Travel plan calculation device and automatic train operation device

Abstract

The present invention relates to a travel plan calculation device and an automatic train operation device that quickly calculate a new travel plan without deteriorating travel time accuracy. Provided are: a coasting start point adjustment section that adjusts a coasting start point based on route information, vehicle information, a planned speed limit, and a temporary plan; a temporary plan calculation section that calculates a temporary plan based on the route information, the vehicle information, the planned speed limit, and the adjusted coasting start point; and a temporary plan adoption determination section that compares a target travel time with a travel time of the temporary plan and determines whether the temporary plan can be adopted, the coasting start point adjustment section repeatedly adjusting the coasting start point until a boundary of an adjustable range is reached based on an extended adjustable range of the coasting start point during a period in which the travel time of the temporary plan is lower than the target travel time.

Description

Technical Field

[0001] The implementation methods involve a train planning calculation device for calculating train travel plans and an automatic train operation device. Background Technology

[0002] In the past, it has been known that utilizing coasting (a state in which the vehicle travels by inertia without acceleration based on power or deceleration based on braking) is effective for energy-efficient driving.

[0003] As one method to achieve this energy-saving operation, the following approach is proposed: calculate a travel plan that makes more use of coasting within the range of the target travel time between stations, and control the train according to the travel plan.

[0004] In this case, coasting is utilized in the driving plan by adding a little coasting each time between power operation and braking, or by changing the coasting range a little at a time in a way that expands it.

[0005] Patent Document 1: Japanese Patent No. 3881302

[0006] Patent Document 2: Japanese Patent No. 6087805

[0007] However, for express trains and other trains that do not stop at stations, there is sometimes a large margin in the travel time between stations set in the timetable. In addition, when the departure of the preceding train that is stopping at the next station is delayed, or when the arrival at the next station is delayed in order to avoid stopping near the station, the travel time before the next station needs to be longer than usual, and it is desirable to quickly make new travel plans. Summary of the Invention

[0008] The purpose of this invention is to provide a travel plan calculation device and an automatic train operation device that can quickly calculate a new travel plan without deteriorating the accuracy of the travel time, even when replanning is performed during travel under conditions where the margin included in the specified travel time is large.

[0009] The travel plan calculation device of the embodiment includes: a travel plan calculation range determination unit that determines the travel plan calculation range based on operation information, train speed and train position; and a speed limit setting unit that sets a planned speed limit based at least on speed limit information and the travel plan calculation range.

[0010] The target travel time calculation section calculates a target travel time based on the operation information, the travel time, and the travel plan calculation range; the coasting start point adjustment section adjusts a coasting start point based on the route information, the vehicle information, the planned speed limit, and the temporary plan; the temporary plan calculation section calculates a temporary plan based on the route information, the vehicle information, the planned speed limit, and the adjusted coasting start point; and the temporary plan adoption determination section determines whether to adopt the temporary plan by comparing the target travel time with a travel time of the temporary plan. The coasting start point adjustment section repeatedly adjusts the coasting start point until a boundary of an adjustable range of the coasting start point is reached, based on an extension of the adjustable range of the coasting start point, during a period in which the travel time of the temporary plan is lower than the target travel time, based on calculation results and determination results of the target travel time calculation section, the temporary plan calculation section, and the temporary plan adoption determination section. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a schematic configuration block diagram of an automatic train operation system of Embodiment 1.

[0012] Figure 2 is a schematic action flowchart of an automatic train operation device.

[0013] Figure 3 is a schematic configuration block diagram of a travel plan calculation section.

[0014] Figure 4 is a schematic action flowchart of a travel plan calculation section.

[0015] Figure 5 is a schematic processing flowchart of adjustment of a coasting start point.

[0016] Figure 6 is an explanatory diagram of setting of a reverse search start point of a first reverse coasting curve.

[0017] Figure 7 is an explanatory diagram of setting of a reverse search start point of a second reverse coasting curve.

[0018] Figure 8 is a conceptual explanatory diagram of a reverse coasting curve.

[0019] Figure 9 is an explanatory diagram of calculation processing of position and speed in a reverse simulation processing.

[0020] Figure 10 is an explanatory diagram of an initial value of a coasting start position.

[0021] Figure 11 is a diagram for explaining an initial temporary plan.

[0022] Figure 12is an explanatory view of the adjustment of the start point of the glide when a new temporary plan is made in the presence of an initial temporary plan.

[0023] Figure 13 is a view for explaining the first temporary plan.

[0024] Figure 14 is an explanatory view of the adjustment of the start point of the glide when a new temporary plan is made in the presence of an initial temporary plan.

[0025] Figure 15 is a view for explaining the second temporary plan.

[0026] Figure 16 is an explanatory view of the adjustment of the start point of the glide when a new temporary plan is made in the presence of an initial temporary plan.

[0027] Figure 17 is a view for explaining the third temporary plan.

[0028] Figure 18 is an explanatory view of the adjustment of the start point of the glide when the travel time exceeds the prescribed travel time in the case where the third temporary plan is made.

[0029] Figure 19 is a view for explaining the fourth temporary plan.

[0030] Figure 20 is a view for explaining the adjustment of the start point of the glide when no temporary plan having a travel time of the target travel time or more is obtained even once.

[0031] Figure 21 is an explanatory view of the adjustment of the start point of the glide after the reduction of the limit speed.

[0032] Figure 22 is a view for explaining the (k+1)th temporary plan.

[0033] Explanation of symbols

[0034] 10: train; 11: speed position detection section; 12: ATC on-board device; 13: automatic train operation device; 14: brake control device; 16: on-board; 17: motor; 18: power receiver; 19: brake; 20: wheel; 21: ATC ground device; 22: track; 23: ground; 31: storage section; 32: travel plan calculation section; 33: control command calculation section; 40: coasting start point adjustment section; 41: travel plan calculation range decision section; 42: limit speed setting section; 43: target travel time calculation section; 44: coasting start point decision section; 45: temporary plan calculation section; 46: temporary plan adoption decision section; 47: start point decision section; 48: reverse curve calculation section; 49: limit speed adjustment section; ARI1 to ARI3: insertable coasting range; COS1, COS11 to COS17: 1st coasting start point; COS2, COS21 to COS23: 2nd coasting start point; PL0: initial temporary plan; PL1: 1st temporary plan; PL2: 2nd temporary plan; PL3: 3rd temporary plan; PL4: 4th temporary plan; PLk: kth temporary plan; PL(k+1): (k+1)th temporary plan; RIC1: 1st reverse coasting curve; RIC2: 2nd reverse coasting curve; SP1, SP2: reverse search start point. DETAILED DESCRIPTION

[0035] Hereinafter, an automatic train operation device based on an embodiment of the present application will be described with reference to the drawings.

[0036] [1] 1st Embodiment

[0037] Figure 1 is a schematic configuration block diagram of an automatic train operation system of the 1st embodiment.

[0038] In Figure 1 , the train 10 is provided with a speed position detection section 11, an ATC on-board device 12, an automatic train operation device 13, a drive / brake control device 14, a tachogenerator (TG) 15, an on-board 16, a motor 17, a power receiver 18, and a brake 19.

[0039] The speed position detection section 11 detects the speed and position of the train based on the pulses of the tachogenerator (TG) and the ground detection information received from the ground via the on-board.

[0040] The ATC on-board device 12 outputs a brake command for preventing the train from colliding with a preceding train or derailing.

[0041] The ATC ground device 21 provided on the ground side detects the presence or absence of a train on each closed section via the track (track circuit) 22, decides the signal display of each closed section based on the on-line condition, and transmits the signal display to the ATC onboard device 12 via the track (track circuit) of each closed section. The ATC onboard device 12, when receiving the signal display from the ATC ground device via the power receiver, compares the speed limit based on the signal display with the train speed detected by the speed position detection section 11, and outputs a brake command to the drive / brake control device 14 in the case where the train speed exceeds the speed limit.

[0042] The automatic train operation device 13 calculates a power operation command·brake command for causing the train to travel between stations at a prescribed travel time while observing the speed limit and to stop at a prescribed position (stop target position) in the station.

[0043] The drive / brake control device 14 controls the motor 17 and the brake 19 based on the brake command from the ATC onboard device 12, the power operation command·brake command from the automatic train operation device 13, and the power operation command·brake command from the master controller (not shown) operated by the driver (not shown).

[0044] The train 10 travels on the track 22 by driving / braking the wheels 20 by the motor 17 and the brake 19.

[0045] The automatic train operation device 13 includes a storage section 31, a travel plan calculation section 32, and a control command calculation section 33.

[0046] The storage section 31 stores route information, speed limit information, operation information, and vehicle information.

[0047] As the route information, for example, the gradient and the curve (radius of curvature) of the route can be given.

[0048] As the speed limit information, for example, the speed limit information of each closed section, the closed length (distance of the closed section), and the alignment information (arrangement of the closed section) can be given.

[0049] As the operation information, for example, the stop target position of each station, the stopping station for each operation category, and the prescribed travel time between each station can be given.

[0050] As the vehicle information, the train length, the train weight, the characteristics of the acceleration / deceleration corresponding to the power operation command·brake command, the characteristics of the air resistance / slope resistance / curve resistance, and the electric-air conversion start / finish speed of the train are stored.

[0051] The travel plan calculating section 32 calculates a travel plan for causing the train to travel between stations at a prescribed travel time, based on the train speed and position received from the control command calculating section 33, the operation information read out from the storage section 31, and the vehicle information.

[0052] The control command calculating section 33 calculates a power operation command · brake command for causing the train to travel to the next station, based on the speed and position of the train detected by the speed position detecting section 11, the route information, the speed limit information, the operation information, the vehicle information read out from the storage section 31, the travel plan received from the travel plan calculating section 32, and the signal information received from the ATC onboard device 12.

[0053] Next, the operation of the automatic train operation device 13 will be described.

[0054] Figure 2 is a schematic operation flowchart of the automatic train operation device.

[0055] When the automatic train operation device 13 receives a departure signal due to the driver pressing a departure button not shown, the control command calculating section 33 of the automatic train operation device 13 starts travel control.

[0056] The travel control can also be started by, for example, receiving a departure command from the station device via a ground piece 23 provided at a stopping position, and determining that the departure time has been reached based on queuing information input from a monitor device, operation timetable information, and time information from a time counting section not shown.

[0057] In the travel control, the control command calculating section 33 calculates a power operation command · brake command (gear) for causing the train to travel to the next station.

[0058] First, the control command calculating section 33 grasps the speed limit at the current position based on the signal information received from the ATC onboard device 12 (step Sll).

[0059] Next, the control command calculating section 33 determines whether the station stop control area for stopping the train at the next stopping station has been reached (step S12).

[0060] Here, it can be determined whether the station stop control area has been reached by, for example, whether a TASC (Train Automatic Stop-position Controller) start ground piece is detected, whether a position that is a certain distance closer to the position at which the speed limit is reached by backtracking the station stop pattern is reached, or the like.

[0061] In this case, in the case where the station stop control area is not reached (step S12; "Yes"), the control command calculation section 33 determines whether or not there is no travel plan received from the travel plan calculation section 32 (step S13).

[0062] The control command calculation section 33, in the case where there is no travel plan (step S13; "Yes"), requests the travel plan calculation section 32 for the calculation of the travel plan (step S14), and selects the gear so as to target the speed lower than the limit speed until the travel plan is obtained (step S15).

[0063] Further, the control command calculation section 33, in the case where the so-called "passing operation" not exceeding the limit speed is performed at the position where the limit speed is lowered, and the so-called "on-time operation" not exceeding the limit speed is not performed, controls at the position where the limit speed is lowered in such a manner that does not exceed the limit speed by, for example, selecting the brake gear if a ground member set in the vicinity is detected, and selecting the gear so as to follow the deceleration pattern found based on the limit speed information read out from the storage section 31.

[0064] Then, the control command calculation section 33 determines whether or not the vehicle is stopped (step S16).

[0065] The control command calculation section 33, in the case where the vehicle is stopped, selects the anti-roll brake (step S17) and ends the processing.

[0066] Further, in the case where the travel plan is obtained (step S13; "No"), the control command calculation section 33, after the last request for the travel plan, determines whether or not the conditions such as the limit speed, the target travel time between stations, and the like are changed (step S18).

[0067] The control command calculation section 33, in the case where the conditions are changed after the last request for the travel plan (step S18; "Yes"), requests the travel plan calculation section 32 for the calculation of the travel plan (step S19). In this case, if a certain time elapses from the change in the conditions while the state where the travel plan for which the calculation request is not obtained is maintained, the control command calculation section 33 can also discard the travel plan that does not conform to the conditions.

[0068] Next, the control command calculation section 33 selects the gear based on the limit speed, the vehicle information read out from the storage section 31, and the latest travel plan (step S20).

[0069] Here, the selection of the gear can be performed by following the travel curve of the travel plan, by the method of the travel mode (power operation, constant speed travel, coasting, brake) specified in the travel plan, and the like. However, the control command calculation section 33 selects the gear in such a manner that does not exceed the limit speed.

[0070] In the case where the station stop control area is reached (step S12; "No"), the control command calculation section 33 selects a gear for stopping the train at the stop target position of the station (step S21). The selection of the gear can be performed by any method such as following a stop pattern or making a predicted value of a stop position error smaller.

[0071] Then, the control command calculation section 33 selects the anti-rolling brake and ends the travel control if the train stops.

[0072] On the other hand, the travel plan calculation section 32 calculates a travel plan when a request for the calculation of the travel plan is received from the control command calculation section 33.

[0073] Here, the operation of the travel plan calculation section 32 will be described.

[0074] Figure 3 is a schematic configuration block diagram of the travel plan calculation section 32.

[0075] Figure 4 is a schematic operation flowchart of the travel plan calculation section.

[0076] First, the travel plan calculation section 32 receives the train speed and position, the travel time from the departure, and the signal information from the control command calculation section 33 as the travel state of the train (step S31).

[0077] The travel plan calculation range decision section 41 of the travel plan calculation section 32 sets a range from the current position of the train to the next station (a stopping station or a non-stopping station) as a travel plan calculation range on the basis of the train speed and position received from the control command calculation section 33 and the operation information read from the storage section 31 (step S32).

[0078] The limit speed setting section 42 sets a planned limit speed in the travel plan calculation range on the basis of the limit speed information read from the storage section 31 and the signal information received from the control command calculation section 33 (step S33).

[0079] Further, the limit speed setting section 42 sets, for a closed section in which the train is currently running, a lower limit speed between the limit speed in the closed section of the limit speed information and the limit speed corresponding to the signal information.

[0080] The target travel time calculation section 43 extracts a prescribed travel time to the next station from the operation information read from the storage section 31 and calculates a target travel time from the current position to the next station by subtracting the travel time from the departure received from the control command calculation section 33 (step S34).

[0081] The coasting start point adjustment section 40 draws a reverse coasting curve and compares it with the provisional plan, and performs adjustment of the coasting start point (step S35). Also, regarding the adjustment of the coasting start point, this will be described in detail later.

[0082] The provisional plan calculation section 45 judges whether or not it is a case where there is no provisional plan, or whether or not the adjustment of the coasting start point is complete (step S36).

[0083] In the judgment of step S36, in a case where there is no provisional plan or in a case where the adjustment of the coasting start point is complete (step S36; "Yes"), the provisional plan calculation section 45 calculates a provisional plan from the current speed and position of the train to the next station (step S37).

[0084] In this case, the provisional plan calculation section 45 sets a speed that is lower than the planned speed limit speed by a certain speed as a target speed, sets a power running mode from the current speed and position of the train, sets a power running mode when the planned speed limit speed rises and becomes lower than the target speed, sets a constant speed running mode when the target speed is reached in the power running mode, sets a coasting mode if the coasting start point is reached in the power running mode or the constant speed running mode, and sets a braking mode if the target speed is exceeded.

[0085] Further, the provisional plan calculation section 45 selects a prescribed power running gear in the power running mode. Also, the provisional plan calculation section 45 selects a prescribed braking gear in the braking mode. Further, the provisional plan calculation section 45 selects a coasting gear (easing) in the coasting mode. Also, further, the provisional plan calculation section 45 selects a gear in the constant speed running mode in such a way as to travel at a certain speed.

[0086] Then, the provisional plan calculation section 45 performs simulation for a prescribed time scale (for example, 1 second) based on the route information and the vehicle information read out from the storage section 31, and draws (generates) a travel curve.

[0087] Also, the provisional plan calculation section 45, in order to become a provisional plan that stops at the stop target position, traces back a stop pattern from the stop target position, traces back a deceleration pattern from a position where the speed limit speed drops in a case where "passing operation" is performed, and sets a braking mode if the stop pattern, the deceleration pattern is reached.

[0088] Here, by the tracing back, it means that the behavior of the train (stop pattern, deceleration pattern, etc.) at a position that is closer to the arrival point than the arrival point is set, so as to arrive at the specified position at the specified speed.

[0089] The provisional plan adoption determination section 46 compares the target travel time with the travel time of the provisional plan (step S38), and if the travel time of the provisional plan is less than the target travel time (step S38; <), the provisional plan is temporarily adopted (step S39), and the process returns to the adjustment of the start point of the glide (step S35).

[0090] Further, if the travel time of the provisional plan exceeds the target travel time (step S38; >), the provisional plan adoption determination section 46 does not temporarily adopt the provisional plan, and the process returns to the adjustment of the start point of the glide (step S35).

[0091] Further, if the travel time of the provisional plan is equal to the target travel time (within a prescribed allowable time range) (step S38; =), the provisional plan adoption determination section 46 adopts the provisional plan as the travel plan (step S40), and the travel plan calculation ends.

[0092] Further, in the case where there is a provisional plan and the adjustment of the start point of the glide is not completed (step S36; "No") in the determination of step S36, the provisional plan adoption determination section 46 also adopts the last provisional plan that was temporarily adopted as the travel plan (step S40), and the travel plan calculation ends.

[0093] Next, the adjustment of the start point of the glide in the glide start point adjustment section 40 will be described with reference to the repeated calculation of steps S35 to S39.

[0094] Figure 5 is a flowchart of the outline process of the adjustment of the start point of the glide.

[0095] In Figure 5 , the first reverse glide curve RIC1 is denoted as "reverse glide curve 1", the second reverse glide curve RIC2 is denoted as "reverse glide curve 2", the reverse search start point SP1 is denoted as "reverse search start point 1", and the reverse search start point SP2 is denoted as "reverse search start point 2". Further, in the following description, in the case where any one of steps S35 to S40 is described, it means Figure 4 corresponding step, and in the case where any one of steps S41 to S60 is described, it means Figure 5 corresponding step.

[0096] First, the adjustment of the start point of the glide in the glide start point adjustment section 40 at the stage where the target travel time and the plan limit speed are set in response to the reception of the travel plan calculation request (step S35) will be described.

[0097] First, the glide start point determination section 44 determines whether there is a provisional plan that has not been temporarily adopted (step S11).

[0098] The coasting start point decision section 44, at the stage where the target travel time and the plan limit speed are set upon receipt of the travel plan calculation request, judges that no temporary plan has been made (step S41; "Yes"), and therefore sets the initial value of the coasting start point in the following order.

[0099] Further, at the stage where it is judged that no temporary plan has been made, the limit speed adjustment section 49 does not adjust the plan limit speed.

[0100] Figure 6 is an explanatory diagram of the setting of the reverse search start point of the 1st reverse coasting curve.

[0101] In Figure 6 , the vertical axis is the speed of the train, and the horizontal axis is the travel position of the train.

[0102] First, the reverse search start point decision section 47 sets the position where the plan limit speed rises and the target speed corresponding to the plan limit speed before the rise, and the position where the plan limit speed falls and the target speed corresponding to the plan limit speed after the fall, as the reverse search start points SP1 (= SP11 to SP17) of the 1st reverse coasting curve RIC1 (step S42).

[0103] That is, the end position of the limit speed section i, and the target speed of the limit speed section i and the target speed of the limit speed section i+1, whichever is lower, is set as the reverse search start point SP1 of the 1st reverse coasting curve RIC1 (in the example of Figure 6 , SP11 to SP17).

[0104] Figure 7 is an explanatory diagram of the setting of the reverse search start point of the 2nd reverse coasting curve.

[0105] Further, the position where the plan limit speed changes and the target speed corresponding to the plan limit speed before the change is set as the 2nd reverse search start point SP2 of the 2nd reverse coasting curve RIC2 (step S43).

[0106] That is, the end position of the limit speed section i, and the target speed of the limit speed section i are set as the reverse search start point SP2 of the 2nd reverse coasting curve RIC2 (in the example of Figure 7 , SP21 to SP27).

[0107] Figure 8 is a conceptual explanatory diagram of the reverse coasting curve.

[0108] In Figure 8 , the vertical axis is the travel speed of the train, and the horizontal axis is the travel position of the train.

[0109] Next, the reverse curve calculation section 48 performs simulation of the direction in which the position and the time are traced back (reverse simulation) at a predetermined time scale (for example, 1 second) based on the route information and the vehicle information read from the storage section 31, according to the first reverse search start point SP1 and the second reverse search start point SP2 (step S44).

[0110] As a result, the first reverse sliding curve RIC1 and the second reverse sliding curve RIC2 are searched by the reverse simulation up to the start position of the section in which the planned constant speed limit is constant (the speed limit section), and the first reverse sliding curve and the second reverse sliding curve in each speed limit section are generated.

[0111] Figure 9 is a diagram for explaining the calculation process of the position and the speed in the reverse simulation process.

[0112] In the reverse simulation, the reverse curve calculation section 48 calculates the position and the speed in accordance with a predetermined time step.

[0113] More specifically, in the reverse simulation, the position and the speed of the train at the time at which each time step has been traced back by a predetermined time step are sequentially calculated based on the position and the speed corresponding to the reverse search start point.

[0114] First, the reverse curve calculation section 48 sets the position of the start point, the end point, and the upper limit speed of the reverse sliding curve based on the travel section and the speed limit information for each speed limit section, as shown in (A) of Figure 9 (A) of the drawing, the start point of the reverse sliding curve set this time is set as the point of the time step this time.

[0115] Then, the reverse curve calculation section 48 calculates the acceleration at the time of sliding based on the gradient resistance, the curve resistance, and the travel resistance at the position of the point of the time step this time.

[0116] After the acceleration is calculated, the reverse curve calculation section 48 reverses the sign of the calculated acceleration, and calculates the position and the speed of the point of the time step next time after a predetermined time (scale time) has passed toward the departure station side.

[0117] Then, the reverse curve calculation section 48 adopts the calculation result as the position and the speed of the point of the time step next time when it is determined that the speed at the position of the point of the time step next time is equal to or less than the upper limit speed.

[0118] On the other hand, the reverse curve calculation section 48 determines whether the speed at the position of the point of the time step this time is less than the upper limit speed when it is determined that the speed at the position of the point of the time step next time exceeds the upper limit speed.

[0119] Then, the retrogressive curve calculation section 48, in the case where it is judged that the speed at the point of the time step this time is less than the upper limit speed, calculates the upper limit speed reaching position by element interpolation between the position and speed at the point of the next time step and the position and speed at the point of the time step this time as shown in (B) of FIG. 8, sets the calculated upper limit speed reaching position as the position of the point of the next time step, and sets the speed of the point of the next time step as the upper limit speed. Figure 9

[0120] On the other hand, the retrogressive curve calculation section 48, in the case where it is judged that the speed at the point of the time step this time is the upper limit speed or more, replaces the speed (= speed exceeding the upper limit speed) at the point of the next time step with the upper limit speed as shown in (C) of FIG. 8. Figure 9

[0121] Hereinafter, the same procedure is applied to the 1st retrogressive coastdown curve RIC1 until the preceding one of the retrogressive start positions in the advancing direction is reached.

[0122] Further, the 2nd retrogressive coastdown curve RIC2 is subjected to the retrogressive simulation until the start end position of the limit speed section.

[0123] Next, as shown in (B) of FIG. 9, the coastdown start point decision section 44 sets the range in which the 2nd retrogressive coastdown curve RIC2 is speeded up by the retrogressive simulation after the target speed is decreased in the retrogressive simulation, as the insertable coastdown range ARI (step S45). Figure 8 Next, the coastdown start point decision section 44 calculates the time required for constant speed travel at the target speed in the insertable coastdown range, and sets the maximum value thereof as the coastdown insertion time (step S46).

[0124]

[0125] (B) of FIG. 10 is a diagram showing the initial value of the coastdown start position. Figure 10 Then, as shown in (A) of FIG. 11, the coastdown start point decision section 44 sets the (end position of the limit speed section i, target speed of the limit speed section i) as the initial value of the 1st coastdown start point COS1, and sets the end of the insertable coastdown range ARI as the initial value of the 2nd coastdown start point COS2 (step S47).

[0126] Figure 10 Thus, the coastdown start point adjustment at the stage where the target travel time and the plan limit speed are set in response to the travel plan calculation request (step S35) is completed. Since there is no temporary plan (step S36), the temporary plan calculation section 45 creates the initial temporary plan PL0 (step S37).

[0127] Thus, the coastdown start point adjustment at the stage where the target travel time and the plan limit speed are set in response to the travel plan calculation request (step S35) is completed. Since there is no temporary plan (step S36), the temporary plan calculation section 45 creates the initial temporary plan PL0 (step S37).

[0128] Thus, the coastdown start point adjustment at the stage where the target travel time and the plan limit speed are set in response to the travel plan calculation request (step S35) is completed. Since there is no temporary plan (step S36), the temporary plan calculation section 45 creates the initial temporary plan PL0 (step S37).​​Figure 11 is a graph that explains the initial temporary plan.

[0129] In Figure 11 , the vertical axis is the speed, the horizontal axis is the running position of the train, the solid line indicates the limit speed in each limit speed section VLS1 to VLS7, and the broken line indicates the target speed of the train in the limit speed section VLS1 to VLS7.

[0130] The temporary plan calculation section 45 creates the initial temporary plan PL0 by simulation in the advancing direction in the following order (step S37).

[0131] First, the temporary plan calculation section 45 creates the initial temporary plan PL0 so as to perform motoring from the departure position (the current position and speed of the train in the case of re-planning while running) and the point where the limit speed rises until the target speed is reached.

[0132] Then, the temporary plan calculation section 45 creates the initial temporary plan PL0 so as to perform constant speed running if the target speed is reached.

[0133] Further, the temporary plan calculation section 45 creates the initial temporary plan PL0 so as to apply braking until the target speed is reached if the target speed is exceeded.

[0134] Further, the temporary plan calculation section 45 creates the initial temporary plan PL0 so as to apply braking in accordance with the deceleration pattern if the deceleration pattern for station stop is reached.

[0135] Then, the temporary plan calculation section 45 creates the initial temporary plan PL0 so as to perform coasting until the target speed is reached or until the end of the limit speed section if the first coasting start point COS1 (COS11 to COS17) of each limit speed section is reached.

[0136] When the running curve of the initial temporary plan PL0 is generated (drawn) by the temporary plan calculation section 45, when the end position of the limit speed section or the end position of the insertable coasting range is reached, the first coasting start point COS1 and the second coasting start point COS2 in the next (advancing direction) limit speed section or the next insertable coasting range are referred to.

[0137] Therefore, even if the first coasting start point COS1 or the second coasting start point COS2 set at the end position of the limit speed section or the insertable coasting range is reached, the coasting mode is not selected, and thus, as shown in Figure 11 , the initial temporary plan PL0 in which the target speeds of the limit speed sections are connected by motoring and braking, that is, the fastest running plan is obtained.

[0138] The provisional plan adoption determination part 46 compares the target travel time with the travel time of the provisional plan (step S38), and since the travel time of the provisional plan is less than the target travel time (step S38; <), the provisional plan thus obtained is temporarily adopted (step S39), and the adjustment of the coasting start point is returned to (step S35).

[0139] Next, the adjustment of the coasting start point in the coasting start point adjustment part 40 in the case where the initial provisional plan PL0, which is the fastest travel plan, is obtained, i.e., in the case where there is a provisional plan that is temporarily adopted and the provisional plan calculated up to this point does not exceed the target travel time, is explained (step S35).

[0140] First, the coasting start point determination part 44 determines whether there is a provisional plan that has not been temporarily adopted (step S41).

[0141] In this case, there is the initial provisional plan PL0 as a provisional plan that is temporarily adopted (step S41; "No"), and therefore the coasting start point determination part 44 determines whether the provisional plan calculated up to this point, which is the initial provisional plan PL0 in this example, exceeds the target travel time (step S48).

[0142] In the determination of step S48, in the case where the provisional plan calculated up to this point does not exceed the target travel time (step S48; "Yes"), the coasting start point is adjusted in the following order.

[0143] First, the back-search start point determination part 47 compares the latest provisional plan that is temporarily adopted with the plan limit speed, and deletes the first coasting start point COS that corresponds to a point where coasting is performed from the position and speed at which the plan limit speed rises and the first back-search start point SP1 that corresponds to a point where coasting is performed up to the position and speed at which the plan limit speed drops from the first back-search start point SP1. There is no portion that is traveled by coasting in the initial provisional plan PL0, and therefore no first back-search start point SP1 is deleted at this stage (step S49).

[0144] Next, as explained in Figure 8 and Figure 9 , the reverse curve calculation part 48 calculates the first reverse coasting curve and the second reverse coasting curve (the first half of step S50).

[0145] Further, the coasting start point determination part 44 determines the coasting start point 1 and the coasting start point 2 (the second half of step S50).

[0146] Figure 12 is an explanatory diagram of the adjustment of the coasting start point when a new provisional plan is made in the case where there is an initial provisional plan.

[0147] InFigure 12 In this case, the broken arrow indicates movement of the coast start point.

[0148] The coast start point determination section 44 moves the 1st coast start point COSl to a point at which the 1st coast start point COSl crosses the 1st reverse coast curve RICl first in the limit speed section of the initial temporary plan PLO, or a point at which the speed exceeds. Further, the 2nd coast start point COS2 is moved to the start end (the side traced back in time) of each insertable coast range (step S50).

[0149] More specifically, in the 1st limit speed section, the 1st coast start point COSl l is moved to the start point of the 1st limit speed section because the 1st coast start point COSl l exceeds the 1st reverse coast curve RICl in the entire region of the 1st limit speed section.

[0150] Further, in the 3rd limit speed section, the 3rd coast start point COSl 3 is moved to a point at which the 1st reverse coast curve RICl is crossed first.

[0151] Further, in the 4th limit speed section, the coast start point COSl 4 is moved to a point at which the 1st reverse coast curve RICl is crossed first.

[0152] Further, in the 5th limit speed section, the 1st coast start point COSl 5 is moved to the start point of the 5th limit speed section because the 1st coast start point COSl 5 exceeds the 1st reverse coast curve RICl in the entire region of the 5th limit speed section.

[0153] Further, in the 7th limit speed section, the 1st coast start point COSl 7 is moved to the start point of the 7th limit speed section because the 1st coast start point COSl 7 exceeds the 1st reverse coast curve RICl in the entire region of the 7th limit speed section. As a result, the 1st coast start point COSl 6 of the 6th limit speed section and the 1st coast start point COSl 7 of the 7th limit speed section become equal.

[0154] Further, in Figure 12 In the example of FIG. 9, the insertable coast range ARI exists three insertable coast ranges ARIl to ARI3, and the 2nd coast start points COS2l to COS23 are moved to the start points of the respective insertable coast ranges ARIl to ARI3.

[0155] Next, the limit speed adjustment section 49 determines whether the 1st coast start point is adjusted in the process of step S48 to step S50 (step S51).

[0156] In the determination of step S51, in a case where the 1st coast start point is adjusted (step S51; "Yes"), the adjustment of the coast start point is ended (step S35).

[0157] Thus, the adjustment of the coasting start point in the coasting start point adjustment section 40 in the case where the temporary plan calculated up to this point does not exceed the target travel time, i.e., the stage of the initial temporary plan PLO that is the fastest travel plan, ends (step S35). Since the adjustment of the coasting start point is completed (step S36), the temporary plan calculation section 45 creates the first temporary plan PLl as a new temporary plan (step S37).

[0158] Figure 13 is a diagram for explaining the first temporary plan.

[0159] The temporary plan calculation section 45 creates the first temporary plan PLl by simulation in the advancing direction in the following order.

[0160] First, the temporary plan calculation section 45 creates the first temporary plan PLl so as to perform motoring from the departure position (the current position and speed of the train in the case of re-planning during travel) and the point where the speed limit rises until the target speed is reached.

[0161] Then, the temporary plan calculation section 45 creates the first temporary plan PLl so as to perform constant speed travel if the target speed is reached.

[0162] Further, the temporary plan calculation section 45 creates the first temporary plan PLl so as to apply braking until the target speed is reached if the target speed is exceeded.

[0163] Then, the temporary plan calculation section 45 creates the first temporary plan PLl so as to perform coasting until the target speed is reached or the end of the speed limit section if the first coasting start point COSl (COSIl to COSl7) of each speed limit section is reached.

[0164] In this case, if the first reverse coasting curve RICl is reached in the coasting, the temporary plan calculation section 45 creates the first temporary plan PLl in accordance with the first reverse coasting curve RICl until the end of the speed limit section.

[0165] Then, the temporary plan calculation section 45 creates the first temporary plan PLl so as to perform coasting until the target speed is reached again in the case where the second coasting start point COS2 (COS21 to COS23) of the speed limit section is reached at the target speed and the end of the insertable coasting range.

[0166] In this case, if the second reverse coasting curve RIC2 is reached in the coasting, the temporary plan calculation section 45 creates the first temporary plan PLl in accordance with the second reverse coasting curve RIC2 until the target speed is reached.

[0167] Further, the temporary plan calculating section 45 creates the first temporary plan PL1 so that if the deceleration pattern for station stop is reached, braking is applied in accordance with the deceleration pattern.

[0168] As a result of these, the first temporary plan PL1 as shown in the drawing is created, and in each of the speed limit sections, the travel curve is able to add the coasting section up to the limit range not lower than the first reverse search start point SP1 at one time, and the travel time is extended. Figure 13

[0169] The temporary plan adoption determination section 46 compares the target travel time with the travel time of the temporary plan (step S38), and since the travel time of the temporary plan is smaller than the target travel time (step S38; <), the obtained temporary plan is temporarily adopted (step S39), and returns to the adjustment of the coasting start point (step S35).

[0170] Next, the adjustment of the coasting start point in the coasting start point adjustment section 40 in the case where the first temporary plan PL1 is obtained, that is, there is coasting from the point where the planned speed limit is raised to the point where the planned speed limit is lowered in the temporarily adopted temporary plan, and the temporary plan calculated up to this point does not exceed the target travel time, is explained (step S35).

[0171] First, the coasting start point determination section 44 determines whether or not there is a temporary plan which has not been temporarily adopted (step S41).

[0172] In this case, there is the first temporary plan PL1 as the temporarily adopted temporary plan (step S41; "No"), and therefore the coasting start point determination section 44 determines whether or not there is a case where the temporary plan calculated up to this point (in this example, the initial temporary plan PL0 to the first temporary plan PL1) exceeds the target travel time (step S48).

[0173] In the determination of step S48, in the case where there is no case where the temporary plan calculated up to this point exceeds the target travel time (step S48; "Yes"), the coasting start point is adjusted in the following order.

[0174] Figure 14 This is an explanatory diagram of the adjustment of the coasting start point when a new temporary plan is created in the case where there is already a temporary plan.

[0175] In the drawing, the broken line arrow indicates the movement of the coasting start point. Figure 14

[0176] ​​First, the reverse search start point decision section 47 compares the latest temporary plan tentatively adopted with the plan limit speed, and deletes the 1st reverse search start point SP1 corresponding to the point where the sliding is performed from the point where the plan limit speed rises, and the 1st reverse search start point SP corresponding to the point where the sliding is performed until the point where the plan limit speed drops (step S49).

[0177] Specifically, as shown in Figure 14 , the 1st reverse search start point SP10 in the 0th limit speed section, the 1st reverse search start point SP14 in the 4th limit speed section, and the 1st reverse search start point SP16 in the 6th limit speed section are deleted.

[0178] Next, as explained in Figure 8 and Figure 9 , the reverse curve calculation section 48 calculates the 1st reverse sliding curve and the 2nd reverse sliding curve (the former half of step S50). In the limit speed section where the 1st reverse search start point SP1 of the 1st reverse sliding curve RIC1 is deleted, the 1st reverse sliding curve RIC1 is extended from the next limit speed section, and the reverse search simulation is performed. That is, in the 4th limit speed section where the 1st reverse search start point SP14 of the 1st reverse sliding curve RIC1 is deleted, the 1st reverse sliding curve RIC1 is extended from the next limit speed section, that is, the 5th limit speed section, and the reverse search simulation is performed. Similarly, in the 6th limit speed section where the 1st reverse search start point SP16 of the 1st reverse sliding curve RIC1 is deleted, the 1st reverse sliding curve RIC1 is extended from the next limit speed section, that is, the 7th limit speed section, and the reverse search simulation is performed.

[0179] Further, the sliding start point decision section 44 moves the 1st sliding start point COS1 to the point where the 1st reverse sliding curve RIC1 is first crossed or the point where the speed exceeds in the limit speed section of the 1st temporary plan PL1. Further, the 2nd sliding start point COS2 is moved to the beginning (the side traced back in time) of each insertable sliding range (the latter half of step S50).

[0180] More specifically, in the 4th limit speed section, the sliding start point COS14 is moved to the point where the 1st reverse sliding curve RIC1 is first crossed. The 1st sliding start point of the other limit speed sections cannot be moved further.

[0181] Further, in the example of Figure 14 , the 2nd sliding start points COS21 to COS23 also cannot be moved further.

[0182] Next, the limit speed adjustment section 49 determines whether the sliding start position adjustment is completed in the processing of steps S18 to S20 (step S51).

[0183] In the judgment in step S51, in a case where the adjustment of the coasting start position is completed (step S21; "Yes"), the adjustment of the coasting start point is ended (step S35).

[0184] Thus, the adjustment of the coasting start point in the coasting start point adjustment section 40 in a case where the stage of the 1st temporary plan PL1, that is, the coasting from the point where the planned speed limit rises in the temporarily adopted temporary plan to the point where the planned speed limit falls, and the coasting until the target travel time is reached calculated up to this point does not exceed the target travel time, is ended (step S35). Since the adjustment of the coasting start point is completed (step S36), the 2nd temporary plan PL2 is made as a new temporary plan by the temporary plan calculation section 45 (step S37).

[0185] Figure 15 is a diagram for explaining the 2nd temporary plan.

[0186] The temporary plan calculation section 45 makes the 2nd temporary plan PL2 by simulation in the advancing direction in the following order.

[0187] First, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 so as to perform motoring from the departure position (the current position and speed of the train in the case of re-planning during travel) and the point where the speed limit rises until the target speed is reached.

[0188] Then, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 so as to perform constant speed travel if the target speed is reached.

[0189] Further, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 so as to apply braking if the target speed is exceeded until the target speed is reached.

[0190] Then, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 so as to perform coasting until the target speed is reached or the end of the speed limit section if the 1st coasting start point COS1 (COS11 to COS17) of each speed limit section is reached.

[0191] In this case, if the 1st reverse coasting curve RIC1 is reached in the coasting, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 in accordance with the 1st reverse coasting curve RIC1 until the end of the speed limit section.

[0192] Then, the temporary plan calculation section 45 makes the 2nd temporary plan PL2 so as to perform coasting until the target speed is reached again in a case where the 2nd coasting start point COS2 of the speed limit section is reached at the target speed and the end of the range in which coasting can be inserted.

[0193] In this case, if the 2nd reverse coastdown curve RIC2 is reached in the coastdown, the temporary plan calculating section 45 makes the 2nd temporary plan PL2 so as to make the coastdown interval up to the limit range not lower than the reverse search start points SP1, SP2, while adding the coastdown interval once in each limit speed interval, until the target speed is reached.

[0194] Further, the temporary plan calculating section 45 makes the 2nd temporary plan PL2 so as to apply braking in accordance with the deceleration pattern if the deceleration pattern for station stop is reached.

[0195] As a result of these, the 2nd temporary plan PL2 shown in Fig. 9 is made, and the travel curve can add the coastdown interval once in each limit speed interval, while extending the coastdown interval up to the limit range not lower than the reverse search start points SP1, SP2. Figure 15

[0196] The temporary plan adoption determining section 46 compares the target travel time with the travel time of the temporary plan (step S38), and since the travel time of the temporary plan is smaller than the target travel time (step S38; <), the obtained temporary plan is temporarily adopted (step S39), and returns to the adjustment of the coastdown start point (step S35).

[0197] Figure 16 Fig. 10 is an explanatory view of the adjustment of the coastdown start point when a new temporary plan is made in the case where the temporary plan already exists.

[0198] In Fig. 10, the broken line arrow indicates the movement of the coastdown start point. Figure 16

[0199] The 2nd temporary plan PL2 is the same as the 1st temporary plan PL1, and there is the coastdown from the point where the planned limit speed rises, and the coastdown up to the point where the planned limit speed falls, so the reverse search start points are deleted in the same order as in the case of the 1st temporary plan PL1, as shown in Fig. 9. Figure 14 Figure 16 The reverse curve calculating section 48 calculates the 1st reverse coastdown curve and the 2nd reverse coastdown curve (the former half of step S50), and the coastdown start point determining section 44 moves the 1st coastdown start points COS1 (COS11 to COS17) and the 2nd coastdown start points COS2 (COS21 to COS23) (the latter half of step S50).

[0200] The limit speed adjusting section 49 judges that the adjustment of the coastdown start position is completed (step S51; "Yes"), and ends the adjustment of the coastdown start point (step S35).

[0201] The limit speed adjusting section 49 judges that the adjustment of the coastdown start position is completed (step S51; "Yes"), and ends the adjustment of the coastdown start point (step S35). ​​​

[0202] Figure 17 is a diagram for explaining the 3rd temporary plan.

[0203] Since the coasting start point adjustment is completed (step S36), next, as in the case of the 1st temporary plan PL1 or the 2nd temporary plan PL2, the temporary plan calculating section 45 makes the 3rd temporary plan PL3 by simulation toward the travel direction.

[0204] As a result, the 3rd temporary plan PL3 as shown in the drawing is made, and the travel curve can extend the coasting section up to the limit range not lower than the reverse search start points SP1, SP2 in each limit speed section at one time. Figure 17

[0205] Next, the processing when the travel time of the calculated temporary plan exceeds the target travel time is explained.

[0206] The temporary plan adoption / non-adoption determining section 46 compares the target travel time with the travel time of the temporary plan (step S38), and if the travel time of the temporary plan exceeds the target travel time (step S38; "Yes"), the temporary plan is not adopted and returns to the adjustment of the coasting start point (step S35).

[0207] First, the coasting start point determining section 44 judges whether or not there is a temporary plan which has not been temporarily adopted (step S41).

[0208] In the case where the travel time of the 3rd temporary plan PL3 exceeds the target travel time, the 3rd temporary plan PL3 is not temporarily adopted. As the temporarily adopted temporary plan, there is the 2nd temporary plan PL2 (step S41; "No"), and therefore the coasting start point determining section 44 judges whether or not there is a case where the travel time of the temporary plan calculated so far (in this example, the initial temporary plan PL0 to the 3rd temporary plan PL3) exceeds the target travel time (step S48). Since the target travel time is exceeded in the 3rd temporary plan PL3 (step S48; "No"), the limit speed adjusting section 49 judges whether or not the target travel time is exceeded as a result of lowering the planned limit speed from the latest temporary plan (step S56). Since the planned limit speed is not lowered (step S56; "No"), the 1st coasting start point and the 2nd coasting start point are adjusted to the middle of the 2nd temporary plan PL2 in the temporary adoption and the latest 3rd temporary plan PL3 in the non-temporary adoption (steps S59, S60).

[0209] Figure 18 is a diagram for explaining the adjustment of the coasting start point when the travel time exceeds the prescribed travel time in the case where the 3rd temporary plan is made.

[0210] In the case where the travel time of the 3rd temporary plan PL3 exceeds the target travel time, the 3rd temporary plan PL3 is not temporarily adopted. As the temporarily adopted temporary plan, there is the 2nd temporary plan PL2 (step S41; "No"), and therefore the coasting start point determining section 44 judges whether or not there is a case where the travel time of the temporary plan calculated so far (in this example, the initial temporary plan PL0 to the 3rd temporary plan PL3) exceeds the target travel time (step S48). Since the target travel time is exceeded in the 3rd temporary plan PL3 (step S48; "No"), the limit speed adjusting section 49 judges whether or not the target travel time is exceeded as a result of lowering the planned limit speed from the latest temporary plan (step S56). Since the planned limit speed is not lowered (step S56; "No"), the 1st coasting start point and the 2nd coasting start point are adjusted to the middle of the 2nd temporary plan PL2 in the temporary adoption and the latest 3rd temporary plan PL3 in the non-temporary adoption (steps S59, S60). Figure 19 ​In this case, the broken arrow indicates movement of the coasting start point.

[0211] Specifically, the position and speed of the middle of the same first coasting start point COSl in the first reverse coasting curve RICl obtained in the third temporary plan PL3 made this time and the first reverse coasting curve RICl obtained in the second temporary plan PL2 made last time are set as the first coasting start point COSl. Further, the coasting insertion time is set to 1 / 2, and the position closer to the front end of the coasting insertion interval (the position where the speed of the second reverse coasting curve drops the most) by the distance that can be traveled in the coasting insertion time at the target speed is set as the second coasting start position.

[0212] Figure 20 is a view for explaining the fourth temporary plan.

[0213] Since the coasting start point adjustment is completed (step S36; "Yes"), the fourth temporary plan PL4 is made by simulation toward the travel direction, as in the case of the first to third temporary plans PLl to PL3.

[0214] In the case where the travel time of the fourth temporary plan PL4 is less than the target travel time (step S38; <), the fourth temporary plan PL4 is tentatively adopted again, and therefore the first and second coasting start points are adjusted to the middle of the tentatively adopted fourth temporary plan PL4 and the latest third temporary plan PL3 that is not tentatively adopted.

[0215] In the case where the travel time of the fourth temporary plan PL4 exceeds the target travel time (step S38; >), the fourth temporary plan PL4 is not tentatively adopted, and therefore the first and second coasting start points are adjusted to the middle of the tentatively adopted second temporary plan PL2 and the latest fourth temporary plan PL4 that is not tentatively adopted.

[0216] Thus, after once exceeding the target travel time, the coasting start points are adjusted to the middle of the temporary plan that is tentatively adopted without exceeding the target travel time and the latest temporary plan that is not tentatively adopted with exceeding the target travel time. By repeating this until the amount of movement of the coasting start points becomes small enough, a travel plan with high accuracy of travel time can be obtained.

[0217] As a result of the above processing, a travel plan calculation device can be provided that does not deteriorate the accuracy of travel time and can quickly calculate a new travel plan even in the case where the re-planning is performed at the time of travel with a large margin included in the prescribed travel time.

[0218] The above description is of a case where the coasting start position adjustment is completed. The following describes processing in a case where the coasting start position cannot be adjusted.

[0219] Figure 21 Fig. 13 is a diagram for describing processing in a case where the coasting start position cannot be adjusted because the travel time is not once obtained as a temporary plan that is equal to or higher than the target travel time.

[0220] In the judgment in step S51, in a case where the coasting start position cannot be adjusted (step S51; "No"), the limit speed adjustment section 49 limits, i.e., lowers the limit speed, in a lower speed, in the limit speed range of the highest speed of the latest temporary plan that is tentatively adopted or a limit speed range higher than the prescribed speed (step S52).

[0221] Figure 21 Fig. 14 is a diagram for describing the coasting start point adjustment after the limit speed is lowered.

[0222] In Figure 22 In Fig. 14, a dotted arrow indicates movement of the coasting start point.

[0223] Then, the back search start point decision section 47 deletes the 2nd back search start point SP2 that becomes not the end of the limit speed range, based on the new limit speed, and the reverse curve calculation section 48 updates the insertable coasting range ARI by back search simulation of the 2nd reverse coasting curve RIC2 (step S53).

[0224] Next, the back search start point decision section 47 deletes the 1st back search start point SP1 that becomes not the end of the limit speed range, based on the new limit speed, and the reverse curve calculation section 48 performs back search simulation of the 1st reverse coasting curve RIC1 (step S54).

[0225] Thus, the coasting start point decision section 44 decides the intersection of the already generated (k-1)th temporary plan PL(k-1) and the 1st reverse coasting curve RIC1 as a new 1st coasting start point COS1, and decides the start end position of the insertable coasting range as a new 2nd coasting start point COS2 (step S55), and ends the coasting start point adjustment (step S35).

[0226] ​ Fig. 15 is a diagram for describing the (k+1)th temporary plan.

[0227] Since the coasting start point adjustment is completed (step S36; "Yes"), next, as with the 1st to 3rd temporary plans, the temporary plan calculation section 45 calculates the kth temporary plan by simulation in the travel direction.

[0228] That is, even in a case where the glide start position cannot be adjusted at the glide start position, by limiting the planned limit speed, it becomes possible to adjust the glide start position, so even in a case where the travel time does not reach the target travel time but there is no position where the glide section can be added or extended, it is possible to match the travel time.

[0229] Next, a case where the temporary planned travel time calculated as a result of lowering the planned limit speed exceeds the target travel time will be described.

[0230] In the determination in step S48, in a case where the temporary planned travel time calculated up to this point exceeds the target travel time (step S48; "No"), as a result of lowering the planned limit speed from the temporary plan in the temporary adoption (the latest one in which the target travel time is not exceeded), it is determined whether the target travel time is exceeded (step S56).

[0231] In the determination in step S56, as a result of lowering the planned limit speed from the temporary plan in the temporary adoption, in a case where the target travel time is exceeded (step S56; "Yes"), the planned limit speed is updated to an intermediate value between the latest temporary plan in the temporary adoption and the latest temporary plan in which the travel time exceeds but is not in the temporary adoption (step S57).

[0232] The reverse search start point determination section 47 updates the first reverse search start point SP1 and the second reverse search start point SP2, the reverse curve calculation section 48 performs reverse search simulation on the first reverse glide curve RIC1 and the second reverse glide curve RIC2, the glide start point determination section 44 updates the first glide start point COS1 and the second glide start point COS2, and the process is transferred again to step S37, and the temporary plan calculation section 45 generates a new temporary plan.

[0233] As described above, according to the present embodiment, the glide start point adjustment section is able to repeatedly adjust the glide start point until the boundary of the adjustable range on the basis of the extended adjustable range of the glide start point during the period in which the travel time of the temporary plan is lower than the target travel time, that is, during the period in which the position from which the glide is performed from the reverse search start point of the position where the limit speed rises and the position from which the glide is performed up to the reverse search start point of the position where the limit speed drops are deleted from the reverse search start points, and quickly match the travel time by repeatedly moving the glide start point to the intersection of the reverse curve searched from the reverse search start point and the temporary plan.

[0234] Further, it is possible to provide a travel plan calculation device that, after the temporarily planned travel time exceeds the target travel time, adjusts the coast-down start point by bisection, that is, sets an intermediate value between the coast-down start point in the latest temporary plan that is lower than the target travel time and the coast-down start point in the latest temporary plan that exceeds the target travel time as a new coast-down start point, thereby ensuring the accuracy of the travel time, and even if re-planning is performed while a condition in which a margin included in the prescribed travel time is large is in effect during travel, the travel time accuracy is not deteriorated and a new travel plan can be quickly calculated.

[0235] As a result of these, it is possible to shorten the processing time at the time of re-planning of the travel plan, and further, it is possible to output appropriate control instructions with respect to the actual travel state.

[0236] Further, it is possible to maintain the travel time accuracy of the travel plan while shortening the processing time at the time of re-planning, and thus, it is possible to prevent advance or delay.

[0237] The embodiments of the present application have been described, but these embodiments are suggested as examples and are not intended to limit the scope of the application. These new embodiments can be implemented in other various ways, and various omissions, substitutions, and changes can be made within the scope of the gist of the application. These embodiments and modifications are included in the scope and gist of the application, and are included in the scope of the application and the equivalent range described in the patent claim.

Claims

1. A travel plan calculation device, comprising: a travel plan calculation range decision section that decides a travel plan calculation range based on operation information, train speed, and train position; a speed limit setting section that sets a plan speed limit based on at least speed limit information and the travel plan calculation range; a target travel time calculation section that calculates a target travel time based on the operation information, travel time, and the travel plan calculation range; a coasting start point adjustment section that adjusts a coasting start point based on route information, vehicle information, the plan speed limit, and a tentative plan; a tentative plan calculation section that calculates a tentative plan based on the route information, the vehicle information, the plan speed limit, and the adjusted coasting start point; and a tentative plan adoption decision section that compares the target travel time with a travel time of the tentative plan and decides whether to adopt the tentative plan, wherein the coasting start point adjustment section repeatedly adjusts the coasting start point until a boundary of an adjustable range of the coasting start point is reached based on an extended adjustable range of the coasting start point during a period in which the travel time of the tentative plan is lower than the target travel time based on calculation results of the target travel time calculation section, the tentative plan calculation section, and the tentative plan adoption decision section.

2. The travel plan calculation device according to claim 1, wherein the coasting start point adjustment section decides an adjustment range of the coasting start point based on a reverse curve that is derived from a point at which the plan speed limit decreases and a point at which the plan speed limit increases.

3. The travel plan calculation device according to claim 2, wherein the coasting start point adjustment section comprises: a reverse curve search start point decision section that decides a reverse curve search start point based on the plan speed limit and the tentative plan; a reverse curve calculation section that calculates the reverse curve based on the route information, the vehicle information, the plan speed limit, and the reverse curve search start point; and a coasting start point decision section that decides the coasting start point based on the plan speed limit, the reverse curve, and the tentative plan, wherein the reverse curve search start point decision section decides the reverse curve search start point based on a position at which the plan speed limit changes and a target speed based on a lower one of the plan speed limits before and after the position, and the coasting start point decision section decides a range in which the coasting start point is moved based on the reverse curve and the tentative plan.

4. The travel plan calculation device according to claim 2 or 3, wherein the coasting start point adjustment section eliminates, from the reverse curve search start point, a point at which coasting starts from the point at which the plan speed limit increases and a point at which coasting ends at the point at which the plan speed limit decreases.

5. The travel plan calculation device according to claim 3, wherein the reverse curve search start point decision section eliminates, from the reverse curve search start point, a point at which coasting starts from the point at which the plan speed limit increases and a point at which coasting ends at the point at which the plan speed limit decreases.

6. The travel plan calculation device according to any one of claims 2 to 5, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The coasting start point adjustment section adjusts the coasting start point to a new coasting start point by bisection based on a first coasting start point corresponding to the last temporary plan and a second coasting start point corresponding to the current temporary plan and equivalent to the first coasting start point, in a case where the travel time of the updated temporary plan exceeds the target travel time.

7. The travel plan calculation device according to any one of claims 1 to 5, wherein The temporary plan adoption / discard section adopts the temporary plan in which the travel time coincides with the target travel time as the travel plan, temporarily adopts the temporary plan in which the travel time is lower than the target travel time, and discards the temporary plan in which the travel time exceeds the target travel time.

8. The travel plan calculation device according to any one of claims 2 to 6, wherein The coasting start point adjustment section obtains a range in which coasting can be inserted in the middle of the constant speed travel based on a reverse curve that is traced back from a point at which the planned speed decreases, and sets a boundary of the range in which coasting can be inserted in the middle of the constant speed travel as the coasting start point of the coasting insertion.

9. The travel plan calculation device according to claim 3, wherein The reverse curve calculation section traces back the reverse curve based on a position at which the planned speed changes and a target speed based on the planned speed before the change, The coasting start point determination section obtains the insertable coasting range based on the reverse curve, and sets the coasting start point at a start position of the insertable coasting range.

10. The travel plan calculation device according to claim 9, wherein The coasting start point determination section sets a maximum value of a time required for the constant speed travel in the insertable coasting range as a coasting insertion time, and sets the coasting start position of the coasting insertion based on the coasting insertion time during a period in which the travel time of the temporary plan is lower than the target travel time, The coasting start point determination section adjusts the coasting insertion time by bisection after the travel time of the updated temporary plan exceeds the target travel time, and sets the coasting start position of the coasting insertion based on the coasting insertion time.

11. The travel plan calculation device according to claim 9 or 10, wherein The coasting start point determination section sets a maximum value of a time required for the travel at the target speed in the insertable coasting range as the coasting insertion time during a period in which the travel time of the temporary plan is lower than the target travel time, updates the coasting insertion time to an intermediate value of the coasting insertion times of the temporarily adopted temporary plan and the latest temporary plan among the discarded temporary plans after the travel time of the temporary plan exceeds the target travel time, and sets a position closer to a start position of the insertable coasting range than an end position of the insertable coasting range by a distance that can be traveled at the target speed in the coasting insertion time, and a position on the travel direction side among the start position of the insertable coasting range and the end position of the insertable coasting range, as the coasting start point.

12. The travel plan calculation device according to any one of claims 1 to 11, wherein Even if it is not possible to expand the range of the start point of the coasting and to enlarge the range of the coasting insertion time, in the case where the temporarily planned travel time is lower than the target travel time, the speed limit is limited at a lower speed than the temporarily planned maximum speed, and the temporary plan is updated.

13. The travel plan calculation device according to claim 12, wherein The start point of the coasting is adjusted by a speed limit adjustment section which, during the period when the temporarily planned travel time is lower than the target travel time, adjusts the planned speed limit to be lower than the temporarily planned maximum speed when it is not possible to remove the reverse search start point.

14. The travel plan calculation device according to claim 13, wherein The speed limit adjustment section adjusts the speed at which the speed limit is limited by a bisection method after the temporarily planned travel time after the update by the lowering of the speed limit exceeds the target travel time.

15. The travel plan calculation device according to claim 13 or 14, wherein The speed limit adjustment section updates the planned speed limit to the middle of the temporarily planned planned speed limit of the temporarily adopted temporary plan and the planned speed limit of the latest temporary plan being discarded when the temporarily planned travel time exceeds the target travel time by the lowering of the planned speed limit.

16. An automatic train operation device comprising: The travel plan calculation device according to any one of claims 1 to 15; a speed position detection section which detects the speed and position of the train; a storage section which stores route information, speed limit information, operation information, and vehicle information; a travel plan calculation section which calculates a travel plan between stations based on the route information, speed limit information, operation information, and vehicle information stored in the storage section, and the detection results of the speed position detection section; and a control command calculation section which calculates a control command to a drive / brake control device based on the detection results of the speed position detection section and the travel plan calculated by the travel plan calculation section.

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