JP7785572B2 - Driving assistance system and driving assistance method - Google Patents

Description

The present invention relates to a driving assistance system and a driving assistance method.

Reducing the amount of electricity consumed by train operations is a challenge for railway operators in order to address environmental issues and reduce operating costs. One method for reducing the amount of electricity consumed by train operations is to optimize the speed patterns used for running between stations. Drivers' speed patterns for running between stations vary, which in turn causes variations in running time and energy consumption. Therefore, it is necessary to reduce the amount of electricity consumed by train operations by reducing the variation in speed patterns and operating in an energy-efficient manner within a range of running time that allows for punctuality.

In order to reduce the variability in speed patterns when traveling between stations with the aim of achieving energy-efficient operation, it is effective to adopt automatic train operation systems that automate operation, as well as to introduce driving assistance systems that provide education on energy-efficient driving methods and advice on driving operations while assuming manual operation. Regarding the introduction of such driving assistance systems, methods that assume manual operation have lower introduction costs than automatic train operation systems, so until autonomous driving becomes mainstream in the future, reducing the variability in speed patterns while assuming manual operation is effective.

Furthermore, in driving assistance systems aimed at energy-efficient driving, a major challenge is whether train drivers can maintain their motivation to drive when reducing variance in speed patterns. For many drivers, this means changing their familiar driving methods, and there is a certain amount of psychological resistance. Therefore, in order to establish energy-efficient driving methods, drivers need to be able to see and feel the energy-saving effects. One way to address this issue is to introduce a driving assistance system that displays the amount of power consumed and running time associated with running between stations, as well as an evaluation of driving skill, on a screen in the driver's cab. In this way, drivers can check their own driving results and evaluations for each run between stations, which is expected to help maintain their motivation to improve their driving methods.

For example, Patent Document 1 shows a configuration in which a driving simulator used to teach driving techniques converts power consumption, running time, etc. into scores and presents the results of the evaluation to the driver.

Japanese Patent Application Laid-Open No. 2020-134757

The technology described in Patent Document 1 is an evaluation method that assumes there is no influence from preceding trains. However, because on-time operation is important for railways, it is necessary to evaluate power consumption while taking into account running time. Depending on the operating situation, there may be cases where the train is affected by preceding trains and is unable to run at the target running time. As a result, points are deducted for delays due to the influence of preceding trains, or energy consumption due to additional acceleration or deceleration implemented out of necessity, which can result in a poor evaluation even if the driver drives optimally within the given constraints. When situations arise in which the driver's driving skills are not evaluated appropriately, it is undesirable for the driver to maintain their motivation to improve their driving methods.

The present invention provides a driving assistance system and driving assistance method that can accurately evaluate running time and power consumption, even when conditions that hinder normal operation, such as the influence of a preceding train, are present, thereby achieving energy-saving train operation.

The driving assistance system includes an operation data recording unit that records operation data related to the operation history of the train; an energy consumption calculation unit that calculates the energy consumption between stations while the train is operating based on the operation data recorded in the operation data recording unit; a running time calculation unit that calculates the running time between stations while the train is operating based on the operation data recorded in the operation data recording unit; an evaluation index comparison unit that sets reference energy consumption and reference running time as comparison targets for the energy consumption and the running time, respectively, and calculates a driving evaluation of the driver while the train is operating based on a comparison result between the energy consumption and the reference energy consumption and a comparison result between the running time and the reference running time; a normal operation obstruction condition extraction unit that extracts obstruction conditions for normal operation that occur while the train is operating based on the operation data recorded in the operation data recording unit; and a comparative operation data creation unit that calculates the reference energy consumption and the reference running time based on the obstruction conditions.
Furthermore, the driving assistance method calculates the amount of power consumed and the running time between stations while the train is in operation based on operation data relating to the train's operating history, extracts obstructive conditions to normal operation that occurred while the train was in operation based on the operation data, calculates the reference amount of power consumed and the reference running time based on the obstructive conditions, and calculates a driving evaluation of the driver while the train was in operation by comparing the amount of power consumed and the running time with the reference amount of power consumed and the reference running time.

The present invention provides a driving assistance system and driving assistance method that can accurately evaluate running time and power consumption, even when conditions that hinder normal operation exist, thereby achieving energy-saving train operations.

1 is a diagram showing a functional configuration of a driving assistance system according to an embodiment of the present invention; FIG. 10 is a diagram showing examples of normal operation obstruction conditions and main impact operation obstruction factors. FIG. 10 is a diagram showing examples of normal operation obstruction conditions and main impact operation obstruction factors. FIG. 10 is a diagram showing examples of normal operation obstruction conditions and main impact operation obstruction factors. FIG. 10 is a diagram illustrating an example of comparative operation data. FIG. 10 is a diagram illustrating an example of comparative operation data. FIG. 10 is a diagram showing an example of an evaluation result. FIG. 10 is a diagram showing an example of an evaluation result. FIG. 10 is a diagram showing an example of an evaluation result. FIG. 10 is a diagram illustrating a display example of an evaluation result presentation unit. FIG. 10 is a diagram illustrating an example of an evaluation method. FIG. 10 is a diagram illustrating an example of an evaluation method. FIG. 10 is a diagram illustrating a display example of an evaluation result presentation unit. FIG. 10 is a diagram illustrating a display example of an evaluation result presentation unit.

Embodiments of the present invention will be described below with reference to the drawings. The following description and drawings are examples for explaining the present invention, and some details have been omitted or simplified as appropriate for clarity of explanation. The present invention can also be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

The position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.

(One embodiment of the present invention and overall configuration)

The driving assistance system of the present invention evaluates the amount of power consumed and the running time associated with a train's running between stations at the end of that running between stations and at any subsequent timing, and presents the evaluation results to the train driver.

The reference values for power consumption and running time used for comparison in the evaluation are determined after taking into consideration conditions that existed during train operation that would disrupt normal operation. In the explanation of the driving assistance system below, conditions that disrupt normal train operation are given as examples, such as signal aspects due to the influence of preceding trains obtained from signaling devices, temporary speed limits due to worsening weather obtained from traffic management devices, and obstacle risks obtained from obstacle detection devices, and the corresponding speed limits are shown.

(Figure 1)
The driving assistance system is composed of an operation data recording unit 101, a power consumption calculation unit 102, a running time calculation unit 103, an evaluation index comparison unit 104, an evaluation result presentation unit 105, a normal operation obstruction condition extraction unit 106, a comparison operation data creation unit 107, a signal device 108, an operation management device 109, and an obstacle detection device 110.

The operation data recording unit 101 is a device that records operation data related to the train's operating history. A specific example of such a device is a driving status recording device. The operation data recording unit 101 records data in chronological order regarding at least the train's position, train speed, information regarding power consumption associated with operation, information regarding speed limits, and factors that may impede the normal operation of the train. Note that the operation data recording unit 101 is not limited to a driving status recording device, and any device may be used as long as it is capable of recording this information in chronological order.

The operation data recording unit 101 is connected to the signal device 108, operation management device 109, and obstacle detection device 110 as sources of information on conditions that disrupt normal operation. In Figure 1, these devices are directly connected to the operation data recording unit 101, but they may also be indirectly connected via other devices as long as they can receive the necessary data.

The signaling device 108 is a device that manages the speed limit that the train must observe, depending on track conditions such as curves and the distance to the preceding train. In this embodiment, the signaling device 108 is described as an on-board device, but it is generally located separately on the ground and on the train. The operation data recording unit 101 receives and constantly records signal aspect 160, which is the speed limit for the current train position, from the signaling device 108. Information on signal aspect 160 is notified to the train driver via a cab screen, etc. The driver, upon recognizing the information on signal aspect 160, controls the train speed to observe signal aspect 160.

The traffic management device 109 is a ground device that oversees the operation of each train on the route, and also transmits information on temporary speed limits in response to worsening weather, etc. The operation data recording unit 101 receives and records temporary speed limits 161 from the traffic management device 109. Temporary speed limits 161 are defined by the target section and the speed limit value regarding the speed limit on the route. Information on temporary speed limits 161 is notified to the train driver via the cab screen, etc. The driver who recognizes the temporary speed limit 161 controls the train speed so as to observe the temporary speed limit 161.

The obstacle detection device 110 is a device that determines the risk of an obstacle interfering with the operation of the train itself. It is equipped with sensors such as cameras and radar for recognizing the external world, and determines the type of obstacle and the risk of it interfering with operation based on the results of the recognition of the external world. The operation data recording unit 101 receives and records the obstacle risk speed limit 162 from the obstacle detection device 110. The obstacle risk speed limit 162 is defined as a target section and a speed limit value regarding the speed limit on the line. The obstacle risk speed limit 162 is notified to the train driver via a cab screen, etc. The driver who recognizes the obstacle risk speed limit 162 controls the train speed so as to comply with the obstacle risk speed limit 162.

The operation data recording unit 101 transmits power consumption information 151, train position 153, and train speed 154 to the power consumption calculation unit 102 at the end of inter-station travel and thereafter. An example of power consumption information 151 is the input voltage and input current of each inverter on the train. In this case, the power consumption calculation unit 102 calculates the train's instantaneous power consumption by summing the products of the input voltage and input current for all inverters installed on the train, and then calculates actual inter-station power consumption 152 by integrating this for the time range of the inter-station travel that is the target. The power consumption calculation unit 102 uses the train position 153 and train speed 154 to determine the time range of the inter-station travel that is the target. This time range of inter-station travel is the time range from the time when the train's speed changes from zero to positive at the departure station position to the time when the speed changes from positive to zero at the stop station position between the target stations. In this way, the power consumption calculation unit 102 calculates the power consumption 152 between stations during train operation based on the operation data recorded in the operation data recording unit 101. The actual power consumption 152 between stations calculated by the power consumption calculation unit 102 is sent to the evaluation index comparison unit 104.

In addition, when calculating power consumption in the power consumption calculation unit 102, power consumption may be calculated only when the input current is positive, i.e., only for powering excluding regeneration. This makes it possible to eliminate the influence of the presence of other trains on the track and the braking/driving status of the train itself and evaluate the power consumption of the train itself alone.

The operation data recording unit 101 transmits the train position 153 and the train speed 154 to the running time calculation unit 103. The running time calculation unit 103 uses the position of the departure station for the target inter-station run as the train position 153 and calculates the running time 155 as the time from when the speed changes from zero to positive to when the train position 153 is at a stop station and the speed changes from positive to zero. In this way, the running time calculation unit 103 calculates the running time 155 between stations while the train is running, based on the operation data recorded in the operation data recording unit 101. The running time 155 calculated by the running time calculation unit 103 is transmitted to the evaluation index comparison unit 104.

The operation data recording unit 101 transmits the train position 153 and additional speed limit information 157 to the normal operation obstruction condition extraction unit 106. The additional speed limit information 157 includes all of the information about the signal aspect 160, temporary speed limit 161, and obstacle risk speed limit 162 stored in the operation data recording unit 101.

The normal operation obstruction condition extraction unit 106 extracts obstruction conditions 158 for normal operation that occur during train operation based on the recorded operation data information obtained from the operation data recording unit 101. Normal operation obstruction conditions 158 and main impacting operation obstruction factors 163 are generated. In this way, the normal operation obstruction conditions 158 are transmitted to the comparison operation data creation unit 107 as information defined by the correspondence between position and speed within the line. The main impacting operation obstruction factors 163 are transmitted to the evaluation result presentation unit 105 as information indicating factors that are substantially reflected in the normal operation obstruction conditions 158, with lower priority given to speed, targeting multiple pieces of information related to speed limits included in the additional speed limit information 157. The method for generating the normal operation obstruction conditions 158 and the main impacting operation obstruction factors 163 will be described later with reference to Figures 2 to 4.

The comparative operation data creation unit 107 creates comparative operation data for comparison with the most recent operation results, based on the normal operation obstruction conditions 158 received from the normal operation obstruction condition extraction unit 106, and generates evaluation reference values 159 for evaluating the operation results. The comparative operation data is time-series operation data and includes information on speed, position, notch operation, and the associated power consumption. The method for creating the comparative operation data will be described later. The evaluation reference values 159 are the power consumption between stations that serve as the comparison standard (hereinafter referred to as the reference power consumption between stations) and the running time between stations that serve as the comparison standard (hereinafter referred to as the reference running time between stations), which are generated from the comparative operation data based on the obstruction conditions 158, and are sent to the evaluation index comparison unit 104.

The reference inter-station power consumption is calculated by integrating the power consumption included in the comparative operation data over the time the train travels between stations. The reference inter-station travel time is calculated by referencing the position information and speed information included in the comparative operation data, and is calculated as the time from when the train is at the departure station and its speed changes from zero to positive to when the train is at the stop station and its speed changes from positive to zero. This calculation method is the same as the calculation method used by the travel time calculation unit 103.

The evaluation index comparison unit 104 compares the evaluation reference value 159 received from the comparison operation data creation unit 107 with the actual inter-station power consumption 152 received from the power consumption calculation unit 102 and the actual inter-station running time 155 received from the running time calculation unit 103 to generate an evaluation result 156. Specifically, for the power consumption 152 and running time 155, reference power consumption and reference running time that are the respective comparison targets included in the evaluation reference value 159 are set, and based on the comparison results between the power consumption 152 and the reference power consumption and the comparison results between the running time 155 and the reference running time, an evaluation result 156, which is the driver's driving evaluation during train operation, is calculated. The calculated evaluation result 156 is sent to the evaluation result presentation unit 105.

The evaluation result presentation unit 105 receives the comparison results, which are driving evaluations calculated by the evaluation index comparison unit 104, and presents the information to the driver via a visual display device such as the driver's cab screen of the vehicle information device. Details will be described later in Figures 7 to 9.

The processing units described above, namely the power consumption calculation unit 102, running time calculation unit 103, evaluation index comparison unit 104, normal operation obstruction condition extraction unit 106, and comparative operation data creation unit 107, may be installed in either ground-based or on-board equipment, with data being exchanged between ground-based and on-board communication as needed. In particular, the comparative operation data creation unit 107 requires a large amount of processing and uses a database of past operation data. Therefore, processing the data on a high-performance ground server can reduce the cost and size of the on-board equipment. The evaluation result presentation unit 105 is implemented on a driver's cab screen on the train and is intended for the driver to check immediately after completing inter-station travel. However, it may also be implemented on a tablet device carried by the driver or a computer terminal used on the ground.

(Figures 2 to 4)
The following describes how the normal operation obstruction condition extraction unit 106 generates the normal operation obstruction conditions 158 and the main impact operation obstruction factors 163. In Figures 2 to 4 , the left diagram shows the relationship between position and speed of the permanent speed limit, which is known as route information, and the speed limit information included in the additional speed limit information 157, which is information about the obstruction conditions 158 that are not included in the permanent speed limit. In this embodiment, the additional speed limit information 157 includes three types: signal aspect 160, temporary speed limit 161, and obstacle risk speed limit 162. However, in some cases, some or all of the speed limit information may not occur. In such cases, the additional speed limit information 157 includes only the speed limit information that has occurred. The right diagram shows the normal operation obstruction conditions 158 generated by the normal operation obstruction condition extraction unit 106 in terms of the relationship between position and speed. Furthermore, the lower part of the right diagram shows the main impact operation obstruction factors 163, which are the speed limit information that substantially influenced (main impact) the generation of the normal operation obstruction conditions 158.

Figure 2 shows an example where the additional speed limit information 157 is only the signal aspect 160. The left diagram in Figure 2 shows the permanent speed limit for the entire distance between stations and the signal aspect 160 that exists near the destination station. In this case, the speed pattern shown on the right diagram, which gives lower priority to speed for the permanent speed limit and signal aspect 160, becomes the normal operation obstruction condition 158. In addition, in this case, the main operation obstruction factor 163 is only the signal aspect 160. In other words, the additional speed limit information 157 is the speed limit set by the signal aspect 160 by the signal device 108.

Figure 3 shows an example where additional speed limit information 157 includes three types: signal aspect 160, temporary speed limit 161, and obstacle risk speed limit 162. The left side of Figure 3 shows the permanent speed limit for the entire section between stations and three types of speed limit information, with the three speed limits not overlapping. In this case, the speed pattern shown on the right side, which prioritizes lower speeds for the permanent speed limit and the three speed limits, becomes the normal operation obstruction condition 158. Furthermore, the main operation obstruction factors 163 are all three types: signal aspect 160, temporary speed limit 161, and obstacle risk speed limit 162. In other words, additional speed limit information 157 includes not only signal aspect 160 set by signal device 108, but also temporary speed limit 161 set due to circumstances such as worsening weather conditions and speed limits set due to obstacles ahead of the train.

Figure 4 shows an example in which the additional speed limit information 157 includes three types: a signal aspect 160, a temporary speed limit 161, and an obstacle risk speed limit 162. However, unlike Figure 3, the locations of obstacles affecting the speed limit partially overlap. The left diagram in Figure 4 shows a permanent speed limit covering the entire section between stations and three types of speed limit information. Of the three types of speed limits, the signal aspect 160 and the temporary speed limit 161 overlap, and the section of the temporary speed limit 161 is included in the section of the signal aspect 160. In other words, the speed limit value for the signal aspect 160 is lower than that for the temporary speed limit 161, so the speed limit is set to match the lower signal aspect 160. As a result, the speed pattern shown on the right diagram, which prioritizes the lower speed for the permanent speed limit and the three types of speed limits, becomes the normal operation obstruction condition 158. The temporary speed limit 161 does not substantially affect the normal operation obstruction condition 158. Therefore, the main influencing operation obstruction factors 163 are of two types: signal aspects 160 and obstacle risk speed limits 162.

By taking into account the additional speed limits that do not exist on the permanent speed limits described above, the normal operation obstruction condition extraction unit 106 functions to generate new speed limit information, and this information is used to search for the optimal driving pattern that takes energy conservation into consideration.

In addition, since obstructive factors can be patterned with a certain degree of variation, and are limited to sections with bridges or rivers, for example, it is possible to search for the same conditions in the past, obtain data on days with the same speed limit, and use the optimal driving style that takes energy conservation into consideration, the driving time at that time, and the amount of power consumed as the final threshold for judgment.

(Figure 5)
In the comparative operation data creation unit 107, an example is shown in which the fastest pattern taking into account the normal operation obstruction conditions 158 is used as the comparative operation data. Under conditions where additional speed limits exist in addition to the permanent speed limit, it is generally considered that the train should run so as to minimize delays. Therefore, the fastest pattern taking into account the normal operation obstruction conditions 158 is the best running speed pattern. However, with so many speed limits, the train must significantly reduce its speed relative to the permanent speed limits, resulting in a slower run than the target. Therefore, the fastest pattern, even if it is behind the schedule, is adopted as the most suitable operation data for comparison with actual operation. In other words, a running time equal to or greater than the running time specified in the schedule is adopted as the comparative operation data. Thus, the reference running time is the time from the time the train departs from the departure station to the earliest arrival time at which the train can arrive at the destination station after the scheduled arrival time, under the presence of the obstruction conditions 158.

(Figure 6)
FIG. 6 shows an example in which the comparative operation data creation unit 107 uses an energy-saving running pattern (energy-saving pattern) as comparative operation data. The running speed pattern that takes into account the normal operation obstruction condition 158 in FIG. 5 described above applies the fastest pattern, which does not allow for flexibility. However, if the running time of the fastest pattern that takes energy saving into account is shorter than the running time specified in the timetable, the train cannot run faster than the timetable (because the running time cannot be shorter than the running time specified in the timetable), and therefore must be adjusted to the running time specified in the timetable. In this case, the optimal running time that takes energy saving into account has more leeway than the running time of the fastest pattern. By utilizing this leeway, flexibility is created in the running speed pattern. That is, by running at the running time specified in the timetable and then reducing the maximum speed or increasing coasting from the calculated fastest pattern, an optimal speed pattern that runs between stations within the running time specified in the timetable and is energy-efficient is generated. In such cases, a mathematically generated energy-saving running pattern that runs at the running time specified in the timetable is used as the comparative operation data.

There is a lot of existing research on mathematical methods for generating energy-saving patterns, such as methods using dynamic programming and hill-climbing methods, so these methods can be utilized.

(Figures 7 to 9)
In the evaluation index comparison unit 104, a reference power consumption amount is calculated based on an energy-saving pattern (operation data for energy-saving driving) calculated using past operation data search and operation simulation, or an average pattern (operation data for driving with average power consumption) calculated using past operation data search, and the reference power consumption amount is compared with the actual value to calculate an evaluation value. This section explains the process.

First, we will explain two methods for obtaining energy-efficient driving data: searching past driving data and using driving simulations.

(Method for creating comparative operation data by searching past operation data)
The search for past operation data is performed using a group of operation data previously accumulated between target stations. The accumulated operation data is time-series operation data, and includes information on speed, position, notch operation, power consumption, and speed limit. The speed limit information is speed information with lower priority given to signal aspects 160, temporary speed limits 161, obstacle risk speed limits 162, and permanent speed limits (see Figures 2 to 4). The accumulation of operation data can be achieved by periodically acquiring data from the operation data recording unit 101, which is a driving status recording device.

When searching for past operation data, the search is based on the relationship between location and speed limit. Each piece of accumulated operation data contains information on location and speed limit in chronological order, so the relationship between location and speed limit can be created. Furthermore, the normal operation obstruction condition 158 mentioned above is defined by the relationship between location and speed limit. Based on this, past operation data whose relationship between location and speed limit matches the normal operation obstruction condition 158 in the driving history is searched for and extracted.

From the extracted past operation data, operation data in which the train travels between stations with the shortest running time possible without arriving earlier than scheduled is further extracted. The running time of this operation data is defined as the reference running time between stations. Furthermore, from the re-extracted operation data, operation data with the most energy-efficient running and operation data with running at an average amount of power consumption are searched for, and the respective power amounts are defined as the reference inter-station power consumption (energy-efficient) and the reference inter-station power consumption (average). If the power consumption calculation unit 102 uses power consumption calculation based only on power running power, a search is also performed here for operation data with energy-efficient and average power amounts from the perspective of power running power.

Note that when the reference inter-station running time is determined, if the number of re-extracted operation data is small (e.g., three or less), in order to re-extract multiple operation data, the reference inter-station running time may be set to the shortest running time within a range of approximately 5 to 10 seconds that does not cause the train to arrive earlier than the scheduled timetable.

In this way, the comparative operation data creation unit 107 calculates the reference driving time and reference power consumption by extracting operation data in which the obstruction condition 158 existed from the past operation data recorded in the operation data recording unit 101.

(Method of creating comparative operation data using operation simulation)
Condition settings required for operation simulation include vehicle conditions (weight, running resistance characteristics, tractive force, braking force, and electric braking force characteristics), route conditions (station kilometers, route gradient and curvature, presence or absence of tunnels, speed limit), timetable conditions (travel time between stations), and driving method conditions. Of these, conditions other than the speed limit are stored in advance in the comparison operation data creation unit 107. Furthermore, normal operation obstruction conditions 158 are used as speed limit conditions.

The weight included in the vehicle conditions is affected by passenger load fluctuations depending on the day of the week and time of day. Therefore, by additionally acquiring and using the passenger load value for the simulated inter-station running from the operation data recording unit 101, it is possible to perform a more accurate operation simulation in terms of speed pattern and power consumption. The tractive force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways. Therefore, by additionally acquiring and using the overhead line voltage value for the simulated inter-station running from the operation data recording unit 101, it is possible to perform a more accurate operation simulation in terms of speed pattern and power consumption. The electrical braking force characteristics included in the vehicle conditions are affected by the overhead line voltage in electric railways. Therefore, by additionally acquiring and using the overhead line voltage value for the simulated inter-station running from the operation data recording unit 101, it is possible to perform a more accurate operation simulation in terms of power consumption. The driving method conditions are how the running speed pattern during inter-station running is determined, and are ultimately the notch handling strategy. The running time and power consumption vary depending on the driving method conditions.

In the operation simulation used to create comparative operation data, a running speed pattern is first generated that allows the train to travel between stations in the shortest time possible, assuming normal operation obstruction conditions 158. The fastest pattern utilizes the maximum acceleration and deceleration allowed, taking safety and ride comfort into consideration, and increases the speed without exceeding the speed limit.

As described above in Figure 5, if the running time when traveling between stations using the fastest pattern is equal to or greater than the running time specified in the timetable, the fastest pattern will be used as the comparison operation data. If a normal operation obstruction condition 158 exists that requires the train to significantly reduce its speed compared to the permanent speed limit, as described above in Figure 6, even if the train travels at the fastest speed, it will not be able to travel for a shorter time than the running time specified in the timetable, and the fastest pattern will be used as the comparison operation data.

The reference inter-station running time is the longer of the running time when running between stations using the fastest pattern or the running time specified in the timetable. If the reference inter-station running time is the running time when running between stations using the fastest pattern, the reference inter-station power consumption is defined as the power consumption between stations when running using the fastest pattern. Also, if the reference inter-station running time is the running time specified in the timetable, the reference inter-station power consumption is defined as the power consumption between stations when running using the energy-saving pattern.

Here, the inter-station power consumption can be calculated by accumulating the instantaneous power consumption estimated from the magnitude of tractive force and electric control force required to run along the fastest pattern, taking into account factors such as equipment efficiency, over the course of running between stations. Note that if the power consumption calculation unit 102 uses power consumption calculation that targets only power running, the power running between stations is calculated by accumulating only positive power consumption.

Since it is difficult to represent variations in driving patterns in actual operations using operation simulation methods, only operation data for energy-efficient driving is generated as comparative operation data, rather than data for driving with average power consumption.

In this way, the comparative operation data creation unit 107 calculates the reference inter-station running time and reference inter-station power consumption through a computer-based running simulation that includes obstruction conditions, and compares these with actual values such as the actual inter-station power consumption 152 and actual inter-station running time 155 as thresholds, thereby outputting the evaluation reference value 159 to the evaluation index comparison unit 104. The evaluation results in Figures 7 to 9 will be explained based on the above two methods.

In the energy-saving patterns in Figures 7 and 9, the reference power consumption is the amount of power consumed when a train travels between stations in the reference running time with the least amount of power consumption.

In the average pattern shown in Figure 8, the reference power consumption is the average power consumption when a train travels between stations at the reference running time. In order to produce an index aimed at energy conservation, the evaluation index comparison unit 104 calculates an operation evaluation so that when the power consumption 152 is below the reference power consumption, it receives a higher evaluation than when it exceeds the reference power consumption.

(Calculation of evaluation results)
The calculation of the evaluation result 156 generated by the evaluation index comparison unit 104 will now be described. For the numerical values of the evaluation result 156, first, the numerical values of the driving time and the amount of power consumption are compared, and the difference is calculated. As shown in FIGS. 7 to 9, the evaluation result 156 includes the calculated difference along with the numerical values of each comparison target. The difference is a value based on the evaluation reference value 159.

In Figure 7, the reference inter-station running time included in the evaluation reference value 159 (result of searching past operation data, energy saving) is compared with the actual inter-station running time 155. Also, the reference inter-station power consumption included in the evaluation reference value 159 (result of searching past operation data, energy saving) is compared with the actual inter-station power consumption 152.

In Figure 8, the reference inter-station running time included in the evaluation reference value 159 (average result from searching past operation data) is compared with the actual inter-station running time 155. Also, the reference inter-station power consumption included in the evaluation reference value 159 (average result from searching past operation data) is compared with the actual inter-station power consumption 152.

In Figure 9, the reference inter-station running time (result of operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station running time 155. The reference inter-station power consumption amount (result of operation simulation) included in the evaluation reference value 159 is compared with the actual inter-station power consumption amount 152.

Next, based on a comparison of the running time and power consumption values, a score is assigned, with the closer the actual value is to the ideal value, the higher the score. The ideal value for running time is determined from the reference inter-station running time included in the evaluation reference value 159, using either the results of a search of past operation data or the results of an operation simulation.

Finally, the evaluation results (scoring results) based on a comparison of the running time and power consumption values are compared with a predetermined reference score, and a pass/fail determination is made in which a score above the reference score is deemed to have passed. Furthermore, with regard to power consumption, the average value obtained by searching past operation data among the reference inter-station power consumption values included in evaluation reference value 159 is compared with the actual inter-station power consumption value, and a pass/fail determination is made in which a pass/fail is made in which a score above the reference score is deemed to have passed.

The information in Figures 7 to 9 evaluated as described above is displayed by the evaluation result presentation unit 105 in the form of numerical values in a table or as a graph.

The evaluation result presentation unit 105 does not need to display all of the information in Figures 7 to 9, and may instead display only a portion of the information. The evaluation result presentation unit 105 also displays the contents of the main influencing operation obstruction factors 163 obtained from the normal operation obstruction condition extraction unit 106 on the display device (see Figures 10, 13, and 14). This allows the driver to recognize the operating conditions under which the reference inter-station running time and reference inter-station power consumption that are being compared with his or her own driving performance were calculated, and to confirm the validity of the results of the comparative evaluation.

(Figure 10)
10 shows a driving performance screen that presents an example of an evaluation result 156 obtained by comparing the values of the driving time and the amount of power consumption and calculating the difference, and a main influencing operation obstruction factor 163. In this way, the evaluation result presenting unit 105 displays, in a graph, at least one of the comparison results between the amount of power consumption 152 and the reference amount of power consumption and the comparison results between the driving time 155 and the reference driving time, which are compared in the evaluation index comparing unit 104. The evaluation result presenting unit 105 also displays the presence or absence of operation obstruction factors for the obstruction conditions 158 related to the driving evaluation.

(Figure 11)
11 shows an example of how to assign scores to the running time 155. As shown in the graph of this example, a time range is set so that the closer the running time between stations is to the reference running time, the higher the score, and the further away from that range the score is, the lower the score is. In this way, the evaluation index comparison unit 104 calculates the driving evaluation so that the closer the running time 155 is to the reference running time, the higher the evaluation is.

(Figure 12)
FIG. 12 shows an example of how to assign a score to the power consumption amount 152. In this example, a time-minute range that provides the highest score is set around the reference inter-station power consumption amount, and the score is assigned so that the score decreases as the power consumption increases beyond that range. In this way, the evaluation index comparison unit 104 calculates the operation evaluation so that the closer the power consumption amount 152 is to the reference power consumption amount, the higher the evaluation. Note that the ideal value for the power consumption amount is either an energy-efficient value obtained by searching past operation data from the reference inter-station power consumption amounts included in the evaluation reference value 159, or the result of an operation simulation.

(Figure 13)
This is an example of the presentation of the evaluation result 156 in the evaluation result presentation unit 105, and is a method of assigning scores based on a comparison of the aforementioned values of running time and power consumption, with higher scores being assigned the closer the actual values are to the ideal values. The evaluation result presentation unit 105 displays these scores on a display device that can be seen by the driver, such as the driver's cab screen of the vehicle information device. When displaying the scores, the running time score and power consumption score may be displayed separately, or a value obtained by adding the two together and weighting them in some way may be displayed. It is desirable that the evaluation result presentation unit 105 also displays the contents of the main influencing operation obstruction factors 163 acquired from the normal operation obstruction condition extraction unit 106 on the display device.

(Figure 14)
14 is an example of a presentation of the evaluation result 156 in the evaluation result presentation unit 105, in which the evaluation result (score result) based on a comparison of the numerical values of the driving time and the amount of power consumption is compared with a predetermined reference score, and a pass/fail judgment is displayed in which a score exceeding the reference score is deemed to be pass. FIG. 14 shows an example in which the evaluation result 156 is pass. For example, as shown in the figure, it is possible to display "adequate" for the driving time and "ECO" for the amount of power consumption.

The present invention described above calculates the power consumption 152 and running time 155 between stations while the train is in operation based on operation data related to the train's operating history, extracts obstructive conditions 158 against normal operation that occurred while the train was in operation based on the operation data, calculates a reference power consumption and a reference running time based on the obstructive conditions, and calculates the driver's evaluation result 156 while the train was in operation by comparing the power consumption 152 and running time 155 with the reference power consumption and reference running time. This driving assistance method makes it possible to provide a driving assistance system that can present an appropriate evaluation result in accordance with the operating situation.

The embodiment of the present invention described above provides the following advantages.

(1) The driving assistance system includes an operation data recording unit 101 that records operation data related to the operation performance of the train; an energy consumption amount calculation unit 102 that calculates an energy consumption amount 152 between stations while the train is operating based on the operation data recorded in the operation data recording unit 101; a running time calculation unit 103 that calculates a running time 155 between stations while the train is operating based on the operation data recorded in the operation data recording unit 101; and an evaluation index comparison unit 104 that sets a reference energy consumption amount and a reference running time to be compared for the energy consumption amount 152 and the running time 155, respectively, and calculates an evaluation result 156 of the driver while the train is operating based on the comparison result between the energy consumption amount 152 and the reference energy consumption amount and the comparison result between the running time 155 and the reference running time. The train operation system also includes a normal operation obstruction condition extraction unit 106 that extracts obstruction conditions 158 for normal operation that occur during train operation based on the operation data recorded in the operation data recording unit 101, and a comparison operation data creation unit 107 that calculates a reference power consumption amount and a reference running time based on the obstruction conditions 158. In this way, even when there are conditions that obstruct normal operation, the running time and power consumption amount can be properly evaluated, and energy savings in train operation can be achieved.

(2) The vehicle driving device includes an evaluation result presentation unit 105 that presents to the driver the driving evaluation calculated by the evaluation index comparison unit 104. This allows the driver to maintain motivation for improving the driving method with energy conservation in mind.

(3) The reference running time is the time from the time the train departs from the departure station to the earliest arrival time at which the train can reach the destination station after the scheduled arrival time, in the presence of the obstruction condition 158. By doing this, a target running time can be created based on the obstruction condition 158.

(4) The evaluation index comparison unit 104 calculates the driving evaluation so that the closer the driving time 155 is to the reference driving time, the higher the evaluation. In this way, the evaluation result 156 can be made clearer.

(5) The reference power consumption is the amount of power consumed when a train travels between stations in the reference running time with the least amount of power consumption. This allows us to create a standard for the amount of power consumed when running a train in an energy-efficient manner.

(6) The evaluation index comparison unit 104 calculates the driving evaluation so that the closer the power consumption amount is to the reference power consumption amount, the higher the evaluation. In this way, the evaluation result 156 can be made clear.

(7) The reference power consumption is the average power consumption when a train travels between stations within the reference travel time. This allows us to create a standard for the amount of power consumed when running a train in an energy-efficient manner.

(8) The evaluation index comparison unit 104 calculates the evaluation result 156 so that when the power consumption 152 is below the reference power consumption, the evaluation result 156 is given a higher evaluation than when the power consumption is above the reference power consumption. This makes it possible to clearly evaluate the energy-saving running of a train based on the average power consumption.

(9) The comparative operation data creation unit 107 calculates the reference running time and reference power consumption by extracting operation data when the obstruction condition 158 exists from the past operation data recorded in the operation data recording unit 101. In this way, it is possible to create standards for optimal energy-saving running of a train even when there is a preceding train.

(10) The comparative driving data creation unit 107 calculates the reference driving time and reference power consumption amount by running a driving simulation on a computer that includes the obstruction conditions 158. In this way, evaluation criteria can be created even if there is no past driving data.

(11) The obstruction condition 158 is an additional speed limit that does not exist in the permanent speed limit. By doing this, it is possible to create standards for energy-saving train running when, for example, there is a preceding train.

(12) The additional speed limit is a speed limit set by the signal display by the signaling device 108. By doing this, it is possible to create an obstruction condition 158 that includes speed limit information when a preceding train is present.

(13) The additional speed limit is a speed limit set based on weather conditions. In this way, it is possible to create an obstruction condition 158 that includes speed limit information for bad weather.

(14) The additional speed limit is a speed limit set by obstacles ahead of the train. By doing this, it is possible to create an obstruction condition 158 that includes speed limit information that takes into account, for example, external obstacles that pose a risk to the train's operation.

(15) The evaluation result presentation unit 105 displays the inhibiting conditions 158 related to the driving evaluation. In this way, the driver can clearly recognize the inhibiting conditions 158 and maintain motivation to devise driving methods that are energy-efficient.

(16) The evaluation result presentation unit 105 further displays, in a graph, at least one of the comparison results between the power consumption amount 152 and the reference power consumption amount and the comparison results between the running time 155 and the reference running time, which are compared by the evaluation index comparison unit 104. In this way, the driver can recognize the running evaluation result 156 of his or her own train.

The driving assistance method of the present invention calculates the amount of power consumption 152 and running time 155 between stations while the train is operating based on operation data related to the train's operating history, extracts obstructive conditions 158 against normal operation that occurred while the train was operating based on the operation data, calculates a reference amount of power consumption and a reference running time based on the obstructive conditions 158, and calculates the driver's evaluation result 156 while the train was operating by comparing the amount of power consumption 152 and the running time 158 with the reference amount of power consumption and the reference running time. In this way, even when there are conditions that obstruct normal operation, the running time and amount of power consumption can be appropriately evaluated, and energy savings in train operation can be achieved.

The present invention is not limited to the above-described embodiments, and various modifications and other configurations can be combined without departing from the spirit of the invention. Furthermore, the present invention is not limited to those that include all of the configurations described in the above embodiments, and also includes those in which some of the configurations are omitted.

101 Operation data recording unit, 102 Power consumption calculation unit, 103 Travel time calculation unit,
104 evaluation index comparison unit, 105 evaluation result presentation unit, 106 normal operation obstruction condition extraction unit,
107 comparative operation data creation unit, 108 signal device, 109 operation management device,
110 Obstacle detection device, 151 Power consumption information, 152 Actual inter-station power consumption amount,
153 Train position, 154 Train speed, 155 Actual running time between stations, 156 Evaluation result,
157 Additional speed limit information, 158 Conditions hindering normal operation,
159 Reference values for evaluation, 160 Signal indication, 161 Temporary speed limit,
162 Obstacle risk speed limit, 163 Main impact operation obstruction factors

Claims (17)

an operation data recording unit that records operation data relating to the operation record of the train;
a power consumption calculation unit that calculates the power consumption between stations during operation of the train based on the operation data recorded in the operation data recording unit;
a running time calculation unit that calculates a running time between stations during operation of the train based on the operation data recorded in the operation data recording unit;
an evaluation index comparison unit that sets a reference energy consumption amount and a reference running time to be compared with the energy consumption amount and the running time, respectively, and calculates a driving evaluation of the driver during operation of the train based on a comparison result between the energy consumption amount and the reference energy consumption amount and a comparison result between the running time and the reference running time;
a normal operation obstruction condition extraction unit that extracts obstruction conditions for normal operation that occur during operation of the train based on the operation data recorded in the operation data recording unit;
a comparative operation data creation unit that calculates the reference power consumption amount and the reference driving time based on the obstruction condition. The driving assistance system according to claim 1,
a driving assistance system comprising an evaluation result presentation unit that presents the driving evaluation calculated by the evaluation index comparison unit to the driver. The driving assistance system according to claim 1 or 2,
The reference running time is the time from the time the train departs from the departure station to the earliest arrival time at which the train can arrive at the destination station after the scheduled arrival time in the operation assistance system, under the presence of the obstruction condition. The driving assistance system according to claim 3,
The evaluation index comparison unit calculates the driving evaluation so that the closer the driving time is to the reference driving time, the higher the evaluation. The driving assistance system according to claim 1,
The reference power consumption amount is the amount of power that the train will consume when it runs with the least power consumption when running between the stations in the reference running time. The driving assistance system according to claim 5,
The evaluation index comparison unit calculates the driving evaluation so that the closer the amount of power consumption is to the reference amount of power consumption, the higher the evaluation. The driving assistance system according to claim 1,
The reference power consumption amount is an average power consumption amount when the train travels between the stations within the reference travel time. The driving assistance system according to claim 7,
The driving assistance system, wherein the evaluation index comparison unit calculates the driving evaluation so that, when the amount of power consumption is below the reference amount of power consumption, the driving evaluation is higher than when the amount of power consumption is above the reference amount of power consumption. The driving assistance system according to claim 1,
The comparative operation data creation unit calculates the reference driving time and the reference power consumption by extracting the operation data when the obstructing condition existed from the past operation data recorded in the operation data recording unit. The driving assistance system according to claim 1,
The comparative driving data creation unit calculates the reference driving time and the reference power consumption amount by performing a driving simulation on a computer that includes the inhibiting condition. The driving assistance system according to claim 1,
The inhibiting condition is an additional speed limit that does not exist on the permanent speed limit. The driving assistance system according to claim 11,
The additional speed limit is a speed limit set by a signal display by a signal device. The driving assistance system according to claim 11,
The additional speed limit is a speed limit set by weather conditions. The driving assistance system according to claim 11,
The additional speed limit is a speed limit set by an obstacle present ahead of the train. The driving assistance system according to claim 2,
The driving assistance system further includes: the evaluation result presentation unit displaying the inhibiting condition related to the driving evaluation. The driving assistance system according to claim 2,
The evaluation result presentation unit further displays, in a graph, at least one of the comparison results between the power consumption amount and the reference power consumption amount and the comparison results between the driving time and the reference driving time, which are compared in the evaluation index comparison unit. A driving assistance method executed by a computer, comprising:
The computer
Calculating the amount of power consumed between stations and the running time of the train based on operation data relating to the train's operation record;
extracting, based on the operation data, an obstruction condition to normal operation that occurs during the operation of the train;
Calculating a reference power consumption amount and a reference driving time based on the inhibiting condition;
a driving evaluation of the driver during operation of the train is calculated by comparing the power consumption amount and the running time with the reference power consumption amount and the reference running time.