JPH0479705A - Preparation of train operating system - Google Patents

Abstract

PURPOSE:To obtain an optimal train operating system easily by setting a pattern in which maximum acceleration is sustained until a maximum speed allowable for each section is reached and then transition is made to constant speed traveling, whereas maximum brake is applied at the time of deceleration and then transition is made to constant speed traveling. CONSTITUTION:An optimal operating system preparing section 208 in a ground system reads out vehicle characteristics and rail conditions from data files 212, 213 and prepares an optimal train operating system BDS for each section which is then stored in a file 211. Prior to departure of train, corresponding BDS is retrieved from the file 211 and written through an IC card writer 214 into an IC card 215. Prior to departure, an operation assisting section 201 in an onboard system reads out a BDS rewritten into an IC card 206 through an IC card reader 207 and records thus read out BDS in a file 204. Upon departure, a vehicle position is detected 205 and an actual run curve is compared with the BDS in the file 204, the difference is displayed on a CRT and correction is made to reduce the difference.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a method for creating a train operation method effective for realizing high-speed, high-density operation or energy-saving operation of railway trains and cars.

[Conventional technology]

Regarding creating the most optimal train operation method under conditions such as route conditions (speed limit, gradient) and vehicle characteristics (running resistance, evaluation force characteristics, deceleration characteristics), see Reference 1: 5th Railway Domestic Symposium on Cybernetics Utilization (June 1963), pp. 11-16
Page document 2: IEEJ Transactions B, Volume 106, No. 9 (Showa 61
(September 2013), pages 769 to 776.

The method in Reference 1 uses dynamic programming to determine the optimal driving method (determined as a notch sequence) for any type of inter-station travel, using travel time, power consumption, and number of notch switches as evaluation quantities. be.

Reference 2 discusses an energy-saving operation method for inter-station running of Shinkansen trains that stop at each station. In Reference 1, the equation of motion of the train cannot be determined strictly globally, so calculations are performed by dividing the time axis into simulations, but in Reference 2, an exact solution is obtained by setting the slope to a constant value, and the equations are connected. Calculation of energy consumption, time required, etc.

In the study of the energy-saving driving method in Document 2, four patterns close to actual driving were prepared, and the energy consumption was calculated and compared with the gradient set to O in all sections when driving according to these patterns.

The driving pattern that consumes the least amount of energy is the following: maximum acceleration → constant speed driving at maximum speed → repeated coasting and maximum service braking to stop.

In the above-mentioned driving pattern that minimizes energy consumption, in order to achieve regular operation in which the required time is the scheduled time, only the maximum speed is changed to find the speed where the required time is the scheduled time.

[Problem to be solved by the invention]

The problems with the above conventional technology are as follows.

(1) In the above-mentioned prior art, the method of determining the optimal driving method using dynamic programming in Document 1 takes time to calculate.

(2) In Document 2 in the prior art, only the pattern shown in FIG. 3 is assumed as the speed limit pattern between stations, and the method is applicable only to this pattern. Therefore, it cannot be applied to complex patterns such as those shown in FIG. 4, for example.

An object of the present invention is to provide a method for creating a train operation system that does not have the above-mentioned problems.

[Means to solve the problem]

The means for achieving the above objective are as follows.

Here, it is assumed that the speed limit pattern between the two stations is as shown in FIG. 4, and that the train departs from the leftmost station and stops at the rightmost station. When traveling between stations such as on a Shinkansen, if the speed limit pattern is as shown in Figure 3, maximum acceleration → constant speed traveling → deceleration by maximum regular brake,
The driving pattern is as follows. Even in a case where the speed limit is more complicated (but more general) as shown in FIG. 4, driving according to this pattern (or driving close to it) is carried out for each speed limit section. In other words, if the speed limit is higher than the initial speed in a certain speed limit section (the speed at which the vehicle enters that section), maximum acceleration will be performed, and once the target speed is reached, the vehicle will drive at a constant speed. . On the other hand, if it is low, the driving pattern is to apply the maximum service brake to decelerate (usually applied automatically by ATC), and to drive at a constant speed when the target travel speed is reached.

Therefore, we will now assume the speed limit pattern shown in FIG. 5 between the two stations, and assume this driving pattern between the stations. Here, the speed limit sections in Fig. 5 are numbered (the number of sections is N), the speed limit in the first speed limit section is vM^ ) is set as vl. Here vI
≦MAX, t.

Under this assumption, setting a target speed (it is not necessarily possible to reach that speed) for each speed limit section will determine the train operation method between these stations. . In other words, assuming a driving pattern of maximum acceleration → constant speed driving → deceleration using the maximum brake for regular use, V MAX? t (x = 1 + ・-y N
) under the speed limit condition, Vt(1=1.・
.

Among the train operation methods mentioned above, the most optimal one is one that operates on a regular schedule in which the time required between stations is the timetable, and that consumes the least amount of energy under these conditions. Define it as something that becomes.

The required time T and energy consumption E cannot be calculated analytically even if the route conditions (speed limits mentioned above, other slopes, etc.) and vehicle characteristics are known, but it is possible to calculate the train motion equation by discretizing the traveling distance. It can be determined by numerical calculation (that is, by performing simulation).

At this time, the required time T and consumed energy E are Vi (i=1
．． ..., N) can be uniquely determined.

Therefore, T and E are functions of vi (i=1.., N), that is, T = T < vx+ ...+ VN), E
= E (Vl + ... l VN). The problem of finding the optimal (i=1...,N) is
Under the constraint T (Vl, . . . , VN) = To (diamond time), the evaluation function E (Vl.

..., the set V mechanism with the target speed that minimizes VN),...
- Formulated as an optimization problem to find VN.

To specifically find it, change vi so that the consumed energy E decreases (for example, find the differential coefficient a E / a V i of E with respect to V, and find the direction in which E decreases), and then find the direction in which E decreases. There is a method in which this is repeated until the time T approaches the timetable To within a certain tolerance aT, and the process is terminated when the time T falls within that range.

Alternatively, if the following evaluation function is used: J=E+a ((T-To)/δT)n, it is possible to evaluate both the consumed energy E and the required time T at the same time.

At this time, the above evaluation of only the consumed energy E results in a case where α=0.

The above is a case where the train stops at the next station in the section between two stations, but even if both stations are transit stations.

A similar method can be used by adding the initial velocity at the first station.

[Effect]

According to the train operation method creation method of the present invention, the speed limit pattern for the target train operation section may have any shape, so an optimal train operation method can be created regardless of the speed limit pattern. I can do things.

〔Example〕

Hereinafter, one embodiment of the present invention will be described in detail using the drawings.

FIG. 2 shows the system configuration of a system for providing driving assistance to a train driver using a train driving method created by a train driving method creating method according to an embodiment of the present invention.

This system uses the CRT in the driver's cab to determine the optimal train operation method.
On-board systems (201 to 207) whose main function is to provide driving support to the driver by displaying information on The system (208-215) consists of two parts.

In addition, to simplify the explanation, the system in this example is based on one line, which includes multiple stations, and the types of trains that run are limited, all of which stop at each station. shall be.

The optimal train operation method creation unit (208) creates a vehicle characteristic data file (212) and a route condition data file (21).
3), create an optimal train operation method, and save the optimal train operation method data file (211
). This process should be performed in advance for all station intervals, train types, and inbound and outbound trains.

Assume the train operation pattern described in the section "Means for solving the problem". Therefore, determining the train operation method means determining the target speed in each speed limit section. However, in addition to displaying the target speed on the train, a speed curve called a run curve corresponding to the position on the route will also be displayed, and the data file (211) contains the simulation results when the optimal target speed is set. (position.

It shall be recorded in the form of data (velocity).

For details on how to create this optimal train operation method, please refer to Part 1.
This will be explained later using figures.

Here, the vehicle characteristic data includes driving force characteristics and deceleration characteristics that are specific to the train in question, such as the running resistance, which is a quadratic function of the train speed, and the weight of two trains in a two-train configuration. . These vehicle characteristic data are stored according to the type of train running.

Furthermore, the route condition data is based on the starting point of the route. These include the station position (stop target position), speed limit information (section start position, speed limit), slope information (start position, slope), etc. Since it is assumed that there is only one route, there are only two types of data: up and down.

Of the optimal train operation system data created, the data corresponding to the relevant trains and the relevant stations must be transferred to the on-board system. There are various means for this, but here we will use an IC card to transfer data from the ground system to the on-board system. Optimal train operation method creation department (
208) stores the necessary data in a data file (21
1), retrieve it, and insert it into the IC card writer (214).
). The IC card writer writes the sent data to the IC card (215). The IC card (215) on which the data has been written is the same as the IC card (206) in the on-vehicle system.

The driving support department (201) receives the IC card (
206) and records it in the optimal train operation method data file (204) of the on-board computer. In addition, the driving support department determines the current position,
FIG. 7 shows an example of the 0 display screen that displays the target speed at that position, the run curve under the optimum train operation method, etc.

In FIG. 7, 701 is the speed limit, 702 is the optimum target speed, and 703 is the run curve of the simulation result of driving at the optimum target speed.

704 indicates the current position on the run curve.

The target speed is displayed in 705, the current speed in 706, the current position in 707, and the running time in 708 as numerical values.

The position of the train is calculated by the vehicle position detection unit (205) measuring the wheel rotation speed and making corrections at locations where the position is accurately known, such as around stations.

FIG. 1 is a flowchart showing a method for creating an optimal train operation method in the optimal train operation method creation section (208) on the ground system side in FIG.

In step 101, data input from the keyboard 209 is read. Data entered from the keyboard includes train type, station identifier, departure time, estimated arrival time,
It is.

In step 102, based on the above input data, route condition data (route length, station location, speed limit information, slope information 1, etc.) between the relevant stations is stored in advance in files (212 and 213) in the system. and vehicle characteristic data (driving force characteristics, deceleration characteristics, train weight, etc.) of the relevant train. Train weight is calculated based on the average occupancy rate (estimated from past data, etc.).

In step 103, a target speed is assigned to each speed limit section as "limit speed - margin speed" based on the above read data. The margin speed is set so that the speed limit is not exceeded when driving at a constant speed.For example, if the margin speed is set to 3 km/h, the speed limit is 1100 km/h.
In this case, 97 km/h is set as the target speed.

In step 104, the required time T and energy consumption E when traveling between stations at the set target speed are calculated. A specific method of calculating this will be described below.

The speed limit pattern shown in FIG. 5 is used.

The horizontal axis is the distance from the departure station, hereinafter expressed as X. The speed limit sections are numbered and the total number of spaces is N), and the starting position of the i-th section is xl.

Let the speed limit be VM^X1+. In other words, the train rank [
If x is XI≦X≦Xl+, the speed limit there is VM^x,i.

As mentioned in "Means for Solving the Problems," the driving pattern is assumed to be a combination of maximum acceleration → constant speed driving → deceleration using the maximum brake for regular use.

Next, assume that the slope of the n-th speed limit section is as shown in FIG. It is assumed that the number of gradient sections is Mn. Here, ζ
n1ll-l≦X≦ζ02. The gradient is γ1. Yes. Here, the unit of gradient is assumed to be ceramic.

The running resistance RR is a quadratic function of the train speed V, and has the form: RR(v)=a+bv+cv", where a, b, and c are parameters specific to the type of train.

Gradient resistance Ra is a function of position X. Since the unit of the slope γ is given in falcons, if the corresponding slope is θ, then sin θ # θ # tan θ = y /1000. The speed limit, which is a constraint, is I! Since it is determined by X,
If the independent variable remains at time t, it is inconvenient to handle. Therefore, by variable conversion, the independent variable is changed to
It is.

Now, if we write the driving force characteristic according to the speed V as TQ (v) and the deceleration characteristic as TB (V), the equation of motion of the train motion is: t FM (V): Motor output (when accelerating: Te (v) , the knee during deceleration Ta(v)) is obtained.

Hereinafter, the required time T and the consumed energy E can be determined by discretizing the distance X and solving this equation by numerical calculation.

However, regarding train operation, it is assumed that the train is accelerated by TQ(v) when accelerating, and decelerated by TB(V) when decelerating, but the control during constant speed running shall be performed as follows.

Lower limit of error of current speed V from target speed v1 ΔV a
, the upper limit ΔVu is set, and when driving at constant speed, V≦vll−
ΔVa: Acceleration due to Te(v) ■n−ΔV a <
v < V n+Δvu: Coasting (FM(V)=O)v
Il+Δ■1≦v: Assume control of deceleration by Ta(v).

Differential coefficient aE of consumed energy E with respect to target speed vI
/avl, set the target speed Vi to the minute speed εV
Perform the same calculation by lowering the value.

If the energy consumption at this time is E', then a E /
a V t'': (E-E')/EV. This is done for all i (i,...,N).

After the above processing, first compare the timetable time (estimated arrival time - departure time) with the calculated travel time when the target speed is the initial value setting value (i.e. at the time of the first calculation). If it is large (no matter how fast you run, you won't be able to make it in time), it will be determined that there is an abnormality in the input data and this process will end.106) +C
This will be indicated on RT.

If the timetable time is small, the difference between the two is taken and the difference is compared with the tolerance δT (step 107).
). If the difference between the two is smaller than the allowable error (the termination condition is satisfied), the target speed and run curve data at this time are stored in the optimal train operation method data (204).Step 10
8) The process for determining the optimal train operation method ends (step 109).

If the difference between the two is greater than or equal to the allowable error of 61, processing is performed to change the target speed (step 110).

There are various ways to change the target speed. for example,
A method of normalizing the gradient vector whose i-th component is a E / a V + · to make the length 1) and reducing the length in that direction, for example, the length as a vector, by 5 km/h. Alternatively, there is a method of selecting the one with the largest positive differential coefficient and lowering its target speed by lkm/h. Here we choose the latter.

Thereafter, after setting a new target speed, the process from step 104 is repeated.

Modification of the Embodiment In the method for creating a train operating system according to an embodiment of the present invention, it is assumed that the section for which the optimal train operating system is to be found is a section between two passing stations as shown in FIG. At this time, there is no timetable time between these stations, but the difference in the scheduled passing time of the two stations is considered as such, and the speed of passing the leftmost station (initial speed in the simulation) is added to calculate the energy consumption and required time. By determining the time through simulation, the method used in the embodiment described above is achieved.

〔Effect of the invention〕

In the train operation method creation method of the present invention, determining the train operation method is reduced to determining the target speed in each speed limit section, and the optimal set of target speeds is determined by nonlinear programming. 1) Only a small number of parameters need to be determined.

It requires less calculation time than a method that uses an optimal driving method for the entire section, such as dynamic programming.

(2) Applicable to any form of speed limit pattern.

There is an effect like this.

[Brief explanation of drawings]

FIG. 1 is a flowchart showing a method for creating an optimal train operation method in an embodiment of the present invention, and FIG. Figures 3 and 4 are system configuration diagrams of the driving support system that utilizes the created train operation method, and Figures 3 and 4 are diagrams showing the speed limit patterns between stations and the operation methods used there. General speed limit pattern, Figure 6 shows slope data in one speed limit section,
Figure 7 is an example of how the optimal driving method is displayed on the driver's cab.
Figure 8 shows a general speed limit pattern when passing through a station. Figure 7: 4 completed distances: λay = -'Iti! I'm a private test λ
? ? ---The most different angle 1 Khufu, 3. Shikaari Meotome, see you.

Claims (1)

[Scope of Claims] 1. A train that observes the speed limit set for each predetermined section on the route and the predetermined running time for the predetermined section when running on a predetermined section on the route of a railway train. In the method of creating a driving method, for each speed limit section, a driving pattern is created in which the vehicle accelerates with the maximum acceleration force and then drives at a constant speed when accelerating, and when decelerating it decelerates with the maximum braking force and then drives at a constant speed. By making this assumption, the train operation method between stations is reduced to determining a target speed for each speed limit section, and the target speed for each speed limit section is determined by the travel time of the predetermined section. A method for creating a train operation method, characterized in that a train operation method is created by setting a value such that energy consumption is minimized. 2. In the method for creating a train operation system as described in claim 1, the time required and energy consumption for a predetermined section on the route, the initial speed at which the section is entered, and information on the predetermined gradient of the route. , is calculated based on the running resistance of the relevant train, the acceleration/deceleration characteristics of the relevant train, and the weight of the relevant train. 3. In the method for creating a train operation system as set forth in claim 1, the target speed is determined so that the travel time in a predetermined section is observed and the energy consumption is minimized, and the energy consumption is evaluated with the target speed as an independent variable. Regard it as a function and use nonlinear programming to find it. 4. In the method for creating a train operation system as set forth in claim 3, the target speed is determined at the same time as the energy consumption and the required time, so that the target speed is set at the same time as the energy consumption and the required time. It is regarded as an evaluation function that serves as an independent variable, and is determined using a nonlinear metric method. 5. In the method for creating a train operation system as set forth in claim 2, the target speed is determined to maintain the running time in a predetermined section and the energy consumption is minimized, and the target speed is an independent variable for the energy consumption. Regard it as a function and use nonlinear programming to find it. 6. In the method for creating a train operation method as set forth in claim 5, the target speed is determined at the same time as the energy consumption and the required time, so that the travel time for a predetermined section is observed and the energy consumption is minimized. It is regarded as an evaluation function that serves as an independent variable, and is determined using nonlinear programming.