Running profile generation device and running profile generation method

Abstract

To properly create an operation curve of saw operation for a train continuously passing through a plurality of passing stations.SOLUTION: An operation curve creation method for creating an operation curve of a train that continuously passes through a plurality of passing stations includes setting a passing target time at which the train passes through a given passing target station, setting a speed range based on the passing target time and a running distance to the passing target station, and creating an operation curve including a plurality of combinations of power running and coasting based on the speed range.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a running curve creation device and the like. [Background technology]

[0002] One known driving support technique for train drivers is to predict the remaining travel distance based on the current travel position, travel speed, etc., and present recommended driving maneuvers. For trains that pass through multiple stations in succession, such as express, rapid, and freight trains, predicting travel times takes time because the travel distance between stations is long. To provide real-time driving support for such trains, a known method is to select an optimal driving pattern that is either constant speed driving or coasting, or a combination of both, taking into consideration ease of driving maneuvering for the driver and reduction of energy consumption (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2022-84219 Summary of the Invention [Problem to be solved by the invention]

[0004] Further improvements to the conventional methods described above are conceivable. For example, the application of sawtooth driving, which alternates between powering and coasting, is expected to reduce energy consumption. However, simply recommending sawtooth driving may result in deviations (delays) from the target times at passing stations set in train timetables, etc. Furthermore, actual railway lines have speed-restricted sections and gradients. Therefore, simply recommending sawtooth driving may result in inconveniences such as the recommendation of coasting on uphill sections, which deviates from the driver's actual driving control on gradients, or the need to brake to decelerate before speed-restricted sections, which increases energy consumption. Furthermore, this technology would be even more desirable if it could be used not only as an assistance technology for driver driving, but also for semi-automatic control that assists the driver's driving or automatic control that performs automatic driving.

[0005] The problem to be solved by the present invention is to enable the appropriate creation of a sawtooth operation curve for a train that passes through multiple passing stations in succession. [Means for solving the problem]

[0006] The first invention to solve the above problem is: A train running curve creation device that creates a running curve for a train that passes through a plurality of passing stations in succession, a target passage time setting means (for example, the target passage time setting unit 202 in FIG. 8) for setting a target passage time for passing through a given target passage station; A running profile creation means (for example, the running profile creation unit 204 in FIG. 8) that sets a speed range based on the target passing time and the traveling distance to the target passing station, and creates a running profile including a plurality of combinations of powering operation and coasting operation based on the speed range; The running curve creation device is provided with:

[0007] Other inventions include: A method for creating a train running curve for a train that passes through a plurality of passing stations in succession, comprising: Setting a target transit time for passing through a given target transit station; setting a speed range based on the target passing time and the traveling distance to the target passing station, and creating an operation curve including a plurality of combinations of powering operation and coasting operation based on the speed range; A running curve creation method including the above may be configured.

[0008] According to the first invention, it is possible to create an appropriate sawtooth operation profile for a train that passes through multiple passing stations in succession. That is, a speed range is set based on the target passing time and the running distance to the target passing station, and a sawtooth operation profile that includes a combination of powering operation and coasting operation is created based on this speed range. This makes it possible to create an appropriate sawtooth operation profile that passes through the target passing station at the target passing time.

[0009] The second invention is the above-mentioned invention, The running curve creation means a correction means (for example, the correction unit 206 in FIG. 8 ) for correcting the operation curve based on the difference between the predicted passage time of the target passage station based on the created operation curve including a plurality of the combinations and the target passage time; having This is a running curve creation device.

[0010] According to the second invention, by correcting the operation curve based on the difference between the predicted passing time of the target station based on the created sawtooth operation operation curve and the set target passing time, it is possible to create an operation curve that achieves punctual passage through the target station at the set target passing time.

[0011] The third invention is the above-mentioned invention, The running curve creation means a gradient read-ahead adjustment means (for example, the gradient read-ahead adjustment unit 208 in FIG. 8 ) that determines, for each travel position, an elevation difference between the travel position and a read-ahead position that is a predetermined distance ahead of the travel position, and adjusts the speed range at the travel position based on the determination result; having This is a running curve creation device.

[0012] According to the third invention, it is possible to create an appropriate driving curve that matches the driver's actual driving sensation on a gradient. For example, if the look-ahead position is higher than the running position, the entire driving route up to the look-ahead position can be considered an uphill slope, so powering can be prioritized by adjusting the speed range at the running position to a higher speed. Also, if the look-ahead position is lower than the running position in terms of elevation, the entire driving route up to the look-ahead position can be considered a downhill slope, so coasting can be prioritized by adjusting the speed range at the running position to a lower speed.

[0013] A fourth aspect of the present invention is the above-mentioned invention, When it is determined that there is an elevation difference, the gradient look-ahead adjustment means estimates an assumed speed of the train at the look-ahead position based on the law of conservation of mechanical energy at the running position and the look-ahead position, and adjusts the speed range based on the assumed speed. This is a running curve creation device.

[0014] According to the fourth invention, by estimating the expected speed of the train at the look-ahead position based on the law of conservation of mechanical energy at the running position and the look-ahead position and adjusting the speed range, it is possible to create an appropriate running curve according to the gradient.

[0015] The fifth invention is the above-mentioned invention, a speed suppression range setting unit (for example, the speed suppression range setting unit 210 in FIG. 8 ) that sets a speed suppression range indicating a range in which the speed is suppressed for each traveling position based on the speed limit section; Further provided with The running profile creation means creates a running profile based on the speed suppression range. This is a running curve creation device.

[0016] According to the fifth invention, unnecessary braking near speed limit sections can be avoided, making it easier for train drivers to control the train and creating an appropriate running curve that reduces energy consumption.

[0017] The sixth invention is the above-mentioned invention, the speed suppression range setting means creates a reverse coasting curve by coasting backward from the start point of the speed limit section and the speed limit at the start point, and sets the speed suppression range based on the reverse coasting curve. This is a running curve creation device.

[0018] According to the sixth aspect of the present invention, it is possible to create a running curve that allows a vehicle to enter a speed limit section by coasting.

[0019] The seventh invention is the above-mentioned invention, the speed suppression range setting means creates a reverse coasting curve for the speed limit section on a downward slope by coasting backward from the end point of the speed limit section and the speed limit at the end point, and sets the speed suppression range based on the reverse coasting curve. This is a running curve creation device.

[0020] According to the seventh aspect of the present invention, it is possible to create a running curve in which the vehicle enters a speed-limited section on a downhill gradient by coasting and coasts through the section. [Brief explanation of the drawings]

[0021] [Figure 1] An example of a sawtooth operation curve. [Figure 2] FIG. 10 is an explanatory diagram of correction of a target speed. [Figure 3] FIG. 10 is an explanatory diagram of gradient look-ahead adjustment. [Figure 4] FIG. 4 is an explanatory diagram of setting a speed suppression range. [Figure 5] FIG. 4 is an explanatory diagram of setting a speed suppression range. [Figure 6] FIG. 4 is an explanatory diagram of setting a speed suppression range. [Figure 7] FIG. 4 is an explanatory diagram of setting a speed suppression range. [Figure 8] An example of the functional configuration of a running curve creation device. [Figure 9]10 is a flowchart of a running curve creation process. [Figure 10] 10 is a flowchart of a process for creating a corrected running curve. [Figure 11] 10 is a flowchart of a speed suppression range setting process. [Figure 12] 4 is a flowchart of a driving state determination process. [Figure 13] An example of creating a running curve. [Figure 14] An example of creating a running curve. [Figure 15] An example of creating a running curve. DETAILED DESCRIPTION OF THE INVENTION

[0022] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[0023] The train running profile creation device of this embodiment is a device that creates a train running profile for a train that passes through multiple passing stations in succession. Specifically, it creates a train running profile for sawtooth operation, which is an operation method that includes multiple combinations of powering operation and coasting operation.

[0024] FIG. 1 is a diagram showing an example of an operating curve for sawtooth operation. In FIG. 1, the horizontal axis represents position along the track, and the vertical axis represents the running speed of the train. In a broad sense, sawtooth operation is an operating method in which powering operation and coasting operation are repeated, and in a narrow sense, it is an operating method in which this repetition is performed within a predetermined speed range centered around a predetermined target speed. The speed range is a range that is equal to or greater than a lower limit speed that is lower than the target speed by a predetermined sawtooth speed width, and equal to or less than an upper limit speed that is higher by the sawtooth speed width. In this embodiment, sawtooth operation will be described as an operating method in the narrow sense.

[0025] In this embodiment, the speed range is adjusted using the following three elements, and a running curve for sawtooth running that alternates between power running and coasting is created within the adjusted speed range.

[0026] The first factor for adjusting the speed range is the difference between the time at which a train passes a target station and the target passing time. Specifically, a constant running speed, which is the speed required to pass a given target station among multiple target stations at a given target passing time, is first calculated, and a sawtooth operation curve is created with the constant running speed as the target speed. The target passing time is, for example, the time at which the target station is passed on the train schedule. The constant running speed is calculated by dividing the running distance from the start position of the running curve creation to the target passing station by the required time from the start time of the running curve creation to the target passing time (constant running speed = running distance / required time).

[0027] Next, the system calculates the expected required time for the scheduled service, which is the time expected to travel to the scheduled service station if the train travels at a constant speed according to the scheduled service speed, from the scheduled service target speed, which is the target speed when the scheduled service is specified, and the travel distance to the scheduled service target station (Scheduled Service Expected Required Time = Travel Distance / Scheduled Service Expected Target Speed). The system also calculates the actual delay time for the scheduled service, which is the delay calculated from the time the train passes the scheduled service station when traveling according to the created sawtooth operation curve (Scheduled Service Expected Delay Time = Passage Time - Passage Target Time). The system then calculates a corrected target time from the difference between the expected required time for the scheduled service and the actual delay time (corrected target time = Scheduled Service Expected Required Time - Scheduled Service Expected Delay Time). Next, the system calculates a corrected speed from the travel distance and the corrected target time (corrected speed = Travel Distance / Corrected Target Time). This corrected speed is then used as the new target speed, and the speed range is adjusted to match the new target speed.

[0028] Figure 2 is an example of a sawtooth operation curve created after adjusting the speed range due to the difference between the time of passing at a target station and the target passing time, compared to the operation curve shown in Figure 1. Figure 2 shows an example in which the passing time of a target station is delayed relative to the target passing time. Therefore, the target speed is higher than the regular service speed, so the speed range is adjusted so that the upper and lower speed limits are increased. The created operation curve has a higher overall running speed compared to the operation curve with the target speed being the regular service speed shown by the dotted line.

[0029] The second factor for adjusting the speed range is the gradient of the track. From the train driver's perspective, it is desirable to prioritize powering on uphill gradients and coasting on downhill gradients. Therefore, if there is a gradient on the track ahead of the running position, a gradient look-ahead adjustment is performed to adjust the speed range of the running position so that powering or coasting is prioritized depending on the gradient. Specifically, the system determines the difference in elevation between the running position and a look-ahead position a predetermined distance ahead of the running position, and adjusts the speed range at the running position based on the determination result. More specifically, the system estimates the expected speed of the train at the look-ahead position based on the law of conservation of mechanical energy between the running position and the look-ahead position, and adjusts the speed range based on the expected speed.

[0030] Figure 3 is a diagram illustrating gradient look-ahead adjustment. Figure 3 shows an example of a train running curve, with the horizontal axis representing the position along the track and the vertical axis representing the train's running speed and altitude. In Figure 3, there is a gradient section midway through the running section, where the elevation gradually increases on an uphill gradient, followed by a downhill gradient where the elevation gradually decreases.

[0031] In gradient look-ahead adjustment, the law of conservation of mechanical energy states that the sum of the potential energy and the kinetic energy of the train is equal at the running position and at a look-ahead position a predetermined distance ahead of the running position. Based on this law, the expected speed, which is the train's expected running speed at the look-ahead position, is calculated, and the differential speed between this expected speed and the running speed at the running position (current speed) is calculated as the gradient-corrected speed. According to the law of conservation of mechanical energy, the train's kinetic energy at the running position (current kinetic energy) + the potential energy at the running position (current potential energy) = the potential energy at the look-ahead position (look-ahead potential energy) + the train's kinetic energy at the look-ahead position (look-ahead kinetic energy). Therefore, the look-ahead kinetic energy = current kinetic energy + current position energy - look-ahead potential energy. The running speed at the look-ahead position is calculated from the look-ahead kinetic energy, and the gradient-corrected speed differential is calculated as the running speed at the look-ahead position - the running speed at the current position.

[0032] The upper and lower limit speeds of the speed range at the travel position are then changed so as to decrease by the calculated gradient correction speed. Therefore, the upper limit speed of the speed range at the changed travel position is expressed as follows: Upper limit speed = Target speed + Sawtooth speed width - Gradient correction speed difference, and the lower limit speed is expressed as: Lower limit speed = Target speed - Sawtooth speed width - Gradient correction speed difference.

[0033] That is, when the difference in elevation between the look-ahead position and the traveling position is higher, i.e., when the vehicle is on an uphill gradient, the gradient correction speed becomes a negative value, and the upper and lower limit speeds of the speed range are adjusted to be higher, giving priority to powering. When the difference in elevation between the look-ahead position and the traveling position is lower, i.e., when the vehicle is on a downhill gradient, the gradient correction speed becomes a positive value, and the upper and lower limit speeds of the speed range are adjusted to be lower, giving priority to coasting.

[0034] The read-ahead position may be a position a predetermined distance ahead of the traveling position, or a position after a predetermined time based on the traveling speed (= traveling speed × predetermined time).

[0035] The third factor for adjusting the speed range is the speed limit section. A speed limit section is a section with a lower speed limit than other sections. Therefore, if a train accelerates by powering just before a speed limit section, it often requires immediate braking, which complicates the driver's driving and is undesirable from the perspective of reducing energy consumption. Therefore, a speed limit range indicating the range within which the speed is limited for each traveling position is set based on the speed limit section. Specifically, a reverse coasting curve is created by coasting backward from the start point of the speed limit section and the speed limit at that start point, and the speed limit range is set based on this reverse coasting curve. Furthermore, for speed limit sections on a downhill slope, a reverse coasting curve is created by coasting backward from the end point of the speed limit section and the speed limit at that end point, and the speed limit range is set based on this reverse coasting curve.

[0036] Figures 4 to 7 are diagrams for explaining the setting of the speed suppression range. Figures 4 to 7 show an example of a sawtooth operation curve, with the horizontal axis representing the position along the track and the vertical axis representing the train's running speed. In the examples of Figures 4 to 7, a speed limit section is set in the middle of the running section.

[0037] As shown in Figure 4, the starting point is the start position of the speed limit section and the point indicating the speed limit at that starting point, and a coasting reverse curve is generated by coasting backward from this starting point (drawn in the opposite direction to the train's direction of travel).The running speed at each position along the coasting reverse curve is then set as the suppressed speed, and the range at each position where the speed is higher than this suppressed speed (the shaded range in Figure 4) is set as the speed suppression range.The sawtooth running curve is created so that it is outside this speed suppression range, that is, so that the running speed at each position is equal to or lower than the suppressed speed, which is the running speed at that position along the coasting reverse curve.

[0038] The coasting reverse curve is generated up to the point where the running speed along the curve reaches the speed limit for the line, or the point where the coasting operation continues for a predetermined time. Therefore, the speed suppression range is set in the section from that point to the start position of the speed limit section (corresponding to the start position of the coasting reverse curve).

[0039] As a comparative example, Fig. 5 shows an example of a running curve for sawtooth operation when a speed suppression range is not set. In the example of Fig. 5, similar to the example shown in Fig. 4, a speed-limited section is set up in the middle of the line, and braking operation is performed just before entering the speed-limited section in order to reduce the running speed when entering this speed-limited section to the speed limit. In other words, after performing powering operation, coasting operation, and braking operation, the train enters the speed-limited section.

[0040] In contrast, when a speed suppression range is set as shown in Fig. 4, the train shifts from powering to coasting when the traveling speed just before the speed limit section reaches the suppressed speed, i.e., before reaching the upper limit speed of the speed range.The train then coasts along the coasting reverse curve at the speed (suppressed speed) and enters the speed limit section, eliminating the need for braking.

[0041] Furthermore, on a downhill slope, the driving speed increases (accelerates) even when coasting, so in speed-restricted sections with a downhill slope, a reverse coasting curve is created by coasting backward from the end point of the speed-restricted section and the point indicating the speed limit at that end point, and a speed suppression range is set based on this reverse coasting curve.

[0042] Figure 6 is a diagram that explains the setting of the speed suppression range in a speed limit section on a downward gradient. Figure 6 shows an example of a sawtooth operation curve, with the horizontal axis representing the position along the track and the vertical axis representing the train's running speed. In the example of Figure 6, a speed limit section with a downward gradient is set up in the middle of the running section.

[0043] In this case, the end position of the speed limit section and the point indicating the speed limit at that end position are used as starting points. Similarly, a coasting reverse curve is generated by coasting from this starting point (drawn in the opposite direction to the train's direction of travel). In Figure 6, the thick dotted arrow represents the coasting reverse curve. The coasting reverse curve in Figure 6 is a polygonal line in which the speed increase / decrease trend changes between sections with a downward gradient and sections without a downward gradient. The running speed at each position along the coasting reverse curve is defined as the suppressed speed, and the range of speeds higher than this suppressed speed at each position (the shaded area in Figure 6) is defined as the speed suppression range. The coasting reverse curve is generated up to the position where the running speed along the curve reaches the speed limit for the line, or the point where the coasting duration reaches a predetermined time. The sawtooth running curve is then generated so that it is outside this speed suppression range, i.e., so that the running speed at each position is equal to or less than the suppressed speed, which is the running speed at that position along the coasting reverse curve.

[0044] As a comparative example, Fig. 7 shows an example of a running curve for sawtooth operation when a speed suppression range is not set. In the example of Fig. 7, like the example shown in Fig. 6, a speed-limited section with a downhill gradient is set up in the middle of the line. The train enters the speed-limited section at a running speed below the speed limit, but because the running speed increases (accelerates) even when coasting on a downhill gradient, braking is performed after entering the speed-limited section to reduce the running speed to the speed limit.

[0045] In contrast, when a speed suppression range is set as shown in Figure 6, powering is discontinued and the train transitions to coasting when the traveling speed just before the speed limit section reaches the suppressed speed (point P1), i.e., before entering the speed limit section.The train then continues coasting at a speed (suppressed speed) that follows the coasting reverse curve and exits the speed limit section, eliminating the need for braking.Note that there is a downhill slope from point P3 to the end of the speed limit section, so coasting increases the traveling speed.

[0046] Fig. 8 shows an example of the functional configuration of the running curve creation device 1. According to Fig. 8, the running curve creation device 1 is configured to include an operation unit 102, a display unit 104, a communication unit 106, a processing unit 200, and a storage unit 300, and is realized as a type of computer system. Note that the running curve creation device 1 may be realized by a single computer, or may be configured by connecting multiple computers.

[0047] The operation unit 102 is realized by input devices such as a keyboard, a mouse, a touch panel, and various switches, and outputs operation signals corresponding to the operations performed to the processing unit 200. The display unit 104 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays based on display signals from the processing unit 200. The communication unit 106 is a communication device realized by, for example, a wireless communication module, a router, a jack for a wired communication cable, a control circuit, etc., and connects to a given communication network to perform data communication with external devices. Furthermore, when the running profile creation device 1 is mounted on a train and creates a running profile for a planned running section in real time to provide driving support to the train driver, the communication unit 106 performs data communication with external devices such as a GNSS (Global Navigation Satellite System) receiver and a vehicle monitoring device mounted on the train to obtain the current running position and running speed of the train.

[0048] The processing unit 200 is a processor realized by an arithmetic device or arithmetic circuit such as a CPU (Central Processing Unit) or FPGA (Field Programmable Gate Array), and performs overall control of the running curve creation device 1 based on programs and data stored in the memory unit 300, input data from the operation unit 102 and communication unit 106, etc.

[0049] The processing unit 200 also performs a running profile creation process (see FIG. 9 ) that creates a running profile for a train that passes through multiple passing stations in succession, by executing processing in accordance with a running profile creation program 302 stored in the storage unit 300. Functional processing blocks for this purpose include a target passing time setting unit 202 and a running profile creation unit 204. Each of these functional units in the processing unit 200 can be realized in software by the processing unit 200 executing a program, or can be realized by a dedicated arithmetic circuit. In this embodiment, the former software realization will be described.

[0050] The target passage time setting unit 202 sets a target passage time for passing through a given target passage station. Specifically, the target passage station and the target passage time may be set in accordance with an operation instruction via the operation unit 102, or the passing time of the target passage station determined on the train schedule corresponding to the train and target passage station instructed via the operation unit 102 may be set.

[0051] The running profile creation unit 204 sets a speed range based on the target passing time and the traveling distance to the target passing station, and creates a running profile including multiple combinations of powering and coasting based on the speed range. The running profile creation unit 204 also creates a running profile based on the speed suppression range set by the speed suppression range setting unit 210.

[0052] Specifically, a speed range of a predetermined sawtooth speed width is set around the target speed after adjustment by correction unit 206. That is, a speed range is set as a range in which a speed higher than the target speed by the sawtooth speed width is set as the upper limit speed, and a speed lower than the target speed by the sawtooth speed width is set as the acceleration / deceleration speed. Then, an operation curve for sawtooth operation including multiple combinations of powering operation and coasting operation is created so that the traveling speed at each traveling position is within the speed range for that traveling position and is equal to or lower than the suppression speed set as the speed suppression range (see FIG. 1).

[0053] The parameters required to create a running curve are stored as creation parameter data 330. The creation parameter data 330 includes a target section for which a running curve is to be created (e.g., a section from a departure station to a destination station), the start time and start speed of running from the start position of the target section (e.g., a departure station), a target passing station and target passing speed set by the target passing time setting unit 202, a sawtooth speed width, etc.

[0054] The running profile creation unit 204 also includes a correction unit 206 , a gradient look-ahead adjustment unit 208 , and a speed suppression range setting unit 210 .

[0055] The correction unit 206 corrects the operation curve based on the difference between the predicted passage time of the target passage station based on the operation curve including the created combinations and the target passage time.

[0056] Specifically, a constant service speed for passing through the target station at the target time is calculated, and a sawtooth operation curve with the constant service speed as the target speed is created. Next, a constant service designated estimated required time is calculated, which is the estimated required time when traveling at a constant speed according to the constant service speed to the target station, from the constant service designated target speed, which is the target speed when the constant service designated is specified, and the traveling distance to the target station (constant service designated estimated required time = traveling distance / constant service designated target speed). Furthermore, a constant service designated actual delay time is calculated, which is the delay time calculated from the passing time of the target station when traveling according to the created sawtooth operation curve (constant service designated actual delay time = passing time - passing target time), and a corrected target time is calculated from the difference between the constant service designated estimated required time and the constant service designated actual delay time (corrected target time = constant service designated estimated required time - constant service designated actual delay time). Next, a corrected speed is calculated from the traveling distance and the corrected target time (corrected speed = traveling distance / corrected target time). This corrected speed is then set as the new target speed, and the speed range is adjusted to match the new target speed. In this way, the correction unit 206 corrects the created operation curve by adjusting the speed range based on the difference between the time at which the train passes the target passage station and the target passage time (see FIG. 2).

[0057] The gradient look-ahead adjustment unit 208 determines, for each running position, the difference in elevation between the running position and a look-ahead position a predetermined distance ahead of the running position, and adjusts the speed range at the running position based on the determination result.The gradient look-ahead adjustment unit 208 estimates the expected speed of the train at the look-ahead position based on the law of conservation of mechanical energy at the running position and the look-ahead position, and adjusts the speed range based on the expected speed.

[0058] Specifically, the law of conservation of mechanical energy states that the sum of the potential energy and the kinetic energy of the train is equal at the running position and at a look-ahead position a predetermined distance ahead of the running position, and based on this law, the estimated speed, which is the train's expected running speed at the look-ahead position, is calculated. The differential speed between this estimated speed and the running speed at the current position (current speed) is then calculated as the gradient-corrected speed. The look-ahead position may be a position a predetermined distance ahead of the current running position (current position), or a position a predetermined time after the current running speed (= running speed × predetermined time). The upper and lower limit speeds of the speed range for the running position are then changed so as to decrease by the calculated gradient-corrected speed (see Figure 3). The gradients at each position that determine the elevation difference are stored in advance as part of the track section data.

[0059] The speed suppression range setting unit 210 sets a speed suppression range that indicates the range in which the speed is suppressed for each traveling position based on the speed limit section. A reverse coasting curve is created by coasting backward from the start point of the speed limit section and the speed limit at the start point, and the speed suppression range is set based on the reverse coasting curve. Furthermore, for a speed limit section on a downhill slope, a reverse coasting curve is created by coasting backward from the end point of the speed limit section and the speed limit at the end point, and the speed suppression range is set based on the reverse coasting curve.

[0060] Specifically, the starting point is the start position of the speed limit section and the point indicating the speed limit at that starting point, and a coasting reverse curve is generated by coasting backward from this start point (drawn in the opposite direction to the train's direction of travel).The coasting reverse curve is generated up to the position where the running speed along the curve reaches the speed limit for the line section, or the point where coasting has continued for a predetermined time.The running speed at each position along the coasting reverse curve is then set as the suppressed speed, and the range of speeds higher than this suppressed speed is set as the speed suppression range.

[0061] For speed-limited sections with a downward gradient, the end position of the speed-limited section and the point indicating the speed limit at that end position are set as the starting points, and a coasting reverse curve is similarly generated by coasting backward from this start point (drawn in the opposite direction to the train's traveling direction).The traveling speed at each position along the coasting reverse curve is then set as the suppressed speed, and the range of speeds higher than this suppressed speed is set as the speed suppression range (see Figures 4 to 7).Here, the speed-limited section is stored in advance as part of the track data 320.

[0062] The storage unit 300 may be configured to be realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, or may be configured to be realized by an external storage device established in a cloud environment, or may be configured using both. The storage unit 300 stores programs, data, etc. that the processing unit 200 uses to comprehensively control the running curve creation device 1, and is also used as a working area for the processing unit 200 to temporarily store results of calculations performed by the processing unit 200, input data from the operation unit 102 and communication unit 106, etc.

[0063] In this embodiment, the memory unit 300 stores a running curve creation program 302, train schedule data 310 for the line section including the target section, line section data 320 for the line section including the target section, creation parameter data 330, and running curve data 340 for the running curve created by the running curve creation unit 204.

[0064] FIG. 9 is a flowchart illustrating the flow of the operation profile creation process performed by the operation profile creation device 1. According to FIG. 9, first, the target passing time setting unit 202 sets a target passing station among multiple passing stations in the target section for which the operation profile is created, and the target passing time of the target passing station (step S1). Next, the correction unit 206 calculates the constant running speed, which is the train's running speed for passing the target passing station at the target passing time (step S3). Next, an operation profile (constant running speed operation curve) including a sawtooth running curve with the constant running speed as the target speed is created (step S5). Note that when creating the constant running speed operation curve, a speed suppression range may be set and a gradient may be read ahead and adjusted. In this case, this can be achieved by similarly performing the corrected operation profile process (see FIG. 10), which will be described later.

[0065] Then, the predicted time of passing the target station when traveling according to the created operation curve (constant speed operation curve) is calculated, and a corrected speed is calculated according to the delay time, which is the difference between the scheduled time of passing and the target time of passing (step S7). After that, the operation curve creation unit 204 performs a corrected operation curve creation process (see FIG. 10) to create a sawtooth operation operation curve with the corrected speed as the target speed (step S9). After the above process is performed, this process ends.

[0066] FIG. 10 is a flowchart illustrating the flow of the corrected running profile creation process. According to FIG. 10, first, the running profile creation unit 204 initializes the running position, running speed, and operating state of the train (step S11). For example, the start position, start speed, and operating state of a predetermined target section for creating a running profile may be initialized. Alternatively, if the running profile is created in real time on a train, the current running position, running speed, and operating state of the train may be initialized. Next, the speed suppression range setting unit 210 performs a speed suppression range setting process (see FIG. 11) to set a speed suppression range based on the speed limit section (step S13). Next, the gradient look-ahead adjustment unit 208 performs a gradient look-ahead adjustment to calculate a gradient-corrected speed for the running position (step S15). Next, the running profile creation unit 204 performs an operating state determination process (see FIG. 12) to determine the operating state of the train (step S17). Then, assuming that the train is operating in the determined operating state, the time Δt is advanced and the operation curve is updated (step S19), and the running position and running speed of the train after the time Δt are calculated (step S21).

[0067] Thereafter, it is determined whether a predetermined termination condition, such as arrival at a destination station, is met. If the termination condition is not met (step S23: NO), the process returns to step S13. If the termination condition is met (step S23: YES), the process ends.

[0068] Fig. 11 is a flowchart illustrating the speed suppression range creation process. According to Fig. 11, first, the speed suppression range setting unit 210 determines the speed limit section immediately ahead of the train's running position (step S101). If the determined speed limit section is a speed limit section with a downward gradient (step S103: YES), the end position of the speed limit section and the speed limit at that end position are set as the starting point (step S105). If the speed limit section is not a speed limit section with a downward gradient (step S103: NO), the start position of the speed limit section and that start position are set as the starting point (step S107). Next, a coasting reverse curve is generated from the determined starting point (position and speed) (step S109).

[0069] Then, if the suppression speed, which is the speed at each position along the coasting reverse curve, exceeds the speed limit at that position (step S111: YES), the generation of the coasting reverse curve is terminated at that position, and a speed suppression range is set in the section from that position to the position of the starting point of the coasting reverse curve (the start or end position of the speed limit section), with the speed at each position along the coasting reverse curve as the suppression speed.

[0070] Furthermore, if the suppressed speed drops below a predetermined speed (= limit speed - suppressed reduction speed) (step S113: YES) before the suppressed speed exceeds the speed limit (step S111: NO), or if the coasting time, which is the duration of coasting operation according to the coasting reverse curve, exceeds a predetermined suppressed coasting time (step S115: YES), the generation of the coasting reverse curve is terminated at that position, and a braking reverse curve is subsequently generated from that position and speed (step S117).

[0071] Then, if the suppressed speed, which is the speed at each position along the reverse braking curve, exceeds the speed limit at that position (step S119: YES), generation of the braking reverse curve ends at that position. Then, a speed suppression range is set in the section from that position to the position of the start point of the coasting reverse curve (the start or end position of the speed limit section), with the speed at each position along the coasting reverse curve or the braking reverse curve as the suppressed speed. Once the above processing has been performed, this processing ends.

[0072] FIG. 12 is a flowchart illustrating the flow of the driving state determination process. According to FIG. 12, first, it is determined whether the current traveling speed (current speed) is within the speed range of the current traveling position (current position). That is, if the current speed is not below the lower limit speed of the speed range (= target speed - sawtooth speed width - gradient correction speed) (step S201: NO) and does not exceed the upper limit speed of the speed range (= target speed + sawtooth speed width - gradient correction speed) (step S203: NO), it is determined that the traveling speed is within the speed range of the traveling position. In this case, it is next determined whether the current position is within the speed suppression range and the current speed exceeds the suppression speed for the current position. If it does not exceed it (step S205: NO), the driving state is not changed (step S207). If it exceeds it (step S205: YES), the driving state is changed to coasting (step S211).

[0073] On the other hand, if the current speed is below the lower limit speed of the speed range for the current position (= target speed - sawtooth speed width - gradient correction speed) (step S201: YES), then it is determined whether the current position is within the speed suppression range and whether the speed is below a speed (= suppression speed - suppression margin speed) that is lower than the suppression speed for the current position by a predetermined suppression margin speed (step S209). If it is below (step S209: YES), the operating state is changed to powering (step S213). If it is not below (step S209: NO), the operating state is changed to coasting (step S211). Here, the suppression margin speed is a margin speed set to ensure a certain amount of powering operation duration, since it would be difficult for the driver to drive if powering operation ended too quickly. In other words, if the current speed is lower than the suppression speed by a certain amount (at least by the suppression margin speed), the operating state is changed to powering.

[0074] If the current speed exceeds the upper limit speed of the speed range of the current position (= target speed + sawtooth speed width - gradient correction speed) (step S203: YES), the driving state is changed to coasting (step S211). After the above processing is performed, this processing ends.

[0075] 13 to 15 are diagrams showing an example of a running profile created by the running profile creation device 1 of this embodiment. FIGS. 13 to 15 show examples in which two of the three elements that adjust the speed range of the sawtooth running described above (railway gradient and speed limit section) are applied. This is to make the effects of these elements easier to understand. In addition, FIGS. 13 to 15 show, from top to bottom, the gradient, speed limit, and created running profile, with the horizontal axis representing the position along the railroad and the vertical axis representing the gradient and the train's running speed.

[0076] Figure 13 shows an example of gradient look-ahead adjustment. In the example of Figure 13, there is a downhill gradient in the first half of the section, and the speed range for sawtooth operation is adjusted to decrease before this downhill gradient (gradient look-ahead adjustment). Also, there is an uphill gradient in the second half of the section, and the speed range for sawtooth operation of the operating curve is adjusted to increase before this uphill gradient (gradient look-ahead adjustment).

[0077] The generated driving curve starts running in powered driving from the current position, adjusts the speed range to decrease due to the downhill gradient (gradient read-ahead adjustment) halfway down the slope, and transitions from coasting to powered driving at a point where the upper limit speed of the adjusted speed range is reached. Then, just before an uphill gradient, adjusts the speed range to increase due to the uphill gradient (gradient read-ahead adjustment), and transitions from coasting to powered driving at a point where the lower limit speed of the adjusted speed range is reached.

[0078] Figure 14 shows an example of setting a speed suppression range based on a speed limit section, which is the third element. In the example of Figure 14, a speed limit section is set on a downward slope in the latter half of the section, and a speed suppression range is set based on this speed limit section. In other words, it is the range from the point where the coasting reverse curve starting from the end position of this speed limit section reaches the speed limit to the end position of the speed limit section. The suppressed speed is also shown by a thin dotted line. Note that the change in the suppressed speed is not constant because the gradient within the speed suppression range changes.

[0079] The generated operating curve starts running at powered operation from the current position, continues running at powered operation into the speed suppression range, switches to coasting operation when the suppressed speed is reached, and then coasts along the suppressed speed while passing through (entering and exiting) the speed limit section.

[0080] Fig. 15 shows another example of a speed suppression range set based on a speed limit section. In the example of Fig. 15, a speed limit section with a downward gradient is provided in the latter half of the section, and a speed suppression range is set based on this speed limit section. In other words, the speed suppression range is set in the section from the position where the coasting operation according to the coasting reverse curve starting from the end position of this speed limit section continues for a predetermined time (coasting time) to the end position of the speed limit section. The suppressed speed is also shown by a thin dotted line.

[0081] The generated operating curve starts traveling in powered operation from the current position, transitions from powered operation to coasting operation when it reaches the upper limit speed of the speed range just before the speed suppression range, enters the speed suppression range, and coasts into the speed limit section at the suppressed speed of the speed suppression range. Because the speed limit section has a downward slope, the traveling speed increases even when coasting, and the operating curve transitions to braking operation as it approaches the speed limit, and then transitions back to coasting operation. Braking became necessary within the speed limit section because the speed suppression range was set so that the duration of coasting along the coasting reverse curve (coasting time) would be less than a predetermined time.

[0082] In this way, according to this embodiment, it is possible to appropriately create a sawtooth operation profile for a train that passes through multiple passing stations in succession. That is, a speed range is set based on the target passing time and the traveling distance to the target passing station, and a sawtooth operation profile that includes a combination of powering operation and coasting operation is created based on this speed range.

[0083] Specifically, the operating curve is corrected based on the difference between the predicted time of passing a target station based on the created sawtooth operating curve and the set target passing time. This makes it possible to create an appropriate sawtooth operating curve that passes a target station at the target passing time. It also makes it possible to create an appropriate operating curve that matches the driver's actual sense of driving control on gradients. It also makes it possible to avoid unnecessary braking near speed limit sections, making it easier for the train driver to drive and reducing energy consumption, making it possible to create an appropriate operating curve.

[0084] It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and can be modified as appropriate without departing from the spirit of the present invention. [Explanation of symbols]

[0085] 1...Operation curve creation device 200...Processing section 202…Target time setting section 204...Operation curve creation section 206...correction unit 208...Gradient look-ahead adjustment unit 210...Speed ​​suppression range setting unit 300...Storage section 302...Running curve creation program 310...Train timetable data 320...Line data 330...Created parameter data 340...Driving curve data

Claims

1. A train running curve creation device that creates a running curve for a train that passes through a plurality of passing stations in succession, a target passage time setting means for setting a target passage time for passing through a given target passage station; a running profile creation means for setting a speed range based on the target passing time and a traveling distance to the target passing station, and creating a running profile including a plurality of combinations of powering operation and coasting operation based on the speed range; A running curve creation device comprising:

2. The running curve creation means a correction means for correcting the operation curve based on a difference between a predicted passage time of the target passage station based on the created operation curve including a plurality of the combinations and the target passage time; having The running curve creation device according to claim 1.

3. The running curve creation means gradient read-ahead adjustment means for determining, for each travel position, a difference in elevation between the travel position and a read-ahead position located a predetermined distance ahead of the travel position, and adjusting the speed range at the travel position based on the determination result; having The running curve creation device according to claim 1 or 2.

4. When it is determined that there is an elevation difference, the gradient look-ahead adjustment means estimates an assumed speed of the train at the look-ahead position based on the law of conservation of mechanical energy at the running position and the look-ahead position, and adjusts the speed range based on the assumed speed. The running curve creation device according to claim 3.

5. a speed suppression range setting means for setting a speed suppression range indicating a range in which the speed is suppressed for each traveling position based on a speed limit section; Further provided with The running profile creation means creates a running profile based on the speed suppression range. The running curve creation device according to claim 1 or 2.

6. the speed suppression range setting means creates a reverse coasting curve by coasting backward from the start point of the speed limit section and the speed limit at the start point, and sets the speed suppression range based on the reverse coasting curve. The running curve creation device according to claim 5.

7. the speed suppression range setting means creates a reverse coasting curve for the speed limit section on a downward slope by coasting backward from the end point of the speed limit section and the speed limit at the end point, and sets the speed suppression range based on the reverse coasting curve. The running curve creation device according to claim 5.

8. A method for creating a train running curve for a train that passes through a plurality of passing stations in succession, comprising: Setting a target transit time for passing through a given target transit station; setting a speed range based on the target passing time and the traveling distance to the target passing station, and creating an operation curve including a plurality of combinations of powering operation and coasting operation based on the speed range; A method for creating a driving curve including:

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