備える
    　運転支援システム。     an operation data recording unit that records operation data regarding train operation results;
    a power consumption calculation unit that calculates power consumption between stations during operation of the train based on the operation data recorded in the operation data recording unit;
    a travel time calculation unit that calculates a travel time between stations when the train is in operation based on the operation data recorded in the operation data recording unit;
    For the power consumption amount and the driving time, a reference power consumption amount and a reference driving time are set as comparison targets, respectively, and a comparison result between the power consumption amount and the reference power consumption amount and the driving time and the driving time are set. an evaluation index comparison unit that calculates a driving evaluation of the driver during operation of the train based on the comparison result of the reference running time;
    a normal operation inhibiting condition extraction unit that extracts an inhibiting condition to normal operation that occurs during operation of the train based on the operation data recorded in the operation data recording unit;
    A driving support system, comprising: a comparison operation data creation unit that calculates the reference power consumption amount and the reference travel time, respectively, based on the inhibiting condition.
  2. 　請求項１に記載の運転支援システムであって、
    　前記評価指標比較部で算出される前記運転評価を、前記運転者に対して提示する評価結果提示部を備える
    　運転支援システム。     The driving support system according to claim 1,
    A driving support system comprising: an evaluation result presentation section that presents the driving evaluation calculated by the evaluation index comparison section to the driver.
  3. 　請求項１または請求項２に記載の運転支援システムであって、
    　前記参考走行時分は、前記阻害条件の存在下において、前記列車が出発駅を発車した時刻から、ダイヤ上の到着時刻以降で到着駅に到達できる最も早い到着時刻までの時間である
    　運転支援システム。     The driving support system according to claim 1 or 2,
    The reference running time is the time from the time when the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the arrival time on the timetable in the presence of the inhibiting condition. Driving support system .
  4. 　請求項３に記載の運転支援システムであって、
    　前記評価指標比較部は、前記走行時分が前記参考走行時分に近いほど高評価となるように、前記運転評価を算出する
    　運転支援システム。     The driving support system according to claim 3,
    The evaluation index comparison unit calculates the driving evaluation so that the closer the driving time is to the reference driving time, the higher the evaluation is.
  5. 　請求項１に記載の運転支援システムであって、
    　前記参考消費電力量は、前記列車が前記参考走行時分で前記駅間を走行する場合において、最も消費電力の少ない走行をした場合に消費する電力量である
    　運転支援システム。     The driving support system according to claim 1,
    The reference power consumption amount is the amount of power consumed when the train runs between the stations during the reference travel time and runs with the least power consumption. The driving support system.
  6. 　請求項５に記載の運転支援システムであって、
    　前記評価指標比較部は、前記消費電力量が前記参考消費電力量に近いほど高評価となるように、前記運転評価を算出する
    　運転支援システム。     The driving support system according to claim 5,
    The evaluation index comparison unit calculates the driving evaluation so that the closer the power consumption is to the reference power consumption, the higher the evaluation is.
  7. 　請求項１に記載の運転支援システムであって、
    　前記参考消費電力量は、前記列車が前記参考走行時分で前記駅間を走行する場合においての平均的な消費電力量である
    　運転支援システム。     The driving support system according to claim 1,
    The reference power consumption is an average power consumption when the train travels between the stations during the reference travel time. The driving support system.
  8. 　請求項７に記載の運転支援システムであって、
    　前記評価指標比較部は、前記消費電力量が前記参考消費電力量を下回っている場合に、前記参考消費電力量を上回っている場合よりも高評価となるように、前記運転評価を算出する
    　運転支援システム。     The driving support system according to claim 7,
    The evaluation index comparison unit calculates the driving evaluation so that when the power consumption is less than the reference power consumption, the evaluation is higher than when the power consumption is higher than the reference power consumption. support system.
  9. 　請求項１に記載の運転支援システムであって、
    　前記比較用運行データ作成部は、前記運行データ記録部に記録された過去の運行データのうち前記阻害条件が存在した場合の前記運行データを抽出することで、前記参考走行時分と前記参考消費電力量をそれぞれ算出する
    　運転支援システム。     The driving support system according to claim 1,
    The comparison operation data creation unit extracts the operation data when the inhibiting condition exists from among the past operation data recorded in the operation data recording unit, thereby generating the reference travel time and the reference consumption. A driving support system that calculates the amount of electricity.
  10. 　請求項１に記載の運転支援システムであって、
    　前記比較用運行データ作成部は、前記阻害条件を含んだコンピュータ上での走行シミュレーションによって、前記参考走行時分と前記参考消費電力量を算出する
    　運転支援システム。     The driving support system according to claim 1,
    The comparison driving data creation unit calculates the reference driving time and the reference power consumption by running a driving simulation on a computer that includes the inhibiting conditions. The driving support system.
  11. 　請求項１に記載の運転支援システムであって、
    　前記阻害条件は、恒久速度制限上には存在しない追加速度制限である
    　運転支援システム。     The driving support system according to claim 1,
    The inhibiting condition is an additional speed limit that does not exist on the permanent speed limit. Driving support system.
  12. 　請求項１１に記載の運転支援システムであって、
    　前記追加速度制限は、信号装置による信号表示によって設定される速度制限である
    　運転支援システム。     The driving support system according to claim 11,
    The additional speed limit is a speed limit set by a signal display by a signal device. Driving support system.
  13. 　請求項１１に記載の運転支援システムであって、
    　前記追加速度制限は、気象条件によって設定される速度制限である
    　運転支援システム。     The driving support system according to claim 11,
    The additional speed limit is a speed limit set depending on weather conditions. Driving support system.
  14. 　請求項１１に記載の運転支援システムであって、
    　前記追加速度制限は、前記列車前方に存在する障害物によって設定される速度制限である
    　運転支援システム。     The driving support system according to claim 11,
    The additional speed limit is a speed limit set by an obstacle existing in front of the train. Driving support system.
  15. 　請求項２に記載の運転支援システムであって、
    　前記評価結果提示部は、さらに前記運転評価に関連する前記阻害条件を表示する
    　運転支援システム。     The driving support system according to claim 2,
    The evaluation result presentation unit further displays the inhibiting conditions related to the driving evaluation. The driving support system.
  16. 　請求項２に記載の運転支援システムであって、
    　前記評価結果提示部は、さらに前記評価指標比較部において比較された、前記消費電力量と前記参考消費電力量の比較結果および前記走行時分と前記参考走行時分の前記比較結果のうち、少なくとも一方の前記比較結果について、グラフで表示する
    　運転支援システム。     The driving support system according to claim 2,
    The evaluation result presentation unit further selects at least one of the comparison results between the power consumption amount and the reference power consumption amount and the comparison result between the driving time and the reference driving time, which are compared in the evaluation index comparison unit. A driving support system that displays one of the comparison results in a graph.
  17. 　列車の運行実績に関する運行データに基づいて、前記列車の運行時における駅間の消費電力量と走行時分を算出し、
    　前記運行データに基づいて、前記列車の運行時に発生した通常運行に対する阻害条件を抽出し、
    　前記阻害条件に基づいて、前記参考消費電力量と前記参考走行時分をそれぞれ算出し、
    　前記消費電力量および前記走行時分と、参考消費電力量および参考走行時分とを比較することで、前記列車の運行時における運転手の運転評価を算出する
    　運転支援方法。     Calculate the amount of electricity consumed and the running time between stations during the operation of the train based on operation data regarding the operation performance of the train,
    Based on the operation data, extracting conditions that inhibit normal operation that occur during operation of the train;
    Calculating the reference power consumption and the reference running time based on the inhibiting conditions,
    A driving support method that calculates a driving evaluation of a driver during operation of the train by comparing the power consumption and the travel time with a reference power consumption and a reference travel time.
PCT/JP2022/044958 2022-03-17 2022-12-06 Driving assistance system and driving assistance method WO2023176061A1 (en)

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