Travel plan calculation device and automatic train operation device

Abstract

To calculate a new travel plan speedily without deteriorating travel time accuracy even when replanning is performed during traveling in a case that large allowances are included in a prescribed travel time.SOLUTION: A travel plan calculation device comprises: a coasting starting point adjustment part for adjusting a coasting starting point based on route information, vehicle information, a planned speed limit and a provisional plan; a provisional plan calculation part for calculating a provisional plan based on route information, vehicle information, planned speed limit and the adjusted coasting starting point; and a provisional plan adoption / rejection determination part for determining adoption / rejection of the provisional plan, by comparing a target travel time with a travel time of the provisional plan. The coasting starting point adjustment part repeats adjustment of the coasting starting point to a boundary of an adjustable range after expanding the adjustable range of the coasting starting point while the travel time of the provisional plan is shorter than the target travel time based on a calculation result or determination result of a target travel time calculation part, the provisional plan calculation part and the provisional plan adoption / rejection determination part.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The embodiments relate to a running schedule calculation device and an automatic train operation device that calculate a running schedule for a train. [Background technology]

[0002] It has been known that coasting (a state in which a vehicle is coasting without acceleration by power or deceleration by braking) is an effective way to drive in an energy-efficient manner. One method proposed for achieving this energy-saving running is to calculate a running plan that makes extensive use of coasting within the scope of maintaining the target running time between stations, and then control the train according to the running plan.

[0003] In this case, coasting is utilized in the travel plan by gradually adding coasting between powering and braking, or by gradually changing the coasting section to widen it. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 3881302 [Patent Document 2] Patent No. 6087805 Summary of the Invention [Problem to be solved by the invention]

[0005] However, for express trains and other trains that pass through stations, the timetable may include a large margin of time for travel between stations. In addition, if the departure of a preceding train that is currently stopped at the next station is delayed and the train's arrival at the next station is delayed to avoid stopping before the station, the train must travel longer than usual to reach the next station, and it is desirable to quickly create a new travel plan. The present invention aims to provide a running plan calculation device and an automatic train operation device that can quickly calculate a new running plan without deteriorating the running time accuracy, even when re-planning is performed during running under conditions where the specified running time includes a large margin. [Means for solving the problem]

[0006] a coasting start point adjusting unit that adjusts a coasting start point based on route information, vehicle information, the planned speed limit, and a tentative plan; a tentative plan calculation unit that calculates a tentative plan based on the route information, the vehicle information, the planned speed limit, and the adjusted coasting start point; and a tentative plan adoption / rejection determination unit that compares the target running time with the running time of the tentative plan and determines whether to adopt the tentative plan, wherein the coasting start point adjusting unit determines whether to adopt the tentative plan based on the calculation results of the target running time calculation unit, the tentative plan calculation unit, and the tentative plan adoption / rejection determination unit, The starting point of the reverse curve based on the target speed, which is the lower of the planned speed limits before and after the planned speed limit change position. Based on this, the adjustable range of the coasting start point is extended while the tentatively planned travel time is below the target travel time. and decide on it. The coasting start point is repeatedly adjusted up to the boundary of the adjustable range. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic configuration block diagram of an automatic train operation system according to the first embodiment. [Figure 2] Figure 2 is a flowchart showing the general operation of the automatic train operation device. [Figure 3] FIG. 3 is a block diagram showing the schematic configuration of the driving plan calculation unit. [Figure 4] FIG. 4 is a flowchart showing the outline of the operation of the driving plan calculation unit. [Figure 5] FIG. 5 is a flowchart showing an outline of the process for adjusting the coasting start point. [Figure 6]FIG. 6 is an explanatory diagram of setting the reverse coasting start point of the first reverse coasting curve. [Figure 7] FIG. 7 is an explanatory diagram of setting the reverse coasting start point of the second reverse coasting curve. [Figure 8] FIG. 8 is a conceptual explanatory diagram of a reverse coasting curve. [Figure 9] FIG. 9 is an explanatory diagram of the calculation process of position and velocity in the reverse simulation process. [Figure 10] FIG. 10 is a diagram illustrating the initial value of the coasting start position. [Figure 11] FIG. 11 is a diagram illustrating the initial tentative plan. [Figure 12] FIG. 12 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when there is an initial tentative plan. [Figure 13] FIG. 13 is a diagram for explaining the first tentative plan. [Figure 14] FIG. 14 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when a tentative plan already exists. [Figure 15] FIG. 15 is a diagram for explaining the second tentative plan. [Figure 16] FIG. 16 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when a tentative plan already exists. [Figure 17] FIG. 17 is a diagram for explaining the third tentative plan. [Figure 18] FIG. 18 is an explanatory diagram of the coasting start point adjustment when the running time exceeds the predetermined running time when the third tentative plan is created. [Figure 19] FIG. 19 is a diagram for explaining the fourth tentative plan. [Figure 20] FIG. 20 is a diagram illustrating the process when the coasting start position cannot be adjusted even though a tentative plan in which the travel time is equal to or longer than the target travel time has not yet been obtained. [Figure 21] FIG. 21 is an explanatory diagram of the coasting start point adjustment after the speed limit is lowered. [Figure 22] FIG. 22 is a diagram for explaining the (k+1)th tentative plan. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an automatic train operation system according to an embodiment of the present invention will be described with reference to the drawings. [1] First embodiment FIG. 1 is a schematic configuration block diagram of an automatic train operation system according to the first embodiment. In FIG. 1, a train 10 is equipped with a speed and position detection unit 11, an ATC on-board device 12, an automatic train operation device 13, a drive / braking control device 14, a tachograph (TG) 15, an on-board coil 16, a motor 17, a power receiver 18, and a brake 19.

[0009] The speed and position detection unit 11 detects the speed and position of the train based on pulses from a tachograph (TG) and ground coil detection information received from the ground coil via the on-board coil. The ATC on-board device 12 outputs a braking command to prevent the train from colliding with the preceding train or from derailing.

[0010] The ATC ground equipment 21 installed on the ground side detects the presence or absence of a train in each block section via rails (track circuits) 22, determines the signal aspect for each block section according to the track status, and transmits it to the ATC on-board equipment 12 via the rails (track circuits) of each block section. When the ATC on-board equipment 12 receives the signal aspect from the ATC ground equipment via a power receiver, it compares the speed limit based on this signal aspect with the train speed detected by the speed position detector 11, and outputs a brake command to the drive / brake control device 14 if the train speed exceeds the speed limit.

[0011] The automatic train operation device 13 calculates powering commands and braking commands to allow the train to travel between stations within a predetermined travel time while adhering to the speed limit and to stop at a predetermined position (target stop position) at the station. The drive / brake control device 14 controls the motor 17 and the brake 19 based on braking commands from the ATC on-board device 12, powering commands and braking commands from the automatic train operation device 13, and powering commands and braking commands from a master controller (not shown) operated by a driver (not shown). The train 10 runs on rails 22 with wheels 20 driven / braked by a motor 17 and brakes 19 .

[0012] The automatic train operation device 13 includes a memory unit 31, a running plan calculation unit 32, and a control command calculation unit 33. The storage unit 31 stores route information, speed limit information, operation information, and vehicle information.

[0013] Here, examples of the route information include the gradient and curve (radius of curvature) of the route. The speed limit information includes, for example, speed limit information for each block section, block length (distance of the block section), and linear information (arrangement of the block sections). The operation information includes, for example, target stopping positions at each station, stop stations for each operation type, and predetermined running times between each station.

[0014] Vehicle information stored includes the length and weight of the train itself, the acceleration and deceleration characteristics corresponding to powering and braking commands, the characteristics of air resistance, gradient resistance and curve resistance, and the electric-pneumatic switching start and end speeds. The running plan calculation unit 32 calculates a running plan for the train to run between stations within a specified running time based on the train speed and position received from the control command calculation unit 33 and the operation information and vehicle information read from the memory unit 31.

[0015] The control command calculation unit 33 calculates powering commands and braking commands for running the train to the next station based on the train speed and position detected by the speed and position detection unit 11, the route information, speed limit information, operation information, and vehicle information read from the memory unit 31, the running plan received from the running plan calculation unit 32, and the signal information received from the ATC on-board device 12.

[0016] Next, the operation of the automatic train operation device 13 will be described. Figure 2 is a flowchart showing the general operation of the automatic train operation device. When the automatic train operation device 13 receives a departure signal by the driver pressing a departure button (not shown), the control command calculation unit 33 of the automatic train operation device 13 starts running control.

[0017] Running control may be initiated by receiving a departure command from station equipment via a ground coil 23 installed at the stopping position, or by determining that the departure time has arrived based on train number information and schedule information input from a monitor device or IC card, and time information from a timing unit not shown. During running control, the control command calculation unit 33 calculates a powering command and a braking command (notch) for running the train to the next station.

[0018] First, the control command calculation unit 33 determines the speed limit at the current position based on the signal information received from the ATC on-board device 12 (step S11). Next, the control command calculation unit 33 determines whether or not the train has reached the station stop control area for stopping at the next station (step S12).

[0019] Here, whether or not the train has reached the station stop control area can be determined by, for example, whether or not a TASC (Train Automatic Stop-position Controller) start ground coil has been detected, or whether or not the train has reached a certain distance before the point where the station stop pattern reaches the speed limit when reversed. In this case, if the station stop control area has not been reached (step S12; Yes), the control command calculation unit 33 determines whether or not there is a running plan received from the running plan calculation unit 32 (step S13).

[0020] If there is no driving plan (step S13; Yes), the control command calculation unit 33 requests the driving plan calculation unit 32 to calculate a driving plan (step S14), and until a driving plan is obtained, selects a notch with a target speed that is a certain speed lower than the speed limit (step S15).

[0021] Furthermore, when performing so-called "passing through driving" that avoids exceeding the speed limit, rather than so-called "hitting on the road" that allows the speed limit to be exceeded temporarily at a point where the speed limit is reduced, the control command calculation unit 33 controls the vehicle not to exceed the speed limit by methods such as selecting a brake notch when it detects a ground coil installed in front at a point where the speed limit is reduced, or selecting a notch to follow a deceleration pattern drawn based on the speed limit information read out from the memory unit 31.

[0022] Then, the control command calculation unit 33 determines whether or not the vehicle has stopped (step S16). If the vehicle has stopped, the control command calculation unit 33 selects the anti-roll brake (step S17) and ends the process.

[0023] Also, if a running plan has been obtained (step S13; No), the control command calculation unit 33 determines whether conditions such as the speed limit and the target running time between stations have changed since the last time the running plan was requested (step S18).

[0024] If the conditions have changed since the last request for a driving plan (step S18; Yes), the control command calculation unit 33 requests the driving plan calculation unit 32 to calculate a driving plan (step S19). In this case, if a certain amount of time has passed since the condition change without obtaining a driving plan in response to the request for calculation of the driving plan, the control command calculation unit 33 may discard the driving plan that no longer meets the conditions.

[0025] Next, the control command calculation unit 33 selects a notch based on the speed limit, the vehicle information read from the storage unit 31, and the latest driving plan (step S20). Here, the notch may be selected by following the travel curve of the travel plan, by following the travel mode (powering, constant speed travel, coasting, braking) specified in the travel plan, etc. However, the control command calculation unit 33 selects the notch so that the speed limit is not exceeded.

[0026] If the train has reached the station stop control area (step S12; No), the control command calculation unit 33 selects a notch for stopping the train at the target stop position of the station (step S21). The notch may be selected by a method such as following the stop pattern or by reducing the predicted value of the stop position error. Then, when the train stops, the control command calculation unit 33 selects the anti-rolling brake and ends the running control.

[0027] On the other hand, when the driving plan calculation unit 32 receives a request to calculate a driving plan from the control command calculation unit 33, it calculates a driving plan.

[0028] Here, the operation of the driving plan calculation unit 32 will be described. FIG. 3 is a block diagram showing the schematic configuration of the driving plan calculation unit 32. FIG. 4 is a flowchart showing the outline of the operation of the driving plan calculation unit. First, the running plan calculation unit 32 receives train speed and position, running time from departure, and signal information as the running state of the train from the control command calculation unit 33 (step S31).

[0029] The travel plan calculation range determination unit 41 of the travel plan calculation unit 32 sets the travel plan calculation range from the current position of the train to the next station (a stop station or a passing station) based on the train speed and position received from the control command calculation unit 33 and the operation information read from the memory unit 31 (step S32).

[0030] The speed limit setting unit 42 sets a planned speed limit within the travel plan calculation range based on the speed limit information read from the storage unit 31 and the traffic light information received from the control command calculation unit 33 (step S33). Furthermore, for a block section where a train is present on the track, the speed limit setting unit 42 sets the speed limit to the lower of the speed limit for that block section in the speed limit information and the speed limit corresponding to the signal information.

[0031] The target running time calculation unit 43 extracts the specified running time to the next station from the operation information read from the stored information, and calculates the target running time from the current position to the next station by subtracting the running time from the departure received from the control command calculation unit 33 (step S34). The coasting start point adjusting unit 40 draws a reverse coasting curve, compares it with the tentative plan, and adjusts the coasting start point (step S35). The adjustment of the coasting start point will be described in detail later.

[0032] The tentative plan calculation unit 45 determines whether or not a tentative plan has not yet been created, or whether or not the coasting start point has been adjusted (step S36).

[0033] In the judgment of step S36, if there is no tentative plan yet, or if the coasting start point can be adjusted (step S36; Yes), the tentative plan calculation unit 45 calculates a tentative plan to the next station starting from the current speed and position of the train (step S37).

[0034] In this case, the tentative plan calculation unit 45 sets the target speed to a speed that is a certain speed lower than the planned speed limit, and sets the mode to powering mode based on the current speed and position of the train, the mode to powering mode when the planned speed limit increases from above the target speed and becomes less than the target speed, the mode to constant speed cruising mode when the target speed is reached in powering mode, the mode to coasting mode when the coasting start point is reached in powering mode or constant speed cruising mode, and the mode to braking mode when the target speed is exceeded.

[0035] Furthermore, the tentative plan calculation unit 45 selects a predetermined powering notch in the powering mode. Furthermore, the tentative plan calculation unit 45 selects a predetermined braking notch in the braking mode. Furthermore, the tentative plan calculation unit 45 selects a coasting notch (relaxed) in the coasting mode. Furthermore, the tentative plan calculation unit 45 selects a notch so that the vehicle travels at a constant speed in the constant speed traveling mode.

[0036] Then, the tentative plan calculation unit 45 performs a simulation at a predetermined time interval (for example, one second) based on the route information and vehicle information read from the storage unit 31, and draws (generates) a running curve.

[0037] Furthermore, the tentative plan calculation unit 45 reversely looks up a stopping pattern from the stopping target position to create a tentative plan for stopping at the stopping target position, and in the case of "passing through" driving, reversely looks up a deceleration pattern from the point where the speed limit is reduced, and sets a brake mode when the stopping pattern or deceleration pattern is reached.

[0038] Here, reverse lookup refers to setting the behavior of the train (stopping pattern, deceleration pattern, etc.) at points before the destination so that the train will arrive at the specified destination at a specified speed.

[0039] The tentative plan adoption determination unit 46 compares the target running time with the running time of the tentative plan (step S38), and if the running time of the tentative plan is less than the target running time (step S38;<), it provisionally adopts the obtained tentative plan (step S39) and returns to adjusting the coasting start point (step S35).

[0040] Furthermore, if the travel time of the tentative plan exceeds the target travel time (step S38;>), the tentative plan adoption determination unit 46 does not provisionally adopt the tentative plan and returns to adjusting the coasting start point (step S35). Furthermore, if the travel time of the tentative plan is equal to the target travel time (if it is within a predetermined allowable time range) (step S38;=), the tentative plan adoption determination unit 46 adopts the tentative plan as the travel plan (step S40) and terminates the travel plan calculation.

[0041] Furthermore, even if the tentative plan adoption determination unit 46 determines in step S36 that there is a tentative plan and the coasting start point cannot be adjusted (step S36; No), it adopts the last tentatively adopted tentative plan as the driving plan (step S40) and terminates the driving plan calculation.

[0042] Next, the adjustment of the coasting start point in the coasting start point adjusting section 40 will be described along with the repeated calculations of steps S35 to S39. FIG. 5 is a flowchart showing an outline of the process for adjusting the coasting start point. In Fig. 5, the first reverse coasting curve RIC1 is written as "reverse coasting curve 1," the second reverse coasting curve RIC2 is written as "reverse coasting curve 2," the reverse lookup starting point SP1 is written as "reverse lookup starting point 1," and the reverse lookup starting point SP2 is written as "reverse lookup starting point 2." Furthermore, in the following description, when any of steps S35 to S40 is mentioned, it means the corresponding step in Fig. 4, and when any of steps S41 to S60 is mentioned, it means the corresponding step in Fig. 5.

[0043] First, the adjustment of the coasting start point by the coasting start point adjusting unit 40 (step S35) at the stage when a travel plan calculation request is received and the target travel time and planned speed limit are set will be described. First, the coasting start point determination unit 44 determines whether or not there is a tentative plan that has been provisionally adopted (step S11).

[0044] When the coasting start point determination unit 44 receives a travel plan calculation request and sets the target travel time and planned speed limit, it determines that there is no tentative plan yet (step S41; Yes), so it sets the initial value of the coasting start point using the following procedure. Furthermore, when it is determined that there is no tentative plan, the speed limit adjustment unit 49 does not adjust the planned speed limit.

[0045] FIG. 6 is an explanatory diagram of setting the reverse coasting start point of the first reverse coasting curve. In FIG. 6, the vertical axis represents the train speed, and the horizontal axis represents the train's running position. First, the reverse lookup starting point determination unit 47 sets the target speed corresponding to the position where the planned speed limit increases and the planned speed limit before the increase, and the target speed corresponding to the position where the planned speed limit decreases and the planned speed limit after the decrease, to the reverse lookup starting point SP1 (= SP11 to SP17) of the first reverse coasting curve RIC1 (step S42).

[0046] In other words, the lower target speed between the target speed of the speed limit section i and the target speed of the speed limit section i+1 is set as the reverse starting point SP1 (SP11 to SP17 in the example of Figure 6) of the first reverse coasting curve RIC1, which is the end position of the speed limit section i.

[0047] FIG. 7 is an explanatory diagram of setting the reverse coasting start point of the second reverse coasting curve. Furthermore, the target speed corresponding to the position where the planned speed limit changes and the planned speed limit before the change is set at the second reverse coasting start point SP2 of the second reverse coasting curve RIC2 (step S43).

[0048] That is, the target speed for the speed limit section i is set at the end position of the speed limit section i, at the reverse coasting start point SP2 (SP21 to SP27 in the example of FIG. 7) of the second reverse coasting curve RIC2.

[0049] FIG. 8 is a conceptual explanatory diagram of a reverse coasting curve. In FIG. 8, the vertical axis represents the train's running speed, and the horizontal axis represents the train's running position. Next, the reverse curve calculation unit 48 performs a simulation (reverse simulation) of the position and time going back from the first reverse lookup starting point SP1 and the second reverse lookup starting point SP2 at a predetermined time interval (for example, 1 second) based on the route information and vehicle information read from the memory unit 31 (step S44). As a result, the first reverse coasting curve RIC1 and the second reverse coasting curve RIC2 are reversed by a reverse simulation up to the starting position of the section with a constant planned speed limit (speed limit section), and the first reverse coasting curve and the second reverse coasting curve for each speed limit section are generated.

[0050] FIG. 9 is an explanatory diagram of the calculation process of position and velocity in the reverse simulation process. In the reverse simulation, the reverse curve calculation unit 48 calculates the position and velocity for each predetermined time step. More specifically, in the backward simulation, the position and speed of the train at a point in time going back in time by a predetermined time step are calculated sequentially based on the position and speed corresponding to the backward lookup starting point.

[0051] First, the reverse coasting curve calculation unit 48 sets the start point, end point positions and upper limit speed of the reverse coasting curve for each speed limit section based on the driving section and speed limit information, and sets the start point of the set reverse coasting curve as the point of the current time step, as shown in Figure 9(A). Then, the reverse curve calculation unit 48 calculates the acceleration during coasting based on the gradient resistance, curve resistance, and running resistance at the position of the point of the current time step.

[0052] After calculating the acceleration, the reverse curve calculation unit 48 inverts the sign of the calculated acceleration and calculates the position and speed of the point of the next time step after a predetermined time (step time) has elapsed toward the departure station.

[0053] Then, when the reverse curve calculation unit 48 determines that the speed at the position of the point in the next time step is equal to or lower than the upper limit speed, it adopts the calculation result as the position and speed of the point in the next time step.

[0054] On the other hand, when the reverse curve calculation unit 48 determines that the speed at the position of the point of the next time step exceeds the upper limit speed, it determines whether the speed at the point of the current time step is less than the upper limit speed.

[0055] Then, when the reverse curve calculation unit 48 determines that the speed at the point of the current time step is less than the upper limit speed, it calculates the upper limit speed arrival position by intra-element interpolation between the position and speed at the point of the next time step and the position and speed at the point of the current time step, as shown in Figure 9 (B), and sets the calculated upper limit speed arrival position as the position of the point of the next time step, and sets the speed at the point of the next time step as the upper limit speed.

[0056] On the other hand, if the reverse curve calculation unit 48 determines that the speed at the point of the current time step is equal to or greater than the upper limit speed, it replaces the speed at the point of the next time step (= the speed exceeding the upper limit speed) with the upper limit speed, as shown in Figure 9 (C).

[0057] Thereafter, the reverse lookup simulation is performed in the same manner for the first reverse coasting curve RIC1 until the vehicle reaches the reverse lookup starting point immediately before the first reverse coasting curve RIC1 in the traveling direction. Furthermore, for the second reverse coasting curve RIC2, a reverse simulation is performed up to the starting point of the speed limit section.

[0058] Next, as shown in FIG. 8, the coasting start point determination unit 44 sets the range in which the speed of the second reverse coasting curve RIC2 increases in the reverse simulation after the speed decreases from the target speed in the reverse simulation as the coasting insertion possible range ARI (step S45). Next, the coasting start point determination unit 44 calculates the time required for constant speed traveling at the target speed within the coasting insertion range, and sets the maximum value thereof as the coasting insertion time (step S46).

[0059] FIG. 10 is a diagram illustrating the initial value of the coasting start position. Then, as shown in Figure 10, the coasting start point determination unit 44 sets (the end position of the speed limit section i, the target speed of the speed limit section i) as the initial value of the first coasting start point COS1, and sets the end point of the coasting insertion possible range ARI as the initial value of the second coasting start point COS2 (step S47).

[0060] This completes the coasting start point adjustment (step S35) at the stage where the travel plan calculation request is received and the target travel time and planned speed limit are set. Since there is no tentative plan yet (step S36), the tentative plan calculation unit 45 creates an initial tentative plan PL0 (step S37).

[0061] FIG. 11 is a diagram illustrating the initial tentative plan. In FIG. 11, the vertical axis represents speed, the horizontal axis represents the running position of the train, the solid lines represent the speed limits in each of the speed limit sections VLS1 to VLS7, and the dashed lines represent the target speed of the train in the speed limit sections VLS1 to VLS7.

[0062] The tentative plan calculation unit 45 creates the initial tentative plan PL0 by simulating the travel direction in the following procedure (step S37). First, the tentative plan calculation unit 45 creates an initial tentative plan PL0 so that the train will power from the departure position (current train position and speed in the case of re-planning while the train is running) and from the point where the speed limit increases until the target speed is reached.

[0063] Then, the tentative plan calculation unit 45 creates an initial tentative plan PL0 so that constant speed traveling is performed once the target speed is reached. Furthermore, the tentative plan calculation unit 45 creates the initial tentative plan PL0 so that, if the target speed is exceeded, braking is applied until the target speed is reached.

[0064] Furthermore, the tentative plan calculation unit 45 creates the initial tentative plan PL0 so that when the deceleration pattern for stopping at a station is reached, the brakes are applied in accordance with the deceleration pattern.

[0065] Then, the tentative plan calculation unit 45 creates an initial tentative plan PL0 so that when the first coasting start point COS1 (COS11 to COS17) of each speed limit zone is reached, the target speed is reached or coasting is performed to the end of the speed limit zone.

[0066] When the tentative plan calculation unit 45 generates (draws) the travel curve of the initial tentative plan PL0, when it reaches the end position of the speed limit section or the end position of the coasting insertion range, it refers to the first coasting start point COS1 and the second coasting start point COS2 in the next (direction of travel) speed limit section or the next coasting insertion range.

[0067] Therefore, even when the first coasting start point COS1 or the second coasting start point COS2, which are set at the end positions of the speed limit section or the coasting insertion range, is reached, the coasting mode is not selected, and as shown in Figure 11, an initial tentative plan PL0, i.e., the fastest traveling plan, is obtained, in which the target speeds of each speed limit section are linked by powering and braking.

[0068] The tentative plan adoption determination unit 46 compares the target running time with the running time of the tentative plan (step S38), and since the running time of the tentative plan is less than the target running time (step S38;<), it provisionally adopts the obtained tentative plan (step S39), and returns to adjusting the coasting start point (step S35).

[0069] Next, we will explain the adjustment of the coasting start point in the coasting start point adjustment unit 40 (step S35) when the initial tentative plan PL0, which is the fastest driving plan, is obtained, i.e., when a tentative plan has been temporarily adopted and no tentative plan calculated up to that point has exceeded the target driving time. First, the coasting start point determination unit 44 determines whether or not there is a tentative plan that has been provisionally adopted (step S41).

[0070] In this case, since the initial tentative plan PL0 exists as the tentative plan that has been provisionally adopted (step S41; No), the coasting start point determination unit 44 determines whether the tentative plan calculated up to that point (in this example, the initial tentative plan PL0) has ever exceeded the target traveling time (step S48).

[0071] In the determination at step S48, if the tentative plan calculated up to that point has not exceeded the target travel time (step S48; Yes), the coasting start point is adjusted in the following procedure.

[0072] First, the reverse lookup starting point determination unit 47 compares the most recently adopted tentative plan with the planned speed limit, and deletes from the first reverse lookup starting point SP1 the first coasting start point COS, which corresponds to the position where the planned speed limit increases and the point where coasting begins from that speed, and the first reverse lookup starting point SP1, which corresponds to the position where the planned speed limit decreases and the point where coasting begins to the speed.Since the initial tentative plan PL0 does not include any coasting sections, none of the first reverse lookup starting points SP1 are deleted at this stage (step S49).

[0073] Next, the reverse coasting curve calculation unit 48 calculates the first reverse coasting curve and the second reverse coasting curve as explained in FIG. 8 and FIG. 9 (first half of step 50). Furthermore, the coasting start point determination unit 44 determines the coasting start point 1 and the coasting start point 2 (the latter half of step S50).

[0074] FIG. 12 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when there is an initial tentative plan. In FIG. 12, the dashed arrow indicates the movement of the coasting start point. The coasting start point determination unit 44 moves the first coasting start point COS1 to a point in the speed limit section in the initial tentative plan PL0 that first intersects with the first reverse coasting curve RIC1 or a point where the speed exceeds the first reverse coasting curve RIC1, and further moves the second coasting start point COS2 to the start end (the back in time side) of each coasting insertion possible range (step S50).

[0075] More specifically, in the first speed limit section, the first coasting start point COS11 is moved to the start point of the first speed limit section because the entire first speed limit section is above the first reverse coasting curve RIC1. In the third speed limit section, the third coasting start point COS13 is moved to the point where the vehicle first intersects with the first reverse coasting curve RIC1.

[0076] In the fourth speed limit section, the coasting start point COS14 is first moved to the point where the vehicle intersects with the first reverse coasting curve RIC1. Furthermore, in the fifth speed limit section, the speed exceeds the first reverse coasting curve RIC1 throughout the entire fifth speed limit section, so the first coasting start point COS15 is moved to the start point of the fifth speed limit section.

[0077] Furthermore, in the seventh speed limit section, the speed exceeds the first reverse coasting curve RIC1 throughout the entire seventh speed limit section, so the first coasting start point COS17 is moved to the start point of the seventh speed limit section. As a result, the first coasting start point COS16 in the sixth speed limit section and the first coasting start point COS17 in the seventh speed limit section are now the same.

[0078] In the example of FIG. 12, there are three coasting insertion possible ranges ARI, ARI1 to ARI3, and therefore the second coasting start points COS21 to COS23 are moved to the start points of the coasting insertion possible ranges ARI1 to ARI3, respectively. Next, the speed limit adjustment unit 49 determines whether or not the first coasting start point has been adjusted in the processing of steps S48 to S50 (step S51). If it is determined in step S51 that the first coasting start point has been adjusted (step S51; Yes), the adjustment of the coasting start point (step S35) is terminated. This completes the adjustment of the coasting start point by the coasting start point adjuster 40 (step S35) when the initial tentative plan PL0, which is the fastest traveling plan, is obtained, i.e., when a tentative plan has been temporarily adopted and no tentative plan calculated up to that point has exceeded the target traveling time. Since the tentative plan calculator 45 was able to adjust the coasting start point (step S36), it creates a first tentative plan PL1 as a new tentative plan (step S37).

[0079] FIG. 13 is a diagram for explaining the first tentative plan. The tentative plan calculation unit 45 creates the first tentative plan PL1 by simulating the travel direction in the following procedure. First, the tentative plan calculation unit 45 creates a first tentative plan PL1 so that the train will be powered from the departure position (current train position and speed in the case of re-planning while the train is running) and from the point where the speed limit increases until the target speed is reached.

[0080] Then, the tentative plan calculation unit 45 creates the first tentative plan PL1 so that constant speed traveling is performed once the target speed is reached. Furthermore, the tentative plan calculation unit 45 creates the first tentative plan PL1 so that, when the target speed is exceeded, braking is applied until the target speed is reached.

[0081] Then, the tentative plan calculation unit 45 creates a first tentative plan PL1 so that when the first coasting start point COS1 (COS11 to COS17) of each speed limit zone is reached, the target speed is reached or coasting is performed to the end of the speed limit zone.

[0082] In this case, when the first reverse coasting curve RIC1 is reached during coasting, the tentative plan calculating unit 45 creates a first tentative plan PL1 along the first reverse coasting curve RIC1 to the end of the speed limit zone. Then, the tentative plan calculation unit 45 creates a first tentative plan PL1 such that when the target speed is reached between the second coasting start point COS2 (COS21 to COS23) of the speed limit section and the end of the coasting insertion range, the vehicle will coast again until the target speed is reached.

[0083] In this case, when the second reverse coasting curve RIC2 is reached during coasting, the tentative plan calculating unit 45 creates a first tentative plan PL1 along the second reverse coasting curve RIC2 until the target speed is reached. Furthermore, the tentative plan calculation unit 45 creates the first tentative plan PL1 so that when the deceleration pattern for stopping at a station is reached, the brakes are applied in accordance with the deceleration pattern.

[0084] As a result, a first tentative plan PL1 as shown in Figure 13 is created, and coasting sections are added at once in each speed limit section to the extent that the traveling curve does not fall below the first reverse lookup starting point SP1, thereby extending the traveling time. The tentative plan adoption determination unit 46 compares the target running time with the running time of the tentative plan (step S38), and since the running time of the tentative plan is less than the target running time (step S38;<), it provisionally adopts the obtained tentative plan (step S39), and returns to adjusting the coasting start point (step S35).

[0085] Next, we will explain the adjustment of the coasting start point in the coasting start point adjustment unit 40 (step S35) when the first tentative plan PL1 is obtained, i.e., when the provisionally adopted tentative plan includes coasting from a point where the planned speed limit increases or coasting to a point where the planned speed limit decreases, and the tentative plans calculated up to that point have never exceeded the target traveling time. First, the coasting start point determination unit 44 determines whether or not there is a tentative plan that has been provisionally adopted (step S41).

[0086] In this case, since the first tentative plan PL1 exists as the tentative plan that has been provisionally adopted (step S41; No), the coasting start point determination unit 44 determines whether the tentative plans calculated up to that point (in this example, the initial tentative plan PL0 to the first tentative plan PL1) have ever exceeded the target driving time (step S48).

[0087] In the determination at step S48, if the tentative plan calculated up to that point has not exceeded the target travel time (step S48; Yes), the coasting start point is adjusted in the following procedure.

[0088] FIG. 14 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when a tentative plan already exists. In FIG. 14, the dashed arrow indicates the movement of the coasting start point. First, the reverse lookup starting point determination unit 47 compares the latest provisional plan that has been provisionally adopted with the planned speed limit, and deletes from the first reverse lookup starting point SP1 the first reverse lookup starting point SP1 that corresponds to the point where coasting begins from the point where the planned speed limit increases, and the first reverse lookup starting point SP that corresponds to the point where coasting begins to the point where the planned speed limit decreases (step S49).

[0089] Specifically, as shown in FIG. 14, the first reverse lookup starting point SP10 in the 0th speed limit section, the first reverse lookup starting point SP14 in the 4th speed limit section, and the first reverse lookup starting point SP16 in the 6th speed limit section are deleted.

[0090] Next, the reverse coasting curve calculation unit 48 calculates the first reverse coasting curve and the second reverse coasting curve as described with reference to FIGS. 8 and 9 (first half of step 50). In the speed limit section where the first reverse coasting starting point SP1 of the first reverse coasting curve RIC1 has been deleted, the first reverse coasting curve RIC1 is extended from the next speed limit section, and a reverse coasting simulation is performed. That is, in the fourth speed limit section where the first reverse coasting starting point SP14 of the first reverse coasting curve RIC1 has been deleted, the first reverse coasting curve RIC1 is extended from the next speed limit section, i.e., the fifth speed limit section, and a reverse coasting simulation is performed. Similarly, in the sixth speed limit section where the first reverse coasting starting point SP16 of the first reverse coasting curve RIC1 has been deleted, the first reverse coasting curve RIC1 is extended from the next speed limit section, i.e., the seventh speed limit section, and a reverse coasting simulation is performed.

[0091] Furthermore, the coasting start point determination unit 44 moves the first coasting start point COS1 to a point in the speed limit section in the first tentative plan PL1 that first intersects with the first reverse coasting curve RIC1 or a point where the speed exceeds the first reverse coasting curve RIC1, and further moves the second coasting start point COS2 to the start end (the back in time side) of each coasting insertion possible range (the latter half of step S50).

[0092] More specifically, in the fourth speed limit section, the coasting start point COS14 is first moved to the point where the vehicle intersects with the first reverse coasting curve RIC1. The first coasting start points in the other speed limit sections cannot be moved any further.

[0093] In the example of FIG. 14, the second coasting start points COS21 to COS23 cannot move any further either.

[0094] Next, the speed limit adjustment unit 49 determines whether or not the coasting start position has been adjusted in the processes of steps S18 to S20 (step S51). If it is determined in step S51 that the coasting start position has been adjusted (step S21; Yes), the adjustment of the coasting start point (step S35) is completed. This completes the adjustment of the coasting start point by the coasting start point adjuster 40 (step S35) when the first tentative plan PL1 is obtained, that is, when the provisionally adopted tentative plan includes coasting from a point where the planned speed limit increases or to a point where the planned speed limit decreases, and no tentative plan calculated up to that point has exceeded the target traveling time. Since the tentative plan calculation unit 45 was able to adjust the coasting start point (step S36), it creates a second tentative plan PL2 as a new tentative plan (step S37).

[0095] FIG. 15 is a diagram for explaining the second tentative plan. The tentative plan calculation unit 45 creates the second tentative plan PL2 by simulating the travel direction in the following procedure.

[0096] First, the tentative plan calculation unit 45 creates a second tentative plan PL2 so that the train will be powered from the departure position (current train position and speed in the case of re-planning while the train is running) and from the point where the speed limit increases until the target speed is reached. Then, the tentative plan calculation unit 45 creates a second tentative plan PL2 so that constant speed traveling is performed once the target speed is reached.

[0097] Furthermore, the tentative plan calculation unit 45 creates a second tentative plan PL2 so that, when the target speed is exceeded, braking is applied until the target speed is reached. Then, the tentative plan calculation unit 45 creates a second tentative plan PL2 so that when the first coasting start point COS1 (COS11 to COS17) of each speed limit zone is reached, the target speed is reached or coasting is performed to the end of the speed limit zone.

[0098] In this case, when the first reverse coasting curve RIC1 is reached during coasting, the tentative plan calculation unit 45 creates a second tentative plan PL2 along the first reverse coasting curve RIC1 to the end of the speed limit zone. Then, the tentative plan calculation unit 45 creates a second tentative plan PL2 such that when the target speed is reached between the second coasting start point COS2 of the speed limit section and the end of the coasting insertion range, the vehicle will coast again until the target speed is reached.

[0099] In this case, when the second reverse coasting curve RIC2 is reached during coasting, the tentative plan calculating unit 45 creates a second tentative plan PL2 along the second reverse coasting curve RIC2 until the target speed is reached. Furthermore, the tentative plan calculation unit 45 creates the second tentative plan PL2 so that when the deceleration pattern for stopping at a station is reached, the brakes are applied in accordance with the deceleration pattern.

[0100] As a result, a second tentative plan PL2 as shown in Figure 15 is created, and coasting sections can be added and extended in one go to the limit where the running curve does not fall below the reverse lookup starting points SP1 and SP2 in each speed limit section. The tentative plan adoption determination unit 46 compares the target running time with the running time of the tentative plan (step S38), and since the running time of the tentative plan is less than the target running time (step S38;<), it provisionally adopts the obtained tentative plan (step S39), and returns to adjusting the coasting start point (step S35).

[0101] FIG. 16 is an explanatory diagram of coasting start point adjustment when a new tentative plan is created when a tentative plan already exists. In FIG. 16, the dashed arrow indicates the movement of the coasting start point. Like the first interim plan PL1, the second interim plan PL2 includes coasting from a point where the planned speed limit increases and coasting to a point where the planned speed limit decreases, so in the same procedure as in Figure 14, as shown in Figure 16, the reverse lookup starting point determination unit 47 deletes the first reverse lookup starting point SP11 in the first speed limit section and the first reverse lookup starting point SP15 in the fifth speed limit section (step S49).

[0102] The reverse coasting curve calculation unit 48 calculates the first reverse coasting curve and the second reverse coasting curve (first half of step S50), and the coasting start point determination unit 44 moves the first coasting start point COS1 (COS11 to COS17) and the second coasting start point COS2 (COS21 to COS23) (second half of step S50).

[0103] The speed limit adjustment unit 49 determines that the coasting start position has been adjusted (step S51; Yes), and ends the adjustment of the coasting start point (step S35).

[0104] FIG. 17 is a diagram for explaining the third tentative plan. Since the coasting start point has been adjusted (step S36), the tentative plan calculation unit 45 then creates a third tentative plan PL3 by simulation in the traveling direction, similar to the first tentative plan PL1 or the second tentative plan PL2.

[0105] As a result, a third tentative plan PL3 as shown in Figure 17 is created, and coasting sections can be added and extended at once to the extent that the running curve does not fall below the reverse-tracing starting points SP1 and SP2 in each speed limit section. Next, a process to be performed when the calculated travel time of the tentative plan exceeds the target travel time will be described. The tentative plan adoption determination unit 46 compares the target running time with the running time of the tentative plan (step S38), and if the running time of the tentative plan exceeds the target running time (step S38;>), the tentative plan is not adopted tentatively and the process returns to adjusting the coasting start point (step S35). First, the coasting start point determination unit 44 determines whether or not there is a tentative plan that has been provisionally adopted (step S41).

[0106] If the travel time of the third tentative plan PL3 exceeds the target travel time, the third tentative plan PL3 is not tentatively adopted. Because the second tentative plan PL2 exists as a tentatively adopted tentative plan (step S41; No), the coasting start point determination unit 44 determines whether any of the tentative plans calculated up to that point (in this example, the initial tentative plan PL0 to the third tentative plan PL3) has exceeded the target travel time (step S48). Because the target travel time has been exceeded in the third tentative plan PL3 (step S48; No), the speed limit adjustment unit 49 determines whether the target travel time has been exceeded as a result of lowering the planned speed limit from the latest tentative plan (step S56). Because the planned speed limit has not been lowered (step S56; No), the first coasting start point and the second coasting start point are adjusted to be midway between the second tentative plan PL2 being tentatively adopted and the latest third tentative plan PL3 that has not been tentatively adopted (steps S59, S60).

[0107] FIG. 18 is an explanatory diagram of the coasting start point adjustment when the running time exceeds the predetermined running time when the third tentative plan is created. In FIG. 18, the dashed arrow indicates the movement of the coasting start point.

[0108] Specifically, the first coasting start point COS1 is defined as the midpoint between the first reverse coasting curve RIC1 obtained in the third tentative plan PL3 created this time and the first reverse coasting curve RIC1 obtained in the second tentative plan PL2 created last time. Also, the coasting insertion time is halved, and the second coasting start position is defined as the distance before the end of the coasting insertion section (the position where the speed on the second reverse coasting curve is lowest) that can be traveled at the target speed during the coasting insertion time.

[0109] FIG. 19 is a diagram for explaining the fourth tentative plan. Since the coasting start point has been adjusted (step S36; Yes), a fourth tentative plan PL4 is created by simulation in the traveling direction, similar to the first to third tentative plans PL1 to PL3. If the running time of the fourth tentative plan PL4 becomes less than the target running time (step S38;<), the fourth tentative plan PL4 is tentatively adopted, and the first coasting start point and the second coasting start point are adjusted to be midway between the tentatively adopted fourth tentative plan PL4 and the latest third tentative plan PL3 that was not tentatively adopted.

[0110] If the running time of the fourth tentative plan PL4 exceeds the target running time (step S38;>), the fourth tentative plan PL4 is not tentatively adopted, and the first coasting start point and the second coasting start point are adjusted to be midway between the second tentative plan PL2 being tentatively adopted and the latest fourth tentative plan PL4 that has not been tentatively adopted.

[0111] In this way, once the target travel time is exceeded, the coasting start point is adjusted to the midpoint between the tentative plan that did not exceed the target travel time and was provisionally adopted, and the most recent tentative plan that did not exceed the target travel time and was not provisionally adopted. By repeating this process until the movement of the coasting start point becomes sufficiently small, a travel plan with high travel time accuracy can be obtained.

[0112] As a result of the above processing, it is possible to provide a driving plan calculation device that can quickly calculate a new driving plan without deteriorating the driving time accuracy, even when re-planning is performed during driving under conditions where the specified driving time includes a large margin.

[0113] The above explanation is for the case where the coasting start position can be adjusted, but the following will explain the processing when the coasting start position cannot be adjusted.

[0114] FIG. 20 is a diagram illustrating the process when the coasting start position cannot be adjusted even though a tentative plan in which the travel time is equal to or longer than the target travel time has not yet been obtained.

[0115] If the coasting start position cannot be adjusted in the judgment of step S51 (step S51; No), the speed limit adjustment unit 49 limits the planned speed limit to a lower speed in the speed limit section of the latest provisional plan that has been provisionally adopted or in a speed limit section that is higher than a predetermined speed, i.e., lowers the speed limit (step S52).

[0116] FIG. 21 is an explanatory diagram of the coasting start point adjustment after the speed limit is lowered. In FIG. 21, the dashed arrow indicates the movement of the coasting start point. Then, based on the new planned speed limit, the reverse lookup starting point determination unit 47 deletes the second reverse lookup starting point SP2 that is no longer the end of the speed limit section, and the reverse curve calculation unit 48 performs a reverse lookup simulation of the second reverse coasting curve RIC2 and updates the coasting insertion possible range ARI (step S53).

[0117] Next, the reverse lookup starting point determination unit 47 deletes the first reverse lookup starting point SP1, which is no longer the end of the speed limit section, based on the new planned speed limit, and the reverse curve calculation unit 48 performs a reverse lookup simulation of the first reverse coasting curve RIC1 (step S54).

[0118] As a result, the coasting start point determination unit 44 determines the intersection between the already generated (k-1)th tentative plan PL(k-1) and the first reverse coasting curve RIC1 as the new first coasting start point COS1, and determines the starting position of the coasting insertion range as the new second coasting start point COS2 (step S55), thereby completing the adjustment of the coasting start point (step S35).

[0119] FIG. 22 is a diagram for explaining the (k+1)th tentative plan. Since the coasting start point has been adjusted (step S36; Yes), the tentative plan calculation unit 45 then calculates the k-th tentative plan by simulation in the traveling direction, similar to the first to third tentative plans.

[0120] In other words, even if the coasting start position cannot be adjusted, the coasting start position can be adjusted by limiting the planned speed limit, so that even if the traveling time has not reached the target traveling time and there is no place to add or extend the coasting section, the traveling time can be adjusted.

[0121] Next, a case will be described in which the calculated travel time of the tentative plan exceeds the target travel time as a result of lowering the planned speed limit.

[0122] In the judgment of step S48, if the travel time of the tentative plan calculated up to that point has exceeded the target travel time (step S48; No), it is judged whether the exceedance occurred as a result of lowering the planned speed limit from the tentative plan currently being adopted (the most recent tentative plan that did not exceed the target travel time) (step S56).

[0123] In the judgment in step S56, if the planned speed limit is exceeded as a result of lowering the planned speed limit from the tentative plan being tentatively adopted (step S56; Yes), the planned speed limit is updated to the midpoint between the latest tentative plan being tentatively adopted and the latest tentative plan that was not tentatively adopted because the travel time exceeded (step S57).

[0124] The reverse lookup starting point determination unit 47 updates the first reverse lookup starting point SP1 and the second reverse lookup starting point SP2, the reverse curve calculation unit 48 performs a reverse lookup simulation of the first reverse coasting curve RIC1 and the second reverse coasting curve RIC2, the coasting start point determination unit 44 updates the first coasting start point COS1 and the second coasting start point COS2, and the processing transitions again to step S37, where the tentative plan calculation unit 45 generates a new tentative plan.

[0125] As described above, according to this embodiment, the coasting start point adjustment unit repeatedly expands the adjustable range of the coasting start point and adjusts the coasting start point to the boundary of the adjustable range while the traveling time of the tentative plan is below the target traveling time, based on the calculation results and judgment results of the target traveling time calculation unit, tentative plan calculation unit, and tentative plan adoption / rejection judgment unit.In other words, while the traveling time of the tentative plan is below the target traveling time, the coasting start point adjustment unit repeatedly moves the coasting start point to the intersection of the reverse curve reversed from the reverse search starting point and the tentative plan, while deleting from the reverse search starting point the point where coasting begins from the reverse search starting point where the speed limit increases and the point where coasting begins to occur to the reverse search starting point where the speed limit decreases, thereby enabling the traveling time to be quickly adjusted.

[0126] Furthermore, after the travel time of the tentative plan exceeds the target travel time, the coasting start point is adjusted using a dichotomy method, that is, the midpoint between the coasting start point in the latest tentative plan that is below the target travel time and the coasting start point in the latest tentative plan that is above the target travel time is set as the new coasting start point, thereby ensuring the accuracy of the travel time and providing a travel plan calculation device that can quickly calculate a new travel plan without deteriorating the travel time accuracy, even when re-planning is performed during travel under conditions where there is a large margin included in the specified travel time.

[0127] As a result, the processing time required for re-planning a driving plan can be shortened, and control commands appropriate for the actual driving conditions can be output. Furthermore, the processing time required for replanning can be shortened while maintaining the accuracy of the travel time of the travel plan, thereby preventing early arrivals or delays.

[0128] Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as defined in the claims. [Explanation of symbols]

[0129] 10 Train 11 Speed ​​and position detection unit 12 ATC onboard equipment 13 Automatic train operation device 14 Braking control device 16 Car seat 17 Motor 18 Power receiver 19. Brakes 20 wheels 21 ATC ground equipment 22 Rail 23 Ground Coil 31 Storage section 32 Driving plan calculation unit 33 Control command calculation unit 40 Coasting start point adjustment section 41 Driving plan calculation range determination unit 42 Speed ​​limit setting section 43 Target running time calculation unit 44 Coasting start point determination section 45 Provisional Plan Calculation Department 46 Provisional Plan Adoption Decision Section 47 Starting point determination part 48 Reverse curve calculation section 49 Speed ​​limit adjustment unit ARI1~ARI3 Coasting insertion range COS1, COS11~COS17 1st coasting starting point COS2, COS21~COS23 2nd coasting start point PL0 Initial tentative plan PL1 First tentative plan PL2 Second Provisional Plan PL3 Third Provisional Plan PL4 4th tentative plan PLk kth tentative plan PL(k+1) (k+1)th Interim Plan RIC1 First reverse coasting curve RIC2 Second reverse coasting curve SP1, SP2 reverse lookup starting point

Claims

1. a travel plan calculation range determination unit that determines a travel plan calculation range based on operation information, train speed, and train position; a speed limit setting unit that sets a planned speed limit based on at least the speed limit information and the travel plan calculation range; a target travel time calculation unit that calculates a target travel time based on the operation information, the travel time, and the travel plan calculation range; a coasting start point adjusting unit that adjusts the coasting start point based on route information, vehicle information, the planned speed limit, and the tentative plan; a tentative plan calculation unit that calculates a tentative plan based on route information, vehicle information, a planned speed limit, and the adjusted coasting start point; a tentative plan adoption / rejection determination unit that compares the target travel time with the travel time of the tentative plan and determines whether the tentative plan is adopted, The coasting start point adjustment unit is a unit that adjusts the target running time calculation unit, the tentative plan calculation unit, and the tentative plan adoption / rejection determination unit. the coasting start point adjustment unit determines an adjustable range of the coasting start point by expanding it based on the calculation results of the target traveling time calculation unit, the tentative plan calculation unit, and the tentative plan adoption / rejection determination unit, and based on the reverse lookup start point of a reverse curve based on a target speed that is based on the lower of the position at which the planned speed limit changes and the planned speed limit before and after that, while the traveling time of the tentative plan is below the target traveling time, and repeatedly adjusts the coasting start point to the boundary of the adjustable range. Driving plan calculation device.

2. the coasting start point adjustment unit determines an adjustment range of the coasting start point based on a reverse curve obtained by looking up the reverse curve in reverse from a starting point of the reverse curve. The driving plan calculation device according to claim 1 .

3. The coasting start point adjustment unit includes a reverse lookup start point determination unit that determines a reverse lookup start point of the reverse curve based on the planned speed limit and the tentative plan; a reverse curve calculation unit that calculates the reverse curve based on route information, vehicle information, planned speed limit, and reverse lookup starting point; a coasting start point determination unit that determines a coasting start point based on a planned speed limit, a reverse curve, and a tentative plan, the coasting start point determination unit determines the adjustable range based on the reverse curve and the tentative plan.

3. The driving plan calculation device according to claim 2.

4. The coasting start point adjustment unit deletes a point where the vehicle starts coasting from a point where the speed limit increases and a point where the vehicle starts coasting to a point where the speed limit decreases from the reverse lookup start points of the reverse curve. The driving plan calculation device according to claim 2 or 3.

5. The reverse lookup starting point determination unit deletes, from the reverse lookup starting points, a point at which the vehicle starts coasting from the reverse lookup starting point at which the planned speed limit increases and a point at which the vehicle starts coasting to the reverse lookup starting point at which the planned speed limit decreases. The driving plan calculation device according to claim 3 .

6. when the running time of the updated tentative plan exceeds the target running time, the coasting start point adjustment unit adjusts the new coasting start point by a bisection method based on a first coasting start point corresponding to the previous tentative plan and a second coasting start point equivalent to the first coasting start point corresponding to the current tentative plan. The driving plan calculation device according to any one of claims 2 to 5.

7. the tentative plan adoption / rejection determination unit adopts as a driving plan a tentative plan whose driving time coincides with the target driving time, provisionally adopts a tentative plan whose driving time is shorter than the target driving time, and discards a tentative plan whose driving time exceeds the target driving time. The driving plan calculation device according to any one of claims 1 to 5.

8. The coasting start point adjustment unit determines the range in which coasting can be inserted during constant speed traveling based on a reverse curve drawn backward from the point where the planned speed limit decreases, and sets the boundary of the range in which coasting can be inserted during constant speed traveling as the coasting start point for coasting insertion. The driving plan calculation device according to any one of claims 2 to 6.

9. the reverse curve calculation unit reversely calculates the reverse curve from a position where the planned speed limit changes and a target speed based on the planned speed limit before the change; the coasting start point determination unit determines a coasting insertion possible range based on the reverse curve, and sets a coasting start point at a start position of the coasting insertion possible range. The driving plan calculation device according to claim 3 .

10. While the travel time of the tentative plan is shorter than the target travel time, a maximum value of the time required for constant speed travel within a range where coasting insertion is possible is set as a coasting insertion time, and a coasting start position for coasting insertion is set based on the coasting insertion time; After the travel time of the updated tentative plan exceeds the target travel time, the coasting insertion time is adjusted by a bisection method, and the coasting start position of the coasting insertion is set based on the coasting insertion time. The driving plan calculation device according to claim 9.

11. The coasting start point determination unit determines the coasting insertion time as the maximum time required to travel at the target speed in the coasting insertion possible range while the travel time of the tentative plan is below the target travel time, and after the travel time of the tentative plan exceeds the target travel time, updates the coasting insertion time to the intermediate value of the coasting insertion time of the tentative plan that has been temporarily adopted and the latest tentative plan that has been discarded, and determines the coasting start point as the position that is a distance before the end position of the coasting insertion possible range that allows travel at the target speed during the coasting insertion time and the position of the start position of the coasting insertion possible range that is closer to the traveling direction. The driving plan calculation device according to claim 9 or 10.

12. Even if the range in which the coasting start point can be moved and the range in which the coasting insertion time can be extended cannot be expanded, if the running time of the tentative plan is shorter than the target running time, the speed limit is limited to a speed lower than the maximum speed of the tentative plan, and the tentative plan is updated. The driving plan calculation device according to any one of claims 1 to 11.

13. the coasting start point adjustment unit includes a speed limit adjustment unit that adjusts the planned speed limit so that it is less than the maximum speed of the tentative plan when the reverse lookup start point cannot be removed while the travel time of the tentative plan is less than the target travel time, The driving plan calculation device according to claim 12.

14. the speed limit adjustment unit adjusts the speed limit limit by a bisection method after the travel time of the updated tentative plan exceeds the target travel time due to the reduction of the speed limit; The driving plan calculation device according to claim 13.

15. when the travel time of the tentative plan exceeds the target travel time due to the reduction of the planned speed limit, the speed limit adjustment unit updates the planned speed limit to a midpoint between the planned speed limit of the tentative plan that has been temporarily adopted and the planned speed limit of the latest tentative plan that has been discarded. The driving schedule calculation device according to claim 13 or 14.

16. The driving schedule calculation device according to any one of claims 1 to 15, a speed and position detection unit that detects the speed and position of a train; a storage unit that stores route information, speed limit information, operation information, and vehicle information; a travel plan calculation unit that calculates a travel plan between stations based on the route information, speed limit information, operation information, and vehicle information stored in the storage unit and the detection results of the speed and position detection unit; a control command calculation unit that calculates a control command to a drive / brake control device based on the detection result of the speed position detection unit and the driving plan calculated by the driving plan calculation unit, Automatic train operation device.

Images