JP6552891B2 - On-board system and ground system - Google Patents

Description

  Embodiments of the present invention relate to an on-board system and a ground system.

  Conventionally, when train delays occur, delay recovery is attempted by operating according to the fastest pattern possible without exceeding the speed limit, but there is a problem that the increase in energy consumption is large. On the other hand, a recovery operation method that considers energy saving has been proposed (see, for example, Patent Document 1). In this method, the delay time is divided by the number of stations to the terminal station to determine the time for recovery between one station, and delay recovery is attempted among a plurality of stations. Thereby, delay recovery can be achieved while suppressing an increase in energy consumption.

Japanese Patent Laid-Open No. 62-131867

  However, the lengths and route conditions between the stations differ from each other up to the terminal station, and the spare time is not uniform. Therefore, when the recovery time is the same for all the stations, the operation is close to the fastest pattern among the small stations for the spare time, and the energy consumption of all sections to the terminal station may not be the minimum.

  Therefore, in the embodiment, an on-vehicle system and a ground system that can further suppress an increase in energy consumption during operation for delay recovery are provided.

An on-board system according to an embodiment is provided to a train. This on-vehicle system includes a delay time calculation unit and a travel time adjustment unit. The delay time calculation unit is based on train schedule information , information on the current position of the train, and the current time as the time when the train arrives at the current position, departs from the current position, or passes the current position. It is configured to calculate time. The travel time adjustment unit sets the recovery time for recovering the train delay between the stations based on at least one of the spare time and energy characteristics between the stations where the train travels and the delay time. Distributed to each of the stations, and arranged to adjust each travel time between a plurality of stations. The spare time is calculated by subtracting the fastest travel time required when the train travels the fastest between each of the plurality of stations from the planned travel time required when the train travels according to the diamond information among each of the plurality of stations Time is shown. The energy characteristic indicates the degree of reduction in energy consumption when the travel time between stations is extended with respect to the fastest travel time required when the train travels at the fastest speed between a plurality of stations. The travel time adjustment unit distributes the difference time obtained by subtracting the delay time from the sum of each spare time between multiple stations, starting from the station where the degree of energy consumption reduction is the largest, and the distributed difference time is available Subtract the minutes to determine the recovery time.

FIG. 1 is an exemplary block diagram showing the configuration of an on-board system according to a first embodiment. FIG. 2A is an exemplary diagram showing an example of an operation curve and margin time between certain stations. FIG. 2B is an exemplary diagram showing an example of an operation curve and margin time between the next stations in FIG. 2A. FIG. 2C is an exemplary diagram showing an example of an operation curve and margin time between the next stations in FIG. 2B. FIG. 3 is an exemplary diagram showing an example of the energy characteristic between stations. FIG. 4A is an exemplary diagram showing an example of an energy situation during the recovery operation according to the first comparative example. FIG. 4B is an exemplary diagram showing a table corresponding to FIG. 4A. FIG. 5A is an exemplary diagram showing an example of an energy situation when the recovery operation is performed according to the second comparative example. FIG. 5B is an exemplary diagram showing a table corresponding to FIG. 5A. FIG. 6A is an exemplary diagram showing an example of an energy situation when performing a recovery operation using an example of a recovery time distribution method (first distribution method) according to the first embodiment. FIG. 6B is an exemplary diagram showing a table corresponding to FIG. 6A. FIG. 7A is an exemplary diagram showing an example of an energy situation when performing recovery operation using another example (second distribution method) of the recovery time distribution method according to the first embodiment. FIG. 7B is an exemplary diagram showing a table corresponding to FIG. 7A. FIG. 8 is an exemplary diagram for explaining the details of the second distribution method shown in FIGS. 7A and 7B. FIG. 9 is an exemplary flowchart showing processing executed by the on-board system according to the first embodiment. FIG. 10 is an exemplary block diagram showing the configuration of the on-board system according to the second embodiment. FIG. 11 is an exemplary block diagram showing the configuration of the on-board system according to the third embodiment. FIG. 12 is an exemplary block diagram showing configurations of an on-vehicle system and a ground system according to the fourth embodiment. FIG. 13 is an exemplary block diagram showing configurations of an on-vehicle system and a ground system according to the fifth embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

First Embodiment
First, the on-board system 100 according to the first embodiment will be described with reference to FIGS. The on-board system 100 is a train operation support device mounted on the train T.

  FIG. 1 is an exemplary block diagram showing a configuration of an on-vehicle system 100 according to the first embodiment. As shown in FIG. 1, the on-board system 100 includes a delay time calculation unit 1, a travel time adjustment unit 2, and a driving support unit 3. Further, on-vehicle system 100 includes, as a database, a first database 4 storing diamond information, and a second database 5 storing margin time and energy characteristics for each station.

  The delay time calculation unit 1 calculates the delay time of the own train from the time information of the train T (hereinafter referred to as the own train) loaded with itself and the current time. The delay time calculation unit 1 reads the schedule information of the own train from the first database 4.

  In order to eliminate the above-mentioned delay time between the plurality of stations where the own train is to travel, the running time adjustment unit 2 sets recovery time (time for recovering the delay of the own train) between the plurality of stations. Distribute between each station and adjust the travel time of own train between each station. More specifically, the travel time adjustment unit 2 calculates the delay time calculated by the delay time calculation unit 1 and the information stored in the second database 5 (time allowance for each station and energy characteristics). The recovery time to be distributed among the stations is determined so that the delay of the own train is eliminated and the energy consumption of the own train in the entire section where the own train travels is minimized.

  The driving support unit 3 presents the travel time determined as described above to the driver as support information through a screen display or the like. The driver can perform delay recovery while achieving energy saving by operating the train T so as to satisfy the traveling time presented as the support information.

  Next, a recovery time allocation method for each station by the travel time adjustment unit 2 according to the first embodiment will be described in comparison with two comparative examples. In the following, for the sake of simplicity, we will consider the case of recovering the delay between three stations.

  2A, 2B, and 2C are exemplary diagrams showing an example of an operation curve and margin time in each of the three stations A, B, and C. FIG. In the following, it is assumed that trains travel in the order of stations A, B and C, and the originally set allowance time between stations is 4 seconds, 6 seconds and 9 seconds, respectively. 2A, 2B and 2C, the operation curve (fastest operation curve) in the case of the fastest operation in which the train travels between stations at the fastest is represented by a dotted line, and the traveling time in the fastest operation is 4 seconds, 6 respectively. The operation curve (standard operation curve) when the second and 9-second margins are added is represented by a solid line.

  FIG. 3 is an exemplary diagram showing an example of energy characteristics in the stations A, B, and C described above. More specifically, FIG. 3 shows the decrease characteristic of consumed energy when the travel time between each station is extended by adding a spare time with reference to the case of the fastest operation. In FIG. 3, the energy characteristic in the inter-station A is represented by a solid line, the energy characteristic in the inter-station B is represented by a dotted line, and the energy characteristic in the inter-station C is represented by a dashed dotted line.

  Here, let us consider a case in which the delay when the travel between the stations A is started is 12 seconds and the delay is recovered between the three stations A to C.

(Distribution time of recovery time according to the first comparative example)
4A and 4B are exemplary views for explaining a recovery time allocation method according to the first comparative example. As shown in FIGS. 4A and 4B, in the first comparative example, in order to recover the delay of 12 seconds as quickly as possible, the fastest operation is performed between stations A and B to perform 10 seconds of recovery, and the remaining 2 seconds are It is recovering at station C. Here, reference signs M1, M2, and M3 in FIG. 4A indicate power consumption amounts (differences from the power consumption amount during the fastest operation) between the stations A, B, and C, respectively. In addition, hatched hatching in FIG. 4B indicates the recovery time allocated between the stations. As shown in FIGS. 4A and 4B, in the first comparative example, 7 seconds of extra time remain in the inter-station C, and the total power consumption between the three inter-stations A to C is 3 stations. Compared to the case of executing the fastest operation at all, it is smaller by 3.95 kWh.

(Allocation method of recovery time according to the second comparative example)
5A and 5B are exemplary diagrams for explaining a recovery time allocation method according to a second comparative example. As shown in FIGS. 5A and 5B, in the second comparative example, the delay of 12 seconds is recovered evenly between the three stations. That is, in the second comparative example, the delay time is 12 seconds, whereas the number of stations is 3, so the recovery time allocated to one station is 4 seconds. The symbols M11, M12 and M13 in FIG. 5A indicate the power consumption (difference from the power consumption at the fastest operation) in the inter-station A, B and C, respectively, and the hatching in FIG. It shows the recovery time allocated between. As shown in FIGS. 5A and 5B, in the second comparative example, the inter-station A has only 4 seconds of the original allowance time, so it is the fastest operation, but the total power consumption between the three stations is 3 Compared to the case where the fastest operation is performed at all stations, the size is reduced by 5.35 kWh. That is, in the second comparative example, energy saving of 1.4 kWh is realized as compared with the first comparative example.

(Distribution method of recovery time according to the first embodiment)
6A and 6B are exemplary diagrams for explaining a first allocation method as an example of a recovery time allocation method according to the first embodiment. As shown in FIGS. 6A and 6B, in the first allocation method, the delay time of 12 seconds is proportionally distributed to the spare time between the stations to determine the recovery time between the stations. That is, in the first allocation method, when the delay time is D and the sum of the margin times between stations is Tsum, the recovery time allocated to the inter-station X where the margin time is Tx is D × ( Calculated by the equation Tx / Tsum). In the example of FIGS. 6A and 6B, the proportional distribution result is rounded to one second, and the recovery time between stations A, B and C is set to 2 seconds, 4 seconds, and 6 seconds, respectively. There is. Also, symbols M21, M22 and M23 in FIG. 6A indicate the power consumption (difference from the power consumption at the fastest operation) in the inter-station A, B and C, respectively, and the hatching in FIG. It shows the recovery time allocated between.

  As shown in FIGS. 6A and 6B, in the first distribution method, the fastest operation is avoided among all the stations, and the total power consumption among the three stations is the fastest among all the three stations. Compared to the case, it is 6.9 kWh smaller. That is, according to the first distribution method, energy saving of 2.95 kWh is realized as compared with the first comparative example, and energy saving of 1.55 kWh is realized as compared with the second comparative example. Therefore, according to the first distribution method, further energy saving can be achieved.

  7A and 7B are exemplary diagrams for explaining a second allocation method as another example of the recovery time allocation method according to the first embodiment. As shown in FIGS. 7A and 7B, in the second distribution method, the difference time (the remaining spare time) obtained by subtracting the delay time from the original spare time based on the energy characteristics between the stations is a station with high energy saving effect. Allocation is given priority between them. The symbols M31, M32 and M33 in FIG. 7A indicate the power consumption (difference from the power consumption at the fastest operation) in the inter-station A, B and C, respectively, and the hatching in FIG. Shows the recovery time allocated between. Hereinafter, the second allocation method will be described in more detail with reference to FIG.

  FIG. 8 is a table showing extension of travel time and reduction of power consumption per second when the travel time is extended by adding extra time to the fastest operation. For example, in inter-station A, if the travel time is increased by one second relative to the fastest operation, the 2 kWh power consumption decreases (see cell C1 in the table of FIG. 8), and if it is further extended by one second, 0.4 kWh (cumulative 2.4 kWh) The amount of power consumption decreases (see the cell immediately below cell C1 in the table of FIG. 8).

  In the second distribution method, the total of the spare time between stations A to C is 19 seconds, and the delay time is 12 seconds, so the difference time of 7 seconds is distributed among the stations, and the distributed time difference is distributed. The recovery time is determined by subtracting from the original allowance time. That is, in the second distribution method, the stations with large values are checked in order from the top of the table of FIG. 8, and the process is repeated until the total of the spare time reaches 7 seconds. In addition, when there are a plurality of stations between which the value is equal, priority is given to stations between which the remaining spare time (the difference obtained by subtracting the allocated difference time from the original spare time) is large.

  In the example of FIG. 8, the priority of the cell C1 is the highest, and the priorities thereafter are in the order of the cells C2, C3, C4, C5, C6, and C7. From this result, the differential times allocated to the stations A, B, and C are 1 second, 3 seconds, and 3 seconds, respectively. That is, the recovery times set for stations A, B and C are 3 seconds (= 4 seconds to 1 second), 3 seconds (= 6 seconds to 3 seconds) and 6 seconds (= 9 seconds to 3 seconds, respectively). )

  Referring back to FIGS. 7A and 7B, the second distribution method is 7.0 kWh smaller than the case where the fastest operation is performed in all of the three inter-station stations A, B and C. That is, in the second distribution method, energy saving of 3.05 kWh is realized as compared with the first comparative example, and energy saving of 1.65 kWh is realized as compared with the second comparative example. In the second allocation method, the energy saving performance is slightly improved as compared with the first allocation method. The reason why energy saving is improved is that, if there is a difference in energy characteristics between stations, energy saving can be improved by prioritizing stations with high energy saving effect rather than simply allocating in proportion to spare time. This is probably because there are cases.

  Next, with reference to FIG. 9, the process which each part (refer FIG. 1) of the onboard system 100 by 1st Embodiment performs is demonstrated.

  As shown in FIG. 9, the delay time calculation unit 1 of the onboard system 100 first calculates the delay time based on the timetable information of the own train and the current time (S1).

  Then, the travel time adjustment unit 2 of the on-vehicle system 100 includes the delay time calculated by the delay time calculation unit 1 and the information stored in the second database 5 (time allowance for each station and energy characteristics). The traveling time of the own train is adjusted based on (S2). More specifically, the travel time adjustment unit 2 uses the first distribution method (see FIGS. 6A and 6B) or the second distribution method (see FIGS. 7A, 7B and 8) described above to In order to eliminate the delay time, the recovery time allocated between the stations is determined so that the energy consumption of the own train is minimized.

  Then, the driving support unit 3 of the on-board system 100 presents the travel time adjusted by the travel time adjusting unit 2 to the driver as support information by screen display or the like (S3).

  As described above, the on-board system 100 according to the first embodiment includes the delay time calculation unit 1 and the travel time adjustment unit 2 having the following configuration. The delay time calculation unit 1 is configured to calculate the delay time of the own train based on the schedule information of the own train and the current time. The travel time adjustment unit 2 recovers the delay of the own train based on at least one of the spare time and energy characteristics between the stations where the own train travels and the delay time calculated by the delay time calculation unit 1. The recovery time is distributed among the stations, and the travel time between the stations is adjusted. Thereby, in the first embodiment, since the recovery time for each station is adjusted in consideration of at least one of the spare time between each station and the energy characteristics, and the delay time, the energy consumption during recovery operation is increased. Can be further suppressed.

Second Embodiment
In the first embodiment described above, an example has been described in which the driving time is allocated to the driver and the driving time is presented to the driver for driving assistance. However, as a second embodiment, after the recovery time is allocated and the travel time is adjusted, an operation curve corresponding to the travel time is created, and support information based on the operation curve is presented to the driver for driving support. An example is also conceivable. The on-board system 200 according to the second embodiment will be described below with reference to FIG. In the second embodiment, components that are the same as those in the first embodiment are assigned the same reference numerals and description thereof is omitted.

  As shown in FIG. 10, the on-vehicle system 200 according to the second embodiment includes a delay time calculation unit 1, a traveling time adjustment unit 2, a driving curve creation unit 6, and a driving support unit 3a. In addition, on-vehicle system 200 stores, as a database, first database 4 for storing diamond information, second database 5 for storing spare time per station and energy characteristics, route information and vehicle characteristics. And a third database 7.

  The operation curve creation unit 6 creates an operation curve for traveling between the stations with the travel time adjusted by the travel time adjustment unit 2. More specifically, the driving curve creation unit 6 uses the travel time adjusted by the travel time adjustment unit 2 and the information (route information and vehicle characteristics) stored in the third database 7 to An operation curve corresponding to a travel plan is created so that energy consumption in the entire section where the vehicle travels is minimized.

  The driving support unit 3a creates support information for realizing driving along the driving curve created by the driving curve creation unit 6, and presents the created support information to the driver by screen display or the like. The support information presented by the driving support unit 3a is, for example, a target speed according to the current position, and the driver can perform delay recovery while saving energy by driving according to the support information.

  As described above, according to the second embodiment, since the driver can operate the train T based on more specific support information based on the driving curve, delay recovery while achieving energy saving is facilitated. Can be done.

  Other configurations and effects of the second embodiment are the same as those of the first embodiment.

Third Embodiment
In the second embodiment, the example in which the driver manually operates the train according to the support information based on the operation curve created so as to be able to perform delay recovery while saving energy has been described. However, as the third embodiment, based on the operation curve created as in the second embodiment, a control command for following the operation curve is calculated according to the current position and speed of the train, and automatic operation is performed. May be The on-board system 300 according to the third embodiment will be described below with reference to FIG. In the third embodiment, components that are the same as those in the second embodiment are assigned the same reference numerals and description thereof is omitted.

  As shown in FIG. 11, the on-vehicle system 300 according to the third embodiment includes a delay time calculation unit 1, a traveling time adjustment unit 2, a driving curve creation unit 6, and a driving control unit 8. The operation control unit 8 is configured to be able to control the drive braking device 9 of the own train.

  More specifically, based on the operation curve created by the operation curve creation unit 6, the operation control unit 8 calculates a control command for following the operation curve according to the position and speed of the own train. For example, the position and speed of the own train may acquire information from a TG (Tachogenerator) installed on an axle, acquire information from a ground child on a track via a trainee, GPS (Global Positioning System) It is possible to detect by using.

  By outputting the control command calculated as described above to the drive braking device 9, the operation control unit 8 can eliminate the delay time and minimize energy consumption in the entire section where the own train travels. The automatic operation of the own train is performed via the drive braking device 9 along a simple operation curve.

  As described above, according to the third embodiment, delayed recovery while achieving energy saving can be realized by automatic operation.

  Other configurations and effects of the third embodiment are the same as those of the second embodiment.

Fourth Embodiment
In the first to third embodiments described above, the example in which calculations such as delay time calculation and travel time adjustment are performed on the vehicle has been described. However, as a fourth embodiment, calculations such as delay time calculation and travel time adjustment may be executed on the ground, and the calculation results may be transmitted to the vehicle via radio or the like. Hereinafter, the on-vehicle system 400 and the ground system 500 according to the fourth embodiment will be described with reference to FIG.

  As illustrated in FIG. 12, the on-board system 400 according to the fourth embodiment includes a driving curve creation unit 6, a driving control unit 8, and a data receiving unit 10. The ground system 500 according to the fourth embodiment includes a delay time calculation unit 11, a travel time adjustment unit 12, and a data transmission unit 13. Furthermore, the ground system 500 includes, as a database, a first database 14 storing diamond information, and a second database 15 storing margin time and energy characteristics for each station. The ground system 400 includes a third database 7 that stores route information and vehicle characteristics as a database.

  The delay time calculation unit 11 of the ground system 500 calculates the delay time of the target train from the time information of the train T to be controlled (hereinafter referred to as the target train) and the current time. The delay time calculation unit 11 reads the schedule information of the target train from the first database 14.

  The travel time adjustment unit 12 of the ground system 500 uses the first distribution method or the first distribution method described above such that the delay of the target train is eliminated and the energy consumption of the target train in the entire section where the target train travels is minimized. The recovery time is allocated between the stations by the distribution method 2 and the traveling time of the target train between the stations is adjusted. The adjustment of the travel time is performed based on the delay time calculated by the delay time calculation unit 11 and the information stored in the second database 15 (time allowance for each station and energy characteristics).

  The data transmission unit 13 of the ground system 500 transmits the travel time adjusted by the travel time adjustment unit 12 to the on-board system 400 via wireless or the like.

  The data receiving unit 10 of the on-board system 400 receives the travel time transmitted from the ground system 500 and notifies the driving curve creating unit 6 of the travel time. The driving curve creation unit 6 uses the information (route information and vehicle characteristics) stored in the third database 7 to create a driving curve that satisfies the traveling time notified from the data receiving unit 10. The operation control unit 8 calculates a control command for operating the train T along the operation curve created by the operation curve creation unit 6, and outputs the calculated control command to the drive braking device 9 of the train T.

  As described above, according to the fourth embodiment, since the configuration for calculating the delay time and adjusting the recovery time is provided in the ground system 500, the on-vehicle system for realizing the delay recovery while achieving energy saving. The configuration of 400 can be simplified.

Fifth Embodiment
In the fourth embodiment, the example in which the calculation of the delay time and the adjustment of the travel time are performed on the ground and the driving curve is generated on the vehicle has been described. However, as a fifth embodiment, in addition to calculating the delay time and adjusting the travel time, the operation curve may be created on the ground. Hereinafter, the on-vehicle system 600 and the ground system 700 according to the fifth embodiment will be described with reference to FIG. In the fifth embodiment, components that are the same as those in the fourth embodiment are assigned the same reference numerals, and descriptions thereof are omitted.

  As shown in FIG. 13, the on-board system 600 according to the fifth embodiment includes an operation control unit 8 and a data receiving unit 10a. In addition, the ground system 700 according to the fifth embodiment includes a delay time calculation unit 11, a travel time adjustment unit 12, a data transmission unit 13a, and a driving curve creation unit 16. Further, the ground system 700 stores, as a database, a first database 14 for storing diamond information, a second database 15 for storing spare time per station and energy characteristics, route information and vehicle characteristics. A third database 17.

  The driving curve creation unit 16 of the ground system 700 uses the information (route information and vehicle characteristics) stored in the third database 16 to generate a driving curve that satisfies the travel time adjusted by the travel time adjustment unit 12. create. Then, the data transmission unit 13a of the ground system 700 transmits the driving curve created by the driving curve creation unit 16 to the on-board system 600 via wireless or the like.

  The data receiving unit 10a of the on-board system 600 receives the driving curve from the ground system 700 and notifies the driving control unit 8 of the received driving curve. The operation control unit 8 calculates a control instruction for operating the train T along the operation curve notified from the data receiving unit 10 a, and outputs the calculated control instruction to the drive braking device 9 of the train T.

  As described above, according to the fourth embodiment, in addition to the configuration for calculating the delay time and adjusting the recovery time, the configuration for creating the operation curve is also provided in the ground system 700, so energy saving can be achieved. The configuration of the on-board system 600 for realizing the delayed recovery can be further simplified.

  Other configurations and effects of the fifth embodiment are the same as those of the fourth embodiment.

(Modification)
In the first embodiment (the same applies to the second to fifth embodiments), the travel time between the stations A, B, and C is determined (adjusted) at the start of travel between the stations A, and the travel determined The example which uses time as it is until the completion | finish of driving | running | working between stations C was demonstrated. However, as a modification, the recovery time allocated to each of the stations B and C is recalculated according to the delay situation at the start of traveling of the next station B, and the traveling times of the stations B and C are readjusted. It is also good.

  As mentioned above, although embodiment and modification of this invention were described, the said embodiment and modification are an example to the last, and it is not intending limiting the range of invention. The above embodiment and modifications can be implemented in various forms, and various omissions, substitutions, and modifications can be made without departing from the scope of the invention. The above embodiments and modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1, 11 Delay time calculation part 2, 12 Travel time adjustment part 3, 3a Driving support part 8 Driving control part 9 Drive brake device 13 Data transmission part (traveling time information transmission part)
13a Data Transmission Unit (Operation Curve Information Transmission Unit)
100, 200, 300, 400, 600 on-board system 500, 700 ground system T train

Claims (9)

An on-board system provided on a train,
Based on the train schedule information , information on the current position of the train, and the current time as the time when the train arrives at the current position, departs from the current position, or passes through the current position . A delay time calculation unit that calculates the delay time;
Based on at least one of each spare time and energy characteristics between a plurality of stations on which the train runs and the delay time, a recovery time for recovering the delay of the train is set between each of the plurality of stations. And a travel time adjusting unit that adjusts each travel time between the plurality of stations ,
When the train travels at the fastest time between each of the plurality of stations from the planned travel time required when the train travels between each of the plurality of stations according to the schedule information, It shows the time obtained by subtracting the fastest travel time required,
The energy characteristic indicates a reduction degree of energy consumption when the travel time between the stations is extended with respect to the fastest travel time required when the train travels at the fastest speed among the plurality of stations. And
The travel time adjustment unit distributes and distributes, sequentially from among the stations having the largest reduction degree of the consumption energy, a difference time obtained by subtracting the delay time from the total of spare time between the plurality of stations. An on-vehicle system that determines the recovery time by subtracting a difference time from the margin time . The running time adjustment unit, if the inter-station reduced the degree of the energy consumption is equal there is a plurality, allocating the difference in time order from among the remaining largest station of the margin hour and minute, the car according to claim 1 On system. Further comprising a travel time presentation unit for presenting the adjusted the travel time motorman, onboard system according to claim 1 or 2. A driving curve creation unit for creating a driving curve according to the adjusted traveling time;
Create a support information for performing the operation in accordance with the operating curves generated, further comprising a driving support unit to be presented to the train driver the support information created, the onboard system according to claim 1 or 2 . A driving curve creation unit for creating a driving curve according to the adjusted traveling time;
Determines a control instruction for performing the operation in accordance with the operating curves generated, further comprising a driving control unit for controlling the train driver braking device using the determined said control command, according to claim 1 or 2 On-board system as described in. A ground system provided on the ground,
A delay of the train based on train schedule information , information on the current position of the train, and the current time as the time when the train arrives at the current position, departs from the current position, or passes the current position A delay time calculation unit that calculates a time;
Based on at least one of each spare time and energy characteristics between a plurality of stations on which the train runs and the delay time, a recovery time for recovering the delay of the train is set between each of the plurality of stations. And a travel time adjusting unit that adjusts each travel time between the plurality of stations ,
When the train travels at the fastest time between each of the plurality of stations from the planned travel time required when the train travels between each of the plurality of stations according to the schedule information, It shows the time obtained by subtracting the fastest travel time required,
The energy characteristic indicates a reduction degree of energy consumption when the travel time between the stations is extended with respect to the fastest travel time required when the train travels at the fastest speed among the plurality of stations. And
The travel time adjustment unit distributes the difference time obtained by subtracting the delay time from the sum of each spare time between the plurality of stations, in order from the station where the degree of reduction of the energy consumption is the largest, and distributed. A ground system that subtracts a difference time from the margin time to determine the recovery time . The ground according to claim 6 , wherein when there are a plurality of stations between stations having the same degree of energy consumption reduction, the travel time adjustment unit distributes the difference times in order from the station with the largest remaining time. system. The ground system according to claim 6 or 7 , further comprising a travel time information transmitting unit that transmits the adjusted travel time to the train. A driving curve creation unit for creating a driving curve according to the adjusted traveling time;
The ground system according to claim 6 or 7 , further comprising an operation curve information transmission unit that transmits the created operation curve to the train.

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