Driving assistance system and operation assistance method

Abstract

A driving assistance system 1 comprises: a power consumption amount calculation unit 102 that calculates an actual power consumption amount 152 between stations, which is a power consumption amount coinciding with the travel of a train; a remaining section travel pattern prediction unit 106 that predicts a remaining section predicted travel pattern 158, which is a travel pattern in a remaining section between stations where the train is traveling; a remaining section power consumption amount prediction unit 107 that predicts, on the basis of the remaining section predicted travel pattern 158, a remaining section power consumption amount prediction value 159, which is a predicted power consumption amount for the remaining section; and an evaluation index comparison unit 104 that generates an evaluation result 156 for the power consumption amount of the train before arrival at the next stop on the basis of the actual power consumption amount 152 between stations and the remaining section power consumption prediction value 159. Through this configuration, a driving assistance system and a driving assistance method can be provided that make it possible to present an evaluation result of the power consumption amount not only after the end of travel between stations, but also during travel between stations on a railway.

Description

Title of Invention: DRIVING ASSISTANCE SYSTEM AND OPERATION ASSISTANCE METHOD Technical Field

[0001] The present invention relates to a driving assistance system and an operation assistance method. More specifically, the present invention relates to an operation assistance system and the like capable of evaluating the power consumption amount of a train. Background Art

[0002] To cope with an environmental problem and reduce an operation cost, a railway operator has a problem of reducing the power consumption amount coinciding with the operation of a train. As a method for reducing the power consumption amount coinciding with the operation of the train, making a speed pattern during travel between stations (hereinafter, referred to as a travel pattern) proper is given.

[0003] Patent Literature 1 describes a train driving simulator. In the train driving simulator, an energy information calculation unit performs, during the execution of driving simulation, the calculation of the power consumption related to the travel of a train and the summation of the power consumption amount. An energy screen display control unit performs control to display the travel speed at each travel position in a graph, and performs control to graph and display the power consumption at each travel position. An individual evaluation unit evaluates the travel time on the basis of a timetable, and evaluates the power consumption amount on the basis of the reference power consumption amount. A total evaluation unit performs the total evaluation of the driving simulation on the basis of the evaluation result by the individual evaluation unit. Citation List Patent Literature

[0004] Patent Literature 1: Japanese Unexamined Patent Application Publication No. 2020-134757 Summary of Invention Technical Problem

[0005] Since punctual operation is important for the railway, the evaluation of the power consumption amount is required to be performed by taking the travel time between the stations into consideration. Therefore, to evaluate the power consumption amount on the basis of the actual value of the travel between the stations, the evaluation can be performed only at the timing after the end of the travel between the stations determined by the travel time, so that there is a problem that the opportunity to raise the consciousness of the energy saving driving with respect to the driver is limited. An object of the present invention is to provide a driving assistance system and a driving assistance method capable of presenting the evaluation result of the power consumption amount not only after the end of travel between stations, but also during travel between stations on a railway. Solution to Problem

[0006] To solve the above problems, the present invention provides a driving assistance system including a power consumption amount calculation unit that calculates an actual power consumption amount between stations, which is a power consumption amount coinciding with the travel of a train, a remaining section travel pattern prediction unit that predicts a remaining section prediction travel pattern, which is a travel pattern in a remaining section between stations where the train is traveling, a remaining section power consumption amount prediction unit that predicts, on the basis of the remaining section prediction travel pattern a remaining section power consumption amount prediction value, which is a prediction power consumption amount in the remaining section, and an evaluation index generation unit that generates an evaluation result for the power consumption amount of the train before arrival at the next stop station on the basis of the actual power consumption amount between stations and the remaining section power consumption amount prediction value. In this case, the evaluation result of the power consumption amount can be presented not only after the end of the travel between the stations, but also during the travel between the stations on the railway.

[0007] Here, the evaluation index generation unit can generate the evaluation result by comparing the evaluation reference value of the power consumption amount between the stations and the sum of the actual power consumption amount between stations and the remaining section power consumption amount prediction value. In this case, the more appropriate evaluation index comparison is applicable. In addition, the evaluation reference value can be generated on the basis of comparison operation data. In this case, the evaluation reference value becomes more suitable for the actual state. Further, the comparison operation data can be at least one of operation data in which travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, operation data in which travel is performed at the average power consumption amount, and operation data in which travel having the smallest power consumption amount is performed, which is calculated by operation simulation. In this case, the more appropriate comparison operation data can be selected. In addition, further, the driving assistance system can further include an evaluation result presentation unit that presents, side by side, the evaluation results for at least one of the respective power consumption amounts by the operation data in which travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, the operation data in which travel is performed at the average power consumption amount, and the operation data in which travel having the smallest power consumption amount is performed, which is calculated by the operation simulation, and the power consumption amount of the train before arrival at the next stop station. In this case, the evaluation result can be simply presented. In addition, the evaluation result can be at least one of the difference between the evaluation reference value and the sum, and a score and pass / fail based on the difference. In this case, the more appropriate evaluation result can be selected. Further, the remaining section travel pattern prediction unit can calculate the remaining section prediction travel pattern on condition that the train travels in the remaining section for the travel time close to the targeted remaining travel time between the stations. In this case, the travel pattern in the remaining section can be calculated more accurately. In addition, further, the remaining section travel pattern prediction unit can calculate the remaining section prediction travel pattern by extracting, from among the past operation data, the operation data having a matched train position, a matched train speed, and the matched targeted remaining travel time, and by further selecting the operation data in which the feature of the driving history until the generation timing of the remaining section prediction travel pattern is similar. In this case, from among the past operation data, the more appropriate travel pattern in the remaining section can be calculated. Then, the remaining section prediction travel pattern is generated by the operation simulation, and can be the travel pattern for the case where the driving tendency until the generation timing of the remaining section prediction travel pattern is continued in the remaining section. In this case, by the operation simulation, the more appropriate travel pattern in the remaining section can be calculated. In addition, the remaining section travel pattern prediction unit can calculate the remaining section prediction travel pattern at the timing at which the number of times of the switching of the driving operation is predicted to be less. In this case, the recipience of the assistance information is improved for the crew, thereby contributing to the improvement in the energy saving effect. Further, the timing can be calculated on the basis of the travel pattern at the point in time of planning. In this case, the more appropriate timing can be previously calculated. In addition, further, the evaluation index generation unit can generate the evaluation result for the power consumption amount of the train between the stations after arrival at the next stop station. In this case, the evaluation result with respect to the determined power consumption after the travel between the stations can be presented. Then, the evaluation index generation unit can further generate the evaluation result for the travel time between the stations. In this case, the evaluation result for the travel time between the stations can be further presented.

[0008] In addition, the present invention provides an operation assistance method, in which a processor executes a program recorded into a memory, in which the processor calculates an actual power consumption amount between stations, which is a power consumption amount coinciding with the travel of a train, in which the processor predicts a remaining section prediction travel pattern, which is a travel pattern in a remaining section between stations where the train is traveling, in which the processor predicts, on the basis of the remaining section prediction travel pattern, a remaining section power consumption amount prediction value, which is a prediction power consumption amount in the remaining section, and in which the processor generates an evaluation result for the power consumption amount of the train before arrival at the next stop station on the basis of the actual power consumption amount between stations and the remaining section power consumption amount prediction value. In this case, the evaluation result of the power consumption amount can be presented not only after the end of the travel between the stations, but also during the travel between the stations on the railway. Advantageous Effects of Invention

[0009] According to the present invention, it is possible to provide the driving assistance system and the driving assistance method capable of presenting the evaluation result of the power consumption amount not only after the end of the travel between the stations, but also during the travel between the stations on the railway. Brief Description of Drawings

[0010] Fig. 1 is a block diagram illustrating the overall configuration of a driving assistance system of this embodiment. Fig. 2 is a diagram illustrating the evaluation result of the first type. Fig. 3 is a diagram illustrating the evaluation result of the first type. Fig. 4 is a diagram illustrating the evaluation result of the first type. Fig. 5 is a presentation example in which the evaluation result of the first type is graphed and displayed. Fig. 6 is a diagram illustrating an example of the scoring method related to the travel time. Fig. 7 is a diagram illustrating an example of the scoring method related to the power consumption amount. Fig. 8 is a diagram illustrating a presentation example of the evaluation result of the second type. Fig. 9 is a diagram illustrating a presentation example of the evaluation result of the third type. Fig. 10 is a diagram illustrating the evaluation result of the first type. Fig. 11 is a diagram illustrating the evaluation result of the first type. Fig. 12 is a diagram illustrating the evaluation result of the first type. Fig. 13 is a presentation example in which the evaluation result of the first type is graphed and displayed. Fig. 14 is a diagram illustrating the evaluation result of the second type. Fig. 15 is a diagram illustrating the evaluation result of the third type. Fig. 16 is a diagram illustrating an example of the timing at which the driving operation is not busy. Fig. 17 is a diagram illustrating an example of the database that defines the positions for the prediction process execution timing. Description of Embodiments

[0011] Hereinbelow, an embodiment of the present invention will be described in detail with reference to the accompanying drawings . In this embodiment, at the timing during travel between stations and at the timing after the end of travel between stations, a driving assistance system 1 performs evaluation for the power consumption amount and the travel time coinciding with the travel between the stations, and presents the evaluation result with respect to the driver. After the end of the travel between the stations, the actual value of the power consumption amount and the actual value of the travel time for the entire travel between the stations are compared with the power consumption amount that becomes the evaluation threshold value and the travel time that becomes the evaluation threshold value. On the other hand, when the evaluation is performed during the travel between the stations, the power consumption amount that is compared with the power consumption amount that becomes the evaluation threshold value is the sum of the power consumption amount actual value from departure from the previous stop station to the evaluation timing and the power consumption amount prediction value from the evaluation timing to arrival at the next stop station. It should be noted that since during the travel between the stations, the travel time of the entire travel between the stations is not determined, the travel time comparison for the evaluation is not performed.

[0012] <The overall description of the driving assistance system 1> Fig. 1 is a block diagram illustrating the overall configuration of the driving assistance system 1 of this embodiment. As illustrated in Fig. 1, the driving assistance system 1 of this embodiment includes an operation data recording unit 101, a power consumption amount calculation unit 102, a travel time calculation unit 103, an evaluation index comparison unit 104, an evaluation result presentation unit 105, a remaining section travel pattern prediction unit 106, and a remaining section power consumption amount prediction unit 107.

[0013] The operation data recording unit 101 records data related to the operation of a train. As a specific device example of the operation data recording unit 101, a driving state recording device is given. At least, the operation data recording unit 101 can record, in time series, data for power consumption information 151 that is information related to the power consumption coinciding with the operation, a train position 153 that is the position of the train between the stations, a train speed 154 that is the speed of the train, a targeted remaining travel time 157 between the stations, and a driving operation content 160, and output the data. As long as the operation data recording unit 101 is a device that can record these information in time series, the operation data recording unit 101 is not limited to the driving state recording device, and may be any device.

[0014] As a definition example of the targeted remaining travel time 157, the targeted remaining travel time 157 is considered to be a time obtained by subtracting the current time from the targeted arrival time of the train at the next stop station. As another definition example of the targeted remaining travel time 157, the targeted remaining travel time 157 is also considered to be a time obtained by subtracting, from the entire targeted travel time between the stations from the previous stop station to the next stop station, the elapsed time from the timing of the departure from the previous stop station to the current time. The targeted travel time is a targeted time as a time required for the travel from the previous stop station to the next stop station, and for example, can be previously determined according to the travel pattern at the point in time of the planning. In addition, the driving operation content 160 includes at least the operation content of the notch and the operation content of the constant speed travel switch.

[0015] The power consumption amount calculation unit 102 receives, from the operation data recording unit 101, the power consumption information 151, the train position 153, and the train speed 154. Then, the power consumption amount calculation unit 102 calculates the power consumption of the train at each moment on the basis of these information.

[0016] Examples of the power consumption information 151 include the input voltage and the input current of each inverter in the train. Therefore, the power consumption amount calculation unit 102 totals the products of the input voltages and the input currents for all the inverters mounted in the train, and can thus calculate the power consumption of the train. In addition, further, the power consumption amount calculation unit 102 performs the summation of the power consumption for the time range of the travel between the targeted stations, and thus calculates an actual power consumption amount between stations 152. That is, the actual power consumption amount between stations 152 is a power consumption amount coinciding with the travel of the train from the timing at which the train departs from the departure station between the targeted stations to the current point in time. It should be noted that in the power consumption amount calculation unit 102, the train position 153 and the train speed 154 are used for deciding the time range of the travel between the targeted stations. That is, by using the train position 153 and the train speed 154, a time from the time at which the speed changes from zero to positive at the departure station position between the stations targeted by the train, to the time at which the speed changes from positive to zero at the stop station position can be calculated as the time range of the travel between the stations . It should be noted that in the calculation of the power consumption by the power consumption amount calculation unit 102, only the case where the input current is positive, that is, only the power running power except for the regenerative power may be to be power calculated. With this, the on-track state of other trains and the influence of the braking / driving state can be excluded, and the power consumption of the train itself alone can be to be evaluated.

[0017] The travel time calculation unit 103 receives, from the operation data recording unit 101, the train position 153 and the train speed 154. Then, the travel time calculation unit 103 calculates an actual travel time between stations 155 on the basis of these information. The actual travel time between stations 155 is a time from departure from the departure station to the stop at the stop station. For example, the travel time calculation unit 103 calculates, as the actual travel time between stations 155, a time from the time at which the train position 153 is located at the departure station position of the travel between the targeted stations and the train speed 154 changes from zero to positive, to the time at which the train position 153 is located at the stop station position and the train speed 154 changes from positive to zero.

[0018] The process of the operation data recording unit 101, the power consumption amount calculation unit 102, and the travel time calculation unit 103, which has been described so far is executed in the constant cycle at all times. The assumed process cycle is decided by simulation and the like on condition that the necessary accuracy can be secured in view of the power consumption amount calculation and evaluation.

[0019] The remaining section travel pattern prediction unit 106 receives, from the operation data recording unit 101, the train position 153, the train speed 154, the targeted remaining travel time 157, and the driving operation content 160. Then, the remaining section travel pattern prediction unit 106 generates, on the basis of these information, a remaining section prediction travel pattern 158 that is a travel pattern in the remaining section during the travel between the stations. It can also be said that the remaining section travel pattern prediction unit 106 predicts the remaining section prediction travel pattern 158 that is a travel pattern in the remaining section between the stations where the train is traveling. Here, the data of the travel pattern is time series data, and includes, data items, the time, the position, the speed, the driving operation content, and the input voltage and the input current of each inverter. The prediction process method will be described later. remaining section prediction travel pattern 158 that is a prediction result is transmitted to the remaining section power consumption amount prediction unit 107 and the operation data recording unit 101. The operation data recording unit 101 records the content of the remaining section prediction travel pattern 158 together with the actual travel pattern, so that the prediction process content can be improved on the basis of the comparative analysis of these two types of travel patterns .

[0020] The remaining section power consumption amount prediction unit 107 receives the remaining section prediction travel pattern 158 from the remaining section travel pattern prediction unit 106. Then, the remaining section power consumption amount prediction unit 107 generates, on the basis of the remaining section prediction travel pattern 158, a remaining section power consumption amount prediction value 159, which is the prediction value of the power consumption in the section. It can also be said that the remaining section power consumption amount prediction unit 107 predicts the remaining section power consumption amount prediction value 159 that is a prediction power consumption amount in the remaining section on the basis of the remaining section prediction travel pattern 158. The remaining section power consumption amount prediction unit 107 totals the products of the input voltages and the input currents included in the remaining section prediction travel pattern 158 for all the inverters mounted in the train to calculate the power consumption of the train at each moment, and performs summation for the time range until the next station to calculate the remaining section power consumption amount prediction value 159.

[0021] The evaluation index comparison unit 104 is an example of an evaluation index generation unit that generates an evaluation index. The evaluation index comparison unit 104 receives the actual power consumption amount between stations 152, the actual travel time between stations 155, and the remaining section power consumption amount prediction value 159. Then, the evaluation index comparison unit 104 generates an evaluation result 156 on the basis of these information. The method for generating the evaluation result 156 is different between during the travel between the stations and after the travel between the stations, which will be described later in detail. It can be said that in the case of during the travel between the stations, the evaluation index comparison unit 104 generates the evaluation result 156 for the power consumption amount of the train before arrival at the next stop station on the basis of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159.

[0022] The evaluation result presentation unit 105 receives the evaluation result 156 from the evaluation index comparison unit 104. Then, the evaluation result presentation unit 105 displays the evaluation result 156 on the display device that can be visually inspected by the driver, such as the driving platform screen of the vehicle information device.

[0023] <The description of the evaluation result 156 after the travel between the stations and its presentation example> Next, a specific example of the evaluation result 156 after the travel between the stations and a presentation example of the evaluation result 156 by the evaluation result presentation unit 105 will be described. First, examples of three types of the evaluation result 156 after the travel between the stations will be represented. The first type is a result obtained by simply comparing the numerical values of the travel times and the numerical values of the power consumption amounts. The second type performs scoring on the basis of the comparison between the numerical values of the travel times and the comparison between the numerical values of the power consumption amounts. The third type judges the pass / fail of the evaluation result 156 based on the comparison between the numerical values of the travel times and the comparison between the numerical values of the power consumption amounts .

[0024] In the simple comparison between the numerical values of the first type, the following [A] to [D] are compared to calculate the differences. [A] The comparison between the evaluation reference value of the travel time between the stations (reference travel time) and the actual travel time between stations 155 [B] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the search for the past operation data, energy saving) and the actual power consumption amount between stations 152 [C] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the search for the past operation data, average) and the actual power consumption amount between stations 152 [D] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the operation simulation, energy saving) and the actual power consumption amount between stations 152

[0025] The evaluation result 156 includes the calculated difference together with the numerical value of each comparison target. The difference is a difference with respect to the evaluation reference value. Here, the evaluation reference value is a value that becomes the reference of the comparison for evaluating the travel time between the stations and the power consumption amount between the stations. The evaluation reference value is present as a database inside the evaluation index comparison unit 104, and the evaluation reference value related to the travel time between the stations and the evaluation reference value related to the power consumption amount between the stations are present. An example of the evaluation reference value related to the travel time between the stations is a reference travel time between the respective stations determined by the railway operator. There are variations in the evaluation reference value of the power consumption amount between the stations, and there are the case where the evaluation reference value is generated by the search for the past operation data and the case where the evaluation reference value is generated by the operation simulation. The method for generating these will be described later.

[0026] Figs. 2 to 4 are diagrams illustrating the evaluation result 156 of the first type. Among these, Fig. 2 is a diagram illustrating an example of the evaluation result 156 related to [A] and [B]. In addition, Fig. 3 is a diagram illustrating an example of the evaluation result 156 related to [A] and [C]. Further, Fig. 4 is a diagram illustrating an example of the evaluation result 156 related to [A] and [D] . The evaluation result presentation unit 105 that receives the numerical value comparison result that is the evaluation result 156 of the first type displays the numerical values of the information of Figs. 2 to 4 in a table form on the display device that can be visually inspected by the driver, such as the driving platform screen of the vehicle information device, and graphs and displays these numerical values. For displaying these, all the information of Figs. 2 to 4 is not necessarily required to be displayed, and only some information may be excerpted and displayed.

[0027] Fig. 5 is a presentation example in which the evaluation result 156 of the first type is graphed and displayed. In this example, the operation date and the departure and arrival time actual values between the stations are text displayed on the upper left side in the screen, and a scatter chart is displayed from the center to the lower portion in the screen. The horizontal axis of the scatter chart represents the travel time between the stations, and the vertical axis of the scatter chart represents the power consumption amount. In the scatter chart, four data points are plotted. The four data points are the results of the actual value (in the drawing, displayed as "actual value"), the energy saving of the past actual value (in the drawing, displayed as "energy saving (past actual value)"), the average of the past actual value (in the drawing, displayed as "average (past actual value)"), and the energy saving simulation (in the drawing, displayed as "energy saving ( simulation)") .

[0028] In the scoring of the second type, the scoring is performed for each of the travel time and the power consumption amount such that as the actual value is closer to the ideal value, the score becomes higher. The ideal value of the travel time is the evaluation reference value of the travel time between the stations, that is, the reference travel time between the respective stations determined by the railway operator.

[0029] Fig. 6 is a diagram illustrating an example of the scoring method related to the travel time. In Fig. 6, the horizontal axis represents the travel time, and the vertical axis represents the score. In this example, the time range Hl having the highest score is provided around the evaluation reference value, and the scoring such that as the travel time is farther from this range, the score becomes lower is performed. As the ideal value of the power consumption amount, of the evaluation reference values of the power consumption amount between the stations, one of the energy saving value of the result by the search for the past operation data and the result by the operation simulation is used.

[0030] Fig. 7 is a diagram illustrating an example of the scoring method related to the power consumption amount. In Fig. 7, the horizontal axis represents the power consumption amount, and the vertical axis represents the score . In this example, the power amount range H2 having the highest score is provided around the evaluation reference value, and the scoring such that as the power consumption amount is larger than this range, the score becomes lower is performed.

[0031] The evaluation result presentation unit 105 that receives the score related to the travel time and the score related to the power consumption amount, which are the evaluation result 156 of the second type displays these scores on the display device that can be visually inspected by the driver, such as the driving platform screen of the vehicle information device. For the display, the score of the travel time and the score of the power consumption amount may be individually displayed, and a value obtained by adding both by performing some weighting may be displayed.

[0032] Fig. 8 is a diagram illustrating a presentation example of the evaluation result 156 of the second type. In this example, the operation date and the departure and arrival time actual values between the stations are text displayed on the left side in the screen, and the score of the travel time, the score of the power consumption amount, and the score of the total evaluation are displayed as the evaluation result 156 on the right side in the screen.

[0033] In the pass / fail judgment of the third type, considered is a method in which the scoring result of the evaluation result 156 of the second type is compared with the predetermined score reference value, and when the evaluation result 156 of the second type has the score exceeding the reference value, the evaluation result 156 of the second type is judged to be successful. Alternatively, given is a method in which for the power consumption amount, of the evaluation reference values of the power consumption amount between the stations, the average value by the search for the past operation data and the actual power consumption amount between stations 152 are compared, and when the latter is smaller than the former, the evaluation result 156 of the second type is judged to be successful.

[0034] The evaluation result presentation unit 105 that receives the pass / fail judgment result that is the evaluation result 156 of the third type performs display indicating that the evaluation result 156 is successful when the evaluation result 156 is successful. For example, considered is the display such as "proper" for the travel time and "ECO" for the power consumption amount.

[0035] Fig. 9 is a diagram illustrating a presentation example of the evaluation result 156 of the third type. In this example, the operation date and the departure and arrival time actual values between the stations are text displayed on the left side in the screen, and the pass / fail judgment for each of the travel time and the power consumption amount is displayed as the evaluation result 156 on the right side in the screen. For the travel time, the judgment selections, such as "proper", "early arrival", and "late arrival" are considered. For the power consumption amount, the judgment selections, such as "ECO" and "non-ECO" are considered. As described above, the evaluation index comparison unit 104 generates the evaluation result 156 for the power consumption amount of the train between the stations after arrival at the next stop station. In addition, the evaluation index comparison unit 104 further generates the evaluation result 156 for the travel time between the stations . The presentation example of the evaluation result 156 in the evaluation result presentation unit 105 after the travel between the stations has been described above.

[0036] <The description of the evaluation result 156 during the travel between the stations and its presentation example> Next, a specific example of the evaluation result 156 during the travel between the stations and a presentation example of the evaluation result 156 by the evaluation result presentation unit 105 will be described. First, examples of three types of the evaluation result 156 during the travel between the stations will be represented. It should be noted that since during the travel between the stations, the travel pattern in the remaining section until the next station is not determined, the evaluation of the travel time is not performed, and only the evaluation of the power consumption amount is performed. That is, the comparison corresponding to the [A] is not performed.

[0037] The first type is a result obtained by simply comparing the numerical values of the power consumption amounts. The second type performs scoring on the basis of the comparison between the numerical values of the power consumption amounts. The third type judges the pass / fail of the evaluation result 156 based on the comparison between the numerical values of the power consumption amounts.

[0038] In the simple comparison between the numerical values of the first type, the following [B'], [D'], and [F'] are compared to calculate the differences. [B'] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the search for the past operation data, energy saving) and the sum of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159 at the point in time of the evaluation [D'] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the search for the past operation data, average) and the sum of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159 at the point in time of the evaluation [F'] The comparison between the evaluation reference value of the power consumption amount between the stations (the result by the operation simulation, energy saving) and the sum of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159 at the point in time of the evaluation

[0039] The evaluation result 156 includes the calculated difference together with the numerical value of each comparison target. The difference is a difference with respect to the evaluation reference value. Here, the evaluation reference value is present as a database inside the evaluation index comparison unit 104, and the reference value related to the power consumption amount between the stations is used. The reference value related to the power consumption amount between the stations is the same as one used for the evaluation after the travel between the stations described above.

[0040] Figs. 10 to 12 are diagrams illustrating the evaluation result 156 of the first type. Among these, Fig. 10 is a diagram illustrating an example of the evaluation result 156 related to [B']. In addition, Fig. 11 is a diagram illustrating an example of the evaluation result 156 related to [D']. Further, Fig. 12 is a diagram illustrating an example of the evaluation result 156 related to [F']. The evaluation result presentation unit 105 that receives the numerical value comparison result that is the evaluation result 156 of the first type displays the numerical values of the information of Figs. 10 to 12 in a table form on the display device that can be visually inspected by the driver, such as the driving platform screen of the vehicle information device, and graphs and displays these numerical values. For displaying these, all the information of Figs. 10 to 12 is not necessarily required to be displayed, and only some information may be excerpted and displayed.

[0041] Fig. 13 is a presentation example in which the evaluation result 156 of the first type is graphed and displayed. It should be noted that the display in the evaluation result presentation unit 105 preferably clarifies that the evaluation result 156 of the first type is evaluated on the basis of the estimation value during between the stations. Here, this is clarified by displaying, as "estimation value during between stations". In this example, the operation date and the departure time actual value between the stations are text displayed (the arrival is undecided, and is thus described as unsampled) in the upper portion in the screen, and a bar graph is displayed from the center to the lower portion in the screen. The vertical axis of the bar graph represents the power consumption amount. In the graph, drawn are four types of data, such as the estimation value, the energy saving of the past actual value (in the drawing, displayed as "energy saving (past actual value)"), the average of the past actual value (in the drawing, displayed as "average (past actual value)"), and the result of the energy saving simulation (in the drawing, displayed as "energy saving ( simulation)") .

[0042] In the scoring of the second type, the scoring is performed such that as the sum of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159 at the point in time of the evaluation is closer to the ideal value of the power consumption amount between the stations, the score becomes higher. As the ideal value of the power consumption amount, of the evaluation reference values of the power consumption amount between the stations, one of the energy saving value of the result by the search for the past operation data and the result by the operation simulation is used.

[0043] The scoring method related to the power consumption amount is similar to Fig. 7. That is, the power amount range H2 having the highest score is provided around the evaluation reference value, and the scoring such that as the power amount is larger than the range, the score becomes lower is performed.

[0044] The evaluation result presentation unit 105 that receives the score related to the power consumption amount, which is the evaluation result 156 of the second type displays the score on the display device that can be visually inspected by the driver, such as the driving platform screen of the vehicle information device.

[0045] Fig. 14 is a diagram illustrating a presentation example of the evaluation result 156 of the second type. The display in the evaluation result presentation unit 105 preferably clarifies that the evaluation result 156 of the second type is evaluated on the basis of the estimation value during between the stations. Here, this is clarified by displaying, as "estimation value during between stations". In this example, the operation date and the departure time actual value between the stations are text displayed (the arrival is undecided, and is thus described as unsampled) on the left side in the screen, and the score of the power consumption amount is displayed as the evaluation result 156 on the right side in the screen. Since the travel pattern in the remaining section between the stations is undecided, unjudged is described in the section of each of the travel time and the total evaluation.

[0046] In the pass / fail judgment of the third type, considered is a method in which the scoring result of the evaluation result 156 of the second type is compared with the predetermined score reference value, and when the evaluation result 156 of the second type has the score exceeding the reference value, the evaluation result 156 of the second type is judged to be successful. Alternatively, given is a method in which for the power consumption amount, of the evaluation reference values of the power consumption amount between the stations, the average value by the search for the past operation data and the actual power consumption amount between stations 152 are compared, and when the latter is smaller than the former, the evaluation result 156 of the second type is judged to be successful.

[0047] The evaluation result presentation unit 105 that receives the pass / fail judgment result that is the evaluation result 156 of the third type performs display indicating that the evaluation result 156 is successful when the evaluation result 156 is successful. For example, for the power consumption amount, the display such as "ECO" is considered.

[0048] Fig. 15 is a diagram illustrating a presentation example of the evaluation result 156 of the third type. The display in the evaluation result presentation unit 105 preferably clarifies that the evaluation result 156 of the second type is evaluated on the basis of the estimation value during between the stations. Here, this is clarified by displaying, as "estimation value during between stations". In this example, the operation date and the departure time actual value between the stations are text displayed (the arrival is undecided, and is thus described as unsampled) on the left side in the screen, and the pass / fail judgement for the power consumption amount is displayed as the evaluation result 156 on the right side in the screen. Since the travel pattern in the remaining section between the stations is undecided, unjudged is described in the section of the travel time. It should be noted that for the power consumption amount, the judgment selections, such as "ECO" and "non-ECO" are considered. As described above, the evaluation index comparison unit 104 generates the evaluation result 156 by comparing the evaluation reference value of the power consumption amount between the stations and the sum of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159. In addition, in the above example, the evaluation result 156 is at least one of the difference between the evaluation reference value and the sum, and the score and the pass / fail based on the difference. The presentation example of the evaluation result 156 in the evaluation result presentation unit 105 during the travel between the stations has been described above.

[0049] <The description of the method for generating the evaluation reference value of the power consumption amount between the stations> Next, the method for generating the evaluation reference value of the power consumption amount between the stations used in the evaluation index comparison unit 104 will be described. The evaluation reference value of the power consumption amount between the stations is generated on the basis of the comparison operation data to be compared with the driving actual value. Here, the comparison operation data is the operation data to be compared in traveling between the targeted stations. The comparison operation data is operation data in time series, and includes information on the speed, the position, the notch operation, and the power consumption coinciding therewith. Hereinafter, the evaluation reference value of the power consumption amount between the stations is referred to as the reference power consumption amount between stations. The reference power consumption amount between stations is calculated by performing the summation of the power consumption included in the comparison operation data over during the travel between the stations.

[0050] Hereinbelow, the method for creating the comparison operation data will be described. As the method for creating the comparison operation data, two types of methods of the search for the past operation data and the operation simulation are given as examples. In addition, two types of broadly divided comparison operation data are present, and the two types of comparison operation data are "operation data in which energy saving travel is performed" and "operation data in which travel is performed at the average power consumption amount" in traveling between the targeted stations .

[0051] <The method for creating the comparison operation data by the search for the past operation data> The search for the past operation data assumes the presence of the past operation data group accumulated for between the targeted stations. The accumulated operation data is operation data in time series, and includes information on the speed, the position, the notch operation, and the power consumption. The accumulation of the operation data can be achieved by periodically acquiring data from the operation data recording unit 101 represented by the driving state recording device (not illustrated).

[0052] From among the accumulated operation data, the data in which the travel time is within the predetermined range are extracted, and among the extracted data, the operation data in which the most energy saving travel is performed and the operation data in which the travel is performed at the average power consumption amount are searched for, thereby calculating the respective power amounts. It should be noted that when the calculation of the power consumption amount that targets only the power running power is adopted by the power consumption amount calculation unit 102, the search for the operation data of the energy saving and the operation data of the average power amount is performed in view of the power running power amount to make the comparison targets uniform. The predetermined range related to the travel time is a time range that is assumed as punctual driving. The time range is set to near the reference travel time between the targeted stations, and is considered to have a width of, for example, approximately 5 to 10 seconds in order to secure the number of samples in the statistical process.

[0053] <The method for creating the comparison operation data by the operation simulation> As the setting of conditions necessary for the operation simulation, given are a vehicle condition (the weight, the travel resistance characteristic, and the traction force, braking force, and electric braking force characteristics), a route condition (the station kilometrage the gradient and the curvature of the route, the presence or absence of a tunnel, and the limited speed), a train schedule condition (the travel time between the stations), and a driving method condition. These conditions are previously held in the evaluation index comparison unit 104. It should be noted that since the weight included in the vehicle condition is affected by the occupancy rate variation due to the day of the week and the time zone, the occupancy rate value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the speed pattern and the power consumption amount (not illustrated). In addition, since the traction force characteristic included in the vehicle condition is affected by the overhead contact line voltage on the electric railway the overhead contact line voltage value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the speed pattern and the power consumption amount (not illustrated). In addition, since the electric braking force characteristic included in the vehicle condition is affected by the overhead contact line voltage on the electric railway, the overhead contact line voltage value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the power consumption amount (not illustrated).

[0054] The driving method condition is how to decide the travel speed pattern during the travel between the stations, and is further a notch handling strategy. Due to the difference in the driving method condition, the travel time and the power consumption amount are changed. In the operation simulation in the creation of the comparison operation data, first, the travel speed pattern in which the travel can be performed for the shortest time between the stations is generated. Hereinafter, this travel speed pattern is referred to as the highest speed pattern. The highest speed pattern is a speed pattern in which by making use of the maximum acceleration and the maximum deceleration allowed in consideration of the safety and the riding comfort, the travel is performed at a high speed in the range not exceeding the limited speed. When the travel time in the case of performing the travel between the stations in the highest speed pattern is the travel time determined by the train schedule or more, the highest speed pattern is the comparison operation data.

[0055] When the travel time in the highest speed pattern is shorter than the travel time determined by the train schedule, the degree of freedom is caused in the travel speed pattern by making use of the allowance of the travel time. That is, by performing the travel for the travel time determined by the train schedule, the highest speed is lowered from the highest speed pattern, and the coasting is increased, so that the travel between the stations can be performed in the energy saving manner as compared with the highest speed pattern. In such the case, the mathematically generated energy saving travel pattern in which the travel is performed for the travel time determined by the train schedule (hereinafter, the energy saving pattern) is the comparison operation data. The method for mathematically generating the energy saving pattern includes many existing studies, for example, the method using the dynamic programming method and the method using the hill climbing method, thereby being capable of making use of those methods.

[0056] The power consumption amount between the stations of the generated comparison operation data can be calculated by, over during the travel between the stations, performing the summation of the power consumption at each moment estimated and calculated from the magnitudes of the traction force and the electric braking force necessary for the travel along the travel pattern in consideration of the device efficiency and the like. It should be noted that when the calculation of the power consumption amount that targets only the power running power is adopted by the power consumption amount calculation unit 102, only the positive power consumption is subjected to summation also here, thereby calculating the power running power amount between the stations.

[0057] In the method by the operation simulation, it is difficult to express the variation in the travel pattern in the actual operation, so that only the "operation data in which energy saving travel is performed" is generated as the comparison operation data, and the "operation data in which travel is performed at the average power consumption amount" is not generated.

[0058] The foregoing is the description related to the method for creating the comparison operation data. These creation methods create two types of comparison operation data including the "operation data in which energy saving travel is performed" (the method by the search for the past operation data and the method by the operation simulation), and one type of comparison operation data including the "operation data in which travel is performed at the average power consumption amount" (the method by the search for the past operation data), thereby calculating the reference power consumption amount between the stations for each of the comparison operation data. In this case, it can also be said that the comparison operation data is at least one of the operation data in which (energy saving) travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, the operation data in which travel is performed at the average power consumption amount, and the operation data in which (energy saving) travel having the smallest power consumption amount is performed, which is calculated by the operation simulation.

[0059] In addition, it can also be said that in the forms of Figs. 10 to 13, the evaluation result presentation unit 105 presents, side by side, the evaluation results 156 for at least one of the respective power consumption amounts by the operation data in which (energy saving) travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, the operation data in which travel is performed at the average power consumption amount, and the operation data in which (energy saving) travel having the smallest power consumption amount is performed, which is calculated by the operation simulation, and the power consumption amount of the train before arrival at the next stop station.

[0060] <The description of the method for generating the remaining section prediction travel pattern 158> Next, the detail of an example of the method for generating the remaining section prediction travel pattern 158 in the remaining section travel pattern prediction unit 106 will be described. First, the timing of the process for generating the remaining section prediction travel pattern 158 in the remaining section travel pattern prediction unit 106 will be described. The process for generating the remaining section prediction travel pattern 158 is not executed at all times. Specifically, the process is performed at the discrete timing such that the information presentation in the evaluation result presentation unit 105 based on the generation result can be performed at the timing at which the crew can easily receive the information presentation. Here, the timing at which the crew can easily receive the information presentation is the timing at which the driving operation is not busy, and the timing at which the train is not in the section for entering into the speed limit due to branching, a curve, and the like. By providing the information at such the timing, the recipience of the assistance information is improved for the crew, thereby contributing to the improvement in the energy saving effect.

[0061] As an example of the timing at which the driving operation is not busy, the timing at which after the acceleration is ended, the cruising by the coasting and the constant speed travel is performed is given. In this case, it can also be said that the remaining section travel pattern prediction unit 106 calculates the remaining section prediction travel pattern 158 at the timing at which the number of times of the switching of the driving operation is predicted to be less. Fig. 16 is a diagram illustrating an example of the timing at which the driving operation is not busy. The travel pattern described in Fig. 16 is a travel pattern at the point in time of the planning represented by a train performance diagram, not the actual value. On the travel pattern at the point in time of the planning, the section in which the cruising by the coasting and the constant speed travel is continued is previously extracted, and the prediction process in the remaining section travel pattern prediction unit 106 is controlled to be executed during the travel in that section. Fig. 16 illustrates this section by an arrow. For the method for selecting the timing at which the driving operation is not busy, in addition to the method in which the travel pattern at the point in time of the planning is referred, a method in which the section in which the cruising by the coasting and the constant speed travel is often performed is statistically extracted from the past driving actual value is also considered as an example.

[0062] As a judging example related to the timing of the prediction process in the remaining section travel pattern prediction unit 106, given is a method in which the timing of the prediction process is judged on the basis of the train position 153 by referring to the database that defines the position for the prediction process execution timing, which is provided inside the remaining section travel pattern prediction unit 106.

[0063] Fig. 17 is a diagram illustrating an example of the database that defines the position for the prediction process execution timing. The illustrated database includes three types of data, such as "between stations", "prediction number during between stations", and "travel position between stations". In the "between stations", the value representing the combination of the departure station and the arrival station is present. The "prediction number during between stations" represents the number for discriminating a plurality of prediction timings between the same stations. In the "travel position between stations", the value representing the position at which the prediction process is performed is described, and at the timing at which the train position 153 reaches that position, the process of the remaining section travel pattern prediction unit 106 is executed.

[0064] Subsequently, the content of the process for generating the remaining section prediction travel pattern 158 in the remaining section travel pattern prediction unit 106 will be described. As the process for generating the remaining section prediction travel pattern 158, two types of methods of the search for the past operation data and the operation simulation are given as examples.

[0065] <The method for generating the remaining section prediction travel pattern 158 by the search for the past operation dat a> The search for the past operation data assumes the presence of the past operation data group accumulated for between the targeted stations. The accumulated operation data is operation data in time series, and includes information on the speed, the position, the notch operation, and the power consumption. The accumulation of the operation data can be achieved by periodically acguiring data from the operation data recording unit 101 represented by the driving state recording device (not illustrated).

[0066] First, at the generation timing of the remaining section prediction travel pattern 158, from among the accumulated past operation data, the operation data having the matched train position 153, the matched train speed 154, and the matched targeted remaining travel time 157 are extracted. Here, for the matching judgment for each element each element is not necessarily required to have the exactly same value, and a method in which a predetermined judgment reference is provided to perform the judgment according to whether or not the value of each element is close to the predetermined judgment reference may be used.

[0067] Subsequently, from within the extracted operation data group, the operation data is further narrowed down to be extracted in consideration of the feature of the driving history until the generation timing of the remaining section prediction travel pattern 158, and the operation data in which the feature of the driving history is most similar is selected. The portion after the train position 153 in the thus selected operation data is the remaining section prediction travel pattern 158. Here, examples of the feature of the driving history include the feature of the travel speed pattern shape and the feature of the driving operation. The feature of the driving operation is a feature related to the operation of the driver related to the braking / driving of the vehicle, such as the notch operation and the constant speed travel switch. As an example of the method for extracting the operation data based on the feature of the travel speed pattern shape and the feature of the driving history, pattern matching using the time series data of the parameter related to the feature of the driving history (the speed, the notch, the switch, and the like) is given. With this, the travel pattern for the case where the driving tendency until the generation timing of the remaining section prediction travel pattern 158 is continued in the remaining section can be generated from the past operation data.

[0068] <The method for generating the remaining section prediction travel pattern 158 by the operation simulation> As the setting of conditions necessary for the operation simulation, given are a vehicle condition (the weight, the travel resistance characteristic, and the traction force, braking force, and electric braking force characteristics), a route condition (the station kilometrage, the gradient and the curvature of the route, the presence or absence of a tunnel, and the limited speed), a train schedule condition (the travel time between the stations), and a driving method condition. These conditions are previously held in the remaining section travel pattern prediction unit 106. It should be noted that since the weight included in the vehicle condition is affected by the occupancy rate variation due to the day of the week and the time zone, the occupancy rate value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the speed pattern and the power consumption amount (not illustrated). In addition, since the traction force characteristic included in the vehicle condition is affected by the overhead contact line voltage on the electric railway, the overhead contact line voltage value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the speed pattern and the power consumption amount (not illustrated). In addition, since the electric braking force characteristic included in the vehicle condition is affected by the overhead contact line voltage on the electric railway, the overhead contact line voltage value in the travel between the stations to be simulated is additionally acquired from the operation data recording unit 101 and is used, so that the more accurate operation simulation is enabled in view of the power consumption amount (not illustrated).

[0069] The driving method condition is how to decide the travel speed pattern during the travel between the stations, and is further a notch handling strategy. Due to the difference in the driving method condition, the travel time and the power consumption amount are changed. The assumption in the generation of the remaining section prediction travel pattern 158 has an idea in which the crew should aim for the punctual driving, and the travel is performed in the remaining section for the travel time as close as possible to the targeted remaining travel time 157.

[0070] The operation simulation in the generation of the remaining section prediction travel pattern 158 first creates the travel speed pattern in which starting from the train position 153 and the train speed 154 at the generation timing of the remaining section prediction travel pattern 158, the travel can be performed for the shortest time in the remaining section until the next stop station. Hereinafter, this travel speed pattern is referred to as the highest speed pattern. The highest speed pattern is a speed pattern in which by making use of the maximum acceleration and the maximum deceleration allowed in consideration of the safety and the riding comfort, the travel is performed at a high speed in the range not exceeding the limited speed. When the travel time for the case where the travel is performed in the remaining section in the highest speed pattern is the targeted remaining travel time 157 or more, the highest speed pattern is the comparison operation data.

[0071] When the travel time in the highest speed pattern is shorter than the targeted remaining travel time 157, the degree of freedom is caused in the travel speed pattern by making use of the allowance of the travel time. That is, after the travel for the targeted remaining travel time 157 is performed, the highest speed is lowered from the highest speed pattern, and the coasting is increased, so that the travel between the stations can be performed in energy saving manner as compared with the highest speed pattern.

[0072] In such the case, considered is a method for generating, by simulation, the travel pattern in which the travel is performed in the remaining section for the targeted remaining travel time 157 in consideration of the feature of the driving history until the generation timing of the remaining section prediction travel pattern 158. Here, as the feature of the driving history, given is the feature related to the driving operation in performing the braking / driving of the vehicle, such as the notch operation and the constant speed travel switch. Further, specifically the feature of the driving history includes the frequency of the notch operation and the presence or absence of the use of the constant speed travel function. Such the feature related to the driving operation is judged from the driving history until the generation timing of the remaining section prediction travel pattern 158, and is incorporated as a driver model in performing the operation simulation in the remaining section. With this, the travel pattern for the case where the driving tendency until the generation timing of the remaining section prediction travel pattern 158 is continued in the remaining section can be generated by the operation simulation.

[0073] As another example of the method for generating, by simulation, the travel pattern in which the travel is performed in the remaining section for the targeted remaining travel time 157, a method in which the travel pattern is generated by assuming that the travel is performed in the remaining section in the mathematically optimum energy saving pattern is also considered. The method for mathematically generating the energy saving pattern includes many existing studies, for example, the method using the dynamic programming method and the method using the hill climbing method, thereby being capable of making use of those methods.

[0074] In the above example, it can also be said that the remaining section travel pattern prediction unit 106 calculates the remaining section prediction travel pattern 158 on condition that the train travels in the remaining section for the travel time close to the targeted remaining travel time between the stations. The foregoing is the description of the example of the method for generating the remaining section prediction travel pattern 158 in the remaining section travel pattern prediction unit 106.

[0075] For the installing place of each processing unit that has been described so far, the power consumption amount calculation unit 102, the travel time calculation unit 103, the evaluation index comparison unit 104, the remaining section travel pattern prediction unit 106, and the remaining section power consumption amount prediction unit 107 may be installed either on the ground or on the vehicle, and the transmission and reception of the data is performed by performing communication between the vehicles on the ground, if necessary. In particular, the remaining section travel pattern prediction unit 106 has many processes, and uses the database of the past operation data, so that the remaining section travel pattern prediction unit 106 is processed by a ground server having high performance, leading to the cost reduction and the compactness of the onboard device. The evaluation result presentation unit 105 is assumed to be mounted on the driving platform screen and the like on the vehicle and confirmed by the driver immediately after the end of the travel between the stations but other than that, the evaluation result presentation unit 105 may be mounted on a tablet terminal carried by the driver and a computer terminal and the like used on the ground.

[0076] The variation in the travel pattern by the manual driving of the driver is present, and with that, the travel time and the power consumption amount are varied. By reducing the variation in the travel pattern and performing the energy saving driving for the travel time in the range in which punctuality can be obeyed, the reduction in the power consumption amount coinciding with the train operation is enabled. To reduce the variation in the travel pattern, an automatic train driving device that automates driving is adopted, and besides, the introduction of a driving assistance system in which by assuming manual driving, the energy saving driving method is trained and the driving operation is advised is effective. The method in which the manual driving is assumed suppresses the introduction cost as compared with the adoption of the automatic train driving device, so that the reduction in the variation in the travel pattern that assumes the manual driving is effective until the automatic driving becomes mainstream in the future.

[0077] In advancing the reduction in the variation in the travel pattern that assumes the manual driving, maintaining the motivation of the driver becomes a large issue. Since many drivers correct the driving method to which they have conventionally been accustomed, psychological resistance is present to a certain extent. For that, to fix the energy saving driving method, the energy saving effect is required to be noticeably actually felt. As a method that copes with this issue, given is the introduction of the driving assistance system that displays, on the driving platform screen and the like, the evaluation results of the power consumption amount and the travel time coinciding with the travel between the stations and the driving skill. By confirming the driver's own driving result and the evaluation result for each travel between the stations, the motivation with respect to the contrivance of the driving method can be maintained. According to the driving assistance system 1 in accordance with the above form, the evaluation result of the power consumption amount can be presented not only after the end of the travel between the stations, but also during the travel between the stations. For that, the driver's own driving result and the evaluation result can be confirmed even during the travel between the stations. Then, the consciousness of the awareness of the energy saving driving with respect to the crew can be strengthened, leading to the energy saving of the train operation.

[0078] <The description of an operation assistance method> The process performed by the driving assistance system 1 that has been described above is achieved by cooperating software and hardware resources. That is, the processor inside the computer provided in the driving assistance system 1 loads, into the memory, the software that achieves the above respective functions, and executes the software, thereby causing these respective functions to be achieved. Therefore, the process performed by the driving assistance system 1 can be grasped as the operation assistance method, in which the processor executes the program recorded into the memory, in which the processor calculates the actual power consumption amount between stations 152, which is the power consumption amount coinciding with the travel of the train, in which the processor predicts the remaining section prediction travel pattern 158, which is the travel pattern in the remaining section between stations where the train is traveling, in which the processor predicts, on the basis of the remaining section prediction travel pattern 158, the remaining section power consumption amount prediction value 159, which is the prediction power consumption amount in the remaining section and in which the processor generates the evaluation result 156 for the power consumption amount of the train before arrival at the next stop station on the basis of the actual power consumption amount between stations 152 and the remaining section power consumption amount prediction value 159.

[0079] This embodiment has been described above, but the technical range of the present invention is not limited to the range described in the above embodiment. Various changes or improvements added to the above embodiment are also included in the technical range of the present invention, which is apparent from the description of the scope of claims. List of Reference Signs

[0080] 1: Driving assistance system 101: Operation data recording unit 102: Power consumption amount calculation unit 103: Travel time calculation unit 104: Evaluation index comparison unit 105: Evaluation result presentation unit 106: Remaining section travel pattern prediction unit 107: Remaining section power consumption amount prediction unit 151: Power consumption information 152: Actual power consumption amount between stations 153: Train position 154: Train speed 155: Actual travel time between stations 156: Evaluation result 157: Targeted remaining travel time 158: Remaining section prediction travel pattern 159: Remaining section power consumption amount prediction value 160: Driving operation content Hl: Time range

Claims

1. A driving assistance system comprising:a power consumption amount calculation unit thatcalculates an actualstations, which is apower consumption amount betweenpower consumption amount coincidingwith the travel of atrain;a remaining sectiontravel pattern prediction unitthat predicts a remainingsection prediction travel pattern,which is a travel patternin a remaining section betweenstations where the train is traveling;a remaining section power consumption amountprediction unit that predicts, on the basis of the remainingsection prediction travel pattern, a remaining section powerconsumption amount prediction value, which is a predictionpower consumption amount in the remaining section; andan evaluation index generation unit that generates anevaluation result for the power consumption amount of thetrain before arrival at the next stop station on the basisof the actual power consumption amount between stations andthe remaining section power consumption amount predictionvalue .

2. The driving assistance system according to claim 1,wherein the evaluation index generation unit generatesthe evaluation result by comparing the evaluation referencevalue of the power consumption amount between the stationsand the sum of the actual power consumption amount betweenstations and the remaining section power consumption amount prediction value.

3. The driving assistance system according to claim 2, wherein the evaluation reference value is generated on the basis of comparison operation data.

4. The driving assistance system according to claim 3, wherein the comparison operation data is at least one of operation data in which travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, operation data in which travel is performed at the average power consumption amount, and operation data in which travel having the smallest power consumption amount is performed, which is calculated by operation simulation.

5. The driving assistance system according to claim 4, wherein the driving assistance system further includes an evaluation result presentation unit that presents, side by side, the evaluation results for at least one of the respective power consumption amounts by the operation data in which travel having the smallest power consumption amount is performed, which is calculated from among the past operation data, the operation data in which travel is performed at the average power consumption amount, the operation data in which travel having the smallest power consumption amount is performed, which is calculated by theoperation simulation, and the power consumption amount of the train before arrival at the next stop station.

6. The driving assistance system according to claim 2, wherein the evaluation result is at least one of the difference between the evaluation reference value and the sum, and a score and pass / fail based on the difference.

7. The driving assistance system according to claim 1, wherein the remaining section travel pattern prediction unit calculates the remaining section prediction travel pattern on condition that the train travels in the remaining section for the travel time close to the targeted remaining travel time between the stations.

8. The driving assistance system according to claim 7, wherein the remaining section travel pattern prediction unit calculates the remaining section prediction travel pattern by extracting, from among the past operation data, the operation data having a matched train position, a matched train speed, and the matched targeted remaining travel time, and by further selecting the operation data in which the feature of the driving history until the generation timing of the remaining section prediction travel pattern is similar.

9. The driving assistance system according to claim 7,wherein the remaining section prediction travel pattern is generated by the operation simulation, and is the travel pattern for the case where the driving tendency until the generation timing of the remaining section prediction travel pattern is continued in the remaining section.

10. The driving assistance system according to claim 1, wherein the remaining section travel pattern prediction unit calculates the remaining section prediction travel pattern at the timing at which the number of times of the switching of the driving operation is predicted to be less .

11. The driving assistance system according to claim 10, wherein the timing is calculated on the basis of the travel pattern at the point in time of planning.

12. The driving assistance system according to claim 1, wherein the evaluation index generation unit generates the evaluation result for the power consumption amount of the train between the stations after arrival at the next stop station.

13. The driving assistance system according to claim 12, wherein the evaluation index generation unit further generates the evaluation result for the travel time between the stations.

14. An operation assistance method, comprising: causing a processor to execute a program recorded into a memory, calculating an actual power consumption amount between stations, which is a power consumption amount coinciding with the travel of a train, predicting a remaining section prediction travel pattern, which is a travel pattern in a remaining section between stations where the train is traveling, predicting, on the basis of the remaining section prediction travel pattern, a remaining section power consumption amount prediction value, which is a prediction power consumption amount in the remaining section, and generating an evaluation result for the power consumption amount of the train before arrival at the next stop station on the basis of the actual power consumption amount between stations and the remaining section power consumption amount prediction value.

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