Driving Management System

Abstract

This system provides a train operation management system that can improve the target operating curve created in subsequent operations if the train's speed deviates from the target operating curve. [Solution] The system includes a driving curve creation unit 8 that creates a target driving curve, which is the target driving curve for train 1 in the target section, and a predicted value storage unit 14 that stores a predicted value of the running resistance when train 1 is running in the target section. The driving curve creation unit 8 is configured to create a target driving curve based on the predicted value storage unit 14. If the speed of train 1 deviates from the target driving curve while train 1 is running in the target section, the system includes a correction unit 19 that corrects the predicted value of the resistance stored in the predicted value storage unit 14.

Description

Technical Field

[0001] The present invention relates to an operation management system.

Background Art

[0002] As an operation management system, for example, the one described in Patent Document 1 is already known. This operation management system (referred to as an "operation curve creation device" in Patent Document 1) is configured to execute a running simulation and create an operation curve with a coasting section added.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In an operation management system that creates a target operation curve, which is an operation curve that is the target of train operation, a situation is assumed where the created target operation curve does not match the actual situation (the running performance and environment of the actual train, etc.). In such a case, when the train is running based on the created target operation curve, the speed of the train deviates from the target operation curve.

[0005] For example, when the target operation curve includes a coasting section, if the slope of the coasting section does not match the actual situation (in other words, the speed change when the train actually coasts), the speed of the train will deviate from the target operation curve during running in the coasting section.

[0006] An object of the present invention is to provide an operation management system that can improve the target operation curve created after the next time when the speed of the train deviates from the target operation curve.

Means for Solving the Problems

[0007] The present invention is characterized by comprising: a driving curve creation unit that creates a target driving curve, which is a target driving curve for train operation in a target section; and a prediction value storage unit that stores a predicted value of the running resistance when the train runs in the target section, wherein the driving curve creation unit is configured to create the target driving curve based on the predicted value stored in the prediction value storage unit, and a correction unit that corrects the predicted value stored in the prediction value storage unit if the speed of the train deviates from the target driving curve while the train is running in the target section.

[0008] In this configuration, if the train's speed deviates from the target operating curve, the resistance prediction value stored in the prediction value memory unit is corrected. As a result, the target operating curve is created based on the corrected resistance prediction value in subsequent operations, thus improving the target operating curve.

[0009] In other words, this configuration makes it possible to realize a train operation management system that can improve the target operating curve created in subsequent cycles if the train's speed deviates from the target operating curve.

[0010] Furthermore, in the present invention, the driving curve creation unit is configured to create the target driving curve such that the coasting section, which is the section in which the train coasts, is included in the target driving curve, and the correction unit preferably corrects the predicted resistance value stored in the predicted value storage unit when the speed of the train deviates from the target driving curve while the train is coasting in the coasting section.

[0011] The change in speed when a train is coasting varies depending on the running resistance. More specifically, the greater the running resistance, the greater the deceleration during coasting (the decrease in speed per unit distance or unit time). Therefore, if the predicted resistance value does not match the actual running resistance, the train's speed will deviate from the target operating curve when the train is coasting in the coasting section.

[0012] In this configuration, if the train's speed deviates from the target operating curve while coasting in a coasting section, the resistance prediction value stored in the prediction value memory is corrected. This makes it possible to bring the resistance prediction value closer to the actual running resistance. As a result, in subsequent attempts, the target operating curve will be created based on the corrected resistance prediction value, making it less likely for the speed to deviate in the coasting section.

[0013] Furthermore, in the present invention, the prediction value storage unit stores a plurality of resistance prediction values ​​corresponding to a plurality of operating areas, each of the operating areas includes at least one of the target sections, and the correction unit preferably corrects the resistance prediction value corresponding to the operating area to which the target section belongs when the speed of the train deviates from the target operating curve while the train is running in the target section.

[0014] This configuration allows for the use of different resistance prediction values ​​for each operating area. Furthermore, with this configuration, if the train's speed deviates from the target operating curve, the resistance prediction value corresponding to the operating area the train was traveling in at that time is corrected. As a result, the next time the train travels in that operating area, the target operating curve will be created based on the corrected resistance prediction value, thus improving the target operating curve for that operating area.

[0015] Furthermore, in the present invention, it is preferable that the modification unit modifies the predicted resistance value based on the calculation result of the acceleration / deceleration degree of the train, and modifies the predicted resistance value stored in the predicted value storage unit in relation to the air density of the area where the calculation result was obtained.

[0016] According to this configuration, when the speed of the train deviates from the target operation curve while the train is coasting in the coasting section, the resistance prediction value stored in the prediction value storage unit is corrected based on the calculation result of the acceleration / deceleration of the train. As a result, since the resistance prediction value is corrected taking into account the air resistance that has a large influence on the change in the train speed during coasting, it becomes possible to approach the actual running resistance. In addition, since the resistance prediction value is corrected in association with the air density in the area where the calculation result of the acceleration / deceleration of the train is obtained, if the corrected resistance prediction value is applied to a similar area, it becomes less likely that the speed deviates in the coasting section.

[0017] Furthermore, in the present invention, it is preferable to include a travel control unit that controls the travel of the train based on the target operation curve.

[0018] According to this configuration, when running the train according to the target operation curve, it is easier to run accurately according to the target operation curve and labor saving can be achieved compared to the case where the running is performed manually.

Brief Description of Drawings

[0019] [Figure 1] It is a block diagram showing the configuration of the operation management system. [Figure 2] It is a flowchart of the operation target determination flow. [Figure 3] It is a flowchart of the first creation flow. [Figure 4] It is a flowchart of the second creation flow. [Figure 5] It is a flowchart of the third creation flow. [Figure 6] It is a graph showing the reference operation curve. [Figure 7] It is a graph showing the target operation curve. [Figure 8] It is a graph showing the target operation curve. [Figure 9] It is a flowchart of the prediction value selection flow. [Figure 10]It is a graph showing an example when adjustment brake control is executed. [Figure 11] It is a graph showing an example when adjustment brake control and adjustment coasting control are executed. [Figure 12] It is a graph showing an example when adjustment deceleration control is executed. [Figure 13] It is a flowchart of a correction flow. [Figure 14] It is a flowchart of a curve selection flow. [Figure 15] It is an explanatory diagram of a tunnel determination unit. [Figure 16] It is a flowchart of a correction flow according to another embodiment.

Mode for Carrying Out the Invention

[0020] The mode for carrying out the present invention will be described based on the drawings.

[0021] 〔Configuration of Train〕 As shown in FIG. 1, the train 1 includes an operation unit 2, a travel control unit 3, a drive device 4, and a brake device 5. The operation unit 2 is provided in the driver's cab (not shown) of the train 1. The operation unit 2 receives a manual operation by an operator.

[0022] As shown in FIG. 1, the operation unit 2 sends a signal corresponding to the received manual operation to the travel control unit 3. The travel control unit 3 controls the drive device 4 and the brake device 5 according to the signal. The drive device 4 is a device that drives (accelerates) the train 1 by controlling, for example, a traveling motor (not shown) provided in the train 1. The brake device 5 is a device that brakes (applies brakes) to the train 1 by controlling, for example, a traveling motor (not shown) provided in the train 1. Thereby, the travel control unit 3 controls the travel of the train 1.

[0023] With the configuration described above, train 1 can be operated manually by human intervention on the control unit 2. However, the present invention is not limited to this. Train 1 may be capable of both manual and automatic operation, or only automatic operation, or only manual operation. In this embodiment, train 1 is assumed to be capable of both manual and automatic operation.

[0024] Train 1 is equipped with a speed detection unit 6. The speed detection unit 6 detects the current speed (vehicle speed) of train 1. Although not particularly limited, the speed detection unit 6 may be configured to detect the speed based on pulse information from a speed generator (not shown) attached to the wheels (not shown) of train 1.

[0025] Train 1 is equipped with a position detection unit 7. The position detection unit 7 detects the current position of train 1. Although not particularly limited, the position detection unit 7 may be configured to detect the position based on information transmission between a ground transponder (not shown) installed on the ground and a train-mounted transponder (not shown) installed on train 1. Note that the ground transponder and train-mounted transponder are well known and therefore will not be described further.

[0026] Train 1 is operated by the train operation management system S (see Figure 1), which manages the operation of train 1. The train operation management system S will be described below.

[0027] [Basic configuration of the operation management system] As shown in Figure 1, train 1 is equipped with a driving curve creation unit 8, an onboard storage unit 9, and a reference acquisition unit 10. The driving curve creation unit 8, the onboard storage unit 9, and the reference acquisition unit 10 are included in the driving management system S. The aforementioned running control unit 3 is also included in the driving management system S.

[0028] The driving curve creation unit 8 creates the target driving curve 30 (see Figure 7). The target driving curve 30 is the driving curve that serves as the target for train 1's operation.

[0029] The onboard storage unit 9 stores route data, vehicle performance data, and a reference driving curve 20 (see Figure 6). Route data refers to data relating to the route of the target section 40 (see Figure 6). The target section 40 is the section from the departure point 41 (see Figure 6) to the arrival point 42 (see Figure 6) of train 1. Although not particularly limited, in this embodiment, the departure point 41 is the departure station and the arrival point 42 is the arrival station. The route data includes, for example, information regarding the gradient, curvature (or radius of curvature) at each point in the target section 40, and information regarding the tunnel section 45 (see Figure 8). The tunnel section 45 is the section in which train 1 travels inside tunnel 43 (see Figure 8). Information regarding the tunnel section 45 includes, for example, information indicating the location and length of the tunnel section 45.

[0030] Vehicle performance data refers to data related to the performance of train 1. For example, vehicle performance data includes information indicating the acceleration and deceleration performance of train 1.

[0031] The reference driving curve 20 is the driving curve that serves as the standard for travel in the target section 40. Although not particularly limited, in this embodiment, the reference driving curve 20 is the driving curve when train 1 travels in the target section 40 at the fastest possible speed. Both the reference driving curve 20 and the target driving curve 30 have position (distance) on the horizontal axis and speed on the vertical axis.

[0032] The reference acquisition unit 10 acquires the reference driving curve 20 from the onboard storage unit 9. In other words, the driving management system S includes a reference acquisition unit 10 that acquires the reference driving curve 20, which is the driving curve that serves as the standard for running in the target section 40, which is the section from the departure point 41 to the arrival point 42 of train 1.

[0033] The driving curve creation unit 8 acquires a reference driving curve 20 from the reference acquisition unit 10 and is configured to create a target driving curve 30 that includes a coasting section 31 (see Figure 7) based on the reference driving curve 20. The coasting section 31 is the section in which train 1 coasts. In other words, the driving management system S includes a driving curve creation unit 8 that creates a target driving curve 30 that includes a coasting section 31, which is the section in which train 1 coasts, based on the reference driving curve 20.

[0034] In other words, the operation management system S includes an operation curve creation unit 8 that creates a target operation curve 30, which is the target operation curve for train 1 in the target section 40. The operation curve creation unit 8 is configured to create the target operation curve 30 such that the coasting section 31, which is the section in which train 1 coasts, is included in the target operation curve 30. Coasting means moving by inertia (with the throttle off), without using power or regenerative braking.

[0035] [Driving Objective Determination Flowchart] The train operation management system S is configured to determine whether or not to create a target train curve 30 according to the train operation target determination flow shown in Figure 2. This train operation target determination flow will be described in detail below. Although not particularly limited, the train operation management system S may be configured to start this train operation target determination flow before train 1 departs from departure point 41, for example.

[0036] When the operation target determination flow is initiated, the process in step S01 is executed first. In step S01, the operation curve creation unit 8 determines whether or not it has received time information, etc., from the ground equipment 11 (see Figure 1). Specifically, the time information, etc., refers to information indicating the departure point 41 and the arrival point 42, and information indicating the specified arrival time to the arrival point 42. The specified arrival time is a predetermined arrival time. The specified arrival time may be defined by a specific time (for example, arriving at 9:03 a.m.) or by a length of time (for example, arriving in 11 minutes). Furthermore, the ground equipment 11 may or may not be included in the operation management system S.

[0037] If the driving curve creation unit 8 has received time information, etc. (Yes in step S01), the process proceeds to step S02. If the driving curve creation unit 8 has not received time information, etc. (No in step S01), this driving target determination flow ends.

[0038] In step S02, the train curve creation unit 8 determines, based on the aforementioned time information, whether it is necessary for train 1 to operate at the fastest possible speed in order to arrive at destination 42 on schedule. If the fastest possible speed is necessary (Yes in step S02), the process proceeds to step S03. If the fastest possible speed is not necessary (No in step S02), the process proceeds to step S04. Note that the case where the fastest possible speed is not necessary is when there is sufficient time available for operation.

[0039] In step S03, the running control unit 3 decides to run train 1 according to the reference driving curve 20. The running control unit 3 then acquires the reference driving curve 20 from the reference acquisition unit 10 via the driving curve creation unit 8. The running control unit 3 starts the automatic operation of train 1 and controls the operation of train 1 based on the acquired reference driving curve 20. After this, this driving target determination flow ends.

[0040] In step S04, the running control unit 3 decides to create a target driving curve 30 and to run train 1 according to the target driving curve 30. Accordingly, the driving curve creation unit 8 creates the target driving curve 30 based on the reference driving curve 20 acquired from the reference acquisition unit 10 and sends the target driving curve 30 to the running control unit 3. The running control unit 3 starts the automatic operation of train 1 and controls the operation of train 1 based on the acquired target driving curve 30. After this, this driving target determination flow ends.

[0041] Furthermore, when train 1 is operating automatically, the running control unit 3 acquires the speed of train 1 over time from the speed detection unit 6 and the position of train 1 over time from the position detection unit 7. Based on the information acquired from the speed detection unit 6 and the position detection unit 7, and the reference driving curve 20 or target driving curve 30, the running control unit 3 automatically controls the drive unit 4 and the brake unit 5 so that train 1 travels according to the reference driving curve 20 or target driving curve 30. As a result, train 1 operates automatically according to the reference driving curve 20 or target driving curve 30.

[0042] For example, if the process in step S03 described above is executed, train 1 will automatically operate according to the reference operating curve 20. Also, if the process in step S04 described above is executed, train 1 will automatically operate according to the target operating curve 30.

[0043] In this way, the operation management system S creates a target driving curve 30, which is the target driving curve for train 1. The operation management system S also includes a running control unit 3 that controls the movement of train 1 based on the target driving curve 30.

[0044] [Standard Operating Curve] Figure 6 shows an example of a standard operating curve 20. As shown in Figure 6, the standard operating curve 20 has an acceleration section 21, a first intermediate section 22, and a deceleration section 23. The acceleration section 21 is the section in which train 1 accelerates from the starting point 41.

[0045] The first intermediate section 22 is the section connecting the end of the acceleration section 21 to the beginning of the deceleration section 23. In this embodiment, the first intermediate section 22 is the section in which train 1 operates at a constant speed VM. Constant speed operation means operating within an acceptable range of variation with the goal of maintaining a constant speed (a speed that does not change over time). In other words, constant speed operation is not limited to operating at a strictly constant speed. The constant speed VM is the maximum speed in the first intermediate section 22 (the target section 40 in this embodiment where the maximum speed is constant). As shown in Figure 6, the constant speed VM in the reference operating curve 20 is set to the first speed V1.

[0046] The deceleration section 23 is the section in which train 1 slows down by applying the brakes as it heads towards the destination 42.

[0047] Thus, the standard operating curve 20 has an acceleration section 21, which is the section in which train 1 accelerates from the starting point 41, and a deceleration section 23, which is the section in which train 1 slows down by braking towards the arrival point 42.

[0048] Furthermore, the acceleration section 21 may be a section in which train 1 accelerates continuously, or a section in which train 1 accelerates intermittently (in stages). Similarly, the deceleration section 23 may be a section in which train 1 decelerates continuously, or a section in which train 1 decelerates intermittently (in stages).

[0049] As shown in Figure 6, the deceleration section 23 includes a first braking section 24, a second intermediate section 25, and a second braking section 26. The first braking section 24 and the second braking section 26 are sections in which train 1 decelerates by braking. The second braking section 26 is located closer to the arrival point 42 than the first braking section 24. The second intermediate section 25 is a section connecting the end of the first braking section 24 to the beginning of the second braking section 26. In this embodiment, the second intermediate section 25 is a section in which train 1 operates at a constant speed after deceleration in the first braking section 24.

[0050] Thus, the deceleration section 23 includes a first braking section 24 and a second braking section 26 located closer to the arrival point 42 than the first braking section 24.

[0051] Figure 6 shows the speed limit curve 50. The speed limit curve 50 is a curve that indicates the speed limit of train 1. Here, the running control unit 3 shown in Figure 1 includes a safety device (not shown). Regardless of whether train 1 is being operated manually or automatically, when the speed of train 1 approaches the speed limit (speed limit curve 50), the safety device controls the brake device 5 (commands the brake notch) to prevent the speed of train 1 from exceeding the speed limit.

[0052] As shown in Figure 6, the reference driving curve 20 is created in a region lower than the speed limit curve 50.

[0053] [First Creation Flow] If it is determined to create a target driving curve 30 according to the driving target determination flow described above (in other words, if "No" is determined in step S02 of Figure 2 and step S04 is executed), the driving curve creation unit 8 creates the target driving curve 30 by performing a modification process according to the first creation flow shown in Figure 3. The modification process is a process that changes at least a part of the reference driving curve 20. That is, the driving curve creation unit 8 is configured to create the target driving curve 30 by performing a modification process that changes at least a part of the reference driving curve 20. The following describes this first creation flow in detail.

[0054] When the first creation flow is initiated, the process in step S11 is executed first. In step S11, the driving curve creation unit 8 creates a target driving curve 30 as shown in Figure 7 by changing a part of the reference driving curve 20 (see Figure 6) into a coasting section 31. At this time, the driving curve creation unit 8 sets the start of the coasting section 31 in the middle of the first intermediate section 22 and the end of the coasting section 31 in the middle of the first braking section 24.

[0055] Thus, the driving curve creation unit 8 is configured to set the end of the coasting section 31 to be in the middle of the deceleration section 23 during the modification process. More specifically, the driving curve creation unit 8 is configured to set the end of the coasting section 31 to be in the middle of the first braking section 24 during the modification process. In the following, the section connecting the end of the coasting section 31 to the beginning of the second intermediate section 25 will be referred to as the post-coasting braking section 27 (see Figure 7). The post-coasting braking section 27 is also the end portion of the first braking section 24. The post-coasting braking section 27 is the section in which train 1 decelerates by braking.

[0056] Here, the driving curve creation unit 8 is configured to set the terminal speed to the coasting lower limit VL (see Figure 7) in step S11. The terminal speed is the speed at the end of the coasting section 31. The coasting lower limit VL is the lower limit of the terminal speed. The coasting lower limit VL will be described in detail below.

[0057] As shown in Figure 1, train 1 is equipped with a lower limit setting unit 12. The lower limit setting unit 12 is included in the operation management system S. The lower limit setting unit 12 has a coasting lower limit setting unit 13.

[0058] The lower limit setting unit 12 acquires a reference driving curve 20 from the reference acquisition unit 10. The coasting lower limit setting unit 13 generates information indicating the constant speed driving speed VM based on the reference driving curve 20, and based on this information sets a speed corresponding to a predetermined ratio of the constant speed driving speed VM as the coasting lower limit VL.

[0059] This "predetermined percentage" can be any percentage (for example, 60%), and in this embodiment, it is set to a percentage of 50% or more.

[0060] Thus, the driving management system S includes a coasting lower limit setting unit 13 that sets a coasting lower limit value VL, which is the lower limit of the speed at the end of the coasting section 31. The coasting lower limit setting unit 13 is configured to set the coasting lower limit value VL to a speed equivalent to a predetermined percentage of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. In particular, the coasting lower limit setting unit 13 is configured to set the coasting lower limit value VL to a speed that is 50% or more of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. The coasting lower limit setting unit 13 may also set the coasting lower limit value VL to a speed equivalent to a predetermined percentage of the maximum speed in a section adjacent to the coasting section 31 (in this embodiment, the target section 40 where the maximum speed is constant).

[0061] As shown in Figure 1, the lower limit setting unit 12 sends the coasting lower limit value VL set by the coasting lower limit setting unit 13 to the driving curve creation unit 8. Then, in step S11 in Figure 3, the driving curve creation unit 8 sets the terminal speed to the coasting lower limit value VL. After step S11, the process moves on to step S12.

[0062] In step S12, the driving curve creation unit 8 performs a driving simulation of train 1 based on the target driving curve 30 created in step S11. This allows the driving curve creation unit 8 to calculate the predicted arrival time to destination 42 if train 1 were to travel according to the target driving curve 30. The driving curve creation unit 8 then determines whether the calculated predicted arrival time matches the specified arrival time. Note that "matching" here does not only mean that the predicted arrival time and the specified arrival time are exactly the same, but may also include cases where the difference between the predicted arrival time and the specified arrival time is within a predetermined range.

[0063] If the predicted arrival time matches the specified arrival time (Yes in step S12), the process proceeds to step S13. If the predicted arrival time does not match the specified arrival time (No in step S12), the process proceeds to step S14.

[0064] In step S13, the driving curve creation unit 8 confirms the target driving curve 30 created in step S11 as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S13, this first creation flow ends.

[0065] In step S14, the driving curve creation unit 8 determines whether the predicted arrival time is earlier than the specified arrival time. If the predicted arrival time is earlier than the specified arrival time (Yes in step S14), the process proceeds to step S15. If the predicted arrival time is later than the specified arrival time (No in step S14), the process proceeds to step S18.

[0066] Here, as shown in Figure 1, train 1 is equipped with a tunnel information acquisition unit 16 and a tunnel determination unit 17. The tunnel information acquisition unit 16 and the tunnel determination unit 17 are included in the operation management system S. The tunnel information acquisition unit 16 acquires information about the tunnel section 45 included in the above-mentioned route data from the onboard storage unit 9. That is, the operation management system S is equipped with a tunnel information acquisition unit 16 that acquires information about the tunnel section 45, which is the section in which train 1 travels inside the tunnel 43.

[0067] The tunnel determination unit 17 acquires information about the tunnel section 45 from the tunnel information acquisition unit 16. Based on this information, the tunnel determination unit 17 determines whether or not a tunnel section 45 of a predetermined length or longer exists within the target section 40. In other words, the operation management system S includes a tunnel determination unit 17 that determines whether or not a tunnel section 45 of a predetermined length or longer exists within the target section 40 based on the information acquired by the tunnel information acquisition unit 16. Note that this "predetermined length" may be any length, for example, 10 meters.

[0068] Figure 15 shows an explanatory diagram of how the tunnel determination unit 17 sets the tunnel section 45. When the tunnel determination unit 17 obtains information about the tunnel section 45 from the tunnel information acquisition unit 16, it refers to a database in the onboard storage unit 9 that registers the tunnel section 45 and a database that registers information about sections where the speed decreases. When a long tunnel section 45A, a short tunnel section 45B (for example, less than a predetermined length), and a short open section 45C are consecutive, the tunnel determination unit 17 considers the sum of these sections 45A, 45B, and 45C plus the margin distance 45D set at the start and end as a single tunnel section 45, and determines whether or not a tunnel section 45 of a predetermined length or longer exists within the target section 40. This is to prevent unnecessary acceleration in the open section 45C and to improve the ride comfort and energy efficiency (energy saving performance) of the train 1. The margin distance 45D is a section setting that takes into account the position error of the train 1, but the margin distance 45D may be set to zero.

[0069] In step S15 of Figure 3, the tunnel determination unit 17 determines whether or not a tunnel section 45 of a predetermined length or longer exists within the target section 40. If a tunnel section 45 of a predetermined length or longer exists (Yes in step S15), the process proceeds to step S16. If a tunnel section 45 of a predetermined length or longer does not exist (No in step S15), the process proceeds to step S17.

[0070] In step S16, the driving curve creation unit 8 decides to adjust the tunnel speed to decrease. Accordingly, the second creation flow (see Figure 4) described later is executed. Note that the tunnel speed is the speed in the tunnel section 45. After step S16, this first creation flow ends.

[0071] In step S17, the driving curve creation unit 8 decides to adjust the constant speed VM and the terminal speed. Accordingly, the third creation flow (see Figure 5) described later is executed. After step S17, this first creation flow ends.

[0072] In step S18, the driving curve creation unit 8 creates a new target driving curve 30 by adjusting the terminal speed in the upward direction, based on the most recent (last created) target driving curve 30. When the process moves to step S18 for the first time, the target driving curve 30 created in step S11 is the most recent target driving curve 30. When step S18 is executed for the second time or later, the target driving curve 30 created in the previous step S18 is the most recent target driving curve 30. After step S18, the process moves to step S19.

[0073] In step S19, similar to step S12, the driving curve creation unit 8 performs a driving simulation of train 1 based on the target driving curve 30 created in step S18, and determines whether the predicted arrival time matches the specified arrival time.

[0074] If the predicted arrival time matches the specified arrival time (Yes in step S19), the process proceeds to step S20. If the predicted arrival time does not match the specified arrival time (No in step S19), the process proceeds to step S18. That is, after the process first proceeds to step S18, steps S18 and S19 are repeatedly executed until the predicted arrival time matches the specified arrival time. As a result, the terminal speed gradually increases, and the predicted arrival time gradually becomes earlier. Consequently, the predicted arrival time approaches the specified arrival time.

[0075] For example, when the terminal speed increases from the lower limit of coasting VL to the second speed V2 as a result of the process in step S18, the first line L1 shown in Figure 7 becomes the coasting section 31. Then, when the process in step S18 is executed again, the terminal speed increases from the second speed V2 to the third speed V3, and the second line L2 shown in Figure 7 becomes the coasting section 31. In this way, as the coasting section 31 gradually increases and shortens, the predicted arrival time gradually becomes shorter.

[0076] Thus, in the modification process, the train curve creation unit 8 executes a running simulation of the train 1 and is configured to adjust the speed at the end of the coasting section 31 so that the time of arrival at destination 42 approaches a predetermined arrival time, which is a specified arrival time, based on the predicted arrival time at destination 42 obtained from the results of the running simulation.

[0077] In step S20, the driving curve creation unit 8 confirms the latest (last created) target driving curve 30 as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S20, this first creation flow ends.

[0078] As is clear from the above explanation, in the modification process, the driving curve creation unit 8 first sets the terminal speed to the lower limit of coasting VL (step S11), and if the predicted arrival time is later than the specified arrival time (No in step S14), it gradually increases the terminal speed (step S18). Therefore, the terminal speed will never fall below the lower limit of coasting VL. In this way, the driving curve creation unit 8 is configured to perform modification processing so that the speed at the end of the coasting section 31 does not fall below the lower limit of coasting VL.

[0079] [Second Creation Flow] If, as determined in step S16 of the first creation flow described above, it is decided to adjust the tunnel speed to be reduced, the driving curve creation unit 8 creates a new target driving curve 30 by further modifying the latest (last created) target driving curve 30 according to the second creation flow shown in Figure 4. The following describes this second creation flow in detail. In the following explanation, it is assumed that further modification processing is performed based on the target driving curve 30 shown in Figure 7.

[0080] When the second creation flow is initiated, the process in step S21 is executed first. In step S21, as shown in Figure 1, the tunnel determination unit 17 sends information about the tunnel section 45 to the driving curve creation unit 8. The driving curve creation unit 8 then starts adjusting the tunnel speed in a direction that reduces it based on this information. In this adjustment, for example, as shown in Figure 8, target driving curves 30 may be created for each of the candidate tunnel speeds (in Figure 8, the fourth speed V4, the fifth speed V5, the sixth speed V6, and the tunnel lower limit VT). At this time, as shown in Figure 15, if the tunnel determination unit 17 considers sections 45A, 45B, and 45C as a single tunnel section 45, the driving curve creation unit 8 sets the target driving curve 30 so that unnecessary acceleration (dotted line) does not occur in the open section 45C. In addition, in this adjustment, a driving simulation is performed each time the tunnel speed is reduced to obtain the predicted arrival time at the destination point 42.

[0081] Thus, the driving curve creation unit 8 is configured to adjust the tunnel speed, which is the speed in the tunnel section 45, to decrease if a tunnel section 45 of a predetermined length or longer exists within the target section 40 during the modification process. The lower the tunnel speed, the later the predicted arrival time, and the more the energy efficiency (energy saving performance) of train 1 improves.

[0082] Here, the driving curve creation unit 8 is configured in step S21 to reduce the tunnel speed within a range where the tunnel speed does not fall below the tunnel lower limit value VT (see Figure 8). The tunnel lower limit value VT is the lower limit of the speed in the tunnel section 45. That is, if there is a tunnel section 45 of a predetermined length or longer within the target section 40, the driving curve creation unit 8 reduces the tunnel speed in the modification process within a range where the tunnel speed does not fall below the tunnel lower limit value VT. The tunnel lower limit value VT will be described in detail below.

[0083] As shown in Figure 1, the lower limit setting unit 12 includes a tunnel lower limit setting unit 18. The tunnel lower limit setting unit 18 generates information indicating the constant speed operating speed VM based on the reference operating curve 20 sent from the reference acquisition unit 10 to the lower limit setting unit 12, and sets a speed corresponding to a predetermined ratio of the constant speed operating speed VM as the tunnel lower limit value VT based on this information.

[0084] This "predetermined percentage" can be any percentage (for example, 80%), and in this embodiment, it is set to a percentage of 70% or more.

[0085] Thus, the operation management system S includes a tunnel lower limit setting unit 18 that sets the tunnel lower limit value VT, which is the lower limit of the speed in the tunnel section 45. The tunnel lower limit setting unit 18 is configured to set the tunnel lower limit value VT to a speed equivalent to a predetermined percentage of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. In particular, the tunnel lower limit setting unit 18 is configured to set the tunnel lower limit value VT to a speed that is 70% or more of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. The tunnel lower limit setting unit 18 may also set the tunnel lower limit value VT to a speed equivalent to a predetermined percentage of the maximum speed in the section adjacent to the tunnel section 45 (in this embodiment, the target section 40 where the maximum speed is constant).

[0086] After step S21, the process moves to step S22. In step S22, the driving curve creation unit 8 determines whether a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained by adjusting the tunnel speed that was started in step S21. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained (Yes in step S22), the tunnel speed adjustment is completed and the process moves to step S23. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has not been obtained (No in step S22), the tunnel speed adjustment is completed and the process moves to step S24.

[0087] In step S23, the target driving curve 30, in which the predicted arrival time obtained by adjusting the tunnel speed matches the specified arrival time, is determined as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S23, this second creation flow is completed.

[0088] In step S24, the driving curve creation unit 8 performs a process to reduce the constant speed driving speed VM. At this time, the target driving curve 30, which is the reference (in other words, before the constant speed driving speed VM is reduced), has the terminal speed set to the coasting lower limit VL and the tunnel speed set to the tunnel lower limit VT. As described above, both the coasting lower limit VL and the tunnel lower limit VT are defined as a ratio to the constant speed driving speed VM. Therefore, by performing the process to reduce the constant speed driving speed VM in step S24, the coasting lower limit VL and the tunnel lower limit VT are reduced, and consequently, the terminal speed and tunnel speed are also reduced.

[0089] Thus, the driving curve creation unit 8 is configured to allow adjustment of not only the speed at the end of the coasting section 31, but also the maximum speed in the section adjacent to the coasting section 31, the maximum speed in the section adjacent to the tunnel section 45, the maximum speed in the section adjacent to the passing station 44 (described later), and the maximum speed of the speed limit (speed limit curve 50) in the target section 40 during the modification process. By changing these maximum speeds, the coasting lower limit VL, tunnel lower limit VT, and passing lower limit VS can be set to appropriate values ​​even when the constant speed driving speed VM is small.

[0090] After step S24, the process moves to step S25. In step S25, similar to step S12 described above, the driving curve creation unit 8 performs a driving simulation of train 1 based on the target driving curve 30 created in step S24 and determines whether the predicted arrival time matches the specified arrival time.

[0091] If the predicted arrival time matches the specified arrival time (Yes in step S25), the process proceeds to step S26. If the predicted arrival time does not match the specified arrival time (No in step S25), the process proceeds to step S27.

[0092] In step S26, the driving curve creation unit 8 confirms the latest (last created) target driving curve 30 as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S26, this second creation flow ends.

[0093] In step S27, the driving curve creation unit 8 starts adjusting the terminal speed in the direction of increasing it, based on the target driving curve 30 created in step S24. In this adjustment, for example, target driving curves 30 may be created for each of several candidate terminal speeds. In this adjustment, a driving simulation is performed each time the terminal speed is increased to obtain the predicted arrival time to the destination point 42. At this time, the driving curve creation unit 8 is configured to increase the terminal speed within a range in which the terminal speed does not exceed the constant speed driving speed VM.

[0094] After step S27, the process moves to step S28. In step S28, the driving curve creation unit 8 determines whether a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained by adjusting the terminal speed, which was started in step S27. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained (Yes in step S28), the adjustment of the terminal speed is completed and the process moves to step S29. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has not been obtained (No in step S28), the adjustment of the terminal speed is completed and the process moves to step S24. Note that each time step S24 is executed, the constant speed driving speed VM will gradually decrease.

[0095] In step S29, the target driving curve 30, in which the predicted arrival time obtained by adjusting the terminal speed matches the specified arrival time, is determined as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S29, this second creation flow ends.

[0096] [Creation Flowchart 3] If, as determined in step S17 of the first creation flow described above, it is decided to adjust the constant speed operating speed VM and terminal speed, the operating curve creation unit 8 creates a new target operating curve 30 by further modifying the latest (last created) target operating curve 30 according to the third creation flow shown in Figure 5. The following describes this third creation flow in detail. In the following explanation, it is assumed that further modification processing is performed based on the target operating curve 30 shown in Figure 7.

[0097] When the third creation flow is initiated, the process in step S31 is executed first. In step S31, the driving curve creation unit 8 performs a process to reduce the constant speed driving speed VM. At this time, the target driving curve 30 that serves as the reference (in other words, before the constant speed driving speed VM is reduced) has its terminal speed set to the lower limit of coasting value VL. As mentioned above, the lower limit of coasting value VL is defined as a ratio to the constant speed driving speed VM. Therefore, by performing the process to reduce the constant speed driving speed VM in step S31, the lower limit of coasting value VL is reduced, and consequently, the terminal speed is also reduced.

[0098] In step S32, similar to step S12 described above, the driving curve creation unit 8 performs a driving simulation of train 1 based on the target driving curve 30 created in step S31 and determines whether the predicted arrival time matches the specified arrival time.

[0099] If the predicted arrival time matches the specified arrival time (Yes in step S32), the process proceeds to step S33. If the predicted arrival time does not match the specified arrival time (No in step S32), the process proceeds to step S34.

[0100] In step S33, the driving curve creation unit 8 confirms the latest (last created) target driving curve 30 as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S33, this third creation flow ends.

[0101] The processing in step S34 is the same as in step S27 described above, so the explanation is omitted. After step S34, the process proceeds to step S35.

[0102] In step S35, the driving curve creation unit 8 determines whether a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained by adjusting the terminal speed, which was started in step S34. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has been obtained (Yes in step S35), the terminal speed adjustment is completed and the process moves to step S36. If a target driving curve 30 in which the predicted arrival time matches the specified arrival time has not been obtained (No in step S35), the terminal speed adjustment is completed and the process moves to step S31. Note that each time step S31 is executed, the constant speed driving speed VM will gradually decrease.

[0103] In step S36, the target driving curve 30, in which the predicted arrival time obtained by adjusting the terminal speed matches the specified arrival time, is determined as the driving target for train 1. As a result, train 1 will automatically operate according to the target driving curve 30. After step S36, this third creation flow ends.

[0104] [Station that is passed through] If there is a passing station 44 (see Figure 8) within the target section 40, the driving curve creation unit 8 creates the target driving curve 30 based on the passing lower limit value VS (see Figure 8) in the modification process shown in Figures 3 to 5. Note that passing station 44 is a station that train 1 passes through. The passing lower limit value VS is the lower limit of speed at which the train passes through passing station 44. The passing lower limit value VS will be described in detail below.

[0105] As shown in Figure 1, train 1 is equipped with a passing station determination unit 60. The passing station determination unit 60 is included in the operation management system S. The passing station determination unit 60 stores data related to the route on which train 1 travels. The passing station determination unit 60 also receives the above-mentioned time information, etc. from the ground equipment 11. Based on the data related to the route on which train 1 travels and the time information, etc., the passing station determination unit 60 determines whether or not a passing station 44 exists within the target section 40. Thus, the operation management system S is equipped with a passing station determination unit 60 that determines whether or not a passing station 44 exists within the target section 40, which is a station that train 1 passes through.

[0106] Furthermore, as shown in Figure 1, the lower limit setting unit 12 has a passing lower limit setting unit 61. The passing lower limit setting unit 61 generates information indicating the constant speed operating speed VM based on the reference operating curve 20 sent from the reference acquisition unit 10 to the lower limit setting unit 12, and sets a speed corresponding to a predetermined ratio of the constant speed operating speed VM as the passing lower limit VS based on this information.

[0107] This "predetermined percentage" can be any percentage (for example, 95%), and in this embodiment, it is set to a percentage of 90% or more.

[0108] Thus, the train operation management system S includes a passing lower limit setting unit 61 that sets a passing lower limit value VS, which is the lower limit of the speed at which a train passes through station 44. The passing lower limit setting unit 61 is configured to set the passing lower limit value VS to a speed that corresponds to a predetermined percentage of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. In particular, the passing lower limit setting unit 61 is configured to set the passing lower limit value VS to a speed that is 90% or more of the maximum speed of the speed limit (speed limit curve 50) in the target section 40. The passing lower limit setting unit 61 may also set the passing lower limit value VS to a speed that corresponds to a predetermined percentage of the maximum speed in the section adjacent to station 44 (in this embodiment, the target section 40 where the maximum speed is constant).

[0109] As shown in Figure 1, the lower limit setting unit 12 sends the passing lower limit value VS set by the passing lower limit setting unit 61 to the driving curve creation unit 8. Also, if it is determined that there is a passing station 44 within the target section 40, the passing station determination unit 60 sends information indicating the location of the passing station 44 within the target section 40 to the driving curve creation unit 8. Based on this information and the passing lower limit value VS, the driving curve creation unit 8 performs a modification process so that the speed at which train 1 passes through the passing station 44 does not fall below the passing lower limit value VS.

[0110] For example, as shown in Figure 8, when the driving curve creation unit 8 makes adjustments in the direction of reducing the tunnel speed, it makes adjustments so that the speed at which train 1 passes through station 44 does not fall below the minimum passing value VS. More specifically, the driving curve creation unit 8 creates a target driving curve 30 so that after train 1 passes through tunnel section 45, it accelerates to a speed equal to or greater than the minimum passing value VS before reaching the location of station 44.

[0111] Thus, the train curve creation unit 8 is configured to perform modification processing so that, if a passing station 44 exists within the target section 40, the speed at which train 1 passes through the passing station 44 does not fall below the passing lower limit value VS.

[0112] [Predicted resistance value] As shown in Figures 7 and 8, the coasting section 31 is a straight line (approximately a straight line) that slopes downwards to the right in the direction in which the speed decreases as it approaches the destination point 42. The driving curve creation unit 8 determines the slope of the coasting section 31 based on the resistance prediction value. The resistance prediction value is the predicted value of the running resistance when train 1 travels through the target section 40. The resistance prediction value will be described in detail below.

[0113] As shown in Figure 1, train 1 is equipped with a predicted value storage unit 14 and a resistance setting unit 15. The predicted value storage unit 14 and the resistance setting unit 15 are included in the operation management system S.

[0114] The prediction value storage unit 14 stores summer prediction values ​​and winter prediction values. The summer prediction value is the resistance prediction value used in summer. The winter prediction value is the resistance prediction value used in winter. The summer prediction value is lower than the winter prediction value. This is because, generally, running resistance varies depending on temperature and humidity, and running resistance is lower in summer than in winter. The prediction value storage unit 14 may also store resistance prediction values ​​according to altitude (specifically, air density based on temperature and pressure). The higher the altitude, the lower the resistance prediction value. This is because there is a correlation between altitude and air density, and running resistance decreases as air density decreases. Furthermore, the prediction value storage unit 14 may also store resistance prediction values ​​according to weather data (temperature, pressure, humidity, altitude, etc.) acquired by the ground equipment 11 via communication, or weather data (temperature, pressure, humidity, altitude, etc.) acquired from various sensors installed on the train 1.

[0115] The resistance setting unit 15 determines, for example, whether to use the summer forecast value or the winter forecast value according to the forecast value selection flow shown in Figure 9. This forecast value selection flow will be described in detail below.

[0116] When the predicted value selection flow is initiated, the process in step S41 is executed first. In step S41, the resistance setting unit 15 obtains date information indicating the date of the day of operation from the information management device (not shown) installed in train 1. After that, the process moves on to step S42.

[0117] In step S42, the resistance setting unit 15 determines whether the day of travel is during the summer based on the date information obtained in step S41. If the day of travel is during the summer (Yes in step S42), the process proceeds to step S43. If the day of travel is not during the summer (No in step S42), the process proceeds to step S44. Although not particularly limited, for example, the system may be configured so that if the day of travel is between April and September, it is determined to be during the summer, and if it is between October and March, it is determined not to be during the summer.

[0118] In step S43, the resistance setting unit 15 decides to use the summer predicted value. Accordingly, as shown in Figure 1, the resistance setting unit 15 retrieves the summer predicted value from the predicted value storage unit 14 and sets the summer predicted value as the resistance predicted value for creating the target operating curve 30. After that, this predicted value selection flow ends.

[0119] In step S44, the resistance setting unit 15 decides to use winter predicted values. Accordingly, as shown in Figure 1, the resistance setting unit 15 retrieves winter predicted values ​​from the predicted value storage unit 14 and sets these winter predicted values ​​as resistance predicted values ​​for creating the target operating curve 30. After this, the predicted value selection flow ends.

[0120] The resistance prediction value set by the resistance setting unit 15 is sent to the driving curve creation unit 8. The driving curve creation unit 8 determines the slope of the coasting section 31 based on the resistance prediction value. In other words, the driving curve creation unit 8 is configured to create a target driving curve 30 based on the resistance prediction value set by the resistance setting unit 15.

[0121] As described above, the train operation management system S includes a resistance setting unit 15 that sets a predicted resistance value, which is a predicted value of the running resistance when train 1 travels through the target section 40. The resistance setting unit 15 changes the predicted resistance value according to at least one of the following: the time of year when train 1 travels (specifically, whether it is summer or not), altitude (specifically, air density based on temperature and atmospheric pressure), and weather data. The train operation management system S also includes a predicted value storage unit 14 that stores the predicted resistance value, which is a predicted value of the running resistance when train 1 travels through the target section 40.

[0122] Furthermore, as explained above, the resistance setting unit 15 acquires the predicted resistance value stored in the predicted value storage unit 14 and sets the predicted resistance value as the predicted resistance value for creating the target driving curve 30. In other words, the driving curve creation unit 8 is configured to create the target driving curve 30 based on the predicted resistance value stored in the predicted value storage unit 14.

[0123] [Adjustment and control] The running control unit 3 shown in Figure 1 is configured to perform adjustment control when the speed of train 1 deviates from the target running curve 30 while train 1 is automatically running according to the target running curve 30. Adjustment control is the process of controlling the running of train 1 so that the arrival time at destination point 42 approaches the specified arrival time. The adjustment control will be explained below.

[0124] Figure 10 shows an example of when adjustment control is performed. In addition to the target driving curve 30 and the speed limit curve 50, Figure 10 also shows the actual driving curve 51 and the safety deceleration curve 52. The actual driving curve 51 is the actual driving curve of train 1 (showing the speed at each position). The safety deceleration curve 52 is the threshold for the safety device to control the brake device 5 (command the brake notch). If the speed of train 1 exceeds the safety deceleration curve 52, the safety device prevents the speed of train 1 from exceeding the speed limit by controlling the brake device 5 (commanding the brake notch).

[0125] In this example, train 1 is automatically driven according to the target driving curve 30. This target driving curve 30 intersects with the safety deceleration curve 52, and the end of the coasting section 31 is located on the safety deceleration curve 52. Therefore, if train 1 travels along the target driving curve 30, the braking by the safety device described above will begin at the start of the post-coasting braking section 27. In Figure 10, this position is shown as the first position P1.

[0126] However, in reality, as shown in Figure 10, when train 1 is coasting in the coasting section 31, the speed of train 1 (actual running curve 51) deviates from the target running curve 30 to the higher speed side. Therefore, the running control unit 3 starts adjustment brake control at the second position P2 in the middle of the coasting section 31. Adjustment brake control is the process of starting the brakes and, while keeping the brakes applied, controlling the running of train 1 so that the actual running curve 51 intersects with the safety deceleration curve 52 and merges into the post-coasting brake section 27. Adjustment brake control is a type of adjustment control as described above. Due to this adjustment brake control, the brakes are started in the middle of the coasting section 31 and continue to be applied in the deceleration section 23.

[0127] As a result, braking begins at the second position P2, which is closer to the starting point 41 than the first position P1. In other words, coasting in the coasting section 31 is terminated at the second position P2. Furthermore, the actual driving curve 51 intersects with the safety deceleration curve 52 at the third position P3, which is closer to the arrival point 42 than the first position P1. As a result, the point at which braking by the aforementioned safety device begins is the third position P3.

[0128] Thus, when the train 1 is coasting in the coasting section 31, if the speed of the train 1 deviates from the target driving curve 30 to the higher side, the running control unit 3 initiates braking in the middle of the coasting section 31 and continues that braking with the braking in the deceleration section 23.

[0129] Figure 11 shows another example of when adjustment control is performed. In this example, train 1 is automatically driven according to the target driving curve 30. However, in reality, as shown in Figure 11, when train 1 is coasting in the coasting section 31, the speed of train 1 (actual driving curve 51) deviates from the target driving curve 30 to the higher speed side. Therefore, the running control unit 3 starts adjustment brake control at the fourth position P4 in the middle of the coasting section 31, similar to the example shown in Figure 10.

[0130] Subsequently, the running control unit 3 terminates braking at the fifth position P5, which corresponds to the end of the post-coasting braking section 27 (the beginning of the second intermediate section 25), and performs adjusted coasting control. Adjusted coasting control is a control that causes train 1 to coast in the section corresponding to the second intermediate section 25. Adjusted coasting control is a type of the adjustment control described above.

[0131] Thus, when the train 1 is coasting in the coasting section 31 and the speed of the train 1 deviates to the high-speed side relative to the target driving curve 30, the running control unit 3 performs adjustment coasting control to cause the train 1 to coast in the section corresponding to the section connecting the end of the first braking section 24 to the beginning of the second braking section 26.

[0132] Figure 11 shows the sixth position P6, which is the point where the actual running curve 51 merges with the second braking section 26. When the train 1 reaches the sixth position P6, the running control unit 3 terminates the adjusted coasting control. Therefore, from the sixth position P6, the train 1 decelerates by braking according to the second braking section 26 of the target running curve 30.

[0133] In this embodiment, if the speed of train 1 deviates from the target driving curve 30 to the high-speed side while train 1 is coasting in the coasting section 31, the running control unit 3 first decides to execute adjustable coasting control. Then, the running control unit 3 predicts whether the arrival time at destination point 42 will be earlier than the specified arrival time even after executing the adjustable coasting control. As a result, if it is predicted that the arrival time will be earlier than the specified arrival time, it decides to execute adjustable brake control. If it is not predicted that the arrival time will be earlier than the specified arrival time (for example, if the predicted arrival time matches the specified arrival time), it decides not to execute adjustable brake control. In other words, adjustable coasting control is executed with priority over adjustable brake control.

[0134] Thus, when train 1 is coasting in coasting section 31 and the speed of train 1 deviates from the target driving curve 30 to the higher side, if it is predicted that even if adjusted coasting control is performed the time of arrival at destination 42 will be earlier than the specified arrival time, the running control unit 3 will start braking in the middle of coasting section 31, continue said braking with the braking in deceleration section 23, and perform adjusted coasting control.

[0135] Figure 12 shows another example of when adjustment control is performed. In this example, train 1 is automatically driven according to the target driving curve 30. In this example, although the speed of train 1 temporarily deviates to the higher side relative to the target driving curve 30, the speed deviation is corrected before coasting begins in the coasting section 31, and the actual driving curve 51 merges with the target driving curve 30. Therefore, as shown in Figure 12, in the coasting section 31, the actual driving curve 51 does not deviate from the target driving curve 30. However, at the time coasting begins in the coasting section 31, the predicted arrival time at destination 42 is earlier than the specified arrival time.

[0136] In the example shown in Figure 12, the running control unit 3 determines whether the section of track corresponding to the second intermediate section 25 is on a downhill gradient before the speed of train 1 falls below the release speed 53. The release speed 53 is the speed at which the brakes by the safety device described above are released. That is, when the brakes by the safety device described above are applied, the brakes by the safety device are released when the speed of train 1 falls below the release speed 53.

[0137] If the section of track is on a downhill gradient, the running control unit 3 starts adjustable deceleration control at the 7th position P7, which corresponds to the end of the coasting braking section 27. Adjustable deceleration control is a type of adjustment control as described above.

[0138] In the adjusted deceleration control, first, the same notch command as the last notch command issued by the safety device in the post-coasting braking section 27 is output, and braking is performed until the train 1 reaches a predetermined coasting start position. The coasting start position is determined by the running control unit 3 based on the degree of deviation between the predicted arrival time at destination point 42 and the specified arrival time. In the example shown in Figure 12, the coasting start position is the 8th position P8.

[0139] Furthermore, in the adjusted deceleration control, braking is terminated and coasting begins at the coasting start position. Subsequently, when the actual running curve 51 merges with the target running curve 30 (particularly the second braking section 26), the adjusted deceleration control terminates. In the example shown in Figure 12, the adjusted deceleration control terminates when train 1 reaches the ninth position P9.

[0140] [Correction section] The operation management system S is configured to adjust the calculation of the target operation curve 30 or correct the resistance prediction value according to the correction flow shown in Figure 13. This correction flow will be described in detail below.

[0141] When the correction flow is initiated, the process in step S51 is executed first. In step S51, the running control unit 3 determines whether or not the speed of train 1 deviates from the target driving curve 30 while train 1 is coasting in the coasting section 31.

[0142] If there is a discrepancy (Yes in step S51), the process proceeds to step S52. If there is no discrepancy (No in step S51), the process proceeds to step S55.

[0143] In step S52, the running control unit 3 determines whether the deviation in speed from the target running curve 30 is due to something other than running resistance. This determination may also be made, for example, by comparing the target running curve 30 with the actual running. If the deviation is due to something other than running resistance (Yes in step S52), the process proceeds to step S53. If the deviation is due to running resistance (No in step S52), the process proceeds to step S56.

[0144] In step S53, the driving control unit 3 determines whether the deviation of the speed from the target driving curve 30 is on the high-speed side. If it is on the high-speed side (Yes in step S53), the process proceeds to step S54. If it is on the low-speed side (No in step S53), the process proceeds to step S57.

[0145] In step S54, the driving control unit 3 sends a predetermined signal to the driving curve creation unit 8, as shown in Figure 1. Upon receiving this signal, the driving curve creation unit 8 decides to adjust the calculation for creating the target driving curve 30 next time, so that the speed becomes lower than this time (in other words, so that the train arrives at destination 42 later than this time). After this, the correction flow ends.

[0146] In step S55, it is decided that the same resistance prediction values ​​will be used when the target operating curve 30 is created next time. Furthermore, no adjustments are made to the calculation of the target operating curve 30 at this time. The correction flow then ends.

[0147] In step S56, the predicted resistance value is corrected. As shown in Figure 1, train 1 is equipped with a correction unit 19. The correction unit 19 is included in the operation management system S. If "No" is determined in step S52, the running control unit 3 sends a predetermined signal to the correction unit 19, as shown in Figure 1. Upon receiving this signal, the correction unit 19 corrects the predicted resistance value stored in the predicted value storage unit 14. After that, this correction flow ends.

[0148] Furthermore, if the deviation of the speed from the target driving curve 30 is on the high-speed side, the predicted resistance value stored in the predicted value storage unit 14 is corrected in the direction of decreasing. Conversely, if the deviation of the speed from the target driving curve 30 is on the low-speed side, the predicted resistance value stored in the predicted value storage unit 14 is corrected in the direction of increasing. In addition, in this case, only one of the summer predicted value and the winter predicted value may be corrected, or both may be corrected.

[0149] Thus, the correction unit 19 corrects the predicted resistance value stored in the predicted value storage unit 14 when the speed of train 1 deviates from the target driving curve 30 while train 1 is coasting in the coasting section 31. However, the present invention is not limited to this. The correction unit 19 may be configured to correct the predicted resistance value stored in the predicted value storage unit 14 when the speed of train 1 deviates from the target driving curve 30, not limited to the coasting section 31. That is, the operation management system S includes a correction unit 19 that corrects the predicted resistance value stored in the predicted value storage unit 14 when the speed of train 1 deviates from the target driving curve 30 while train 1 is running in the target section 40.

[0150] Here, for example, if the section of track corresponding to the coasting section 31 is not on a downhill gradient, and the resistance prediction value is corrected in a direction that decreases it, the absolute value of the slope of the coasting section 31 in the target driving curve 30 created based on the corrected resistance prediction value (in other words, the amount of speed reduction per unit distance) will be smaller than before the correction. Also, if the resistance prediction value is corrected in a direction that increases it, the absolute value of the slope of the coasting section 31 in the target driving curve 30 created based on the corrected resistance prediction value will be larger than before the correction.

[0151] In step S57, the driving control unit 3 sends a predetermined signal to the driving curve creation unit 8, as shown in Figure 1. Upon receiving this signal, the driving curve creation unit 8 decides to adjust the calculation for creating the target driving curve 30 next time, so that it is faster than the current calculation (in other words, so that it arrives at destination 42 earlier than the current calculation). After this, this correction flow ends.

[0152] [Learning function of the correction section] The operation management system S is configured to learn resistance prediction values ​​according to the learning flow of the correction unit 19 shown in Figure 16. This learning flow will be described in detail below.

[0153] The running control unit 3 controls the speed of train 1 by transmitting notch commands, which are acceleration and deceleration commands, to the drive unit 4 and brake unit 5 according to the target running curve created by the running curve creation unit 8. The running curve creation unit 8 then creates the target running curve by taking into account the traction force and braking force set for each notch, the resistance force due to ground equipment structures such as tunnels 43 and gradients, the mechanical friction resistance force and the air resistance force. Here, the forces due to vehicle performance such as the traction force, braking force and friction resistance force set for each notch, and the forces due to ground structures such as tunnels 43 and gradients are basically constant values ​​according to their characteristics unless intentionally changed, and are therefore uniquely determined. On the other hand, the air resistance force is mainly determined by the air density and changes depending on the temperature, atmospheric pressure, and altitude of the day, so it cannot be uniquely determined, and it is difficult to obtain the air resistance force of the target section 40 to be traveled in advance when creating the running curve.

[0154] Therefore, the driving curve creation unit 8 creates a driving curve using the air resistance force previously registered in the predicted value storage unit 14. However, if there is a difference between the air resistance force registered in the predicted value storage unit 14 and the actual air resistance force, the influence of air resistance on the change in train speed becomes larger, especially during coasting without notch commands, resulting in a difference between the target driving curve and the actual running curve. In response, if a difference occurs between the target driving curve and the actual running curve, the running control unit 3 calculates a resistance prediction value in the correction unit 19 that can reduce the expansion of the difference in air resistance force when creating subsequent driving curves, and sets the corrected resistance prediction value in the predicted value storage unit 14, which is the reference point for air resistance, so that the resistance setting unit 15 applies the updated resistance prediction value. However, correcting the air resistance force when creating subsequent driving curves based on the difference between the target driving curve and the actual running curve at the present time requires the assumption that the air density is similar in the timing and altitude at which the difference between the target driving curve and the actual running curve occurs, and at the timing and altitude at which subsequent driving curves are created. Therefore, we pre-set time periods for each season and time of day when air density tends to be similar, and areas for each section of time when air density tends to be similar.

[0155] Specifically, during coasting without notch commands, the correction unit 19 calculates acceleration or deceleration (hereinafter referred to as acceleration / deceleration) from speed or distance information obtained when traveling in an open section outside the tunnel section 45 for an arbitrary amount of time, and obtains acceleration / deceleration due to air resistance by subtracting the acceleration / deceleration caused by ground structures such as gradients. Here, frictional resistance is an extremely small value that can be ignored, so it does not need to be subtracted. Furthermore, when the correction unit 19 calculates acceleration / deceleration due to air resistance, if the difference between the target driving curve and the actual driving curve deviates by a certain amount or more, the degree of acceleration / deceleration is calculated during coasting, and if the air density in the calculation section of the degree of acceleration / deceleration and the section where the difference occurred are areas with similar trends, the corrected resistance prediction value is set in the resistance setting unit 15 based on the most recent calculation result of the degree of acceleration / deceleration. Alternatively, the correction unit 19 may calculate acceleration / deceleration due to air resistance immediately after the difference between the target driving curve and the actual driving occurs, and set the corrected resistance prediction value in the resistance setting unit 15 based on the calculation result of the degree of acceleration / deceleration. Furthermore, regardless of whether there is a difference between the target driving curve and the actual driving curve, the acceleration and deceleration rate may always be calculated during coasting.

[0156] As described above, in step S56 of Figure 13, if the speed of train 1 deviates from the target driving curve 30 while train 1 is coasting in the coasting section 31, the resistance prediction value stored in the prediction value storage unit 14 is corrected. At this time, the correction unit 19 learns and corrects the resistance prediction value based on the deviation in the coasting section 31.

[0157] When the learning flow starts, the process in step S71 is executed first. In step S71, the running control unit 3 determines whether the speed of train 1 deviates from the target driving curve 30 by a certain amount or more. Alternatively, the deviation may be determined based on the acceleration of train 1.

[0158] If the deviation exceeds a certain limit (Yes in step S71), the process proceeds to step S72. If the deviation does not exceed a certain limit (No in step S71), the process ends.

[0159] In step S72, the running control unit 3 determines whether train 1 is traveling in the coasting section 31 (coasting). If it is coasting (Yes in step S72), the process proceeds to step S73. If it is not coasting (No in step S72), the process ends.

[0160] In step S73, the running control unit 3 acquires the speed of train 1 from the speed detection unit 6 and / or the position of train 1 from the position detection unit 7 over time, and starts calculating the degree of acceleration and deceleration. In step S74, the running control unit 3 determines whether or not train 1 is traveling in an open section other than the tunnel section 45.

[0161] If train 1 is traveling in a well-lit section (Yes in step S74), the process proceeds to step S75. If train 1 is not traveling in a well-lit section (No in step S74), the process ends.

[0162] In step S75, the running control unit 3 determines whether train 1 has traveled a specified time or distance. This specified time or distance is the time or distance over which the acceleration or deceleration of train 1 can be appropriately calculated. For example, it is the time or distance over which the acceleration or deceleration can be calculated in a section that is a certain distance away from the point of gradient change. This is because the target driving curve 30 may not take into account the continuity with adjacent gradients at the point of gradient change, which may result in differences in acceleration and deceleration.

[0163] If train 1 has traveled the specified time or distance (Yes in step S75), the process proceeds to step S76. Specifically, when calculating acceleration and deceleration, the presence or absence of gradient changes is referenced from the information registered in the onboard storage unit 9, and the calculation result for the degree of acceleration and deceleration is obtained only if there is no gradient change or the amount of gradient change is below a certain level. If train 1 has not traveled the specified time or distance (No in step S75), the process ends.

[0164] In step S76, the driving control unit 3 finishes calculating the acceleration / deceleration degree and proceeds to step S77. In step S77, the unit learns the predicted resistance value based on the calculation result of the acceleration / deceleration degree and sets the corrected predicted resistance value in the resistance setting unit 15. The application area for this learned predicted resistance value is an area where the air density is similar to the acceleration / deceleration degree calculation section. Alternatively, the acceleration / deceleration degree may be calculated multiple times in the coasting section 31, and the average, minimum, or maximum calculation result may be set as the predicted resistance value, taking into account the presence or absence of gradient changes, etc.

[0165] The acceleration and deceleration due to air resistance calculated by this correction unit 19 may be set on different days for the acceleration calculation and the predicted value storage unit 14, as long as the timing and area correspond to the section where a difference occurs between the calculation section of the acceleration and deceleration degree and the section where a difference occurs. The information may also be disseminated to other trains through the ground equipment 11.

[0166] [Curve Selection Flow] When the driving curve creation unit 8 creates multiple target driving curves 30, it is conceivable that there may be multiple target driving curves 30 among them in which the predicted arrival time matches the specified arrival time. In such a case, the driving management system S selects the target driving curve 30 for train 1 according to the curve selection flow shown in Figure 14. The curve selection flow will be described in detail below. In the explanation of this curve selection flow, the target driving curve 30 in which the predicted arrival time matches the specified arrival time will be referred to as the "appropriate curve".

[0167] When the curve selection flow is initiated, the process in step S61 is executed first. In step S61, the running control unit 3 obtains all suitable curves from the driving curve creation unit 8. After that, the process moves on to step S62.

[0168] In step S62, the power consumption when traveling according to each appropriate curve is calculated, and the travel control unit 3 determines whether there is only one appropriate curve with the lowest power consumption. If there is only one appropriate curve with the lowest power consumption (Yes in step S62), the process proceeds to step S63. If there are multiple appropriate curves with the lowest power consumption (No in step S62), the process proceeds to step S64.

[0169] In step S63, the curve with the lowest power consumption is selected as the target operating curve 30 for train 1. After this, the curve selection flow ends.

[0170] In step S64, for each optimal curve with the lowest power consumption, the minimum constant speed is identified, and it is determined whether there is a difference in the minimum constant speed. The minimum constant speed is the lowest of the constant speeds. Constant speed is the speed in the section where train 1 operates at a constant speed. If there is a difference in the minimum constant speed (Yes in step S64), the process proceeds to step S65. If there is no difference in the minimum constant speed (No in step S64), the process proceeds to step S66.

[0171] In step S65, the curve with the lowest power consumption among the suitable curves, and which also has the highest minimum constant speed, is selected as the target operating curve 30 for train 1. After this, the curve selection flow ends.

[0172] In step S66, the curve with the lowest power consumption and the fewest notch commands is selected as the target operating curve 30 for train 1. After this, the curve selection flow ends.

[0173] Furthermore, each element included in the operation management system S, such as the operation curve creation unit 8, may be a physical device such as a microcomputer, or it may be a functional unit in software.

[0174] According to the configuration described above, if the speed of train 1 deviates from the target driving curve 30, the resistance prediction value stored in the prediction value storage unit 14 is corrected. As a result, the target driving curve 30 is created based on the corrected resistance prediction value from the next time onward, thus improving the target driving curve 30.

[0175] In other words, with the configuration described above, if the speed of train 1 deviates from the target driving curve 30, a driving management system S can be realized that can improve the target driving curve 30 created in subsequent cycles.

[0176] [Other Embodiments] (1) The driving curve creation unit 8 may be configured to acquire route data and vehicle performance data from the onboard storage unit 9, and to create a target driving curve 30 based on the route data and vehicle performance data.

[0177] (2) The predicted value storage unit 14 may store multiple predicted resistance values ​​corresponding to multiple operating areas. Each operating area shall include at least one target section 40. In this case, it is preferable that the correction unit 19 is configured to correct the predicted resistance value corresponding to the operating area to which the target section 40 belongs if the speed of train 1 deviates from the target operating curve 30 while train 1 is running in the target section 40. The direction of correction of the predicted resistance value is the same as in step S56 described above.

[0178] (3) Train 1 may be capable of manual operation only. In this case, a guidance unit may be provided to guide a person (e.g., a train operator) so that train 1 runs according to the target driving curve 30. Also, the running control unit 3 does not have to be included in the driving management system S.

[0179] (4) Train 1 may be a Shinkansen (bullet train) or a conventional train.

[0180] (5) The driving curve creation unit 8 may be configured to create the target driving curve 30 such that the coasting section 31 is not included in the target driving curve 30.

[0181] (6) The predicted value storage unit 14 may store only one predicted resistance value. In this case, the resistance setting unit 15 may be configured to acquire the predicted resistance value, modify the acquired predicted resistance value according to at least one of the train's travel time and altitude, and set the modified predicted resistance value as the predicted resistance value for creating the target driving curve 30.

[0182] (7) In the embodiments described above, the maximum speed in the target section 40 was described as constant, but the maximum speed in the target section 40 may be variable.

[0183] Furthermore, the configurations disclosed in the above-described embodiments (including other embodiments, the same applies hereinafter) can be applied in combination with configurations disclosed in other embodiments, as long as no inconsistencies arise. In addition, the embodiments disclosed herein are illustrative, and the embodiments of the present invention are not limited thereto, and can be modified as appropriate without departing from the object of the present invention. [Industrial applicability]

[0184] This invention can be used in operation management systems. [Explanation of symbols]

[0185] 1: Train 3: Driving control unit 8: Driving curve creation section 14: Predicted value storage unit 19: Correction section 30: Target driving curve 31: Coasting section 40: Target section S: Operation Management System

Claims

1. A driving curve creation unit creates a target driving curve, which is the driving curve that serves as the target for train operation in the target section, The system includes a prediction value storage unit that stores a predicted resistance value, which is a predicted value of the running resistance when the train travels through the target section. The driving curve creation unit is configured to create the target driving curve based on the predicted resistance values ​​stored in the predicted value storage unit. A driving management system comprising a correction unit that corrects the predicted resistance value stored in the predicted value storage unit when the speed of the train deviates from the target driving curve while the train is running in the target section.

2. The aforementioned driving curve creation unit is configured to create the target driving curve such that the coasting section, which is the section in which the train coasts, is included in the target driving curve. The operation management system according to claim 1, wherein the correction unit corrects the predicted resistance value stored in the predicted value storage unit when the speed of the train deviates from the target operating curve while the train is coasting in the coasting section.

3. The aforementioned prediction value storage unit stores multiple resistance prediction values ​​corresponding to multiple operating areas. Each of the aforementioned operating areas includes at least one of the aforementioned target sections. The operation management system according to claim 1, wherein the correction unit corrects the predicted resistance value corresponding to the operating area to which the target section belongs when the speed of the train deviates from the target operating curve while the train is running in the target section.

4. The operation management system according to claim 2, wherein the correction unit corrects the predicted resistance value based on the calculation result of the acceleration / deceleration degree of the train, and corrects the predicted resistance value stored in the predicted value storage unit in association with the air density of the area where the calculation result was obtained.

5. The train operation management system according to any one of claims 1 to 4, further comprising a running control unit that controls the running of the train based on the target running curve.

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