JP2012231618A - Traffic control method and system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique on the operation arrangement needed in emergencies such as an accident and a vehicle trouble, etc., and especially a system in which the train itself autonomously performs the traffic control.SOLUTION: Selection and instruction for processing the diagram correction are performed with the minimum processing without applying the load to the train 103 that may not be originally affected, if the train 102 that is the party in charge when the emergency situation has occurred and the train 101 that has existed at the surroundings and anticipated to be influenced mutually perform surrounding situation assessment and the information gathering.

Description

  The present invention relates to a driving arrangement technique required in the event of an emergency such as an accident or vehicle trouble, and more particularly to a system in which the train itself autonomously manages operations.

  In the current operation management system, a diamond management device performs daily schedule management. If a disturbance of the diamond occurs due to an accident, vehicle trouble, etc. in the running train, the operation is organized according to a command from the central unit to solve the disturbance of the diamond.

  Patent document 1 is mentioned as a technique relevant to this. Patent Document 1 includes a technology that simulates train operation in the central management unit, so that when train operation is disrupted, the train operation simulation is repeated to create an optimal operation arrangement plan and make it as close as possible during normal operation. Is disclosed.

JP 2001-1904

  However, in Patent Document 1, since the operation is organized based on the prediction diagram by the simulator added to the central management unit, accidents at multiple locations, system down, etc. are not considered at the same time. It is not possible to deal with cases where it is necessary to perform rapid processing in parallel. In addition, because of the instruction and control in the central management unit, there is a possibility that it may affect even unrelated trains.

  Therefore, in the present invention, rather than relying solely on the control and processing by the central management unit, the parties at the time of occurrence of an emergency and the trains that are expected to be affected by the surroundings judge each other's surrounding situation and collect information By doing so, the optimum process is selected and instructed by a minimum process without imposing a load on the train which may not be affected.

  According to the present invention, it is possible to realize the selection and processing of countermeasures between the minimum necessary related vehicles without waiting for an instruction from the central management unit. Also, even if there are accidents such as accidents or vehicle troubles at multiple locations at the same time, it is possible to avoid load concentration at one location as in the case of the central management unit, and to respond more quickly.

The schematic diagram of the operation management system in an Example. A data table of base station information of peripheral operation information. A data table of station information of peripheral operation information. Data table of train operation information of peripheral operation information. The flowchart in a normal process part. The flowchart in an accident process part. The flowchart in a countermeasure process part. The flowchart in a possible process determination process in a countermeasure process part. Data table of event DB information of event DB. Data table of train operation information for fault trains in the event DB. Data table of failure response train information in the event DB.

<Outline of the present embodiment>
During normal operation, when a train or station enters the radio wave reception range of a base station that transmits and receives information necessary for inter-train communication and train-to-train communication, its own operation at that time is made to that base station. Send train operation information and station information including the situation. The base station transmits the train operation information received from each station and train, and the station information to the data center. The data center receives the train operation information received from the base station, the station information and from which base station Based on the base station information, each information is merged to create peripheral operation information. Thereafter, the data center returns the merged peripheral operation information to all base stations.

<Details of this example>
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, if there is a base station 001 and trains 101 and 102 and stations 201 and 202 are within the receivable range, first, trains 101 and 102, which are within the data receivable range of base station 001, Stations 201 and 202 transmit train operation information 501 and 502 and station information 401 and 402 to base station 001, respectively. Similarly for the base station 002, the train 103 and the station 203 that have entered the data reception range of the base station 002 transmit train operation information 503 and station information 403 to the base station 002, respectively. In addition, information transmission from trains and stations is triggered when it is within the data reception range of the corresponding base station, when current information is transmitted at regular intervals, and to trains and stations. When some kind of abnormality occurs, there is a case where information about the abnormality is transmitted. The base stations 001 and 002 and the data center 000 are respectively connected by dedicated cables. The base stations 001 and 002 transmit data received from each train and station to the data center 000 via the cables 003 and 004. Deliver. The data center 000 receiving the data from the base stations 001 and 002 merges the received train operation information 501 to 503 and the station information 401 to 403, creates the peripheral operation information 301, and stores it in the peripheral operation information DB. To do. The data center 000 returns the generated peripheral operation information 301 to the base stations 001 and 002, and the base station 001 that received the peripheral operation information 301 transmits the base operation information to the stations 201 and 202 and the trains 101 and 102 within the data reception range. The station 002 transmits peripheral operation information 301 to the station 203 and the train 103 that are within the data reception range. In this embodiment, the case where there are two base stations has been described, but a large number of base stations may exist. In that case, it is preferable to predetermine a range in which peripheral operation information is merged at the data center. For example, based on the geographical arrangement of the base station and the route, base station 001 to base station 003 are set as the first range to merge the peripheral operation information, and base station 004 to base station 008 are merged with the peripheral operation information. There are implementation methods such as the second range.

  In FIG. 1, a hardware configuration mounted on each train will be described using a train 101. An operation management server 601 is mounted on the train 101, and this server includes a DB 701, a CPU 801, and a communication unit. The CPU 801 is divided into three processing units, and includes a normal processing unit 901, an accident processing unit 111, and a countermeasure processing unit 121. During normal operation, the normal processing unit 901 is executed and transmits its own operation information to the nearest base station. If an emergency such as a vehicle trouble or accident occurs in the train 101 itself, the accident processing unit 111 is executed. On the contrary, even if there is no trouble in itself, if there is an accident in a train that runs around the area, a countermeasure processing unit 121 that executes support measures for the faulty train is determined. . The DB 701 stores events that have occurred in the surrounding trains in the past and the response results at that time. The operation management server 601 transmits / receives data to / from other devices (data center, base station) using a communication unit.

  Next, a hardware configuration installed in the data center will be described. The data center includes a CPU, a storage device, and a communication unit. This CPU has a function of merging train operation information and station information received by the communication unit and storing them in the DB. This storage device includes a train operation information DB that stores train operation information, a station information DB that stores station information, and a peripheral operation information DB that stores peripheral operation information merged by the CPU. These DBs may be configured with a single hard disk or may be configured with separate hard disks.

  Here, the details of the information tables of the base station information, the station information, and the train operation information constituting the peripheral operation information merged by the data center 000 described above will be described with reference to FIG. 2, FIG. 3, and FIG. 4, respectively. To do. Peripheral operation information is composed of three types of information: “base station information”, “station information”, and “train operation information”. In the case of this example, the data center 000 receives “station information” of the stations 201 to 203 and “train operation information” of the trains 101 to 103 from the base station 001 and the base station 002. Therefore, the peripheral operation information merged by the data center 000 is composed of three pieces of “base station information” and “station information” that received data and three pieces of “train operation information”. Details of each information will be described below.

  In FIG. 2, the 1st base station information D1 which comprises surrounding operation information is shown. The base station information D1 includes a base station name and information about a location indicating where the base station is installed. The location is indicated by “longitude, latitude”. From this base station information D1, it is possible to know from which base station the received information is transmitted, and this data is referred to when returning the peripheral operation information created by the data center 000.

  In FIG. 3, the 2nd station information D2 which comprises surrounding operation information is shown. The station information D2 includes a station name, an abnormality flag, a location, and information about a boarding area. Similarly, the location of the station information is indicated by “longitude, latitude”.

  In FIG. 4, the 3rd train operation information D3 which comprises surrounding operation information is shown. The train operation information D3 includes a train number, status, abnormality flag, line section, current position (longitude, latitude), next station, first station, end station, and traveling direction. The status represents the state of the train by its value, and represents 0: failure, 1: running, 2: stopping, 3: dealing with failure. Similarly, the abnormality flag represents the type of failure, and if a failure such as an accident or a vehicle trouble occurs, the train that runs around the area is alerted, and in some cases, support is sought. The value is set to 0 by default when there is no abnormality during normal driving.If a failure occurs, the value of the failure is 1: accident, 2: vehicle trouble, 3: disaster. A value representing the type is set.

  Here, as Example 1, a case where a vehicle trouble occurs in the train 102 in FIG. 1 will be described. The train 102 normally executes the processing unit 902 until a trouble occurs.

  FIG. 5 shows a processing flow of the normal processing unit 902. First, when the train 102 detects an abnormality (such as a vehicle trouble) using various sensors or communication means, the train 102 executes a check process N1 for checking whether there is an abnormality in itself. In N1, when a vehicle trouble is detected in itself, the process flows to accident process N2.

  FIG. 6 shows a processing flow for the accident processing unit 112 that executes the accident processing N2. After detecting an abnormality in the normal processing unit 902, the train 102 determines the type of failure in the accident processing unit 112 (A1). If the fault is an accident, 1 (A2) is set in the abnormal flag, 2 (A3) is set in the vehicle trouble, and 3 (A4) is set in the case of a disaster. In this case, it is assumed that a vehicle trouble has occurred, and the accident processing unit 112 sets 2 representing the vehicle trouble to the abnormality flag of its own train operation information (A3). After setting the abnormality flag, the accident processing unit 112 executes the train operation information transmission process A5 and transmits the train operation information 502 to the base station 001. In the base station 001, the train operation information 502 received from the train 102 is transmitted to the data center 000, and the peripheral operation information 301 is created. When the peripheral operation information 301 is created in the data center 000, the peripheral operation information 301 is returned from the data center 000 to the base stations 001 and 002, and the train 102 traveling from the train that has received the peripheral operation information 301 In response to a vehicle trouble, the train 102 receives an answer indicating whether the train that has received the information can take a countermeasure and what kind of countermeasure can be taken (A6). After receiving the responses from the surrounding trains, the train 102 gives an instruction for countermeasure processing to the train that has given a reply indicating that countermeasures are possible (A7).

  On the other hand, the processing flow of the train 101 that has received the peripheral operation information 301 including the abnormality flag of the train 102 will be described with reference to FIG. 5 again. While the train 102 is also running, the normal processing unit 901 is executed. In this example, assuming that the train 101 has no abnormality, the normal processing unit 901 executes a determination process N1 to determine whether there is any abnormality. Then select “No” and proceed to N3. Then, it is determined whether there is no information including abnormality in the peripheral operation information 301 received from the base station 001 (N3). When there is no train operation information including an abnormality flag, the train operation information 501 of its current situation is transmitted to the base station 001 (N5), but in this case, the peripheral operation information 301 received by the train 101 Since there is train operation information 502 including the abnormality flag 2 transmitted from the train 102, the processing is passed to the countermeasure processing unit 121, and countermeasure processing N4 is executed.

  FIG. 7 illustrates a processing flow (N4) of the countermeasure processing unit 121. The countermeasure processing unit 121 determines whether or not the current situation can be handled (M1). This determination is made based on the status of the own train operation information 501. If the status is 0 or 3, it is determined that the failure has occurred in itself or that other trains are currently responding to the failure, so that the response is impossible, and a response to that effect is sent (M9). This time, assuming that the train 101 is traveling and can handle normally, a search process is performed as to whether there is a similar event in its own event DB 701 (M2). In this search, a past event is searched according to the type of the received abnormality flag. The event DB 701 stores events that occurred in the past and the countermeasure results at that time. If there is an event hit in the event DB 701 that is similar to the failure that occurred in the train 102, the event DB is referred to (M4), and a reply of possible processing is transmitted (M10). If there is no similar event in the event DB, the processing that can be performed is judged (M5). In this case, if there is no similar event in the event DB 701 and it is determined that the process can be handled by itself, the determination of the possible process is executed in M5.

  If no countermeasures can be taken as a result of the possible process determination process M5 (the countermeasure flag is 0), an answer indicating no possible process is sent (M9). On the other hand, if any countermeasures are possible (measurement flags 1 to 3), the contents of the current failure and the countermeasures are added to the event DB 701 (M6), and a response is transmitted to the train 102 (M10). Here, the train 102 receives the possible process response from the train 101 at the response reception A6 of the accident processing unit 122, and instructs the train 101 to execute the possible process (A7). The train 101 receives an instruction from the train 102 (M11), and executes the countermeasure (M12).

  FIG. 8 illustrates details (M5) of the possible process determination process. First, it is determined from the line information of the train operation information of the train 102 included in the peripheral operation information 301 received from the base station 001 whether the same train as that of the train in which the failure occurred (J1). In the case of this example, the traveling direction is judged at J2 because of the same line section. If the line segments are the same but the direction of travel is different, the countermeasure flag is set to 3 (J11). This time, since the line section and the traveling direction are the same, the positional relationship between the faulty train 102 and oneself is determined from the current position of the train operation information at J3, and it is determined which is the preceding train (J3). In the case of this example, since the train 101 precedes the train 102, it is determined at J4 whether the train is a forward train at the next station. If train 101 is not the end of station A, check if there are surplus vehicles in the garage (J6), if there is a countermeasure flag 1 (J5), if not, determine whether it will be overtaken depending on whether it is a double track (J7). If it is a double track, the countermeasure flag 2 is set to pass (J8). In this train 101, the next station is A station, and since it is a forward train at the next station, the countermeasure flag 1 is set (J5).

  Here, the data table of this event DB 701 and the information constituting it are shown in FIG. 9, FIG. 10, and FIG.

  FIG. 9 shows details of the event DB information P1 stored in the event DB 701. The event DB information P1 includes “failure occurrence date”, “failure content”, “failure train number”, “measure method”, and “failure response train number”. Further, “failure train number” and “failure response train number” are keys of “failure train operation information” and “failure response train operation information”, respectively.

  FIG. 10 shows details of the “failure train operation information”. The faulty train operation information P2 is composed of “train number”, “abnormal flag”, “line section”, “position at the time of fault occurrence”, and “direction of travel”.

  FIG. 11 shows details of the “failure handling train operation information”. The failure-response train operation information P3 includes “train number”, “measure flag”, “line section”, “position at the time of failure response”, and “direction of travel”.

  Finally, the processing flow of the train 103 will be described. While the train 103 is also running, the normal processing unit 903 is executed, and the presence / absence of its own abnormality and the presence / absence of abnormality in the peripheral operation information 301 received from the base station 002 are determined. In this case, assuming that the train 103 has no trouble and is operating as usual, the train 103 is the normal processing unit 903, and in FIG. 5, it is determined that there is no abnormality by the determination process (N1) of its own abnormality. Then, it is determined whether there is an abnormality in the peripheral operation information 301 received from the base station 002 (N3). In this case, since the peripheral operation information 301 received from the base station 002 includes failure occurrence information of the train 102, the countermeasure process N4 is executed. When the processing is passed to the countermeasure processing unit 123, in FIG. 7, it is determined whether or not it can be handled (M1). In this case, in FIG. 4, since the status of the train operation information of the train 103 is 1, it is determined that the response is possible, and a similar event in the event DB 703 is searched (M2). As with the train 102, the train 103 executes the possible process determination process M5, assuming that there is no similar event in the event DB 703 that the train 103 has. In the case of this example, in the possible process determination process M5 in FIG. 8, the line of the faulty train 102 and the line of the train 103 are separate lines from the train operation information D3 in FIG. Judgment is made. Since the line 103 of the train 103 does not intersect the line 102 of the train 102 and does not enter the same station, the countermeasure flag becomes 0 (J12). As a result, the countermeasure processing unit 123 in FIG. 7 sends an answer indicating that no processing is possible to the train 102 (M9).

000 data center
001 ~ 002 Base station
003 to 004 Cable between base station and data center
101-103 train
201-203 Station
301 Nearby service information
401-403 Station information
501-503 Train operation information
601-603 operation management server
701 ~ 703 DB
801 ~ 803 CPU
901 to 903 Normal processing unit
111-113 Accident handling department
121-123 Countermeasure processing section
D1 Base station information
D2 Station information
D3 Train operation information
P1 Event DB information
P2 Fault train information
P3 Disability handling train operation information

Claims (6)

An operation management method using a processing device mounted on a train,
Detecting abnormalities in train operation;
Determining whether the detected abnormality is an abnormality of the own train;
When the determined result is an abnormality of the own train, a step of determining the type of the abnormality;
Transmitting information regarding the type of abnormality to a base station capable of communicating with the train;
Receiving the handling information transmitted by other trains according to the type of abnormality transmitted;
In accordance with the handling information, sending a handling instruction to the train that has sent the handling information;
The operation management method characterized by comprising. In the operation management method according to claim 1,
The other train uses the information on the type of abnormality transmitted from the train as a key, extracts the handling information according to the type of the abnormality from a database summarizing past handling information on the type of the abnormality, and the base An operation management method comprising transmitting to the train via a station. In the operation management method according to claim 2,
The other train receives line information of the train, travel direction information, together with information on the type of abnormality,
When extracting the coping information, if there is no past coping information related to the type of abnormality in the database, the coping information is extracted based on the received line section information and traveling direction information of the train, Operation management method to do. An operation management system comprising: a first server mounted on a train; and a base station that transmits information between the first server and the second server,
The first server is
An anomaly detector that detects an anomaly in the train or operation;
A normal processing unit for determining whether the detected abnormality is an abnormality of the own train; and
When the determined result is an abnormality of the own train, an accident processing unit for determining the type of the abnormality,
A communication unit that transmits information on the type of abnormality to the base station, and receives coping information transmitted by other trains according to the type of abnormality transmitted.
In accordance with the countermeasure information, a countermeasure processing unit that transmits a countermeasure instruction to the train that has transmitted the countermeasure information;
An operation management system comprising: In the operation management system according to claim 4,
A second server mounted on the other train;
The second server is
A communication unit that receives information on the type of abnormality and transmits the countermeasure information;
A history information storage unit that stores types of abnormalities that occurred in the past and countermeasure information related to the countermeasures taken for the abnormalities;
Using the information regarding the type of abnormality received as a key, search the history information storage unit, and extract a countermeasure information corresponding to the type of abnormality from the history information storage unit;
An operation management system comprising: In the operation management system according to claim 5,
The communication unit of the second server receives line information of the train and traveling direction information together with information on the type of abnormality,
When the countermeasure processing unit extracts the countermeasure information, if there is no countermeasure information for the type of abnormality in the history information storage unit, the countermeasure information is based on the received train line information and traveling direction information. The operation management system characterized by extracting.

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