Travel plan creating device, automatic train operation system, and travel plan creation method

Abstract

An objective of the present invention is to obtain a travel plan creating device (51) capable of shortening the time required to create an optimal train travel plan when there is spare time in the train travel time. The travel plan creating device (51) comprises: a travel pattern creating unit (15) that creates a travel pattern; an early arrival travel instruction creating unit (28) that creates a travel instruction for lowering an upper limit speed to an initial upper limit speed while causing the train to arrive early relative to a target travel time; an initial travel pattern setting unit (16) that sets an initial reference travel pattern using the initial upper limit speed; and a travel pattern optimizing unit (30) that repeats processing for creating a plurality of draft travel instructions obtained by changing a reference travel instruction from the reference travel instruction corresponding to the initial reference travel pattern such that the travel time increases but energy consumption decreases, and for selecting an optimal travel pattern having the maximum energy consumption reduction effect from among the plurality of corresponding travel patterns, until the travel time of the optimal travel pattern falls within a prescribed time range including the target travel time.

Description

Train travel plan creation device, automatic train operation system, and train travel plan creation method

[0001] This disclosure relates to a train running plan creation device, an automatic train operation system, and a train running plan creation method.

[0002] Traditionally, train travel plans were created by designers on paper based on their empirical rules. As a result, the energy consumption and ride comfort of the travel plans depended on the designers and were not always optimized. To address this problem, Patent Document 1 discloses a technology for automatically creating optimal train travel plans. The travel plan creation device described in Patent Document 1 can create a travel plan that matches the train's travel time while maintaining the target travel time, by methods such as lowering the target speed or adding or extending coasting sections when there is sufficient time available for the train's travel.

[0003] Patent No. 5697757

[0004] However, according to the conventional technology described above, the travel plan creation device described in Patent Document 1 starts with the fastest travel plan within the speed limit set between stations according to track conditions, vehicle performance, etc., and searches for a travel plan that matches the train's travel time while reducing the target speed. Therefore, when there is a large margin in the train's travel time, there is a problem that it takes a long time to create a travel plan with the optimal target speed.

[0005] This disclosure is made in view of the above, and aims to provide a train running plan creation device that can shorten the time required to create an optimal train running plan when there is sufficient time available for the train's running time.

[0006] To solve the above-mentioned problems and achieve the objective, the travel plan creation device of this disclosure is characterized by comprising: a travel pattern creation unit that uses route conditions, train performance, and travel conditions including at least the travel section and target travel time to create a travel pattern from a travel instruction and calculate the travel time and energy consumption amount according to the travel pattern; an early arrival travel instruction creation unit that creates a travel instruction that causes the train to arrive early by a specified buffer time relative to the target travel time while lowering the upper limit speed to the initial upper limit speed; an initial travel pattern setting unit that uses the initial upper limit speed to activate the travel pattern creation unit and set an initial reference travel pattern in which the upper limit speed is the initial upper limit speed; and a travel pattern optimization unit that creates a plurality of proposed travel instructions from a reference travel instruction corresponding to the initial reference travel pattern such that the travel time is longer but the energy consumption amount is lower, activates the travel pattern creation unit to create a plurality of travel patterns corresponding to each of the plurality of proposed travel instructions, and repeatedly performs the process of selecting the optimal travel pattern that maximizes the energy consumption reduction effect from the plurality of travel patterns relative to the initial reference travel pattern until the travel time of the optimal travel pattern falls within a specified time range including the target travel time.

[0007] According to this disclosure, the train travel plan creation device has the effect of reducing the time required to create an optimal train travel plan when there is sufficient time available for the train's journey.

[0008] A block diagram showing an example configuration of the travel plan creation device according to Embodiment 1. A diagram showing an example of a travel pattern assumed at the initial upper limit speed calculated by the travel plan creation device according to Embodiment 1. A diagram showing the operation flow of the travel plan creation device according to Embodiment 1 when it creates a travel plan. A diagram explaining the effect of shortening the time from when the travel plan creation device according to Embodiment 1 calculates the initial upper limit speed until it determines the travel plan. A diagram showing an example of when the processing circuit realizing the travel plan creation device according to Embodiment 1 is configured with a processor and memory. A diagram showing an example of when the processing circuit realizing the travel plan creation device according to Embodiment 1 is configured with dedicated hardware. A flowchart showing the operation of the travel plan creation device according to Embodiment 2 until it creates an initial reference travel pattern. A diagram explaining the effect obtained by the travel plan creation device according to Embodiment 2. A diagram explaining the operation of the early arrival travel instruction creation unit of the travel plan creation device according to Embodiment 3 when it calculates the initial upper limit speed. A block diagram showing an example configuration of the automatic train operation system according to Embodiment 4.

[0009] The travel plan creation device, automatic train operation system, and travel plan creation method according to embodiments of this disclosure will be described in detail below with reference to the drawings.

[0010] Embodiment 1. Figure 1 is a block diagram showing an example configuration of a travel plan creation device 51 according to Embodiment 1. The travel plan creation device 51 includes a route information input unit 11, a train performance input unit 12, a travel condition input unit 13, a storage unit 14, a travel pattern creation unit 15, an initial travel pattern setting unit 16, a travel instruction draft creation unit 17, a simulation startup unit 18, an optimal travel pattern selection unit 19, an evaluation unit 20, an output unit 21, a reference travel pattern update unit 22, a step width change unit 23, a travel instruction draft creation startup unit 24, and an early arrival travel instruction creation unit 28. The travel instruction draft creation unit 17, the simulation startup unit 18, the optimal travel pattern selection unit 19, the evaluation unit 20, the reference travel pattern update unit 22, the step width change unit 23, and the travel instruction draft creation startup unit 24 constitute a travel pattern optimization unit 30.

[0011] The route information input unit 11 accepts input of route conditions, which are data related to the route on which the train will travel, such as gradient, curve location and radius of curvature, and speed limit. The train performance input unit 12 accepts input of train performance, which are data related to the train, such as train weight, train length, acceleration performance, deceleration performance, air resistance, and motor efficiency. Note that even a single-car train is considered a train. The running condition input unit 13 accepts input of running conditions, which are data related to the start and end points of the running section, which is the section for which a running plan, i.e., a running pattern, will be created, the target running time between these two points, and information on temporary speed limits set in the section included in the running section. Note that the target running time is generally expressed as the running time between stations on the timetable minus a buffer time. When creating a running plan used for automatic train operation, the target running time may be set appropriately according to the degree of disruption to the timetable.

[0012] The route conditions entered by the route information input unit 11, the train performance entered by the train performance input unit 12, and the running conditions entered by the running conditions input unit 13 are stored in the storage unit 14 so that other processing units can refer to them. In other words, the storage unit 14 stores the route conditions, train performance, and running conditions.

[0013] In Embodiment 1, the travel plan creation device 51 includes a route information input unit 11, a train performance input unit 12, and a travel condition input unit 13, but these are not required. The travel plan creation device 51 can perform the operation of Embodiment 1 as long as it has a storage unit 14 that holds route conditions, train performance, and travel conditions including at least the travel section for which a travel plan is to be created and the target travel time. The travel plan creation device 51 may include one or two of the input units among the route information input unit 11, the train performance input unit 12, and the travel condition input unit 13.

[0014] The running pattern creation unit 15, which is the running simulation unit, uses the route conditions, train performance, and running conditions stored in the memory unit 14 to create a running pattern that takes into account the route conditions such as gradient and train performance, and travels from the starting point, which is the starting position of the running section specified by the running conditions, to the ending point, which is the target stopping position, in the shortest possible time, along with the running time and energy consumption. In other words, the running pattern creation unit 15 uses the route conditions, train performance, and running conditions to create a running pattern for when the train travels the running section from the running instruction, and calculates the running time and energy consumption for the created running pattern. In Embodiment 1, since electric trains are targeted, the amount of energy consumed may also be written as energy consumption. Even when power is generated by an internal combustion engine such as a diesel engine, necessary data such as fuel efficiency is stored in the memory unit 14 as part of the train performance, and the running pattern creation unit 15 uses this data to create a running pattern.

[0015] A driving instruction is an instruction for a driving method that minimizes energy consumption, determined for each specified section within a driving zone, such as between position P1 and position P2. A collection of driving instructions is also called a driving instruction. In Embodiment 1, a single driving instruction specifies coasting in a certain section, or limits the maximum speed in a certain section to a lower than the original maximum speed. A driving pattern represents the relationship between the train's position and speed when driving according to the specified driving instruction. Even in a section where coasting is instructed, if deceleration is necessary to comply with speed limits, stopping at target stopping positions, etc., deceleration takes priority. In the following explanation, the maximum speed will also be referred to as the upper limit speed.

[0016] The early arrival running instruction creation unit 28 creates a running instruction that causes the train to arrive early by a specified buffer time relative to the target running time, while simultaneously lowering the maximum speed. The maximum speed set by the early arrival running instruction creation unit 28 is defined as the initial maximum speed V. In other words, the early arrival running instruction creation unit 28 creates a running instruction that causes the train to arrive early by a specified buffer time relative to the target running time, while simultaneously lowering the maximum speed to the initial maximum speed V. The early arrival running instruction creation unit 28 sets the running instruction assuming, for example, a simple run from powered acceleration to constant speed and then braking deceleration. The detailed operation of the early arrival running instruction creation unit 28 will be described later.

[0017] The initial driving pattern setting unit 16 activates the driving pattern creation unit 15 using the initial upper limit speed V to set an initial reference driving pattern, which is a driving pattern where the upper limit speed is the initial upper limit speed V. The initial driving pattern setting unit 16 sets the initial reference driving pattern as the initial value of the reference driving pattern.

[0018] In Embodiment 1, the travel plan creation device 51 first determines an initial reference travel pattern and repeatedly modifies the travel pattern so that the travel time gradually increases but the amount of energy consumed decreases. In each iteration, the travel pattern before modification is called the reference travel pattern.

[0019] The driving instruction creation unit 17 creates multiple driving instruction proposals by modifying a part of the standard driving instruction corresponding to the standard driving pattern so that the driving time is longer but the amount of energy consumed is smaller. The driving instruction creation unit 17 includes a coasting addition unit 25 that adds one new coasting section to a section that is not a coasting section in the standard driving instruction, a coasting extension unit 26 that extends one coasting section included in the standard driving instruction towards the end position of the driving section and towards the start position of the driving section, and a maximum speed suppression unit 27 that sets the maximum speed of a certain section to be lower than the value in the standard driving instruction. In a section where there is no driving instruction to suppress the maximum speed in the standard driving instruction, the maximum speed obtained from the speed limit is set as the maximum speed in the standard driving instruction for that section.

[0020] This briefly explains why energy consumption can be reduced by adding or extending coasting sections or lowering the maximum speed. Coasting is a state in which no power is being used to move the train. On flat ground, the speed of a coasting train gradually decreases due to air resistance, friction between the wheels and rails, etc. Power is used to prevent the speed from decreasing on flat ground or in constant speed sections on uphill gradients, so changing a constant speed section into a coasting section can reduce energy consumption. Lowering the maximum speed reduces the amount of energy required to accelerate to the maximum speed.

[0021] The simulation startup unit 18 creates a driving pattern by providing each of the multiple driving instruction proposals created by the driving instruction proposal creation unit 17 to the driving pattern creation unit 15 one by one. The simulation startup unit 18 manages the created driving pattern in correspondence with the driving instruction proposals. The driving pattern creation unit 15 calculates the driving time and power consumption for the created driving pattern.

[0022] The optimal driving pattern selection unit 19 selects the optimal driving pattern from among the multiple driving patterns created by the simulation startup unit 18 that has the greatest effect in reducing energy consumption compared to the reference driving pattern.

[0023] The evaluation unit 20 determines whether the optimal travel pattern's travel time exists within a defined time range that includes the target travel time. If the target travel time is given as a range, the range defined as the target travel time is the defined time range that includes the target travel time. If the target travel time is a single value, considering the magnitude of the error in travel time that is permissible in train operation, calculation errors, etc., the defined time range is defined as the range from a time that is shorter by a specified amount of time from the target travel time to a time that is longer by a specified amount of time, including the target travel time. Here, the specified amounts for shortening the time and lengthening the time may be the same or different.

[0024] When the travel time of the optimal travel pattern is greater than or equal to the lower limit and less than or equal to the upper limit of a specified time range including the target travel time, the evaluation unit 20 determines that the travel time of the optimal travel pattern exists within the specified time range. When the travel time of the optimal travel pattern is less than the lower limit or greater than the upper limit of the specified time range including the target travel time, the evaluation unit 20 determines that the travel time of the optimal travel pattern does not exist within the specified time range.

[0025] When the travel time of the optimal travel pattern exists within the specified time range including the target travel time, the output unit 21 outputs either or both of the optimal travel pattern and the corresponding travel instruction to the outside. The output optimal travel pattern or travel instruction is the travel plan created by this travel plan creation device 51.

[0026] The reference travel pattern update unit 22 sets the optimal travel pattern as the reference travel pattern so that the optimal travel pattern can be further changed to obtain a travel plan.

[0027] The step width change unit 23 changes the step width that determines the magnitude of the change when the travel instruction draft creation unit 17 creates a travel instruction draft by changing a part of the reference travel instruction.

[0028] The travel instruction draft creation activation unit 24 activates the travel instruction draft creation unit 17 when the reference travel pattern is set or when the step width is changed by the step width change unit 23.

[0029] Thus, in the travel plan creation device 51, the travel pattern optimization unit 30 creates a plurality of travel instruction drafts in which the reference travel instruction is changed so that the travel time becomes longer but the energy consumption amount becomes smaller, starting from the reference travel instruction corresponding to the initial reference travel pattern. The travel pattern optimization unit 30 activates the travel pattern creation unit 15 to create a plurality of travel patterns corresponding to each of the plurality of travel instruction drafts. The travel pattern optimization unit 30 repeatedly performs the process of selecting the optimal travel pattern with the maximum energy consumption reduction effect with respect to the initial reference travel pattern from the plurality of travel patterns until the travel time of the optimal travel pattern is within the specified time range including the target travel time.

[0030] Next, the operation of the early arrival running instruction creation unit 28 will be described in detail. 1. The early arrival running instruction creation unit 28 refers to the train performance of the storage unit 14 to obtain the acceleration performance during power running, the deceleration performance during braking, the air resistance, etc.

[0031] 2. The early arrival running instruction creation unit 28 refers to the running conditions of the storage unit 14 to obtain the start point and end point of the running section, and the running distance L [m] of the train in the running section, that is, from the start point to the end point.

[0032] 3. The early arrival running instruction creation unit 28 refers to the track conditions of the storage unit 14, refers to the gradients in the vicinity of the start point (power running section) and end point (braking section) of the running section, the positions and radii of curvature of the curves, etc., and obtains the gradient resistance and curve resistance of each of the power running section and the braking section. Note that when the gradient changes in each section, or when there are multiple curves in the section, the early arrival running instruction creation unit 28 obtains the average gradient resistance and average curve resistance of the section in order to simplify the calculation.

[0033] 4. The early arrival running instruction creation unit 28 subtracts the air resistance, gradient resistance, and curve resistance from the acceleration performance to obtain the average acceleration α [km / h / s] of the train during power running.

[0034] 5. The early arrival running instruction creation unit 28 adds the air resistance, gradient resistance, and curve resistance to the deceleration performance to obtain the average deceleration β [km / h / s] of the train during braking.

[0035] Note that the early arrival running instruction creation unit 28 may obtain the average acceleration α [km / h / s] of the train during power running and the average deceleration β [km / h / s] of the train during braking from the values obtained by running the section by utilizing the simulation start unit 18. Also, when the air resistance, curve resistance, etc. are considered to be sufficiently small, the early arrival running instruction creation unit 28 may omit the air resistance, curve resistance, etc. in the calculation.

[0036] 6. The early arrival driving instruction creation unit 28 sets the early arrival target driving time Tc [seconds], which is the driving time with a margin on the early arrival side relative to the target driving time T [seconds]. The early arrival target driving time Tc [seconds] is set as follows: (a) Early arrival target driving time Tc [seconds] = Target driving time T [seconds] - Margin time ΔT [seconds] That is, it is set by subtracting the margin time ΔT [seconds] from the target driving time T [seconds]. For example, the margin time ΔT is 10 seconds. (b) Early arrival target driving time Tc [seconds] = Target driving time T [seconds] × Margin ratio R That is, it is set by multiplying the target driving time T [seconds] by the margin ratio R. For example, the margin ratio R is 0.9.

[0037] 7. The early arrival running instruction creation unit 28 assumes a simple running process, as shown in Figure 2, which involves acceleration, constant speed, and deceleration by braking, and calculates the initial upper limit speed V [km / h] from equation (1) when the train runs through the running section in the target early arrival running time Tc [seconds].

[0038]

[0039] 8. The early arrival driving instruction creation unit 28 sets the calculated initial upper limit speed V as a driving instruction to reduce the speed of the driving section.

[0040] Figure 2 shows an example of a running pattern assumed at the initial upper limit speed V calculated by the running plan creation device 51 according to Embodiment 1. Figure 2(a) shows a running pattern with time on the horizontal axis and train speed on the vertical axis, and Figure 2(b) shows a running pattern with train position on the horizontal axis and train speed on the vertical axis. Both Figures 2(a) and 2(b) show a running pattern in which the train accelerates when it starts running at the starting point, runs at a constant speed when the train speed reaches the initial upper limit speed V, and brakes to decelerate in order to stop the train at the ending point. The average acceleration α of the train during acceleration mentioned above corresponds to the acceleration α during acceleration in Figure 2(a), and the average deceleration β of the train during braking mentioned above corresponds to the deceleration β during brake deceleration in Figure 2(a). In Embodiment 1, the upper limit speed of the train in the running plan, i.e., the running pattern, created by the running plan creation device 51 is the initial upper limit speed V.

[0041] In this way, the early arrival instruction creation unit 28 calculates the initial upper limit speed V using the train's travel distance L in the travel section, the train's average acceleration α during acceleration in the travel section, the train's average deceleration β during braking in the travel section, and the early arrival target travel time Tc, which is the amount by which the train arrives earlier by a margin of time ΔT relative to the target travel time T. The early arrival instruction creation unit 28 also calculates the early arrival target travel time Tc by subtracting the margin of time ΔT from the target travel time T, or by multiplying the target travel time T by a specified margin ratio R.

[0042] Figure 3 is a diagram showing the flow of operations by the driving plan creation device 51 according to Embodiment 1 in creating a driving plan. Figure 3 is a diagram equivalent to a flowchart showing the operation by the driving plan creation device 51 in creating a driving plan, i.e., a driving pattern.

[0043] In the travel plan creation device 51, the early arrival travel instruction creation unit 28 calculates the initial upper limit speed V that will cause the train to arrive early (step S1). The early arrival travel instruction creation unit 28 outputs the initial upper limit speed V to the initial travel pattern setting unit 16. The initial travel pattern setting unit 16 provides the initial upper limit speed V obtained from the early arrival travel instruction creation unit 28 to the travel pattern creation unit 15 and starts the travel pattern creation unit 15 (step S2). The travel pattern creation unit 15 performs a travel simulation using the initial upper limit speed V after the initial travel pattern setting unit 16 is started and creates an initial reference travel pattern corresponding to the initial upper limit speed V (step S3). The travel pattern creation unit 15 outputs the created initial reference travel pattern to the initial travel pattern setting unit 16. The initial travel pattern setting unit 16 sets the initial reference travel pattern obtained from the travel pattern creation unit 15 as the initial value of the reference travel pattern to the travel instruction proposal creation unit 17 (step S4).

[0044] The driving instruction creation unit 17 creates multiple driving instruction proposals based on the initial reference driving instruction corresponding to the initial reference driving pattern, by modifying a part of the initial reference driving instruction (step S5). The driving instruction creation unit 17 outputs the created multiple driving instruction proposals to the simulation startup unit 18. The simulation startup unit 18 individually provides the multiple driving instruction proposals obtained from the driving instruction creation unit 17 to the driving pattern creation unit 15 and starts the driving pattern creation unit 15 (step S6). The driving pattern creation unit 15 performs a driving simulation using the individual driving instruction proposals when the simulation startup unit 18 is started, and creates a reference driving pattern corresponding to each driving instruction proposal (step S7). The driving pattern creation unit 15 outputs the created reference driving pattern to the optimal driving pattern selection unit 19. In the example in Figure 3, the driving pattern creation unit 15 outputs the created reference driving pattern to the optimal driving pattern selection unit 19, but as shown in Figure 1, the created reference driving pattern may be output to the simulation startup unit 18. In this case, the simulation startup unit 18 outputs the acquired reference driving pattern to the optimal driving pattern selection unit 19. The optimal driving pattern selection unit 19 selects the optimal driving pattern that maximizes the energy consumption reduction effect compared to the initial reference driving pattern from among multiple reference driving patterns corresponding to multiple driving instruction proposals (step S8). The optimal driving pattern selection unit 19 outputs the selected optimal driving pattern to the evaluation unit 20.

[0045] The evaluation unit 20 determines whether the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 falls within a defined time range that includes the target driving time T. If the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 falls outside the defined time range that includes the target driving time T, the evaluation unit 20 determines to perform reprocessing (step S9). Specifically, if the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 is less than the lower limit of the defined time range that includes the target driving time T, the reference driving pattern update unit 22 updates the optimal driving pattern to a new reference driving pattern (step S10). Alternatively, if the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 is greater than the upper limit of the defined time range that includes the target driving time T, the step width change unit 23 changes the step width that determines the magnitude of the change when the driving instruction draft creation unit 17 changes the reference driving instruction to create a driving instruction draft (step S11). The evaluation unit 20 issues an instruction to the reference driving pattern update unit 22 if the driving time of the optimal driving pattern is less than the lower limit of a defined time range that includes the target driving time T, and issues an instruction to the step width change unit 23 if the driving time of the optimal driving pattern is greater than the upper limit of a defined time range that includes the target driving time T.

[0046] The driving instruction creation activation unit 24 activates the driving instruction creation unit 17 based on the updates to the standard driving pattern in the standard driving pattern update unit 22 or the changes to the step width in the step width change unit 23 (step S12). Thereafter, the driving plan creation device 51 repeatedly performs the operations from step S5 to step S12. Based on the changes from the driving instruction creation activation unit 24, the driving instruction creation unit 17 creates multiple driving instruction proposals based on the initial standard driving instruction corresponding to the initial standard driving pattern, with some modifications to the initial standard driving instruction.

[0047] The evaluation unit 20 determines whether the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 falls within a defined time range that includes the target driving time T. If the evaluation unit 20 determines that the driving time of the optimal driving pattern selected by the optimal driving pattern selection unit 19 falls within a defined time range that includes the target driving time T, it sets the optimal driving pattern as the driving plan (step S13). The evaluation unit 20 outputs either the optimal driving pattern or the corresponding driving instruction, or both, to the output unit 21. The output unit 21 outputs either the optimal driving pattern or the corresponding driving instruction, or both, obtained from the evaluation unit 20, to the outside.

[0048] Figure 4 is a diagram illustrating the effect of the travel plan creation device 51 according to Embodiment 1 in which the time from calculating the initial upper limit speed V to determining the travel plan can be shortened. Figure 4(a) is a diagram illustrating the flow of operations from the fastest travel pattern to the optimal travel pattern using the method described in Patent Document 1 as a comparative example. Figure 4(b) is a diagram illustrating the flow of operations from the initial reference travel pattern to the optimal travel pattern using the method described above for the travel plan creation device 51 of Embodiment 1. In both Figure 4(a) and Figure 4(b), the horizontal axis shows the position of the train and the vertical axis shows the speed of the train. The optimal travel patterns determined in Figure 4(a) and Figure 4(b) are the same travel patterns.

[0049] In the method shown in Figure 4(a), the process of gradually reducing the maximum speed and adding / extending the coasting section is repeated starting from the fastest driving pattern. Therefore, if the optimal driving pattern is sufficiently smaller than the fastest driving pattern, it takes time to reach the optimal driving pattern from the fastest driving pattern. On the other hand, in the method shown in Figure 4(b), the driving plan creation device 51 sets an initial upper limit speed V that suppresses the maximum speed in advance based on the target driving time T and creates an initial reference driving pattern. The driving plan creation device 51 repeatedly performs processes such as gradually reducing the maximum speed and adding / extending the coasting section starting from the initial reference driving pattern. Therefore, compared to the case in Figure 4(a), the repeated processing in the "omitted range" shown by the shaded area can be omitted. In this way, the driving plan creation device 51 can shorten the time to reach the optimal driving pattern compared to the case in Figure 4(a).

[0050] In Embodiment 1, the travel plan creation device 51 includes an early arrival travel instruction creation unit 28, and assuming a simple travel pattern consisting of powered acceleration, constant speed, and brake deceleration, it sets the initial upper limit speed V so as to arrive early with a buffer time ΔT over the target travel time T. As a result, the travel plan creation device 51 can create an initial reference travel pattern that allows for the addition of coasting, which is effective for energy saving, while eliminating unnecessary searching.

[0051] Next, the hardware configuration of the train travel plan creation device 51 will be described. In the train travel plan creation device 51, the route information input unit 11, the train performance input unit 12, and the travel condition input unit 13 are input interfaces that can accept data from the user. The storage unit 14 is memory. The output unit 21 is an output interface that outputs at least one of the optimal travel pattern and the travel instruction corresponding to the optimal travel pattern to the outside. The travel pattern creation unit 15, the initial travel pattern setting unit 16, the travel instruction draft creation unit 17, the simulation startup unit 18, the optimal travel pattern selection unit 19, the evaluation unit 20, the reference travel pattern update unit 22, the step width change unit 23, the travel instruction draft creation startup unit 24, and the early arrival travel instruction creation unit 28 are implemented by processing circuits. The processing circuits may be a processor and memory that executes a program stored in memory, or they may be dedicated hardware.

[0052] Figure 5 shows an example of a case where the processing circuit 90 that realizes the travel plan creation device 51 according to Embodiment 1 is configured with a processor 91 and a memory 92. When the processing circuit 90 is configured with a processor 91 and a memory 92, each function of the processing circuit 90 of the travel plan creation device 51 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit 90, each function is realized by the processor 91 reading and executing the program stored in the memory 92. In other words, the processing circuit 90 is equipped with a memory 92 for storing the program that will ultimately be executed as a result of the processing of the travel plan creation device 51. Furthermore, these programs can be said to cause the computer to execute the procedures and methods of the travel plan creation device 51.

[0053] The above program includes a running pattern creation step in which the running pattern creation unit 15 creates a running pattern for when the train travels a section from a running instruction, using route conditions, train performance, and running conditions including at least the travel section and target travel time, and calculates the travel time and energy consumption amount according to the running pattern; an early arrival running instruction creation step in which the early arrival running instruction creation unit 28 creates a running instruction that causes the train to arrive early by a specified margin time relative to the target travel time, while lowering the upper limit speed to the initial upper limit speed; and an initial running pattern setting unit 16 activates the running pattern creation unit 15 using the initial upper limit speed and sets an initial reference running pattern in which the upper limit speed is the initial upper limit speed. It can also be said that this program causes the driving plan creation device 51 to execute a driving plan creation step, which involves setting a driving pattern, creating multiple proposed driving instructions by modifying the standard driving instructions corresponding to the initial standard driving pattern so that the driving time is longer but the amount of energy consumed is smaller, activating the driving pattern creation unit 15 to create multiple driving patterns corresponding to each of the multiple proposed driving instructions, and selecting the optimal driving pattern from the multiple driving patterns that has the greatest effect on reducing the amount of energy consumed compared to the initial standard driving pattern, repeating this process until the driving time of the optimal driving pattern falls within a specified time range that includes the target driving time.

[0054] Here, the processor 91 may be a CPU (Central Processing Unit), processing unit, arithmetic unit, microprocessor, microcomputer, or DSP (Digital Signal Processor). The memory 92 may be, for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), EEPROM (Registered Trademark) (Electrically EPROM), magnetic disk, flexible disk, optical disk, compact disk, minidisc, or DVD (Digital Versatile Disc).

[0055] Figure 6 shows an example of a case where the processing circuit 93 that realizes the driving plan creation device 51 according to Embodiment 1 is configured with dedicated hardware. When the processing circuit 93 is configured with dedicated hardware, the processing circuit 93 shown in Figure 6 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each function of the driving plan creation device 51 may be realized by the processing circuit 93 separately for each function, or each function may be realized together by the processing circuit 93.

[0056] Furthermore, some of the functions of the travel plan creation device 51 may be implemented using dedicated hardware, while others may be implemented using software or firmware. In this way, the processing circuit can implement the above-mentioned functions using dedicated hardware, software, firmware, or a combination thereof.

[0057] As described above, according to this embodiment, the travel plan creation device 51 sets an initial upper limit speed V to suppress the maximum speed in advance to create an initial reference travel pattern, and then, starting from the initial reference travel pattern, repeatedly performs processes such as gradually lowering the maximum speed and adding or extending coasting sections to obtain an optimal travel pattern. As a result, the travel plan creation device 51 can shorten the time it takes to reach the optimal travel pattern compared to the travel plan creation device described in Patent Document 1. The travel plan creation device 51 can shorten the time it takes to create an optimal train travel plan when there is sufficient time available for the train's journey.

[0058] Embodiment 2. In Embodiment 1, the running plan creation device 51 calculated the initial upper limit speed V assuming simple train operation, and therefore did not take into account the train's speed limits between stations. As a result, if there are speed limits set between stations, the train may not arrive as expected. Embodiment 2 describes a case in which the running plan creation device 51 calculates the initial upper limit speed V considering the train's speed limits between stations and creates an initial reference running pattern.

[0059] In Embodiment 2, the configuration of the driving plan creation device 51 is the same as that of the driving plan creation device 51 in Embodiment 1 shown in Figure 1. Figure 7 is a flowchart showing the operation of the driving plan creation device 51 according to Embodiment 2 until an initial reference driving pattern is created. In the driving plan creation device 51, the initial driving pattern setting unit 16 starts the driving pattern creation unit 15 when there is no driving instruction and creates the fastest driving pattern (step S21).

[0060] The initial driving pattern setting unit 16 determines whether the driving time of the fastest driving pattern is sufficiently earlier than the target driving time T (step S22). That is, the initial driving pattern setting unit 16 determines whether there is room to reduce the maximum speed or to add an extension to the coasting section. Specifically, the initial driving pattern setting unit 16 determines that it is sufficiently early when either of the following conditions (a) or (b) is satisfied. (a) Driving time Tf [seconds] of the fastest driving pattern < target driving time T [seconds] - buffer time ΔT1 [seconds] The driving time Tf [seconds] of the fastest driving pattern is shorter than the time obtained by subtracting the buffer time ΔT1 [seconds] from the target driving time T [seconds]. For example, the buffer time ΔT1 is 10 seconds. (b) Driving time Tf [seconds] of the fastest driving pattern < target driving time T [seconds] × buffer ratio R1 The driving time Tf [seconds] of the fastest driving pattern is shorter than the time obtained by multiplying the target driving time T [seconds] by the buffer ratio R1. For example, let's assume the margin ratio R1 is 0.9.

[0061] The initial driving pattern setting unit 16 determines that the train will arrive sufficiently early if any of the equations in step S22 are met (step S22: Yes), and activates the early arrival driving instruction creation unit 28. When activated by the initial driving pattern setting unit 16, the early arrival driving instruction creation unit 28 calculates an initial upper limit speed V that will allow the train to arrive a specified margin of safety relative to the target driving time T using simple driving (step S23).

[0062] The initial driving pattern setting unit 16 activates the driving pattern creation unit 15 with a driving instruction to reduce speed at the initial upper limit speed V, and creates a driving pattern (step S24).

[0063] The initial driving pattern setting unit 16 determines whether the driving time of the driving pattern is sufficiently earlier than the target driving time T (step S25). That is, the initial driving pattern setting unit 16 determines whether there is room to reduce the maximum speed or to further extend the coasting section. Specifically, the initial driving pattern setting unit 16 determines that it is sufficiently early when either of the following conditions (a) or (b) is satisfied. (a) Driving time Tr [seconds] of the driving pattern < target driving time T [seconds] - buffer time ΔT2 [seconds] The driving time Tr [seconds] of the driving pattern is shorter than the time obtained by subtracting the buffer time ΔT2 [seconds] from the target driving time T [seconds]. For example, the buffer time ΔT2 is 10 seconds. (b) Driving time Tr [seconds] of the driving pattern < target driving time T [seconds] × buffer ratio R2 The driving time Tr [seconds] of the driving pattern is shorter than the time obtained by multiplying the target driving time T [seconds] by the buffer ratio R2. For example, the buffer ratio R2 is 0.9.

[0064] The initial travel pattern setting unit 16 determines that the arrival is sufficiently early if any of the equations in step S25 are satisfied (step S25: Yes), and sets the travel pattern with the speed reduction instruction based on the initial upper limit speed V as the initial reference travel pattern (step S26).

[0065] The initial travel pattern setting unit 16 determines that the arrival is not sufficiently early if none of the equations in step S25 are satisfied (step S25: No), and adjusts the initial upper limit speed V upward (step S27). Specifically, the initial travel pattern setting unit 16 adds the adjustment speed ΔVc to the initial upper limit speed V. For example, the adjustment speed ΔVc is 5 [km / h]. Initial upper limit speed V (adjusted) = Initial upper limit speed V + Adjustment speed ΔVc In addition, as another method of adjusting the initial upper limit speed V, the initial travel pattern setting unit 16 may reduce the buffer time ΔT1 in the condition of step S22 (a) described above, and use the initial upper limit speed V recalculated in the same manner as in steps S22 and S23 described above as the initial upper limit speed V (adjusted). Alternatively, the initial driving pattern setting unit 16 may, as another method for correcting the initial upper limit speed V, increase the margin ratio R1 under the conditions of step S22(b) described above, and use the initial upper limit speed V recalculated in the same manner as in steps S22 and S23 described above as the initial upper limit speed V (corrected).

[0066] The initial travel pattern setting unit 16 returns to step S24 and, using the upwardly revised initial upper limit speed V, activates the travel pattern creation unit 15 with a travel instruction to reduce speed at the initial upper limit speed V, and creates a travel pattern. The initial travel pattern setting unit 16 continues to upwardly revise the initial upper limit speed V until it determines in step S25 that the arrival will be sufficiently early, that is, it repeats the processes of steps S27, S24, and S25.

[0067] Furthermore, if none of the conditions in step S22 are met, the initial travel pattern setting unit 16 determines that the arrival is not sufficiently early (step S22: No), and sets the fastest travel pattern as the initial reference travel pattern (step S28).

[0068] Figure 8 is a diagram illustrating the effects obtained by the travel plan creation device 51 according to Embodiment 2. In Figure 8, the horizontal axis shows the position of the train, and the vertical axis shows the speed of the train. As shown in Figure 8, if the speed limit changes significantly within the travel section, the travel time of the travel pattern created with a travel instruction that reduces the speed to the initial upper limit speed V calculated assuming simple travel, as in Embodiment 1, will be longer than expected, and there is a possibility that there will be no room to add coasting, which is effective for saving energy. Therefore, in Embodiment 2, if the travel time of the travel pattern created with a travel instruction using an initial upper limit speed V assuming simple travel does not result in arriving earlier than expected relative to the target travel time, the initial upper limit speed V of the travel instruction is revised upward. As a result, the initial travel pattern setting unit 16 can reliably ensure that there is room to add coasting, which is effective for saving energy.

[0069] In this manner, the initial driving pattern setting unit 16 activates the driving pattern creation unit 15 to create the fastest driving pattern, which results in the shortest possible driving time. If the driving time of the fastest driving pattern falls within the time range defined for the target driving time T, the initial driving pattern setting unit 16 sets the fastest driving pattern as the initial reference driving pattern. If the driving time of the fastest driving pattern results in an earlier arrival than the time range defined for the target driving time T, the initial driving pattern setting unit 16 activates the early arrival driving instruction creation unit 28 and obtains the initial upper limit speed V from the early arrival driving instruction creation unit 28.

[0070] Furthermore, the initial driving pattern setting unit 16 activates the driving pattern creation unit 15 using the initial upper limit speed V obtained by activating the early arrival driving instruction creation unit 28 to create a provisional initial reference driving pattern. The provisional initial reference driving pattern is the driving pattern created by the initial driving pattern setting unit 16 activating the driving pattern creation unit 15 in step S24 described above. If the driving time of the provisional initial reference driving pattern results in an earlier arrival than the time range specified for the target driving time T, the initial driving pattern setting unit 16 sets the provisional initial reference driving pattern as the initial reference driving pattern. If the driving time of the provisional initial reference driving pattern does not result in an earlier arrival than the time range specified for the target driving time T, the initial driving pattern setting unit 16 adjusts the initial upper limit speed V upward.

[0071] As explained above, according to this embodiment, if the travel time of the travel pattern created with a travel instruction using an initial upper limit speed V assuming simple travel does not result in arriving earlier than the target travel time T as expected, the travel plan creation device 51 adjusts the initial upper limit speed V upward. This ensures that the travel plan creation device 51 has room to add coasting, which is effective for saving energy.

[0072] Embodiment 3. In Embodiment 1, the early arrival running instruction creation unit 28 of the running plan creation device 51 calculated the initial upper limit speed V for the train to run at the target early arrival running time Tc by assuming simple running consisting of powered acceleration, constant speed, and brake deceleration, and approximating the acceleration section and brake section as having uniform acceleration and deceleration. However, if there are speed limit sections within the acceleration section from the starting point and the brake section where the train decelerates to the stopping position, the actual running time may differ significantly from the aforementioned simple running assumption and may be longer than assumed. Furthermore, if the train's acceleration performance and deceleration performance differ significantly between the low-speed and high-speed ranges, errors may occur in the simple calculation using uniform acceleration and deceleration. Embodiment 3 describes a method by which the early arrival running instruction creation unit 28 of the running plan creation device 51 extracts the running time and train position in the acceleration section and brake section from the fastest running pattern and calculates the initial upper limit speed V for running at the target early arrival running time Tc.

[0073] In Embodiment 3, the configuration of the travel plan creation device 51 is the same as that of the travel plan creation device 51 in Embodiment 1 shown in Figure 1. The operation of the initial travel pattern setting unit 16 and the early arrival travel instruction creation unit 28 in Embodiment 3 will be described below.

[0074] The initial driving pattern setting unit 16 sets the initial reference driving pattern by an operation similar to the flowchart shown in Figure 7, which was described in Embodiment 2.

[0075] FIG. 9 is a diagram for explaining the operation of the early arrival travel instruction creation unit 28 of the travel plan creation device 51 according to Embodiment 3 for calculating the initial upper limit speed V. FIG. 9(a) is a diagram showing the fastest travel pattern in terms of the position and time of the train. The horizontal axis represents the position of the train, and the vertical axis represents the time. FIG. 9(b) is a diagram showing the fastest travel pattern in terms of the position and speed of the train. The horizontal axis represents the position of the train, and the vertical axis represents the speed of the train. FIG. 9(c) is a diagram showing the relationship between the upper limit speed V ｐ of the train and the travel time T ｐ of the train. The horizontal axis represents the upper limit speed V ｐ of the train, and the vertical axis represents the travel time T ｐ of the train. As shown in FIGS. 9(a) and 9(b), the time for the train to travel from the starting point to the end point of the acceleration section is the travel time T ｐ to reach the upper limit speed V ａ , and the time for the train to travel from the starting point of the braking section to the end point is the travel time T ｐ from the upper limit speed V ｂ to the end point. Also, from FIG. 9(c), it can be seen that the upper limit speed V ｐ of the train and the travel time T ｐ of the train are in an inverse proportional relationship.

[0076] The early arrival travel instruction creation unit 28 refers to the fastest travel pattern and obtains the travel time T ｐ [seconds] when traveling at the upper limit speed V ｐ [km / h] as follows in (a) to (d). (a) Extract the travel time T ｐ [seconds] from the fastest travel pattern from the starting point to the end point of the acceleration section to reach the upper limit speed V ａ . (b) Extract the travel time T ｐ [seconds] from the starting point of the braking section to the end point at the upper limit speed V ｂ from the fastest travel pattern. (c) Extract the distance L ａｂ [m] from the end point of the acceleration section to the starting point of the braking section. (d) Assume that the train travels at a constant speed at the upper limit speed V ｐ from the end point of the acceleration section to the starting point of the braking section, and obtain the travel time T ｐ [seconds] by the following formula. T ｐ = Tａ +T ｂ + (3.6 × L) ａｂ ÷V ｐ )

[0077] The early arrival driving instruction creation unit 28 generates a driving time T ｐ The upper limit speed V is the speed that matches the target travel time Tc for early arrival. ｐ The system determines the initial upper limit speed V. The early arrival driving instruction creation unit 28 searches, for example, from a high speed to a low speed at constant speed intervals, and determines the driving time T. ｐ The upper limit speed V when the target travel time Tc for early arrival is lower. ｐ Let V be the initial upper limit speed. Alternatively, the fast arrival driving instruction generation unit 28 may determine the initial upper limit speed V using a binary search method.

[0078] If there are speed-restricted sections within the acceleration section from the starting point and the braking section where the train decelerates to the stopping position, the actual travel time may differ significantly from the simple travel assumptions described above, potentially resulting in a longer travel time than anticipated. Furthermore, if the train's acceleration and deceleration performance differ significantly between low and high speed ranges, errors may occur in simple calculations based on uniform acceleration and deceleration. If errors occur, an appropriate initial upper limit speed V cannot be set, and for example, a travel pattern that arrives excessively early may be set as the initial reference travel pattern, resulting in unnecessary calculations. In contrast, in Embodiment 3, the early arrival travel instruction creation unit 28 of the travel plan creation device 51 extracts the train's travel time and position in the acceleration and braking sections from the fastest travel pattern to determine the initial upper limit speed V. By using the fastest travel pattern created through simulations that take into account speed changes based on acceleration and deceleration performance, as well as speed-restricted sections, the early arrival travel instruction creation unit 28 can eliminate the aforementioned errors in the acceleration and braking sections and set an appropriate initial upper limit speed V.

[0079] Thus, the initial running pattern setting unit 16 activates the running pattern creation unit 15 to create the fastest running pattern that results in the shortest running time. The early arrival running instruction creation unit 28 uses the fastest running pattern to set the maximum speed V from the starting point of the target running section of the fastest running pattern. ｐ The travel time T is the time spent traveling in the acceleration section until the end of the acceleration section. ａThe travel time T is calculated as the travel time in the deceleration section from the start point of the braking section to the end point of the target travel section. ｂ Calculate the distance L from the end of the acceleration section to the start of the braking section. ａｂ The upper limit speed V ｐ The maximum speed travel time when traveling is calculated. The early arrival travel instruction creation unit 28 calculates the travel time T, which is the travel time in the acceleration section. ａ , the travel time T is the time spent traveling in the deceleration section. ｂ , and the total travel time T which includes the time spent traveling at the maximum speed. ｐ However, the initial upper limit speed V is calculated so that it matches the target early arrival time Tc, which is the time by which the train arrives earlier than the target travel time T.

[0080] As described above, according to this embodiment, the travel plan creation device 51 extracts the train's travel time and position in the acceleration and braking sections from the fastest travel pattern to determine the initial upper limit speed V. As a result, the travel plan creation device 51 can use the fastest travel pattern created by simulations that take into account speed changes based on acceleration performance, deceleration performance, and speed limit sections, and can set an appropriate initial upper limit speed V.

[0081] Embodiment 4. Embodiment 4 describes an automatic train operation system 50 that incorporates a travel plan creation device 51 from any of Embodiments 1 to 3.

[0082] Figure 10 is a block diagram showing an example configuration of an automatic train operation system 50 according to Embodiment 4. The automatic train operation system 50 includes a travel plan creation device 51, a current position acquisition unit 52, a current speed limit acquisition unit 53, and a travel command calculation unit 54. The automatic train operation system 50 is connected to a ground sensor detection device 55, an ATC (Automatic Train Control) device 56, a speed sensor 57, a drive unit 58, a brake unit 59, and a travel condition setting unit 60.

[0083] For the sake of explanation, the external devices of the automatic train operation system 50 will be described first. The ground beacon detection device 55 detects when a train passes a ground beacon installed on the train track and obtains location information from the ground beacon. The ATC device 56 obtains the speed limit for the section from the ground and automatically decelerates if the speed limit is exceeded. The speed sensor 57 is a device that detects the speed of the train. The drive device 58 is a device that generates the power necessary for the train to accelerate or run at a constant speed. The brake device 59 is a device that decelerates the train. The running condition setting unit 60 has the function of setting running conditions such as the target travel time between each station on the line and the temporarily set speed limit, and inputting them into the running plan creation device 51. These running conditions may be set by the driver, or they may be set by the ground system, another system on the train, etc. via a communication device (not shown).

[0084] The internal configuration of the travel plan creation device 51 may be the same as that shown in Figure 1, but the storage unit 14 may be replaced with a database and travel condition storage unit (not shown) as described in Embodiment 4 of Patent Document 1.

[0085] The current position acquisition unit 52 determines the current position and speed of the train by integrating the position information obtained from the ground sensor detection device 55 and the speed information obtained from the speed sensor 57.

[0086] The current speed limit acquisition unit 53 acquires the current speed limit, which is the speed limit at that moment, obtained from the ATC device 56.

[0087] The running command calculation unit 54 normally creates a running command according to a pre-created running plan. However, if the current speed limit set by the ATC is lower than the speed determined by the running plan, priority is given to adhering to the current speed limit set by the ATC. By transmitting the created running command to the drive unit 58 or brake unit 59, the train automatically starts running. If a pre-created running plan cannot be used, the running plan creation device 51 is activated to create a running plan that satisfies the target running time and consumes less energy in the running section determined by the current position and speed of the train, and a running command is created according to the created running plan. In this way, the running command calculation unit 54 calculates a running command to run the train based on the running plan created by activating the running plan creation device 51 using the running conditions in which the running section determined by the current position and speed of the train is set, and the current speed limit.

[0088] The travel section, determined from the current position and speed of the train, is the section from the point where the train is located after a specified time to the specified endpoint. The specified time is longer than the time required for the travel plan creation device 51 to create the travel plan.

[0089] Examples of situations where a pre-created travel plan cannot be used include when the ATC-controlled speed limit is lower than the normal speed limit due to a delay in a preceding train, when a train stops at a location other than a station due to an accident and then resumes travel, or when a train travels in a shorter time than usual to minimize delays after a delay has occurred.

[0090] With the above configuration, the automatic train operation system 50 can respond to dynamically changing parameters during operation, such as the current position and speed of the train, the target travel time, and any temporary speed limits, and automatically create a travel plan that maintains the target travel time while minimizing energy consumption. The train can then automatically operate according to this plan. As a result, the automatic train operation system 50 can achieve railway operations that maintain the timetable while reducing energy consumption.

[0091] In the above configuration, the ATC device 56 was described assuming an analog ATC system that transmits the speed limit at the train's current position. However, a single-stage ATC or CBTC (Communications Based Train Control) that transmits the train's target stopping position may also be used. When the target stopping position is transmitted to the train, the current speed limit acquisition unit 53 calculates the maximum speed at which the train can stop before the target stopping position even if it starts decelerating from its current position, based on the train's braking performance, track conditions, etc. The current speed limit acquisition unit 53 can then use the calculated maximum speed as the current speed limit.

[0092] Furthermore, the values ​​stored in the database as train performance information may be estimated based on past running history rather than design values. This allows for appropriate responses to situations where train performance deviates from design values ​​or changes due to aging.

[0093] A running condition storage unit is not required. Conversely, a data modification unit may be provided to change either or both of the route conditions and train performance stored in the database.

[0094] The travel plan creation device 51 may also take ride comfort into consideration, and any device that creates a travel plan that adheres to the target travel time and travels the route with minimal energy consumption, by slightly modifying the travel plan so that the travel time is longer but energy consumption is lower, is acceptable. Not all components of the automatic train operation system 50 need to be physically mounted on the train, and the travel plan creation device 51 may operate remotely over a network. For example, the travel plan creation device 51 may be on the cloud or may operate as part of the operation management system.

[0095] As described above, according to this embodiment, the automatic train operation system 50 is equipped with one of the running plan creation devices 51 described in Embodiments 1 to 3. The automatic train operation system 50 can respond in real time to parameters that change dynamically during operation, such as the current position and speed of the train, the target running time, and temporary speed limits, and automatically creates a running plan that maintains the target running time while minimizing energy consumption, and the train can automatically run according to that plan. The automatic train operation system 50 can achieve train operation control that maintains the timetable while reducing energy consumption.

[0096] The configurations shown in the above embodiments are merely examples, and it is possible to combine them with other known technologies, combine different embodiments, and omit or modify parts of the configuration without departing from the gist of the invention.

[0097] The various aspects of this disclosure are summarized below as an appendix.

[0098] (Note 1) A running plan creation device comprising: a running pattern creation unit that creates a running pattern for when a train runs on a running section from a running instruction, using route conditions, train performance, and running conditions including at least the running section and target running time, and calculates the running time and energy consumption amount according to the running pattern; an early arrival running instruction creation unit that creates a running instruction in which the train arrives early by a specified buffer time relative to the target running time, while lowering the upper limit speed to the initial upper limit speed; an initial running pattern setting unit that activates the running pattern creation unit using the initial upper limit speed and sets an initial reference running pattern in which the upper limit speed is the running pattern of the initial upper limit speed; a running pattern optimization unit that creates a plurality of proposed running instructions from a reference running instruction corresponding to the initial reference running pattern in which the running time is longer but the energy consumption amount is lower, activates the running pattern creation unit to create a plurality of running patterns corresponding to each of the plurality of proposed running instructions, and repeatedly performs the process of selecting the optimal running pattern from the plurality of running patterns that has the greatest effect on reducing energy consumption amount relative to the initial reference running pattern until the running time of the optimal running pattern is within a specified time range including the target running time. (Note 2) The running plan creation device according to Note 1, characterized in that the early arrival running instruction creation unit calculates the initial upper limit speed using the distance traveled by the train in the running section, the average acceleration of the train during acceleration in the running section, the average deceleration of the train during braking in the running section, and the target early arrival running time by which the train arrives earlier by the margin time relative to the target running time. (Note 3) The running plan creation device according to Note 2, characterized in that the early arrival running instruction creation unit calculates the target early arrival running time by subtracting the margin time from the target running time, or by multiplying the target running time by a margin ratio specified in the table, as the target early arrival running time.(Note 4) The running plan creation device according to Note 1, characterized in that the initial running pattern setting unit activates the running pattern creation unit to create the fastest running pattern which results in the shortest running time, the early arrival running instruction creation unit uses the fastest running pattern to calculate the acceleration section running time from the start point of the target running section of the fastest running pattern to the end point of the acceleration section where the train reaches the upper limit speed, calculates the deceleration section running time from the start point of the brake section of the target running section to the end point of the target running section, calculates the upper limit speed running time when the train travels the distance from the end point of the acceleration section to the start point of the brake section at the upper limit speed, and calculates the initial upper limit speed such that the sum of the acceleration section running time, the deceleration section running time, and the upper limit speed running time matches the early arrival target running time which results in the train arriving earlier by the margin of time relative to the target running time. (Note 5) The driving plan creation device according to any one of Notes 1 to 4, characterized in that the initial driving pattern setting unit activates the driving pattern creation unit to create the fastest driving pattern which results in the shortest driving time, sets the fastest driving pattern as the initial reference driving pattern if the driving time of the fastest driving pattern falls within a specified time range relative to the target driving time, and activates the early arrival driving instruction creation unit to obtain the initial upper limit speed from the early arrival driving instruction creation unit. (Note 6) The driving plan creation device according to Note 5, characterized in that the initial driving pattern setting unit activates the driving pattern creation unit to create a provisional initial reference driving pattern using the initial upper limit speed obtained by activating the early arrival driving instruction creation unit, and if the driving time of the provisional initial reference driving pattern results in an earlier arrival than the time range specified with respect to the target driving time, the provisional initial reference driving pattern becomes the initial reference driving pattern, and if the driving time of the provisional initial reference driving pattern does not result in an earlier arrival than the time range specified with respect to the target driving time, the initial upper limit speed is revised upward.(Note 7) An automatic train operation system comprising: a running plan creation device described in any one of Notes 1 to 6; a current position acquisition unit that identifies the current position and speed of the train; a current speed limit acquisition unit that acquires the current speed limit; and a running command calculation unit that calculates a running command to operate the train based on a running plan created by activating the running plan creation device using running conditions in which the running section determined from the current position and speed of the train is set, and the current speed limit. (Note 8) A running pattern creation step in which the running pattern creation unit creates a running pattern from a running instruction, using route conditions, train performance, and running conditions including at least the running section and target running time, for when the train runs on the running section, and calculates the running time and energy consumption amount according to the running pattern; an early arrival running instruction creation step in which the early arrival running instruction creation unit creates a running instruction that causes the train to arrive early by a specified margin of time relative to the target running time, while lowering the upper limit speed to the initial upper limit speed; an initial running pattern setting step in which the initial running pattern setting unit activates the running pattern creation unit using the initial upper limit speed and sets an initial reference running pattern in which the upper limit speed is the running pattern of the initial upper limit speed; A driving plan creation method characterized by a driving pattern optimization step, in which a driving pattern optimization unit creates a plurality of proposed driving instructions by modifying a standard driving instruction corresponding to the initial standard driving pattern so that the driving time is longer but the amount of energy consumed is smaller, activates the driving pattern creation unit to create a plurality of driving patterns corresponding to each of the plurality of proposed driving instructions, and selects the optimal driving pattern from the plurality of driving patterns that has the greatest effect on reducing the amount of energy consumed compared to the initial standard driving pattern, repeating this process until the driving time of the optimal driving pattern falls within a specified time range that includes the target driving time.(Note 9) The method for creating a running plan according to Note 8, characterized in that, in the step of creating an early arrival running instruction, the early arrival running instruction creation unit calculates the initial upper limit speed using the distance traveled by the train in the running section, the average acceleration of the train during acceleration in the running section, the average deceleration of the train during braking in the running section, and the target early arrival running time by which the train arrives earlier by the margin time relative to the target running time. (Note 10) The method for creating a running plan according to Note 9, characterized in that, in the step of creating an early arrival running instruction, the early arrival running instruction creation unit calculates the target early arrival running time by subtracting the margin time from the target running time, or by multiplying the target running time by a margin ratio specified in the specifications. (Note 11) The method for creating a running plan according to Note 8, characterized in that, in the initial running pattern setting step, the initial running pattern setting unit activates the running pattern creation unit to create the fastest running pattern which results in the shortest running time; in the early arrival running instruction creation step, the early arrival running instruction creation unit uses the fastest running pattern to calculate the acceleration section running time from the start point of the target running section of the fastest running pattern to the end point of the acceleration section where the train reaches the upper limit speed; calculates the deceleration section running time from the start point of the brake section of the target running section to the end point of the target running section; calculates the upper limit speed running time when the train travels the distance from the end point of the acceleration section to the start point of the brake section at the upper limit speed; and calculates the initial upper limit speed such that the sum of the acceleration section running time, the deceleration section running time, and the upper limit speed running time matches the early arrival target running time, which results in the train arriving earlier by the margin of time relative to the target running time.(Note 12) The method for creating a driving plan according to any one of Notes 8 to 11, characterized in that, in the initial driving pattern setting step, the initial driving pattern setting unit activates the driving pattern creation unit to create the fastest driving pattern which results in the shortest driving time, sets the fastest driving pattern as the initial reference driving pattern if the driving time of the fastest driving pattern falls within a specified time range relative to the target driving time, and activates the early arrival driving instruction creation unit to obtain the initial upper limit speed from the early arrival driving instruction creation unit. (Note 13) The method for creating a driving plan according to Note 12, characterized in that, in the initial driving pattern setting step, the initial driving pattern setting unit activates the driving pattern creation unit using the initial upper limit speed obtained by activating the early arrival driving instruction creation unit to create a provisional initial reference driving pattern, if the driving time of the provisional initial reference driving pattern results in an earlier arrival than the time range specified for the target driving time, the provisional initial reference driving pattern becomes the initial reference driving pattern, and if the driving time of the provisional initial reference driving pattern does not result in an earlier arrival than the time range specified for the target driving time, the initial upper limit speed is revised upward.

[0099] 11 Route information input unit, 12 Train performance input unit, 13 Driving condition input unit, 14 Memory unit, 15 Driving pattern creation unit, 16 Initial driving pattern setting unit, 17 Driving instruction draft creation unit, 18 Simulation startup unit, 19 Optimal driving pattern selection unit, 20 Evaluation unit, 21 Output unit, 22 Reference driving pattern update unit, 23 Step width change unit, 24 Driving instruction draft creation startup unit, 25 Coasting addition unit, 26 Coasting extension unit, 27 Maximum speed suppression unit, 28 Early arrival driving instruction creation unit, 30 Driving pattern optimization unit, 50 Automatic train operation system, 51 Driving plan creation device, 52 Current position acquisition unit, 53 Current speed limit acquisition unit, 54 Driving command calculation unit, 55 Ground coil detection device, 56 ATC device, 57 Speed ​​sensor, 58 Drive unit, 59 Brake unit, 60 Driving condition setting unit, 90, 93 Processing circuit, 91 Processor, 92 memory.

Claims

1. A train travel plan creation device comprising: a travel pattern creation unit that creates a travel pattern for when a train travels a travel section from a travel instruction, using route conditions, train performance, and travel conditions including at least the travel section and target travel time, and calculates the travel time and energy consumption amount according to the travel pattern; an early arrival travel instruction creation unit that creates a travel instruction that causes the train to arrive early by a specified buffer time relative to the target travel time, while lowering the upper limit speed to the initial upper limit speed; an initial travel pattern setting unit that activates the travel pattern creation unit using the initial upper limit speed and sets an initial reference travel pattern in which the upper limit speed is the initial upper limit speed; and a travel pattern optimization unit that creates a plurality of proposed travel instruction proposals from a reference travel instruction corresponding to the initial reference travel pattern, modifying the reference travel instruction to increase the travel time but decrease the energy consumption amount, activates the travel pattern creation unit to create a plurality of travel patterns corresponding to each of the plurality of proposed travel instruction proposals, and repeatedly performs the process of selecting the optimal travel pattern from the plurality of travel patterns that maximizes the energy consumption reduction effect relative to the initial reference travel pattern until the travel time of the optimal travel pattern falls within a specified time range including the target travel time.

2. The running plan creation device according to claim 1, characterized in that the early arrival running instruction creation unit calculates the initial upper limit speed using the distance traveled by the train in the running section, the average acceleration of the train during acceleration in the running section, the average deceleration of the train during braking in the running section, and the early arrival target running time by the margin time relative to the target running time.

3. The travel plan creation device according to claim 2, characterized in that the early arrival travel instruction creation unit calculates the early arrival target travel time by subtracting the buffer time from the target travel time, or by multiplying the target travel time by a buffer ratio specified in the standard, the early arrival target travel time.

4. The running plan creation device according to claim 1, characterized in that the initial running pattern setting unit activates the running pattern creation unit to create the fastest running pattern which results in the shortest running time, and the early arrival running instruction creation unit uses the fastest running pattern to calculate the acceleration section running time from the start point of the target running section of the fastest running pattern to the end point of the acceleration section where the train reaches the upper limit speed, calculates the deceleration section running time from the start point of the brake section of the target running section to the end point of the target running section, calculates the upper limit speed running time when the train travels the distance from the end point of the acceleration section to the start point of the brake section at the upper limit speed, and calculates the initial upper limit speed such that the sum of the acceleration section running time, the deceleration section running time, and the upper limit speed running time matches the early arrival target running time which results in the train arriving earlier by the margin of time relative to the target running time.

5. The driving plan creation device according to any one of claims 1 to 4, characterized in that the initial driving pattern setting unit activates the driving pattern creation unit to create the fastest driving pattern which results in the shortest driving time, sets the fastest driving pattern as the initial reference driving pattern if the driving time of the fastest driving pattern falls within a specified time range relative to the target driving time, and activates the early arrival driving instruction creation unit to obtain the initial upper limit speed from the early arrival driving instruction creation unit.

6. The travel plan creation device according to claim 5, characterized in that the initial travel pattern setting unit activates the travel pattern creation unit using the initial upper limit speed obtained by activating the early arrival travel instruction creation unit to create a provisional initial reference travel pattern, and if the travel time of the provisional initial reference travel pattern results in an earlier arrival than the time range specified for the target travel time, the provisional initial reference travel pattern becomes the initial reference travel pattern, and if the travel time of the provisional initial reference travel pattern does not result in an earlier arrival than the time range specified for the target travel time, the initial upper limit speed is revised upward.

7. An automatic train operation system comprising: a running plan creation device according to claim 1; a current position acquisition unit that identifies the current position and speed of a train; a current speed limit acquisition unit that acquires the current speed limit; and a running command calculation unit that calculates a running command to operate the train based on a running plan created by activating the running plan creation device using running conditions in which a running section determined from the current position and speed of the train is set, and the current speed limit.

8. A running pattern creation step in which a running pattern creation unit creates a running pattern from a running instruction, using route conditions, train performance, and running conditions including at least the running section and target running time, for when the train runs on the running section, and calculates the running time and energy consumption according to the running pattern; an early arrival running instruction creation step in which an early arrival running instruction is created in which the train arrives early by a specified margin of time relative to the target running time, while reducing the upper limit speed to the initial upper limit speed; an initial running pattern setting step in which an initial running pattern setting unit activates the running pattern creation unit using the initial upper limit speed and sets an initial reference running pattern in which the upper limit speed is the running pattern of the initial upper limit speed; A driving plan creation method characterized by a driving pattern optimization step, in which a driving pattern optimization unit creates a plurality of proposed driving instructions by modifying a standard driving instruction corresponding to the initial standard driving pattern so that the driving time is longer but the amount of energy consumed is smaller, activates the driving pattern creation unit to create a plurality of driving patterns corresponding to each of the plurality of proposed driving instructions, and selects the optimal driving pattern from the plurality of driving patterns that has the greatest effect on reducing the amount of energy consumed compared to the initial standard driving pattern, repeating this process until the driving time of the optimal driving pattern falls within a specified time range that includes the target driving time.

9. The method for creating a running plan according to 8, characterized in that, in the step of creating an early arrival running instruction, the early arrival running instruction creation unit calculates the initial upper limit speed using the distance traveled by the train in the running section, the average acceleration of the train during acceleration in the running section, the average deceleration of the train during braking in the running section, and the target early arrival running time by the margin time relative to the target running time.

10. The method for creating a driving plan according to claim 9, characterized in that, in the step of creating an early arrival driving instruction, the early arrival driving instruction creation unit calculates the target early arrival driving time by subtracting the buffer time from the target driving time, or by multiplying the target driving time by a buffer ratio specified in the standard, the early arrival target driving time.

11. The method for creating a running plan according to 8, characterized in that, in the initial running pattern setting step, the initial running pattern setting unit activates the running pattern creation unit to create the fastest running pattern which results in the shortest running time; in the early arrival running instruction creation step, the early arrival running instruction creation unit uses the fastest running pattern to calculate the acceleration section running time from the start point of the target running section of the fastest running pattern to the end point of the acceleration section where the train reaches the upper limit speed; calculates the deceleration section running time from the start point of the brake section of the target running section to the end point of the target running section; calculates the upper limit speed running time when the train travels the distance from the end point of the acceleration section to the start point of the brake section at the upper limit speed; and calculates the initial upper limit speed such that the sum of the acceleration section running time, the deceleration section running time, and the upper limit speed running time matches the early arrival target running time, which results in the train arriving earlier by the margin of time relative to the target running time.

12. The method for creating a driving plan according to any one of 8 to 11, characterized in that, in the initial driving pattern setting step, the initial driving pattern setting unit activates the driving pattern creation unit to create the fastest driving pattern which results in the shortest driving time, sets the fastest driving pattern as the initial reference driving pattern if the driving time of the fastest driving pattern falls within a specified time range relative to the target driving time, and activates the early arrival driving instruction creation unit to obtain the initial upper limit speed from the early arrival driving instruction creation unit.

13. The method for creating a driving plan according to 12, characterized in that, in the initial driving pattern setting step, the initial driving pattern setting unit activates the driving pattern creation unit using the initial upper limit speed obtained by activating the early arrival driving instruction creation unit to create a provisional initial reference driving pattern, and if the driving time of the provisional initial reference driving pattern results in an earlier arrival than the time range specified for the target driving time, the provisional initial reference driving pattern becomes the initial reference driving pattern, and if the driving time of the provisional initial reference driving pattern does not result in an earlier arrival than the time range specified for the target driving time, the initial upper limit speed is revised upward.

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