JP7799641B2 - Travel plan calculation device and automatic train operation device - Google Patents

Description

Embodiments of the present invention relate to a running plan calculation device and an automatic train operation device.

Automatic train operation (ATO) systems are required to operate trains in accordance with speed limits, stopping positions, and schedules.

When a train is an express train, it is necessary to not only meet arrival times at stations where it stops, but also to meet passing times at stations it passes through. If a train passes through a station late, the departure path formation of local trains waiting to be overtaken by the train will be delayed, and the delay will be propagated. If a train passes through a station too early, it will arrive at the station entrance before the local train it is scheduled to overtake has completed its diversion onto a secondary track and has formed a path within the station for the train, and will receive a stop signal and have to apply the brakes, resulting in a worse ride and wasted power consumption. Therefore, in order to ensure that trains run on time, several methods have been proposed for creating operation plans so that the running time between passing stations matches the target running time.

JP 2013-251953 A JP 2019-142292 Public Relations

Incidentally, there are cases where temporary speed limits are set on parts of a route based on construction plans or forecasts of strong winds on those parts.
If the speed limit of the temporary speed limit is low and the range of the limited section is wide, it will not be possible to travel between the stations before and after the temporary speed limit within the specified travel time between stations, and even if the ATO device tries to run the train while adhering to the passing time for each station, there is a risk that the arrival at the next station (or passing through the station) within the set speed range will be delayed.

To avoid this, a train schedule that changes the time allocation between stations can be created using ground traffic management equipment, and the changes can be notified to each train, preventing delays. However, changing the schedule to accommodate a temporary speed restriction that lasts for only a few hours places a heavy burden on the traffic management department, which is a problem.

In addition, when temporary speed limits had to be suddenly imposed due to factors such as bad weather, there was a risk that changes to the train schedule would not be made in time. Furthermore, on lines where information was transmitted to trains via track circuits and train radio, there was a limit to the amount of information that could be transmitted, making it difficult to notify each train of revised schedule information.

The present invention was made in consideration of the above, and aims to provide a running schedule calculation device and an automatic train operation device that, when a temporary speed limit is set, can minimize delays in arriving at (or passing through) the next station within the range of the temporary speed limit.

An embodiment of the travel plan calculation device includes a travel plan calculation range determination unit that determines the interval between stations beyond the next station at the train's current location where a temporary speed limit is set as the travel plan calculation range; a target travel time calculation unit that determines the target travel time between stations defined as the travel plan calculation range based on operation information; a tentative plan calculation unit that calculates, as a tentative plan, the fastest travel plan for travel between stations in the travel plan calculation range in the shortest time under specified conditions; and a tentative plan adoption/rejection determination unit that compares the target travel time with the target travel time corresponding to the tentative plan and determines whether the tentative plan is adopted. The target travel time calculation unit calculates the excess time by which the target travel time corresponding to the tentative plan exceeds the target travel time determined based on the operation information, and subtracts at least a portion of the excess time from the specified travel time between stations prior to the tentative plan to determine the target travel time between the stations prior to the tentative plan.

FIG. 1 is a diagram showing the configuration of an automatic train operation system according to an embodiment. FIG. 2 is a control processing flowchart of the control command calculation unit according to the embodiment. FIG. 3 is a functional block diagram of the driving plan calculation unit. FIG. 4 is a flowchart showing the operation of the driving plan calculation unit. FIG. 5 is an explanatory diagram of an operation example of the embodiment.

Hereinafter, an automatic train operation device according to an embodiment will be described with reference to the drawings.
FIG. 1 is a diagram showing the configuration of an automatic train operation system according to an embodiment.
In FIG. 1, a train 10 is equipped with a speed and position detector 11, an on-board ATC device 12, an automatic train operation device 13, and a drive/brake control device 14.

The speed and position detection unit 11 detects the speed and position of the train 10 based on pulses from the tachometer generator (TG) 15 and ground coil detection information received from the ground coil 21 via the on-board coil 16.

The ATC on-board unit 12 outputs braking commands to prevent train 10 from colliding with or derailing the preceding train 10P. The ATC ground unit 22 detects the presence or absence of trains in each block section via the rail (track circuit) RL, determines the signal aspect for each block section based on the train presence status, and transmits this to the ATC on-board unit 12 via the rail RL for each block section.

When the ATC on-board device 12 receives a signal aspect from the ATC ground device 22 via the power receiver 20, it compares the speed limit based on this signal aspect with the train speed detected by the speed position detection unit 11, and if the train speed exceeds the speed limit, it outputs a brake command to the drive/brake control device 14.
The automatic train operation device 13 calculates powering commands and braking commands for the train 10 to travel between stations within a predetermined travel time while adhering to the speed limit and to stop at a predetermined position (target stop position) at the station.

The drive/brake control device 14 controls the motor 17 and the brake device 18 based on a brake command from the ATC on-board device 12, a powering command/brake command from the automatic train operation device 13, and a powering command/brake command from a master controller (not shown) operated by a driver (not shown).
The train 10 runs on rails RL with its wheels driven/braked by a motor 17 and a brake device 18 .

The automatic train operation device 13 includes a memory unit 13A, a running plan calculation unit 13B, and a control command calculation unit 13C.

Memory unit 13A stores route information such as the gradient and curves (radius of curvature) of the route. Memory unit 13A also stores speed limit information such as the speed limit information for each block section, block length (distance of the block section), and linear information (arrangement of the block sections). Memory unit 13A also stores operation information such as target stopping positions for each station, stopping stations for each operation type, and the specified running times between stations.

In addition, the memory unit 13A stores vehicle information such as the train length of the train 10, the train weight, the acceleration and deceleration characteristics corresponding to powering commands and braking commands, the characteristics of air resistance, gradient resistance, and curve resistance, and the electro-pneumatic switching start and end speeds.

The running plan calculation unit 13B calculates a running plan for the train 10 to travel between stations within a specified running time based on the train speed and position received from the control command calculation unit 13C, the information (route information, speed limit information, operation information, and vehicle information) read from the memory unit 13A, and the temporary speed limit information received via the train radio device 19.

The control command calculation unit 13C calculates powering commands and braking commands to run the train 10 to the next station based on the speed and position of the train 10 detected by the speed and position detection unit 11, the information (route information, speed limit information, operation information, and vehicle information) read from the memory unit 13A, the running plan received from the running plan calculation unit 13B, and the signal information received from the ATC on-board device 12.

Next, the operation of the embodiment will be described.
When instructed to start running control, the automatic train operation device 13 starts running control.
In this case, the command to start driving control may be given in the following cases, for example.
(1) When the driver presses the departure button (not shown).
(2) When a departure command is received from station equipment via a ground coil 21 installed at the stopping position.
(3) When it is determined that the departure time has arrived based on train number information and schedule information input from the monitor device or IC card, and time information from a timing unit (not shown).

During running control, the control command calculation unit 13C calculates powering commands and braking commands (notch) to run the train 10 to the next station.

FIG. 2 is a control processing flowchart of the control command calculation unit according to the embodiment.
First, the control command calculation unit 13C determines the speed limit at the current position based on the signal information received from the ATC on-board device 12 (step S11).
In this case, if a temporary speed limit is imposed on the blocked section where the train 10 is located, the temporary speed limit is reflected in the received signal information.
Next, the control command calculation unit 13C determines whether or not the train has reached the station stop control area (step S12).
In this case, whether or not the station stop control area has been reached can be determined by, for example, whether or not the TASC (Train Automatic Stop-position Controller) starting ground sensor 21 has been detected, or whether or not the station stop pattern has reached a position a certain distance before the position where the speed limit is reached in reverse lookup.
If it is determined in step S12 that the station stop control area has not been reached (step S12; No), the control command calculation unit 13C determines whether or not there is a running plan received from the running plan calculation unit 13B (step S13).
If it is determined in step S13 that no driving plan has yet been received from the driving plan calculation unit 13B (step S13; No), the control command calculation unit 13C requests the driving plan calculation unit 13B to calculate a driving plan (step S14).

Until a new driving plan is obtained from the driving plan calculation unit 13B, the control command calculation unit 13C selects a notch with the target speed being a certain speed lower than the speed limit determined in step S11 (step S15).

When selecting a notch in step S15, rather than "hitting the road" which allows the vehicle to temporarily exceed the speed limit at a point where the speed limit is reduced, if "passing through" is performed to avoid exceeding the speed limit, control is performed to prevent the vehicle from exceeding the speed limit by, for example, selecting a brake notch when a ground coil 21 installed in front is detected at a point where the speed limit is reduced, or by selecting a notch to follow a deceleration pattern drawn based on the speed limit information read from memory unit 13A.

Next, the control command calculation unit 13C determines whether the vehicle has effectively stopped at the stop target position (step S16). Here, "effectively" means a state in which the vehicle can be regarded as having stopped at the stop target position.
In this case, the determination in step S12 indicates that the train has not yet reached the station stop control area, so the determination in step S16 will necessarily indicate that the train has not yet stopped at the target stop position (step S16; No), so the processing will again proceed to step S11 and the above-mentioned processing will be performed.

If it is determined in step S13 that a travel plan has already been received from the travel plan calculation unit 13B (step S13; Yes), the control command calculation unit 13C determines whether travel conditions such as the speed limit, special speed information (temporary speed limit information), and target travel time between stations have changed since the previous travel plan request (step S18).

In this case, the express information includes, for example, information on the start and end times of the temporary speed limit and information on the start and end positions. When received via train radio, the express information is stored in the express information storage unit 36, and express information whose end time has passed is deleted.

If it is determined in step S18 that the driving conditions have not changed since the previous driving plan request (step S18; No), processing proceeds to step S20.

If it is determined in step S18 that the driving conditions have changed since the previous driving plan request (step S18; Yes), the control command calculation unit 13C requests the driving plan calculation unit 13B to calculate a driving plan again (step S19).
In this case, if a certain amount of time has passed since the change in driving conditions without a driving plan being obtained in response to the re-request, the driving plan that no longer meets the conditions may be discarded.

Next, a notch is selected based on the speed limit, the vehicle information read from the storage unit 13A, and the latest travel plan. The notch may be selected by following the travel curve in the travel plan, or by following the travel mode (powering, constant speed travel, coasting, braking) specified in the travel plan, etc. However, the notch is selected so as not to exceed the speed limit (step S20).
Next, the control command calculation unit 13C determines whether or not the train has stopped (step S16). In this case, the determination in step S12 indicates that the train has not yet reached the station stop control area.
Therefore, the determination in step S16 will always be that the vehicle has not yet stopped at the stop target position (step S16; No), so the process will again proceed to step S11 and the above-mentioned process will be performed.

On the other hand, if the determination in step S12 indicates that the train has reached the station stop control area (step S12; Yes), the control command calculation unit 13C selects a notch for stopping the train 10 at the target stop position of the station (step S21). In this case, the notch may be selected by a method such as selecting a notch that follows the stop pattern or selecting a notch that reduces the predicted value of the stop position error.

Next, the control command calculation unit 13C determines whether the train 10 has stopped (step S16).
If it is determined in step S16 that the vehicle has not yet stopped (step S16; No), the process returns to step S11, and the above-described process is performed.
If it is determined in step S16 that the vehicle has stopped (step S16; Yes), the anti-rolling brake is selected (step S17), and the travel control is terminated.

Here, the driving plan calculation unit 13B will be described in detail.
FIG. 3 is a functional block diagram of the driving plan calculation unit.
The driving plan calculation unit 13B includes a driving plan calculation range determination unit 31, a speed limit setting unit 32, a target driving time calculation unit 33, a tentative plan calculation unit 34, a tentative plan adoption/rejection determination unit 35, and a speed information storage unit 36.

The trip plan calculation range determination unit 31 determines the trip plan calculation range based on the operation information and the train speed and position.
The speed limit setting unit 32 sets a planned speed limit based on at least the speed limit information and the travel plan calculation range.
The target travel time calculation unit 33 calculates the target travel time based on the operation information, the travel time, and the travel plan calculation range.

The tentative plan calculation unit 34 calculates a tentative plan based on route information, vehicle information, and planned speed limits.
The tentative plan adoption determination unit 35 compares the target travel time with the tentative plan to determine whether the tentative plan should be adopted, and requests calculation of tentative plans until the tentative plan is adopted as the travel plan.
The express information storage unit 36 stores express information received via the train radio device 19, and outputs the information to the running plan calculation range determination unit 31 and the speed limit setting unit 32 in response to a request.

Next, the operation of the driving plan calculation unit 13B will be described.
FIG. 4 is a flowchart showing the operation of the driving plan calculation unit.
First, the running plan calculation unit 13B receives the speed and position of the train 10, the running time from departure, and signal information as the running state of the train 10 from the control command calculation unit 13C (step S31).
In addition, when the travel plan calculation unit 13B receives express information via the train radio device 19, the travel plan calculation unit 13B stores the express information in the express information storage unit 36 and updates the express information (step S32).
Furthermore, the travel plan calculation unit 13B erases the emergency information stored in the emergency information storage unit 36, if the end time of the emergency information has passed.

The operation plan calculation range determination unit 31 of the operation plan calculation unit 13B checks the range of points where temporary speed limits are imposed and the set time period based on the special speed information. The operation plan calculation range determination unit 31 then determines whether a special speed limit (denoted as special speed in Figure 4) has been set in the range up to the next express train stop by the scheduled arrival time at the next express train stop (step S33).

If it is determined in step S33 that a temporary speed limit has not been set for the area up to the next express train stop by the scheduled arrival time at the next express train stop (step S33; No), processing proceeds to step S39.

If, in the judgment of step S33, a temporary speed limit is set in the range up to the next express train stop station by the scheduled arrival time at the next express train stop station (step S33; Yes), the operation plan calculation range determination unit 31 checks the range of the special speed information and the set time period to determine whether a special speed limit is set between the next station and the next express train stop station by the scheduled arrival/passing time at each station, and if a special speed limit is set between stations, it temporarily determines (sets) that section as the operation plan calculation range (step S34).

The speed limit setting unit 32 sets a planned speed limit within the travel plan calculation range based on the speed limit information read from the storage unit 13A and the speed limit information read from the speed limit information storage unit 36 (step S35).
In this case, for a blocked section within the critical speed setting range, the speed limit setting unit 32 sets the lower of the speed limit for that blocked section based on the speed limit information and the speed limit based on the critical speed information as the speed limit for that blocked section.

Next, the target running time calculation unit 33 extracts the predetermined running time between stations for which the running plan calculation range = express speed is set from the operation information read out from the storage unit 13A, and sets it as the target running time (step S36).
The tentative plan calculation unit 34 calculates the fastest running plan for running the train between stations in the shortest time, with the running plan calculation range being the interval between stations for which the special speed is set (step S37).

In this case, the tentative plan calculation unit 34 may calculate the fastest travel plan by including a minimum coasting portion (for example, one second) between the powering portion and the braking portion, taking into consideration the ride comfort.
As a result of these calculations, the target running time calculation unit 23 calculates the time by which the planned running time of the calculated fastest running plan exceeds the target running time as the excess time between the stations (step S38).
If the planned driving time is equal to or shorter than the target driving time, the excess time is set to zero.

Next, the travel plan calculation range determination unit 31 sets the travel plan calculation range from the current position of the train 10 to the next station (a stop station or a passing station) based on the speed and position of the train 10 received from the control command calculation unit 13C and the operation information read from the memory unit 13A (step S39).
The speed limit setting unit 32 sets a planned speed limit within the travel plan calculation range based on the speed limit information read from the storage unit 13A and the traffic light information received from the control command calculation unit 13C (step S40).

The target running time calculation unit 33 extracts the specified running time to the next station from the operation information read from the stored information, subtracts the running time from departure received from the control command calculation unit 13C, and then subtracts the target early arrival time to calculate the target running time from the current position to the next station (step S41).

The tentative plan calculation unit 34 first calculates the fastest running plan, which is the plan that travels from the current position to the next station in the shortest time, as an initial value. While the tentative plan is not adopted by the tentative plan adoption/rejection determination unit 35, the tentative plan is calculated so that the running time of the tentative plan (planned running time) approaches the target running time (step S42).

The tentative plan adoption determination unit 35 compares the planned travel time in the calculated tentative plan with the target travel time, and determines whether the difference between the planned travel time and the target travel time is within an allowable range (step S43).
If it is determined in step S43 that the difference between the planned driving time and the target driving time exceeds the allowable range (step S43; No), the process proceeds to step S42 so that the tentative plan calculation unit 34 makes a tentative plan again.

If it is determined in step S43 that the difference between the planned travel time and the target travel time is within the allowable range (step S43; Yes), the tentative plan is adopted as the travel plan, and the travel plan calculation process ends.
As a result, the obtained travel plan can reduce the impact of temporary speed restrictions on the train schedule.

Next, an example of the operation of the embodiment will be described in more detail.
FIG. 5 is an explanatory diagram of an operation example of the embodiment.
In the following description, station B is a passing station and station C is a stop station.
Incidentally, when there are no temporary speed restrictions, the travel time between stations on the train schedule (i.e., the assessed time) includes a margin of allowance time, and the travel time between stations on the train schedule can be shortened as long as it is within the allowance time.

For example, as shown in Figure 5 (A), the inter-station running time in the train schedule between Station A and Station B is represented by the train schedule running time T01, which is set to the shortest inter-station running time T01F that takes into account passenger comfort plus a margin time FT01.
That is, the train schedule running time T01 between stations A and B = shortest running time between stations T01F + margin time FT01.
Therefore, the time it takes for the train to pass through station B from its current position is the estimated passing time TTG0.

Similarly, the inter-station running time in the train schedule between stations B and C is represented by the train schedule running time T02, which is set to the shortest inter-station running time T02F, which takes into account passenger comfort, plus a margin time FT02.
That is, the train schedule running time T02 between stations B and C = shortest running time between stations T02F + margin time FT02.

In this embodiment, therefore, for stations between stations (including stations between stations where train 10 is located: in the example of Figure 5(B), between stations A and B) before the stations between which a temporary speed limit is set (in the example of Figure 5(B), between stations B and C), an excess time is allocated up to the margin time between each station, and this is set as the target early arrival time.

More specifically, as shown in Figure 5(B), when the shortest inter-station running time T02F1 is calculated taking into account passenger comfort when a temporary speed limit is imposed between stations B and C, the result is that the inter-station running time in the train schedule between stations B and C is such that the margin time FT02 included in the train schedule running time T02 cannot fully absorb the impact of the temporary speed limit, resulting in an overtime Tov.

The running plan calculation unit 13B determines whether the excess time Tov can be absorbed by the margin time FT01 corresponding to the section between stations A and B, which is the section between stations B and C where a temporary speed limit is set.
That is, it is determined whether or not the margin time FT01-excess time Tov≧0.

In the case of Figure 5 (B), since the margin time FT01 - excess time Tov > 0, the running plan calculation unit 13B sets the time between stations A and B, obtained by subtracting the excess time Tov from the margin time FT01, as a new margin time FT11, as shown in Figure 5 (C), and sets the target early arrival time tE at station B to a time that is earlier than the case of Figure 5 (A) by the time equivalent to the excess time Tov.
Therefore, the time it takes for the train to pass through station B from its current position is estimated passage time TTG1, which is shorter than estimated passage time TTG0.

As a result, ideally, train 10 will arrive at station C in the shortest inter-station travel time T02F1, taking passenger comfort into consideration, making the effective overtime Tov = 0 and reducing delays to train 10.

In the above explanation, the train's current position is between Station A and Station B. However, if the train's current position is further before Station A and there are multiple stations it passes through, including Station A, then the excess time to be allocated (in the above example, excess time Tov) could be allocated more to stations closer to the stations where the temporary speed limit is set. This would reduce the number of stations that arrive early (and pass through early) to reduce delays due to the temporary speed limit, thereby further reducing the impact on the original train schedule.

The above explanation did not take into account cases where an express train overtakes another preceding train, but when setting a target early arrival time for an express train, at stations where it passes a local train, it needs to be set so that the next train does not arrive at the station entrance before the local train it is scheduled to overtake has completely diverted onto a secondary track and a yard route has been established for the express train.

In other words, the target early arrival time must not only be less than the margin time, but also be set so that the train's passing time is the minimum time interval after the scheduled arrival time of the local train.
In this case, the effect of reducing delays by speeding up the station before the station where the special speed limit is set is limited, but the amount of delay can be reduced.

On the other hand, if local trains set their target early arrival times taking into account the temporary speed limits to the station where the next express train stops, they can arrive earlier at the station where they will be overtaken by the express train. This means that the timing at which the express train's route within the station is configured can be advanced.

In addition, express trains can avoid situations where they have to brake when they reach the entrance to a station before forming a route through the station where they can overtake a local train, even without considering the minimum headway.

Since local trains do not depart early after stopping at each station, the target early arrival time is set only between stations before the stations where the special speed train is set.
In this way, by setting a target early arrival time for all trains, the entire train operation can be adjusted so that trains will run/arrive early just before stations where special speeds are set, thereby reducing schedule delays caused by special speeds.

As explained above, according to this embodiment, the fastest running plan between stations where special speeds are set is calculated, and if it is determined that the train cannot run within the target running time between stations, the excess time is allocated between the preceding stations to set a target early arrival time, which is then subtracted from the target running time between stations to set the target running time in the running plan. This allows each train to adjust its station passing/arrival time, minimizing delays caused by temporary special speeds without having to modify the train schedule on the ground.

While several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments may be embodied in a variety of other forms, and various omissions, substitutions, and modifications may be made without departing from the spirit of the invention. These embodiments and their variations are within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as set forth in the claims.

10 Train 10P Preceding train 11 Speed and position detection unit 12 TC on-board device 13 Automatic train operation device 13A Memory unit 13B Running plan calculation unit 13C Control command calculation unit 14 Drive/braking control device 16 On-board coil 17 Motor 18 Brake device 19 Train radio device 20 Power receiver 21 Ground coil 22 ATC ground device 23 Target running time calculation unit 31 Running plan calculation range determination unit 32 Speed limit setting unit 33 Target running time calculation unit 34 Tentative plan calculation unit 35 Tentative plan adoption/rejection determination unit 36 Express train information memory unit FT01, FT02, FT11 Margin of error T01, T02 Train schedule running time T01F, T02F Shortest running time between stations T02F1 Shortest running time between stations RL Rail Tov Excess time tE Target early arrival time

Claims (6)

a travel plan calculation range determination unit that determines an interval between stations where a temporary speed limit is set beyond the next station at the current location of the train as a travel plan calculation range;
a target travel time calculation unit that determines a target travel time between stations within the travel plan calculation range based on operation information;
a tentative plan calculation unit that calculates, as a tentative plan, a fastest running plan for running between stations within the running plan calculation range in the shortest time under predetermined conditions;
a tentative plan adoption/rejection determination unit that compares the target travel time with a target travel time corresponding to the tentative plan and determines whether the tentative plan is adopted,
the target running time calculation unit calculates an excess time by which the target running time corresponding to the tentative plan exceeds the target running time determined based on the operation information, and subtracts at least a part of the excess time from a predetermined running time between stations preceding the target running time between the stations, to determine the target running time between the preceding stations.
Driving plan calculation device. The predetermined condition is to add coasting for a predetermined time or more between the powering portion and the braking portion of the calculated fastest travel plan, and to take ride comfort into consideration.
The driving plan calculation device according to claim 1 . the target running time calculation unit subtracts an excess time of the fastest running plan for a predetermined running time between stations beyond the next station from the predetermined running time between stations before the predetermined running time, within a range not exceeding an allowance time included in the predetermined running time;
The driving plan calculation device according to claim 1 . the target running time calculation unit allocates and reduces the excess time of the fastest running plan relative to a predetermined running time between stations beyond the next station to a plurality of stations before the predetermined running time between the stations, so that the excess time is greater between stations closer to the predetermined running time between the stations, within a range not exceeding the leeway time included in the predetermined running time between the respective stations;
The driving plan calculation device according to claim 1 . The operation plan calculation range determination unit determines, as the operation plan calculation range, the interval between stations where a temporary speed limit is set beyond the next station up to the stop station of the next express train, regardless of the type of corresponding train.
The driving plan calculation device according to claim 1 . The driving schedule calculation device according to any one of claims 1 to 5,
a speed and position detection unit that detects the speed and position of a train;
a storage unit that stores route information, speed limit information, operation information, and vehicle information;
a travel plan calculation unit that calculates a travel plan between stations based on the route information, speed limit information, operation information, and vehicle information stored in the storage unit and the detection results of the speed and position detection unit;
a control command calculation unit that calculates a control command to a drive/brake control device based on the detection result of the speed position detection unit and the driving plan calculated by the driving plan calculation unit,
Automatic train operation device.