GB2551273A

GB2551273A - Train operations management system, method for managing train operations, and train operations management program

Info

Publication number: GB2551273A
Application number: GB1709791.6A
Authority: GB
Inventors: Kuno Hideyuki; Yoshida Hirotake
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2015-03-02
Filing date: 2015-03-02
Publication date: 2017-12-13
Also published as: GB201709791D0; JPWO2016139709A1; WO2016139709A1; JP6440817B2

Abstract

The purpose of the present invention is to suitably restore a timetable while minimizing increase in power consumption that accompanies train operations during a timetable disruption. To solve the problem, the present invention is characterized in: receiving an on-track position of a train from an onsite facility; generating a predicted timetable, which is a future timetable, using the on-track position of the train; generating a running curve that indicates a pattern of the travel speed with respect to the operations timetable of the train; determining a predicted power consumption amount that is consumed for each operations timetable when the train has traveled in accordance with the generated running curve; comparing the predicted power consumption amount thus determined and an allowable power value that indicates the power consumption amount that can be allowed for train operations; correcting the running curve when the predicted power consumption amount in either of the operations timetables exceeds the allowable power value so that power consumption is reduced during the time the allowable power value is exceeded; and transmitting the corrected running curve to the train so that the travel speed follows the corrected running curve.

Description

DESCRIPTION

Title of Invention: TRAIN OPERATION CONTROL SYSTEM, TRAIN OPERATION CONTROL METHOD, AND TRAIN OPERATION CONTROL PROGRAM

Technical Field [0001]

The present invention relates to a train operation control system or the like for controlling operation of railway trains .

Background Art [0002] A train operation control system is a system for monitoring the operation state of trains and controlling trains in accordance with a train schedule. Disasters or the like may sometimes disrupt traveling, deterring scheduled traveling according to previously-planned train lines. The previously-planned train lines are referred to as planned train lines . With the planned train lines and past train lines, which are generated on the basis of the past traveling performance, predicted train lines predicting future traveling are generated. The predicted train lines are used to control trains when the train schedule is disrupted.

[0003] PTL 1 discloses that "when a prediction result of power consumption exceeds the maximum feeding capacity of a substation of interest 3, information for correcting an execution-predicted train line and an executing operation curve of a train which is predicted to exist on a railroad line in a feeding territory of the substation of interest 3 is generated to maintain punctuality on the basis of performance data of a power characteristic corresponding to the type of the train or the position of the train on the railroad line in all feeding territories. Subsequently, the generated correction information is transmitted to an operation control system 2 (see PTL 1, paragraph 0033) .

Citation List Patent Literature [0004]

PTL 1: JP 2013-95398 A

Summary of Invention Technical Problem [0005]

The predicted train lines which are generated when the train schedule is disrupted predict traveling in which stoppage time at a station, traveling time between stations, and a distance between trains are minimized compared to a normal state . Accordingly, the train lines can gradually come close to the planned train lines, which have been planned by additionally considering spare time, and be used for recovery from the disruption of the train schedule.

[0006]

When the train schedule is disrupted and the traveling is carried out according to the predicted train lines in order to recover the disruption, the train is made to travel at an allowable maximum speed between stations compared to the planned traveling. This may require a larger acceleration than planned. Accordingly, it is possible that a larger load than in the normal operation is applied to a substation, causing an excess of allowable power or contract power determined for each substation.

[0007]

One example of controlling the train not to exceed the allowable power is to set an acceleration limit in a fixed section and inform the setting content to an operator of the train. The operator, therefore, can operate the train without exceeding the set acceleration, thus decreasing a local peak value of the power consumption. By this method, however, the trains that have been delayed are made to run at the same speed not being the highest speed, so that the recovery from the disrupted train schedule may be retarded.

[0008]

Although PTL 1 discloses the correction of the execution-predicted train lines and the executing operation curve to maintain punctuality when the prediction result of the power consumption is predicted to exceed the maximum feeding ability of the substation, PTL 1 does not disclose anything about exactly how the operation curve should be corrected to prevent delay.

[0009]

The present invention has been made in view of the above problems, and it is an object of the present invention to provide a train operation control system and the like capable of properly recovering a train schedule, while preventing an increase of power consumption associated with train operation, when the train schedule is disrupted.

Solution to Problem [0010]

To solve the above problems, a representative mode of the present invention receives a location of a train on a railroad line from a field device, generates a predicted train line which is a future train line using the location of the train on the railroad line, generates an operation curve indicating a traveling speed pattern of the train relative to operation time according to the generated predicted train line, determines predicted power consumption for each operation time consumed when the train travels according to the generated operation curve, compares the determined predicted power consumption with the allowable power indicating power consumption allowable for an operation of a train, and, when the predicted power consumption exceeds the allowable power at certain operation time, corrects the operation curve to decrease the power consumption during the time when the allowable power is exceeded, and transmits, to the train, the corrected operation curve that allows the traveling speed to follow the operation curve.

Advantageous Effects of Invention [0011]

According to the present invention, it is possible to properly recover the train schedule, while decreasing the increase of power consumption associated with the train operation when the train schedule is disrupted.

Brief Description of Drawings [0012] [FIG. 1] FIG. 1 is a configuration example of a train operation control system according to the present invention.

[FIG. 2] FIG. 2 illustrates a data format of train line information.

[FIG. 3] FIG. 3 illustrates an example of a train line display screen.

[FIG. 4] FIG. 4 illustrates an example operation curve when a train travels from station B to station C at a maximum acceleration.

[FIG. 5] FIG. 5 illustrates an example power consumption corresponding to FIG. 4.

[FIG. 6] FIG. 6 illustrates an example of train line display screen in a system in which power consumption is not considered.

[FIG. 7] FIG. 7 illustrates a travel result in a system in which power consumption is not considered.

[FIG. 8] FIG. 8 is a flowchart of power consumption checking processing.

[FIG. 9] FIG. 9 illustrates changes of power consumption of a train 1A relative to allowable power.

[FIG. 10] FIG. 10 illustrates a calculation result of new allowable power by additionally considering the power consumption of the train 1A.

[FIG. 11] FIG. 11 illustrates a comparison between power consumption and allowable power of a train 3A.

[FIG. 12] FIG. 12 illustrates a recalculated operation curve of the train 3A.

[FIG. 13] FIG. 13 illustrates a trend of power consumption corresponding to FIG. 12.

[FIG. 14] FIG. 14 illustrates comparison between the recalculated power consumption and the allowable power of the train 3A.

[FIG. 15] FIG. 15 illustrates a calculation result of new allowable power by additionally considering the power consumption of the train 3A.

[FIG. 16] FIG. 16 illustrates a comparison between the power consumption and the allowable power of a train 5A.

[FIG. 17] FIG. 17 is a recalculated operation curve of the train 5A.

[FIG. 18] FIG. 18 illustrates a trend of power consumption corresponding to FIG. 17.

[FIG. 19] FIG. 19 illustrates a predicted train line display result according to the embodiment.

[FIG. 20] FIG. 20 illustrates content of substation information.

[FIG. 21] FIG. 21 illustrates a hardware configuration of a train operation control system.

Description of Embodiment [0013]

An embodiment of the train operation control system according to the present invention will be described below by referring to the accompanying drawings.

[0014] FIG. 21 illustrates a hardware configuration of a train operation control system 100 of the present embodiment. The train operation control system 100 includes a CPU 2000, a memory 2100, a non-volatile storage medium 2200, an input device 2300, an output device 2400, and a communication I/F 2500, with a bus connecting among these elements.

[0015]

The CPU 2000 transfers a program from the non-volatile storage medium 2200 to the memory 2100 to execute the program. For example, an operating system (hereinafter referred to as an "OS") or application programs that run on the OS is executed.

[0016]

The memory 2100 is a temporary storage region to enable the CPU 2000 to operate, and the OS and application programs transferred from the non-volatile storage medium 2200, for example, may be stored in the memory 2100.

[0017]

The non-volatile storage medium 2200 is a storage medium for storing information, such as the OS, the application programs, a device driver, and other programs for operating the CPU 2000, as well as execution results of these programs. Examples of the non-volatile storage medium 2200 are a hard disc drive (HDD), a solid state drive (SSD) , and a flash memory. The non-volatile storage medium 2200 may also be implemented by an external storage medium capable of being removed easily. Such an external storage medium includes, for example, a flexible disc (FD), an optical disc such as a CD or a DVD, or a flash memory such as a USB memory or a compact flash (registered trademark).

[0018]

The communication I/F 2500 has a function of communicating with a network. The communication I/F 2500 receives a communication request from a program executed by the CPU 2000 and communicates the request via a network. In one example, the communication I/F 2500 is an IC, such as a media access control (MAC) chip based on IEEE 802.3 standard, a physical layer (PHY) chip, a composite chip of MAC and PHY, FPGA, CPLD, ASIC, or a gate array. The communication I/F 2500 may be included in the CPU 2000 or a chip set that controls information path in the computer.

[0019]

The input device 2300 is a device for externally receiving an input and is specifically a mouse or a keyboard.

[0020]

The output device 2400 is a device for externally outputting information and is specifically a display device, such as a liquid crystal display or a CRT.

[0021]

Next, functions of the train operation control system 100 is described by referring to the accompanying drawings.

[0022] FIG. 1 illustrates a functional configuration of the train operation control system 100 according to the present invention. An arithmetic processing unit 121 of FIG. 1 corresponds to the CPU 2000 of FIG. 21. A storage unit 122 of FIG. 1 corresponds to the memory 2100 and the non-volatile storage medium 2200 of FIG. 21. A communication I/F 117 of FIG. 1 corresponds to the communication I/F2500 ofFIG. 21. At rain line display screen 109 of FIG. 1 corresponds to the input device 2300 and the output device 2400 of FIG. 21. In FIG. 1, programs executed by the arithmetic processing unit 121 are illustrated in the arithmetic processing unit 121 as functional blocks.

[0023]

In the example illustrated in FIG. 1, a planned train line generation system 101, a route control device 118, and an operation support device 119 are connected to the train operation control system 100. A field system 102 is connected to the train operation control system 100 via the route control device 118.

[0024]

The planned train line generation system 101 is a system for generating planned train lines which are previously-planned train operation lines. The field system 102 is a system installed in the field including points, signals, track circuits, interlocks, and so on. The field system 102 controls train operation according to the instruction from the route control device 118, and detects the location of the train on the railroad lines for transmission to the route control device 118. The route control device 118 transmits an instruction to the field system 102 according to the working train lines and the predicted train lines sent from the operation control system 100 . Meanwhile, the location of the train on the railroad lines sent from the field system 102 is transmitted to the train operation control system.

[0025]

The train operation control system 100 receives the planned train line information from the planned train line generation system 101 via the communication I/F 117, and registers the information in working train line information 104 as train line information of the day by a train line information processing unit 103. The information of the location of the train on the railroad line received from the route control device 118 via the communication I/F 117 is registered in past train line information 105 as the train line of the past travel by the train line information processing unit 103.

[0026] A predicted train line generation processing unit 106 calculates a future train line by additionally considering minimum travel time between stations, minimum stoppage time of the train, and a trouble between trains to the working train line information 104 and the past train line information 105, and registers the calculated future train line in a predicted train line information 107. A data format for the train line information is described later by referring to FIG. 2.

[0027] A screen processing unit 108 displays train lines of various train line information on a train line display screen 109. In addition, the train line display screen 109 can receive a train line changing input, such as an input for changing order or time of departure of the train, from an operator. Upon receipt of the change content, the screen processing unit 108 generates a working train line different from the planned train line for registration in the working train line information 104 . The train line display screen 109 is described later by referring to FIG. 3.

[0028]

An operation curve generation processing unit 110 calculates an operation curve representing a relationship among a distance, speed, and time that change with traveling of the train in accordance with the predicted train line information 107 and the past train line information 105, which have been calculated in the predicted train line generation processing unit 106, as well as the current location, speed, vehicle performance of the train, and the state of railroad lines. A range for calculation is a section from a station to another station including the current location, and is registered in operation curve information 111. Although the above-mentioned range for calculation is used in the present embodiment, the operation curve may be calculated for the entire predictable time. For simplicity of explanation, all trains are regarded as having the same train performance, but in practice, but the actual operation curve may be generated depending on the performance of the train. Further, from the calculated operation curve information 111, a power consumption calculating unit 112 calculates past power consumption and predicted power consumption for registration in power consumption information 113. The operation curve and the power consumption are described later by referring to FIGS. 4, 5.

[0029]

The power consumption calculating unit 112 carries out power consumption checking processing for the calculated power consumption. The power consumption checking processing determines whether the calculated power consumption for each operation curve exceeds the allowable power for each substation. The allowable power for each substation and the section controlled by each substation are stored in substation information 116. When the calculated power consumption for each operation curve exceeds the allowable power for each substation, an acceleration limit is calculated from the allowable power and transmitted to the operation curve generation processing unit 110 from the power consumption calculating unit 112 to re-generate the operation curve. Further, the re-generated operation curve is transmitted to the predicted train line processing unit 106 and reflected in the time of the predicted train line. The checking of consumption power carried out by the power consumption calculating unit 112 is described later in detail by referring to FIG. 8.

[0030]

Although the operation curve information 111 and the power consumption information 113 are used in the present embodiment to optimize the predicted train line and to transmit the travel information to the train, such information may be used to display the operation curves and the power consumption on the train line display screen.

[0031]

The operation curve having been re-generated by the operation curve generation processing unit 110 is sent to the operation support device 119 via the communication I/F in response to an instruction from the operation curve transmitting unit 114.

[0032]

The operation support device 119 transmits the received operation curve to an operation curve display terminal 115 provided in the train. Meanwhile, an operator of the train operates the train in accordance with the operation curve displayed on the operation curve display terminal 115, thus preventing an increase of the power consumption, while carrying out such an operation as to allow quick recovery from the delay.

[0033] FIG. 2 illustrates a data format of the train line information of the present embodiment. It is assumed herein that the planned train line, the working train line, and the predicted train line are identical. This does not mean, however, that everything is perfectly identical even for the presence of all items. The train line includes the information in 200, 202 of FIG. 2.

[0034]

The train line format 200 includes items of the train line format, with the items numbered sequentially and illustrated vertically in a traveling direction. The train line format 200 includes information indicating departure time and arrival time for each train at individual stations listed in the traveling direction. Each train is identified by a train number 201.

[0035]

If the train does not stop at and passes a station, the arrival time at this station is not listed and only the departure time is listed. The train line format 202 includes, as part of the past train line information 105, locations between stations and time when the train is present at these locations to indicate the change of speed or stoppage of the train between stations . For example, the train line format 202 indicates that a train 101A has stopped at 1.0 km from station B.

[0036]

The train line format 202 uses additional numerals affixed to the sequential numbers of the train line format 200. Thus, the train line formats 202 and 200 are associated with each other. In an example of 202, the departure of the train No. 4 from the station B in the train line format 200 continues to Nos. 4-1, 4-2 of the train line format 202. By thus listing the locations and time between stations, the train information can be fixed and understood.

[0037] FIG. 20 illustrates the content of the substation information 116. The substation information 116 stores names of the substations, control sections of the substations, and allowable power of the substations, with the information being correlated with each other. For example, the fact that substation A supplies power to the train traveling between point a and point b, and the allowable power is OO is stored. The fact that substation C feeds power to the outbound train between point c and point d, and the allowable power is OO. Herein, the control sections are expressed using specific locations, but may also be expressed using a distance in kilometers from a reference station. The allowable power is the maximum power that each substation can supply or the contract power determined according to the contract with the power company, and such power is stored.

[0038] FIG. 3 illustrates an example of a train line display screen. A train line display screen 300 includes a train line display portion 301, a screen input portion 302, and a message display portion 303.

[0039]

The train line display portion 301 displays time along the horizontal axis and locations of the stations along the vertical line, thus illustrating a train schedule in train lines that connect the arrival time and the departure time at each station of the train line information. The past time is indicated on the left side of the current time 303 and the future time is indicated on the right side of the current time 303. A train line 304 in the range of the past time is referred to as a past train line, and a train line 305 in the range of the future time is referred to as a predicted train line . Each train line is displayed with a train number 306 corresponding to each train.

[0040]

In the screen input portion 302, the train line display portion 301 can be adjusted by zooming, and scrolled in both vertically and laterally. The screen input portion 302 can also receive a train line changing input to change the working train line, such as a change of time, suspension of the operation, or creating a new train, or an operation organizing input, such as determent of the train to deter the departure of the train. If the determent is input for the train 3A to deter the departure from the station B, the determent is notified to the operator to deter the departure. In the train line display screen, the past train line of the train stoppage at the station B is displayed according to the information that the train received from the field is stopping at the station B. In addition, a mark indicating determent, such as a mark 308, is displayed to improve visibility.

[0041]

The train 3A is an example of a train not traveling to the working train line. Since the train 3A has stopped at the station A, the working train line and the predicted train line are different. A train line 305 displays the working train line of the train 3A. The past train line, the predicted train line, and the working train line can be selected to be displayed or not displayed in the screen input portion 302.

[0042] FIG. 4 illustrates an example operation curve for the train 3Aof FIG. 3 with respect to the distance and speed. Since the train 3A is delayed, the operation curve is calculated from the predicted train line by which the train travels between the stations B and C at a maximum allowable speed. With the horizontal axis indicating time and the vertical axis indicating speed, speed 400 indicates the highest allowable speed of the train traveling in this travel section. On the normal railroad line, a power running operation is carried out at the maximum acceleration toward the highest speed, as indicated by the operation curve 401. After the highest speed is reached, the constant speed operation continues at the highest speed, as indicated by the operation curve 402. Since the planned train line includes spare time, coasting operation is carried out in this section to decrease the power consumption. Thus, the operation curve according to the planned train line is achieved.

[0043] A section, such as a section 403, may include a speed limit depending on the conditions of the railroad line. In traveling the section with a speed limit, braking operation is carried out before entering the speed limit section to decelerate to the speed limit, as illustrated by the operation curve 404, followed by traveling at the speed limit in the speed limit section as illustrated by the operation curve 405. When the speed limit section is over, the acceleration resumes as illustrated by the operation curve 406. Time 407 is time when the train stops at the station. Time 408 required to allow the train to stop at time 407 is calculated backward, and the operation curve that starts deceleration at time 408 is calculated. Next, power consumption is described by referring to FIG. 5. FIG. 5 illustrates an example power consumption corresponding to the operation curve of FIG. 4. The power consumption is plotted with the horizontal axis representing time and the vertical axis representing power. A trend of power 501 represents changes of power corresponding to the operation curve 401 of FIG. 4. Since the curve 401 represents a power running operation, an amount of power corresponding to the acceleration is consumed. A trend of power 502 represents changes of power corresponding to the operation curve 402. Since the operation curve 402 indicates a constant speed operation, an amount of power to allow keeping of the constant operation is consumed. Since the acceleration to maintain the constant speed operation is smaller than that of the power running operation that is operated at the maximum acceleration, the power consumption decreases.

[0044] A trend of power 503 represents changes of power corresponding to the operation curve 404. Since the operation curve 404 indicates a braking operation, a regenerative power in which motor is operated as a generator to return power to the cable is generated. The regenerative power can be used for the next acceleration when a storage cell is provided on the train, or used for supplying power to other trains via the cable . In the present embodiment, it is assumed that the vehicle system and the field system correspond to the latter case. In a case where the regenerative power cannot be used in the system, the power consumption becomes zero.

[0045] A trend of power 504 represents changes of the power consumption corresponding to the operation curve 405. Since the operation curve 405 indicates the constant speed operation, the same thing can be said for the trend of power 502. However, the operation curve 405 is slower in speed than the operation curve 4 02, when compared, so that the power consumption of the trend of power 504 is lower than that of the trend of power 502.

[0046] A trend of power 505 represents changes of power consumption corresponding to the operation curve 406. The operation curve 406 represents the power running operation at the maximum acceleration, as in the operation curve 401, so that the power consumption of the trend of power 505 is at the same level as the trend of power 501. The same thing as the trend of power 506 can also be said for the trend of power 503.

[0047]

Since the planned train line is generated by reflecting the operation curve and the power consumption, the traveling that reflects power can be achieved if operated according to the planned train line.

[0048]

If, however, the train schedule is disrupted, unexpected stop or slowing would occur to localize the trains, causing a local increase of the power consumption. As the distance between trains decreases, the power consumption locally increases to exceed the contract power set by the power company, causing the increase of power cost due to excessive charges. In particular, if a plurality of trains is present in the control section of a single substation, the power consumption for the substation soars when all trains made to start simultaneously. Thus, the localization of the locations of the plurality of trains on the railroad lines would increase the load to a particular substation. Therefore, it is required to control the power consumption that would increase associated with the disruption of the train schedule.

[0049] A possible case of attaining the highest peak value of the increasing power consumption would be a case where the trains stop or slow down, when the train schedule is disrupted, to decrease the distance between trains, and when the delay factor is eliminated, the plurality of localized trains are made to travel at the maximum acceleration to recover the disruption of the train schedule. In particular, if a plurality of trains is present in the control range of a single substation and all trains are made to accelerate simultaneously, the load applied to the substation may exceed the allowable power of the substation.

[0050]

In the following, an example of occurrence of an incident of train stop between the stations B and C and causing three trains to stop at the station B is described. FIG. 6 illustrates a display example of train lines for the present example in the train operation control system in which the operation curve generation processing unit 110 and the power calculating unit 112 of FIG. 1 are eliminated.

[0051]

When the train line is delayed from a working train line 601, a predicted train line is calculated with a minimum distance 602 from the preceding train and time 603 that is taken when the train travels at the highest speed between stations to recover the disruption of the train. By traveling according to the calculated predicted train line, a delay time 605 at the station C is expected to decrease to a delay time 604 at the station B, allowing gradual recovery from the disrupted train schedule .

[0052]

However, when a single substation (hereinafter referred to as substation A) supplies power between the stations B and C, the substation A is expected to receive a large load from the traveling of three trains at the maximum acceleration. Therefore, the operators of the trains are instructed to set an acceleration limit for the travel between the stations B and C. If the acceleration cannot be grasped numerically by a system on the train, a particular instruction to set a limit on the number of notches is provided.

[0053] FIG. 7 illustrates a display example of the train line display screen on which a traveling result of a case when the instruction of acceleration limit is provided. A current time 701 is time when the train 3A arrives at the station D. Since the acceleration limit instruction is provided between the stations B, C, the travel is delayed from a predicted train line 702 (although illustrated for comparison, the predicted train line cannot be displayed in practice) to form a past train line 703 which is delayed from the predicted train line. Namely, in the actual traveling, the disruption of the train schedule cannot be recovered as in the predicted train line between the stations B, C.

[0054]

In the above example of the disruption of the train schedule, a method for recovering from disruption of the train schedule earlier than in FIG. 7 by calculating power consumption according to the present invention is described.

[0055] FIG. 8 is a flowchart illustrating the power consumption checking processing carried out in the power calculating unit 112 of FIG. 1. The process flow is described below in order of processing steps.

[0056]

Step 801 (hereinafter step will be abbreviated as S):

Processing is carried out for all substations, because the power consumption checking processing is calculated for each substation. S801 is a start position of a substation loop and the processing starts from a substation located at the head in the traveling direction. In the above example of the disruption of the train schedule, the substation A that controls the section between the stations B, C is regarded as a substation in charge .

[0057] S802: Operation curve information including a section that overlaps the control section controlled by the substation in charge is extracted from the operation curve information registered in the operation curve information 111 of FIG. 1. Since only an operation curve between nearest stops is calculated in the present embodiment, the operation curve information of trains numbered 1A, 3A, 5A that are stopping at the station B is extracted.

[0058] S803: Allowable power of the substation in charge is obtained. This is a fixed value for each substation and each substation has a different value.

[0059] S804: From this step on, the processing is carried out for all operation curve information extracted in S802. S804 is a start point of an operation curve information loop, and the process proceeds in order of precedence of trains. In the above example of the disruption of the train schedule, the processing proceeds for the trains numbered 1A, 3A, 5A in this order .

[0060] S805: The operation curve information of a target train is obtained from the operation curve information 111 to calculate power consumption. To obtain the operation curve information of the delayed train in the above example of the disruption of the train schedule, the operation curve of the train traveling at the highest speed between the stations B and C as illustrated in FIG. 4 is obtained and used for calculation of the power consumption illustrated in FIG. 5 corresponding to FIG. 4. In the present embodiment, the trains 1A, 3A, 5A have the same vehicle performance, so that all three trains follow the operation curve of FIG. 4.

[0061] S806: The power consumption of the target train calculated in S805 is compared to the allowable power to determine whether the power consumption exceeds the allowable power. If no excess is determined, the process proceeds to S807 . If the excess is determined, the process proceeds to S810.

[0062] S807: The power consumption is subtracted from the allowable power to calculate new allowable power for the next train. The allowable power that is compared in S806 is a value obtained in S803 for the first train. For the second and subsequent trains, the allowable power is increased/decreased as the preceding train consumes power. If next operation curve information is not available, this step is skipped.

[0063] S808: This is the end point of the operation curve information loop started from S804. If there is more information to be processed in the operation curve information obtained in S802, the process returns to S805 to carry out the processing. If all the operation curve information has been processed, the process proceeds to S809.

[0064] S809: This is the end position of the substation loop started from S801. If there is a substation to be processed, the process returns to S802 to carry out the processing. If the processing has been carried out for all substations, the power consumption checking processing ends.

[0065] S810: For the time when the allowable power is lower than the power consumption during traveling at the maximum acceleration, an acceleration limit is obtained.

[0066] S811: The information of the acceleration limit is passed to the operation curve generation processing unit 110.

[0067] S812: Operation curve information that has reflected the acceleration limit passed in S811 is received from the operation curve generation processing unit 110. The process returns to S805 to carry out processing with the re-generated operation curve information. Since the operation curve has been generated with the acceleration calculated from the allowable power, the power consumption does not exceed the allowable power, and the processing of the target train ends.

[0068]

By the above processing, it is possible to generate the operation curve that does not exceed the allowable power for the entire sections, and train control is carried out by reflecting this operation curve in the predicted train line.

[0069]

In the following, an execution result of the power consumption checking processing for the above example of the disruption of the train schedule is described.

[0070] FIG. 9 illustrates an execution result of S805 when the target substation is the substation A and the target operation curve is the operation curve of the train No. 1A. Power 901 is the allowable power for the substation A obtained in S803. A trend of power 902 indicates changes of the power consumption of the train 1A calculated in S805. S806 determines whether the trend of power 902 of FIG. 9 exceeds the power 901. When S806 is executed here, no excess is determined and the process proceeds to S807.

[0071] FIG. 10 is an execution result of S807. S807 calculates a value by subtracting the power consumption of the trend of power 902 from the allowable power of the power 901. A trend of power 1001 represents allowable power for the train 1A by additionally considering the power consumption of the train 1A calculated in the processing 807. The power 901 is the original allowable power.

[0072]

Subsequently, the process proceeds to S808 and ends the processing for the train 1A. The process returns to S805 to start processing for the next train 3A.

[0073] FIG. 11 illustrates an execution result of S805 for the train 3A. A trend of power 1101 indicates changes of the power consumption of the train 3A calculated in S805. At time 1102, the train 3A departs after a minimum time interval has passed from the preceding train.

[0074]

If S806 is carried out here, an excess of the allowable power is determined in a time interval between the time 1102 when the train 3A has departed and time 1103 when the train 1A starts the constant speed traveling according to FIG. 11. The process is branched to a course indicating the presence of the excess, and proceeds to S810.

[0075]

Power 1104 indicates the power consumption at the time when the train travels at the maximum acceleration. In S810, an acceleration limit corresponding to the allowable power is calculated with respect to time intervals between the time 1102 and the time 1103 and between time 1106 and time 1107. At the time 1102, the train 3A departs and the trend of power 1001 which is the allowable power is lower than the power 1104. At the time 1103, the train 1A reaches the maximum speed. At the time 1106, the train No. 1A passes the speed limit section and starts acceleration. At the time 1107, the train No. 1A starts braking. Namely, the allowable power 1001 is lower than the power 1104 which is necessary for the train 3A to travel at the maximum acceleration in the time intervals between the time 1102 and 1103 and between the time 1106 and 1107. Therefore, the acceleration limit is calculated to limit the acceleration of the train 3A in this section.

[0076] FIG. 12 illustrates a result of S812. At S811, the acceleration limit calculated in S810 is passed to the operation curve generation processing unit. In S812, a result of re-generation of the operation curve using the acceleration limit passed in S811 is received from the operation curve generation processing unit 110. An operation curve 1201 represents the received operation curve of the train 3A.

[0077]

Since the acceleration limit is provided from the time 1102 which is the departure time of the train 3A to the time 1103 when the train 1A reaches the maximum speed, the increase of speed is slowed compared to an operation curve 1202 indicated by a broken line that represents the traveling at the maximum acceleration. On and after the time 1103, the acceleration limit is eliminated, so that the operation curve of the maximum speed is provided. Meanwhile, the acceleration limit is also provided from the time 1107 to the time 1108, but in this time, the train 3A is in the constant speed traveling, the operation curve indicates no deceleration even below the acceleration limit.

[0078] FIG. 13 illustrates a result of re-execution of S805 for the re-generated operation curve for the train No. 3A. A trend of power 1301 indicated by a solid line represents changes of the power consumption calculated from the recalculated operation curve of the train No. 3A. A trend of power 1302 indicated by a broken line represents the changes of power before recalculation.

[0079] FIG. 14 illustrates a result of execution of S806. A trend of power 1301 indicated by a thin solid line represents the changes of the power consumption recalculated in S805. The trend of power 1001 indicated by a bold solid line represents the allowable power calculated in S807 for the train 1A. A trend of power 1302 indicated by a thin broken line represents the changes of power consumption before recalculation. As a result of the recalculation, no excess is determined in S806. The process then proceeds to S807.

[0080] FIG. 15 illustrates a result of execution of S807. A trend of power 1501 indicated by a bold broken line represents a result of S807 obtained by subtracting the trend of power 1301 indicated by the thin solid line from the trend of power 1001 indicated by the bold solid line. Subsequently, the process proceeds to S808 to end the processing for the train No. 3A, and executes processing for the train No. 5A from S805.

[0081] FIG. 16 illustrates a result of execution of S805 for a train No. 5A. A trend of power 1601 indicated by a thin solid line represents an execution result of S805. At time 1602, the train has departed after a minimum time interval has passed from the preceding train 3A. A trend of power 1501 indicated by a bold broken line represents the allowable power calculated in S807 for the train 3A.

[0082]

After the execution of S806, it is determined that the excess is present, as can be seen from FIG. 16. The process then proceeds to S810. In S810, the acceleration limit for the allowable power is calculated for time 1603 and time 1604, in order to obtain the information to provide the allowable power not more than the power 1104. Specifically, allowable power 1501 is lower than the power 1104 necessary for the train 5A to travel at the maximum acceleration in the time 1603 and the time 1604. Therefore, the acceleration limit for limiting the acceleration of the train 5A in this section is calculated. In S811, the information is passed to the operation curve generation processing unit 110. In S812, a result of recalculation of the operation curve using the acceleration limit passed in S811 is received from the operation curve generation processing unit 110. FIG. 17 illustrates the received operation curve of the train 5A. An operation curve 1701 is re-generated for the train 5A. At time 1702, the train 5A has departed after a minimum time interval has passed after the preceding train. An operation curve 1703 is obtained when the train travels at the maximum speed from the time 1702.

[0083]

During the time 1603 and 1604, the increase of the speed of the operation curve 1701 slows due to the acceleration limit corresponding to the allowable power, when compared to an operation curve 1202 indicated by a broken line representing the traveling at the maximum acceleration. In particular, from the time 17 02 to the time 17 04, the train cannot depart because the acceleration is limited to zero, so that the departure time is changed to the time 1704.

[0084] FIG. 18 illustrates a re-execution result of S805 for the re-generated operation curve of the train No. 5A. A trend of power 1801 indicated by a solid line represents changes of the power consumption calculated from the re-generated operation curve of the train No. 5A. A trend of power 1802 indicated by a broken line represents the trend of the power consumption before the recalculation. A trend of power 1501 indicated by a bold solid line is the allowable power calculated in S807 for the train 3A. If S806 is executed here, the excess is not determined in S806 and the process proceeds to S807. In the present example, however, S807 is skipped because this is the last operation curve.

[0085]

Subsequently, the process proceeds to S808. Since all operation curve information obtained in S802 has been processed, the operation curve loop ends and the process proceeds to S809. When the process proceeds to S809, the processing for the substation A ends. According to the above processing, the predicted train lines of the train 3A and 5A are changed. FIG. 19 illustrates a train line display screen displayed according to the change result of the changed predicted train line.

[0086]

Train lines 1901, 1903, 1905, which are indicated by bold broken lines, are predicted train lines calculated for the trains 1A, 3A, 5A, respectively, according to the present invention. Train lines 1902, 1904, 1906, which are indicated by thin broken lines, are predicted train lines when the acceleration limit is fixed for all trains.

[0087]

It is understood that the prediction result calculated according to the present invention allows faster traveling than the prediction result in which the acceleration limit is fixed for all trains. In the train line 1905, the departure time is delayed from the departure time of the acceleration-fixed prediction, but the traveling is predicted to proceed faster, because the maximum acceleration is used in some time during traveling. Although the travel time between stations, the distance between trains, and the stoppage time at stations are delayed compared to the simple prediction, the travel cannot usually proceed according to the simple prediction.

[0088]

In the case of applying the embodiment of the present invention as illustrated in FIG. 19 (by the bold broken line) , it is understood that the preceding trains ΙΑ, 3A arrive at the station C earlier than the case where the embodiment of the present invention is not applied (by the thin broken line) , so that the trains 1A, 3A, 5A are able to travel at appropriate intervals. This allows efficient transportation of passengers who are stayed at the station C, compared to the operation indicated by the thin broken line in which the trains ΙΑ, 3A, 5A are operated in close order within a short time interval. As a result, the train schedule can be properly recovered.

[0089]

It is necessary to inform the travel information to the operator who is on the train to reflect the processing result obtained heretofore in the traveling with the traveling information. In the following, information to be transmitted to the operator and transmitting means for such information are described.

[0090]

In the present embodiment, the operation curve information and the acceleration information are transmitted to the operator. The operator starts operation of the train upon seeing this information. If the operation curve is not displayed on the train, only the departure time, arrival time and the acceleration may be displayed. If the acceleration is not numerically visualized, the acceleration may be substituted by the notch numbers.

[0091]

Transmitting means to the operator transmits the information from the operation support device 119 of FIG. 1 to the operation curve display terminal 115 on the train to display the operation curves with respect to time, speed, and acceleration, as well as the current time, speed, and acceleration. The acceleration for each section is also displayed. The transmitting means may be any means, such as an on-vehicle transmitting function or a manually-used wireless telephone capable of transmitting, to each train, the information of changes of the train schedule in the automatic train control apparatus or the train operation control system provided on the train.

[0092]

As described above, the present embodiment calculates the operation curve and the power consumption from the predicted train line generated in the train operation control system, and determines that the power consumption for a substation does not exceed the allowable power of the substation. If the excess of the allowable power is determined due to the all trains traveling in the control section of the substation at the maximum acceleration, the operation curve is re-generated such that the acceleration is set in order of precedence of the trains, and the subsequent trains are operated at an acceleration not exceeding the allowable power. The re-generated operation curve is then used to re-generate the predicted train line. The traveling information and the upper limit of the train are informed to the operator on the train.

[0093]

Thus, the power consumption can be decreased not to exceed the allowable power when the plurality of trains is traveling, and the operation curve capable of recovering the train schedule can be provided to each train. In addition, the processing of the present embodiment preferentially provides the maximum acceleration to the train located on the head, and re-generates the operation curve so that the subsequent trains can travel at the acceleration not exceeding the allowable power. In other words, the operation curve is generated so that the preceding trains can preferentially consume larger power. This prevents delay and stuck of trains and can quickly recover the train schedule .

[0094]

In the above embodiment, the operation curve is generated by setting higher priority to the preceding trains, but the order of priority may be set for each train type. For example, if a higher priority is set for express trains than local trains, the operation curve is generated so that the power can be consumed preferentially even when there is no preceding express train.

[0095]

As described above, by preventing the excess of the allowable power and optimizing the travel speed of the trains concerned, the quick recovery from the disruption of the train schedule can be achieved. Preventing the excess of the allowable power provides a large effect for railway companies who are obliged to pay additional cost, if the excess occurs, to the power company.

[0096]

The present invention is not limited to the above-described embodiment, and may include various modifications. For example, the embodiment has been described in detail to facilitate the understanding of the present invention, and is not necessarily limited to the embodiment that includes all the aforementioned structures. Further, some of the constituent components of the embodiment may be added, deleted, or substituted for by other constituent components. Further, all or part of the above-described configurations, functions, processing units, processing means, and the like may be formed using hardware by, for example, integrated circuit design. Further, the above-described configuration or functions may be implemented by software by a processor interpreting individual programs for implementing such configurations or function. The information of programs, table, or files that implement individual functions may be stored on a recording device, such as a memory, a hard disc, or a solid state drive (SSD), or a recording medium, such as an IC card, an SD card, or a DVD.

Claims

CLAIMS [Claim 1] A train operation control system, comprising: a storage unit; and an arithmetic processing unit, wherein the storage unit stores allowable power indicating power consumption allowable for an operation of a train, and the arithmetic processing unit receives a location of a train on a railroad line from a field device, and generates a predicted train line which is a future train line using the location of the train on the railroad line, generates an operation curve indicating a traveling speed pattern of the train relative to operation time according to the generated predicted train line, determines predicted power consumption for each operation time consumed when the train travels according to the generated operation curve, compares the determined predicted power consumption with the allowable power, and, when the predicted power consumption exceeds the allowable power at certain operation time, corrects the operation curve to decrease the power consumption during the time when the allowable power is exceeded, and transmits, to the train, the corrected operation curve that allows the traveling speed to follow the operation curve. [Claim 2] The train operation control system according to claim 1, wherein the arithmetic processing unit selects trains scheduled to travel in a predetermined travel section, and corrects the operation curve to limit speed or acceleration of the selected plurality of trains in ascending order of priority. [Claim 3] The train operation control system according to claim 2, wherein the priority is set for the trains in descending order based on precedence of the trains. [Claim 4] The train operation control system according to claim 2, wherein the arithmetic processing unit compares the predicted power consumption for a first train having a high priority among the selected trains with the allowable power, and, when the predicted power consumption exceeds the allowable power at certain operation time, corrects the determined operation curve, determines new allowable power which is a difference between the allowable power and the predicted power consumption for the first train, and compares the predicted power consumption for a second train having the second highest priority with the new allowable power, and, when the predicted power consumption exceeds the new allowable power in certain operation time, corrects the operation curve for the second train to decrease the power consumption during time when the new allowable power is exceeded. [Claim 5] The train operation control system according to claim 1, wherein the storage unit stores substation information indicating a power feeding range for a substation, the allowable power being stored corresponding to a substation, and the arithmetic processing unit uses the substation information and the predicted train line to select a plurality of trains scheduled to travel in a travel section to which power is supplied at identical time from an identical substation, and corrects the operation curve to limit speed or acceleration of the selected trains in ascending order of priority. [Claim 6] The train operation control system according to claim 5, wherein the arithmetic processing unit compares, to correct the operation curve for the train having the second highest or following priority, compares the predicted power consumption for the train whose operation curve is to be corrected with new allowable power obtained by subtracting the predicted power consumption for the train having a higher priority than the train to be corrected from the allowable power, and when the predicted power consumption exceeds the new allowable power at certain operation time, corrects the operation curve for the train to be corrected to decrease the power consumption during the time when the new allowable power is exceeded. [Claim 7] The train operation control system, according to claim 1, wherein the arithmetic processing unit determines the predicted train line using the corrected operation curve and displays the predicted train line on a display scene. [Claim 8] The train operation control system, according to claim 1, wherein when the predicted power consumption exceeds the allowable power at certain operation time, the arithmetic processing unit determines time when power necessary for the train to travel at a predetermined acceleration exceeds the allowable power, and corrects the operation curve to limit the acceleration of the train during the excess time. [Claim 9] The train operation control system according to claim 1, wherein when the predicted power consumption exceeds the allowable power at certain operation time, the arithmetic processing unit corrects the operation curve to decrease the speed limit or the acceleration of the train during the time when the predicted power consumption exceeds the allowable power . [Claim 10] A train operation control method, comprising: receiving a location of a train on a railroad line from a field device, and generating a predicted train line which is a future train line using the location of the train on the railroad line; generating an operation curve indicating a traveling speed pattern of the train relative to operation time according to the generated predicted train line; determining predicted power consumption for each operation time consumed when the train travels according to the generated operation curve; comparing the determined predicted power consumption with allowable power indicating power consumption allowable for the operation of the train, and, when the predicted power consumption exceeds the allowable power at certain operation time, correcting the operation curve to decrease the power consumption during the time when the allowable power is exceeded; and transmitting, to the train, the corrected operation curve in which the traveling speed is allowed to follow the operation curve . [Claim 11] The train operation control system according to claim 10, comprising: selecting trains scheduled to travel in a predetermined travel section; and correcting the operation curve to limit speed or acceleration of the selected plurality of trains in ascending order of priority. [Claim 12] A train operation control program for: receiving a location of a train on a railroad line from a field device, and generating a predicted train line which is a future train line using the location of the train on the railroad line; generating an operation curve indicating a traveling speed pattern of the train relative to operation time according to the generated predicted train line; determining predicted power consumption for each operation time consumed when the train travels according to the generated operation curve; comparing the determined predicted power consumption with allowable power indicating power consumption allowable for the operation of the train, and, when the predicted power consumption exceeds the allowable power at certain operation time, correcting the operation curve to decrease the power consumption during the time when the allowable power is exceeded; and transmitting, to the train, the corrected operation curve that allows the traveling speed to follow the operation curve.