JP2011020485A - Train operation control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train operation management system shortening an unnecessary lock time by executing course control at optimum timing, and enhancing a degree of freedom of operation. <P>SOLUTION: A train during traveling calculates the aspect speed of the train and transmits it to an ATC device. The ATC device on the ground transmits information received from the train during travel on a rail track to the operation management system. The operation management system determines a course control point from the inclination of the obtained aspect speed, gives an operation instruction to an interlocking device, and thereby drives the device. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a train operation control system, and more particularly, to a train operation control system for performing train route control based on train tracking and a train schedule.

  In the conventional train operation control system, the on-board device mounted on the train, the ground ATC device, and the operation management system cooperate with each other to control the speed of the train, confirm the stop position, or on the track Controls interlocking devices.

  For example, the ATC device receives the train number from the track circuit where the train is located and the train number receiver, and the operation management system compares the train number obtained from the ATC (Automatic Train Control) device with the operation diagram information, The train is identified by checking the travel section. In addition, the operation management system controls the interlocking device on the track according to the result, and ensures the safety of the course of the train.

  Here, the specific work of the train is referred to as train tracking, and the subsequent course securing work is referred to as course control. The train operates while receiving support from these ground devices, and it is necessary to reliably perform tracking and route control for ensuring safety.

  For example, misrecognition of a train should not be caused with respect to train tracking, and for this purpose, it is necessary to perform train tracking that eliminates inaccurate information as much as possible. As for route control, it takes time to return a train that has been run once due to incorrect route control, which not only inconveniences passengers but also may lead to serious accidents. In order to track, it is necessary to know the status of the train.

  In particular, in recent years, the ATC device has been digitized and an environment in which more advanced train operation control can be performed has been prepared. Japanese Patent Application Laid-Open No. 2005-170083 “Train Operation Management System and Operation Management Method” discloses such technology as a disclosure. Japanese Patent Laid-Open No. 2005-104432 “Position Stop Control Device” is known regarding train stop control.

  According to the former known technique, since the train itself creates its own train number and transmits it to the ground side, it is possible to reliably identify the train at the ground facility. According to the latter known technique, in order to stop the train at a fixed position, a fixed position stop control pattern in each section is sent from the ground device to the train, and the train side controls along this pattern.

JP 2005-170083 “Train operation management system and operation management method” JP 2005-104432 “fixed position stop control device”

  In train operation management, control on the train, the ground ATC device, and the operation management system cooperate with each other to control the speed of the train, confirm the stop position, or control the interlocking device on the track There is a need.

  There are many matters to be considered in this case, but one of them is that various trains are running on the track, but the displayed speed is different. Moreover, it is necessary to consider the delay of control between devices as the train speeds up. In particular, since the interlocking device on the track includes a mechanical part, it is indispensable to consider the delay between them. In this regard, the prior art has no specific disclosure.

  In view of the above, an object of the present invention is to provide a train operation management system that can shorten useless lock time and increase the degree of freedom of operation by performing route control at an optimal timing. .

In the train operation control system of the present invention, the running train calculates the current speed of the train and transmits it to the ATC device, and the ground ATC device manages the information received from the train on the track. The operation management system determines the course control point from the obtained slope of the displayed speed, gives an operation instruction to the interlocking device, and drives it to drive the train with a different current speed from the ground device. A course control instruction can be given at an optimal timing.
The route control point is determined by adding the route control margin distance determined by the operation delay time of the interlocking device to the route control point determined from the obtained slope of the displayed speed to cover the operation delay in the machine part. can do.

  In addition to the current speed, the running train calculates the current line position and transmits the signal, and the operation management system checks the train position while checking the train position, thereby confirming the continuous train position. The course can be controlled safely and reliably.

  In the train operation control system of the present invention, the running train transmits the calculated current speed and train number of the train, and the ground ATC device operates the information received from the train running on the track. The operation management system compares the obtained train number with the operation schedule information, identifies the train, determines the route control point from the obtained current speed, gives an operation instruction to the interlocking device, and drives it In addition, the interlocking device can reliably perform the tracking control by transmitting the operation result to the train on the track via the ATC device.

  The course control point can be determined by taking into account the course control margin distance determined by the operation delay time of the interlocking device.

  According to the present invention, it is possible to achieve train performance and operation status without unnecessarily lengthening the route lock time by use of route control at the optimum route control point according to real-time in accordance with the formation of different vehicle performance and the running status of each train. A highly efficient operation management system can be provided by performing efficient route control according to the requirements.

Relationship diagram between digital ATC device and on-board device Relationship diagram between digital ATC device and operation management system according to the present invention Diagram showing ATC information storage table Flow chart of train tracking and route control Relationship between ATC display speed and optimum control points for high-speed trains Relationship between ATC display speed and optimum control points for low-speed trains

  FIG. 1 is a diagram showing a relationship between a digital ATC device 2 installed on the ground, ATC information transmitters / receivers A1 to A4, and an on-board device B1 mounted on a train 1.

  The digital ATC device 2 transmits the digitally encoded ATC signal to the train 1 via the transceivers A1 to A4 and the track circuit R. The information to be transmitted is, for example, information on a target point (stop position). The train 1 receives the ATC signal flowing through the track circuit R by the transceiver B2 attached to the vehicle and transmits it to the on-board device B1.

  The on-board device B1 continuously measures the position of the own train from the track circuit R where the train 1 is located and the rotation of the wheels, etc., and specifies the position of the train line with high accuracy. As a result, the onboard device B1 calculates the speed control and brake control until reaching the target point from the information of the target point (stop position) from the digital ATC device 2 and the train position on the train calculated by itself. Can do.

  For example, the brake control is performed using the brake pattern created by the on-board device B1, and the speed at which the vehicle can travel before reaching the target point is calculated as the ATC indication speed. The on-board device B1 transmits the train number input on the vehicle, the on-line position calculated on the vehicle, and the ATC display speed to the track circuit R. The transceivers A1 to A4 receive the train number, on-line position, and ATC indication speed transmitted from the train 1 via the track circuit R and transmit them to the digital ATC device 2.

  The digital ATC device 2 transmits the train number received from the train 1, the ATC display speed, and the train position of the train as digital ATC information to the operation management system 11.

  FIG. 2 is a diagram showing the relationship between the digital ATC device 2 and the operation management system 11. The operation management system consists of an ATC information capture unit 4 that captures ATC information from a digital ATC, an ATC information storage unit 5 that stores the captured ATC information, a tracking processing unit 8 that tracks trains from information in the ATC information storage unit 5, and a diagram A diagram information storage unit 10 for storing information, a diagram information update unit 9 for updating diagram information based on information tracked by the tracking processing unit 8, and a route control point calculation unit for calculating a route control point based on the ATC information and the diagram 7. The route control output unit 6 is configured to output route control information.

  In the operation management system 11, first, digital ATC information is taken in by the ATC information taking unit 4 and stored in the ATC information storage unit 5. The information captured here is information on the train number transmitted from the train 1, the ATC current display speed, and the train position.

  FIG. 3 shows a table configuration of the ATC information storage unit 5 for storing ATC information. The received ATC information is stored in the table of FIG. 3, and the tracking processing unit 8, the route control output unit 7, and the diagram information update unit 9 refer to the respective information.

  When the tracking processing unit 8 detects a change in the ATC information storage unit 5, the change number (newly input information) in the ATC information storage unit 5 is first compared with the diagram information in the diagram information storage unit 10. If it can be recognized as a train number existing on the diagram, the route control point calculation unit 7 is activated as a track to be tracked.

  In addition, the train number transmitted from the train is input on the vehicle and has the same format as the train number on the diagram. In the case of the digital ATC system in which the train number from the digital ATC is not a diamond format, it is confirmed that the train is on the track and the travel section on the diagram, and if there is no difference from the diagram, the tracking is started. The correspondence between the train number on the diagram and the train number from the digital ATC is made to correspond to the two row numbers each time the tracking of the train starts.

  In the device of the present invention configured as described above, even when digital ATC information is received at an arbitrary place, the train is identified by collating with the diamond information, and tracking is started from the received track position. For example, even if an interruption occurs because the facility side or the digital ATC device 2 is abnormal, the network is abnormal, a power failure or a failure, and the interruption occurs, the tracking is resumed when the digital ATC information is received again. As a result, operations such as special processing for tracking recovery, confirmation of the train number by the commander, and input of the train number to the system are no longer necessary, and the load on the commander is reduced.

  Furthermore, the tracking process and tracking recovery process required for tracking based on uncertain train number information and train position can be greatly simplified, shortening the development period, reducing costs, and processing. Dramatically affects early detection of abnormalities. Reliable tracking control is possible while simplifying the processing.

  When the train 1 traveling on the track as described above is recognized by the operation management system 11, the operation management system 11 controls the traffic lights in the vicinity of the next station to support the progress of the train 1. The control result is transmitted to the train 1.

  The route control point calculation unit 7 calculates the optimum route control point by the method shown in FIG. 4 based on the ATC information in the ATC information storage unit 5, and when the train 1 reaches the position, the route control output unit 6 Via the route control output to the interlocking device 12. Upon receiving the route control output information, the interlocking device 12 performs local traffic signal control and transmits the state of the local equipment to the digital ATC device 2. The digital ATC device 2 transmits the target point where the train can reach from the received local equipment state, and calculates the ATC display speed on the vehicle based on the information.

  FIG. 4 is a flowchart showing the procedure of the tracking operation in the operation management system and the subsequent route control. First, ATC information is received in step S21, and if the train number and the line position change depending on the presence or absence of the change, it is checked in step S22 whether the train number matches the diagram. If they match, the control point is calculated in step S23. If there is a mismatch with the diagram, an alarm is output in step S26, and the commander is urged to determine that there is an abnormal column number.

  The calculation of the course control point in step S23 is performed by the method shown in FIGS. 5 (a) and 5 (b). 5 (a) and 5 (b) are graphs showing the relationship between the ATC display speed and the optimum control point.

  In FIGS. 5 (a) and 5 (b), the A train 36 is traveling between the X station and the Y station toward the Y station, and is scheduled to pass through the Y station. As a premise of passing A train 36, B train 37 has entered the Y station for retreating, the switching point of the track is also switched, and the control target signal 32 allows the A train 36 to proceed It needs to be. The A train 36 traveling on the track is operated to stop at the position P1 before the control target signal 32 until these confirmations can be obtained.

  In this figure, the vertical axis represents the speed of the train, and it is necessary to start deceleration much before the control target signal 32 as the speed of the train increases. FIG. 5 (a) shows the case of a train having a higher speed than that in FIG. 5 (b). Therefore, the route control point for actually starting deceleration needs to be in front of that in FIG. 5 (b).

  In determining the control point in step S23 of FIG. 4, the ATC display speed taken into the operation management system 11 from the train via the digital ATC device 2 is used.

  In FIG. 5 (a) and 31 (b), 31 is the ATC display speed calculated by the train and taken into the operation management system 11. The route control point is determined as follows. The train position on the track at the point P2, P3 where the tangent of the ATC display speed 31 to the controlled signal 32, which is the current stop target point of the A train 36, exceeds a certain value is the deceleration start point P4, P5 And Further, the optimum route control points P6 and P7 are calculated by adding the route control margin distance 34 from the ATC indication speed to the distance that the train travels until the change of the signal after the route control output.

  Here, the definition of the deceleration start points P2 and P3 is defined as a time point when the tangent line approaches 0 from the course control target signal 32 and becomes smaller than a certain value. Even if the ATC indication speed increases or decreases behind the deceleration start point, it is obtained from the course control point side regardless of the determination of the deceleration start point.

  After calculating the route control points P6 and P7, the control point position is compared with the existing line position from the digital ATC information in step 24 to determine the arrival of the train, and if the train has reached the control point, the corresponding step in step 25 Execute the course control.

  Fig. 5 (b) is for a train with a low ATC display speed. In this case, since the deceleration start point is close to the control target signal device, the route lock time is shorter than in the case of FIG. As described above, since the information on the ATC display speed calculated for each train such as the traveling state of the train and the vehicle performance is used, it is possible to calculate the optimum control point according to the traveling of each train.

  In this way, by calculating and controlling control points in real time according to changes in the ATC display speed due to differences in train operation status, train performance, etc., it is possible to reduce unnecessary track locking time and increase the degree of freedom of operation. With efficient control, it is possible to recover operation disturbance, prevent further disturbance, and cope with high-density diamonds.

  Because it is based on highly accurate and highly reliable ATC information, train tracking and route control can always be reliably performed.

  In addition, since the column number receiver is not required, initial capital investment and subsequent maintenance costs are not required.

  ADVANTAGE OF THE INVENTION According to this invention, operation management of a vehicle can be implemented more safely and with high density.

DESCRIPTION OF SYMBOLS 1 Train 2 Digital ATC apparatus 3 Digital ATC information 4 ATC information acquisition part 5 ATC information storage part 6 Course control output part 7 Course control point calculation part 8 Tracking processing part 9 Diamond information update part 10 Diamond information storage part 11 Operation management system 12 Interlocking device 31 ATC display speed 32 Signal to be controlled
P4, P5 Deceleration start point 34 Course control margin
P6, P7 Course control point 36 A train 37 B train
A1-A4 Transceiver B1 Onboard device B2 Onboard transceiver

Claims (5)

In a train operation control system comprising a train on a track, an ATC device on the ground, a ground operation management system, and an interlocking device on the track,
The running train calculates the displayed speed of the train and sends it to the ATC device.
The ATC device on the ground sends information received from the train running on the track to the operation management system,
The operation management system determines a course control point from the obtained inclination of the displayed speed, gives an operation instruction to the interlocking device, and drives it. In the operation management system described in item 1,
The route control point is determined by adding a route control margin distance determined by an operation delay time of the interlocking device to the route control point determined from the obtained inclination of the displayed speed. In the operation management system described in item 1,
The running train calculates the position of the current line in addition to the current speed and sends the signal,
The operation management system controls a route control point while confirming a train position. In a train operation control system comprising a train on a track, an ATC device on the ground, a ground operation management system, and an interlocking device on the track,
The running train sends the calculated current speed and train number of the train,
The ground ATC device sends the information received from the train on the track to the operation management system,
The operation management system compares the acquired train number with the operation schedule information to identify the train, determines a route control point from the obtained current speed, gives an operation instruction to the interlocking device, and drives it. ,
The interlocking device transmits an operation result to the train on a track via the ATC device. In the operation management system described in item 4,
The route management point is determined by taking into account the route control margin distance determined by the operation delay time of the interlocking device.

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