Run curve calculation device and run curve calculation method

Abstract

Provided is a technology for controlling traveling of a train so as to secure an alarm time without excess or deficiency for a railroad crossing located so close to a station that it is necessary to start an alarm while the train is stopped at the station, even when the train departs from the station with a stoppage time less than a prescribed stoppage time. A run curve calculation device according to the present invention, which solves the problem described above, calculates run curves for a train to travel through a section from a station to a railroad crossing located close to the station, and is provided with: an additional time calculation unit that calculates an additional time corresponding to a time difference in an occassion when the train has departed from the station earlier than scheduled; and an acceleration limit calculation unit that calculates a third run curve with which the train will arrive at the railroad crossing later by the additional time compared with a first run curve for an occasion when the train departs from the station as scheduled. The third run curve may be arranged so that the train will accelerate at a third acceleration, which is smaller than a first acceleration, in an acceleration section in which the train accelerates at the first acceleration to a first speed at which the train passes through the railroad crossing with the first run curve.

Description

Run curve calculation device and run curve calculation method

[0001] The present invention relates to a run curve calculation device and a run curve calculation method.

[0002] Control of level crossings in the railway field is generally performed based on the position of trains. For example, level crossing alarms are controlled such that an alarm is started when a train passes a level crossing control point that is a predetermined position. By the way, among level crossings near stations, there are some for which the required alarm time before the train arrives cannot be secured if the alarm by the level crossing alarm is started after the train departs from the station.

[0003] For such level crossings, in order to start the alarm by the level crossing alarm while the train is stopped at the station, a level crossing control point is set in front of the stop position at the station, and the time from passing the level crossing control point to the start of the alarm is set as a time element, so that level crossing control is started while the train is stopped at the station, and the required alarm time is secured. At this time, the time element is set on the premise that the train stops at the station for a time equal to or longer than a predetermined scheduled stop time.

[0004] On the other hand, a technique is known that performs train control by setting a speed limit in consideration of the distance from the current position of the train to the level crossing and the required alarm time so that the required alarm time can be secured.

[0005] For example, in Patent Document 1, the time obtained by adding the required alarm time from the start of the alarm to the arrival of the train to the instructed alarm start time is set as the scheduled level crossing passage time, the instructed speed is calculated as the speed limit at which the train arrives at the level crossing at the scheduled level crossing passage time, and the speed of the train is controlled according to the instructed speed, thereby disclosing a technique for securing the required alarm time after the alarm of the level crossing is started. In addition, Patent Document 2 discloses a technique that sets the speed at which the train enters the level crossing to the maximum allowable speed while securing the required alarm time from the start of the alarm.

[0006] Japanese Unexamined Patent Publication No. 2020-196369, Japanese Patent No. 7045287

[0007] At level crossings near stations where the level crossing warning system starts issuing warnings while a train is stopped at the station, the time element for initiating the warning is set on the premise that the train will stop at the station for a predetermined period of time or longer, as described above. On the other hand, in the event of a disruption to the timetable due to an accident or other reason, it is desirable to have the preceding train depart the station with a stopping time less than the predetermined stopping time in order to allow the following train to enter the station.

[0008] If a train departs a station with a stopping time less than the prescribed stopping time, one possible solution to compensate for the insufficient stopping time is to set a speed limit between the station and the level crossing and reduce the train speed. For example, the technology disclosed in Patent Documents 1 and 2 makes it possible for the train to reach the level crossing at the scheduled time of passage, that is, to secure the necessary warning time from the start of the warning, by running the train according to the instructed speed.

[0009] However, neither Patent Documents 1 nor 2 take into account the train's current speed when determining the indicated speed, and the indicated speed does not reflect the time it takes to accelerate from the low speed immediately after departing the station to the indicated speed. As a result, when the train is run at the indicated speed, there is a problem in that the alarm time from the start of the alarm becomes unnecessarily long.

[0010] Therefore, the present invention provides a technology for controlling train movement so that, even if the train departs the station with a stopping time less than the predetermined stopping time, an adequate warning time is ensured for level crossings near stations where the warning system starts issuing warnings while the train is stopped at the station.

[0011] To solve the above problems, one representative run curve calculation device of the present invention is a run curve calculation device that calculates the run curve for a train to travel from a station to a level crossing near the station, and comprises an additional time calculation unit that calculates an additional time corresponding to the time difference when the train departs the station earlier than scheduled, and an acceleration limit calculation unit that calculates a third run curve in which the train arrives at the level crossing later by the additional time compared to a first run curve when the train departs the station on time.

[0012] In this invention, for level crossings near stations where a train starts an alarm while the train is stopped at the station, the train's movement can be controlled so that the alarm time is sufficient even if the train departs the station with a stopping time less than the predetermined stopping time.

[0013] Figure 1 is a block diagram showing an example of the configuration of the run curve calculation device according to Example 1. Figure 2 is a diagram illustrating the outline of run curve C2 in Example 1. Figure 3 is a diagram showing an example of the processing flow of the run curve calculation device according to Example 1. Figure 4 is a block diagram showing an example of the configuration of the run curve calculation device according to Example 2. Figure 5 is a diagram illustrating the outline of run curve C3 in Example 2. Figure 6 is a diagram showing an example of the processing flow of the run curve calculation device according to Example 2.

[0014] Embodiments of the present invention will be described below with reference to the drawings. However, the present invention is not limited to these embodiments.

[0015] With reference to Figures 1-3, Embodiment 1 of the present invention will be described. Embodiment 1 adjusts the speed without changing the acceleration in order to compensate for the insufficient stopping time when a train departs from a station earlier than scheduled.

[0016] (Configuration of the run curve calculation device in Example 1) First, the configuration of the run curve calculation device 101 in Example 1 will be described with reference to Figure 1.

[0017] Figure 1 is a block diagram showing an example of the configuration of the run curve calculation device 101 according to Embodiment 1. As shown in Figure 1, the run curve calculation device 101 has a level crossing information storage unit 102, a level crossing information acquisition unit 103, a speed limit calculation unit 104, an additional time calculation unit 105, and an on-board communication unit 106, and is connected to the train control device 107.

[0018] The level crossing information storage unit 102 has a database function for storing information about level crossings. The information about level crossings includes, for example, information about level crossings near stations, such as the location of the level crossing, the distance L from the station to the level crossing, the maximum speed limit Vm for the section from the station to the level crossing, the initial value Vr0 of the speed limit, and the acceleration distance La required to accelerate from a station stop to the maximum speed limit Vm. It may also include information about the run curve C1 (first run curve) to the level crossing near the station when the train departs the station on time.

[0019] The level crossing information acquisition unit 103 has the function of acquiring level crossing information from the level crossing information storage unit 102 based on the current location information of the train acquired from the train control device 107 via the onboard communication unit 106.

[0020] The speed limit calculation unit 104 has the function of calculating a run curve C2 (second run curve) based on information about level crossings from the level crossing information acquisition unit 103 and additional time (described later) from the additional time calculation unit 105.

[0021] The train control device 107 is mounted on the train and has the function of exchanging information necessary for train operation with each device and running the train on a predetermined run curve. The train control device 107 communicates via the onboard communication unit 106 (wireless) when the run curve calculation device 101 is located on the ground, and via the onboard communication unit 106 (train network) when the run curve calculation device 101 is located on the train.

[0022] (Overview of Run Curve C2 in Example 1) Next, an overview of Run Curve C2 in Example 1 will be described with reference to Figure 2.

[0023] Figure 2 is a diagram illustrating the outline of run curve C2 in Embodiment 1. As shown in Figure 2, the level crossing 20 is located near station 10 (section distance L), and the level crossing warning device (not shown) starts sounding while the train is stopped at the station. Train 30 normally travels from station 10 to level crossing 20 according to run curve C1 (first run curve).

[0024] Here, if train 30 departs station 10 with a stopping time less than the predetermined stopping time set for each station (hereinafter sometimes referred to as "normal stopping time"), the stopping time is short, and as a result, it will reach the level crossing 20 earlier than expected, making it impossible to secure the warning time that is predetermined as the time from the start of the warning until the train reaches the level crossing.

[0025] In Example 1, to avoid this, a run curve C2 is calculated that includes a distance Lr where the train travels at a reduced speed Vr compared to run curve C1, and the train is driven according to this curve. The acceleration (acceleration curve) of run curve C2 may be the same as the acceleration (acceleration curve) of run curve C1. In Figure 2, the acceleration curve from the speed limit Vr to the maximum speed limit Vm in run curve C2 and the acceleration curve from the speed limit Vr to the maximum speed limit Vm in run curve C1 are not strictly the same curve because the speed at which acceleration begins is different, but the difference is small enough that they can be treated as identical in practice.

[0026] Run curve C2 is calculated such that the difference in travel time over the distance L from station 10 to level crossing 20 is the additional time ΔT compared to run curve C1.

[0027] Specifically, the additional time ΔT can be considered as the difference between the time it takes to travel a distance Lr at the speed limit Vr in run curve C2 and the time it takes to travel a distance equivalent to Lr at the maximum speed limit Vm in run curve C1, and can therefore be calculated using the following equation (1).

[0028] By rearranging equation (1) above, we obtain equation (2).

[0029] Since the maximum speed limit Vm is predetermined for each station section, if the speed limit Vr is fixed, the running curve C2 can be calculated by calculating the distance Lr traveled at the speed limit Vr from equation (2) above.

[0030] (Outline of the processing of the run curve calculation device in Example 1) Next, an overview of the processing performed by each processing unit of the run curve calculation device 101 in Example 1 in order to calculate the run curve C2 will be described.

[0031] The additional time calculation unit 105 first calculates the stopping time at station 10, which is the basis for calculating the additional time ΔT. The stopping time can be calculated from, for example, the time from when the train 30's speed becomes zero until it is no longer zero, or the time from when the train 30's doors open until they close. The additional time calculation unit 105 receives the information necessary to calculate the stopping time from the train control device 107 via the onboard communication unit 106. The specific method for calculating the additional time ΔT may be determined as appropriate in accordance with the operation of the train 30.

[0032] The additional time calculation unit 105 then compares the calculated stopping time with the normal stopping time. If the calculated stopping time is less than the normal stopping time, the difference is set as the additional time ΔT. If the calculated stopping time is equal to or greater than the predetermined stopping time, the additional time ΔT is set to 0. The additional time calculation unit 105 then sends the calculated additional time ΔT to the speed limit calculation unit 104.

[0033] The speed limit calculation unit 104 refers to the additional time ΔT received from the additional time calculation unit 105 and the maximum speed limit Vm and the initial value of the speed limit Vr0 stored in the level crossing information storage unit 102, and calculates the distance Lr0 when traveling at the initial value Vr0 from the above formula (2).

[0034] As mentioned above, the level crossing information storage unit 102 stores the maximum speed limit Vm for the section from the station to the level crossing, as well as the initial speed limit Vr0. While the initial speed limit Vr0 should be set to a speed that is easily recognizable and manageable for the driver, it may also be set so that the train starts traveling at the initial speed limit Vr0 after the preceding train has departed the station and traveled its full length, allowing following trains approaching the station to enter smoothly. In that case, the following processes will be fine-tuned by the length of the train.

[0035] The speed limit calculation unit 104 calculates run curve C2 by setting the initial value Vr0 to the speed limit Vr and the distance Lr to be traveled at the speed limit Vr, if the calculated Lr0 satisfies Lr0 + La ≤ L, because the vehicle can accelerate to the maximum speed limit Vm within the section distance L with the same acceleration (acceleration curve) as run curve C1. On the other hand, if the calculated Lr0 does not satisfy Lr0 + La ≤ L, the initial value Vr0 is too high, and the distance to accelerate to the maximum speed limit Vm within the section with the same acceleration (acceleration curve) as run curve C1 is insufficient, so the initial value Vr0 is adjusted. This adjustment is performed by applying Lr = L - La to the following equation (3), which is obtained by rearranging the above equation (1), to calculate Vr.

[0036]

[0037] Thus, if the calculated distance Lr0 does not satisfy Lr0 + La ≤ L, the Vr calculated using equation (3) above is used as the final speed limit Vr, and the distance L - La is used to calculate the run curve C2 as the distance Lr traveled at the speed limit Vr.

[0038] In Example 1, the speed limit Vr was calculated by calculating Lr0 using the above formula (2). However, it is also possible to set Lr = L - La from the beginning without calculating Lr0 and calculate Vr using the above formula (3).

[0039] The train control device 107 receives the run curve C2 calculated by the speed limit calculation unit 104 via the onboard communication unit 106 and uses it to control the train.

[0040] (Processing flow of the run curve calculation device of Example 1) Next, with reference to Figure 3, the processing flow of the run curve calculation device 101 of Example 1 will be described.

[0041] Figure 3 shows an example of the processing flow of the run curve calculation device 101 in Embodiment 1. The run curve calculation device 101 starts this processing flow when the train 30 departs from the station.

[0042] In step 301, an additional time ΔT is calculated. The additional time ΔT is calculated by an additional time calculation unit 105 calculating the stop time at a station based on information received from a train control device 107 via an on-board communication unit 106, and comparing the calculated stop time with a normal stop time set for each station. The calculated additional time ΔT is sent to a speed limit calculation unit 104.

[0043] In step 302, it is determined whether or not calculation of a run curve C2 is required based on the additional time ΔT. When the additional time ΔT > 0, the speed limit calculation unit 104 determines that the stop time is insufficient and the calculation of the run curve C2 is required, and proceeds to step 303. When the additional time ΔT = 0, the speed limit calculation unit 104 determines that a required warning time can be secured even if the vehicle travels as it is, and ends the processing flow.

[0044] In step 303, by using the above equation (2), a distance Lr0 that takes an extra time corresponding to the additional time ΔT when traveling at an initial value Vr0 of the limit speed is calculated.

[0045] In step 304, it is determined whether or not adjustment of the initial value Vr0 of the limit speed is required. Regarding the distance Lr0 calculated in step 303, an acceleration distance La required for accelerating from the station stop state to a maximum limit speed Vm, and a section distance L from a station 10 to a railroad crossing 20, if Lr0 + La ≤ L holds true, a distance for accelerating to the maximum limit speed Vm can be secured, so the process proceeds to step 306 without adjusting the initial value Vr0. If Lr0 + La ≤ L does not hold true, a distance that allows acceleration to the maximum limit speed Vm cannot be secured, so the process proceeds to step 305 to adjust the initial value Vr0.

[0046] In step 305, the initial value Vr0 is adjusted to calculate a limit speed Vr. The limit speed Vr is calculated by resetting a distance Lr such that Lr = L - La instead of the distance Lr0 and applying the reset distance to the above equation (3).

[0047] In step 306, the run curve C2 is calculated. If the determination in step 304 is Yes, the run curve C2 is calculated using the initial value of the speed limit Vr0 and the distance Lr0. If the determination in step 304 is No, the run curve C2 is calculated using the speed limit Vr and distance Lr calculated in step 305. Information regarding the calculated run curve C2 is transmitted to the train control device 107 via the onboard communication unit 106, and the processing flow is completed.

[0048] According to Example 1, even if a train departs a station with a stopping time less than the normal stopping time, calculating the run curve C2 makes it possible to maintain the maximum speed limit Vm when reaching the level crossing 20 while ensuring the necessary warning time.

[0049] Next, with reference to Figures 4 to 6, Embodiment 2 of the present invention will be described. Embodiment 2 differs from Embodiment 1 in that it adjusts the acceleration to compensate for the insufficient stopping time when a train departs the station earlier than scheduled. Note that the acceleration referred to here is not limited to constant acceleration, but may be an acceleration function (acceleration curve) with respect to time. Furthermore, "larger acceleration" or "smaller acceleration" means that over a predetermined period of time, one acceleration is always larger or smaller than the other acceleration.

[0050] (Configuration of the Run Curve Calculation Device of Example 2) The configuration of the Run Curve Calculation Device 201 of Example 2 will be described with reference to Figure 4. Figure 4 is a block diagram showing an example of the configuration of the Run Curve Calculation Device 201 according to Example 2.

[0051] As shown in Figure 4, the run curve calculation device 201 includes a level crossing information storage unit 202, a level crossing information acquisition unit 203, an acceleration limit calculation unit 204, an additional time calculation unit 205, and an on-board communication unit 206, and is connected to the train control device 207.

[0052] Of the components of the run curve calculation device 201, the functions of the components other than the acceleration limit calculation unit 204, namely the level crossing information storage unit 202, the level crossing information acquisition unit 203, the additional time calculation unit 205, and the on-board communication unit 206, are the same as the functions of the components of the run curve calculation device 101 in Embodiment 1, namely the level crossing information storage unit 102, the level crossing information acquisition unit 103, the additional time calculation unit 105, and the on-board communication unit 106. Also, the functions of the train control device 207 in Embodiment 2 are the same as those of the train control device 107 in Embodiment 1. Therefore, a description of these components will be omitted.

[0053] The acceleration limit calculation unit 204 has the function of calculating run curve C3 (third run curve) based on information about level crossings from the level crossing information acquisition unit 203 and additional time from the additional time calculation unit 205.

[0054] (Overview of Run Curve C3 in Example 2) Next, an overview of Run Curve C3 in Example 2 will be described with reference to Figure 5.

[0055] Figure 5 is a diagram illustrating the outline of the run curve C3 in Example 2. As shown in Figure 5, similar to Example 1, the level crossing 20 is located near the station 10 (section distance L), and the level crossing warning device (not shown) starts sounding while the train is stopped at the station. The train 30 normally travels from station 10 to the level crossing 20 according to the run curve C1 (first run curve).

[0056] In this case, if train 30 departs station 10 with a stopping time less than the normal stopping time, it will reach level crossing 20 earlier than expected due to the short stopping time, and the pre-set warning time, which is the time from the start of the warning until the train reaches the level crossing, cannot be secured.

[0057] In Example 2, to avoid this, a run curve C3 is calculated that reduces the train's acceleration α to acceleration α' compared to run curve C1, and the train is made to travel according to this curve.

[0058] Run curve C3 is calculated such that the difference in travel time over the distance L from station 10 to level crossing 20 is the additional time ΔT compared to run curve C1.

[0059] Specifically, the additional time ΔT can be considered as the difference between the travel time for the section distance L when accelerating at acceleration α' to reach the maximum speed limit Vm in run curve C3, and the travel time for the section distance L when accelerating at acceleration α to reach the maximum speed limit Vm in run curve C1, and can therefore be calculated using the following equation (4).

[0060] By rearranging equation (4) above, we obtain the following equation (5).

[0061] Since the maximum speed limit Vm and the acceleration α of the run curve C1 are predetermined for each station section, the run curve C3 can be calculated by calculating the acceleration α' from the above equation (5).

[0062] (Outline of the processing of the run curve calculation device in Example 2) Next, an overview of the processing performed by each processing unit of the run curve calculation device 201 in Example 2 to calculate the run curve C3 will be described. The run curve calculation device 201 in Example 2 is the same as the run curve calculation device 101 in Example 1, except that the processing of the speed limit calculation unit 104 is replaced by the processing of the acceleration limit calculation unit 204. Therefore, only the acceleration limit calculation unit 204 will be described below. However, information regarding acceleration α is added to the level crossing information storage unit 202.

[0063] The acceleration limit calculation unit 204 calculates the acceleration α' from equation (5) above by referring to the additional time ΔT received from the additional time calculation unit 205 and the maximum speed limit Vm and acceleration α stored in the level crossing information storage unit 202.

[0064] The acceleration distance La' required to accelerate from a standstill to the maximum speed limit Vm with acceleration α' is calculated by the following equation (6). Here, the starting position for acceleration with acceleration α' may be set to a point after the preceding train has departed the station and traveled for the train's length, so that the following train ahead can stop smoothly at the station. In that case, the following process will be fine-tuned by the train's length.

[0065]

[0066] The acceleration limit calculation unit 204 calculates the run curve C3 using the acceleration α' and acceleration distance La' if the calculated acceleration distance La' satisfies La' ≤ L, as the train can accelerate to the maximum speed limit Vm within the section distance L. On the other hand, if the calculated La' does not satisfy La' ≤ L, the acceleration α' is too small, and the train cannot accelerate to the maximum speed limit Vm within the section distance L, meaning that additional time ΔT cannot be secured within the section distance L, so the acceleration α' is adjusted. In this adjustment, an acceleration α'' is adopted that prioritizes securing additional time ΔT within the section distance L, while allowing the train's speed at the level crossing 20 to be less than the maximum speed limit Vm. The acceleration α'' can be calculated using the following equation (7).

[0067]

[0068] Thus, if the calculated acceleration distance La' does not satisfy La' ≤ L, the acceleration α'' calculated in equation (7) above is used as the adjusted acceleration, and the acceleration distance La' is used as the interval distance L to calculate the run curve C3.

[0069] (Processing flow of the run curve calculation device in Example 2) Next, with reference to Figure 6, the processing flow of the run curve calculation device 201 in Example 2 will be described.

[0070] Figure 6 shows an example of the processing flow of the run curve calculation device 201 in Embodiment 2. The run curve calculation device 201 starts this processing flow when the train 30 departs from the station.

[0071] Steps 601 and 602 are the same as steps 301 and 302 in Example 1, so their explanation will be omitted.

[0072] In step 603, the acceleration α' that takes an extra time equivalent to the additional time ΔT when accelerating from a standstill to the maximum speed limit Vm is calculated using the above equation (5).

[0073] In step 604, it is determined whether or not adjustment of acceleration α' is necessary. Using the acceleration α' calculated in step 303, the acceleration distance La', which is the distance required to accelerate from a standstill to the maximum speed limit Vm, is calculated from equation (6) above. For the section distance L from station 10 to level crossing 20, if La' ≤ L holds true, the distance required to accelerate to the maximum speed limit Vm can be secured by level crossing 20 (i.e., additional time ΔT can be secured by level crossing 20), so the process proceeds to step 606. If La' ≤ L does not hold true, the distance required to accelerate to the maximum speed limit Vm cannot be secured by level crossing 20 (i.e., additional time ΔT cannot be secured by level crossing 20), so the process proceeds to step 605.

[0074] In step 605, the adjusted acceleration α'' is calculated using the above formula (7).

[0075] In step 606, the run curve C3 is calculated. If the determination in step 604 is Yes, the run curve C3 is calculated using the acceleration α'. If the determination in step 604 is No, the run curve C3 is calculated using the acceleration α'' calculated in step 605. The information regarding the calculated run curve C3 is transmitted to the train control device 207 via the onboard communication unit 206, and the processing is completed.

[0076] According to Example 2, even if the train departs the station with a stopping time less than the predetermined stopping time, the necessary warning time can be secured by calculating the run curve C3. Furthermore, since changes in acceleration are minimized, ride comfort can also be improved.

[0077] (Examples of modifications) Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications are possible without departing from the spirit of the present invention.

[0078] For example, in Example 1, the speed limit Vr for traveling a distance Lr was set to a constant speed, but it is not limited to this, and it is also possible to use a speed mode in which the speed changes in steps or a speed mode in which the speed changes smoothly.

[0079] Furthermore, the run curve C2 calculated in Example 1 and the run curve C3 calculated in Example 2 can be used in a variety of ways. For example, they can be output to the driver's cab monitor along with related information, or to an automatic driving system.

[0080] Furthermore, in Example 1, the run curve calculation device 101 has a speed limit calculation unit 104, and in Example 2, the run curve calculation device 201 has an acceleration limit calculation unit 204, but it is not limited to these. The run curve calculation device may have the functions of both the speed limit calculation unit 104 and the acceleration limit calculation unit 204.

[0081] 10: Station, 20: Level crossing, 30: Train, 101 / 201: Run curve calculation device, 102 / 202: Level crossing information storage unit, 103 / 203: Level crossing information acquisition unit, 104: Speed ​​limit calculation unit, 105 / 205: Additional time calculation unit, 106 / 206: Onboard communication unit, 107 / 207: Train control device, 204: Acceleration limit calculation unit

Claims

1. A run curve calculation device for calculating a run curve for a train to travel from a station to a level crossing near the station, comprising: an additional time calculation unit that calculates an additional time corresponding to the time difference when the train departs the station earlier than scheduled; and an acceleration limit calculation unit that calculates a third run curve in which the train arrives at the level crossing later by the additional time, compared to a first run curve when the train departs the station on time.

2. A run curve calculation device according to claim 1, wherein the third run curve is characterized in that the acceleration distance over which the train accelerates to a first speed at which it passes the level crossing in the first run curve is accelerated with a third acceleration smaller than the first acceleration.

3. A run curve calculation device according to claim 1 or 2, characterized in that the additional time calculation unit calculates the stopping time of the train at the station, and if the calculated stopping time is insufficient compared to a predetermined stopping time set in advance, the insufficient stopping time is set as the additional time.

4. A run curve calculation device according to claim 2 or 3, characterized in that the acceleration limit calculation unit determines the third acceleration such that the difference between the time the train travels through the section according to the first run curve and the time the train travels through the section according to the third run curve becomes the additional time.

5. A run curve calculation device according to any one of claims 2 to 4, characterized in that the acceleration limit calculation unit calculates the third acceleration using a preset first speed, a preset first acceleration, and the additional time.

6. A run curve calculation device according to claim 5, wherein the acceleration limit calculation unit calculates the distance required for the train to accelerate from a stationary state to the first speed with the third acceleration, and if the distance is longer than the distance of the section, adjusts the third acceleration to a smaller acceleration.

7. A run curve calculation device according to any one of claims 1 to 6, characterized in that it outputs information relating to the third run curve or operation information for driving according to the third run curve to a monitor in the driver's cab of the train.

8. A run curve calculation device according to any one of claims 1 to 7, characterized in that it outputs information relating to the third run curve to an automatic driving device.

9. A method for calculating a run curve for a train to travel from a station to a level crossing near the station, characterized in that an additional time calculation unit calculates an additional time corresponding to the time difference when the train departs the station earlier than scheduled, and an acceleration limit calculation unit calculates a third run curve in which the train arrives at the level crossing later by the additional time compared to a first run curve when the train departs the station on time.

10. A method for calculating a run curve according to claim 9, characterized in that information relating to the third run curve or operation information for driving according to the third run curve is output to a monitor in the driver's cab of the train.

11. A method for calculating a run curve according to claim 9 or 10, characterized in that information relating to the third run curve is output to an automatic driving device.

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