Driving support system and driving support method

Abstract

To provide a train operation support system which utilizes a regenerative electric power generated by a decelerating train that is traveling, as a driving power of a power-running train, without generating a delay of the power-running train in departure from a station.SOLUTION: An operation support system comprises a first on-board device installed in at least one stopping train, a second on-board device installed in at least one traveling train and a ground side device to communicate information with the first and second on-board devices via transmission lines. The ground side device generates a deceleration pattern of the traveling train based on power running beginning information of the stopping train acquired by information received from at least the first on-board device and transmits the pattern to the second on-board device.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operation support system and an operation support method for an electric railway.

Background Art

[0002] In recent years, from the viewpoints of reducing environmental impact and costs, improvement of energy efficiency has been desired also in railways. In electric railways, effective utilization of regenerative brakes has been attracting attention as a means of improving energy efficiency.

[0003] A regenerative brake is a deceleration means for securing braking force by the electromotive force of a motor mounted on a train, and enables reuse by converting the kinetic energy of the train, which was consumed as heat by a conventional friction brake, into electric power.

[0004] The electric power generated by the regenerative brake (regenerated power) is supplied as driving power for other trains via an overhead wire. However, when there are no trains consuming the regenerated power, the regenerated power cannot be utilized. For this reason, in order to effectively utilize the regenerated power, a technology for controlling the operation of trains so as to drive other trains according to the generation of the regenerated power is required.

[0005] As a technology for addressing such problems, an operation management device shown in Patent Document 1 is known. Patent Document 1 discloses a technology in which the start time of the regenerative brake operation of a train during travel is predicted, and the departure time of a train stopped at a station is made to wait until the predicted start time of the regenerative brake operation, so that the regenerated power can be utilized by the train departing from the station.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] In the technology described in Patent Document 1, the departure time of a train whose operation is controlled according to a regenerative train is delayed with respect to the train operation diagram. As a result, after departing from the station, the train needs to run at a higher speed than normal to eliminate the delay, and there is a problem that the energy consumption becomes larger than that of normal operation.

[0008] Therefore, in the present invention, in order to address this problem, without causing a delay in the power running train departing from the station, in order to effectively utilize the regenerative power generated by the decelerating train during running as the driving power of the power running train, an object is to provide a system and method for assisting the operation of a train.

Means for Solving the Problems

[0009] In order to solve the above problems, one of the representative train operation support systems of the present invention includes a first on-vehicle device mounted on at least one stopped train, a second on-vehicle device mounted on at least one running train, and a ground-side device that communicates information with the first on-vehicle device and the second on-vehicle device via a transmission line. The ground-side device generates a deceleration pattern of the running train based on the power running start information of the stopped train obtained from at least the received information from the first on-vehicle device, and transmits it to the second on-vehicle device.

Effects of the Invention

[0010] According to the present invention, even when the train's running is delayed compared to a predetermined train operation diagram, it is possible to predict the power running start time of the power running train and reflect it in the adjustment of the regenerative brake start time of the regenerative train. By providing a train operation support device, the regenerative power generated by the train's regenerative brake can be efficiently utilized, and the energy consumption related to train operation can be reduced. In addition, problems, configurations, and effects other than those described above will be clarified by the description in the following embodiments for carrying out the invention.

Brief Description of the Drawings

[0011]

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Figure 17

Mode for Carrying Out the Invention

[0012] Hereinafter, as modes for carrying out the present invention, Embodiments 1 to 5 will be described with reference to the drawings. Note that the present invention is not limited by these embodiments. In addition, the meanings of the reference numerals and the like mentioned at least in the description of Embodiment 1 are also applied to the descriptions of the other embodiments as being synonymous.

Embodiment

[0013] In Embodiment 1, at the driver's cab of the power running side train, using the information that the power running notch is engaged (hereinafter referred to as "power running notch engagement information"), the determined power running start time is obtained, a running pattern starting deceleration from this power running start time is generated, and the train operation is controlled along the generated running pattern.

[0014] FIG. 1 is a diagram showing the configuration of the driving support system according to Embodiment 1 of the present invention and the train to be the driving support target. The configuration of this driving support system is the same as that of Embodiment 2 described later. Here, the driving support system according to Embodiment 1 of the present invention is composed of an on-vehicle device 104A mounted on a first train 101A, an on-vehicle device 104B mounted on a second train 101B, a driving control device 106B, a ground-side device 103, and a transmission line 102 for mutually communicating information related to these devices. Here, in all embodiments of the present invention, the on-vehicle device mounted on the train may be configured to include the driving control device mounted on the same train.

[0015] The ground-side device 103 includes at least an arithmetic unit 107 and a timetable database 108 that stores the arrival and departure times of each station for each train.

[0016] The first train 101A is stopped at station 113, and the on-vehicle device 104A transmits power running notch input information 111 to the ground-side device 103 via the transmission line 102.

[0017] The second train 101B is in motion, and the on-vehicle device 104B transmits position information 109B and speed information 110B to the ground-side device 103 via the transmission line 102.

[0018] In the ground-side device 103, the arithmetic unit 107 uses the power running notch input information 111 received from the on-vehicle device 104A of the first train 101A as a trigger for the start of power running of train 101A, and based on the position information 109B and speed information 110B received from the second train 101B, generates a target deceleration pattern 112 of the second train 101B using the timetable database 108 and transmits it to the second train 101B via the transmission line 102.

[0019] In the second train 101B, the operation control device 106B controls the speed of its own train so as to follow the target deceleration pattern 112 received from the ground-side device 103.

[0020] Here, the transmission line 102 is composed of a known wireless line such as a public wireless line such as a mobile phone or a dedicated wireless line for railways such as train wireless or train signal devices.

[0021] Also, the operation control device 106 (operation control device 106B in the second train 101B) mounted on the train side is composed of an automatic train operation device that automatically follows a given target operation pattern or a train operation support system that enables a driver to manually follow an operation pattern to be instructed.

[0022] Figure 2 is a diagram showing the flow (flowchart) of the processing executed by the arithmetic unit 107 provided in the ground-side device 103 of the driving support system in the case of the first embodiment. Hereinafter, the notation of the arithmetic unit 107, which is the execution subject of each process, is omitted. In process 202, the second train (deceleration-side train) 101B calculates the deceleration start position 302C (hereinafter referred to as "scheduled deceleration start position 302C") required to stop at the next station at the minimum deceleration (hereinafter referred to as "scheduled deceleration") required to stop at the stop position of the next station from the current speed 110B by the arrival time at the next station on the schedule. Thereafter, the process proceeds to process 203.

[0023] In process 203, the second train (deceleration-side train) 101B calculates the normal maximum deceleration start position 302A required to stop at the next station from the current speed 110B at the normal maximum deceleration. Thereafter, the process proceeds to conditional branch 204.

[0024] In conditional branch 204, the current position 109B of the second train (deceleration-side train) 101B is compared with the normal maximum deceleration start position 302A, and it is determined whether the current position 109B is closer to the next station stop position 301 than the normal maximum deceleration start position 302A.

[0025] If the current position 109B is closer to the next station stop position 301 than the normal maximum deceleration start position 302A (YES), the process proceeds to process 207A, and if not (NO), the process proceeds to conditional branch 205.

[0026] In conditional branch 205, it is determined whether the power notch input information 111 has been input. If the input of the power notch input information 111 is confirmed (YES), the process proceeds to conditional branch 206, and if not confirmed (NO), the process returns to process 202.

[0027] In the conditional branch 206, the position 302B where the power notch input information 111 is received (hereinafter referred to as "power notch reception position 302B") is compared with the deceleration start position 302C on the train schedule, and it is determined whether the power notch reception position 302B is closer to the next station stop position 301 than the deceleration start position 302C on the train schedule. As a result of the determination, if it is close (YES), the process proceeds to process 207B, and if it is not close (NO), the process proceeds to process 207C.

[0028] In process 207A, a deceleration pattern 303A in which the second train (deceleration-side train) 101B stops at the next station with the maximum service deceleration is generated and set as the target deceleration pattern 112.

[0029] In process 207B, a deceleration pattern 303B in which the second train (deceleration-side train) 101B starts decelerating from the power notch reception position 302B and stops at the next station with a constant deceleration β is generated and set as the target deceleration pattern 112.

[0030] As the deceleration β, a value that satisfies the simultaneous equations of formulas (1.1) to (1.4) shown below is given. Thereby, a deceleration pattern 303B that stops at the next station stop position 301 with a constant deceleration β from the power notch reception position 302B can be generated.

[0031]

Equation

Equation

Equation

Equation

[0032] Here, time: t, speed: v, position: x are variables, speed 110B: v0, distance from the power notch reception position 302B to the next station stop position 301: Δx, remaining time until the next station stop time on the train schedule: Δt.

[0033] In process 207C, the second train (decelerating train) 101B generates a deceleration pattern 303C in which it stops at the next station at the deceleration rate on the timetable, and sets it as the target deceleration pattern 112.

[0034] Figure 3 is a diagram showing the operation curve of the second train (decelerating train) 101B according to the flowchart shown in Figure 2. (A) When the operation control unit 106B has not received the power operation notch input information 111 by the time it reaches the normal maximum deceleration start position 302A, the second train (decelerating train) 101B starts decelerating from the normal maximum deceleration start position 302A, and generates a deceleration pattern 303A in which the speed becomes 0 at the next station stop position 301.

[0035] The operation control device 106B controls the speed of the second train (decelerating train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 303A) received from the operation unit 107, and the second train (decelerating train) 101B travels as shown in the travel history 304A.

[0036] (B) When the operation control unit 106B receives the power operation notch input information 111 while approaching the next station beyond the timetable deceleration start position 302C, the second train (decelerating train) 101B starts decelerating from the power operation notch reception position 302B, and generates a deceleration pattern 303B in which the speed becomes 0 at the next station stop position 301.

[0037] The operation control device 106B controls the speed of the second train (decelerating train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 303B) received from the operation unit 107, and the second train (decelerating train) 101B travels as shown in the travel history 304B.

[0038] (C) When the operation control unit 106B receives the power operation notch input information 111 before the timetable deceleration start position 302C, the second train (decelerating train) 101B starts decelerating from the timetable deceleration start position 302C, and generates a deceleration pattern 303C in which the speed becomes 0 at the next station stop position 301.

[0039] The operation control device 106B controls the speed of the second train (deceleration-side train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 303C) received from the arithmetic unit 107, and thus the second train (deceleration-side train) 101B travels as shown in the travel history 304C.

[0040] Also, when the power running of the first train (power-running-side train) 101A ends during the deceleration of the second train (deceleration-side train) 101B, the deceleration may be continued at the current deceleration rate, or a more energy-saving pattern may be recalculated according to the siding position and speed.

[0041] In this way, the second train (deceleration-side train) 101B can start decelerating according to the target deceleration pattern 112 corresponding to the power running notch input time and stop at the next station stop position 301.

[0042] FIG. 4 is a diagram showing the effects of the operation support system according to the first embodiment. In the figure, the waveform (dotted line) of the power running power 401 by the first train (power-running-side train) 101A and the waveforms (402A and 402B) of the regenerative power 402 by the second train (deceleration-side train) 101B are shown. The overlapping part of the two is the regenerative power that the first train (power-running-side train) 101A can utilize. The regenerative power 402A (dash-dotted line) is the case without the control by the operation support system, and the regenerative power 402B (solid line) is the case when the control by the operation support system works.

[0043] Since the regenerative power 402A (dash-dotted line) rises earlier than the power running power 401, a large part that does not overlap with the power running power 401 is generated. On the other hand, the regenerative power 402B (solid line) rises simultaneously with the power running power 401 by receiving the power running notch input information 111, so the overlapping part with the power running power 401 increases.

[0044] As described above, according to the operation support system according to the first embodiment, by starting the deceleration of the train in motion in accordance with the departure of the train during station stop, the regenerative power can be effectively utilized as the driving power of the train departing from the station.

Example

[0045] The deceleration pattern generated by the driving support system according to Example 2 is different from the deceleration pattern generated by the driving support system according to Example 1 in that it can avoid the early arrival of the decelerating train. Here, the configuration of the driving support system according to Example 2 is the same as that of the driving support system according to Example 1.

[0046] FIG. 5 is a diagram showing the flow (flowchart) of the process executed by the arithmetic unit 107 provided in the ground-side device 103 of the driving support system in the case of Example 2. In Example 2, it is different from Example 1 in that processes 501, 502, and 503 are executed instead of process 207B in the flowchart in the case of Example 1. Although the execution entity of these processes is also the arithmetic unit 107, its notation will be omitted hereinafter.

[0047] In process 501, at the current position 109B of the second train (decelerating train) 101B, a first deceleration pattern 602A that decelerates from the speed 110B at the first deceleration β1 is generated.

[0048] In process 502, a second deceleration pattern 602B is generated in which the second train (decelerating train) 101B stops at the next station stop position 301 at the next station stop time on the timetable with a second deceleration β2 (β1 > β2) different from the first deceleration β1.

[0049] In process 503, a position 601 (hereinafter referred to as "deceleration change point 601") where the first deceleration pattern 602A and the second deceleration pattern 602B intersect is derived. That is, a deceleration pattern 603 is generated in which the first deceleration pattern 602A is switched to the second deceleration pattern 602B at the deceleration change point 601, the first deceleration pattern 602A is used before the deceleration change point 601, and the second deceleration pattern 602B is used on the side of the next station stop position 301 from the deceleration change point 601, and it is set as the target deceleration pattern 112.

[0050] As the first deceleration β1 and the second deceleration β2, values that satisfy the simultaneous equations of Formula (2.1) to Formula (2.4) are respectively given. Thereby, the second train (deceleration-side train) 101B can decelerate from the power notch reception position 302B and stop at the next station stop position 301 at the arrival time at the next station on the train schedule.

[0051]

Number

Number

Number

Number

[0052] Here, time: t, speed: v, position: x are variables, speed of 110B: v0, remaining time until the arrival time at the next station on the train schedule: Δt, distance from the deceleration change point 601 to the next station stop position 301: Δx, time until switching from the first deceleration β1 to the second deceleration β2: t1.

[0053] FIG. 6 is a diagram showing the operation curve of the second train (deceleration-side train) 101B according to the flowchart shown in FIG. 5. However, regarding the running of the second train (deceleration-side train) 101B when the power notch input information 111 is not received, or when the power notch input information 111 is received before the deceleration start position 302C on the train schedule (a position farther from the next station stop position 301), it is the same as in the first embodiment, and thus is omitted.

[0054] When the operation unit 107 receives the power application notch input information 111 at a position farther from the deceleration start position 302C on the timetable (a position closer to the next station stop position 301), with the deceleration change point 601 as the boundary, for the nearer side (a position farther from the next station stop position 301), it generates the deceleration pattern 603 that matches the deceleration pattern 602A with a deceleration of β1 as the target deceleration pattern 112, and for the farther side (a position closer to the next station stop position 301), it generates the deceleration pattern 603 that matches the deceleration pattern 602B with a deceleration of β2 as the target deceleration pattern 112.

[0055] By controlling the speed so that the operation control device 106B follows the deceleration pattern 603 as the target deceleration pattern 112, the second train (deceleration side train) 101B travels as shown in the travel history 604.

[0056] As a result, the second train (deceleration side train) 101B can avoid arriving early by stopping at the next station stop position 301 at the scheduled stop time on the timetable. That is, compared with the arrival time at the next station stop position 301 according to the travel history 304B in the case of the deceleration pattern 303B in Embodiment 1 (the time characteristic diagram at the lower side of FIG. 3), the arrival time at the next station stop position 301 according to the travel history 604 in the case of the deceleration pattern 603 in Embodiment 2 (the time characteristic diagram at the lower side of FIG. 6) shows that it arrives at the same time as the arrival time according to the deceleration pattern 303C from the deceleration start position 302C on the timetable (the scheduled stop time) without arriving early.

[0057] FIG. 7 is a diagram showing the effect of the operation support system according to Embodiment 2. The regenerative power 701 (thick solid line) according to Embodiment 2 when the power application notch input information 111 is received at a position farther from the deceleration start position 302C on the timetable (a position closer to the next station stop position 301), compared with the regenerative power 402B (thin solid line) according to Embodiment 1 in the same case, shows that the time during which regenerative power is generated increases. Therefore, in the operation support system according to Embodiment 2, regenerative power can be utilized more effectively than in the operation support system according to Embodiment 1.

Embodiment

[0058] The feature of the driving support system according to Embodiment 3 is different from those of Embodiments 1 and 2 in that it generates a deceleration pattern that more effectively utilizes regenerative power while avoiding the early arrival of the decelerating train by adjusting the speed of the decelerating train.

[0059] FIG. 8 is a diagram showing the configuration of the driving support system according to Embodiment 3 of the present invention and the trains to be supported by driving. The driving support system according to Embodiment 3 differs from the driving support systems according to Embodiments 1 and 2 in the following points.

[0060] The ground-side device 103 newly includes a power running time prediction unit 802. The power running time prediction unit 802 takes as inputs the boarding rate 803 of the first train (power running train) 101A and the congestion rate 804 of the station 113, and refers to the congestion rate database 805 for these inputs to calculate the power running start time 801. When the congestion rate 804 on the platform of the station 113 is high and the boarding rate 803 of the first train (power running train) 101A is high, this power running start time 801 is delayed from the power running start time on the timetable because the boarding and alighting time of the passengers becomes longer than usual.

[0061] Here, as a method for measuring the congestion rate 804, for example, a method of measuring from the photographed image of the camera 806 installed on the platform of the station 113 can be adopted.

[0062] Also, as a method for measuring the boarding rate 803, for example, a method of measuring from the vehicle load of the first train (power running train) 101A can be adopted.

[0063] Then, a method is used in which the boarding and alighting time of the passengers corresponding to the congestion rate of the station and the boarding rate of the train is accumulated in the congestion rate database 805, and the boarding and alighting time of the corresponding train is estimated from the measured congestion rate 804 and boarding rate 803.

[0064] In addition to the same inputs as in Embodiments 1 and 2, the calculation unit 107 takes as an input the power running start time 801 calculated by the power running time prediction unit 802.

[0065] Figure 9 is a diagram showing the flow (flowchart) of the processes executed by the arithmetic unit 107 and the power running time prediction unit 802 included in the ground-side device 103 of the driving support system in the case of Example 3. In process 91A, the power running time prediction unit 802 predicts the power running start time 801 with respect to the timetable time of the first train (power running side train) 101A from the congestion rate 804 on the platform of the station 113 and the boarding rate 803 of the train 101A. Thereafter, the process proceeds to process 92A.

[0066] In process 92A, the arithmetic unit 107 calculates, for the second train (deceleration side train) 101B, the deceleration start position (timetable deceleration start position 302C) and the deceleration start time (timetable deceleration start time 1002C) necessary to stop at the next station at the timetable deceleration rate at the next station stop time on the timetable, and the process proceeds to process 92B.

[0067] In process 92B, the arithmetic unit 107 calculates, for the second train (deceleration side train) 101B, the normal maximum deceleration start time 1002A and the normal maximum deceleration start position 1001A when stopping at the arrival time on the timetable at the next station using the normal maximum deceleration, and the process proceeds to conditional branch 93A.

[0068] In conditional branch 93A, the arithmetic unit 107 compares the power running start time 801 with the normal maximum deceleration start time 1002A. If the power running start time 801 is later than the normal maximum deceleration start time 1002A (YES), the process proceeds to process 95A; otherwise (NO), the process proceeds to branch 94B.

[0069] In conditional branch 94B, the arithmetic unit 107 compares the power running start time 801 with the timetable deceleration start time 1002C. If the power running start time 801 is later than the timetable deceleration start time 1002C (YES), the process proceeds to process 95B; otherwise (NO), the process proceeds to process 95C.

[0070] In process 95A, the arithmetic unit 107 generates a deceleration pattern 1003A for the second train (deceleration side train) 101B to stop at the next station stop position 301 at the normal maximum deceleration, and sets it as the target deceleration pattern 112.

[0071] In process 95B, the arithmetic unit 107 generates a deceleration pattern 1003B for the second train (deceleration-side train) 101B to start decelerating from the power-on start time 801 at a constant deceleration β and stop at the next station, and sets it as the target deceleration pattern 112.

[0072] In process 95C, the arithmetic unit 107 generates a deceleration pattern 303C for the second train (deceleration-side train) 101B to stop at the next station at the deceleration on the train schedule, and sets it as the target deceleration pattern 112.

[0073] As the deceleration β and the speed v0, values that satisfy the simultaneous equations of formulas (3.1) to (3.4) are given respectively. Thereby, the arrival time on the train schedule can be satisfied. Here, time: t, speed: v, and position: x are variables, and the remaining time: Δt, the remaining distance: Δx, and the time until power-on start: t1.

[0074]

Equation

Equation

Equation

Equation

[0075] FIG. 10 is a diagram showing the operation curve of the second train (deceleration-side train) 101B according to the flowchart shown in FIG. 9. (A) When the power-on start time 801 is earlier than the train schedule deceleration start time (the time when reaching the train schedule deceleration start position 302C), the arithmetic unit 107 generates a deceleration pattern 303C that starts decelerating from the train schedule deceleration start position 302C and has a speed of 0 at the next station stop position 301.

[0076] The operation control device 106B controls the speed of the second train (deceleration-side train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 303C) received from the arithmetic unit 107. As a result, the second train (deceleration-side train) 101B travels as shown in the travel history 304C.

[0077] (B) When the power running start time 801 is after the timetable deceleration start time 1002C and before the service maximum deceleration start time 1002A, the arithmetic unit 107 starts deceleration at the power running start time 801 and generates a deceleration pattern 1003B that reaches a speed of 0 at the next station stop position 301.

[0078] The operation control device 106B controls the speed of the second train (deceleration-side train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 1003B) received from the arithmetic unit 107. As a result, the second train (deceleration-side train) 101B travels as shown in the travel history 1004B.

[0079] (C) When the power running start time 801 is after the service maximum deceleration start time 1002A, the arithmetic unit 107 starts deceleration at the service maximum deceleration start time 1002A and generates a deceleration pattern 1003A that reaches a speed of 0 at the next station stop position 301.

[0080] The operation control device 106B controls the speed of the second train (deceleration-side train) 101B so as to follow the target deceleration pattern 112 (deceleration pattern 1003A) received from the arithmetic unit 107. As a result, the second train (deceleration-side train) 101B travels as shown in the travel history 1004A.

[0081] FIG. 11 is a diagram showing the effects of the driving support system according to the third embodiment. In the driving support system according to the third embodiment, since the speeds at the start of deceleration when entering the deceleration patterns (303C, 1003B, 1003A) are different as shown in FIG. 10 according to the predicted starting time of power running 801, by suppressing the speed at the start of deceleration, it is possible to control to a weaker deceleration. For this reason, the regenerative power 1101 (thick solid line) has a waveform with a gentler deceleration (suppressed deceleration) compared to the regenerative power 402B (thin solid line) in the case of the first embodiment, and also compared to the regenerative power 402A (dashed-dotted line) when there is no control by the driving support system, the regenerative power integration amount can be increased.

[0082] Thus, according to the driving support system according to the third embodiment, while avoiding the early arrival of the decelerating train, the regenerative power can be effectively utilized as the driving power of the train departing from the station.

Embodiment

[0083] In the first to third embodiments, it is assumed that there is one decelerating train, but there may be a plurality of decelerating trains capable of generating regenerative power on the same power system. When there are a plurality of them, for example, when applying the third embodiment, since a plurality of decelerating trains decelerate so as to be synchronized with the power-running train at the same time, it is assumed that the amount of generated regenerative power exceeds the amount of consumed power-running power. At that time, there is a problem that the energy-saving effect of the obtained regenerative power integration is limited compared to the demerit of increasing the deceleration of the decelerating train and impairing the riding comfort. Therefore, it is necessary to select a decelerating train that actually conducts regenerative power integration from a plurality of decelerating trains capable of regeneration.

[0084] The fourth embodiment is characterized in that, for three conditions of the distance between the power-running train and the decelerating train, the deceleration of the decelerating train, and the delay time of the decelerating train, a plurality of decelerating trains are compared and the decelerating train to be controlled is selected. It is different from the third embodiment in that respect.

[0085] FIG. 12 is a diagram showing the configuration of the driving support system according to the fourth embodiment of the present invention and the trains to be supported by driving. The system according to the fourth embodiment is different from the system according to the third embodiment in the following points. In the fourth embodiment, in addition to the first train 101A and the second train 101B, a third train 101C is added as a decelerating train. The third train 101C exists on the same electric power system as the first train 101A and the second train 101B. Similar to the second train (decelerating train) 101B, the third on-vehicle device 104C sends its own position information 109C and speed information 110C to the ground device 103 via the transmission line 102.

[0086] Based on the received train position information 109A, 109B, and 109C, speed information 110B and 110C, and the timetable database 108, the arithmetic unit 107 of the ground device 103 generates a target deceleration pattern 112B for the second train (decelerating train) 101B and a target deceleration pattern 112C for the third train (decelerating train) 101C.

[0087] FIG. 13 is a diagram showing the flow (flowchart) of the processing executed by the arithmetic unit 107 and the power running time prediction unit 802 provided in the ground device 103 of the operation support system in the case of the fourth embodiment. In the fourth embodiment, the following points are different from the third embodiment. Hereinafter, the processing steps different from the third embodiment will be described, and the others are the same as those in the third embodiment and thus will be omitted. In FIG. 13, for the convenience of the paper size, the processing 91A (FIG. 9) for predicting the power running start time following the start 21A in the third embodiment is included in the processing 92A. Although it is omitted, in the fourth embodiment as well, following the start 21A, the power running start time prediction processing 91A is similarly executed.

[0088] As a step after creating the target deceleration pattern, a conditional branch 1301A is added to determine whether the target deceleration patterns have been generated for all the decelerating trains. As a result of the determination, if all have been generated (YES), the process proceeds to the processing 1302A, and in other cases (NO), the process proceeds to the processing 1303B.

[0089] In process 1302A, for the target deceleration pattern of each decelerating train (in Example 4, the second train 101B and the third train 101C), an objective function is set with the distance between the power-running train and the decelerating train, the deceleration rate of the decelerating train, and the delay time of the decelerating train as variables, and the target deceleration pattern 112 is transmitted only to the decelerating train for which the value of this objective function is the smallest. To the other decelerating trains, the normal deceleration pattern is transmitted. Then, the process ends.

[0090] In process 1303B, the decelerating train for which the target deceleration pattern 112 is to be generated is switched. Then, the process proceeds to process 92A.

[0091] Next, the content of the objective function set in process 1302A will be described. The following three are set as variables of the objective function. x: The distance between the power-running train and the decelerating train a: The deceleration rate in the deceleration pattern of the decelerating train t: The delay time from the operation schedule of the decelerating train At this time, the objective function is defined as a function including the variables x, a, and t, and as a specific example, one that takes a linear correspondence for each variable is adopted.

[0092] Also, the following gains k are multiplied by the variables x, a, respectively. kx: The gain for the distance between the power-running train and the decelerating train ka: minus The gain for the deceleration rate in the deceleration pattern of the power-running train kt: The gain for the delay time from the schedule of the decelerating train Let it be so.

[0093] At this time, the objective function has the definition shown in the following formula (4.1).

Equation

[0094] In the fourth embodiment, this objective function is applied to all the trains on the deceleration side on the same line, and the target deceleration pattern 112 is transmitted only to the train with the smallest value of this objective function.

[0095] FIG. 14 is a diagram showing the case where only the deceleration is used as a variable of the objective function regarding the effect of the operation support system according to the fourth embodiment. The upper diagram of FIG. 14 shows the characteristics of the power consumption, and the lower diagram of FIG. 14 shows the characteristics of the speed.

[0096] In the upper diagram, the regenerative powers 1401B (dashed-dotted line) and 1401C (broken line) respectively show the amounts of regenerative power generation of the second train (deceleration-side train) 101B and the third train (deceleration-side train) 101C when the control by the operation support system is not performed, that is, when the deceleration start time is not adjusted.

[0097] On the other hand, the regenerative powers 1402B (thick solid line) and 1402C (thick double-dashed line) respectively show the amounts of regenerative power generation of the second train (deceleration-side train) 101B and the third train (deceleration-side train) 101C when the deceleration start time is adjusted by the control of the operation support system.

[0098] Also, in the lower diagram, the speeds 1403B (solid line) and 1403C (double-dashed line) respectively show the speeds of the second train (deceleration-side train) 101B and the third train (deceleration-side train) 101C when the deceleration start time is adjusted.

[0099] When the objective function shown in Equation (4.1) is applied to the second train (deceleration-side train) 101B and the third train (deceleration-side train) 101C, the deceleration 1403C of the third train (deceleration-side train) 101C is smaller than the deceleration 1403B of the second train (deceleration-side train) 101B. Therefore, the arithmetic unit 107 transmits the target deceleration pattern 112C to the third train (deceleration-side train) 101C and adjusts the deceleration start time.

[0100] In this way, by selecting a train to be controlled by an objective function with a variable deceleration rate from among a plurality of decelerating trains, it is possible to perform regenerative power transfer while suppressing the deterioration of the riding comfort.

[0101] Furthermore, when applying an objective function using a plurality of variables, the train to be controlled is selected based on a comprehensive judgment of the plurality of variables.

Example

[0102] Example 4 is an example in which the regenerative power of one of the plurality of decelerating trains is supplied to a power-running train, while Example 5 is an example corresponding to the case where there are also a plurality of power-running trains present.

[0103] When power is intermittently consumed from the power-running train, the deceleration rate of the decelerating train becomes excessive, and the riding comfort deteriorates. In Example 5, the point that is different from Example 4 is that the deceleration start time is changed so as to supply regenerative power to a plurality of power-running trains. Also, Example 5 can of course be applied to Example 3 in which the decelerating side and the power-running side are one train.

[0104] FIG. 15 is a diagram showing the configuration of the operation support system according to Example 5 of the present invention and the trains to be operationally supported. The system according to Example 5 is different from the system according to Example 4 in the following points. In Example 5, in addition to Example 4, a fourth train 101D is added as a power-running train on the same electric system. Similar to the first train 101A, the fourth train 101D sends the position information 109D, the boarding rate 803D of the fourth train 101D, and the congestion rate 804D on the platform of the station 113D from the fourth on-vehicle device 104D to the ground-side device 103 via the transmission line 102.

[0105] When predicting the power running time of the ground-side device 103, the power running start time 801D of the fourth train 101D is calculated by referring to the congestion rate database 805 with respect to the boarding rate 803D of the fourth train 101D and the congestion rate 804D on the platform of the station 113D. As a method for obtaining this congestion rate 804D, for example, a method of measuring from the captured video of the camera 806D installed on the platform of the station 113D is adopted.

[0106] FIG. 16 is a diagram showing the flow (flowchart) of the process executed by the arithmetic unit 107 and the power running time prediction unit 802 provided in the ground-side device 103 of the driving support system in the case of Example 5. In process 1601A, the arithmetic unit 107 calculates the time series of the power consumption of the entire electric system from the predicted power running start time (801A or 801D in FIG. 15) and the running speed on the timetable for all the power running trains on the same electric system. Then, the process proceeds to process 1602A.

[0107] In process 1602A, the arithmetic unit 107 calculates the deceleration pattern required to stop at the next station at the deceleration speed on the timetable for all the decelerating trains on the same electric system and the amount of regenerative power generated in the entire electric system at that time. Then, the process proceeds to conditional branch 1606A.

[0108] In conditional branch 1606A, the arithmetic unit 107 determines whether the amount of regenerative power generated is always less than the amount of power consumption. As a result of the determination, if it is always less (YES), the process proceeds to process 1604A, and in other cases (NO), the process proceeds to process 1603A.

[0109] In process 1604A, the arithmetic unit 107 transmits the deceleration pattern generated in process 1602A as the target deceleration pattern 112 to a plurality of decelerating trains. Then, the process ends.

[0110] In process 1603A, the arithmetic unit 107 generates a deceleration pattern that maximizes the regenerative power integration amount by changing the deceleration while ensuring that all the trains on the decelerating side on the same electric system stop at the next station stop time on the train schedule.

[0111] An example of a specific generation method will be described below. The deceleration range from the deceleration on the train schedule to the maximum normal deceleration is divided at a predetermined resolution. For each divided deceleration, the regenerative power waveform from the current time to the stop time is calculated for each decelerating train on the regenerating side. One regenerative power waveform is selected for each decelerating train, and the total value of all the decelerating trains is generated as the total regenerative power waveform. Here, the selection method of the regenerative power waveform is carried out by brute force. The total regenerative power waveform and the total active power consumption waveform are compared. When the total regenerative power waveform is always lower than the total active power consumption waveform, the deceleration pattern of each regenerative train that generates the total regenerative power waveform is generated. Then, it proceeds to conditional branch 1607A.

[0112] In conditional branch 1607A, the arithmetic unit 107 determines whether there are multiple deceleration patterns that maximize the regenerative power integration amount. As a result of the determination, if there are multiple (YES), it proceeds to process 1605A, and if there are not multiple (NO), it proceeds to process 160 8 A.

[0113] In process 1605A, the arithmetic unit 107 transmits, as the target deceleration pattern 112, the deceleration pattern with the lowest deceleration among the multiple deceleration patterns to the corresponding decelerating train. Then, the process ends.

[0114] Process 160 8 In A, the arithmetic unit 107 transmits, as the target deceleration pattern 112, the deceleration pattern that maximizes the deceleration to the decelerating train for which there is a deceleration pattern that maximizes. Then, the process ends.

[0115] FIG. 17 is a diagram showing the effects of the operation support system according to the fifth embodiment. The total power consumption waveform during power running of the first train 101A (the power-running train) and the fourth train 101D is 1701 (dotted line).

[0116] At the power-running start time 801A of the first train (the power-running train) 101A, the amount of regenerative power generated in the deceleration pattern when adjusting the deceleration start time of the second train (the decelerating train) 101B is 1702B (thin dashed-dotted line), and the amount of regenerative power generated in the deceleration pattern when adjusting the deceleration start time of the third train (the decelerating train) 101C is 1702C (thin dashed line).

[0117] Furthermore, the total regenerative power waveform (that is, the total regenerative power waveform when adjusting the deceleration start times of the second train (the decelerating train) 101B and the third train (the decelerating train) 101C at the power-running start time 801A of the first train (the power-running train) 101A), which is the sum of these two amounts of regenerative power generated 1702B and 1702C, is 1703 (thin solid line).

[0118] On the other hand, the amount of regenerative power in the case of the deceleration pattern that maximizes the regenerative power flux in the second train (the decelerating train) 101B obtained by process 1603A is 1704B (thick dashed-dotted line), and the amount of regenerative power in the case of the deceleration pattern that maximizes the regenerative power flux in the third train (the decelerating train) 101C is 1704C (thick dashed line).

[0119] Furthermore, as the sum of these two amounts of regenerative power generated 1704B and 1704C, the total regenerative power waveform in the deceleration pattern that maximizes the regenerative power flux is 1705 (thick solid line).

[0120] The total regenerative power waveform 1703 (thin solid line) when adjusting the deceleration start time causes a period exceeding the total power consumption waveform during power running 1701 (dotted line) in order to concentrate the regenerative power destination for one power-running train, resulting in loss of regenerative power.

[0121] On the other hand, since the total regenerative power waveform 1705 (thick solid line) in the case of the deceleration pattern that maximizes the regenerative power throughput does not exceed the total tractive power consumption waveform 1701 (dotted line), efficient regenerative power throughput can be achieved, and regenerative power throughput at a lower deceleration becomes possible.

[0122] In this way, by changing the deceleration of a plurality of decelerating trains, obtaining the power consumption of the tractive train and the regenerative power of the decelerating train, and obtaining a deceleration pattern that maximizes regenerative power throughput, it is possible to suppress an increase in deceleration and suppress a deterioration in riding comfort while performing regenerative power throughput.

[0123] As described above, each embodiment has been described as an embodiment of the present invention. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the present invention.

Explanation of Reference Numerals

[0124] 101A: First train, 101B: Second train, 101C: Third train, 101D: Fourth train, 102: Transmission line, 103: Ground-side device, 104A: First on-vehicle device, 104B: Second on-vehicle device, 104C: Third on-vehicle device, 104D: Fourth on-vehicle device, 106B: (Second) operation control device, 106C: (Third) operation control device, 107: Calculation unit, 108: Train diagram database, 109(109A, 109B, 109C, 109D): Position information, 110(110B, 110C): Speed information, 111: Tractive notch input information, 112(112B, 112C): Target deceleration pattern, 113(113A, 113D): Station (First station, Second station), 301: Next station stop position, 302A, 1001A: Normal maximum deceleration start position, 302B: Tractive notch reception position, 302C: Train diagram deceleration start position, 303A, 303B, 303C, 603, 1003A, 1003B: Deceleration pattern, 304A, 304B, 304C, 604, 1004A, 1004B: Driving history, 401: Propulsion power, 402A: Conventional regenerative power, 402B: Regenerative power according to Example 1, 601: Deceleration change point (switching position between the first deceleration and the second deceleration), 602A: First deceleration pattern, 602B: Second deceleration pattern, 701: Regenerative power according to Example 2, 801: Propulsion start time, 802: Propulsion time prediction unit, 803(803A, 803D): Occupancy rate, 804(804A, 804D): Congestion rate, 805: Congestion rate database, 806: Camera, 1002A: Normal maximum deceleration start time, 1002C: Schedule deceleration start time, 1101: Regenerative power according to Example 3, 1401B, 1401C: Regenerative power generation amount when deceleration start time is not adjusted, 1402B, 1402C: Regenerative power generation amount when deceleration start time is adjusted, 1701: Total propulsion power consumption waveform of the propulsion side train, 1702B, 1702C: Regenerative power generation amount when deceleration start time is adjusted, 1703: Total regenerative power waveform when deceleration start time is adjusted, 1704B, 1704C: Regenerative power amount in the case of the deceleration pattern that maximizes the regenerative power flux, 1705: Total regenerative power waveform in the deceleration pattern that maximizes the regenerative power flux.

Claims

1. at least one first on-vehicle device mounted on a stopped train; at least one second on-vehicle device mounted on a running train; a ground-side device that communicates information with the first on-vehicle device and the second on-vehicle device via a transmission line, wherein the ground-side device receives information on the boarding rate of the stopped train from the first on-vehicle device, receives information on the congestion rate of the station where the stopped train is stopped from the station via the transmission line, predicts the starting time of power running of the stopped train from the boarding rate and the congestion rate, and uses it as power running start information of the stopped train, generates a deceleration pattern of the running train triggered by the power running start information based on the position information and speed information of the running train received from the second on-vehicle device, and transmits it to the second on-vehicle device, when there are a plurality of running trains, the ground-side device generates the deceleration pattern for all of the plurality of running trains, selects a deceleration pattern with the smallest value of an objective function based on the relationship between the running states of the stopped train and each of the plurality of running trains from all the generated deceleration patterns, and transmits it to the second on-vehicle device A driving support system characterized by the above.

2. The driving support system according to claim 1, wherein the objective function has at least one of the distance between the stopped train and the running train, the deceleration of the running train, and the delay time from the train operation schedule as a variable A driving support system characterized by the above.

3. at least one first on-vehicle device mounted on a stopped train; at least one second on-vehicle device mounted on a running train; a ground-side device that communicates information with the first on-vehicle device and the second on-vehicle device via a transmission line, wherein the ground-side device receives information on the boarding rate of the stopped train from the first on-vehicle device, receives information on the congestion rate of the station where the stopped train is stopped from the station via the transmission line, predicts the starting time of power running of the stopped train from the boarding rate and the congestion rate, and uses it as power running start information of the stopped train, generates a deceleration pattern of the running train triggered by the power running start information based on the position information and speed information of the running train received from the second on-vehicle device, and transmits it to the second on-vehicle device, when there are a plurality of running trains and a plurality of stopped trains, The received information from the first on-vehicle device is information on the occupancy rate of each of the plurality of stopped trains. The ground-side device receives, via the transmission line, information on the congestion rate of each station where each of the plurality of stopped trains is stopped from the stations where they are stopped, predicts the power running start time of each of the plurality of stopped trains from the occupancy rate and the congestion rate, uses it as the power running start information for each of the plurality of stopped trains, and calculates a power running consumption power waveform for the entire plurality of stopped trains from the power running start information. When the regenerative power waveform generated by the entire plurality of running trains does not exceed the power running consumption power waveform, a deceleration pattern for the plurality of running trains is generated and transmitted to the second on-vehicle device. A driving support system characterized by the above.

4. The driving support system according to claim 3, when the ground-side device generates a plurality of deceleration patterns for the plurality of running trains that satisfy the condition that the regenerative power waveform generated by the entire plurality of running trains does not exceed the power running consumption power waveform, the deceleration pattern with the lowest deceleration is selected and transmitted to the second on-vehicle device. A driving support system characterized by the above.

5. The ground-side device receives information on the occupancy rate of at least one stopped train from the at least one stopped train, receives position information and speed information of at least one running train from the at least one running train, and receives information on the congestion rate of the station where the stopped train is stopped from the station where the stopped train is stopped. The power running start time of the stopped train is predicted from the occupancy rate and the congestion rate and used as the power running start information for the stopped train, and a deceleration pattern for the running train is generated based on the position information and the speed information using the power running start information as a trigger. When there are a plurality of running trains, the ground-side device generates the deceleration pattern for all of the plurality of running trains, sets an objective function based on the relationship between the running states of the stopped train and each of the plurality of running trains for all of the generated deceleration patterns, selects the deceleration pattern with the smallest value of the objective function, and transmits the selected deceleration pattern to the running train corresponding to the deceleration pattern. A driving support method characterized by the above.

6. The ground-side device receives information on the boarding rate of at least one stationary train from the at least one stationary train, receives position information and speed information of at least one running train from the at least one running train, and receives information on the congestion rate of the station where the stationary train is stopped from the station where the stationary train is stopped. Predict the starting time of power running of the stationary train from the boarding rate and the congestion rate, and use it as the power running start information of the stationary train. Based on the position information and the speed information, generate a deceleration pattern of the running train triggered by the power running start information. When there are a plurality of running trains and a plurality of stationary trains. The received information is information on the boarding rate of each of the plurality of stationary trains. The ground-side device further receives information on the congestion rate of each station from the stations where the plurality of stationary trains are stopped respectively. Predict the starting time of power running of each of the plurality of stationary trains from the boarding rate and the congestion rate, and use it as the power running start information of each of the plurality of stationary trains. Calculate the power consumption waveform of power running for the entire plurality of stationary trains from the power running start information. Generate a deceleration pattern of the plurality of running trains that satisfies that the regenerative power waveform generated by the entire plurality of running trains does not exceed the power consumption waveform of power running. Transmit the generated deceleration pattern to the plurality of running trains. A driving support method characterized by the above.

Images