Patent Description:
In a track transportation system that travels on a track, if there is an obstacle on the track, it cannot be avoided by steering, unlike a car, so detecting obstacles is important to improve train safety and operability. In manned track transportation systems, a driver detects obstacles on the track. In unmanned track transportation systems, tracks are installed on overhead tracks or underground to block intersections with other traffic and prevent physical obstacles from entering the tracks. In addition, platforms are equipped with platform doors, and safety measures are taken to prevent people from falling or entering the track.

In recent years, there has been a movement to realize unmanned driving in a track transportation system that intersects other traffic at a railroad crossing or the like. Since there is an intersection with other traffic, a mechanism to reduce the risk of collision between the track transportation system and obstacles is important.

PTL <NUM> discloses a technique for reducing the risk of collision with an obstacle in the track transportation system. Specifically, based on past accident data for each route, the size and mass of obstacles at the accident location, the probability of collision taking into account the season and time zone, and the magnitude of damage in the event of a collision are expressed in a statistics model. The magnitude of the collision risk in the section where the train is running is estimated, and if the estimated collision risk is large, speed control is performed.

In PTL <NUM>, the magnitude of the collision risk in the section where the train is traveling is estimated, and when the estimated collision risk is larger than a predetermined reference value, the travel pattern of the traveling section until the estimated collision risk becomes equal to or less than the reference value is repeatedly corrected. However, there is a need to reduce the speed in order to reduce the collision risk, and the inter-station travel time increases with the correction of the travel pattern. In PTL <NUM>, since the speed is reduced until the collision risk becomes equal to or less than the reference value, a problem occurs that the time between stations defined on a schedule cannot be satisfied.

The invention has been made in consideration of the above points, and an object thereof is to provide a travel pattern between stations in which an influence on an inter-station travel time is suppressed and a risk is also suppressed.

In order to solve the above-mentioned problem, a travel pattern creation device, an automatic train operation device and a travel pattern creation method as set forth in the claims are provided.

The present invention is defined by the features of the independent claims. The dependent claims define preferred embodiments of the invention. It is possible to provide a travel pattern between stations in which an influence on an inter-station travel time is suppressed and a risk is also suppressed. Objects, configurations, and effects besides the above description will be apparent through the explanation on the following embodiments.

In a first embodiment, a travel pattern creation device for a train equipped with an automatic train operation device (ATO device) will be described.

<FIG> is a block diagram of a configuration illustrating a relation among a train control and management system <NUM> mounted on a train, an automatic train operation device (hereinafter, referred to as an ATO device) <NUM>, a propulsion control device <NUM>, a master controller (hereinafter, abbreviated as a master controller) <NUM>, and a travel pattern creation device <NUM>. The train is sometimes referred to as a vehicle that is in the train.

The ATO device <NUM> has two main functions as described below. One is a speed/position detection function for detecting a speed signal and a position, and the other is a control command calculation function for calculating a propulsion command.

Therefore, the ATO device <NUM> includes a speed/position detection unit <NUM> that performs a speed/position detection function, and a control command calculation unit <NUM> that executes a control command calculation function.

That is, the ATO device <NUM> detects the speed signal from a speed generator <NUM> installed on the wheel axle of the train by the speed/position detection unit <NUM>, and also detects the position from an on-vehicle element <NUM> communicating with a ground element <NUM>. The on-vehicle element <NUM> is installed on the bottom surface of the train so as to face the ground element <NUM>. In this embodiment, the one using the integrated speed/position detection unit <NUM> is used. However, the same applies even if the speed detection unit for detecting the speed and the position detection unit for detecting the position are separately provided.

In addition, the ATO device <NUM> calculates a propulsion command based on the acquired speed signal and position signal by the control command calculation unit <NUM>, and outputs the calculated propulsion command to the train control and management system <NUM> or the propulsion control device <NUM>.

The control command calculation unit <NUM> further includes a planning unit <NUM> that performs a planning function, a tracking unit <NUM> that performs a tracking function, and a speed deviation calculation unit <NUM>.

The planning unit <NUM> receives the position information from the speed/position detection unit <NUM> and plans the target speed of the train.

The speed deviation calculation unit <NUM> receives the target speed from the planning unit <NUM> and the speed from the speed/position detection unit <NUM>, calculates a difference between these speeds, that is, a speed deviation, and outputs the difference to the tracking unit <NUM>.

The tracking unit <NUM> receives the speed deviation calculated by the speed deviation calculation unit <NUM> and outputs a propulsion force.

The planning function in the planning unit <NUM> is a function of calculating a target speed by comparing the current position with a travel pattern which is time-series information of the position/speed defining the way of traveling between stations of the track transportation system created by the travel pattern creation device <NUM>.

In addition, the tracking function of the tracking unit <NUM> is a function of inputting a speed deviation between the target speed calculated by the speed deviation calculation unit <NUM> and the current speed, and calculating a propulsion force to be output.

The ATO device <NUM> includes the propulsion force calculated by the tracking unit <NUM> in the propulsion command and outputs the command to the train control and management system <NUM> or the propulsion control device <NUM>.

The propulsion control device <NUM> controls traveling of the train based on the input propulsion command.

The propulsion commands from the ATO device <NUM> and the master controller <NUM> include a notch command and a torque command. The train control and management system <NUM> is a device that manages information transmission of the vehicle, and outputs the input propulsion command to the propulsion control device <NUM> when receiving the propulsion command from the ATO device <NUM> or the master controller <NUM>. The master controller <NUM> is a switch device for remotely controlling the output and speed of a railway vehicle, and is generally installed on a cab of the vehicle.

<FIG> is a diagram illustrating functional blocks of a travel pattern creation device <NUM> that creates a travel pattern. The travel pattern creating unit is a risk storage unit <NUM> in which a risk of the route on which the track transportation system travels is stored, an inter-station travel time storage unit <NUM> in which the travel time for each inter-station defined on a schedule is stored, and a travel pattern creation unit <NUM> which creates a travel pattern such that minimizes the risk of the travel pattern while satisfying the inter-running time.

In <FIG>, the travel pattern creation device is configured separately from the ATO device. However, the functional blocks of the travel pattern creation device may be incorporated in the ATO device. In addition, in <FIG>, the configuration in which the travel pattern creation device is installed on the vehicle of the track transportation system has been described, but the travel pattern creation device may be installed on the ground. When installed on the ground, the same effect can be obtained by transmitting the created travel pattern to vehicles of the track transportation system by communication such as wireless communication.

The data format held by the risk storage unit will be described. <FIG> illustrates a data format.

A route <NUM> on which the track transportation system travels is divided into arbitrary sections <NUM>, and the risk evaluation result for each arbitrary section <NUM> is stored as a table. The way of dividing an arbitrary section is, for example, every <NUM>. Even if a railroad crossing or a bridge is less than <NUM>, it is better to use another section only for this section. In addition, a section distance may be set longer in a section where an assumed risk is low such as a straight line or an overhead, and a section distance may be set short in a section where an assumed risk is high such as a curve.

Examples of the risk evaluation result table for each arbitrary section <NUM> are indicated with <NUM> and <NUM>. Reference numeral <NUM> denotes a risk evaluation result table for a section where a railroad crossing exists, and reference numeral <NUM> denotes a risk evaluation result table for a straight section. In the risk evaluation result tables <NUM> and <NUM>, a start mileage and an end mileage indicating which section of the route the risk evaluation result table is for are described. In addition, a basic risk defined according to the characteristics of the section is described. For example, a high value is set for the basic risk in a section having a high risk of collision with other traffic such as a railroad crossing, and a low basic risk is set for a straight line with good visibility. In addition to railroad crossings, the characteristics of sections include platforms, tunnels, bridges, overhead, underground, curves, slopes, turnouts, steep slopes near tracks, high-rise buildings near tracks, bridges on tracks, etc..

Since the collision risk also depends on the speed, the risk evaluation result table also describes the speed and the risk at that speed. Generally, as the speed increases, the distance required for braking increases, and the risk of collision increases. Therefore, as the speed increases, a speed-dependent risk is set to a higher value.

There is a method in which the basic risk and the speed-dependent risk in the risk evaluation result table are determined by estimating the collision probability for each section based on the past case database. In addition, the speed-dependent risk may be determined based on the degree of damage to the track transportation system at the time of collision using a physical simulation, and may be determined based on the degree of damage. In addition, the basic risk includes those other than collision risks. For example, the risk of getting on the earth and sand that has flowed into the track, the risk of being blown by the bridge, and the like may be considered. An appropriate risk can be grasped according to the actual situation by defining the risk value from the basic risk, which is the first risk value defined according to the characteristics of the section, and the speed-dependent risk, which is a second risk value defined according to the speed.

Next, a travel pattern generation method will be described. <FIG> is a flowchart illustrating a processing procedure executed by a travel pattern generation unit <NUM>.

In Steps <NUM> to <NUM>, a travel pattern is generated. The operation based on the flowchart of <FIG> is as follows.

A risk evaluation result table between stations for which a travel pattern is to be created is obtained from the risk storage unit <NUM>. The process proceeds to Step <NUM>.

The inter-station travel time for which the travel pattern is to be created is acquired from the inter-station travel time storage unit <NUM>, and is set as a reference inter-station travel time. The process proceeds to Step <NUM>.

A travel pattern that runs at the fastest speed between stations for which a travel pattern is to be created is generated as the fastest travel pattern. The process proceeds to Step <NUM>.

The processing details of Step <NUM> will be described with reference to <FIG>. Travel pattern candidates <NUM> and <NUM> in which the speed is reduced by a predetermined value for each section with respect to the travel pattern <NUM> to be corrected are created. In the first trial, the travel pattern to be corrected is the fastest travel pattern. Next, the inter-station travel time and the risk for each of the travel pattern candidates <NUM> and <NUM> are calculated. The inter-station travel time can be calculated at the same time as creating travel pattern candidates. The risk refers to the risk evaluation result table for each section with respect to the travel pattern candidate, and reads out the speed-dependent risk according to the basic risk of the target section and the speed of the travel pattern candidate in the target section. The speed at which the speed-dependent risk is read may be an average speed of the travel pattern candidates in the target section or a maximum speed. The risks read for each section are summed up to be the risk between stations. The difference between the travel time of the travel pattern <NUM> to be corrected and the inter-station travel time of the travel pattern candidates <NUM> and <NUM> is defined as an increased travel time Δt. In addition, the risk between stations of the travel pattern <NUM> to be corrected and the risk between stations of the travel pattern candidates <NUM> and <NUM> are calculated, and the difference between the risks is defined as a reduced risk Δr. When the risk is reduced, the reduced risk Δr takes a positive value. An evaluation function S is defined as follows.

The evaluation function S is calculated for each section. In <FIG>, Δt<NUM> of the travel pattern candidate <NUM> in which the section <NUM> is changed is <NUM>, Δr<NUM> = <NUM>, S<NUM> = <NUM>, and Δt<NUM> of the travel pattern candidate <NUM> in which the section n is changed is <NUM>, Δr<NUM> = <NUM>, and S<NUM> = <NUM> is illustrated as an example. Such a calculation is performed in all sections to evaluate the evaluation function. The travel pattern candidate in the section where the evaluation function S is maximized is adopted as the corrected travel pattern <NUM>. In <FIG>, since the evaluation function Sn of the section n is maximized, the travel pattern candidate <NUM> of the section n is set as the corrected travel pattern <NUM>. The process proceeds to Step <NUM>.

The inter-station travel time of the corrected travel pattern and the travel time between reference stations are compared. If the inter-station travel time in the corrected travel pattern matches the reference travel time, the process proceeds to Step <NUM>. When the inter-station travel time in the corrected travel pattern is longer or shorter than the reference travel time, the process proceeds to Step <NUM>. Here, the condition for proceeding to Step <NUM> may not be a perfect match. For example, a match may be determined if the travel time between the reference stations is within ± <NUM> seconds. In this embodiment, it is determined whether the travel times match, but it is also possible to determine whether the distance is within the reference inter-station travel time, such as within ± <NUM> minutes.

The travel pattern created in Step <NUM> is transmitted to the ATO device as a target travel pattern.

In Step <NUM>, a travel pattern that minimizes the risk while satisfying the inter-station travel time using a hill-climbing method has been generated. However, the process in Step <NUM> is concluded to an optimization problem in which the inter-station travel time is a constraint and the risk is set to the evaluation function. Therefore, the process of Step <NUM> can be realized even using another optimization method, and for example, a dynamic programming method may be used. In the invention, any method may be employed as long as it is possible to generate a travel pattern with a minimum risk while satisfying the constraint conditions for traveling between stations.

As described above, according to the first embodiment, when creating a travel pattern for creating a travel pattern of the track transportation system traveling on a track, a travel pattern is created based on a risk value for each section into which a plurality of stations are divided, and it is determined whether the created travel pattern fits within a desired travel time. Therefore, it is possible to create a travel pattern so that the risk of collision between the track transportation system and obstacles is reduced while satisfying the inter-station travel time.

Although the value of the risk evaluation table is described as being static in the first embodiment, it may be changed dynamically. For example, in a case where it is detected that the track transportation system is temporarily stopped and the platform is congested as a result of the analysis of a passenger flow, the basic risk near the station platform in the risk evaluation table may be rewritten to a higher value. In addition, the case of a collision accident may be reflected in real time.

Although the time element is not considered in the value of the risk evaluation table in the first embodiment, a risk evaluation table for each time may be set. For example, the basic risk of a railroad crossing is increased during the commuting time, and the basic risk of a straight line is set high at night. With this configuration, the risk can be evaluated in more detail. In addition, factors that may change the risk, such as day of the week and weather, may be considered. The risk evaluation table may be held for each condition such as time zone and weather, and the risk evaluation table of the condition closest to the current condition may be read.

In the second embodiment, an example in which a travel pattern is dynamically created by a travel pattern creation device installed on the ground such as a command room will be described with reference to <FIG> and <FIG>. The description of the same parts as in the first embodiment will be omitted.

<FIG> is a diagram illustrating a configuration of a travel pattern creation device according to the second embodiment.

The travel pattern creation unit <NUM> provided on the ground dynamically creates a travel pattern from the latest risk evaluation information from a risk update unit <NUM> and the latest inter-station travel time information from an inter-station travel time update unit <NUM>. The train is driven according to the travel pattern received by wireless communication.

The risk evaluation information may be directly input to the risk update unit <NUM>, or may be additionally stored in a risk storage unit <NUM>. The inter-station travel time information may be directly input to the inter-station travel time update unit <NUM>, or may be additionally stored in an inter-station travel time storage unit <NUM>. Both the risk evaluation information and the inter-station travel time information may be manually input by a person, or may be automatically created by the system based on a predetermined input.

Next, a travel pattern generation method will be described. <FIG> is a flowchart illustrating the process of the travel pattern creation unit <NUM>. The travel pattern creation unit (<NUM>) executes the process illustrated in <FIG> each time the information of the risk update unit <NUM> and the inter-station travel time update unit <NUM> is updated.

In Steps <NUM> to <NUM>, the travel pattern is generated. The operation based on the flowchart in <FIG> is as follows.

The latest risk evaluation information between stations whose travel patterns are to be created is acquired from the risk update unit <NUM>. The process proceeds to Step <NUM>.

The latest travel time between stations for which travel patterns are to be created is acquired from the inter-station travel time update unit <NUM>, and is used as the reference inter-station travel time. The process proceeds to Step <NUM>.

Steps <NUM> and thereafter are the same as in the first embodiment.

As a scene where the dynamic creation according to this embodiment is effective, there is a scene where it is desired to reduce the inter-station travel time in order to recover the delay. In this case, by inputting a short travel time according to the degree to be recovered to the inter-station travel time update unit <NUM>, it is possible to operate the vehicle with a required time shorter than usual, and to achieve an early recovery to a normal schedule. A recovery travel time may be set in advance, and may be set so as to be automatically input to the inter-station travel time update unit <NUM> when a delay occurs.

As another example, the risk may be changed according to the weather. The risk of an on-bridge section may be set in advance according to the wind speed, and the risk update unit <NUM> may input the latest risk information from the wind condition information input in real time to the travel pattern creation unit <NUM>. With this configuration, it becomes possible to perform operation control that suppresses a train delay while suppressing an increase in overall risk even in stormy weather.

Such various risks may be prepared as a table for each scenario, and the risk update unit <NUM> may select an appropriate table based on the information on the appearance of various risks. The scenarios include, for example, natural environmental conditions such as wind and rain, and passenger flow. In the case of rain, the risk of sections where the risk changes according to the amount of rain, such as bridges, overhead, curved sections, slopes, etc., is stored as a table for each rainfall, and the risk update unit <NUM> refers to the table according to the rainfall information from a rain gauge, and transmits the latest risk evaluation information to the travel pattern creation unit <NUM>. With this configuration, even when a factor causing a change in risk occurs, it is possible to automatically realize operation with reduced risk while suppressing train delay.

In addition, it may be determined in Step <NUM> that a travel pattern that fits within the reference travel time cannot be created within a preset risk tolerance value, and a travel time correction signal may be issued in Step <NUM>. The determination that the creation is not possible may be made based on whether the determination in Step <NUM> has been performed a predetermined number of times (for example, <NUM> times). With such a second determination unit, when the set reference travel time is inappropriate, it can be detected early.

If the correction signal is displayed on a display, a commander can be prompted to input a new travel time to the inter-station travel time update unit <NUM>. In addition, the signal may be transmitted to the inter-station travel time update unit <NUM>, and the inter-station travel time update unit <NUM> itself may set a new travel time and transmit the signal to the travel pattern creation unit <NUM>.

In the travel pattern creation device of each embodiment described above, it is possible to provide a travel pattern between stations that has suppressed the risk while suppressing the influence on the inter-station travel time by creating the risk on each section where the stations are divided into a plurality of sections and the travel pattern created from the information on the inter-station travel time. Specifically, there is provided a determination unit that determines whether the travel pattern created from the information on the risk value is within the reference travel time. By adjusting the risk for each section based on the travel time, it is possible to create a travel pattern between stations so that a damage caused by collision between the track transportation system and obstacles while satisfying the inter-station travel time specified by the schedule.

In the first embodiment, the risk value is calculated as an evaluation function, so that the travel pattern is created to minimize the risk impact calculated based on the risk value. If the created travel pattern does not fit within the reference travel time, a travel pattern is created again such that the risk impact is minimized within conditions that fit within the reference travel time, and the fitted travel pattern is transmitted as the target travel pattern.

In particular, the travel pattern creation unit <NUM> of the second embodiment receives the updated risk value transmitted from the risk update unit <NUM> and the updated inter-station travel time transmitted from the inter-station travel time update unit <NUM>, and dynamically creates the travel pattern. By dynamically referring to the risk update information, it is possible to realize low-risk traveling according to the abnormal situation at that time. By dynamically referring to the travel time update information, it is possible to contribute to the earlier recovery of the delay.

In addition, with the automatic train operation device using the speed pattern created in this way, that is, an automatic train operation device which includes the travel pattern created from information on the risk value and the travel time between stations divided into a plurality of sections, the planning unit <NUM> for planning a target speed from the speed and the position, the speed deviation calculation unit <NUM> for calculating a speed deviation from the speed and the target speed, and the tracking unit <NUM> which receives the speed deviation and outputs a propulsion force, it is possible to provide an automatic operation in which the influence on the inter-station travel time is suppressed and the risk is also suppressed.

Although the examples of an unmanned track transportation system have been described in each embodiment, the invention is also applicable to a manned track transportation system. In the case of manned driving, a driver is assisted so as to follow the travel pattern created by the travel pattern creation unit. As a method of assisting, the travel pattern may be displayed on a display installed in the driver's cab, or the travel pattern may be converted into a driving operation and then displayed on the display of the driver's cab.

In each embodiment, the travel pattern with the minimum risk has been generated by using the optimization method. However, when there is a section in which the risk is particularly to be reduced, a travel pattern that minimizes only the risk in the section may be created. At this time, there is a possibility that there is another travel pattern with the minimum risk when viewed between stations, but by doing so, a travel pattern with a heuristically reduced risk can be created.

Claim 1:
A travel pattern creation device (<NUM>) for creating a travel pattern of a vehicle traveling on a track, comprising:
a risk storage unit (<NUM>) configured to store a risk value of each section which a route between stations is divided into;
an inter-station travel time storage unit (<NUM>) configured to store a reference inter-station travel time, which is a travel time between each station defined on a schedule for the vehicle; and
a travel pattern creation unit (<NUM>) configured to output a travel pattern as a target travel pattern, wherein the target travel pattern satisfies a predetermined condition according to the reference inter-station travel time and is such that a risk impact calculated based on the risk value of each section is minimized.