Environmental load calculation system, and environmental load calculation method

Abstract

To provide an environmental load calculation system capable of precisely evaluating environmental load caused by train operation while considering train running conditions and terrain information.SOLUTION: The environmental load calculation system holds a piece of location information representing train location, a piece of terrain information representing the terrain in which the train is capable of running, and a piece of environmental load information representing the amount of environmental load for each driving state, which indicates the state of driving operation performed on the train. Based on the location of the train and the terrain corresponding to the location, the running state of the train is identified, identifying the environmental load corresponding to the specified driving state, the environmental load caused by the train operation is calculated based on the identified environmental load, and based on the identified environmental load, the environmental load caused by the train operation is calculated.SELECTED DRAWING: Figure 1A

Description

[Technical field]

[0001] The present invention relates to an environmental load calculation system and an environmental load calculation method. [Background technology]

[0002] There is a demand in many sectors to reduce the burden on the environment by reducing carbon dioxide emissions, etc. In the railway business, the majority of carbon dioxide emissions come from emissions during the generation and transmission of electricity, which powers trains and other vehicles, and from direct emissions from trains that use fossil fuels as their power source, such as diesel railcars.

[0003] In response to the revision of the Energy Conservation Act, business operators are being asked to optimize their overall electricity consumption, including electricity derived from non-fossil fuels. In addition, optimization of fuel and electricity consumption is also required from the perspective of reducing fuel costs.

[0004] As part of efforts to reduce the environmental impact of rail transport, efforts are being made to introduce new rolling stock that is more energy efficient than conventional rolling stock, as well as energy-saving driving methods that extend coasting times and shorten powering times.

[0005] In order to increase the reduction in environmental impact through these efforts, it is necessary to accurately measure carbon dioxide emissions and other factors associated with train operation. The environmental impact of the entire railway system can be calculated, for example, from the amount of electricity supplied to the overhead lines and the fuel consumption of diesel railcars, etc. However, in order to verify the effect of reducing the environmental impact through the introduction of new rolling stock, or the amount of reduction in emissions from individual trains through energy-saving operation, it is necessary to calculate the environmental impact of each train.

[0006] Background art of this technical field includes Japanese Patent Application Laid-Open No. 2009-217502 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2012-014215 (Patent Document 2).

[0007] Patent Document 1 describes a system including: "travel data acquisition means for acquiring travel section data; vehicle type information acquisition means for acquiring data on the vehicle name and vehicle type; emission data acquisition means for acquiring data on carbon dioxide emission per unit travel distance of the vehicle in question and acquiring data on carbon dioxide emission per unit travel distance of the vehicle in question; emission calculation means for calculating actual carbon dioxide emission amount and standard carbon dioxide emission amount; point calculation means for calculating an emission reduction amount by subtracting the actual carbon dioxide emission amount from the standard carbon dioxide emission amount and calculating a number of points; and The point management system is composed of a points allocation means which stores the points in a storage means in association with the member ID of the member" (see abstract).

[0008] Patent document 2 states that "Taking into account changes in driving conditions specific to automobiles, the average speed is calculated from the total driving time at the time of travel, and CO2 emissions are calculated by multiplying the CO2 emission coefficient for each speed by the travel distance. This makes it possible to calculate CO2 emissions that correspond to changes in speed caused by traffic congestion, etc." (see abstract). [Prior art documents] [Patent documents]

[0009] [Patent Document 1] JP 2009-217502 A [Patent Document 2] JP 2012-014215 A Summary of the Invention [Problem to be solved by the invention]

[0010] The environmental impact of train operations varies greatly depending on the operating conditions, which indicate the state of operation of the train. In addition, the environmental impact of train operations is also greatly affected by the topography of the section the train runs through, so topographical information must also be taken into account in order to calculate the environmental impact.

[0011] However, because Patent Document 1 and Patent Document 2 do not disclose calculating the environmental load taking into account such running conditions and topographical information, there is a risk that the environmental load caused by train operation cannot be accurately evaluated. Therefore, one aspect of the present invention evaluates the environmental load caused by train operation with high accuracy by taking into account the running conditions and topographical information of the train. [Means for solving the problem]

[0012] In order to solve the above problems, one aspect of the present invention employs the following configuration: An environmental load calculation system for calculating an environmental load associated with the running of a train includes a processor and a memory, the memory holds position information indicating a train's position, topography information indicating the topography of positions where the train can run, and environmental load information indicating the environmental load for each running state indicating a state of operation being performed on the train, the processor identifies the running state of the train based on the position of the train indicated by the position information and the topography corresponding to the position indicated by the topography information, identifies an environmental load corresponding to the identified running state from the environmental load information, and calculates an environmental load associated with the running of the train based on the identified environmental load. Effect of the Invention

[0013] According to one aspect of the present invention, it is possible to evaluate the environmental load caused by train operation with high accuracy by taking into account the train's running state and topographical information.

[0014] Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0015] [Figure 1A] 1 is a block diagram showing an example of the configuration of a carbon dioxide emission calculation system according to a first embodiment. [Figure 1B] FIG. 2 is a block diagram showing an example of the hardware configuration of a computer constituting each device included in the carbon dioxide emission calculation system in the first embodiment. [Diagram 2]4 is a diagram showing an example of a data configuration of a vehicle-specific emission amount DB (DataBase) in the first embodiment. FIG. [Diagram 3] FIG. 4 is a diagram showing an example of a data configuration of a topographical information DB in the first embodiment. [Figure 4] FIG. 4 is a diagram illustrating an example of a data configuration of a feeding section information DB in the first embodiment. [Diagram 5] 4 is a diagram illustrating an example of a data configuration of a discharge amount result DB in the first embodiment. FIG. [Figure 6] FIG. 2 is a diagram showing an example of a data configuration of an operation timetable DB in the first embodiment. [Figure 7] FIG. 2 is a diagram illustrating an example of a data configuration of a crew operation DB in the first embodiment. [Figure 8] FIG. 4 is a diagram illustrating an example of a data configuration of a railway location information DB according to the first embodiment. [Figure 9] 4 is a flowchart showing an example of a discharge amount calculation process in the first embodiment. [Figure 10] FIG. 11 is a block diagram showing an example of the configuration of a carbon dioxide emission calculation system according to a second embodiment. [Figure 11] FIG. 11 is a block diagram showing an example of the configuration of a carbon dioxide emission calculation system according to a third embodiment. [Figure 12] FIG. 13 is a diagram illustrating an example of a data configuration of an average discharge amount DB in the third embodiment. [Figure 13] FIG. 13 is a diagram illustrating an example of a data configuration of a reduction amount management DB in the third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In this embodiment, the same components are generally designated by the same reference numerals, and repeated explanations are omitted. Note that this embodiment is merely an example for realizing the present invention, and does not limit the technical scope of the present invention.

[0017] In this embodiment, an example of calculating the carbon dioxide emission amount of a train will be described, but the carbon dioxide emission amount is an example of an environmental load. This embodiment can be applied to the calculation of any environmental load, such as the emission amount of various greenhouse gases (including carbon dioxide) that accompanies the running of a train. EXAMPLES

[0018] 1A is a block diagram showing an example of the configuration of a carbon dioxide emission calculation system. The carbon dioxide emission calculation system includes, for example, an emission calculation server 101, a timetable operation management server 102, and a train tracking server 103, which are connected to each other via a network such as the Internet. In this embodiment, the amount of carbon dioxide emission is also simply called emission.

[0019] The emission calculation server 101 calculates the amount of carbon dioxide emissions associated with train running. The emission calculation server 101 includes, for example, a performance information creation unit 104, a running state determination unit 105, a regeneration state determination unit 106, and an emission calculation processing unit 107, which are each functional units.

[0020] The performance information creation unit 104 acquires the train's location, calculates the train's speed, and records the train's emission performance. The running state determination unit 105 determines the running state of the train. The regenerative state determination unit 106 determines whether a state exists in which a train can use regenerative power. The emission calculation processing unit 107 calculates the amount of emission by the train.

[0021] The emission calculation server 101 includes, for example, an emission amount recording unit 108 and a parameter storage unit 109, each of which is an area for storing data. The emission amount recording unit 108 stores, for example, an emission result DB 110. The parameter storage unit 109 stores, for example, an emission amount by vehicle DB 111, a topographical information DB 112, and a feeding section information DB 113.

[0022] The emission amount record DB110 indicates the running state of the train and the actual emission amount. The vehicle-specific emission amount DB111 indicates the emission amount and / or the power usage amount per unit time for each running state of the train. The topography information DB112 indicates information on the topography of the section on which the train runs. The feeder section information DB113 indicates information on the feeder section.

[0023] The schedule operation management server 102 holds and manages, for example, an actual schedule DB 115 and a crew operation DB 116. The actual schedule DB 115 indicates the electrified section of the train and the stations where the train stops or passes through. The crew operation DB 116 indicates the trains that the crew operates and the crew sections.

[0024] The train tracking server 103 holds and manages, for example, a track position information DB 114. The train tracking server 103 acquires the track position of each train from the ground equipment, and stores the track position of each train in the track position information DB 114 in combination with the acquisition time.

[0025] In this embodiment, a train may be made up of one vehicle or multiple vehicles. In this embodiment, a train made up of multiple vehicles is assumed to be made up of vehicles of the same type.

[0026] 1B is a block diagram showing an example of the hardware configuration of a computer constituting each device included in the carbon dioxide emission calculation system. Each of the emission calculation server 101, the timetable operation management server 102, and the train tracking server 103 is composed of a computer 1000 having, for example, a CPU (Central Processing Unit) 1001, a memory 1002, an auxiliary storage device 1003, an input device 1004, a display device 1005, and a communication device 1006.

[0027] The CPU 1001 includes a processor and executes programs stored in the memory 1002. The memory 1002 includes a ROM (Read Only Memory), which is a non-volatile storage element, and a RAM (Random Access Memory), which is a volatile storage element. The ROM stores immutable programs (e.g., a Basic Input / Output System (BIOS)). The RAM is a high-speed, volatile storage element such as a DRAM (Dynamic Random Access Memory), and temporarily stores programs executed by the CPU 1001 and data used when the programs are executed.

[0028] The auxiliary storage device 1003 is a large-capacity non-volatile storage device such as a magnetic storage device (HDD (Hard Disk Drive)) or a flash memory (SSD (Solid State Drive)), and stores programs executed by the CPU 1001 and data used when the programs are executed. That is, the programs are read from the auxiliary storage device 1003, loaded into the memory 1002, and executed by the CPU 1001.

[0029] The input device 1004 is a device such as a keyboard or a mouse that receives input from an operator. The display device 1005 is a device such as a display device or a printer that outputs the results of program execution in a format that can be viewed by the operator.

[0030] The communication device 1006 is a network interface device that controls communication with other devices according to a predetermined protocol, and may include a serial interface such as a Universal Serial Bus (USB).

[0031] A part or all of the programs executed by the CPU 1001 may be provided to the computer 1000 from a removable medium (such as a CD-ROM or a flash memory) which is a non-transitory storage medium, or from an external computer equipped with a non-transitory storage device via a network, and may be stored in a non-volatile auxiliary storage device 1003 which is a non-transitory storage medium. For this reason, the computer 1000 may have an interface for reading data from the removable medium.

[0032] The emission calculation server 101, the timetable operation management server 102, and the train tracking server 103 are each a computer system configured on a single physical computer 1000, or on multiple logically or physically configured computers 1000, and may operate in separate threads on the same computer 1000, or may operate on virtual computers constructed on multiple physical computer resources.

[0033] The CPU 1001 of the emission calculation server 101 includes the functional units described above. For example, the CPU 1001 of the computer 1000 constituting the emission calculation server 101 functions as a performance information creation unit 104 by operating according to a performance information creation program loaded into the memory 1002 of the computer 1000, and functions as a running state determination unit 105 by operating according to a running state determination program loaded into the memory 1002 of the computer 1000. The relationships between programs and functional units are similar for other functional units included in the CPU 1001 of the computer 1000 constituting the emission calculation server 101. The relationships between programs and functional units are similar for other functional units included in the CPU 1001 of the computer 1000 constituting other devices included in the carbon dioxide emission calculation system.

[0034] Some or all of the functions of the functional units included in the carbon dioxide emission calculation system may be realized by hardware such as an Application Specific Integrated Circuit (ASIC) or a Field Programmable Gate Array (FPGA).

[0035] The auxiliary storage device 1003 of the computer 1000 constituting the emission amount calculation server 101 includes a parameter storage unit 109 and an emission amount recording unit 108. The auxiliary storage device 1003 of the computer 1000 constituting the timetable operation management server 102 holds an actual timetable DB 115 and a crew operation DB 116. The auxiliary storage device 1003 of the computer 1000 constituting the train tracking server 103 holds a track location information DB 114.

[0036] In addition, some or all of the above information may be stored in memory 1002 of computer 1000 constituting the device, or may be stored in an external device connected to the device.

[0037] In this embodiment, the information used by the carbon dioxide emission calculation system does not depend on the data structure and may be expressed in any data structure. In this embodiment, the information is expressed in a table format, but the information can be stored in a data structure appropriately selected from, for example, a list, a database, or a queue.

[0038] For example, some or all of the devices included in the carbon dioxide emission calculation system may be integrated. Data transmission and reception processing may be omitted between the integrated devices. This also applies to other embodiments described later.

[0039] 2 is a diagram showing an example of the data configuration of the vehicle-specific emission amount DB 111. The vehicle-specific emission amount DB 111 indicates, for example, emission amount / electricity usage amount data for each vehicle and an electrified train emission amount coefficient.

[0040] The vehicle-specific emission / power usage data indicates the electrification classification for each vehicle type. The vehicle-specific emission / power usage data further indicates the emission / power usage per unit time according to the speed zone and driving state. However, in the vehicle-specific emission / power usage data, for electrified vehicles, the power usage per unit time according to the speed zone and driving state is indicated, and for non-electrified vehicles, the carbon dioxide emission per unit time according to the speed zone and driving state is indicated.

[0041] The running state indicates, for example, at least the state of the driving operation (power and braking force) performed on the train, and may further indicate the speed of the train and / or its position relative to other trains. The running state includes, for example, stopped, powering, coasting, braking (except when regenerative braking is in use), and when regenerative braking is in use.

[0042] For a stopped train, driving operations (braking operations) are performed to stop the train from moving, and the train's speed is zero. For a powered train, driving operations (acceleration operations) are performed to accelerate the train. For a coasting train, neither acceleration nor braking operations are performed, and the train's speed is not zero.

[0043] (Except when regenerative braking is in use) For trains that are braking, driving operations (braking) are performed to slow down the train, and there are no other trains that use the regenerative power generated by the braking. For trains that are braking, driving operations (braking) are performed to slow down the train, and there are other trains that use the regenerative power generated by the braking.

[0044] In addition, in the emission / power usage data by vehicle, the emission / power usage during coasting and braking (excluding when regenerative braking is in use) is the same. Also, since non-electrified vehicles cannot use regenerative braking, the value of the power usage during regenerative braking for non-electrified vehicles is not set in the emission / power usage data by vehicle.

[0045] In the example of Figure 2, the speed band is shown in 20km / h width, but it can be set in any speed width unit, and the upper limit of the speed band can also be set arbitrarily. Note that, since the train speed is zero when stopped, in the emission / electricity usage data by vehicle, only values ​​corresponding to the speed band of "0-20" are set for the emission / electricity usage when stopped.

[0046] The electrified train emission coefficient in the vehicle-specific emission DB 111 is a coefficient used to convert the power consumption of vehicles whose electrification classification is electrified into carbon dioxide emission.

[0047] The vehicle-specific emission amount DB 111 is data in which values ​​are set in advance based on, for example, data provided by the vehicle manufacturer and / or the amount of power consumption measured at a substation facility during a test run of a train.

[0048] 3 is a diagram showing an example of the data configuration of the topographical information DB 112. In the topographical information DB 112, the parameter values ​​indicating the topography are set for each combination of the position (between stations), the section number, the presence or absence of a signal, and the direction of the point (however, for positions where no point exists, the parameter values ​​indicating the topography are defined for each position). Note that the positions indicated by the topographical information DB 112 are positions where the presence of a train at the position can be identified by equipment such as a track circuit.

[0049] In the example of Figure 3, the parameters used to indicate the terrain are the train's maximum speed (km / h), inclination (‰), speed-independent friction coefficient, speed-dependent friction coefficient, and air resistance coefficient. The inclination of an upward gradient is a positive value, and the inclination of a downward gradient is a negative value. The friction coefficient is a value that depends on the radius of the curve, and the smaller the radius of the curve, the higher the value. The air resistance coefficient is a value that depends on whether or not there is a tunnel, and the air resistance coefficient is high at locations where a tunnel exists. The inclination, speed-independent friction coefficient, speed-dependent friction coefficient, and air resistance coefficient are all examples of the resistance (running resistance) that a train experiences when it runs.

[0050] The terrain information DB 112 is data in which values ​​are set in advance based on the gradient of the railway section subject to operation management, the radius of the curve, the presence or absence of a tunnel, etc. Note that the parameters indicating the terrain in the example of Fig. 3 are only an example, and any type of parameters can be adopted depending on the linearity, etc.

[0051] 4 is a diagram showing an example of the data configuration of the feeding section information DB 113. The feeding section information DB 113 indicates, for example, a feeding section, a line section including the feeding section, and the position of the line section (start position and end position). The start position in the feeding section information DB 113 indicates the position of the point where the feeding section starts, and the end position indicates the position of the point where the feeding section ends.

[0052] The sections defined in the feeding section information DB 113 are just an example, and the sections may be defined by any method. For example, the sections may be defined by a start station and an end station. The feeding section information DB 113 is data in which values ​​are set in advance based on the feeding section of the line section subject to operation management, etc.

[0053] Fig. 5 is a diagram showing an example of the data configuration of the emission amount actual DB 110. The emission amount actual DB 110 indicates, for example, the train number, the crew, the vehicle type, the starting station, the ending station, the section number (e.g., the track circuit number) belonging to the starting station and the ending station, the running state, the emission amount generated in the section, and the running time of the section. The items recorded in the emission amount actual DB 110 in the example of Fig. 5 are merely examples, and any items can be recorded as necessary.

[0054] Fig. 6 is a diagram showing an example of the data configuration of the planned timetable DB 115. The planned timetable DB 115 indicates, for example, the vehicle type for each train number, the electrification section, the list of stations that the train runs through (including stopping stations and passing stations), and the arrival, departure, or passing times. In the example of Fig. 6, the items recorded in the planned timetable DB 115 are the minimum items required to calculate emissions, and other items may be included (for example, the routes that the trains run between stations may be included). Note that the planned timetable DB 115 is data in which values ​​are set in advance.

[0055] 7 is a diagram showing an example of the data configuration of the crew operation DB 116. The crew operation DB 116 indicates, for example, operation numbers, train numbers, crew sections, and crew members. Note that the crew operation DB 116 is data in which values ​​are set in advance.

[0056] 8 is a diagram showing an example of the data configuration of the train location information DB 114. The train location information DB 114 indicates where each train running in a line section subject to operation management is located within the line section. Specifically, the train location information DB 114 indicates, for example, the train number, the vehicle type, the train position, and the time.

[0057] The on-line location information DB114 indicates the latest position of each train (on-line location in terms of track circuit), the station interval to which the latest position belongs, and the time when the position was acquired, as well as the previous position of each train, the station interval to which the previous position belongs, and the time when the previous position was acquired. In the example of Fig. 8, the on-line location information DB114 holds the two most recent positions and times for each train, but it may also hold the three or more most recent positions and times.

[0058] 9 is a flowchart showing an example of the emission amount calculation process. The performance information generating unit 104 receives the on-rail position information of the train whose position has been updated from the train tracking server 103 (S201).

[0059] In addition, equipment (e.g., track circuits) that acquires the train's position is installed between stations (between stations) (e.g., one or more such equipment are installed between each station), and the train tracking server 103 can acquire the status of each of the equipment periodically, thereby acquiring the time when the train moved to a given position between the stations.

[0060] As described above, for example, if the location indicated by the topographical information DB 112 is a location where facilities such as track circuits are located, each time a train reaches a location indicated by the topographical information DB 112, the train's on-line location information is transmitted to the emission calculation server 101.

[0061] When the train tracking server 103 detects that a train has moved at the location where the equipment is installed, it updates the information on the moved train in the line location information DB 114. Specifically, for example, the train tracking server 103 overwrites the previous information in the line location information DB 114 with the latest information on the moved train (station interval, location, and time), and records the newly acquired information on the moved train (station interval, location, and time) as the latest information.

[0062] At this time, the train tracking server 103 calls up the actual timetable DB 115 from the timetable operation management server 102, identifies the train number of the train that moved using the actual timetable, sets the train number and vehicle type of the train in the on-line location information DB 114, and then transmits the record corresponding to the train whose position in the on-line location information DB 114 has been updated to the emission calculation server 101.

[0063] Each time the performance information creation unit 104 receives the on-rail position information of a train in step S201, the emission calculation server 101 sets the train in question as a target train and executes the processes in and after step S202 for the target train.

[0064] The performance information creation unit 104 calculates the travel distance and travel time of the target train from the previous position and time of the target train and the latest position and time, and calculates the speed of the target train from the calculated travel distance and travel time (S202). Note that the performance information creation unit 104 may temporarily store the speed of the target train calculated in step S202 in the memory 1002 of the computer 1000 constituting the emission amount calculation server 101 (until the processing of step S203, which is performed upon next reception of on-track position information of the target train, is completed).

[0065] If the latest position of the target train is p1, the latest time is t1, the previous position is p0, and the previous time is t0, the performance information creation unit 104 calculates the speed v1 of the target train using the following equation 1.

[0066] v1=(p1-p0) / (t1-t0) (Formula 1)

[0067] The running state determination unit 105 determines the running state of the train based on the speed calculated when the target train's on-line position information was last received, the speed calculated this time (i.e., calculated in the most recent step S202), and the topographical information of the train's position (S203).

[0068] Specifically, the running condition determination unit 105 calculates the speed difference between the time of current reception and the time of previous reception, assuming that the target train is coasting, based on the topographical information, the speed of the target train (calculated in the most recent step S202), and the time difference between the current track position information of the target train and the previous track position information.

[0069] The slope is a (‰), and the gravitational acceleration is g (m / s 2 ), a speed-independent friction coefficient is b, a speed-dependent friction coefficient is c, a resistance coefficient of air resistance is d, and the speed of the train (calculated in the most recent step S202) is v, then the running state determination unit 105 calculates the acceleration A of the target train caused by the train resistance by the following formula 2. Note that the values ​​of a, b, c, and d correspond to a combination of the latest position of the target train in the topographical information DB 112 and the direction of the point (information indicating the current direction of the point may be, for example, set in the implementation timetable DB of the timetable operation management server 102 and transmitted from the server, or may be specified by an input by a user of the emission amount calculation server 101).

[0070] A=-g((a / 1000)+b+cv+dv 2 )...(Formula 2)

[0071] If the time difference is Δt and the speed calculated using (Equation 1) at the time of the previous reception is v0, the running state determination unit 105 calculates the train's speed v1' at the time of the current reception, assuming that the train has been coasting since the previous reception, using the following Equation 3.

[0072] v1'=v0+AΔt...(Formula 3)

[0073] If the speed currently calculated in (Equation 1) is v1, the driving state determination unit 105 determines the driving state according to the calculation result x of the following Equation 4.

[0074] x=((v1-v0)-(v1'-v0)) / v1...(Equation 4)

[0075] If the running state determination unit 105 determines that x exceeds a predetermined first threshold value, which is a positive value, the target train is traveling at a speed faster than the speed at which it would be coasting, and therefore determines that the target train's running state is powered.

[0076] If the running state determination unit 105 determines that x is less than a predetermined second threshold value, which is a negative value, then the target train has decelerated below the speed it would have if it were coasting, and therefore determines that the target train's running state is braking (it is unclear at this stage whether regenerative braking is being used).

[0077] When the running state determination unit 105 determines that x is equal to or greater than the second threshold value and equal to or less than the first threshold value, it determines that the running state of the target train is coasting. When the on-line position of the target train does not change even after a predetermined time (e.g., 30 seconds) has elapsed, the running state determination unit 105 calls up the topographical information DB 112, and when a signal is present at the on-line position of the target train, it determines that the train is stopped on the outer track circuit of the signal indicating a stop phase, and determines that the running state of the target train is stopped. Note that the running state determination unit 105 may determine that the running state of the target train is stopped when the speed calculated this time (i.e., calculated in the most recent step S202) is 0.

[0078] Here, the thresholds (first threshold and second threshold) used to determine the running state can be changed to any value by the user, and may be changed according to the track circuit length, speed, etc. When the update period of train location information is 1 second, assuming that the error in Δt is a maximum of ±1 second, for example, when the track circuit length is 500 m and the train speed is 80 km / h, x will have an error of ±0.06. Therefore, under these conditions, 0.06 is an appropriate value for the first threshold, and -0.06 is an appropriate value for the second threshold.

[0079] As a concrete example of running state determination, consider the case where a train is powered gently at 1 (km / h / s) on a straight section with zero gradient. In this case, if v0 = 80 km / h, the track circuit length (p1-p0) = 500 m, and the update period for on-line location information is 1 second, then Δt = 21 seconds and v1 = 94 km / h. As an example, it is known that the coefficients in equation 2 take the values ​​a = 0, b = 58, c = 0.84, and d = 0.028, and from equation (2), A = -0.16.

[0080] In this case, v1' = 73 km / h from equation 3, and x = 0.28 from equation 4. When the first threshold value and the second threshold value are set as described above, x = 0.28 is larger than the range of ±0.06, so the running state determination unit 105 determines that the train is powered.

[0081] The running state determination unit 105 acquires information of the implementation timetable DB 115 from the timetable operation management server 102, and determines whether the electrified section of the target train is electrified and the running state of the target train is braking (S204). If the running state determination unit 105 determines that the electrified section of the target train is non-electrified and / or the running state of the target train is not braking (S204: NO), the process proceeds to step S206.

[0082] If the running state determination unit 105 determines that the electrified section of the target train is non-electrified and the running state of the target train is braking (S204: YES), the regenerative state determination unit 106 determines whether or not regenerative power can be supplied based on the feeding section information, the position information of other trains around the target train, and the running state of the other trains (S205).

[0083] The determination of the regenerative state (a state in which a train that can use regenerative power exists) in step S205 will be described. When an electrified train being braked and another electrified train being powered exist in the same feeder section, regenerative power can be supplied to the powered electrified train.

[0084] The regeneration state determination unit 106 refers to the feeding section information DB 113 to identify a feeding section including the on-line position of the target train undergoing braking. The regeneration state determination unit 106 acquires the on-line position information DB 114 from the train tracking server 103, identifies from the on-line position information DB 114 other trains that are on the line within the identified feeding section (i.e., their latest positions are included in the feeding section) and whose electrification section is electrified (as indicated by the actual timetable DB 115), and searches for trains that are in a powered running state among the identified other trains. The running state of the other train is identified from the result of the most recent determination made for the other train in step S203.

[0085] If the regenerative state determination unit 106 determines that such another train exists, it determines that regenerative power can be used (i.e., the electrified train determined to be braking in step S204 is using regenerative braking), and if it determines that such another train does not exist, it determines that regenerative power cannot be used (i.e., the electrified train determined to be braking in step S204 is braking but not using regenerative braking).

[0086] The emission calculation processing unit 107 acquires emission amount / power usage data per unit time by running state from the vehicle-specific emission DB111, which corresponds to the combination of the target train's speed calculated in step S202, the running state of the target train identified in steps S203 to S205, and the electrification classification and vehicle type of the target train indicated in the implementation timetable DB115 (S206).

[0087] The emission calculation processing unit 107 calculates the emission amount / power usage h of the target train (h is the emission amount when the electrification section of the target train is non-electrified, and h is the power usage when the train is electrified) using the following formula 5 (S207), where p is the value of the emission amount / power usage data acquired in step S206, and Δt is the time difference between the time corresponding to the latest location of the target train and the time corresponding to the previous location.

[0088] h=pΔt...(Equation 5)

[0089] The emission amount calculation processing unit 107 determines whether the electrified section of the target train indicated by the implementation timetable DB 115 is electrified (S208). When the emission amount calculation processing unit 107 determines that the electrified section of the target train is non-electrified (S208: NO), the emission amount calculation processing unit 107 transitions to step S210.

[0090] When the emission calculation processing unit 107 determines that the electrification section of the target train is electrified (S208: YES), it calculates emission amount h' (S209) by multiplying the power consumption amount h calculated in step S207 by the electrified train emission coefficient indicated by the vehicle-specific emission amount DB 111. In other words, if the electrified train emission coefficient is k and the power consumption amount calculated in step S207 is h, the emission amount h' is calculated by the following formula 6.

[0091] h'=kh...(Formula 6)

[0092] The actual result information creation unit 104 records the calculated emission amount for the target train in the emission amount actual DB 110 (S210), and ends the emission calculation process. Specifically, in step S210, the actual result information creation unit 104 calls the crew operation DB 116 from the timetable operation management server 102, identifies the crew who operated the target train from the train number of the target train and the crew section that includes the position of the target train, and registers the identified crew in the emission amount actual DB 110.

[0093] In step S210, the actual information creation unit 104 further registers the vehicle type of the target train, the stations (start station and end station) corresponding to the station interval including the position, the section corresponding to the position, the running state identified in step S203, the emission amount (the value calculated in step S207 if the electrification section of the target train is non-electrified, and the value calculated in step S209 if the electrification section of the target train is electrified), and the running time of the section in the emission amount actual DB 110. At this time, the actual information creation unit 104 calls up the topographical information DB 112, and identifies the section in the topographical information DB 112 corresponding to the position information of the train in the topographical information DB 112 as the section to be registered in the emission amount actual DB 110. In addition, the actual information creation unit 104 calculates the running time to be registered in the emission amount actual DB 110 by calculating the difference between the time of the latest information in the on-line position information DB 114 and the time of the information immediately preceding it.

[0094] In the example of the emission amount actual DB110 in Figure 5, if the target train is braking, "braking" is stored as the running state regardless of whether regenerative braking is being used or not, but it may also be possible to make it possible to identify the running state of a train that is braking as being braking with regenerative braking in use or braking without regenerative braking in use.

[0095] As described above, the carbon dioxide emission calculation system of this embodiment is able to obtain information on emissions for each section and information on the crew members who are on duty in that section while the train is running, and further allows comparison of emissions for each train and for each crew member. As a result, the carbon dioxide emission calculation system of this embodiment allows the user to recognize the effect of reducing emissions by replacing train cars with new, more energy-efficient cars, and changes in emissions due to differences in the driving operations of the crew members. Furthermore, for example, by introducing new cars to sections or time periods with high emissions, the effect of introducing the new cars can be maximized, and changes in emissions due to the driving operations of the crew members can also be clarified.

[0096] In addition, by using the above-mentioned processing, the carbon dioxide emission calculation system of this embodiment can calculate carbon dioxide emissions for each electrified train, taking into account the use of regenerative braking, by taking into account the state of other electrified trains in addition to the state of an electrified train that is braking.

[0097] In addition, the carbon dioxide emission calculation system of this embodiment can convert the electricity consumption of electrified trains into carbon dioxide emissions, and can calculate the emissions from each train even on railways that have a mixture of electrified and non-electrified trains. EXAMPLES

[0098] In this embodiment, differences from the first embodiment will be mainly described, and descriptions of similarities with the first embodiment will be omitted as appropriate.

[0099] Fig. 10 is a block diagram showing a configuration example of a carbon dioxide emission calculation system. The carbon dioxide emission system of this embodiment further includes a train running simulator 301 capable of communicating with the train tracking server 103. In the example of Fig. 10, the train running simulator 301 is connected only to the train tracking server 103, but it may also be capable of communicating with other servers by being connected to a network, for example.

[0100] The hardware configuration of the train running simulator 301 is similar to that of other servers. In other words, the train running simulator 301 is configured, for example, by the computer 1000 shown in FIG.

[0101] The train running simulator 301 holds, for example, an actual timetable DB 302, a topographical information DB 303, and a vehicle acceleration DB 304, and includes a train position information generating unit 305 which is a functional unit.

[0102] The data configuration of the planned timetable DB 302 is the same as the data configuration of the planned timetable DB 115 shown in Fig. 6. The planned timetable DB 302 is data synchronized with the planned timetable DB 115 stored by the timetable operation management server 102, which serves as the master.

[0103] The data configuration of the topographical information DB303 is similar to the data configuration of the topographical information DB112 shown in Fig. 3. The topographical information DB303 is data synchronized with the master, which is the topographical information DB112 stored in the emission calculation server 101. The vehicle acceleration DB304 indicates the acceleration of the train during powering according to a combination of inclination and speed, and the acceleration of the train during braking according to a combination of inclination and speed, and these values ​​are determined in advance.

[0104] The train position information generating unit 305 simulates actual train running from the scheduled timetable DB 302, the topographical information DB 303, and the vehicle acceleration DB 304, and generates information on the current position of the train on the line.

[0105] The train position information creation unit 305 creates on-line position information of the train by calculating a time series of the train's positions when, after departing from a station, the train powers at an acceleration defined in the vehicle acceleration DB 304 (the acceleration corresponding to the slope of the section and the speed at that timing) until it reaches the upper limit speed for that section indicated by the topographical information DB 303, and then maintains that upper limit speed, and when it approaches the next stop station (for example, within a specified distance), it decelerates at an acceleration defined in the vehicle acceleration DB (the acceleration corresponding to the slope of the section and the speed at that timing) so as to be able to stop at that stop station.

[0106] The train position information creation unit 305 sets the state of the equipment (e.g., track circuits) that obtains the inter-station position defined in the topographical information DB 112 of the point where the train is located according to the calculated train position, and periodically transmits the state of all equipment to the train tracking server 103.

[0107] By setting a proposed timetable in the implemented timetable DB115 and the implemented timetable DB302 through the above-mentioned processing, the train running simulator 301 creates train position information in the case where the train runs according to the planned timetable, and the emission calculation server 101 can calculate and record the amount of carbon dioxide emissions in the case where the train runs according to the planned timetable based on the train position information.

[0108] As a result, for example, if multiple implementation timetable DB115 and multiple timetable plans to be set in the implementation timetable DB115 are prepared, the emission calculation server 101 can calculate emission calculation results corresponding to each of the multiple timetable plans, and by comparing the emission calculation results corresponding to each of the multiple timetable plans, it is possible to adopt a timetable with low carbon dioxide emissions. EXAMPLES

[0109] In this embodiment, differences from the first embodiment will be mainly described, and descriptions of similarities with the first embodiment will be omitted as appropriate.

[0110] Fig. 11 is a block diagram showing a configuration example of a carbon dioxide emission calculation system. The carbon dioxide emission system of this embodiment further includes a reduction amount calculation server 401 capable of communicating with the emission calculation server 101. In the example of Fig. 11, the reduction amount calculation server 401 is connected to the emission calculation server 101, but may also be capable of communicating with other servers by being connected to a network, for example.

[0111] The hardware configuration of the reduction amount calculation server 401 is the same as that of the other servers. That is, the reduction amount calculation server 401 is configured by, for example, the computer 1000 shown in FIG.

[0112] The reduction amount calculation server 401 includes, for example, a reduction amount calculation unit 402 and a GUI (Graphical User Interface) output unit 403 which are functional units, and holds a reduction amount management DB 404 and an average emission amount DB 405 .

[0113] 12 is a diagram showing an example of the data configuration of the average discharge amount DB 405. The average discharge amount DB 405 indicates, for example, the type of vehicle, the start station and the end station between stations, and the average discharge amount.

[0114] The reduction amount calculation unit 402 calculates an average value of the emission amount for each vehicle type and between stations from the emission information recorded in the emission amount actual result DB 110, and stores the calculated average value in the average emission amount DB 405. Note that, as the average value to be recorded in the emission amount actual result DB 110, the reduction amount calculation unit 402 may calculate, for example, a simple arithmetic average of the emission amounts indicated in the emission amount actual result DB 110, or may calculate a weighted average of the emission amounts using the running time corresponding to the emission amount indicated in the emission amount actual result DB 110 as a weight.

[0115] The GUI output unit 403 displays information of the average emission amount DB 405 on the display device 1005. This allows the user to compare, for example, changes in average emission amounts for each vehicle type in the same section displayed on the display device 1005, and clearly recognize changes in emission amounts due to vehicle type.

[0116] 13 is a diagram showing an example of the data configuration of the reduction amount management DB 404. The reduction amount management DB 404 indicates, for example, train numbers, crew members, vehicle types, start stations and end stations between stations, and emission reduction amounts.

[0117] The reduction amount calculation unit 402 refers to the emission amount record DB 110 and calculates the average emission amount (which may be the above-mentioned arithmetic average or weighted average) for each combination of train number, car type, crew member, and station.

[0118] The reduction amount calculation unit 402 compares the calculated average value with the average emission amount recorded in the average emission DB 405 and which matches the vehicle type and station interval (calculates the difference), and if the average emission amount indicated by the average emission DB 405 is larger, records the emission reduction amount as a positive value, and if it is smaller, records the emission reduction amount as a negative value.

[0119] The calculation of the emission reduction amount by the reduction amount calculation unit 402 is an example of a method for evaluating the reduction amount for each crew member, and for example, the deviation value of the emission amount may be calculated for each combination of train number, car type, crew member, and station, or the deviation value of the emission reduction amount described above may be calculated. The GUI output unit 403 displays the information of the reduction amount management DB 404 on the display device 1005.

[0120] As mentioned above, if there is another electrified train powering in the same feeder section as an electrified train that is braking, the electrified train that is braking will be using regenerative braking and the emissions will decrease, so emissions may decrease in relation to other trains. Therefore, in order to accurately evaluate the driving technique of the driver, the reduction amount calculation unit 402 may calculate the values ​​of the average emission amount DB405 and the reduction amount management DB404 while ignoring the emissions when regenerative braking is in use (i.e., records in the actual emission amount DB110 where the running state is "braking" and the emissions are negative values).

[0121] The reduction amount calculation unit 402 can provide the crew members with incentives according to the reduction amount by summarizing the reduction amount of the emission for each crew member. For example, the reduction amount calculation unit 402 may simply calculate a higher incentive the greater the reduction amount (for example, a predetermined increasing function of the reduction amount), or may determine the crew members with the top reduction amounts (for example, a predetermined number of crew members from the top, or crew members included in a predetermined percentage from the top in reduction amount) to be awarded.

[0122] It is expected that this will serve as an incentive for each driver to make efforts to drive in a way that reduces carbon dioxide emissions, which will likely work to reduce emissions overall.

[0123] The present invention is not limited to the above-mentioned embodiment, and various modifications are included. For example, the above-mentioned embodiment has been described in detail to clearly explain the present invention, and is not necessarily limited to those having all the configurations described. It is also possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. It is also possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.

[0124] In addition, the above-mentioned configurations, functions, processing units, processing means, etc. may be realized in part or in whole by hardware, for example, by designing them as integrated circuits. In addition, the above-mentioned configurations, functions, etc. may be realized in software by a processor interpreting and executing a program that realizes each function. Information such as the program, table, file, etc. that realizes each function can be stored in a memory, a recording device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.

[0125] In addition, the control lines and information lines shown are those that are considered necessary for the explanation, and not all control lines and information lines in the product are necessarily shown. In reality, it can be considered that almost all components are connected to each other. [Explanation of symbols]

[0126] 101 Emission amount calculation server, 102 Timetable operation management server, 103 Train tracking server, 104 Performance information creation unit, 105 Running state determination unit, 106 Regeneration state determination unit, 107 Emission amount calculation processing unit, 110 Emission amount result DB, 111 Vehicle-specific emission amount DB, 112 Topographical information DB, 113 Feeder section information DB, 114 On-line position information DB, 115 Implementation timetable DB, 116 Crew operation DB, 301 Train simulator, 304 Vehicle acceleration DB, 305 Train position information creation unit, 401 Reduction amount calculation server, Reduction amount calculation unit 402, 404 Reduction amount management DB, 405 Average emission amount DB, 1000 Computer, 1001 CPU, 1002 Memory, 1003 Auxiliary storage device, 1004 Input device, 1005 Display device, 1006 Communication device

Claims

1. An environmental load calculation system for calculating an environmental load associated with train operation, A processor and a memory, The memory includes: Location information indicating the location of the train; Topographical information indicating a topography of a location where the train can run; and environmental load information indicating an environmental load for each running state, which indicates a state of operation performed on the train; The processor, Identifying the running state of the train based on a position of the train indicated by the position information and a topography corresponding to the position indicated by the topography information; Identifying an environmental load corresponding to the identified driving state from the environmental load information; An environmental load calculation system that calculates an environmental load caused by the running of the train based on the identified environmental load.

2. The environmental load calculation system according to claim 1, The memory includes: electrification section information indicating an electrification section of the train; Feeder section information indicating a feeder section in which the train can run; The processor, An environmental load calculation system that determines whether the running state of the train is using regenerative braking based on the position of the train indicated by the position information, the topography corresponding to the position indicated by the topography information, the electrification section indicated by the electrification section information, and the feeding section indicated by the feeding section information.

3. The environmental load calculation system according to claim 2, The processor, The running state includes a stopped state, a powered state, a coasting state, a braking state except when regenerative braking is used, and a regenerative braking state. determining whether the first train is braking based on a position indicated by the position information of a first train whose electrification section indicated by the electrification section information is electrified and a terrain corresponding to the position indicated by the terrain information; An environmental load calculation system that determines that the running state of the first train is in regenerative braking mode when the first train is braking, the running state of a second train whose electrification section indicated by the electrification section information is electrified is powering, and the position of the second train is included in the power supply area that includes the position of the first train.

4. The environmental load calculation system according to claim 2, the environmental load information indicates an amount of electricity consumption for each of the running states of a train whose electrification classification is electrified, a carbon dioxide emission amount for each of the running states of a train whose electrification classification is non-electrified, and a coefficient for converting the amount of electricity consumption into a carbon dioxide emission amount; an environmental load calculation system that, when the specified environmental load is an amount of electricity consumption, calculates an environmental load caused by the running of the train based on the amount of electricity consumption and the coefficient.

5. The environmental load calculation system according to claim 1, The terrain information indicates a running resistance that depends on a speed of the train, The processor, Calculating a speed of the train based on the position of the train indicated by the position information; An environmental load calculation system that identifies the running state of the train based on the calculated speed and the running resistance.

6. The environmental load calculation system according to claim 1, the environmental load information indicates an environmental load for each combination of a running state and a speed of the train; The processor, Calculating a speed of the train based on the position of the train indicated by the position information; an environmental load calculation system that specifies, from the environmental load information, an environmental load corresponding to a combination of the specified running state and the calculated speed.

7. The environmental load calculation system according to claim 1, The memory holds crew operation information indicating crew members of the train; The processor, An environmental load calculation system that outputs the calculated amount of environmental load caused by the running of the train in association with the crew indicated by the crew operation information.

8. The environmental load calculation system according to claim 7, The processor compares the calculated average value of the environmental load associated with the running of the train with the average value of the environmental load associated with the running of the train for each crew member, and evaluates the amount of reduction in the environmental load for each crew member.

9. The environmental load calculation system according to claim 1, The memory includes: Train schedule information indicating the stations at which the train stops; Hold acceleration information indicating the gradient of the position where the train is running, the speed of the train, and the corresponding acceleration of the train; The topographical information indicates a slope between the stop stations and an upper limit speed of the train between the stop stations, The processor, Calculating a position of the train indicated by the position information based on an acceleration corresponding to the gradient and the upper limit speed indicated by the terrain information and in the acceleration information; An environmental load calculation system that identifies the running state of the train based on the calculated position of the train and the topography corresponding to that position indicated by the topography information.

10. An environmental load calculation method for an environmental load calculation system that calculates an environmental load associated with train operation, comprising: The environmental load calculation system includes a processor and a memory, The memory includes: Location information indicating the location of the train; Topographical information indicating a topography of a location where the train can run; and environmental load information indicating an environmental load for each running state, which indicates a state of operation performed on the train; The method for calculating the environmental load comprises the steps of: The processor identifies the running state of the train based on a position of the train indicated by the position information and a terrain corresponding to the position indicated by the terrain information; The processor identifies an environmental load corresponding to the identified driving state from the environmental load information, The processor calculates an environmental load caused by the running of the train based on the identified environmental load.

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