JP2004051053A

JP2004051053A - Operation time interval calculation device

Info

Publication number: JP2004051053A
Application number: JP2002214670A
Authority: JP
Inventors: Keiichi Katsuta; 勝田　敬一; ▲高▼野　たい子; Taishi Takano; Kenji Oguma; 小熊　賢司; Tei Watabe; 渡部　　悌; Hiroshi Saotome; 早乙女　弘
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2002-07-24
Filing date: 2002-07-24
Publication date: 2004-02-19
Anticipated expiration: 2022-07-24
Also published as: JP3941618B2

Abstract

<P>PROBLEM TO BE SOLVED: To enable the calculation of an operation time interval using an operation curve even in a station yard having a complicated linear shape. <P>SOLUTION: A reference operation curve when a train travels singly is prepared concerning each of a preceding train and a following train based on station yard information, preceding train information, and following train information. The advance course completion time of a preceding train is calculated from an operation curve of the preceding train. Next, a condition for opening the not-opened advance course of a following train is found. A time satisfying the condition is calculated by the operation curve of the preceding train to obtain the advance course opening timing of the following train. The advance course completion time of the following train is calculated based on the advance course opening timing and the operation curve of the following train. An operation time interval between the preceding train and the following train is calculated based on the advance course completion time of the preceding train and the advance course completion time of the following train. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、鉄道車両の運転曲線作成技術に関し、運転曲線作成装置を用いた運行計画支援技術，運転整理支援技術，線形改修支援技術に関する。
【０００２】
【従来の技術】
運転時隔とは、相前後する列車が安定して走行できる最小間隔を駅における出発あるいは到着の時間間隔で表したものである。この運転時隔は、列車性能，路線条件（転てつ器による速度制限など）などから作成された先行・後続列車（折返しのある場合は、先行列車が後続列車の対向列車であることもある）の運転曲線と、駅構内情報と先行・後続列車の進行進路から求められる後続列車の進路の開通タイミングで決まる。
【０００３】
従来、遅れている先行列車や対向列車の運転状態を示す情報から、計画通りの運転では保安装置により駅間停止や速度の大幅な低下による時間のロスを招いてしまう列車の運転制御において、未開通進路の開通を予測して運転制御し、時間のロスを減少させるシステムが、特開２００１−１５８３５６号公報にある。
【０００４】
また、計画された発着時間通りに、先行列車による速度制限にかからないように駅中間を走行する運転曲線を作成する方法が、特開平８−１５６７９４号公報にある。
【０００５】
【発明が解決しようとする課題】
運行計画設計や運転整理，線形設計や線形改良には、運転曲線を用いた運転時隔の計算が必要である。
【０００６】
駅構内が複雑な線形の場合、未開通進路が開通となるための条件が複数存在することがあるなど、未開通進路が開通となるタイミングを特定することが難しい。
【０００７】
特に、折返し駅は、運行計画設計や運転整理においてボトルネックになりやすく、複雑な線形に対応でき、対向列車も考慮に入れた運転時隔計算は特に望まれる。
【０００８】
本発明の目的は駅構内が複雑な線形でも自動的に運転時隔を出力することができる運転時隔算出装置を提供することである。
【０００９】
【課題を解決するための手段】
本発明は、少なくとも、駅構内情報入力装置から入力されるデータと列車情報入力装置から入力されるデータと先行列車の列車識別番号と後続列車の列車識別番号を用いて、先行列車が着点に着点目標速度で到達してから後続列車が進路完了するまでの最短時間である運転時隔を算出する基本運転時隔算出装置を有する構成とする。
【００１０】
また、少なくとも、先行列車の運転曲線と後続列車の運転曲線を用いて、先行列車が進路完了してから後続列車が進路完了するまでの最短時間である運転時隔を算出する基本運転時隔算出装置を有する構成とする。
【００１１】
【発明の実施の形態】
本発明の実施例は、基本運転時隔算出装置１，計画進路完了時間算出装置２，最密折返しパターン導出装置３，駅構内情報入力装置４，列車情報入力装置５，列車順序情報入力装置６，折返列車情報入力装置７とを備えた構成である。
【００１２】
本発明の実施例を装置ごとに説明する。図１に基本運転時隔算出装置、図２に計画進路完了時間算出装置、図３に最密折返しパターン導出装置の構成を示す。
【００１３】
基本運転時隔算出装置１は、運転曲線作成部１１，後続列車の進路開通タイミング算出部１２，運転時隔算出部１３から構成され、駅構内情報入力装置４から入力されるデータ，列車情報入力装置５から入力されるデータ，先行列車の列車識別番号，後続列車の列車識別番号から、先行列車と後続列車の間の運転時隔
１４を算出する。なお、基本運転時隔算出装置１は、図１５に示す基本運転時隔算出装置Ｂ１５ように、先行列車の運転曲線９３と後続列車の運転曲線９４から先行列車と後続列車の間の運転時隔１４を算出する構成にしてもよい。この基本運転時隔算出装置Ｂ１５は、後続列車の進路開通タイミング算出部１２，運転時隔算出部１３から構成される。
【００１４】
計画進路完了時間算出装置２は、前記基本運転時隔算出装置１と進路完了時刻算出部２１から構成され、駅構内情報入力装置４から入力されるデータ，列車情報入力装置５から入力されるデータ，列車順序情報入力装置６から入力されるデータから計画された最初の列車の進路完了時から最後の列車の進路完了時までの時間２２を算出する。
【００１５】
最密折返しパターン導出装置３は、列車順序作成部３１，前記計画進路完了時間算出装置２，周期計算部３２，最密折返しパターン算出部３３から構成され、折返列車情報入力装置７から入力されるデータから最密折返しパターン３４を導出し、最密折返しパターンの一周期時間３５を算出する。
【００１６】
なお、運転時隔とは、対象とする二列車が、保安装置の許容する最も短い間隔で走行した場合の進路完了時刻の差と定義する。進路完了とは、進路の着点に列車が着点目標速度で到達したこと、進路開始とは、進路の発点に列車が発点初期速度で進行し始めたことと定義する。
【００１７】
本発明の実施例を説明する際に用いる、サンプル駅の配線略図の説明を図４に示す。
【００１８】
図４の配線略図が示すサンプル駅は、番線数が３の折返し駅である。横軸はＸ座標、縦軸はＹ座標を示し、数字はともにメートルスケールである。（）は軌道回路の名称、○は転てつ器の名称、信号機付近の１Ｌなどは信号機が現示する進路名称を示す。ホーム上の「１番線」などは番線名称を示す。
【００１９】
ここで、図４の配線略図と図５，図６に示すデータベースの内容を例にとって各情報内のデータベースの説明を行う。
【００２０】
図５に駅構内情報入力装置４から入力されるデータの内容を示す。駅構内情報入力装置４から入力されるデータは、駅構内の全軌道回路に関して、軌道回路識別番号・軌道回路名称・軌道回路の両端の座標を保持する軌道回路位置・制限速度の組を記憶する軌道回路データベース４１と、駅構内の全転てつ器に関して、転てつ器識別番号・転てつ器名称・転てつ器がある軌道回路識別番号・定位の場合の制限速度・反位の場合の制限速度・転換時間の組を記憶する転てつ器データベース４２と、番線識別番号・番線名称・出発する列車識別番号別の停車時間の組を記憶する番線データベース４３と、駅構内の全進路に関して、進路識別番号・進路名称・発点座標・着点座標・通行する軌道回路識別番号・通行する転てつ器識別番号と通行する時の定位，反位の向き・使用する番線識別番号の組を記憶する進路データベース４４と、駅から出発，駅に到着する列車が走行する駅構外の全線路に関して、線路の保安設備が許容する最短間隔を記憶する発着間隔データベース４５を保持する。
【００２１】
本発明の実施例では、軌道回路データベース４１の軌道回路識別番号１に軌道回路１Ｔのデータを格納する。この時、格納されるデータは、軌道回路識別番号の１，軌道回路名称の１Ｔ，軌道回路位置として左端座標（０，１５），右端座標（２２０，１５），制限速度２５ｋｍ／ｈである。
【００２２】
転てつ器データベース４２の転てつ器識別番号１に転てつ器▲１▼のデータを格納する。この時、格納されるデータは、転てつ器識別番号の１，転てつ器名称の▲１▼，転てつ器がある軌道回路識別番号として軌道回路３Ｔの識別番号である３、定位の場合の制限速度４５ｋｍ／ｈ，反位の場合の制限速度４５ｋｍ／ｈ，転換時間
１０ｓである。
【００２３】
番線データベース４３の番線識別番号１に１番線のデータを格納する。この時、格納されるデータは、番線識別番号の１、番線名称である１番線、出発する列車識別番号別の停車時間として１番線から出発する列車識別番号３の列車の停車時間を組にしたデータである。
【００２４】
進路データベース４４の進路識別番号１に進路１Ｌのデータを格納する。この時、格納されるデータは、進路識別番号の１，進路名称の１Ｌ，発点座標（３８０，１０），着点座標（０，１５），通行する軌道回路識別番号として軌道回路８Ｔ，７Ｔ，３Ｔ，２Ｔ，１Ｔの識別番号である８，７，３，２，１、通行する転てつ器識別番号とその方向として転てつ器▲５▼反位・▲１▼反位を組にした（５，反），（１，反）、使用する番線識別番号として１番線の識別番号である１である。
【００２５】
発着間隔データベース４５に、図４の配線略図右方をＡ方向とし、列車がＡ方向に進行する際に走行する駅構外の線路の保安設備が許容する最短間隔のデータを格納する。この時、格納されるデータは、Ａ方向，発，最短発間隔６０秒である。
【００２６】
図６に列車情報入力装置５から入力されるデータと列車順序情報入力装置６から入力されるデータと折返列車情報入力装置７から入力されるデータの内容を示す。列車情報入力装置５から入力されるデータは、運行される全列車に関して、列車識別番号・列車名称・最高速度・速度−加速度データ・速度−減速度データ・列車長・進行する進路識別番号・発点初期速度・着点目標速度の組を記憶する列車性能データベース５１を保持する。
【００２７】
本発明の実施例では、列車性能データベース５１の列車識別番号１に列車９００Ｍのデータを格納する。この時、格納されるデータは、例えば列車識別番号の１，列車名称の９００Ｍ，最高速度１２０ｋｍ／ｈ，速度−加速度データとして速度０から最高速度まで速度に対応する加速度３．０ｋｍ／ｈ／ｓ　，速度−減速度データとして速度０から最高速度まで速度に対応する減速度３．０ｋｍ／ｈ／ｓ　，列車長１６０ｍ，進行する進路識別番号として進路１Ｌの識別番号である１，発点初期速度６０ｋｍ／ｈ，着点目標速度０ｋｍ／ｈである。
【００２８】
列車順序情報入力装置６から入力されるデータは、順番・列車識別番号の組を記憶する列車順序データベース６１を保持する。
【００２９】
本発明の実施例では、列車順序データベース６１の順番１に列車９００Ｍのデータを格納する。この時、格納されるデータは、順番の１、列車識別番号として列車９００Ｍの識別番号である１である。
【００３０】
折返列車情報入力装置７から入力されるデータは、番線識別番号・発着の区別・列車識別番号の組を記憶する折返列車データベース７１を保持する。折返列車データベース７１には、折返し駅に存在する番線の発着分のデータが記憶される。
【００３１】
本発明の実施例では、折返列車データベース７１に列車９００Ｍが１番線に到着するというデータを格納する。この時、格納されるデータは、番線識別番号として１番線の識別番号である１，着，列車識別番号として９００Ｍの識別番号である１である。
【００３２】
次に、上記データを用いて基本運転時隔算出装置１の動作を説明する。前記基本運転時隔算出装置１は、運転曲線作成部１１，後続列車の進路開通タイミング算出部１２，運転時隔算出部１３からなり、運転曲線を作成する運転曲線作成部１１の動作から順に説明する。
【００３３】
列車情報入力装置５から入力されるデータ内の列車性能データベース５１から、先行列車の列車識別番号９１を用いて、前記先行列車の最高速度５１３・速度−加速度データ５１４・速度−減速度データ５１５・列車長５１６・進行する進路識別番号５１７・発点初期速度５１８・着点目標速度５１９を取得する。
【００３４】
さらに、駅構内情報入力装置４から入力されるデータ内の進路データベース
４４から、前記工程で取得した先行列車が進行する進路の進路識別番号を用いて、先行列車の進行する進路の発点座標４４３・着点座標４４４・通行する軌道回路識別番号４４５・通行する転てつ器識別番号と定位反位の方向４４６・使用する番線識別番号４４７を取得する。
【００３５】
その上さらに、駅構内情報入力装置４から入力されるデータ内の軌道回路データベース４１から、前記工程で取得した先行列車が通行する軌道回路識別番号を用いて、先行列車の通行する軌道回路の軌道回路位置４１３・制限速度４１４を取得、駅構内情報入力装置４から入力されるデータ内の転てつ器データベース
４２から、前記工程で取得した先行列車が通行する転てつ器識別番号と定位反位の方向を用いて、先行列車の通行する転てつ器の転てつ器がある軌道回路識別番号４２３，転換時間４２６，取得した情報が定位なら定位の場合の制限速度４２４、反位なら反位の場合の制限速度４２５を取得する。
【００３６】
前記工程で取得したデータを元に、発点から着点までの距離を算出し、さらに、位置ごとの制限速度を整理する。列車の最高速度以下でかつ、着点目標速度と発点初期速度と、通行する軌道回路の制限速度，通行する転てつ器の制限速度、を満たすように、速度−加速度データ・速度−減速度データを用いて、可能な限り短時間で進路完了できる場合の運転曲線を作成する。
【００３７】
運転曲線の作成に関して、列車の運転手法によって運転曲線の描き方を変えなければならないが、本実施例では、以下のように運転曲線を作成するとした。ちなみに、実際の運転曲線を元にデータを作成してもよいし、走行抵抗や運転士による操作のブレなどを考慮してデータを作成してもよい。前後の位置で制限速度が異なる地点において、制限速度の高い方向へ、制限速度の高い方向が進行と同方向なら速度−加速度データを用いて、進行と逆方向なら速度−減速度データを用いて、単位時間ごとに位置と速度を計算し運転曲線を描く。また、発点・着点も抽出し、発点からは初期速度を用いて進行方向へ単位時間ごとに位置と速度を計算し運転曲線を描き、着点からは目標速度を用いて進行方向の逆方向へ単位時間ごとに位置と速度を計算し運転曲線を描く。制限速度に到達した場合には、その速度で維持するとし、直線を描く。位置ごとに最も速度が低く描かれた曲線をつなげて運転曲線を完成する。
【００３８】
図７に列車９００Ｍの運転曲線の例を示す。前後の位置で制限速度が異なる地点、例えば０ｍ地点，２６０ｍ地点，３２０ｍ地点，３８０ｍ地点を抽出し、０ｍ地点，２６０ｍ地点，３２０ｍ地点から進行方向の逆方向へ速度−減速度データを用いて、単位時間ごとに位置と速度を計算し運転曲線を描く。３８０ｍ地点からは進行方向と同方向へ速度−加速度データを用いて、単位時間ごとに位置と速度を計算し運転曲線を描く。ちなみに、本例では、１０Ｔの制限速度のために直線になる。
【００３９】
後続列車の運転曲線も、後続列車の列車識別番号９２を用いて同様に作成する。
【００４０】
次に、運転曲線作成部１１で作成した運転曲線を用いて、後続列車の進路開通タイミングを算出する、後続列車の進路開通タイミング算出部１２の動作を説明する。
【００４１】
先行列車の通行する全軌道回路の内、後続列車の通行する軌道回路と重複する軌道回路について、先行列車の最後尾が前記軌道回路を抜けた時点を算出する。また、先行列車の通行する全転てつ器の内、後続列車の通行する転てつ器と重複している転てつ器について、先行列車の最後尾が前記転てつ器のある軌道回路を抜けた時点、さらに、転換の必要のある場合（先行列車と後続列車の進行する進路で、転てつ器の通行する方向が異なる場合）は転換時間を足した時点を算出する。以上算出した時点の内、最も遅い時点が後続列車の進路開通タイミングであり、後続列車の進路開通タイミング算出部１２はこの時点を出力する。なお、先行列車が軌道回路もしくは転てつ器を通過した事象が、後続列車の未開通進路が開通となるトリガである。
【００４２】
なお、先行列車と後続列車がともに同方向への出発、もしくは同方向からの到着の場合、発着間隔データベース４５の該当する方向４５１・発着区別４５２の最短間隔４５３に格納されている時間を取得し、出発の場合は先行列車と後続列車の進路完了時刻の差が最短間隔未満である時、到着の場合は先行列車と後続列車の進路開始時刻の差が最短間隔未満である時、最短間隔を満たすように後続列車の進路開通タイミングを遅らせる。
【００４３】
図４の駅において、進路１Ｌを進行する（１番線に入線する）列車を先行列車、進路２Ｒを進行する（２番線から出線する）列車を後続列車とした場合の後続列車の進路開通タイミング算出部１２の動作を説明する。図８に示すように、先行列車の通行する全軌道回路の内、後続列車の通行する軌道回路と重複する軌道回路は、３Ｔ（軌道回路識別番号３），７Ｔ（軌道回路識別番号７）である。先行列車の最後尾が前記軌道回路を抜けた時点は、運転曲線作成部１１で作成した先行列車の運転曲線から、それぞれ、先行列車が発点に発点初期速度で存在した状態から４３．６１秒，３９．２９秒と算出される。また、先行列車の通行する全転てつ器の内、後続列車の通行する転てつ器と重複している転てつ器はないので、転てつ器に関して処理はない。前記二数値の内、大きい４３．６１　秒を進路開通タイミングとし、出力する。なお、先行列車と後続列車がともに同方向への出発、もしくは同方向からの到着の場合ではないので、後続列車の進路開通タイミングを発着最短間隔によって遅らせることはしない。
【００４４】
次に、運転曲線作成部１１で作成した運転曲線と後続列車の進路開通タイミング算出部１２で作成された後続列車の進路開通タイミングを用いて、先行列車と後続列車の間の運転時隔を算出する、運転時隔算出部１３の動作を説明する。
【００４５】
運転曲線作成部１１で作成した先行列車の運転曲線から、先行列車が発点に発点初期速度で存在した状態を時刻０とし、先行列車の進路完了時刻を算出する。また、後続列車の進路開通タイミングに、後続列車は発点に発点初期速度で存在するとし、後続列車の運転曲線を用いて、後続列車の進路完了時刻を算出する。算出した先行列車の進路完了時刻と後続列車の進路完了時刻の差が先行列車と後続列車の間の運転時隔１４であり、運転時隔算出部１３はこの差を出力する。
【００４６】
図４の駅において、進路１Ｌを進行する列車を先行列車、進路２Ｒを進行する列車を後続列車とした場合の運転時隔算出部１３の動作を説明する。図９に示すように、先行列車が発点に発点初期速度で存在した状態を時刻０とすると、運転曲線作成部１１で作成した先行列車の運転曲線から先行列車の進路完了時刻が
５２．１８　秒、後続列車の進路開通タイミング算出部１２で作成した後続列車の進路開通タイミングが４３．６１　秒となる。さらに４３．６１　秒時点で後続列車は発点に発点初期速度で存在すると後続列車の運転曲線から後続列車の進路完了時刻が９５．７９秒（４３．６１秒＋５２．１８秒）となる。したがって、先行列車と後続列車の間の運転時隔は４３．６１秒（９５．７９秒−５２．１８秒）となり、これを出力する。
【００４７】
以上が基本運転時隔算出装置１の動作の説明である。
【００４８】
次に、列車順序情報入力装置６から入力されるデータと基本運転時隔算出装置１を用いて計画された最初の列車の進路完了時から最後の列車の進路完了時までの最短時間を算出する、計画進路完了時間算出装置２の動作を説明する。まず、１番目の列車の進路完了時刻を０とする。
【００４９】
進路完了時刻算出部２１は、列車順序情報入力装置６から入力されるデータの列車順序データベース６１に格納されている全ての列車の進路完了時刻を算出する。進路完了時刻算出部２１が２番目の列車の進路完了時刻を算出する方法を説明する。列車順序情報入力装置６から入力されるデータ内の列車順序データベース６１から、１番目の列車識別番号６０１を取得し、これを先行列車の列車識別番号９１とする。また、２番目の列車識別番号６０３も取得し、これを後続列車の列車識別番号９２とする。前記先行列車の列車識別番号，前記後続列車の列車識別番号，駅構内情報入力装置４から入力されるデータ，列車情報入力装置５から入力されるデータから、基本運転時隔算出装置１を用いて運転時隔を算出する。１番目の列車の進路完了時刻（０）６０２に算出した運転時隔を合算したものが２番目の列車の進路完了時刻６０４である。
【００５０】
次に、進路完了時刻算出部２１が３番目の列車の進路完了時刻を算出する方法を説明する。列車順序情報入力装置６から入力されるデータ内の列車順序データベース６１から、１番目の列車識別番号６０１を取得し、これを先行列車の列車識別番号９１とする。また、３番目の列車識別番号６０５も取得し、これを後続列車の列車識別番号９２とする。前記先行列車の列車識別番号，前記後続列車の列車識別番号，駅構内情報入力装置４から入力されるデータ，列車情報入力装置５から入力されるデータから、基本運転時隔算出装置１を用いて運転時隔を算出し、１番の列車の進路完了時刻（０）６０２に合算した時刻を算出する。同様に、２番目の列車識別番号を先行列車の列車識別番号とし、３番目の列車識別番号を後続列車の列車識別番号とし、基本運転時隔算出装置を用いて運転時隔を算出し、２番の列車の進路完了時刻に合算した時刻を算出する。算出した時刻の内、最も遅い時刻が３番目の列車の進路完了時刻６０６となる。
【００５１】
なお、列車が出発する進路の場合（列車の発点初期速度が０の場合）は、同番線へ入線した直前の列車の進路完了時刻から番線データベース４３の列車識別番号別の停車時間４３３に格納されている時間を経過した後、進路開始した場合の進路完了時刻も算出し、最も遅い時刻を３番目の列車の進路完了時刻６０６とする。
【００５２】
４番目の列車以降も同様に、進路完了時刻算出部２１は、若い順番の全列車との運転時隔を求め、最も遅い時刻を進路完了時刻とする。これは、運転時刻は必ずしも直前の列車だけに影響を受けるわけではないからである。
【００５３】
計画された最後の列車の進路完了時刻６０９が算出された後、計画された最初の列車の進路完了時刻６０２から最後の列車の進路完了時刻６０９までの時間を算出し、計画された最初の列車の進路完了時から最後の列車の進路完了時までの時間２２として出力する。
【００５４】
図４の駅において、列車９００Ｍが進路１Ｌを進行、次に列車９０１Ｍが進路２Ｒを進行、最後に列車９０２Ｍが進路１Ｒを進行する場合の計画進路完了時間算出装置２の動作を説明する。図１０に結果を示す。１番目の列車である９００Ｍの進路完了時刻を０秒とする。９０１Ｍは出発進路であるが、同番線へ入線した直前の列車はこの例では考慮外であるので、同番線へ入線した直前の列車の進路完了時刻は考慮しない。基本運転時隔算出装置１から９００Ｍと９０１Ｍの間の運転時隔が４３．６１　秒と算出され、進路完了時刻算出部２１は、４３．６１　秒を２番目の列車である９０１Ｍの進路完了時刻とする。次に、最後の列車である９０２Ｍは１番線から出発するので同番線へ入線した直前の列車の進路完了時刻から番線データベース４３の列車識別番号別の停車時間４３３に格納されている番線識別番号１における列車識別番号３の停車時間である６０秒を経過した後、進路開始した場合の進路完了時刻が１１２．１８　秒と算出される。また、基本運転時隔算出装置１から９０１Ｍと９０２Ｍの間の運転時隔が５７．８３　秒と算出される。１番目の列車である９００Ｍの進路完了時刻を０秒とすると、前者は１１２．１８秒、後者は１０１．４４（４３．６１＋５７．８３）秒となり、最も遅い時刻である１１２．１８　秒が最後の列車の進路完了時刻と算出され、これを計画された最初の列車の進路完了時から最後の列車の進路完了時までの時間２２として出力する。
【００５５】
以上が計画進路完了時間算出装置２の動作の説明である。
【００５６】
最後に、折返列車情報入力装置７から入力されるデータと、前記計画進路完了時間算出装置２を用いて、折返し駅の全ての番線を均等かつ周期的に使用した場合の、最密な折返しパターンと前記折返しパターンが必要とする時間を算出する最密折返しパターン導出装置３の動作を説明する。
【００５７】
まず、列車順序情報作成部３１では、折返列車情報入力装置７から入力されるデータ内の折返列車データベース７１から番線発着別の列車識別番号７１３を取得し、このデータを用いて列車順序情報を新たに作成する。後の計画進路完了時間算出装置２における重複計算を避けるため、番線識別番号１の着の列車識別番号を順番１の列車識別番号とし、残りの順番には折返列車データベース７１に格納されている残りの列車識別番号を対応させて列車順序データベースに格納する。これを全順序パターンで行う。つまり列車順序データベースは、「番線数×２（発着）−１（順番１固定）」の順列組み合わせの数、作成される。さらに、作成した列車順序データベースの順番を３倍＋１に増やし、増やした順番には格納されていた列車識別番号を順番どおり２回繰り返し、最後に順番１の列車識別番号を格納したもの（以後、３倍＋１の列車順序データベースと呼ぶ。）、順番を２倍＋１に増やし、増やした順番には格納されていた列車識別番号を順番どおり１回繰り返し、最後に順番１の列車識別番号を格納したもの（以後、２倍＋１の列車順序データベースと呼ぶ。）を作成する。列車順序情報作成部３１は上記のように作成した列車順序データベースを出力する。
【００５８】
出力された３倍＋１の列車順序データベース，２倍＋１の列車順序データベースと計画進路完了時間算出装置２を用いて、１番目の列車の進路完了時からそれぞれの列車順序データベースの最後の列車の進路完了時までの時間を算出する。
【００５９】
周期計算部３２では、３倍＋１の列車順序データベースで算出した１番目の列車の進路完了時から最後の列車の進路完了時までの時間から、２倍＋１の列車順序データベースで算出した１番目の列車の進路完了時から最後の列車の進路完了時までの時間を引き、３周期目の１番目の列車の進路完了時から４周期目の１番目の列車の進路完了時までの時間を算出し、これを計画されたパターンの一周期時間３２１として出力する。
【００６０】
これは、前記計画進路完了時間算出装置２では、１番目より前の列車の通行を考慮せず、１番目以降の列車の通行に影響しないとしたが、最密折返しパターン導出するためには、パターンを繰り返した場合を計算し、一周期にかかる時間を出力することが好ましいからである。よって、最密折返しパターン導出装置３は、１周期目は、前周期の列車の進路完了時刻を全て０として計画進路完了時間算出装置２を用いて計算し、２周期目から前周期の計算結果の影響を加味して進路完了時刻を求め、３周期目の１番目の列車の進路完了時から４周期目の１番目の列車の進路完了時までの時間を計画されたパターンの一周期時間として出力する。本実施例では、３周期目の１番目の列車の進路完了時から４周期目の１番目の列車の進路完了時までの時間を計画されたパターンの一周期時間としたが、これ以上の周期で計算してもよい。
【００６１】
最密折返しパターン導出部３３では、計算した全パターンの内、最も短い時間のパターン、およびその時間を、折返し駅の全ての番線を均等かつ周期的に使用した場合の最密折返しパターン３４、および最密折返しパターンの一周期時間
３５として出力する。
【００６２】
もちろん、折返しパターン以外の場合でも、計画したパターンを格納した列車順序データと前記計画進路完了時間算出装置２と周期計算部３２を用いて、計画されたパターンの一周期時間を算出することができる。
【００６３】
図４の駅において、最密折返しパターン導出装置３の動作を説明する。用いる折返列車データベース１１０１を図１１に示す。番線数が３の場合、データは６組（１番線着，１番線発，２番線着，２番線発，３番線着，３番線発）となる。列車順序情報作成部３１は、ひとつ目の列車順序データベースを作成する。折返列車データベースから番線識別番号１の着の列車識別番号１を順番１の列車識別番号とし、残りの順番に列車識別番号順に２，３，４，５，６と格納した図１２に示す列車順序データベース１２０１を作成する。これを元に、３倍＋１の列車順序データベース１２０３，２倍＋１の列車順序データベース１２０２を作成する。さらに、全順序パターン作成する。つまり、列車順序データベース，３倍＋１の列車順序データベース，２倍＋１の列車順序データベースともに、５（＝６−１）の順列組み合わせの数である１２０個作成される。
【００６４】
作成されたひとつ目の３倍＋１の列車順序データベース１２０３，２倍＋１の列車順序データベース１２０２と計画進路完了時間算出装置２を用いて各々の１番目の列車の進路完了時から最後の列車の進路完了時までの時間を算出する。図１３に示すとおり、３倍＋１の列車順序データベースの１番目の列車の進路完了時刻は０秒、最後（１９番目）の列車の進路完了時刻は９１９．９２　秒で、２倍＋１の列車順序データベースの１番目の列車の進路完了時刻は０秒、最後（１３番目）の列車の進路完了時刻は６３２．５７　秒である。周期計算部３２では、上記算出結果を引き、３周期目の１番目の列車の進路完了時から４周期目の１番目の列車の進路完了時までの時間、つまり、計画されたパターンの一周期時間３２１を、２８７．３５（＝９１９．９２−６３２．５７）と算出する。これも全パターンで行う。
【００６５】
最密折返しパターン導出部３３では、上記算出結果のうちもっとも短い時間のパターン、およびその時間を出力する。図１４に出力結果を示す。折返し駅の全ての番線を均等かつ周期的に使用した場合の最密折返しパターンは２通りあり、列車識別番号順で（１，２，４，５，６，３）と（１，５，６，２，４，３）のパターンで最密折返しパターンの一周期時間は２６３．３２秒である。
【００６６】
以上が最密折返しパターン導出装置３の動作の説明である。
【００６７】
また、算出されたパターンと、そのパターンが必要とする時間と各列車の運転曲線に基づいて、列車の挙動を配線略図上にアニメーション表示するアニメーション結果出力装置、さらには、その列車の挙動をダイヤグラム表示するダイヤグラム結果出力装置を備えても良い。
【００６８】
以上本実施例によれば、駅構内情報，列車情報から先行列車と後続列車の間の運転時隔が、作成した運転曲線に基づき正確かつ自動的に出力されるので、概算した運転時隔を用いて運行計画を設計していた従来に比べ、運行計画を高密度に設計することが可能となる。さらに、運行が乱れた後の運転整理時にも即座に運転時隔を出力できるので、従来より高度な運転整理が可能となる。
【００６９】
また、列車順序情報を加えることにより、計画された最初の列車の進路完了時から最後の列車の進路完了時まで時間を求めることができ、運行計画設計・運転整理時では設計したダイヤの可不可判断，線形設計・線形改良では想定したダイヤの可不可判断が容易になる。
【００７０】
さらに、折返列車情報を加えることにより、最密な折返しパターンと必要な時間を求めることができ、運行計画設計・運転整理時では最密・最適ダイヤの設計，線形設計・線形改良では、線形評価が自動的に行える。
【００７１】
【発明の効果】
本発明は、駅構内が複雑な線形でも自動的に運転時隔を出力することができる。
【図面の簡単な説明】
【図１】本発明の基本運転時隔算出装置の一実施例を示す図である。
【図２】本発明の計画進路完了時間算出装置の一実施例を示す図である。
【図３】本発明の最密折返しパターン導出装置の一実施例を示す図である。
【図４】本発明の実施例で使用した駅の一配線図である。
【図５】本発明の駅構内情報入力装置が入力するデータ構造を示す図である。
【図６】本発明の列車情報入力装置・列車順序情報入力装置・折返列車情報入力装置が入力するデータ構造を示す図である。
【図７】本発明の実施例により作成された進路１Ｌを進行する列車９００Ｍの運転曲線を示す図である。
【図８】本発明の後続列車の進路開通タイミング算出部で作成された中間データの一構成例を示す図である。
【図９】本発明の運転時隔算出部で作成されたデータの一構成例を示す図である。
【図１０】本発明の計画進路完了時間算出装置で作成されたデータの一構成例を示す図である。
【図１１】本発明の折返列車データベースの一構成例を示す図である。
【図１２】本発明の列車順序情報作成部で作成された列車順序データベースの一構成例を示す図である。
【図１３】図１２の列車順序データベースを入力とした計画進路完了時間算出装置の出力結果を示す図である。
【図１４】本発明の最密折返しパターン導出装置で導出した最密折返しパターンと最密折返しパターンの一周期時間を示す図である。
【図１５】本発明の基本運転時隔算出装置Ｂの一構成例を示す図である。
【符号の説明】
１…基本運転時隔算出装置、２…計画進路完了時間算出装置、３…細密折返しパターン導出装置、４…駅構内情報入力装置、５…列車情報入力装置、６…列車順序情報入力装置、７…折返列車情報入力装置、１１…運転曲線作成部、１２…後続列車の進路開通タイミング算出部、１３…運転時隔算出部、１４…先行列車と後続列車の間の運転時隔。[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an operation curve creation technology for a railway vehicle, and more particularly, to an operation plan support technology, a traffic control support technology, and a linear repair support technology using an operation curve creation device.
[0002]
[Prior art]
The operation interval is a minimum interval at which the trains adjacent to each other can run stably by a departure or arrival time interval at the station. This operation interval is based on the train performance, route conditions (speed limit using a switch, etc.), and the preceding and following trains (if there is a turnback, the preceding train may be the opposite train of the following train) ), The opening timing of the route of the succeeding train determined from the information on the station premises and the traveling route of the preceding / subsequent train.
[0003]
Conventionally, based on information indicating the operating status of a delayed preceding train or oncoming train, it has not been used in train operation control, in which the safety device causes time loss due to stoppages between stations or a significant decrease in speed when operating as planned. Japanese Patent Application Laid-Open No. 2001-158356 discloses a system that predicts the opening of an opening route and controls the operation to reduce time loss.
[0004]
Japanese Patent Application Laid-Open No. 8-156794 discloses a method for creating an operation curve for traveling between stations at a scheduled departure / arrival time so as not to be subject to speed limitation by a preceding train.
[0005]
[Problems to be solved by the invention]
It is necessary to calculate operation intervals using operation curves for operation plan design, operation arrangement, linear design and linear improvement.
[0006]
When the station premises are complicated and linear, it is difficult to specify the timing at which the unopened route is opened, for example, there may be a plurality of conditions for the unopened route to be opened.
[0007]
In particular, turnaround stations tend to become bottlenecks in operation plan design and operation arrangements, can cope with complicated alignments, and it is particularly desirable to calculate operation intervals taking into account oncoming trains.
[0008]
SUMMARY OF THE INVENTION It is an object of the present invention to provide a driving time interval calculating device capable of automatically outputting a driving time interval even when a station premises has a complicated linear shape.
[0009]
[Means for Solving the Problems]
The present invention, at least, using the data input from the station premises information input device, the data input from the train information input device, the train identification number of the preceding train and the train identification number of the following train, the preceding train reaches the destination A basic operation time interval calculation device that calculates an operation time interval that is the shortest time from when the vehicle arrives at the landing point target speed to when the subsequent train completes the course is adopted.
[0010]
Also, at least using the operating curve of the preceding train and the operating curve of the succeeding train, a basic operating time interval calculation that calculates an operating interval that is the shortest time from completion of the course of the preceding train to completion of the course of the following train. It is configured to have a device.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
The embodiment of the present invention comprises a basic operation time interval calculating device 1, a planned course completion time calculating device 2, a closest turnaround pattern deriving device 3, a station premises information input device 4, a train information input device 5, a train order information input device 6, , A return train information input device 7.
[0012]
An embodiment of the present invention will be described for each device. FIG. 1 shows a configuration of a basic operation time interval calculating device, FIG. 2 shows a configuration of a planned course completion time calculating device, and FIG.
[0013]
The basic operation time interval calculation device 1 includes an operation curve creation unit 11, a route opening timing calculation unit 12 for a subsequent train, and an operation time interval calculation unit 13, and data input from the station premises information input device 4 and train information input. From the data input from the device 5, the train identification number of the preceding train, and the train identification number of the following train, the operation time interval between the preceding train and the following train
14 is calculated. The basic operation time interval calculating device 1 calculates the operation time interval between the preceding train and the subsequent train from the operation curve 93 of the preceding train and the operation curve 94 of the following train, as in the basic operation time interval calculating device B15 shown in FIG. 14 may be calculated. The basic operation time interval calculation device B15 includes a route opening timing calculation unit 12 and an operation time interval calculation unit 13 for the following train.
[0014]
The planned route completion time calculation device 2 is composed of the basic operation time interval calculation device 1 and the route completion time calculation unit 21, and is data input from the station premises information input device 4 and data input from the train information input device 5. From the data input from the train order information input device 6, the time 22 from the planned completion of the route of the first train to the completion of the route of the last train is calculated.
[0015]
The closest turn pattern deriving device 3 includes a train order creating unit 31, the planned course completion time calculating device 2, a cycle calculating unit 32, and a close turn pattern calculating unit 33, and is input from the turn train information input device 7. The closest folding pattern 34 is derived from the data, and one cycle time 35 of the closest folding pattern is calculated.
[0016]
The operation interval is defined as the difference between the route completion times when the two trains of interest run at the shortest interval permitted by the security device. The completion of the route is defined as the train reaching the destination point of the route at the target speed, and the start of the route is defined as the train starting to progress at the initial speed at the start of the route.
[0017]
FIG. 4 shows a schematic diagram of a sample station used in describing an embodiment of the present invention.
[0018]
The sample station shown in the schematic wiring diagram of FIG. 4 is a turnaround station having three track numbers. The horizontal axis represents the X coordinate, the vertical axis represents the Y coordinate, and the numbers are both on a metric scale. () Indicates the name of the track circuit, は indicates the name of the switch, 1L near the traffic light, etc. indicate the route name indicated by the traffic light. “No. 1” on the home indicates the name of the number.
[0019]
Here, the database in each piece of information will be described using the schematic wiring diagram of FIG. 4 and the contents of the databases shown in FIGS. 5 and 6 as examples.
[0020]
FIG. 5 shows the contents of data input from the station premises information input device 4. The data input from the station yard information input device 4 stores a set of a track circuit identification number, a track circuit name, a track circuit position that holds the coordinates of both ends of the track circuit, and a speed limit for all the track circuits in the station yard. For the track circuit database 41 and all the switches in the station premises, the switch identification number, the switch name, the track circuit identification number with the switch, the speed limit in the case of localization, and the inversion A point database 42 that stores a set of speed limit / turning time in a case, a line database 43 that stores a set of stop times for each line identification number, line name, and departure train identification number; Regarding the route, the route identification number, the route name, the starting point coordinates, the destination point coordinates, the passing track circuit identification number, the passing point switch identification number, the localization when passing through, the direction of the inversion, and the line number to be used Path to memorize pairs A database 44, starting from the station, for all lines of the station off-premises the train arriving at the station is traveling, to hold the landing interval database 45 that stores the shortest distance to safety equipment of the line is allowed.
[0021]
In the embodiment of the present invention, the data of the track circuit 1T is stored in the track circuit identification number 1 of the track circuit database 41. At this time, the stored data includes the track circuit identification number 1, the track circuit name 1T, the left end coordinates (0, 15), the right end coordinates (220, 15) as the track circuit position, and the speed limit 25 km / h.
[0022]
The data of the point (1) is stored in the point identification number 1 of the point database 42. At this time, the stored data includes a point identification number 1, a point name {1}, an identification number of the orbital circuit 3T as the orbital circuit identification number where the point is located, and a localization. Speed limit 45km / h in case of reverse, speed limit 45km / h in case of reversal, conversion time
10 s.
[0023]
The number 1 data is stored in the number identification number 1 of the number database 43. At this time, the stored data is a set of the stop time of the train with the train identification number 3, which departs from the line 1, as the stop time for each of the train identification numbers 1, which is the line identification number, the line number 1, and the departure train identification number. Data.
[0024]
The data of the route 1L is stored in the route identification number 1 of the route database 44. At this time, the stored data includes the route identification number 1, the route name 1L, the starting point coordinates (380, 10), the destination point coordinates (0, 15), and the track circuits 8T, 7T as the track circuit identification numbers to pass. , 3T, 2T, 1T, 8,7,3,2,1 which is the identification number of the passing point, and the identification number of the passing point and the direction of the point. (5, anti), (1, anti), the number 1 to be used as the identification number of the line 1 is used.
[0025]
In the departure / arrival interval database 45, the right side of the wiring diagram in FIG. 4 is set to the A direction, and data of the shortest interval allowed by the safety equipment of the track outside the station yard when the train travels in the A direction is stored. At this time, the stored data is the direction A, the emission, and the minimum interval of 60 seconds.
[0026]
FIG. 6 shows the contents of data input from the train information input device 5, data input from the train order information input device 6, and data input from the return train information input device 7. The data input from the train information input device 5 includes a train identification number, a train name, a maximum speed, a speed-acceleration data, a speed-deceleration data, a train length, a traveling route identification number, and a departure for all trains operated. A train performance database 51 that stores a set of a point initial speed and a landing target speed is stored.
[0027]
In the embodiment of the present invention, the data of the train 900M is stored in the train identification number 1 of the train performance database 51. At this time, the stored data includes, for example, the train identification number 1, the train name 900M, the maximum speed 120 km / h, and the acceleration corresponding to the speed from speed 0 to the maximum speed as speed-acceleration data 3.0 km / h / s. Speed-deceleration data as speed-deceleration data from speed 0 to maximum speed corresponding to speed 3.0 km / h / s, train length 160 m, traveling route identification number as identification number of course 1L, starting point initial speed The speed is 60 km / h and the target landing speed is 0 km / h.
[0028]
The data input from the train order information input device 6 holds a train order database 61 that stores a set of order and train identification numbers.
[0029]
In the embodiment of the present invention, the data of the train 900M is stored in the order 1 of the train order database 61. At this time, the stored data is 1 in the order and 1 as the train identification number of the train 900M as the train identification number.
[0030]
The data input from the return train information input device 7 holds a return train database 71 that stores a set of a track identification number, a departure / arrival distinction, and a train identification number. In the return train database 71, data on the arrival and departure of the line existing at the return station is stored.
[0031]
In the embodiment of the present invention, data that the train 900M arrives at the first track is stored in the return train database 71. At this time, the stored data is the identification number 1, which is the identification number of the first line, as the line identification number, and is 1, which is the identification number of 900M, as the arrival number and the train identification number.
[0032]
Next, the operation of the basic operation time interval calculation device 1 will be described using the above data. The basic operation time interval calculation device 1 includes an operation curve generation unit 11, a route opening timing calculation unit 12 for a subsequent train, and an operation time interval calculation unit 13, and will be described in order from the operation of the operation curve generation unit 11 that generates an operation curve. I do.
[0033]
From the train performance database 51 in the data input from the train information input device 5, using the train identification number 91 of the preceding train, the maximum speed 513, speed-acceleration data 514, speed-deceleration data 515, The train length 516, the traveling route identification number 517, the starting initial speed 518, and the destination target speed 519 are acquired.
[0034]
Further, the route database in the data input from the station premises information input device 4
From 44, the starting coordinates 443, the destination coordinates 444, the passing track circuit identification numbers 445, and the passing traffic of the running route of the preceding train are obtained by using the route identification numbers of the running routes of the preceding train obtained in the above-mentioned process. The tool identification number and the orientation 446 of the localization / inversion are obtained.
[0035]
Further, the track circuit database 41 in the data input from the station premises information input device 4 is used to obtain the track circuit track number of the preceding train using the track circuit identification number of the preceding train obtained in the above step. The circuit position 413 and the speed limit 414 are acquired, and the switch database in the data input from the station premises information input device 4 is obtained.
From 42, the track circuit identification number 423 where the point of the passing point of the preceding train is located, using the identification number of the leading point passing through the preceding train and the direction of the localization inversion obtained in the above step. If the acquired information is the localization, the speed limit 424 in the case of the localization is obtained, and if the obtained information is the inversion, the speed limit 425 in the case of the inversion is obtained.
[0036]
Based on the data acquired in the above step, the distance from the starting point to the landing point is calculated, and the speed limit for each position is arranged. Speed-acceleration data / speed-decrease so as to satisfy the target speed of the destination, the initial speed of the departure point, the speed limit of the passing track circuit, and the speed limit of the passing point, which are lower than the maximum speed of the train. Using the speed data, an operation curve in the case where the course can be completed in the shortest possible time is created.
[0037]
Regarding the creation of the operating curve, the way of drawing the operating curve must be changed depending on the train operating method. In this embodiment, however, the operating curve is created as follows. Incidentally, the data may be created based on the actual driving curve, or the data may be created in consideration of the running resistance, the deviation of the operation by the driver, and the like. At a point where the speed limit is different at the front and rear positions, use the speed-acceleration data if the direction of the high speed limit is the same direction as the traveling direction, and use the speed-deceleration data if the direction of the high speed limit is the opposite direction. Calculates the position and speed for each unit time and draws an operating curve. In addition, the starting point and the landing point are also extracted.From the starting point, the position and speed are calculated for each unit time in the traveling direction using the initial speed, and a driving curve is drawn.From the landing point, the traveling speed is calculated using the target speed. Calculate the position and speed for each unit time in the opposite direction and draw the driving curve. When the speed limit is reached, it is assumed that the speed is maintained and a straight line is drawn. The running curve is completed by connecting the curves drawn at the lowest speed for each position.
[0038]
FIG. 7 shows an example of an operation curve of the train 900M. A point at which the speed limit is different between the front and rear positions, for example, 0m point, 260m point, 320m point, 380m point is extracted, and from the 0m point, 260m point, 320m point, using the speed-deceleration data in the reverse direction of the traveling direction, Calculate the position and speed for each unit time and draw the driving curve. From the point of 380m, using the speed-acceleration data in the same direction as the traveling direction, the position and speed are calculated for each unit time, and the driving curve is drawn. By the way, in this example, it becomes a straight line due to the speed limit of 10T.
[0039]
The operating curve of the subsequent train is similarly created using the train identification number 92 of the subsequent train.
[0040]
Next, the operation of the route opening timing calculation unit 12 of the subsequent train, which calculates the route opening timing of the subsequent train using the operation curve created by the operation curve creation unit 11, will be described.
[0041]
For the track circuit that overlaps with the track circuit through which the succeeding train passes out of all the track circuits through which the preceding train passes, the time when the tail end of the preceding train passes through the track circuit is calculated. In addition, of all the points passing by the preceding train, of the points overlapping with the passing points of the succeeding train, the last track of the preceding train has the track circuit with the above points. When the vehicle needs to be changed (when the direction in which the leading train and the following train travel in different directions is different), the time when the turning time is added is calculated. Among the calculated time points, the latest time point is the route opening timing of the subsequent train, and the route opening timing calculation unit 12 of the subsequent train outputs this time point. The event that the preceding train has passed through the track circuit or the switch is a trigger for opening the unopened route of the following train.
[0042]
When the preceding train and the following train both depart in the same direction or arrive in the same direction, the time stored in the shortest interval 453 of the corresponding direction 451 and departure / arrival distinction 452 in the departure / arrival interval database 45 is acquired. In the case of departure, when the difference between the route completion time of the preceding train and the following train is less than the shortest interval, in the case of arrival, the difference in the route start time of the preceding train and the following train is less than the shortest interval, Delay the route opening timing of the following train so that it is satisfied.
[0043]
At the station shown in FIG. 4, when the train traveling on track 1L (entering line 1) is a preceding train and the train traveling on path 2R (exiting from line 2) is a succeeding train, the opening timing of the following train is established. The operation of the calculation unit 12 will be described. As shown in FIG. 8, of all the track circuits that the preceding train passes, track circuits that overlap with the track circuits of the following trains are 3T (track circuit identification number 3) and 7T (track circuit identification number 7). is there. The point at which the last train of the preceding train has passed through the track circuit is 43.61 from the state in which the preceding train was present at the starting point at the starting initial speed, based on the operating curve of the preceding train created by the operating curve creating unit 11. Seconds, 39.29 seconds. In addition, since there is no switch that overlaps with the passing train of the succeeding train among all the passing trains of the preceding train, no processing is performed on the pointing device. Of the two numerical values, 43.61 seconds which is larger is set as the course opening timing and output. Since the preceding train and the succeeding train do not both depart or arrive in the same direction, the route opening timing of the succeeding train is not delayed by the shortest departure and arrival intervals.
[0044]
Next, the operation time interval between the preceding train and the subsequent train is calculated using the operation curve created by the operation curve creating unit 11 and the route opening timing of the subsequent train created by the route opening timing calculation unit 12 of the subsequent train. The operation of the driving time interval calculating unit 13 will be described.
[0045]
Based on the running curve of the preceding train created by the operating curve creating unit 11, the state where the preceding train was present at the starting point at the starting initial speed is set to time 0, and the route completion time of the preceding train is calculated. Further, at the time of the opening of the route of the subsequent train, it is assumed that the subsequent train exists at the point of departure at the starting point initial speed, and the route completion time of the subsequent train is calculated using the operation curve of the subsequent train. The difference between the calculated path completion time of the preceding train and the path completion time of the succeeding train is the operation time interval 14 between the preceding train and the subsequent train, and the operation time interval calculation unit 13 outputs this difference.
[0046]
In the station of FIG. 4, the operation of the driving time interval calculating unit 13 when the train traveling on the route 1L is a preceding train and the train traveling on the route 2R is a succeeding train will be described. As shown in FIG. 9, assuming that the state in which the preceding train was present at the starting point at the starting initial speed is time 0, the course completion time of the preceding train is calculated from the operating curve of the preceding train created by the operating curve creating unit 11.
At 52.18 seconds, the route opening timing of the subsequent train created by the route opening timing calculation unit 12 of the subsequent train is 43.61 seconds. Further, if the subsequent train exists at the departure point at the initial speed at the starting point at 43.61 seconds, the course completion time of the subsequent train becomes 95.79 seconds (43.61 seconds + 52.18 seconds) based on the operation curve of the subsequent train. Therefore, the operation interval between the preceding train and the succeeding train is 43.61 seconds (95.79 seconds−52.18 seconds), which is output.
[0047]
The above is the description of the operation of the basic operation time interval calculation device 1.
[0048]
Next, using the data input from the train sequence information input device 6 and the basic operation time interval calculating device 1, the shortest time from the time when the first train is completed to the time when the last train is completed is calculated. The operation of the planned route completion time calculation device 2 will be described. First, the route completion time of the first train is set to 0.
[0049]
The route completion time calculation unit 21 calculates the route completion times of all the trains stored in the train order database 61 of the data input from the train order information input device 6. A method in which the route completion time calculation unit 21 calculates the route completion time of the second train will be described. The first train identification number 601 is acquired from the train order database 61 in the data input from the train order information input device 6, and is set as the train identification number 91 of the preceding train. In addition, the second train identification number 603 is also acquired, and this is set as the train identification number 92 of the subsequent train. From the train identification number of the preceding train, the train identification number of the succeeding train, data input from the station premises information input device 4, and data input from the train information input device 5, the basic operation time interval calculation device 1 is used. Calculate the driving interval. The sum of the operation time intervals calculated to the route completion time (0) 602 of the first train is the route completion time 604 of the second train.
[0050]
Next, a method in which the route completion time calculation unit 21 calculates the route completion time of the third train will be described. The first train identification number 601 is acquired from the train order database 61 in the data input from the train order information input device 6, and is set as the train identification number 91 of the preceding train. In addition, the third train identification number 605 is also acquired, and this is set as the train identification number 92 of the subsequent train. From the train identification number of the preceding train, the train identification number of the succeeding train, data input from the station premises information input device 4, and data input from the train information input device 5, the basic operation time interval calculation device 1 is used. The driving time interval is calculated, and the time added to the route completion time (0) 602 of the first train is calculated. Similarly, the second train identification number is used as the train identification number of the preceding train, the third train identification number is used as the train identification number of the succeeding train, and the operation time interval is calculated using the basic operation time interval calculation device. Calculate the time that is added to the route completion time of the number-th train. The latest time among the calculated times is the route completion time 606 of the third train.
[0051]
In the case of the route from which the train departs (when the initial speed of the train is 0), the stop time 433 for each train identification number in the line database 43 is stored from the line completion time of the train immediately before entering the same line. After the elapsed time, the route completion time when the route starts is also calculated, and the latest time is set as the route completion time 606 of the third train.
[0052]
Similarly, for the fourth and subsequent trains, the course completion time calculation unit 21 calculates the operation intervals with all the trains in the youngest order, and sets the latest time as the course completion time. This is because the operation time is not necessarily affected only by the immediately preceding train.
[0053]
After the route completion time 609 of the last train planned is calculated, the time from the route completion time 602 of the first planned train to the route completion time 609 of the last train is calculated, and the first train planned Is output as time 22 from the completion of the route of the last train to the completion of the route of the last train.
[0054]
The operation of the planned route completion time calculation device 2 when the train 900M travels on the route 1L, then the train 901M travels on the route 2R, and finally the train 902M travels on the route 1R at the station in FIG. 4 will be described. FIG. 10 shows the results. The route completion time of the first train, 900M, is set to 0 second. Although 901M is a departure route, the train immediately before entering the same line is not considered in this example, so the route completion time of the train immediately before entering the same line is not considered. The driving time interval between 900M and 901M is calculated as 43.61 seconds from the basic driving time interval calculation device 1, and the course completion time calculation unit 21 calculates 43.61 seconds as the course completion time of the second train 901M. And Next, since the last train 902M departs from the first track, the track identification number 1 stored in the stop time 433 for each train identification number in the track database 43 from the track completion time of the train immediately before entering the same track. After the elapse of 60 seconds, which is the stop time of the train identification number 3 in, the route completion time when the route starts is calculated to be 112.18 seconds. Further, the basic operation time interval calculating device 1 calculates the operation time interval between 901M and 902M as 57.83 seconds. Assuming that the first train 900M has a course completion time of 0 second, the former has 112.18 seconds, the latter has 101.44 (43.61 + 57.83) seconds, and the latest 112.18 seconds is the last. , And outputs this as the time 22 from the planned completion of the first train to the completion of the last train.
[0055]
The above is the description of the operation of the planned course completion time calculation device 2.
[0056]
Lastly, using the data input from the return train information input device 7 and the planned route completion time calculation device 2, the densest return pattern when all the tracks of the return station are used equally and periodically. The operation of the closest folding pattern deriving device 3 for calculating the time required by the folding pattern will be described.
[0057]
First, the train order information creation unit 31 acquires the train identification number 713 for each departure and arrival of the line from the return train database 71 in the data input from the return train information input device 7, and uses this data to newly update the train order information. Create In order to avoid duplicate calculations in the planned route completion time calculation device 2 later, the train identification number of the line identification number 1 is set to the train identification number of the order 1, and the remaining order stored in the return train database 71 is the remaining order. Are stored in the train order database in association with each other. This is done in a full order pattern. That is, the train order database is created with the number of permutation combinations of “number of track lines × 2 (departure / arrival) −1 (fixed order 1)”. Further, the order of the created train order database is increased by three times + 1, and the stored train identification numbers are repeated twice in order in the increased order, and finally the train identification number of order 1 is stored (hereinafter, referred to as Train order database of 3 times + 1), the order was increased to 2 times + 1, the train identification numbers stored in the increased order were repeated once in order, and finally the train identification number of order 1 was stored. (Hereinafter referred to as a train order database of double + 1). The train order information creating unit 31 outputs the train order database created as described above.
[0058]
Using the output train order database of 3 times + 1, the train order database of 2 times + 1 and the planned course completion time calculation device 2, the course of the last train in each train order database from the time when the course of the first train is completed. Calculate the time to completion.
[0059]
In the cycle calculation unit 32, the first time calculated in the double + 1 train order database is calculated from the time from the time when the first train has completed the course calculated in the triple + 1 train order database to the time when the last train has been completed in the train order database. The time from the completion of the route of the train to the completion of the route of the last train is subtracted, and the time from the completion of the route of the first train in the third cycle to the completion of the route of the first train in the fourth cycle is calculated. Are output as one cycle time 321 of the planned pattern.
[0060]
This is because the planned route completion time calculation device 2 does not consider the traffic of the trains before the first train and does not affect the traffic of the trains after the first train. This is because it is preferable to calculate the case where the pattern is repeated and output the time required for one cycle. Therefore, in the first cycle, the closest-package folded pattern deriving device 3 calculates the route completion time of the train in the previous cycle as 0 using the planned route completion time calculation device 2, and calculates the calculation result of the previous cycle from the second cycle. The time from the completion of the first train in the third cycle to the completion of the first train in the fourth cycle is calculated as one cycle time of the planned pattern, taking into account the effect of Output. In the present embodiment, the time from the completion of the course of the first train in the third cycle to the completion of the course of the first train in the fourth cycle is set as one cycle time of the planned pattern. It may be calculated by
[0061]
The closest turn pattern deriving unit 33 uses the shortest time pattern among all the calculated patterns, and the time, as the closest turn pattern 34 when all the track lines of the turning station are used equally and periodically, and One cycle time of the closest folded pattern
Output as 35.
[0062]
Of course, even in the case other than the turnback pattern, one cycle time of the planned pattern can be calculated using the train order data storing the planned pattern, the planned route completion time calculation device 2 and the cycle calculation unit 32. .
[0063]
The operation of the closest folded pattern deriving device 3 at the station in FIG. 4 will be described. FIG. 11 shows the return train database 1101 used. When the number of track lines is 3, the data is 6 sets (arrival on track 1, arriving on track 1, arriving on track 2, arriving on track 2, arriving on track 3, and arriving on track 3). The train order information creating unit 31 creates a first train order database. The train sequence number shown in FIG. 12 in which the train ID number 1 of the line ID number 1 is set as the train ID number 1 from the return train database and stored as 2, 3, 4, 5, 6 in the order of the train ID numbers in the remaining order The database 1201 is created. Based on this, a train order database 1203 with triple times + 1 and a train order database 1202 with double times + 1 are created. Further, an all-order pattern is created. That is, 120 trains, which are the number of 5 (= 6-1) permutation combinations, are created for the train order database, the triple order train order database, and the double order train order database.
[0064]
Using the created first triple order train order database 1203, double double order train order database 1202 and the planned course completion time calculation device 2, the course of the last train from the time of completion of the course of each first train Calculate the time to completion. As shown in FIG. 13, the route completion time of the first train in the triple order +1 train order database is 0 seconds, and the route completion time of the last (19th) train is 919.92 seconds, and the train order of twice +1 The route completion time of the first train in the database is 0 second, and the route completion time of the last (13th) train is 632.57 seconds. The cycle calculation unit 32 subtracts the above calculation result, and calculates the time from the completion of the course of the first train in the third cycle to the completion of the course of the first train in the fourth cycle, that is, one cycle of the planned pattern. The time 321 is calculated as 287.35 (= 919.92-632.57). This is also performed for all patterns.
[0065]
The closest folded pattern deriving unit 33 outputs the shortest time pattern among the above calculation results and the time. FIG. 14 shows the output result. There are two close-packed turn-back patterns when all the tracks of the turn-around station are used equally and periodically, and (1,2,4,5,6,3) and (1,5,6) in the order of train identification numbers. , 2, 4, 3), one cycle time of the closest folded pattern is 263.32 seconds.
[0066]
The above is the description of the operation of the closest density folded pattern deriving device 3.
[0067]
In addition, based on the calculated pattern, the time required by the pattern and the operation curve of each train, an animation result output device that displays an animation of the behavior of the train on a schematic wiring diagram, and a diagram of the behavior of the train A diagram result output device for displaying may be provided.
[0068]
According to the present embodiment, the operating time interval between the preceding train and the succeeding train is accurately and automatically output based on the created operating curve from the station premises information and the train information. It becomes possible to design an operation plan at a higher density than in the conventional case where an operation plan is designed using the operation plan. Further, since the driving time interval can be output immediately even after the operation is disturbed after the operation is disturbed, it is possible to perform a more advanced operation disposition.
[0069]
In addition, by adding train order information, the time from the completion of the planned route of the first train to the completion of the route of the last train can be obtained. Judgment, linear design, and linear improvement make it easy to determine whether or not the assumed diamond is acceptable.
[0070]
Furthermore, by adding the return train information, the closest return pattern and the required time can be obtained. The design of the closest / optimal timetable during operation planning and rescheduling, the linear evaluation in the linear design / linear improvement Can be done automatically.
[0071]
【The invention's effect】
The present invention can automatically output the operation time interval even when the station premises are complicated linear.
[Brief description of the drawings]
FIG. 1 is a diagram showing an embodiment of a basic operation time interval calculating device according to the present invention.
FIG. 2 is a diagram showing an embodiment of a planned course completion time calculation device according to the present invention.
FIG. 3 is a diagram showing an embodiment of a closest-density folded pattern deriving device of the present invention.
FIG. 4 is a wiring diagram of a station used in the embodiment of the present invention.
FIG. 5 is a diagram showing a data structure input by the station premises information input device of the present invention.
FIG. 6 is a diagram showing a data structure input by the train information input device / train order information input device / return train information input device of the present invention.
FIG. 7 is a diagram showing an operation curve of a train 900M traveling on a course 1L created according to an embodiment of the present invention.
FIG. 8 is a diagram illustrating an example of a configuration of intermediate data created by a route opening timing calculation unit of a subsequent train according to the present invention.
FIG. 9 is a diagram illustrating a configuration example of data generated by an operation time interval calculation unit according to the present invention.
FIG. 10 is a diagram showing a configuration example of data created by the planned course completion time calculation device of the present invention.
FIG. 11 is a diagram showing a configuration example of a return train database of the present invention.
FIG. 12 is a diagram illustrating a configuration example of a train order database created by a train order information creating unit according to the present invention.
FIG. 13 is a diagram showing an output result of a planned route completion time calculation device using the train order database of FIG. 12 as an input.
FIG. 14 is a diagram showing a closest folded pattern derived by the closest folded pattern deriving device of the present invention and one cycle time of the closest folded pattern.
FIG. 15 is a diagram showing a configuration example of a basic operation time interval calculation device B of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Basic operation time interval calculation device, 2 ... Planned course completion time calculation device, 3 ... Detailed turn-back pattern derivation device, 4 ... Station premises information input device, 5 ... Train information input device, 6 ... Train sequence information input device, 7 ... turned-back train information input device, 11 ... operation curve creation unit, 12 ... track opening timing calculation unit for subsequent train, 13 ... operation time interval calculation unit, 14 ... operation time interval between preceding train and subsequent train.

Claims

Using at least the data input from the station premises information input device, the data input from the train information input device, the train identification number of the preceding train, and the train identification number of the following train, the preceding train arrives at the destination and the target speed An operation time interval calculation device, comprising: a basic operation time interval calculation device that calculates an operation time interval that is the shortest time from when the vehicle arrives at the vehicle to when the succeeding train completes the course.

In claim 1,
The basic operation time interval calculating device is configured to calculate a preceding train from data input from the station premises information input device, data input from the train information input device, a train identification number of the preceding train, and a train identification number of the following train. An operation curve creation unit that creates an operation curve of a subsequent train, a route opening timing calculation unit of a subsequent train that calculates a route opening timing of a subsequent train based on the operation curve created by the operation curve creation unit, and the following train An operation time interval calculation unit that calculates an operation time interval that is the shortest time from the time when the preceding train completes the route to the time when the subsequent train completes based on the route opening timing of the subsequent train calculated by the route opening timing calculation unit of An operation time interval calculation device comprising:

In claim 1,
The station yard information input device that inputs the data on the track circuit inside the station yard, the switch, the track and the route, and the train interval allowed by the security equipment outside the station yard to the basic operation interval calculation device, the position of the track circuit and A track circuit database with data on the speed limit, a switch database with data on the position of the switch, speed limit, and conversion time, a track database with data on the train stop time on the track, A route database with data on the starting point, landing point, passing track circuit, the direction of the moving switches and points, and the track numbers used, and a departure and arrival interval database with data on the shortest train interval outside the station premises. The train information input device which has data on train performance to the basic operation time interval calculation device has the maximum train speed, acceleration and deceleration. Train length, path, starting point initial velocity, operating at 隔算 out apparatus characterized by having a train performance database having data relating Chakuten target speed.

In any one of claims 1 to 3,
At least, using the data input from the station premises information input device, the data input from the train information input device, and the data input from the train order information input device, the final train after the planned first train is completed An operation time interval calculation device, comprising a planned route completion time calculation device that calculates a shortest time until a train of one train is completed.

In claim 4,
The planned route completion time calculation device includes the basic operation time interval calculation device and a route completion time calculation unit that calculates a route completion time of a planned train from the operation time interval calculated by the basic operation time interval calculation device. An operation time interval calculation device, comprising:

In claim 4,
A train interval information input device for inputting data on a train order to a planned route completion time calculating device, comprising a train order database having data on a planned train order.

In any one of claims 4 to 6, using at least data input from the station premises information input device, data input from the train information input device, and data input from the return train information input device, Driving time interval calculation having a closest turn pattern and a closest turn pattern deriving device for calculating a time required by the turn pattern when all the track lines of the turning station are used equally and periodically. apparatus.

In claim 7,
The closest turn pattern deriving device includes a train order information creating unit that creates train order information of all order patterns using data input from the turn train information input device, the planned route completion time calculating device, A cycle calculation unit that calculates one cycle time of the planned pattern from the shortest time from when the planned first train calculated by the completion time calculation device is completed to when the last train is completed, and for all patterns An operation time interval calculating device, comprising: a closest-density folded pattern deriving unit that derives a closest pattern and a time required by the pattern from one cycle time.

In any one of claims 4 to 6,
Using at least the data input from the station premises information input device, the data input from the train information input device, and the data input from the train order information input device, when the train is periodically advanced in a planned pattern An operation time interval calculation device comprising a pattern time calculation device for calculating a time required by the pattern.

In claim 9,
The pattern time calculation device, the planned route completion time calculation device, the shortest time from the completion of the planned first train calculated by the previous plan route completion time calculation device until the final train is completed the route An operation time interval calculation device, comprising: a cycle calculation unit that calculates one cycle time of a planned pattern from the program.

In Claim 7 or Claim 9,
An operation time interval calculation device, comprising: an animation result output device for displaying an animation of a train behavior on a schematic wiring diagram based on the calculated pattern, the time required by the pattern, and the operation curve of each train.

In Claim 7 or Claim 9,
An operation time interval calculation device, comprising: a diagram result output device for displaying the behavior of a train in a diagram based on the calculated pattern, the time required by the pattern, and the operation curve of each train.

In claim 2,
The track opening timing calculation unit of the succeeding train calculates a track circuit that overlaps with the track circuit of the succeeding train among all the track circuits passing by the preceding train, when the last of the preceding train passes through the track circuit, When the last train of the preceding train exits the track circuit with a switch that overlaps with the passing train of the following train among all the passing trains of Driving time interval calculating device that outputs the latest time point among the times when the conversion time is added) as the route opening timing of the following train.

At least, using the operating curve of the preceding train and the operating curve of the succeeding train, a basic operating time interval calculating device that calculates an operating time interval that is the shortest time from the completion of the course of the preceding train to the completion of the course of the following train. An operation interval calculation device, comprising:

In claim 14,
The basic operation interval calculation device, a route opening timing calculation unit of a subsequent train that calculates a route opening timing of a subsequent train based on an operation curve of a preceding train and an operation curve of a subsequent train, and a route opening timing calculation unit of the subsequent train Characterized in that it has an operation time interval calculation unit that calculates an operation time interval that is the shortest time from the time when the preceding train completes the route to the time when the subsequent train completes the route based on the route opening timing of the subsequent train calculated in Driving interval calculator.

At least, a track circuit database with data on track circuit position and speed limit, a switch database with data on position, speed limit, and turnover time of the switch, and data on train stop time on line No. Track database with track and track data, including start and end points of tracks, track circuits passing, directions of passing switches and switches, track numbers to be used, and shortest train intervals outside the station yard Station information with a departure and arrival interval database containing data, train information holding data on the maximum speed, acceleration, deceleration, train length, course, starting initial speed, and target speed of the train, and information on the preceding train From the train identification number and the train identification number of the following train, it is the shortest time from the completion of the course of the preceding train to the completion of the course of the following train. During operation 隔算 out apparatus characterized by having a basic operating time 隔算 out the method for calculating the rolling time interval.

Track circuit database with data on track circuit position and speed limit from drawn wiring schematics, database on switch with data on position, speed limit and conversion time of switch, and stop of trains on line Track database with data on time, track database with data on track starting point, landing point, passing track circuit, passing pointers and directions of switches, track information to be used, and outside the station An operation time interval calculation device, comprising: a railway equipment information input device for creating station premises information having a departure / arrival interval database having data on a shortest train interval.