JP6421030B2 - Program and operation simulation device - Google Patents

Description

  The present invention relates to an operation simulation device that executes an operation simulation in which a plurality of trains are operated simultaneously.

  In the technical field of railways, for the evaluation and verification of train schedules, operation simulations that simulate train operations according to train schedules using computers are performed. A known method for running simulation is to generate a speed limit pattern for each train based on the signal display based on the position of each train at a certain time, and to create an operating curve within the speed limit range. (For example, refer to Patent Document 1).

JP-A-11-198815

  In the operation simulation, the simulation time is advanced at a minute time interval such as 1 second, and the position and speed of each train at each simulation time are updated. At this time, in the case of a fixed block system, the speed limit pattern of each train and the update timing of the operation curve are generally set to the timing when the on-line block position of the preceding train changes. In this method, for example, when the preceding train is relatively far away, even if the position where the preceding train is blocked changes, the speed limit and the operation curve immediately before the succeeding train may not change. Since the speed limit pattern and the driving curve were updated, the update was inefficient. In addition, in the case of the movement blocking method, it is considered necessary to update the speed limit pattern and operation curve of the subsequent train every time the position of the preceding train changes, so this update cycle advances the simulation time. Since the minute time interval was adopted, the calculation load was heavy.

  Regardless of whether it is a fixed block system or a moving block system, there is no change in the amount of calculation required to update the speed limit pattern and driving curve. Can be reduced.

  This invention is made | formed in view of the said situation, The place made into the objective is to reduce the amount of calculations concerning an operation simulation.

The first invention for solving the above-described problems is
It is a program for causing a computer to execute an operation simulation in which a plurality of trains are operated simultaneously by repeatedly executing virtual operation of each train while advancing the simulation time,
Stop target setting means for setting the target stop position of the target train according to the stop position of the next station of the target train and the position of the preceding train of the target train,
An operation curve creating means for creating an operation curve from the position of the target train to the stop target position,
When traveling according to the operation curve created by the operation curve creating means, a stop preparation start position or a stop preparation start point (hereinafter referred to as “stop” representatively) that satisfies a predetermined stop preparation start condition for stopping at the stop target position. Stop preparation start position determination means for determining "preparation start position",
Until the target train reaches the stop preparation start position, the operation simulation related to the target train is performed without updating the operation curve of the target train, and when the stop preparation start position is reached, Simulation progress control means for performing operation simulation related to the target train by updating the operation curve by causing the operation curve creation means to re-create,
As a program for further functioning the computer.

As another invention,
An operation simulation device that executes an operation simulation in which a plurality of trains are operated simultaneously by repeatedly executing virtual operations of each train while advancing the simulation time,
Stop target setting means for setting the target stop position of the target train according to the stop position of the next station of the target train and the position of the preceding train of the target train;
An operation curve creating means for creating an operation curve from the position of the target train to the stop target position,
Stop preparation start position determination means for determining a stop preparation start position that satisfies a predetermined stop preparation start condition for stopping at the stop target position when traveling according to the operation curve created by the operation curve creation means;
Until the target train reaches the stop preparation start position, the operation simulation related to the target train is performed without updating the operation curve of the target train, and when the stop preparation start position is reached, Simulation progress control means for performing operation simulation related to the target train by updating the operation curve by causing the operation curve creation means to re-create,
You may comprise the operation simulation apparatus provided with.

  According to the first aspect of the invention, as an operation simulation in which a plurality of trains are operated simultaneously, the operation simulation related to the target train is performed without changing the operation curve until the target train reaches the stop preparation start position. When the target train reaches the stop preparation start position, the operation curve related to the target train is executed by updating the operation curve from the target train position to the stop target position. The stop preparation start position is a position or time that satisfies a predetermined stop preparation start condition for stopping at the stop target position when the vehicle travels according to the driving curve.

  When the stop preparation position changes due to a change in the position of the preceding train or the like, the operation curve changes, and the stop preparation start position changes accordingly. Since the traveling direction of the train is constant, even if the operation curve of the target train changes due to the change in the position of the preceding train, at least the operation curve portion up to the stop preparation start position before the change is the same. Therefore, it is not necessary to update the operation curve until the target train reaches the stop preparation start position. As a result, it is not necessary to update the operation curve of the target train every time the position of the preceding train changes, so that the number of times the operation curve is updated is reduced and the amount of calculation related to the operation simulation is reduced. Can do.

As a second invention, a program of the first invention,
The stop target setting means recalculates the stop target position of each train at each simulation time,
When the target train reaches the stop preparation start position, the simulation progress control means determines a change in the target stop position of the target train at each simulation time, and the stop target position must be changed. For example, an operation simulation at the current simulation time related to the target train is performed without updating the operation curve, and if the stop target position has changed, the operation curve generating means performs the re-creation and the operation is performed. Update the curve and execute the operation simulation related to the target train,
A program may be configured.

  According to the second invention, when the target train reaches the stop preparation start position, if the stop target position has not changed, the operation simulation related to the target train is executed without updating the operation curve. If the stop target position has changed, the operation curve related to the target train is executed by updating the operation curve from the position of the target train to the stop target position. This is because the operation curve portion after the stop preparation start position is not changed unless the stop target position is changed. As a result, the number of updates of the driving curve can be further reduced, and the amount of calculation required for the operation simulation can be further reduced.

Explanatory drawing of the setting of a stop preparation start position. Explanatory drawing of the update timing of a driving curve. The functional block diagram of a simulation apparatus. The flowchart of a simulation process.

[Overview]
The operation simulation of this embodiment simulates simultaneous operation of a plurality of trains by repeating virtual operation of each train while advancing the simulation time every moment. The signal system is a moving block system, an operation curve is generated according to the position of the preceding train of the train, and the operation is performed according to the operation curve. The “target train” is a train to be processed, and is one train that runs simultaneously. Moreover, although the operation simulation of this embodiment is a moving block system, this embodiment can also be applied to a fixed block system.

  FIG. 1 is a diagram for explaining the creation of an operation curve. FIG. 1 shows an example in which the operation direction of the target train 10a is generated at a certain simulation time (hereinafter simply referred to as “time”) t with the right direction as the traveling direction of the train. First, the stop target position M1 of the target train 10a is set according to the position Lb of the preceding train 10b of the target train 10a (in this case, the rear end position in this case) and the stop position Lc of the next station. . Specifically, the position behind the position Lb of the preceding train 10b by a predetermined safety margin distance D is compared with the stop position Lc of the next stop station of the target train 10a, and the rear (front side. To the target train 10a). Set the closest position as the target stop position.

  Next, the current position of the target train 10a within the speed limit range determined for the track in the section from the position La of the target train 10a (in this case, the tip position in this case) to the stop target position M1. An operation curve that stops at the target stop position M1 is generated from La and the speed Va. The driving curve is composed of a combination of power running, running and braking operation. Even when shifting from power running to braking, at a minimum, after the running of a predetermined distance (or a predetermined time) Generate to shift to the brake.

  The train position changes with time, and the driving curve changes with this change. In the conventional operation simulation, the operation curve of each train is updated according to the change in the position of each train for each time period Δt that advances the time t. In contrast, the present embodiment is characterized in that the operation curve is updated only for a train that satisfies a given update condition.

  The update condition is that “the train has reached the stop preparation start position and the stop target position has changed”. The stop preparation start position is a position that satisfies a predetermined stop preparation start condition for the train to stop at the stop target position. The stop preparation start condition is “the train has started preparation for deceleration in order to stop at the stop target position”. In the present embodiment, the stop preparation start condition for stopping at the stop target position M1 in the operation curve shown in FIG. The start position Ld of the front row just before the first brake is set as the stop preparation start position. In other words, when the driving curve is traced backward from the stop target position M1, the start position Ld of the front row before the last braking portion that can be traced back only by the brake or the front row before reaching the power running is This is the stop preparation start position. Further, “the target stop position has changed” means that the target stop position (that is, the position at the end of the operation curve) has changed since the previous operation curve was updated.

  FIG. 2 is a diagram for explaining the update timing of the operation curve. In FIG. 2, the driving direction of the target train 10 a is from the time t 1 when the target train 10 a is stopped at the station 1 to the stop at the next stop station 2, where the right direction is the traveling direction of the train. Shows how it is created and updated. A preceding train 10b, which is a preceding train, is present in front of the target train 10a.

  First, as shown in FIG. 2 (1), an operation curve of the target train 10a is created at the departure time t1 at the station 1 of the target train 10a. That is, the stop target position M1 is set according to the existing line position Lb of the preceding train 10b. Next, an operation curve is generated that stops at the stop target position M1 for the section from the track position L1 of the target train 10a to the stop target position M1. Subsequently, a stop preparation start position L2 for stopping at the stop target position M1 is calculated from the created operation curve. And the time (stop preparation start time) t2 which arrives at this stop preparation start position L2 when drive | working according to a driving curve is calculated. Thereafter, the target train 10a leaves the station 1 and travels toward the station 2 according to the driving curve. The driving curve is not updated until the target train 10a reaches the stop preparation start position L2, that is, the period from the departure time t1 to the stop preparation start time t2.

  Then, as shown in FIG. 2 (2), the target train 10a reaches the stop preparation start position L2 at time t2. At this time, the preceding train 10b is stopped at the station 2 and the position of the preceding train 10b is changed from the position Lb at the time t1, so that the stop target position is the position M1 at the time t1 when the previous operation curve was created. To the front position M2. For this reason, an operation curve is updated so that it may stop at stop target position M2 about the section from position L2 of object train 10a to new stop target position M2. Similarly, a stop preparation start position L3 for stopping at the stop target position M2 is calculated from the updated operation curve, and a stop preparation start time t3 reaching this stop preparation start position L3 is calculated. Thereafter, the target train 10a travels according to the updated operation curve, and does not update the operation curve until it reaches the stop preparation start position L3, that is, during the period from time t2 to stop preparation start time t3.

  Then, as shown in FIG. 2 (3), the target train 10a reaches the stop preparation start position L3 at time t3. At this time, the preceding train 10b is stopped at the station 2, and the position of the preceding train 10b has not changed from the position at the time t2, so the target stop position M2 has changed from the time t2 at which the previous operation curve was created. Not done. For this reason, the operation curve is not updated.

  Thereafter, as shown in FIG. 2 (4), when the stop target position changes to a new position M3 due to departure of the preceding train 10b from the station 2 at time t4, the stop target position M3 from the position L4 of the target train 10a. The driving curve is updated so as to stop at the stop target position M3 for the sections up to. Similarly, the stop preparation start position L5 is calculated from the updated operation curve, and the stop preparation start time t5 that reaches the stop preparation start position L5 is calculated.

  Thereafter, as shown in FIG. 2 (5), the target train 10a reaches the stop preparation start position L5 at time t5. At this time, the stop target position becomes a new stop target position M4 that becomes the stop position of the station 2, and changes from the stop target position M3 at time t4. For this reason, the operation curve is updated so that the section from the position L5 of the target train 10a to the stop target position M4 stops at the stop target position M4. Then, the target train 10a travels according to the updated operation curve and stops at the station 2.

[Function configuration]
FIG. 3 is a functional configuration diagram of the simulation apparatus 1 that executes the operation simulation of the present embodiment. According to FIG. 3, the simulation apparatus 1 is a computer system that includes an operation unit 102, a display unit 104, a communication unit 106, a processing unit 200, and a storage unit 300.

  The operation unit 102 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an operation signal corresponding to the operation input to the processing unit 200. The display unit 104 is a display device realized by, for example, an LCD (Liquid Crystal Display) or an ELD (Organic EL Display), and performs various displays based on display signals from the processing unit 200. The communication unit 106 is a communication device realized by, for example, a wireless communication module, a router, a modem, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The processing unit 200 is realized by an arithmetic device such as a CPU, for example. Based on a program or data stored in the storage unit 300, operation input data from the operation unit 102, or the like, Data transfer is performed and overall control of the simulation apparatus 1 is performed. In addition, the processing unit 200 includes a passenger flow estimation unit 202, a train operation estimation unit 204, a stop target setting unit 206, a driving curve creation unit 208, a stop preparation start position determination unit 210, and a driving curve update determination unit 212. And executes a simulation process (see FIG. 4) according to the simulation program 302. In this simulation processing, a train operation simulation according to a given plan diagram is performed while performing a passenger flow simulation for estimating the ride behavior of each virtual passenger.

  The passenger flow estimation unit 202 manages each passenger and estimates their behavior. Specifically, appearance control is performed to make passengers appear at each station. That is, a passenger appears at each station according to a passenger appearance probability table 306 in which the appearance probability is determined for each combination of the appearance station and the destination station. And about the passenger who made it appear, the transit route of the train from an appearance station to the destination station is set. In addition, among the passengers of the train that arrived at the station (arrival train), passengers scheduled to get off at the station (passengers whose destination is the station and passengers whose transfer station is determined by a transit route) Alighting control for getting off the train, and a boarding control for getting on the train (departure train) departing from the station a passenger scheduled to get on the train.

  Each passenger is managed as passenger data 312. Passenger data 312 stores the current situation such as the station where the relevant passenger appears, the time of appearance, the destination station, the transit route from the station to the destination station, and the trains currently on board, between the stations, or the staying station. doing.

  The train operation estimation unit 204 manages each train and estimates its operation. Specifically, for each train, traveling control between stations is performed by updating the position and speed according to the driving curve created by the driving curve creating unit 208. Also, when the station arrives, it is judged whether it can arrive at the station based on whether the predetermined departure / arrival time interval is met, based on the elapsed time from the departure time of the preceding train at the station, If arrival is impossible, arrival control is performed to arrive after the arrival time is delayed. The arrival at the station is determined by the fact that the position of the train has reached the stop position of the stop station. In addition, when the departure time determined according to the arrival time at the station, departure control for causing the target train to leave the station is performed. This departure control compares the stop time determined by the schedule and the boarding / alighting time determined according to the number of people getting on and off at the station. As a delay process for delaying the departure time.

  Each train is managed as train data 314. The train data 314 stores a stop target position of the corresponding train, an operation curve to the stop target position, a stop preparation start position, a stop preparation start time, travel information, passenger data, actual schedule data, and the like. The travel information includes the current position and speed of the train, as well as the travel status such as whether the train is stopped at or between stations. Passenger data is data indicating passengers (passengers) on the train. The actual time diagram data is actual time diagram data including arrival time and departure time at each station up to the present time of the train.

  The stop target setting unit 206 sets the stop target position of the train for each train. That is, comparing the position behind the preceding train of the train by a predetermined safety margin distance and the stop position at the next stop station of the train, the position on the near side (the one closer to the train) Set as the target stop position for the train.

  When it is determined that the operation curve update determination unit 212 updates each train, the operation curve creation unit 208 stops at the stop target position set by the stop target setting unit 206 from the current position and speed of the train. An operation curve for performing the operation is created, and the operation curve after the current position of the train is updated.

  For each train, the stop preparation start position determination unit 210 determines the position of the train immediately before the brake for stopping at the stop target position set by the stop target setting unit 206 from the operation curve created by the operation curve creation unit 208. The start position is calculated as the stop preparation start position of the train. In addition, when traveling according to the driving curve, a deceleration start time that is a time to reach the calculated stop preparation start position is calculated.

  The driving curve update determination unit 212 determines whether to update the driving curve for each train. Specifically, while the train is traveling between stations, when the train reaches the stop preparation start position and the stop target position changes, it is determined that the operation curve of the train is updated, In this case, it is determined that the operation curve is not updated. Further, when the train is stopped at the station, it is determined that the driving curve is not updated, and it is determined that the driving curve is updated when leaving the station.

  The storage unit 300 stores a system program for realizing various functions for the processing unit 200 to control the simulation apparatus 1 in an integrated manner, various programs and data for realizing the present embodiment, and the like. It is used as a work area of the processing unit 200, and temporarily stores calculation results executed by the processing unit 200 according to various programs, operation input data from the operation unit 102, and the like. In the present embodiment, the storage unit 300 stores a simulation program 302, planned schedule data 304, a passenger appearance probability table 306, route data 308, simulation time 310, passenger data 312 and train data 314. Is done.

[Process flow]
FIG. 4 is a flowchart for explaining the simulation process. This processing is realized by the processing unit 200 executing processing according to the simulation program 302.

  According to FIG. 4, first, the processing unit 200 sets a time t to a predetermined initial time t0 (step S1). For each train, the position and speed are initially set to the position and speed at the initial time t0 determined by the plan schedule (step S3).

  Then, the process of Loop A for all trains is performed. In the loop A, the stop target setting unit 206 sets the stop target position of the target train from the position of the preceding train and the stop position of the next stop station (step S5). Next, the operation curve creation unit 208 creates an operation curve of the target train so that the section from the position of the target train to the set stop target position stops at the stop target position (step S7). Then, the stop preparation start position determination unit 210 calculates the stop preparation start position and the stop preparation start time to reach this stop preparation start position from the created operation curve (step S9). Loop A is performed in this way.

  When the process of Loop A for all trains is completed, a passenger appearance process is subsequently performed (step A11). In this passenger appearance process, the passenger flow estimation unit 202 causes a passenger to appear at each station, and sets a transit route to a destination station defined for each passenger that has appeared.

  Next, train arrival processing is performed (step S13). In this train arrival process, the train operation estimation unit 204 causes a train that has been determined to be reachable among the trains that have reached the stop position of the stop station to arrive at the station. And the passenger flow estimation part 202 makes the passenger who is going to get off at the said station among the passengers of the train (arrival train) which arrived.

  Moreover, a train departure process is performed (step S15). In this train departure processing, the train operation estimation unit 204 selects a train that has reached the departure time from among the trains that are stopped at each station as a train (departure train) that leaves the station. At this time, the stopping time determined by the plan schedule and the boarding / alighting time determined from the number of boarding / alighting persons at the station are compared, and delay processing for delaying the departure time is performed as necessary. Then, after the passenger flow estimation unit 202 causes the selected departure train to board a passenger scheduled to board the train among the staying passengers at the station, the train operation estimation unit 204 causes the departure train to depart.

  Then, the process of Loop B for all trains is performed. In the loop B, first, it is determined whether the target train is stopped at the station. If the target train is not stopped at the station, that is, is traveling between the stations (step S17: NO), it is subsequently determined whether the target train is a departure train. If the target train is a departure train (step S19: YES), the stop target setting unit 206 sets the stop target position of the target train (step S21), and the operation curve creation unit 208 sets the set stop target position. The operation curve after the position of the target train is created and updated so as to stop (step S29). Next, the stop preparation start position determination unit 210 calculates a stop preparation start position and a stop preparation start time from the updated operation curve (step S31).

  If the target train is not a departure train (step S19: NO), it is determined whether the target train has reached the stop preparation start position. If the stop preparation start position has been reached (step S23: YES), the stop target setting unit 206 calculates the stop target position of the target train (step S25), and the calculated stop target position is the previous operation curve. It is judged whether it has changed from the stop target position at the time of creation. If the stop target position has changed (step S27: YES), the operation curve creation unit 208 creates and updates an operation curve after the position of the target train so as to stop at the newly calculated target stop point. (Step S29). Then, the stop preparation start position determination unit 210 calculates a new stop preparation start position and a stop preparation start time from the updated operation curve (step S31).

  When the target train is stopped at the station (step S17; YES), or when the target train is traveling between the stations but has not reached the stop preparation start position (step S23: NO), the stop preparation start position is reached. However, when the stop target position has not changed (step S27: NO), the operation curve is not updated. Loop B is performed in this way.

  When the process of Loop B for all trains is performed, the processing unit 200 determines whether the time t has reached a predetermined end time te. If the end time te has not been reached (step S33: NO), the time t is advanced by a predetermined time Δt (step S35). Then, for each train, the position and speed at time t are calculated from the operation curve (step S37). Then, it returns to step S11. On the other hand, if the end time te has been reached (step S33: YES), the actual timetable and the operating curve of each train are displayed on the display unit 104 as simulation results, for example, and then this process is terminated.

[Function and effect]
As described above, the simulation apparatus 1 according to the present embodiment operates as the operation simulation for simultaneously operating a plurality of trains without changing the operation curve until the target train reaches the stop preparation start position. Run the simulation. When the target train reaches the stop preparation start position, if the target stop position has not changed, the operation simulation related to the target train is executed without updating the operation curve, and the target stop position changes. If so, the operation curve from the position of the target train to the stop target position is updated and the operation simulation related to the target train is executed.

  If the stop preparation start position changes due to a change in the position of the preceding train, etc., the operation curve changes, but the train moves in one direction, so at least the operation curve part to the stop preparation start position has changed. The same is true. Therefore, it is not necessary to update the operation curve until the target train reaches the stop preparation start position. Further, for the operation curve portion after the stop preparation start position, the operation curve is created so as to stop at the stop target position, so that the operation curve does not change unless the stop target position changes. As a result, it is not necessary to update the operation curve of the target train every time the position of the preceding train changes, so that the number of times the operation curve is updated is reduced and the amount of calculation related to the operation simulation is reduced. Can do.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Simulation apparatus 102 Operation part, 104 Display part, 106 Communication part 200 Processing part 202 Passenger flow estimation part, 204 Train operation estimation part 206 Stop target setting part, 208 Driving curve creation part 210 Stop preparation start position determination part, 212 Driving curve Update determination unit 300 Storage unit 302 Simulation program 304 Planned diagram data, 306 Passenger appearance probability table 308 Route data, 310 Simulation time,
312 Passenger data, 314 Train data

Claims (3)

Run simulation that simulates the simultaneous operation of multiple trains by making the computer virtually run along the given operation curve generated for each target train while setting the simulation time forward A program for
The target train according to the following station stop position and the preceding train location of the target train stop target setting means for setting a target stop position of the target train,
Operating curve creating means for creating the operating curve to the target stop position from the position of the target train,
Based on the operating curve created by the operating curve creating means, representatively "Stop preparation start predetermined stop preparation start conditions are satisfied stop preparation start position or stop preparation start time (hereinafter for stopping the stop target position Stop preparation start position determination means for determining (position)),
Until the target train reaches the stop preparation start position and the stop target position is changed, the target train is run along the operation curve without updating the operation curve of the target train, the target train reaches the stop preparation start position, and, when said stop target position is changed, the operating curve creating means recreates the updating the target train to update the operating curve thereby performed Simulation progress control means for running along the running curve ,
As a program for further functioning the computer. The operation simulation is a simulation that simulates simultaneous operation of the plurality of trains by a moving block system,
The simulation progress control means, when the target train has reached the stop preparation start position ,
Causing the stop target setting means to update the setting of the stop target position according to the position of the preceding train;
Determining whether the set updated stop target position has changed from the stop target position of the operation curve related to the stop preparation start position reached by the target train;
By repeatedly executing, the determination that the target train has reached the stop preparation start position, and the stop target position according to the position of the preceding train has changed,
The program according to claim 1. It is an operation simulation device that executes an operation simulation that simulates the simultaneous operation of multiple trains by advancing the simulation time and running each train along the given operation curve generated for the target train. And
In response to the next station stop position and the position of the preceding train of the target train of the target train, and stop target setting means for setting a target stop position of the target train,
Operating curve creating means for creating the operating curve to the target stop position from the position of the target train,
Stop preparation start position determining means for determining a stop preparation start position satisfying a predetermined stop preparation start condition for stopping at the stop target position based on the operation curve created by the operation curve creating means;
Until the target train reaches the stop preparation start position and the stop target position is changed, the target train is run along the operation curve without updating the operation curve of the target train, the target train reaches the stop preparation start position, and, when said stop target position is changed, the operating curve creating means recreates the updating the target train to update the operating curve thereby performed Simulation progress control means for traveling along the driving curve ,
Operation simulation device with

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