JP2025014070A - Travel pattern generator - Google Patents

Abstract

To enable correction to a travel pattern corresponding to a weather change in a remaining travel section when a weather changes in an advancing direction to a next station during traveling of a train between stations in accordance with a pregenerated travel pattern.SOLUTION: The travel pattern generator for generating a travel pattern indicating a relationship between a position and a speed of a train comprises: an information transmission/reception unit that receives weather condition information on a weather obtained at a forward observation point in the advancing direction of the train and weather acquisition position information on the observation point; a section determination unit that determines a pattern correction section in which the travel pattern is to be corrected in accordance with the weather condition information and the weather acquisition position information; and a travel pattern generation unit that corrects the travel pattern in accordance with the weather condition information in the pattern correction section.SELECTED DRAWING: Figure 3

Description

The present invention relates to a driving pattern generation device that generates driving patterns.

Patent Document 1 discloses that in a rail transit system that runs on a rail, a travel pattern generation device automatically creates travel patterns based on risk values for each section that is divided between stations and information on the travel time between the stations, and that natural environmental conditions such as wind and rain are incorporated as one of the risk value items.

JP 2019-134532 A

However, Patent Document 1 generates a running pattern for the entire section between stations, and there is an issue that if the weather changes while the train is running between stations according to the generated running pattern in the direction of travel to the next station, it is not possible to correct the running pattern for the remaining section of travel to one that corresponds to the change in weather.

A driving pattern generation device that generates a driving pattern that is a relationship between the position and speed of a train, and is characterized by comprising an information transmission/reception unit that receives weather condition information, which is information about the weather acquired at an observation point ahead of the train's traveling direction, and weather acquisition position information, which is position information of the observation point, while the train is traveling; a section determination unit that determines a pattern correction section, which is a section to be corrected in the driving pattern, according to the weather condition information and the weather acquisition position information; and a driving pattern generation unit that corrects the driving pattern in the pattern correction section according to the weather condition information.

According to the present invention, if a train is traveling between stations and the weather changes in the direction it is traveling to the next station, the train's running pattern can be adjusted to accommodate the weather change for the remaining section of travel.

FIG. 1 is a diagram showing an outline example according to a first embodiment; 4A to 4C are diagrams showing before and after a change in the driving pattern according to the first embodiment. 2 is a schematic diagram of functional blocks in an on-board device and a ground device according to the first embodiment. FIG. 1 is a flowchart showing an overall flow according to a first embodiment. 4 is a flowchart of a running state monitoring process according to the first embodiment. 1 is a flowchart showing a flow of determining a pattern correction section according to the first embodiment. 1 is a table showing criteria for determining weather conditions according to the first embodiment; 4 is a diagram showing an example of data stored in a storage unit and an overview of a driving pattern correction method according to the first embodiment; FIG. 13 is a table showing a correction value table according to the second embodiment. FIG. 11 is a schematic diagram of functional blocks in an on-board device and a wayside device according to a third embodiment. 13 is a flowchart showing a process flow in a driving pattern database according to a third embodiment. FIG. 13 is a diagram showing an overview of a driving pattern correction method according to a fourth embodiment. FIG. 13 is a diagram showing an overview of a driving pattern correction method according to a fifth embodiment. 13 is a flowchart showing an outline of a driving pattern correction method according to a fifth embodiment. FIG. 23 is a schematic diagram of functional blocks in an on-board device and a ground device according to a sixth embodiment. 13A to 13C are diagrams showing before and after a change in the driving pattern according to Example 7. FIG. 13 is a diagram showing an overview of a weather information acquisition method according to an eighth embodiment. FIG. 13 is a diagram showing an overview of a weather information acquisition method according to a ninth embodiment.

The following describes the examples with reference to the drawings.

In the first embodiment, a running pattern generation device for an automatically operated train is described. FIG. 1 is a diagram showing an overview of the first embodiment. In the first embodiment, while a train 1 departs from a departure station 3a and travels between stations until it arrives at a next station, a destination station 3b, the running pattern is automatically corrected in accordance with weather conditions in the section in which the train travels. In this application, the correction of a running pattern means changing a preset running pattern by any method, and includes not only a method of making corrections based on a preset running pattern, but also a method of creating a new running pattern for the relevant section.

In this embodiment, we assume a situation in which three observation points are installed between two adjacent stations, the departure station 3a where the train stops and the arrival station 3b where the train 1 travels and is the final destination. Each station and observation point has a means for checking the weather conditions. The three observation points are the first observation point 2a, the second observation point 2b, and the third observation point 2c, in order of proximity to the departure station, with the third observation point 3c being installed closest to the arrival station 3b. In addition, the section from the departure station 3a to the first observation point 2a is section A, the section from the first observation point 2a to the second observation point 2b is section B, the section from the second observation point 2b to the third observation point 2c is section C, and the section from the third observation point 2c to the arrival station 3b is section D. In the explanation of this embodiment, we assume that the weather is rainy only at the second observation point 2b, and the weather is sunny at the other stations and observation points.

The train 1 departs from the departure station 3a, and while traveling in section A to the first observation point 2a, it acquires weather information at the second observation point 2b, and while traveling in section B from the first observation point 2a to the second observation point 2b, it acquires weather information at the third observation point 2c. It acquires weather information from the observation point at the end of the section immediately preceding the section currently traveling, and checks whether there is any change in the weather information. If there is no change in the weather, the train 1 travels according to the travel pattern set at the time of departure, and if there is a change in the weather, it modifies the travel pattern to one according to the changed weather information according to a procedure described later, and the train 1 travels according to the modified travel pattern. In FIG. 1, the weather is sunny from the departure station 3a to the first observation point 2a, but the weather has changed to rain at the second observation point 2b. Since the weather has changed from the weather at the departure station and the first observation point 2a, the travel pattern from section B onwards is modified.

Figure 2 shows an example of the change between the running pattern set at the time of departure from the departure station 3a and the running pattern after correction. In this embodiment, the horizontal axis is the train position, the vertical axis is the train running speed, and the running pattern is shown in terms of the relationship between the train position and the train speed. The section where the train 1 runs with acceleration is the powering operation section, the section where it runs at a constant speed is the constant speed operation section, the section where it coasts is the coasting operation section, and the section where it decelerates by applying the brakes is the braking section. In this embodiment, while the train 1 is running in section A, it obtains the weather at the second observation point 2b, detects that the weather has changed from sunny to rainy, and corrects the running pattern from section B onwards. In the example of Figure 2, the running pattern in section A does not change before and after the correction, and powering operation is performed, but the running pattern is corrected so that the constant speed operation section is shorter and the coasting operation section is longer than before the correction from section B onwards.

3 shows the configuration of the on-board equipment and the ground equipment. In this embodiment, the equipment mounted on the train 1 is called the on-board equipment, and the equipment installed at each station and each observation point is called the ground equipment.
The on-board equipment mounted on the train 1 includes a driving pattern generating device 11 enclosed by a dotted line, as well as functions of a cab display unit, a drive unit, and a braking unit. The driving pattern generating device 11 is a device that generates a driving pattern represented by the relationship between the train position and the train speed, and can be represented by functional blocks of an information transmitting/receiving unit 111, a section determining unit 112, a driving pattern generating unit 113, a driving state monitoring unit 114, a powering command unit 115, and a memory unit 116.

The information transmission/reception unit 111 communicates information with other devices including ground equipment. The section determination unit 112 determines the section for which the running pattern is generated and modified. The running pattern generation unit 113 generates a running pattern for the section determined by the section determination unit. The running state monitoring unit 114 monitors the running state of the train itself. The powering command unit 115 generates a control command according to the running pattern and outputs the control command to the drive unit 13 and the braking unit 14. The memory unit 116 stores the train schedule, the running pattern created by the running pattern generation unit 113, and information received by the information transmission/reception unit 111.

The drive unit 13 functions to increase the speed of the train 1, and the brake unit 14 functions to decrease the speed of the train 1. The cab display unit 12 plays a role in displaying control commands from the powering command unit 115.

The functions of the driving pattern generating device 11 in FIG. 3 are realized by a CPU and memory. Flashback memory or storage is used as the memory. The cab display unit 12 is realized by displaying commands from the powering command unit 115 on a liquid crystal display installed in the cab. The drive unit 13 is realized by a main circuit device and a motor. The braking unit 14 is realized by a brake and a compressor. The brake may be an air brake, an electric brake, or a regenerative brake, and any of these may be used.

The ground equipment 2 has an information transmission/reception unit 21 that communicates with other devices including the train 1, a weather information generation unit 22 that aggregates weather information, and an observation unit 23 that observes actual weather conditions. The weather information generation unit 22 generates weather acquisition position information 221 that adds the position where the weather information was acquired, weather acquisition time information 222 that adds the time when the weather information was acquired, and weather condition information 223 that adds the weather conditions.

The information transmission/reception unit 21 of the ground device 2 in FIG. 3 is realized by a wireless device. The observation unit 23 is realized by a thermometer, a rain gauge, an anemometer, and a humidity observation instrument, but it is also possible to combine observation devices as appropriate. The weather information generation unit 22 is realized by a CPU.

Next, the overall process of correcting the running pattern and reflecting it in train control will be explained using the flowchart in Figure 4. In the conventional technology, a running pattern determined for each running section is prepared, and the train 1 runs while uniformly slowing down or limiting its speed depending on the weather conditions.

In this embodiment, before the train 1 starts running, the ground equipment 2 installed at the departure station 3a acquires weather information at the departure station 3a (S101), and transmits weather condition information 223 of the running section to the information transmission/reception unit 111 of the train 1 from the weather information generation unit 22 via the information transmission/reception unit 21 (S102). The running pattern generation device 11 on the car receives the weather condition information 223 transmitted from the ground equipment 2 at the information transmission/reception unit 111 (S103), compares the received information with the section determination unit 112, determines the running pattern creation section (S104), and selects the optimal running pattern according to the weather from the running patterns prepared in advance according to the weather in the memory unit 116 (S105). While the train 1 is running, the drive unit 13 and the brake unit 14 control the running of the train 1 according to this optimal running pattern in accordance with instructions from the powering command unit 115 (S106) (S107). However, there may be situations where the weather changes during the drive, or the vehicle is driven through an area with bad weather, making it impossible to drive according to the originally planned driving pattern.

Therefore, during travel, the travel pattern and actual travel state are constantly monitored by the travel state monitoring unit 114 to determine whether travel is being performed according to the optimal travel pattern (S108). If it is determined that travel is not possible according to the optimal travel pattern at the current travel point, the ground equipment 2 acquires the latest weather information from the observation point (S109) and transmits it to the train 1 (S110). The train 1 receives the weather information transmitted from the ground equipment 2 in S110 by the information transmission/reception unit 111 (S111). The section determination unit 112 determines a pattern correction section in which the travel pattern is corrected using the weather information received in S111 (S112). In the pattern correction section determined in S112, the travel pattern generation unit 113 corrects the travel pattern (S113). The powering command unit 115 generates a powering command according to the travel pattern corrected in S113 (S114), and controls the drive unit 13 and the brake unit 14 (S115). The determination of whether the vehicle is traveling according to the optimal traveling pattern in S108 in FIG. 4 is made according to the following procedure. FIG. 5 is a flowchart including the processing procedure in the traveling state monitoring unit 114. S1081 and S1082 are the processing procedures in the traveling state monitoring unit 114. Steps S105 to S107 and steps S111 to S115 in the flowchart are the same as those in the flowchart in FIG. 4, so the explanation will be omitted below.

The running state monitoring unit 114 cooperates with the memory unit 116, which has data in advance indicating the remaining running distance as a guideline for the remaining running time, and constantly monitors the running pattern and the actual running state while the train 1 is running. It is determined whether the target speed specified in the running pattern has been reached at the current running position (S1081). If the train 1 has not reached the target speed, it is determined that the train cannot run according to the optimal running pattern, and the process proceeds to S111, where the running pattern is corrected. If the train 1 has reached the target speed, the process proceeds to S1082, where the running state monitoring unit determines whether the remaining running distance is within a threshold value for the remaining running time. The remaining running time here refers to the time remaining from the current time to the arrival time previously specified in the operation schedule held by the memory unit 116, and the remaining running distance refers to the distance remaining from the current point to the arrival station 3b. If it is within the threshold value in S1082, it is determined that the train can run according to the optimal running pattern, and the process ends. If the result in S1082 is outside the threshold, it is determined that the vehicle is not traveling according to the optimal driving pattern, and the process proceeds to S111 to modify the driving pattern. Since the remaining driving time and remaining driving distance are emphasized as judgment criteria in addition to the viewpoint of whether the vehicle is traveling at the speed assumed in the driving pattern, the driving pattern can be modified to prioritize punctuality while responding to the changed weather conditions.

In order to reduce the number of processing steps, only one of the determination in S1081 of whether the target speed has been reached or the determination in S1082 of whether the remaining travel distance is within a threshold value with respect to the remaining travel time may be performed.
The method of determining the pattern correction section in S112 in FIG. 4 is as follows. The flow of determining the pattern correction section will be described with reference to the flowchart in FIG. 6. The section determination unit 112 determines the observation point at the end of the section immediately following the section currently being traveled as the weather observation start point (S1121). The observation unit 23 of the ground device 2 judges the weather conditions at the observation point from the rain gauge, anemometer, camera, sensor, and the wetness of the rails, and based on the results of the observation unit 23, the weather information generation unit 22 generates the weather acquisition position information 221, the weather acquisition time information 222, and the weather condition information 223, which the information transmission/reception unit 21 transmits to the train 1. The information transmission/reception unit 111 of the train 1 obtains the weather acquisition position information 221, the weather acquisition time information 222, and the weather condition information 223 (S1122). It is determined whether the weather at the observation point has changed from the initial classification (S1123). If there is a change in the weather, the process proceeds to S1125, and the section from the point where the weather changed to the arrival station 3b is determined as the pattern correction section. If the weather at the observation point has not changed from the initially expected weather, the train travels according to the travel pattern set at the time of departure, and when the train enters the next travel section, the weather information for the next observation point is confirmed (S1124). This process is repeated, and the section from the point where the weather changed to the arrival station 3b is determined as the pattern correction section.

The weather at a weather observation point is determined by comparing the temperature, humidity, precipitation, wind speed, etc. with pre-classified weather such as clear, sunny, cloudy, rain (light rain), rain (heavy rain), rain (thunderstorm), snow, strong wind, and gust of wind. T1 in FIG. 7 shows an example of a classification table that enables weather classification. In T1, the weather at the observation point is determined based on the relationship between temperature and humidity. For example, if the temperature is observed to be below 0°C and the humidity is observed to be between 0-30%, the weather is determined to be clear.
The driving pattern correction method in S113 in Fig. 4 is performed as follows: This will be described with reference to Fig. 8 which shows an example of data stored in the storage unit 116 and an overview of the driving pattern correction method.

When the pattern correction section is determined, the driving pattern generation unit 113 corrects the driving pattern. The memory unit 116 holds in advance the optimal driving pattern for each weather. The driving pattern generation unit 113 corrects the driving pattern according to the weather of the pattern correction section, and in so doing, takes into account the timetable, remaining driving time, and speed limit, compares the current driving state with the optimal driving pattern for each weather, and makes corrections to suit the current situation. When the weather changes from rainy to sunny, it is highly likely that the current speed will be slower than the speed of the optimal driving pattern for sunny conditions held in advance, so a pattern is regenerated in which the driving speed is increased to a range that satisfies the remaining driving time and speed limit, rather than the optimal driving pattern for sunny conditions held in advance.

In this embodiment, weather information is acquired from an observation point at the end of the section one section after the section in which train 1 is currently traveling, but the section distance and the observation point from which weather information is acquired while traveling through the section can be set arbitrarily within the range in which weather information can be acquired accurately. The shorter the section distance is set, the more accurate the weather information that can be acquired. In addition, by acquiring weather information from an observation point at the end of several sections ahead in advance, it is possible to secure more calculation time required to modify the traveling pattern.

According to this embodiment, even if the weather changes in the direction of travel to the next station while the train is traveling between stations, the travel pattern can be corrected to accommodate the weather change for the remaining travel section. In addition, by monitoring the train's travel status using the remaining travel time and remaining travel distance as criteria, the travel pattern can be corrected to accommodate the changed weather while maintaining punctuality.

In the second embodiment, the driving pattern correction method is changed from the first embodiment. When the pattern correction section is determined, the driving pattern generation unit 113 corrects the driving pattern. The memory unit 116 holds correction values for each weather in advance. T2 in FIG. 9 shows specific correction values for each weather in a table. The correction value shown in T2 is shown as an increase or decrease from the value before the change for each weather in two pieces of control information, the target speed and the output stage of the brake. For example, when the weather changes from sunny to rainy, the correction value shows that the target speed is changed from the target speed of 80 km/h before the change to -10 km/h km/h, and the brake is changed to be lowered by one step from the seventh stage. The driving pattern generation unit 113 refers to the correction value for each weather stored in the memory unit 116 according to the weather of the correction section, and reflects it in the correction of the driving pattern. In addition, the new driving pattern is corrected taking into account the train schedule, the remaining driving time, and the speed limit, as in the first embodiment.

In this embodiment, the driving pattern is modified according to the correction value for each weather condition, so it is possible to modify the driving pattern by making fine adjustments to the driving pattern created before starting driving.

In the third embodiment, the pattern correction method of the driving pattern generation unit 113 is changed from that of the first and second embodiments. In this embodiment, when the pattern correction section is determined, the driving pattern generation unit 113 corrects the driving pattern in the following procedure. FIG. 10 is a diagram showing an overview of the ground equipment and vehicle equipment in this embodiment. In FIG. 10, in addition to the configuration of the first embodiment, a ground database 4 having a driving pattern database is provided. The ground database 4 is composed of an information transmission/reception unit 41 that exchanges data with the train 1 and the ground equipment 2, and a driving pattern database 42 in which past driving data according to the weather is accumulated. The information transmission/reception unit 41 is realized by a wireless device. The driving pattern database 42 is realized by a CPU and a memory.

In this embodiment, after the pattern correction section is determined in FIG. 4, S112 of the first embodiment, the driving pattern generation unit 113 transmits the current weather condition information 223, weather acquisition time information 222, and correction section information in the pattern correction section to the information transmission/reception unit 41 of the ground database 4 via the information transmission/reception unit 111. The information transmission/reception unit 41 of the ground database 4 transmits the received weather condition information 223, weather acquisition time information 222, and correction section information to the driving pattern database 42. The correction section information is information indicating which section of the driving pattern is to be corrected. The driving pattern database 42 receives the received weather condition information 223, weather acquisition time information 222, and correction section information in the pattern correction section, extracts driving data corresponding to time information such as time and season and weather conditions such as temperature, and returns the data to the driving pattern generation unit 113. The driving pattern generation unit 113 adopts the driving pattern received from the ground database 4 and corrects the driving pattern.

The flow of processing in the ground database 4 is specifically shown in the flowchart of Fig. 11. After the pattern correction section is determined in S112 in Fig. 4, the ground database 4 receives the weather condition information 223, the weather acquisition time information 222, and the correction section information (S201), and proceeds to S202. In S202, the information in the driving pattern database 42 is sorted according to the weather condition information 223, and the driving pattern data is limited to those that apply to the current weather conditions. Next, in S203, the driving pattern data is limited to those for the relevant time period according to the weather acquisition time information 222.
In this embodiment, the time period is divided into three periods: 6:00 to 12:00, 12:00 to 18:00, and 18:00 to 24:00. Next, in S204, the travel pattern data is limited according to the season. In this embodiment, an example of dividing into spring, summer, autumn, and winter is used, but it is also possible to divide by month, and it can be set appropriately. Next, in S205, the travel pattern data is limited to the corresponding temperature range according to the current temperature in the weather condition information 223. In this embodiment, the temperature range is divided into three ranges: below 0°C, 0°C to 30°C, and above 30°C. By limiting the travel pattern data from S202 to S205, travel pattern data with similar conditions is obtained (S206), and transmitted to the train 1 via the information transmitting/receiving unit 41 (S207).
In this embodiment, the extensive driving pattern database allows the vehicle to flexibly respond to various weather conditions.

In Example 4, the pattern correction method of the running pattern generation unit is changed from Examples 1 to 3. In this example, the running pattern is corrected by referring to the running pattern of the preceding train, which is the closest train that is running ahead of the train and running on the same track as the train.

FIG. 12 is a diagram showing an overview of the running pattern correction method according to the fourth embodiment. The train itself 1a and the preceding train 1b have similar on-board device configurations, and exchange data with each other via the information transmitting and receiving unit. When the pattern correction section is determined, the running pattern generation unit of the train itself 1a corrects the running pattern in the following procedure. The running pattern generation unit transmits weather condition information 223 of the pattern correction section to the information transmitting and receiving unit of the preceding train 1b. If the weather conditions at the time of running in the same section match, the preceding train 1b that receives the information returns the running pattern used for running in the same section via the information transmitting and receiving unit. The running pattern generation unit adopts the running pattern used by the preceding train and corrects the running pattern.
In this embodiment, by receiving information from the preceding train, the situation can be reflected in real time.

In the fifth embodiment, the pattern correction method of the drive pattern generator in the first to fourth embodiments is changed. The method will be described with reference to FIG.
In the fourth embodiment, the running pattern generating unit receives a running pattern from the information transmitting and receiving unit of the preceding train 1b when the pattern correction section is determined. However, there is a possibility that the accuracy of the received information is not good, for example, when the driver of the preceding train 1b is not skilled in driving skills (less than one year of work experience, etc.). Taking the above case into consideration, in this embodiment, when the driver of the preceding train 1b is not skilled in driving skills, the running pattern of the preceding train 1b is not used and the ground database 4 is referred to.

Since the process is the same as in Example 1 up to the step of determining the pattern correction section (S112), the specific procedure after determining the pattern correction section will be described using the flowchart in Figure 14. First, the train itself 1a transmits weather condition information 223 for the pattern correction section and correction section information from the information transmission/reception unit 111 to the preceding train 1b (S301). The preceding train 1b, having received the information, determines whether the weather conditions differ when it travels through the same section (S302). If the weather conditions are the same, the preceding train 1b transmits the running pattern and driver information to the train itself 1a via the information transmission/reception unit (S303) and proceeds to S304. If the weather conditions differ when it travels through the same section, proceeds to S306, which will be described later.

In S304, it is judged whether the driver's skill level meets an arbitrarily determined standard. If it is judged that the driver is proficient, the running pattern of the preceding train for the same section is adopted (S305). On the other hand, if it is judged that the driver is not proficient, the process proceeds to S306. In S306, the train 1a transmits weather condition information for the pattern correction section, weather acquisition time information, and correction section information from the information transmitting/receiving unit to the ground database. The received ground database acquires a running pattern with similar conditions in the same procedure as in the third embodiment, and returns it to the train (S307). The running pattern generating unit corrects the running pattern based on the running pattern of the preceding train in S305 or the running pattern information from the ground database in S307 (S308).
In this embodiment, by receiving information from the preceding train, the advantage of being able to reflect the situation in real time is taken advantage of, and even when the information from the preceding train is not very accurate, by using a ground database, it is possible to more accurately revise the running pattern.

In the sixth embodiment, the outline of the on-board device is changed from that in the first embodiment, and the train is made manually operable.
The on-board device has, in addition to the functional configuration of the first embodiment, a manual powering command unit 15 that outputs powering command information operated by the driver based on the display on the cab display unit. In response to the command from the manual powering command unit 15, the drive unit 13 works to increase the speed of the train 1, and the braking unit 14 works to decrease the speed of the vehicle in response to the command from the manual powering command unit 15. The manual powering command unit 15 is realized by a master controller.

In this embodiment, a powering command created based on the modified driving pattern is displayed on the cab display unit 12, and the driver controls the drive unit 13 and the braking unit 14 by operating the master controller based on the powering command information displayed on the cab display unit 12.
In this embodiment, in an environment where automatic driving cannot be implemented, it is possible to support drivers with inexperienced driving techniques and contribute to standardizing the driving methods used by drivers.

In Example 7, the section determination method by the section determination unit 112 is changed from Example 1. In Example 1, the driving pattern was corrected for all driving sections from the section ending at the observation point where it was determined that there was a change in weather to the arrival station 3b, but in this example, the pattern correction section is set to the next observation point from the observation point where the change in weather was observed, and pinpoint correction is performed. Figure 16 shows the before and after change in the driving pattern, in this example, when the section determination unit 112 determines only the point where the weather changed as the pattern correction section and corrects the driving pattern. The position-speed graph showing the driving pattern in Figure 16 shows the driving pattern for sunny weather that was set in advance at the departure station 3a.

The position-speed graph of the running pattern in the lower part of Figure 16 shows a running pattern that has been changed in response to a change in weather only at the second observation point 2b while the train is running. First, the train departs from the departure station 3a and runs through section A according to the running pattern previously set for sunny weather. While running through section A, the section determination unit 112 determines the second observation point 2b, which is the end point of the next section B, as the weather observation point, and acquires the weather acquisition position information 221, the weather acquisition time information 222, and the weather condition information 223. In the example of Figure 16, the weather at the second observation point 2b has changed from the initially expected sunny weather to rainy weather, so the section determination unit 112 determines sections B and C, which are sections before and after the second observation point 2b where the weather has changed, as the pattern correction sections. At this time, the section determination unit 112 determines sections B and C as pattern correction sections, and obtains weather condition information 223 from all observation points between the second observation point 2b, where there has been a change from the initial assumption, and the arrival station 3b, to select sections where the weather has changed. In FIG. 16, the third observation point 2c exists between the second observation point 2b and the arrival station 3b, but since there has been no change from the initial assumption of sunny weather at the third observation point 2c, only sections B and C are determined as pattern correction sections, and the running pattern is corrected.

In this way, if there is a change in the weather at a certain observation point from the initial assumption, the section determination unit 112 selects the sections from that point to the arrival point where the weather has changed, determines a pattern correction section for each section where the weather has changed, and makes it possible to pinpoint only the sections where the weather has changed and correct the driving pattern.
According to this embodiment, it is possible to pinpoint and correct only the change points, and it becomes possible to drive in a manner close to the optimal driving pattern assumed before the start of the drive.

In the eighth embodiment, the method of obtaining weather information is changed from that in the first embodiment. This will be described with reference to FIG.
An umbrella sales measuring unit 31 installed at each station measures the sales of umbrellas and rain gear at shops and vending machines at each station (starting station, passing stations, and stopping stations) along the running section. A weather determining unit 32 obtains sales reference values according to the weather, and determines the weather by comparing the measured values with the reference values. The determined weather is transmitted as weather condition information from an information transmitting/receiving unit 33 at each station to an information transmitting/receiving unit 111 of the train 1.

In this embodiment, human behavior in response to the weather is used as information, so weather conditions that cannot be expressed numerically by rain gauges, etc., can be used. In addition, because information is used from fixed points, such as stations, the more data is accumulated, the more accurate the information can be expected to be.

In the ninth embodiment, the method of obtaining weather information is changed from that in the first or eighth embodiment. This will be described with reference to FIG.
The weather information generating unit 22 in the ground equipment 2 receives weather information from the information transmitting/receiving unit of the preceding train 1b when the preceding train ran, and generates weather acquisition position information 221, weather acquisition time information 222, and weather condition information 223. After that, the weather information generating unit 22 in the ground equipment 2 transmits the weather acquisition position information 221, weather acquisition time information 222, and weather condition information 223 to the information transmitting/receiving unit of the own train 1a via the information transmitting/receiving unit 21. The own train 1a receives the information from the ground equipment 2 at the information transmitting/receiving unit 111, and uses it as weather information when making a decision in the section determination unit 112.

In addition, the information transmitting/receiving unit of the preceding train 1b may directly transmit weather information for the preceding train 1b to the information transmitting/receiving unit of the train 1a as weather acquisition position information 221, weather acquisition time information 222, and weather condition information 223.
In this embodiment, weather information can be received from a vehicle currently traveling on the section to be traveled, making it possible to use more accurate, real-time weather information.
Although the first to ninth embodiments have been described, the embodiments can be appropriately combined depending on the purpose and the situation.

REFERENCE SIGNS LIST 1 Train 11 Travel pattern generation device 111 Information transmission/reception unit 112 Section determination unit 113 Travel pattern generation unit 114 Travel state monitoring unit 115 Powering command unit 116 Memory unit 12 Cab display unit 13 Drive unit 14 Braking unit 15 Manual powering command unit 2 Ground equipment 2a First observation point 2b Second observation point 2c Third observation point 21 Information transmission/reception unit 22 Weather information generation unit 23 Observation unit 3 Station 3a Departure station 3b Arrival station 4 Ground database 41 Information transmission/reception unit 42 Travel pattern database

Claims (15)

A running pattern generation device that generates a running pattern that is a relationship between a train's position and speed,
While the train was running,
an information transmitting/receiving unit that receives weather condition information, which is information related to weather acquired at an observation point ahead in the traveling direction of the train, and weather acquisition position information, which is position information of the observation point;
a section determination unit that determines a pattern correction section, which is a section to be corrected in the driving pattern, in accordance with the weather condition information and the weather acquisition position information;
A driving pattern generation device comprising: a driving pattern generation unit that modifies the driving pattern in the pattern modification section in accordance with the weather condition information. The driving pattern generating device according to claim 1,
A plurality of the observation points are present on a track on which the train runs,
the section determination unit compares weather condition information at a first observation point with weather condition information at a second observation point adjacent to the first observation point and located ahead of the train in a traveling direction;
A driving pattern generating device characterized in that, when the weather condition information is different, a section from a current point to a stop point is determined as a pattern correction section. The driving pattern generating device according to claim 1,
When a plurality of observation points are present on the track on which the train runs, and a section between two observation points is defined as one section,
the section determination unit compares weather condition information at a first observation point with weather condition information at a second observation point adjacent to the first observation point and located ahead of the train in a traveling direction;
When the weather condition information is different, a driving pattern generation device selects a section between two observation points from the current location to the stopping point that has different weather condition information, and determines the selected section as a pattern correction section. The driving pattern generating device according to claim 2 or 3,
The section determination unit compares weather condition information at the first observation point with weather condition information at the second observation point,
A driving pattern generation device characterized in that, when the weather condition information matches, weather condition information from a third observation point adjacent to the second observation point and located ahead in the direction of travel of the train is obtained. The driving pattern generating device according to any one of claims 1 to 4,
a running state monitoring unit that compares a preset running pattern with an actual running state of the train and determines whether the train is running according to the preset running pattern;
When the driving state monitoring unit determines that the vehicle is not traveling according to the driving pattern,
The drive pattern generation device, wherein the section determination unit determines a pattern correction section, and the drive pattern generation unit corrects the drive pattern of the pattern correction section. The driving pattern generating device according to claim 5,
The driving state monitoring unit performs at least one of the following: determining whether a speed specified in the driving pattern has been reached, or determining whether the remaining driving distance from the current location to the next station is within a threshold value for the remaining driving time from the current time to a predetermined arrival time at the next station. The driving pattern generating device according to any one of claims 1 to 6,
The driving pattern generating device further comprises a cab display unit that performs display according to the driving pattern corrected by the driving pattern generating unit. The driving pattern generating device according to claim 7,
A running pattern generation device comprising: a manual powering command unit that outputs a manually inputted control command for the train. The driving pattern generating device according to any one of claims 1 to 8,
A driving pattern generation device characterized in that the driving pattern generation unit modifies the driving pattern of the train based on a driving pattern predetermined for the pattern correction section and weather conditions. The driving pattern generating device according to any one of claims 1 to 8,
The driving pattern generating device, wherein the driving pattern generating unit modifies the driving pattern in accordance with a predetermined correction value for each weather condition. The driving pattern generating device according to any one of claims 1 to 8,
The driving pattern generation unit modifies the driving pattern of the train in accordance with the actual driving pattern of the train when it traveled through the pattern correction section in the same weather as the current situation, among the past driving patterns of the train. The driving pattern generating device according to any one of claims 1 to 8,
The driving pattern generation device is characterized in that the driving pattern generation unit modifies the driving pattern of the train in accordance with the driving pattern of a preceding train that previously ran through the pattern correction section. The driving pattern generating device according to any one of claims 1 to 8,
The driving pattern generation unit is
A method for correcting the running pattern according to an actual running pattern of the train when the train runs through the pattern correction section in the same weather condition among the past running patterns of the train; or
A method of correcting the running pattern according to a running pattern of a preceding train that has previously run through the pattern correction section, comprising:
A driving pattern generating device characterized in that either one of the driving patterns can be selected. The driving pattern generating device according to any one of claims 1 to 13,
A travel pattern generating device that predicts the weather condition information based on umbrella sales information at each station. The driving pattern generating device according to any one of claims 1 to 13,
A travel pattern generation device, characterized in that the weather condition information is obtained from a preceding train that ran on the same section one train before the train runs.

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