JP2018144530A - Train operation control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train operation control system which assists to easily prepare an operation plan improved in safety and efficiency even in the case that a rail track has a section that plural trains are on-rail simultaneously.SOLUTION: A central device comprises a preparation part to prepare an operation plan, and a first control part to control operations of trains on the basis of the operation plan. A train has an occupation section OS1 whose front edge position is positioned at a position forward from a front edge position of the train by equal to or longer than an emergency stop distance EB1, and whose end edge position is positioned at the same position as an end edge position of the train or at a position rearward of the end edge position of the train. The preparation part prepares an operation plan so that two occupation sections OS1 are arranged not to overlap each other in a section SE1 and also two occupation sections OS1 are arranged to overlap each other in a section SE2.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a train operation control system.

  There is a train operation control system that controls the operation of multiple trains on a railway line. Such a train operation control system includes an operation management system that manages the operation of a plurality of trains on a railway line.

  Under the management by the operation management system, the train is operated on the railway line based on the train schedule. However, in reality, a situation occurs in which the train cannot be operated as planned by the train diagram due to passengers getting on and off or obstacles. Therefore, train schedules should have a certain margin in the time required for train operations and the interval between train operations so that actual operations can be recovered even if they are slightly delayed from the plan. Stipulated.

  In JP-A-8-156794 (Patent Document 1), in an operation curve creating method for creating an operation curve of a train based on a train diagram, the train travels so as not to interfere with the trains before and after the train. A technique is disclosed that includes a step of calculating a limit that can be traveled as a travel limit condition, and a step of creating an operation curve with the travel limit condition as a constraint.

JP-A-8-156794

  As described above, the above-mentioned train schedule has a certain margin in the time required for train operation and the interval between train operations, but this margin does not ensure the safety of train operation. Absent. Therefore, the train operation control system includes a train control system separately from the operation management system. The train control system is installed along the railway line, that is, on the ground side and on the upper side of the train, and controls the speed of each of a plurality of trains operated so that the speed does not exceed the speed limit as the security speed. Ensure safety.

  Train control systems are roughly classified into a train control system having a system mainly composed of ground facilities and a train control system having a system using radio and information technology. Among these, in a train control system having a system using radio and information technology, the equipment cost is lower than that of a train control system having a system mainly composed of ground facilities. However, in a train control system having a system using radio and information technology, the efficiency of train operation has not been improved much compared to a train control system having a system mainly composed of ground facilities.

  For example, when a railway line has a section where a plurality of trains cannot be present at the same time and a section where a plurality of trains can be present at the same time, an operation plan with improved safety and efficiency of train operation is easily created. I can't. Alternatively, when the railway line has a section where the train cannot be present for a certain period of time, an operation plan that improves the safety and efficiency of the train operation cannot be easily created.

  The present invention has been made to solve the above-described problems of the prior art, and the railway line has a section where a plurality of trains can be present at the same time, or a section where a train cannot be present during a certain time period. Even in such a case, an object is to provide a train operation control system that can easily create an operation plan that improves the safety and efficiency of train operation.

  Of the inventions disclosed in the present application, the outline of typical ones will be briefly described as follows.

  The train operation control system as one aspect of the present invention includes a control device that controls the operation of a plurality of trains on a railway line. The railway line has a first section and a second section connected to the first section. The first section has a first track section, and the second section includes a second track section and a third track section provided on one side of the first track section in the length direction of the first track section. The first track portion is connected to the second track portion or the third track portion so as to be switchable. The control device includes a creation unit that creates an operation plan for a plurality of trains, and a first control unit that controls the operation of the plurality of trains based on the operation plan created by the creation unit. A train operated on a railway line has an occupied section on the railway line. In the direction of train operation, the front end position of the occupied section at the first time is a first position located more than the emergency stop distance of the train ahead of the front end position of the train at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is the second position, which is the rear end position of the train at the first time, or is located behind the rear end position of the train at the first time. This is the third position. In the first section, the creation section does not arrange the two occupied sections of each of the two different trains that are different from each other at any first time, and on the second section. Then, at any 1st time, an operation plan is created so that the two occupation sections which each of any two trains each have may overlap each other.

  As another aspect, the control device is provided on the ground side, and the emergency brake operation information is transmitted via wireless communication after the first time from the start of the emergency brake operation of each of the plurality of trains. May be received by the control device. In the direction of train operation, the front end position of the occupied section at the first time may be a first position located ahead of the train's front end position by the emergency stop distance at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is at the first time when it is assumed that the emergency brake of the train is operated at the second time more than the first time from the first time. It may be a third position as the rear end position of the train.

  Moreover, as another one aspect | mode, an operation plan has a train schedule, a creation part creates a train schedule, and a 1st control part is operation | movement of a some train based on the train schedule created by the creation part. May be controlled. The train diagram includes a first two-dimensional graph in which time is represented on the first horizontal axis of the first two-dimensional graph and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. 1 time and the second horizontal axis of the second 2D graph, the time is represented in the same scale as the scale of the first horizontal axis, and the second vertical axis of the second 2D graph is the scale of the first vertical axis And a second diagram composed of a second two-dimensional graph in which the position on the railway line is represented on the same scale. The first diagram displays the first partial area indicating the movement trajectory of the occupied section on the first track portion among the occupied areas indicating the movement trajectory of the occupied section on the railway line associated with the train operation. May be. When the train moves on the second track part, a second partial area indicating a movement trajectory on the second track part of the occupied section may be displayed on the first diagram. . When the train moves on the third track part, the second diagram may display a third partial area indicating a movement trajectory on the third track part of the occupied section in the second diamond. . Then, the creation unit does not display any two different first partial areas different from each other on the first diamond, and when the first diamond and the second diamond are overlapped, The train diagram may be created so that the third partial area is displayed so as to overlap with any second partial area.

  As another aspect, the railway line is provided between the second track portion and the third track portion and the first track portion, and the first track portion is the second track portion or the third track portion. And a trajectory branching portion connected to be switchable. In the first diagram, a fourth partial region indicating a movement trajectory on the track branching portion of the occupied section may be displayed in the occupied region, and a fourth partial region may be displayed in the second diagram. Then, the creation unit may create the train diagram so that any two different fourth partial regions that are different from each other are not displayed on the first diagram.

  Further, as another aspect, the first control unit is received by the receiving unit that receives information on the position, speed, and brake operation of each of the plurality of trains via wireless communication, and the receiving unit. And a determination unit that determines whether or not a plurality of trains can be operated based on the train schedule based on the information. In addition, when the determination unit determines that the operation based on the train diagram is possible, the first control unit controls the operation of a plurality of trains based on the train diagram, and the determination unit can operate based on the train diagram. When it is determined that it is not, the second control unit may include a second control unit that corrects the train schedule so as to enable operation based on the train schedule, and controls the operation of a plurality of trains based on the corrected train schedule. .

  The train operation control system as one aspect of the present invention includes a control device that controls the operation of a plurality of trains on a railway line. The railway line has a first section and a second section connected to the first section and having a track branching section or a railroad crossing section. The control device includes a creation unit that creates an operation plan for a plurality of trains, and a first control unit that controls the operation of the plurality of trains based on the operation plan created by the creation unit. A train operated on a railway line has an occupied section on the railway line. In the direction of train operation, the front end position of the occupied section at the first time is a first position located more than the emergency stop distance of the train ahead of the front end position of the train at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is the second position, which is the rear end position of the train at the first time, or is located behind the rear end position of the train at the first time. This is the third position. In the first section, the creating section does not arrange the two occupied sections of each of the two different trains that are different from each other at any first time, and from the second time. Until the third time, an operation plan is created so that no occupied section of any train is placed on the second section.

  As another aspect, the control device is provided on the ground side, and the emergency brake operation information is transmitted via wireless communication after the first time from the start of the emergency brake operation of each of the plurality of trains. May be received by the control device. In the direction of train operation, the front end position of the occupied section at the first time may be a first position located ahead of the train's front end position by the emergency stop distance at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is at the first time when it is assumed that the emergency brake of the train is operated at the fourth time before the first time from the first time. It may be a third position as the rear end position of the train.

  Moreover, as another one aspect | mode, an operation plan has a train schedule, a creation part creates a train schedule, and a 1st control part is operation | movement of a some train based on the train schedule created by the creation part. May be controlled. The train diagram includes a first two-dimensional graph in which time is represented on the first horizontal axis of the first two-dimensional graph and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. You may have 1 diamond. In the first diagram, the first partial area showing the movement trajectory on the first section of the occupied section out of the occupied area showing the movement trajectory of the occupied section on the railway line associated with the train operation, and A second partial area indicating a movement trajectory on the second section of the occupied section, and a first limited area indicating a restriction of train operation on the second section between the second time and the third time. May be displayed. Then, the creating unit does not display any two different first partial areas different from each other on the first diagram, does not display any two different second partial areas different from each other, and A train schedule may be created so that none of the second partial areas are displayed overlapping the first restricted area.

  As another aspect, the first section has a first track portion, and the railway line is a second track provided on one side of the first track portion in the length direction of the first track portion. And the third track portion, the second section is provided between the second track portion and the third track portion, and the first track portion, and the first track portion is the second track portion or the second track portion. You may have a track | orbit branch part connected to 3 track | truck parts so that switching is possible. The first diagram includes a first partial area indicating a movement trajectory on the first track portion of the occupied section, a second partial area indicating a movement trajectory on the track branching portion of the occupied section, among the occupied areas, And a third partial region indicating a trajectory of movement on the second track portion of the occupied section, and a first indicating a restriction on the operation of the train on the track branch portion between the second time and the third time. A restricted area may be displayed. The first transition in which the track branching unit switches from the state in which the first track unit is connected to the second track unit to the state in which the first track unit is connected to the third track unit ends at the second time. May be. And after the first conversion, for the first time, the track branching section is switched from the state in which the first track section is connected to the third track section to the state in which the first track section is connected to the second track section. Two conversions may be initiated at the third time.

  Further, as another aspect, the first diagram displays a second restriction area indicating restriction of train operation on the track branch from the third time to the fifth time when the second conversion is completed. May be. In the train diagram, the time is represented on the second horizontal axis of the second 2D graph in the same scale as the scale of the first horizontal axis, and the scale of the first vertical axis is on the second vertical axis of the second 2D graph. You may have the 2nd diamond which consists of a 2nd two-dimensional graph by which the position on a railway line was represented with the same scale. The second diagram may display a fourth partial region, a second partial region, and a second restricted region that indicate a movement trajectory of the occupied section on the third track portion in the occupied region. Then, the creating unit does not display any second partial area on the first diagram so as to overlap the second limited area, and any second partial area is not displayed on the second diagram as the second limited area. Train schedules may be created so that they do not overlap.

  As another aspect, the first control unit includes a first correction unit that corrects the train diagram when a failure occurs in the track branching unit, and a plurality of trains that are corrected by the first correction unit. And a second control unit that controls the operation of the train. In each of the first diagram and the second diagram of the train diagram modified by the first modification unit, the third diagram indicating the limitation of the train operation on the track branching unit from the sixth time to the seventh time. A restricted area may be displayed. The first correction unit does not display any second partial area on the first diamond so as to overlap the third restricted area, and any second partial area does not appear on the second diamond. The train schedule may be modified so that it does not overlap the area.

  Moreover, as another aspect, the track branching portion has a turning machine, and after the second time from the start of the conversion of the turning machine, there is information that confirms that the conversion and locking of the turning machine are completed and there is no problem. The fifth time may be received after the second time or more than the third time.

  Further, as another aspect, the first section has a fourth track portion, and the railroad line is a fifth track provided on one side of the fourth track portion in the length direction of the fourth track portion. The second section may include a railroad crossing provided between the fourth track portion and the fifth track portion. The first diagram includes a first partial area indicating a trajectory of movement on the fourth track portion of the occupied section, a second partial area indicating a trajectory of movement on the crossing portion of the occupied section, among the occupied areas, and , A fifth partial area indicating the trajectory of movement on the fifth track part of the occupied section, and a first restricted area indicating restriction of train operation on the railroad crossing between the second time and the third time May be displayed. Then, the creation unit may create a train diagram so that any two different fifth partial regions that are different from each other are not displayed on the first diagram.

  Further, as another aspect, the first control unit includes a second correction unit that corrects the train diagram when a failure occurs in the railroad crossing unit, and a plurality of train schedules that are corrected by the second correction unit. And a third control unit that controls the operation of the train. Even if the 4th restriction field which shows the restriction of the operation of the train on the railroad crossing between the 8th time and the 9th time is displayed on the 1st time which the train time which was corrected by the 2nd correction part has Good. And a 2nd correction part may correct a train diagram so that any 2nd partial field may not be displayed on the 1st diagram on the 4th restriction field.

  As another aspect, information that confirms that the crossing of the crossing is completed and there is no problem after the third time from when the crossing of the crossing is started may be received by the control device. And a control apparatus may have a 4th control part which controls a level crossing part so that interception of a level crossing part may be started 3rd time or more before 9th time.

  The train operation control system as one aspect of the present invention includes a control device that controls the operation of a plurality of trains on a railway line. The railway line has a first section, a second section connected to the first section, and a third section connected to the first section. The control device includes a preparation unit that prepares by preparing or correcting an operation plan for a plurality of trains, and a first control unit that controls the operation of the plurality of trains based on the operation plan prepared by the preparation unit. A train operated on a railway line has an occupied section on the railway line. In the direction of train operation, the front end position of the occupied section at the first time is a first position located more than the emergency stop distance of the train ahead of the front end position of the train at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is the second position, which is the rear end position of the train at the first time, or is located behind the rear end position of the train at the first time. This is the third position. On the second section, the train operation is restricted by the first obstacle from the second time to the third time. On the third section, the train is caused by the second obstacle from the fourth time to the fifth time. Is restricted. On the first section, the preparation unit does not arrange any two occupied sections of each of the two different trains at any first time from the second time to the third time. During this period, the occupied section of any train is not arranged on the second section, and the occupied section of any train is not arranged on the third section from the fourth time to the fifth time. Prepare an operation plan. Then, when the priority of the first failure is the first priority and the priority of the second failure is the second priority, the preparation unit has the first priority when the second priority is higher than the first priority. When the 5th time is earlier than the second time and the second priority is lower than the first priority, the operation plan is prepared so that the fourth time is later than the third time.

  As another aspect, the control device is provided on the ground side, and the emergency brake operation information is transmitted via wireless communication after the first time from the start of the emergency brake operation of each of the plurality of trains. May be received by the control device. In the direction of train operation, the front end position of the occupied section at the first time may be a first position located ahead of the train's front end position by the emergency stop distance at the first time. And in the direction of train operation, the rear end position of the occupied section at the first time is at the first time when it is assumed that the emergency brake of the train is operated at the sixth time before the first time from the first time. It may be a third position as the rear end position of the train.

  Moreover, as another aspect, the operation plan includes a train schedule, the preparation unit prepares the train schedule, and the first control unit operates a plurality of trains based on the train schedule prepared by the preparation unit. May be controlled. The train schedule prepared by the preparation unit is a first in which the time is represented on the first horizontal axis of the first two-dimensional graph and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. You may have the 1st diamond which consists of a two-dimensional graph. The first diagram includes a first partial area indicating the movement trajectory on the first section of the occupied section, among the occupied areas indicating the movement trajectory of the occupied section on the railway line associated with the train operation, the occupied section The second partial area indicating the movement trajectory on the second section, the third partial area indicating the movement trajectory on the third section of the occupied section, and the period from the second time to the third time A first restriction area indicating restriction of train operation on the second section in the second restriction area indicating restriction of train operation on the third section between the fourth time and the fifth time. May be displayed. The preparation unit does not display any two different first partial regions different from each other on the first diamond, and does not display any two different second partial regions different from each other, and is different from each other. No two third partial areas are displayed overlapping each other, any second partial area is not displayed overlapping the first restricted area, and any third partial area is overlapped with the second restricted area. Train schedules may be prepared so that they are not displayed.

  Further, as another aspect, on the second section, the train operation is restricted by the first failure planned in advance from the second time to the third time, and on the third section, the fourth time From the first to the fifth time, the train operation is restricted by the second failure planned in advance, and the preparation unit may create a train schedule.

  Moreover, as another aspect, the second failure is an operation performed on the track of the third section during the operation of each of the plurality of trains, and the second priority is lower than the first priority, The preparation unit may create a train schedule so that the fourth time is later than the third time.

  Further, as another aspect, when an alarm is used to issue an alarm notifying the worker who performs the work that the train is approaching, a second time after the alarm is started, the worker's track Information that confirms that there is no problem after completion of the evacuation from the inside may be received by the control device. And a control apparatus may have a 2nd control part which controls an alarm device so that the alerting | reporting may be started more than 2nd time before 5th time.

  Further, as another aspect, on the second section, the train operation is restricted by the first failure planned in advance from the second time to the third time, and on the third section, the fourth time From the first to the fifth time, the train operation may be restricted by a second failure that has not been planned in advance. Then, the preparation unit may correct the train schedule after the second failure occurs in the third section.

  Moreover, as another aspect, the first failure is an operation performed on the track in the second section during the operation of each of the plurality of trains, and the second priority is higher than the first priority, The preparation unit may correct the train schedule so that the fifth time is earlier than the second time.

  The train operation control system as one aspect of the present invention includes a control device that controls the operation of a plurality of trains on a railway line. The railway line has a first section, and the control device creates an operation plan for a plurality of trains, and a first control that controls the operation of the plurality of trains based on the operation plan created by the creation unit. Part. The control device is provided on the ground side, and information on the operation of the emergency brake is received by the control device via wireless communication after a first time from the start of the operation of the emergency brake of each of the plurality of trains. A train operated on a railway line has an occupied section on the railway line. In the direction of train operation, the front end position of the occupied section at the first time is a first position located ahead of the train's front end position by the emergency stop distance at the first time. In the direction of train operation, the rear end position of the occupied section at the first time is the train position at the first time when the emergency brake of the train is operated at the second time more than the first time from the first time. This is the second position as the rear end position. And a preparation part produces an operation plan on the 1st section so that two occupying sections which each of any two different trains which are different from each other do not overlap each other at any first time. .

  Moreover, as another one aspect | mode, an operation plan has a train schedule, a creation part creates a train schedule, and a 1st control part is operation | movement of a some train based on the train schedule created by the creation part. May be controlled. The train diagram includes a first two-dimensional graph in which time is represented on the first horizontal axis of the first two-dimensional graph and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. You may have 1 diamond. In the first diagram, a first partial area indicating the movement trajectory on the first section of the occupied section is displayed among the occupied areas indicating the movement trajectory of the occupied section on the railway line associated with the train operation. May be. Then, the creation unit may create a train diagram so that any two first partial areas different from each other are not displayed on the first diagram.

  By applying an aspect of the present invention, even when a railway line has a section where a plurality of trains can be present at the same time, or a section where a train cannot be present for a certain period of time, the safety and efficiency of train operation can be improved. An improved operation plan can be easily created.

It is a figure which shows typically the train operation control system of a comparative example. It is a figure which shows typically the train operation control system of Embodiment 1. FIG. It is a block diagram which shows the train operation control system of Embodiment 1. FIG. 3 is a flowchart showing some steps of the train operation control method according to the first embodiment. It is a figure which shows the control map in case a train is operate | moved on the railway line between two stops. It is a figure which shows a control map in case a some train is operated on the railroad line between two stops. It is a figure which shows typically arrangement | positioning in planar view of the track part of the vicinity of a stop which has a down main line, a down sub main line, an up main line, and an up sub main line. It is a figure which shows typically the part of the vicinity of the stop shown in FIG. 7 among control maps. It is a figure which shows typically arrangement | positioning of the track part of the vicinity of a stop in case a train is in the main line at a stop. It is a figure which shows typically arrangement | positioning of the track part of the vicinity of a stop in case a train is in the sub-main line at a stop. It is a figure which shows the control map in case a train exists in the main line at a stop. It is a figure which shows a control map in case a train is in the sub-main line at a stop. It is a figure which shows the control map which overlap | superposed FIG. 11 (a), FIG.11 (b), FIG.12 (a), and FIG.12 (b). It is a flowchart which shows a part of step of another example of the train operation control method of Embodiment 1. It is a block diagram which shows the train operation control system of Embodiment 2. It is a figure which shows typically arrangement | positioning of the track part of a branching device vicinity. It is a figure which shows an example of the occupation area | region when a train passes a turnout. It is a flowchart which shows a part of step of another example of the train operation control method of Embodiment 2. It is a figure which shows typically arrangement | positioning of the track part near a level crossing. It is a figure which shows an example of the occupation area | region when a train passes a railroad crossing. The table which defines the relationship between the type of trouble or occupation and the priority is shown. It is a figure which shows typically arrangement | positioning of the track part of the vicinity of the area which performs a temporary work. It is a figure which shows an example of the occupation area | region when a train passes the area which performs a temporary work. The table which arranged whether the restriction area concerning the trouble newly added or changed with respect to the restriction area concerning the trouble already planned is interruptible is shown. It is a figure which shows an example of the occupation area | region when a train passes the area which performs a temporary work.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  It should be noted that the disclosure is merely an example, and those skilled in the art can easily conceive of appropriate modifications while maintaining the gist of the invention are naturally included in the scope of the present invention. In addition, the drawings may be schematically represented with respect to the width, thickness, shape, and the like of each part as compared with the embodiments for the sake of clarity of explanation, but are merely examples, and the interpretation of the present invention is not limited thereto. It is not limited.

  In addition, in the present specification and each drawing, elements similar to those described above with reference to the previous drawings are denoted by the same reference numerals, and detailed description may be omitted as appropriate.

(Embodiment 1)
First, the train operation control system of Embodiment 1 which is one embodiment of the present invention will be described in comparison with a train operation control system of a comparative example.

<Comparative train operation control system>
FIG. 1 is a diagram schematically illustrating a train operation control system of a comparative example. As shown in FIG. 1, the train operation control system of the comparative example includes an operation management system 111 that manages the operation of a plurality of trains on a railway line, and a train control system 112 that controls a plurality of trains on the railway line. And.

  Under the management by the operation management system 111, the train is operated on the railway line based on the train schedule. The train schedule has information on arrival and departure times determined in consideration of the time required to travel between the stations based on the classification of passing or stopping at each station, the use number line, and the operation curve. However, the information that train schedules have is only information as a plan. Actually, there are situations where the train cannot be operated as planned by the train schedule due to passengers getting on and off or obstacles. Therefore, train schedules should have a certain margin in the time required for train operations and the interval between train operations so that actual operations can be recovered even if they are slightly delayed from the plan. Stipulated.

  If the train schedule is minimal, the driver will perform recovery operation. In addition, operation management for returning to the original train schedule, such as installing an operation management system facility at the command center and monitoring and intervening by the commander, is performed. In such a case, the operation of a plurality of trains on the railway line is managed by the operation management system 111.

  As described above, the above-mentioned train schedule has a certain margin in the time required for train operation and the interval between train operations, but this margin does not ensure the safety of train operation. Absent. Therefore, the train operation control system includes a train control system 112 separately from the operation management system 111. The train control system 112 is installed along the railway line, that is, on the ground side and on the upper side of the train, and controls so that the speed of each of the plurality of trains operated does not exceed the speed limit as the security speed. Ensure the safety of operation.

  Such a train control system 112 has a track record of being adopted in the majority of line sections, a train control system having a system mainly composed of ground facilities, and a system using radio and information technology that has recently been introduced. And a train control system.

  In a train control system having a system mainly composed of ground facilities, tracks are divided into certain sections, and traffic lights are installed at the entrances. When the train line is detected by the track circuit, etc., the traffic signal at the entrance of the section where the train is located will be stopped, and the speed of the other train will be controlled so that it will not enter the section. Secured.

  On the other hand, a CARAT (Computer And Radio Aided Train control system) is an example of a train control system having a method using radio and information technology. This train control system is provided with wireless transmission means between the ground and the vehicle. Each train detects the position of its own train, and by exchanging information, the ground control device tracks each train in the jurisdiction range and instructs each train on the stop limit position, and each train calculates a speed limit as a security speed. By driving below the speed limit, the safety of train operation is ensured.

  When the train control system 112 is a train control system having a system mainly composed of ground facilities, as shown in FIG. 1, information such as the position and speed of the train 113 is as shown by an arrow AR101. Sent to. Information such as the position and speed of the train 113 sent to the train control system 112 is sent from the train control system 112 to the operation management system 111 as indicated by an arrow AR102.

  On the other hand, an instruction such as a route request is sent from the operation management system 111 to the train control system 112 as indicated by an arrow AR103. In addition, an instruction such as signal display is sent from the train control system 112 to the train 113 as indicated by an arrow AR104. As a result, the operation instruction is sent from the operation management system 111 to the train 113 as indicated by an arrow AR105.

  In the system mainly composed of ground equipment, the ground equipment is heavy and large equipment, but in the system using radio and information technology, the safety of train operation is managed in the computer, and the ground equipment is greatly reduced. Therefore, in a train control system having a method using radio and information technology, the equipment cost is lower than that of a train control system having a method mainly composed of ground facilities.

  In addition, a method mainly using ground facilities is a fixed blocking method, but a method using radio and information technology is a moving blocking method. Therefore, in a train control system having a method using radio and information technology, the efficiency of train operation is higher than that of a train control system having a method mainly composed of ground facilities.

  However, a train control system having a method using radio and information technology is substantially the same as a train control system having a method mainly using ground facilities in that the train schedule has a margin. Therefore, in a train control system having a system using radio and information technology, the efficiency of train operation is improved by using a mobile block system compared to a train control system having a system mainly composed of ground facilities. However, it has not improved much yet.

  Therefore, for example, when a railway line has a section in which a plurality of trains cannot be present at the same time and a section in which a plurality of trains can be present at the same time, the train operation control system of the comparative example uses radio and information technology. Even if a train control system having the above is provided, an operation plan that improves the safety and efficiency of train operation cannot be easily created. Alternatively, when the railway line has a section where the train cannot stay for a certain period of time, even if the train operation control system of the comparative example has a train control system having a method using radio and information technology, the train An operation plan that improves the safety and efficiency of operation cannot be easily created.

<Train operation control system of this embodiment>
FIG. 2 is a diagram schematically illustrating the train operation control system according to the first embodiment. As shown in FIG. 2, the train operation control system of the first embodiment includes a central device 1 as a control device that controls the operation of a plurality of trains on the railway line.

  The central device 1 is a system that unifies the function of ensuring safety, the function of controlling trains and ground facilities, and the function of an operation management system, which were performed by the train control system. That is, the central device 1 is a combination of the operation management system 111 (see FIG. 1) and the train control system 112 (see FIG. 1) in the train operation control system of the comparative example. The central device 1 is ground equipment provided on the ground side.

  The central device 1 uses the information network 2 to receive and receive information on the position, speed, and brake operation of each of the plurality of trains via wireless communication. In addition, the central device 1 performs operation management of a plurality of trains based on information received and received from the train, and also instructs a plurality of trains to prevent a collision or derailment of the train, that is, a plurality of trains. Control train operation.

  In the train operation control system of the first embodiment, the central device 1 creates a detailed operation plan having high safety and instructs the train in the form of a travel pattern. Ground facilities such as turnouts are also controlled according to this operation plan.

  That is, the train operation control system according to the first embodiment is a train operation control system in which a train control system using radio and information technology and an operation management system are integrated. All trains and on-site equipment such as turnouts, railroad crossings, and work terminals are network-connected to a central device (for example, a command center) 1 via an information network 2. The central device 1 creates an operation plan that guarantees the safety of train operation for several trains ahead of the ideal train operation for all trains, and was planned for each train in the operation plan. Instructs traveling according to position and speed. Each train is basically driven according to the instructions of the central device 1, but may not go according to the instructions, so the central device 1 operates according to the latest position and speed of each train. Sequentially correct the plan to something feasible.

  Specifically, as shown in FIG. 2, information such as the position and speed of the train 3 is sent to the central apparatus 1 via the information network 2 as indicated by an arrow AR1. On the other hand, an operation management control based on the control map or an instruction such as a traveling method, that is, an operation instruction is sent to the train 3 via the information network 2 as indicated by an arrow AR2.

  According to the train operation control system of the first embodiment, it is possible to realize train operation control having high safety and high efficiency at low cost by combining train control using radio and information technology and operation management. it can. In addition, as an alternative to the conventional train schedule, it is possible to create an operation plan that ensures the safety of train operation and directly control the operation of the train. In order to ensure the safety of train operation at the planning stage, the operation plan is prepared by an appropriate method. Below, an operation plan is also called a control map. The control map includes a train diagram indicating an occupied area or a restricted area described later. That is, the operation plan has a train schedule.

<Train operation control method of this embodiment>
Next, with reference to FIG. 3 thru | or FIG. 13, the train operation control method of this Embodiment 1 including the preparation method of a control map is demonstrated.

  In the train operation control method of the first embodiment, all train operations satisfy the following two points: that the space-time occupation of the tracks by the train does not compete and that a safe train interval is ensured. Planned to. Therefore, a three-dimensional data space in which a time axis is intersected with a two-dimensional line wiring is used as a train diagram. In addition, as the occupation of the time and space of the track by the train, the emergency brake distance of the train, that is, the emergency stop distance, is applied forward, and the emergency brake is applied from the vehicle to the ground. A band-like range (see FIG. 5 described later) in which the rear position of the train is obtained after the maximum transmission delay (for example, 3 seconds) is used. Then, exclusive management of the space-time occupation of the track by the train is performed so that the belt-shaped ranges on the three-dimensional data space do not overlap between trains. Hereinafter, this band-like range is also referred to as “obi” and also referred to as “occupied region”.

  In the train operation control method of the first embodiment, a control map as a train operation plan, that is, a train diagram, is set as a linear trajectory, and then each point on the railway line and the passage time are defined in detail. It is converted to the occupied area (Obi). Moreover, when setting the occupation area of another train, it sets so that the occupation area of the existing train may be avoided. Hereinafter, the linear trajectory is also referred to as “streaks”.

  FIG. 3 is a block diagram illustrating the train operation control system according to the first embodiment. FIG. 4 is a flowchart showing some steps of the train operation control method according to the first embodiment. FIG. 3 shows a central device 1 as a control device provided in the train operation control system of the first embodiment.

  As shown in FIG. 3, the central device 1 provided in the train operation control system of the first embodiment includes a creation unit 11 and a first control unit 12. Moreover, as shown in FIG. 4, the train operation control method of the first embodiment includes a creation process (step S11) and a first control process (step S12).

  The creation unit 11 creates operation plans for a plurality of trains in the creation process (step S11). In the first control process (step S12), the first control unit 12 controls the operation of a plurality of trains based on the operation plan created by the creation unit 11 in the creation process (step S11). Therefore, the central device 1 is a control device that controls the operation of a plurality of trains on the railway line. Moreover, the train operation control method of this Embodiment 1 controls the operation of the some train on a railway line.

  FIG. 5 is a diagram showing a control map when a train is operated on a railway line between two stops. FIG. 6 is a diagram showing a control map when a plurality of trains are operated on a railway line between two stops. FIG. 7 is a diagram schematically illustrating an arrangement in a plan view of a track portion in the vicinity of a stop having a down main line, a down main line, an up main line, and an up sub line. FIG. 8 is a diagram schematically showing a portion near the stop shown in FIG. 7 in the control map. In addition, in FIG. 7, the vehicle contact limit position 21 arrange | positioned around a branching device is shown.

  In the example shown in FIGS. 5 and 6, the railway line has a section SE1 and a section SE2 connected to the section SE1. The section SE1 is a part different from the stop on the railway line, for example. Section SE2 is a part of a stop in a railway line, for example. Note that, of the two railway stops, one of the two stops is a section SE21 as the section SE2, and the other stop is a section SE22 as the section SE2. Further, in the railway line, a portion between the section SE21 and the section SE22 is a section SE11 as the section SE1, and a section on the opposite side of the section SE21 from the section SE22 is a section SE12 as the section SE1. 5 and 6, for the sake of convenience, the direction from the stop provided in the section SE21 to the stop provided in the section SE22 is defined as the train operating direction, but from the stop provided in the section SE22 to the section SE21. A direction toward the provided stop may be set as a train operation direction.

  As shown in FIG. 5, the control map as a train diagram has a diagram DA1, and the diagram DA1 is a two-dimensional graph. The time is represented on the horizontal axis of the two-dimensional graph of the diamond DA1, and the position on the railway line, that is, the distance from the reference position is represented on the vertical axis of the two-dimensional graph of the diamond DA1. A train 3 operated on a railway line at a certain time among the plurality of trains 3 has an occupation section OS1 on the railway line.

  In the operation direction of the train 3, the front end position of the occupied section OS1 at a certain time T1 is a position PS2 that is located ahead of the position PS1 as the front end position of the train 3 at that time T1 by the emergency stop distance EB1 of the train 3. is there. The emergency stop distance EB1 is a stop distance when the train 3 operates the emergency brake, that is, a braking distance, and is a distance according to the speed of the train 3 at time T1.

  In addition, when it is assumed that the rear end position of the train 3 in the occupation section OS1 at a certain time T1 in the operation direction of the train 3 operates the emergency brake of the train 3 at the time T2 that is more than the delay time DT1 from the time T1. It is position PS4 as the rear end position of train 3 at time T1. The delay time DT1 is a time when information on the operation of the emergency brake is received by the central device 1 (see FIG. 3) with a certain delay by wireless communication when the emergency brake of the train 3 is operated. It is. That is, after the delay time DT1 from the start of the emergency brake operation of each of the plurality of trains 3, the emergency brake operation information is received by the central device 1 via wireless communication.

  At a certain time T1, an operation plan is created on the assumption that the train 3 does not have the occupied section OS1 by preventing the two occupied sections OS1 of the two different trains 3 from overlapping each other. Compared to the case, the safety of train operation can be improved.

  Further, for example, an operation plan, that is, a control map is created in consideration of the emergency stop distance EB1 of the train 3 and the time required for the central device 1 to receive information on the operation of the emergency brake of the train 3 (delay time DT1). Therefore, it is possible to easily optimize the control map according to passenger demand, such as shortening the operation interval between trains while ensuring safety.

  In addition, you may prescribe | regulate the front end position of occupation section OS1 in a certain time T1 more than emergency stop distance EB1 of the train 3 more than the position PS1 as the front end position of the train 3 in the time T1. However, if the front end position of the occupied section OS1 is defined as a position ahead of the position PS1 as the front end position of the train 3 at the time T1 by the emergency stop distance EB1 of the train 3, the train operation efficiency is improved. It is possible to easily create an operation plan.

  Further, the rear end position of the occupied section OS1 at a certain time T1 is located behind the position PS3 as the rear end position of the train 3 at that time T1 or the position PS3 as the rear end position of the train at that time T1. It may be defined as a position to be located. However, the rear end position of the train 3 at the time T1 when it is assumed that the emergency brake of the train 3 is operated at the time T2 before the delay time DT1 from the time T1 as the rear end position of the occupation section OS1 at a certain time T1. When it is prescribed | regulated, the operation plan which improved the safety | security and efficiency of train operation can be created easily.

  As shown in FIG. 6, the creation unit 11 (see FIG. 3) uses two occupancy possessed by each of any two different trains 3 at any time in the creation process (step S <b> 11 in FIG. 4). An operation plan, that is, a control map is created so that the sections OS1 do not overlap each other.

  Specifically, in the operation plan, that is, the control map, an area indicating the time change of the occupied section OS1 of the train 3 operated on the railway line, that is, the movement of the occupied section OS1 on the railway line accompanying the operation of the train 3 is shown. The trajectory is defined as an occupied area OR1.

  A curve indicating a time change of the front end position (position PS2) in the operation direction of the train 3 in the occupied section OS1, that is, a trajectory of movement on the railway line of the front end position (position PS2) of the occupied section OS1 accompanying the operation of the train 3 The curve CR1. On the other hand, a curve indicating the time change of the rear end position (position PS4) in the operation direction of the train 3 in the occupied section OS1, that is, the railway line at the rear end position (position PS4) of the occupied section OS1 accompanying the operation of the train 3 is shown. Let the locus of movement be a curve CR2. At this time, the occupied region OR1 is a region sandwiched between the curve CR1 and the curve CR2.

  In addition, in FIG. 5, the locus | trajectory of the front end position (position PS1) of the train 3 accompanying operation of the train 3 is shown by a curve CR3, and the locus of the rear end position (position PS3) of the train 3 accompanying operation of the train 3 is The curve is indicated by CR4. The slope of the curve CR3 corresponds to the speed of the train 3.

  In the following, a region located on a certain section of the railway line in a certain occupied area OR1, that is, a region indicating a movement trajectory on a certain section of the occupied section OS1 is defined as a partial region. At this time, the two occupied sections OS1 of each of the two different trains 3 that are different from each other on any section at any time are not arranged to overlap each other in the operation plan, that is, the control map. It means that the two partial areas respectively possessed by any two different trains 3 on the section do not overlap each other in plan view.

  Specifically, in FIG. 5, an area located on the section SE11 in the occupied area OR1, that is, an area showing a movement locus on the section SE11 of the occupied section OS1 is defined as a partial area PR11. Further, of the occupied area OR1, an area located on the section SE21, that is, an area showing a movement locus on the section SE21 of the occupied section OS1 is defined as a partial area PR21. Further, of the occupied area OR1, an area located on the section SE22, that is, an area showing a movement locus on the section SE22 of the occupied section OS1 is defined as a partial area PR22.

  At this time, on the section SE11, at any time, the two occupied areas OR1 respectively possessed by any two different trains 3 are not arranged so as to overlap each other. It means that the two partial regions PR11 respectively included in any two different trains 3 on SE11 do not overlap each other in plan view.

  On the other hand, as shown in FIG. 6, the occupation area of the train 3 that is the preceding train can be moved or deformed so as not to overlap with the occupation area of the train 3 that is the subsequent train. FIG. 6 shows an example in which the train 3a as the preceding train 3 travels through the section SE12 after stopping at the stop in the section SE22. In the example shown in FIG. As indicated by a region RG1 surrounded by a chain line, for example, even in the stop of the section SE22, the occupation region OR1 of the train 3a as the train 3 does not overlap with the occupation region OR1 of the train 3b as the train 3 in plan view. Create a control map.

  Here, since the section SE1 is a portion different from the stop on the railway line, for example, a plurality of trains cannot simultaneously exist in the section SE1. However, since the section SE2 is, for example, a stop part of a railway line, there may be a case where a plurality of trains can be present at the same time in the section SE2 because the stop has, for example, a plurality of numbered lines. Therefore, in the following, a case is considered in which a plurality of trains can be on the section SE2 at the same time.

  Specifically, as shown in FIG. 7, the section SE2 has a down main line 22, a down sub main line 23, an up main line 24, and an up sub line 25, and is 2 in both the down direction and the up direction. Consider a case with two wires. In such a case, in the method described with reference to FIG. 6, it is prohibited to have a train on each of the down main line 22 and the down sub main line 23 at the same time. The control map cannot be optimized for passenger demand.

  On the other hand, in the train operation control method according to the first embodiment, when the railway line has a section SE2 in which a plurality of trains can be present at the same time, as shown in FIG. By creating a control map in which DA1 is stacked, the control map is handled not as a simple two-dimensional data plane but as a three-dimensional data space.

  Specifically, the creation unit 11 (see FIG. 3) has each of two different trains 3 different from each other at any time on the section SE1 in the creation process (step S11 in FIG. 4). An operation plan, that is, a control map is created so that the two occupied sections OS1 are not arranged to overlap each other. In addition, in the creation process (step S11), the creation unit 11 causes the two occupied sections OS1 of each of the two trains 3 to overlap each other at any time on the section SE2. Then, an operation plan, that is, a control map is created.

  Thereby, even when the railway line has a section where a plurality of trains can be present at the same time, it is possible to easily create an operation plan that improves the safety and efficiency of train operation.

  FIG. 9 is a diagram schematically showing the arrangement of the track portion in the vicinity of the stop when the train is on the main line at the stop. FIG. 10 is a diagram schematically illustrating the arrangement of the track portion in the vicinity of the stop when the train is on the sub main line at the stop. FIG. 11 is a diagram showing a control map when the train is on the main line at the stop. FIG. 11A shows a diagram of the main main layer, and FIG. 11B shows a diagram of the sub main layer. FIG. 12 is a diagram showing a control map when the train is on the secondary main line at the stop. FIG. 12A shows a diagram of the main main layer, and FIG. 12B shows a diagram of the sub main layer. FIG. 13 is a diagram illustrating a control map obtained by superimposing FIGS. 11A, 11B, 12A, and 12B.

  9 and FIG. 10, the portion indicated by a solid line in the branching unit is the diagram DA11 and DA12 as two diamonds DA1 stacked on each other in the arrangement of the track portion in the vicinity of the actual branching unit. These are schematically deformed corresponding to the above. On the other hand, in FIG. 9 and FIG. 10, the portion indicated by the broken line in the branching device schematically shows the arrangement of the track portion near the actual branching device in plan view. FIGS. 11 (a), 11 (b), 12 (a), 12 (b), and 13 show a plane of the track portion near the stop on the left side of the diagram DA1 for the sake of easy understanding. It shows the arrangement in view.

  In the following, while the preceding train 3 arrives at the stop first and enters the secondary main line (track section 33 described later) and stops, the subsequent train 3 arrives at the stop later. An example will be described in which the vehicle arrives, enters the main line (track section 32 described later), passes the preceding train 3 and departs first.

  In the example shown in FIGS. 9 to 13, the section SE11 has a track portion 31, the section SE22 has a track portion 32 and a track portion 33, and the section SE12 has a track portion 34. The track portion 32 and the track portion 33 are provided on one side of the track portion 31 in the length direction of the track portion 31. The track portion 33 is provided at a distance from the track portion 32 in the width direction of the track portion 32. The track portion 31 is connected to the track portion 32 or the track portion 33 so as to be alternatively switchable. The track portion 34 is provided on the opposite side of the track portion 32 from the track portion 32 in the length direction of the track portion 32. The track part 34 is connected to the track part 32 or the track part 33 so as to be alternatively switchable.

  As shown in FIGS. 11 and 12, the control map as the train diagram includes a diagram DA11 as the diagram DA1 and a diagram DA12 as the diagram DA1.

  As shown in FIGS. 11A and 12A, the diamond DA11 is a two-dimensional graph. The time is represented on the horizontal axis of the two-dimensional graph of the diamond DA11, and the position on the railway line is represented on the vertical axis of the two-dimensional graph of the diamond DA11. The diamond DA11 includes a partial area PR11 indicating a movement trajectory of the occupied section OS1 on the track portion 31 and a partial area PR12 indicating a movement trajectory of the occupied section OS1 on the track section 34 in the occupied area OR1. Is displayed. In addition, when the train 3 moves on the track portion 32, the diagram DA11 includes a partial region PR22 indicating a movement track on the track portion 32 of the occupied section OS1 (see FIG. 5) in the occupied region OR1. Is displayed.

  As shown in FIGS. 11B and 12B, the diamond DA12 is a two-dimensional graph. The time is represented on the horizontal axis of the two-dimensional graph of the diamond DA12 on the same scale as the scale of the two-dimensional graph of the diamond DA11. The vertical axis of the two-dimensional graph of the diamond DA12 shows the time of the two-dimensional graph of the diamond DA11. The position on the railway line is represented by the same scale as the scale of the vertical axis. When the train 3 moves on the track section 33, the diamond DA12 has a partial area PR23 indicating a movement track on the track section 33 of the occupied section OS1 (see FIG. 5) in the occupied area OR1. Is displayed.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 3) includes, in the plan view, each of the two partial regions PR11 included in each of the two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR12 respectively included in any two different trains 3 in a plan view. Create a train diagram.

  Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR22 respectively included in any two different trains 3 in a plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA12 from displaying the two partial regions PR23 respectively included in any two different trains 3 in a plan view. Create a train diagram.

  As shown in FIG. 11 to FIG. 13, when the creation unit 11 superimposes the diamond DA11 and the diamond DA12 in the creation process (step S11), any one of the trains 3 is selected. A train diagram is created so that the partial area PR23 that is included overlaps and is displayed with the partial area PR22 that the train 3 different from any one of the trains 3 has.

  Preferably, in the three-dimensional data space, in order to ensure safety at a branching point or a joining point, a crossover line and a section on the main line that interferes with the crossover travel are related as a competing section, and one section is When Obi occupies, exclusive management is performed to limit occupancy of other trains on the other section.

  Specifically, as shown in FIG. 9 and FIG. 10, the railway line has a branching device 35 as a track branching unit and a branching device 36 as a track branching unit. The branching device 35 is provided between the track portion 32 and the track portion 33 and the track portion 31, and connects the track portion 31 to the track portion 32 or the track portion 33 so as to be alternatively switchable. The branching device 36 is provided between the track portion 32 and the track portion 33 and the track portion 34, and connects the track portion 34 to the track portion 32 or the track portion 33 so as to be alternatively switchable.

  At this time, in the diagram DA11, a partial region PR31 indicating a trajectory of movement of the occupied section OS1 (see FIG. 5) on the branching unit 35 in the occupied region OR1 is displayed. The partial area PR31 is displayed on the diamond DA12 so as to overlap with the diamond DA11. In the diagram DA11, a partial area PR32 indicating a trajectory of movement on the branching device 36 in the occupied section OS1 is displayed in the occupied area OR1. The partial area PR32 is displayed on the diamond DA12 so as to overlap with the diamond DA11.

  Note that the end of the branching device on the side branched into two can be, for example, the vehicle contact limit position 21 (see FIG. 7), and the end of the branching device joined to one of the branching devices is The position on the opposite side to the crossing part side can be set further than the end part on the opposite side to the crossing part side of the rail.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 3) includes two partial regions PR31 respectively included in any two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA12 from displaying the two partial regions PR31 respectively included in any two different trains 3 in a plan view. Create a train diagram.

  Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR32 respectively included in any two different trains 3 in a plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA12 from displaying the two partial regions PR32 respectively included in any two different trains 3 in a plan view. Create a train diagram.

  That is, in the occupied area OR1, the partial area PR31 indicating the trajectory of the movement of the occupied section OS1 (see FIG. 5) on the branching unit 35 is shown in both the diagrams DA11 and DA12. A partial region PR32 indicating a trajectory of movement on the branching device 36 in the section OS1 is shown in both the diamonds DA11 and DA12. On the other hand, the partial areas PR11, PR12, PR22, and PR23 indicating the movement trajectory of the occupied section OS1 on a part different from both of the branching units 35 and 36 in the occupied area OR1 are set to one of the diamonds DA11 and DA12. Indicated.

  In this way, after the creation unit 11 (see FIG. 3) creates a train diagram in the creation process (step S11 in FIG. 4), the first control unit 12 (see FIG. 3) In step S12) of FIG. 4, the operation of a plurality of trains is controlled based on the train schedule created by the creation unit 11 in the creation process (step S11).

  FIG. 14 is a flowchart illustrating some steps of another example of the train operation control method according to the first embodiment.

  As shown in FIG. 3, in the train operation control system of the first embodiment, the first control unit 12 may include a reception unit 13, a determination unit 14, and a second control unit 15. As shown in FIG. 14, in the train operation control method of the first embodiment, the first control process (step S12) includes the reception process (step S13), the determination process (step S14), and the second control. Processing (step S15).

  In the reception process (step S13), the reception unit 13 receives information on the position, speed, and brake operation of each of the plurality of trains via wireless communication. In the determination process (step S14), the determination unit 14 determines whether a plurality of trains can be operated based on the train diagram based on the information received by the reception unit 13 in the reception process (step S13). . When the determination unit 14 determines that the operation based on the train schedule is possible in the determination process (step S14), the second control unit 15 determines the operation based on the train diagram in the second control process (step S15). The speed of each of the plurality of trains and the operation of the brake, that is, the operation of the plurality of trains are controlled (step S16). On the other hand, when the determination unit 14 determines that the operation based on the train schedule is not possible, the second control unit 15 causes the train to operate according to the train diagram in the second control process (step S15). The schedule is corrected (step S17), and the speed and operation of each of the plurality of trains are controlled based on the corrected train schedule, and the operation of the plurality of trains is controlled (step S18).

  That is, each train basically travels according to the instructions, but may not follow the instructions. According to the above-described second control process (step S15), the control map can be sequentially corrected to be realizable according to the latest position or speed of each train.

  As described above, the train speed is represented as the slope of the curve CR3 (see FIG. 5) in the occupied area OR1 on each of the plurality of diamonds DA1 included in the control map. Therefore, the speed limit of the train can be realized by planning the curve CR3 in the occupied area OR1 to have an inclination equal to or lower than the speed limit.

<Main features and effects of the present embodiment>
In the train operation control system of the first embodiment, the central device 1 creates the operation plan of the plurality of trains 3 and the operation of the plurality of trains 3 based on the operation plan created by the creation unit 11. And a first control unit 12 for controlling. The creating unit 11 creates an operation plan on the section SE1 so that the occupied sections OS1 of the two different trains 3 that are different from each other do not overlap each other at any time. In the operation direction of the train 3, the front end position of the occupied section OS1 at a certain time T1 is a position PS2 that is located ahead of the emergency stop distance EB1 of the train 3 by more than the front end position of the train 3 at that time T1. Further, in the operation direction of the train 3, the rear end position of the occupied section OS1 at the time T1 is the position PS3 that is the rear end position of the train 3 at the time T1, or the rear end position of the train 3 at the time T1. The position PS4 is located rearward.

  By introducing such an operation plan, a train operation plan has been formulated by the operation management system, and compared to the conventional operation control method that has ensured safety by the train control system, It is possible to unify the functions and formulate an operation plan that ensures safety.

  Further, in the train operation control system of the first embodiment, the timing at which the train departs can be predicted by the operation plan on the control map, so that the subsequent train is prevented from decelerating or stopping more than necessary just before the stop. Can be easily realized. Because it is only necessary to consider the margin on the control map for the margin considered in operation management and train control for smooth train operation, that is, the margin time on the train schedule and the margin distance on safety, The efficiency and freedom of train operation can be improved.

  In the train operation control system according to the first embodiment, since the train can be directly controlled based on the control map, the control responsiveness can be improved as compared with the combination of the operation management system and the train control system. When performing predictive control according to the delay, the effect can be expected to the maximum.

  In the train operation control system of the comparative example, it was difficult to reduce operation management personnel. On the other hand, the train operation control system of the first embodiment can realize the control map and sequentially corrects it toward the ideal train operation, thereby reducing the number of conventional operation management personnel. Moreover, since the operation management system and the train control system are integrated, the equipment cost is reduced.

  Furthermore, in the train operation control system of the first embodiment, the creation unit 11 has 2 each of any two trains 3 at any time on the section SE2 where a plurality of trains 3 can be present at the same time. The operation plan is created so that the two occupied sections OS1 overlap each other. Specifically, the creation unit 11 creates a control map having a plurality of stacked diamonds DA1 as an operation plan, and superimposes a plurality of diamonds DA1 on a section SE2 where a plurality of trains 3 can be present at the same time. Sometimes, the control map is created so that the two occupied areas OR1 of the two trains 3 overlap each other.

  Therefore, the freedom degree of an operation plan can be raised, such as being able to shorten the space | interval of a some train. Therefore, even when the railway line has a section where a plurality of trains can be present at the same time, an operation plan that improves the safety and efficiency of train operation can be easily created.

  Consider a case where the railway line has only section SE1. In such a case, the front end position of the occupied section OS1 is set to a position PS3 that is ahead of the train's front end position by the emergency stop distance EB1 at time T1, and the rear end position of the occupied section OS1 is set to time T1. The position PS4 as the rear end position of the train at the time T1 when the emergency brake of the train is assumed to be operated at the time T2 before the delay time DT1 may be used. Then, the creation unit 11 may create an operation plan on the section SE1 so that the occupying section OS1 of each of the two different trains is not arranged at any time on the section SE1. .

  As a result, compared with the case where the front end position of the occupied section OS1 is defined as a position that is more than the emergency stop distance EB1 of the train ahead of the front end position of the train at time T1, operation with improved train operation efficiency is achieved. Plans can be created easily. Compared with the case where the rear end position of the occupied section OS1 is defined as the rear end position of the train at time T1 or a position located behind the rear end position of the train at time T1, the train operation is safer. An operation plan with improved efficiency and efficiency can be easily created.

(Embodiment 2)
In the train operation control system of the first embodiment, the operation plan is such that two occupied sections of two trains overlap each other on a section where a plurality of trains can be present at the same time, unlike a section where a plurality of trains cannot be present at the same time. It was created. On the other hand, in the train operation control system according to the second embodiment, an operation plan is created so that an occupied section of a train is not arranged on a section where the train cannot be present for a certain period of time.

  About the train operation control system of this Embodiment 2, it can be made to be the same as that of the train operation control system of Embodiment 1 demonstrated using FIG. 2 mentioned above, The description is abbreviate | omitted.

<Train operation control method of this embodiment>
Next, a train operation control method according to the second embodiment including a control map creation method will be described.

  In the train operation control method according to the second embodiment, as in the train operation control method according to the first embodiment, the control map as the train operation plan, that is, the train diagram, is set as a linear trajectory (streak). Later, each point on the railway line and the passage time are converted into an occupied area (Obi) defined in detail. Moreover, when setting the occupation area of another train, it sets so that the occupation area of the existing train may be avoided.

  FIG. 15 is a block diagram illustrating a train operation control system according to the second embodiment. FIG. 15 shows a central device 1 as a control device provided in the train operation control system of the second embodiment. In addition, since the flowchart which shows a part of step of the train operation control system of Embodiment 2 can be made to be the same as that of the flowchart shown in FIG. 4, it demonstrates below using FIG.

  As shown in FIG. 15, the central device 1 provided in the train operation control system of the second embodiment is similar to the central device 1 provided in the train operation control system of the first embodiment. And the first control unit 12. Moreover, as shown in FIG. 4, the train operation control method of the second embodiment is similar to the train operation control method of the first embodiment, in the creation process (step S11) and the first control process (step S12). And having.

  The creation unit 11 creates operation plans for a plurality of trains in the creation process (step S11). In the first control process (step S12), the first control unit 12 controls the operation of a plurality of trains based on the operation plan created by the creation unit 11 in the creation process (step S11). Therefore, the central device 1 is a control device that controls the operation of a plurality of trains on the railway line. Moreover, the train operation control method of this Embodiment 2 controls the operation of the some train on a railroad line similarly to the train operation control method of Embodiment 1. FIG.

  In the second embodiment, as in the first embodiment, the first control unit 12 includes a receiving unit 13 (see FIG. 3), a determining unit 14 (see FIG. 3), and a second control unit 15 (see FIG. 3). (See FIG. 3). In the train operation control method of the second embodiment, the first control process (step S12 in FIG. 14) is the same as the reception process (step S13 in FIG. 14), as in the train operation control method of the first embodiment. The determination process (step S14 in FIG. 14) and the second control process (step S15 in FIG. 14) may be included.

  In the train operation control method according to the second embodiment, as in the train operation control method according to the first embodiment, the central device 1 wirelessly transmits information on the position, speed, and brake operation of each of the plurality of trains. It receives via communication and controls the operation of a plurality of trains based on the received information.

  In the train operation control method of the second embodiment, as shown in FIG. 5, the control map as a train diagram has a diagram DA1 as in the train operation control method of the first embodiment. It consists of a two-dimensional graph. The time is represented on the horizontal axis of the two-dimensional graph of the diamond DA1, and the position on the railway line, that is, the distance from the reference position is represented on the vertical axis of the two-dimensional graph of the diamond DA1. A train 3 operated on a railway line at a certain time among the plurality of trains 3 has an occupation section OS1 on the railway line. The front end position in the operating direction of the train 3 in the occupied section OS1 and the rear end position in the operating direction of the train 3 in the occupied section OS1 can be the same as in the first embodiment.

  In the train operation control method according to the second embodiment, as shown in FIG. 6, the creation unit 11 (see FIG. 15) performs the creation process (steps in FIG. 4) as in the train operation control method according to the first embodiment. In S11), an operation plan, that is, a control map is created on the section SE1 so that at any time, any two occupied sections OS1 respectively possessed by any two different trains 3 do not overlap each other. .

  Further, in the train operation control method of the second embodiment, as in the train operation control method of the first embodiment, the time change of the occupied section OS1 of the train 3 operated on the railway line in the operation plan, that is, the control map. , That is, a trajectory of movement of the occupied section OS1 on the railway line associated with the operation of the train 3 is defined as an occupied area OR1. Also, the definition of the partial region can be the same as in the first embodiment.

  At this time, on the section SE11, at any time, the two occupied areas OR1 respectively possessed by any two different trains 3 are not arranged so as to overlap each other. It means that the two partial regions PR11 respectively included in any two different trains 3 on SE11 do not overlap each other in plan view.

  On the other hand, in the train operation control method according to the second embodiment, unlike the train operation control method according to the first embodiment, an occupied area for safely controlling ground facilities such as a turnout or a railroad crossing according to the train passing time, That is, a restricted area for restricting train operation is set. Moreover, when setting the occupation area of a train, it sets so that the existing restriction area may be avoided. Hereinafter, this restricted area is also referred to as “tanzaku”.

  Consider a case where a railway line has a section SE1 (see FIG. 17 described later) and a section SE3 (see FIG. 17 described later) connected to the section SE1. In such a case, specifically, the creation unit 11 (see FIG. 15), in the creation process (step S11 in FIG. 4), on the section SE1, any two trains 3 that are different from each other at any time. The operation plan, that is, the control map is created so that the two occupied sections OS1 (see FIG. 5 described above) that each of the two has does not overlap each other. In addition, in the creation process (step S11), the creation unit 11 includes the occupied section OS1 of any train 3 from the time T3 (see FIG. 17 described later) to the time T4 (see FIG. 17 described later) in the section SE3. An operation plan, that is, a control map is created so as not to be placed above.

  Thereby, for example, since the occupation area of the train can be prevented from overlapping with the restriction area for safely controlling the ground equipment in plan view, the central device 1 controls the ground equipment safely based on the control map. be able to. As described above, even when the railway line has a section where the train cannot be present for a certain period of time, an operation plan that improves the safety and efficiency of the train operation can be easily created.

  Below, with reference to FIG.16 and FIG.17, the restriction | limiting area | region for controlling the branching device as ground equipment safely is demonstrated. In the case of controlling the branching device safely, as described with reference to FIGS. 9 to 13 in the first embodiment, the control map includes the diagram DA11 as the diagram DA1 of the main line layer and the layer of the sub-main line. It is preferable to have a diamond DA12 as the diamond DA1. Accordingly, in the following, an example in which the control map includes the main main layer diamond DA11 and the sub main main layer diamond DA12 will be described, but a first modification of the train operation control method of the second embodiment described later will be described. As will be described by way of example, in order to safely control a level crossing as a ground facility, the control map may have only a single layer of diamond DA11.

  FIG. 16 is a diagram schematically illustrating the arrangement of the track portions near the branching unit. FIG. 16A shows a state in which the branching unit is in a localized state, FIG. 16B shows a state in which the branching unit is in an inverted state, and FIG. Show. FIG. 17 is a diagram illustrating an example of an occupied area when a train passes through a turnout. FIG. 17A shows a diagram of the main main layer, and FIG. 17B shows a diagram of the sub main layer.

  16 (a) to 16 (c), the portion indicated by a solid line in the branching device corresponds to the two diamonds DA11 and DA12 in which the arrangement of the track portion in the vicinity of the actual branching device is stacked on each other. It is shown schematically deformed. On the other hand, in FIG. 16 (a) to FIG. 16 (c), the portion indicated by a broken line in the branching device schematically shows the arrangement in plan view of the track portion near the actual branching device.

  In the example shown in FIGS. 16 and 17, the railway line has a section SE1, a section SE2, and a section SE3. The section SE1 is a part different from the stop on the railway line, for example. Section SE2 is a part of a stop in a railway line, for example.

  Note that, of the two railway stops, one of the two stops is a section SE21 as the section SE2, and the other stop is a section SE22 as the section SE2. Further, in the railway line, a portion between the section SE21 and the section SE22 is a section SE11 as the section SE1, and a section on the opposite side of the section SE21 from the section SE22 is a section SE12 as the section SE1.

  In FIG. 16 and FIG. 17, for convenience, the direction from the stop provided in the section SE21 to the stop provided in the section SE22 is the train operation direction, but from the stop provided in the section SE22 to the section SE21. A direction toward the provided stop may be set as a train operation direction.

  On the other hand, the section SE3 is a portion arranged between the section SE1 and the section SE2 on the railway line. In the example illustrated in FIGS. 16 and 17, the section SE3 is disposed between the section SE11 and the section SE22.

  In the example shown in FIGS. 16 and 17, the section SE <b> 11 has a track portion 31, and the section SE <b> 22 has a track portion 32 and a track portion 33. The track portion 32 and the track portion 33 are provided on one side of the track portion 31 in the length direction of the track portion 31, and the track portion 33 is spaced from the track portion 32 in the width direction of the track portion 32. Is provided. The track portion 31 is connected to the track portion 32 or the track portion 33 so as to be alternatively switchable.

  The section SE3 has a branching device 35 as a track branching unit. The branching unit 35 is provided between the track unit 32 and the track unit 33 and the track unit 31 and connects the track unit 31 to the track unit 32 or the track unit 33 so as to be alternatively switchable.

  In FIG. 16A to FIG. 16C, the section SE3, that is, the branching unit 35 is surrounded by a two-dot chain line, and the branching unit 35 is formed from each of the track unit 31, the track unit 32, and the track unit 33. A portion where entry into the vehicle is restricted is shown as protection 37.

  In the example shown in FIGS. 16 and 17, as described above, the control map as a train diagram includes a diagram DA11 and a diagram DA12. The diamond DA11 includes a partial area PR11 indicating a movement locus on the track portion 31 of the occupied section OS1, a partial region PR22 indicating a movement locus on the track portion 32 of the occupied section OS1 in the occupied area OR1, and A partial region PR31 indicating a trajectory of movement on the branching unit 35 in the occupied section OS1 is displayed. The diamond DA12 includes a partial area PR23 (see, for example, FIG. 12B) indicating a movement path on the track portion 33 of the occupied section OS1 in the occupied area OR1, and a branching unit 35 of the occupied section OS1. A partial region PR31 indicating the movement trajectory is displayed. The time is represented on the horizontal axis of the diamond DA12 on the same scale as the horizontal axis of the diamond DA11, and the point on the railway line is represented on the vertical axis of the diamond DA12 on the same scale as the vertical axis of the diamond DA11. This is the same as in the first embodiment.

  First, as shown in FIG. 16A, a state where the branching device 35 is in a localized state, that is, a state where the track portion 31 is connected to the track portion 32 will be described. In such a state, the operation of the train 3 on the section SE3, that is, on the branching device 35 is not limited in the diagram DA11. On the other hand, in the diagram DA12, the operation of the train 3 on the section SE3, that is, on the branching unit 35, is restricted.

  Therefore, although illustration is omitted in FIG. 17B, the restriction area where the operation of the train 3 on the section SE3, that is, on the branching device 35 is restricted is displayed on the diamond DA12 in the time zone. . This corresponds to the fact that the protection 37 is disposed between the branching device 35 and the track portion 33 in FIG. On the other hand, the restriction area where the operation of the train 3 on the section SE2, that is, on the branching device 35 is restricted is not displayed on the diamond DA11.

  Next, as shown in FIG. 16B, the state where the branching device 35 is in an inverted position, that is, the state where the track portion 31 is connected to the track portion 33 will be described. For example, it is assumed that the branching device 35 is in an inverted state from time T3 to time T4. In such a case, the operation of the train 3 on the section SE2 in the diagram DA12, that is, on the branching device 35, is not limited. However, in the diagram DA11, from the time T3 to the time T4, on the section SE3, that is, the branching device 35. The operation of the train 3 above is restricted.

  At this time, as shown in FIG. 17A, the diagram DA11 has a restriction region LR1 indicating a restriction on the operation of the train 3 on the section SE2 between the time T3 and the time T4, that is, on the branching unit 35. ,Is displayed. This corresponds to the fact that the protection 37 is disposed between the branching device 35 and the track portion 32 in FIG. On the other hand, as shown in FIG. 17 (b), the diagram DA12 displays a restriction area indicating the restriction of the operation of the train 3 on the section SE2 from time T3 to time T4, that is, on the branching device 35. Not. This corresponds to the fact that the protection 37 is not disposed between the branching device 35 and the track portion 33 in FIG.

  The restriction area LR1 displayed on the diamond DA11 has a rectangular shape. The left end of the restriction region LR1 on the horizontal axis is time T3. Time T3 is a time at which the first conversion in which the branching device 35 is switched from the state where the track portion 31 is connected to the track portion 32 to the state where the track portion 31 is connected to the track portion 33 ends. The right end of the restricted area LR1 on the horizontal axis is time T4. At time T4, after the first conversion, for the first time, the branching device 35 changes from the state in which the track part 31 is connected to the track part 33 to the state in which the track part 31 is connected to the track part 32. Is the time at which is started. The upper end on the vertical axis of the restriction region LR1 is the front end position in the operation direction of the branching device 35. The lower end of the vertical axis of the restriction region LR1 is the rear end position in the operation direction of the branching device 35.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 15) includes, in the plan view, each of the two partial regions PR11 included in each of any two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR31 respectively included in any two different trains 3 on top of each other in plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 creates a train diagram so that any partial region PR31 of any train 3 is not displayed on the diagram DA11 so as to overlap the restricted region LR1 in plan view. . In FIG. 17A, the occupied area OR1 in the diamond DA11 of the train diagram created in this way is indicated by a solid line.

  Further, in the creation process (step S11), the creation unit 11 also includes two partial areas PR23 (see, for example, FIG. 12 (b)) included in each of the two different trains 3 on the diamond DA12. Train schedules are created so that they are not displayed overlapping each other. On the other hand, the creation unit 11 is a partial area PR31 of any train 3 and displayed on the diamond DA12 when the diamond DA11 and the diamond DA12 are overlapped in the creation process (step S11). The train diagram is created so that the partial region PR31 may be displayed so as to overlap with the restriction region LR1 displayed on the diagram DA11 in plan view. In FIG. 17B, the occupied area OR1 in the diamond DA12 created in this way is indicated by a broken line.

  By creating such a train diagram, the train 3 that has traveled from the track section 31 enters the track section 33 from the time T3 to the time T4, that is, when the branching device 35 is in an upside down state. However, the operation of the train 3 can be controlled so that the train 3 that has traveled from the track portion 31 cannot enter the track portion 32.

  Next, as shown in FIG. 16C, the state where the branching device 35 is changing will be described. For example, it is assumed that the branching device 35 is in a changing state from time T4 to time T5. In such a case, in any of the schedules DA11 and DA12, the operation of the train 3 on the section SE3, that is, on the branching unit 35, is restricted from time T4 to time T5.

  At this time, as shown in FIG. 17A, the diagram DA11 has a restriction region LR2 indicating a restriction on the operation of the train 3 on the section SE3 from time T4 to time T5, that is, on the branching device 35. ,Is displayed. In addition, as shown in FIG. 17 (b), the diamond DA12 has a restriction region LR2 indicating the restriction of the operation of the train 3 on the section SE3 from time T4 to time T5, that is, on the branching unit 35. Is displayed. In FIG. 16C, the protection 37 is provided between the branching device 35 and the track portion 31, between the branching device 35 and the track portion 32, and between the branching device 35 and the track portion 33, respectively. It corresponds to being arranged.

  The restricted area LR2 displayed on the diamond DA11 has a rectangular shape. The left end on the horizontal axis of the restriction region LR2 is time T4. At the time T4, as described above, the second switching is started in which the branching device 35 switches from the state where the track portion 31 is connected to the track portion 33 to the state where the track portion 31 is connected to the track portion 32. Is the time. The right end on the horizontal axis of the restriction region LR2 is time T5. Time T5 is a time at which the second conversion in which the branching device 35 is switched from the state in which the track portion 31 is connected to the track portion 33 to the state in which the track portion 31 is connected to the track portion 32 ends. The upper end of the vertical axis of the restriction region LR2 is the front end position in the operation direction of the branching device 35. The lower end of the restriction area LR <b> 2 on the vertical axis is the rear end position in the operation direction of the branching device 35.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 15) prevents the partial area PR31 of any train 3 from being displayed on the diamond DA11 so as to overlap the restriction area LR2 in plan view. Create a train diagram. Further, the creation unit 11 creates a train diagram in the creation process (step S11) so that the partial region PR31 of any train 3 is not displayed on the diagram DA12 so as to overlap the restriction region LR2 in plan view. .

  This prevents the train 3 from traveling on the branching device 35 while the branching device 35 is being switched. Therefore, the safety of the train 3 in the vicinity of the turnout 35 can be ensured.

  In order for a train to travel safely on the branching device 35 without any obstacles, the switch provided in the branching device 35 is changed before the front end position of the occupation section OS1 of the train enters the branching device 35. The lock must be completed and confirmed to be free of obstacles. Therefore, when conversion and locking of the switch are necessary, the interval between the occupation area OR1 of the train in front of the train and the occupation area OR1 of the train corresponds to the time required for conversion and locking of the switch. The control map must be created so that it is free for the time to do.

  Information that is confirmed by the central device 1 that the switch 35 has a switch, and after the delay time DT2 from the start of the switch conversion, confirms that the switch and lock have been completed and there is no problem. And In such a case, the time T5 is preferably a time after the delay time DT2 after the time T4.

  As a result, the control map is set such that the space between the occupation area OR1 of the train 3 in front of a certain train 3 and the occupation area OR1 of the train 3 is increased by the time required for the conversion and locking of the switch. Can be created. Therefore, the train 3 can travel safely on the branching device 35 without any trouble even when the switch of the switch and the lock are necessary.

  Next, a state where the branching device 35 has failed will be described. The state in which the branching device 35 has failed is also shown in FIG. 16C, similar to the state in which the branching device 35 is changing. In any of the schedules DA11 and DA12, it is assumed that the operation of the train 3 on the section SE3, that is, on the branching unit 35, is restricted from time T6 to time T7. A flow chart in such a case is shown in FIG. FIG. 18 is a flowchart illustrating some steps of another example of the train operation control method according to the second embodiment.

  As shown in FIG. 15, in the train operation control system of the second embodiment, the first control unit 12 may include a correction unit 41 and a third control unit 42. As shown in FIG. 18, in the train operation control system of the second embodiment, the first control process (step S12) includes a correction process (step S21) and a second control process (step S22). May be included.

  The correction unit 41 corrects the train diagram when a failure occurs in the branching device 35 in the correction process (step S21). Moreover, the 3rd control part 42 controls operation of the some train 3 based on the train schedule corrected by the correction part 41 in the correction process (step S21) in a 3rd control process (step S22).

  At this time, each of the schedules DA11 and DA12 included in the modified train schedule is as shown in FIGS. 17A and 17B on the branching unit 35 between time T6 and time T7. A restricted area LR3 indicating restrictions on the operation of the train 3 is displayed. In FIG. 16C, the protection 37 is provided between the branching device 35 and the track portion 31, between the branching device 35 and the track portion 32, and between the branching device 35 and the track portion 33, respectively. It corresponds to being arranged.

  The restricted area LR3 displayed on each of the diamonds DA11 and DA12 has a rectangular shape. The left end on the horizontal axis of the restriction area LR3 displayed on the diamond DA11 and the left end on the horizontal axis of the restriction area LR3 displayed on the diamond DA12 are both times T6. The right end on the horizontal axis of the restriction area LR3 displayed on the diamond DA11 and the right end on the horizontal axis of the restriction area LR3 displayed on the diamond DA12 are both times T7. The upper end on the vertical axis of the restriction area LR3 displayed on the diamond DA11 and the upper end on the vertical axis of the restriction area LR3 displayed on the diamond DA12 are both front end positions in the operation direction of the branching device 35. The lower end on the vertical axis of the restriction area LR3 displayed on the diamond DA11 and the lower end on the vertical axis of the restriction area LR3 displayed on the diamond DA12 are both rear end positions in the operation direction of the branching device 35.

  In the correction process (step S21), the correction unit 41 displays the train diagram so that the partial region PR31, that is, the occupied region OR1 included in any train 3 is not displayed on the diagram DA11 so as to overlap the restriction region LR3 in plan view. Correct it. In addition, in the correction process (step S21), the correction unit 41 causes the train diagram so that the partial region PR31, that is, the occupied region OR1 included in any train is not displayed on the diagram DA12 so as to overlap the restriction region LR3 in plan view. To correct. FIG. 17A shows the occupied area OR1 in the diamond DA11 modified in this way by a two-dot chain line. FIG. 17B shows the occupied area OR1 in the diamond DA12 modified in this way by a two-dot chain line.

  For example, when a failure such as a switching failure of the branching device 35 occurs, the route of the train 3 is not opened, and therefore, for example, the train 3 is blocked from entering the branching device 35 from the track 31 and the train 3 is branched. An emergency stop must be made before the vessel 35.

  On the other hand, in the second embodiment, when the failure of the branching unit 35 occurs, the restriction area LR3 is displayed on each of the diamonds DA11 and DA12, and the partial area PR31 that the train 3 has, that is, the occupation The train schedule is corrected so that the region OR1 is not displayed so as to overlap the restricted region LR3 in plan view. Thereby, when the failure of the branching device 35 occurs, it is possible to prevent the train from entering from the track portion 31 to the branching device 35 and stop the train 3 immediately before the branching device 35. Therefore, even when a failure such as a conversion failure of the branching device 35 occurs, the safety of the train can be ensured.

<First Modification of Train Operation Control Method of Present Embodiment>
Next, with reference to FIG.19 and FIG.20, the 1st modification of the train operation control method of this Embodiment 2 is demonstrated. In the first modified example, a limited area for safely controlling a level crossing as ground equipment will be described.

  In the following, an example in which the control map has only a single layer diamond DA11 will be described. However, as described in the train operation control method of the second embodiment described above, the control map is the main layer layer. You may have the diamond DA11 and the diamond DA12 of the layer of a sub-main line.

  FIG. 19 is a diagram schematically showing the arrangement of the track portion near the railroad crossing. FIG. 19 (a) shows a state in which the level crossing breaker has been lowered and blocked, and FIG. 19 (b) shows a state in which the level crossing breaker has been raised, the level crossing has failed, or the level crossing has detected an obstacle. Shows the state. FIG. 20 is a diagram illustrating an example of an occupied area when a train passes a railroad crossing.

  In the example shown in FIGS. 19 and 20, the railway line has a section SE1, a section SE2, a section SE3, and a section SE4. The railway line has a section SE11 as a section SE1, a section SE12 as a section SE1, a section SE21 as a section SE2, and a section SE22 as a section SE2. The section SE1, the section SE2, the section SE11, the section SE12, the section SE21, and the section SE22 can be the same as those in the second embodiment.

  On the other hand, the section SE3 is a portion arranged between the section SE1 and the section SE2 on the railway line. In the example illustrated in FIGS. 19 and 20, the section SE3 is disposed between the section SE11 and the section SE22. Moreover, section SE4 is a part arrange | positioned between section SE3 and section SE22 among railroad lines.

  In the example shown in FIGS. 19 and 20, the section SE <b> 11 has a track portion 31, and the section SE <b> 4 has a track portion 38 provided on one side of the track portion 31 in the length direction of the track portion 31. The section SE3 has a railroad crossing 39 as a railroad crossing provided between the rail portion 31 and the rail portion 38.

  19 (a) and 19 (b), the section SE3, that is, the railroad crossing 39 is surrounded by a two-dot chain line frame, and in FIG. 19 (b), the railroad crossing is started from each of the track portion 31 and the track portion 38. A portion where entry to 39 is restricted is shown as protection 37.

  First, as shown in FIG. 19A, a state in which the circuit breaker of the level crossing 39 is lowered and blocked will be described. In such a state, the operation of the train 3 on the section SE3, that is, on the railroad crossing 39 is not limited in the diagram DA11.

  Next, as shown in FIG. 19 (b), the state where the circuit breaker of the level crossing 39 is raised will be described. For example, it is assumed that the circuit breaker of the level crossing 39 is raised from time T3 to time T4. In such a case, in the diagram DA11, the operation of the train 3 on the section SE3, that is, on the railroad crossing 39, is restricted from time T3 to time T4. At this time, as shown in FIG. 20, the restriction area LR1 indicating the restriction on the operation of the train 3 on the section SE3, that is, on the railroad crossing 39, from time T3 to time T4 is displayed on the diamond DA11. This corresponds to the fact that the protection 37 is disposed between the crossing 39 and the track 31 and between the crossing 39 and the track 38 in FIG.

  Further, as shown in FIG. 20, the diagram DA11 includes a partial area PR11 indicating a movement trajectory on the track section 31 of the occupied section OS1 in the occupied area OR1, and a movement on the track section 38 of the occupied section OS1. And a partial region PR31 indicating a trajectory of movement on the railroad crossing 39 of the occupied section OS1.

  The restriction area LR1 displayed on the diamond DA11 has a rectangular shape. The left end of the restriction region LR1 on the horizontal axis is time T3. Time T3 is the time when the crossing of the railroad crossing 39 by the circuit breaker ends. The right end of the restricted area LR1 on the horizontal axis is time T4. Time T4 is the time at which the first interruption is started after the interruption of the railroad crossing 39 by the breaker. The upper end of the restriction area LR1 on the vertical axis is the front end position in the direction of travel of the crossing 39. The lower end of the restriction area LR1 on the vertical axis is the rear end position in the direction of travel of the crossing 39.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 15) includes, in the plan view, each of the two partial regions PR11 included in each of any two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR41 respectively included in any two different trains 3 in a plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 creates a train diagram so that any partial region PR31 of any train 3 is not displayed on the diagram DA11 so as to overlap the restricted region LR1 in plan view. . In FIG. 20, the occupation area OR1 in the diamond DA11 of the train diagram created in this way is indicated by a solid line.

  Further, while the crossing device of the level crossing 39 is descending, the level crossing 39 rings, but from time T3 to time T4, the crossing device is raised and the crossing 39 does not ring. Therefore, as described above, by creating a train diagram so that the partial region PR31 of any train 3 does not overlap with the restriction region LR1 in plan view as shown in FIG. When the railroad crossing 39 does not ring, the train 3 cannot travel on the railroad crossing 39. Therefore, it is possible to ensure the safety of the train 3 in the vicinity of the railroad crossing 39 and the passing vehicles and passers-by passing through the railroad crossing 39.

  In order for a train to travel safely on the railroad crossing 39 without any obstacle, it is confirmed that the crossing of the railroad crossing 39 by the circuit breaker has been completed before the front end position of the occupation section OS1 of the train enters the railroad crossing 39. There must be. Therefore, when it is necessary to confirm the completion of the shut-off, the control map is set such that the interval between the restriction area LR1 and the occupation area OR1 of the train is open for a time corresponding to the time required for confirming the completion of the shut-off. Must be created.

  In the first modification, it is assumed that the central device 1 receives information confirming that the crossing of the level crossing 39 is completed and there is no problem after the delay time DT3 from the start of the crossing of the level crossing 39. In such a case, the central device 1 is different from the first control unit 12 or the first control unit 12 that controls the level crossing 39 so that the crossing of the level crossing 39 is started before the delay time DT3 before the time T4. You may have a control part.

  As a result, the control map is set so that the interval between the start of the interruption and the occupied area OR1 of the train that subsequently enters the railroad crossing 39 is vacant only for the time (delay time DT3) corresponding to the time necessary for confirming the completion of the interruption. Can be created. Therefore, even when it is necessary to confirm the completion of the interruption, it is possible to start ringing of the railroad crossing 39 at a time that is traced back by that time. Etc. can be secured.

  Next, a state in which the level crossing 39 is in a failure state or a state in which the level crossing 39 has detected a failure will be described. The state in which the level crossing 39 is in a failure state or the state in which the level crossing 39 detects a failure is also shown in FIG. In the diagram DA11, the operation of the train 3 on the section SE3, that is, on the railroad crossing 39, is restricted from time T8 to time T9.

  In such a case, as described with reference to FIG. 15 and FIG. 18 described in the second embodiment, the correction unit 41 performs the train in the correction process (step S21) after a failure occurs in the crossing 39. Correct the diamond. Moreover, the 3rd control part 42 controls operation of the some train 3 based on the train schedule corrected by the correction part 41 in the correction process (step S21) in a 3rd control process (step S22). At this time, the restriction area LR4 indicating the restriction of the operation of the train 3 on the railroad crossing 39 between the time T8 and the time T9 is displayed on the diamond DA11 included in the corrected train diamond.

  In the correction process (step S21), the correction unit 41 displays the train diagram so that the partial region PR31, that is, the occupied region OR1 of any train 3 is not displayed on the diagram DA11 so as to overlap with the restriction region LR4 in plan view. Correct it. FIG. 20 shows the occupied area OR1 in the diamond DA11 modified in this way by a two-dot chain line.

  Thereby, when the level crossing 39 breaks down or the level crossing 39 detects a failure, the train 3 cannot travel on the level crossing 39. Therefore, it is possible to ensure the safety of the train 3 in the vicinity of the railroad crossing 39 and the passing vehicles and passers-by passing through the railroad crossing 39.

<The 2nd modification of the train operation control method of this Embodiment>
Next, with reference to FIG. 21 thru | or FIG. 25, the 2nd modification of the train operation control method of this Embodiment 2 is demonstrated. In the second modification, a method for creating a control map in consideration of the priority according to the type of event that becomes an obstacle that restricts train operation will be described.

  In the following, an example in which the control map has only a single layer diamond DA11 will be described. However, as described in the train operation control method of the second embodiment described above, the control map is the main layer layer. You may have the diamond DA11 and the diamond DA12 of the layer of a sub-main line.

  First, a case will be described in which the creation unit 11 (see FIG. 15) creates a train schedule in consideration of the priority in the creation process (step S12 in FIG. 4). In such a case, the preparation part 11 (refer FIG. 15) which produces the operation plan of a some train can be considered as the preparation part which produces and prepares the operation plan of a some train. Moreover, the 1st control part 12 (refer FIG. 15) which controls operation of a some train based on the operation plan created by the preparation part 11 is operated for a some train based on the operation plan prepared by the preparation part. It can be regarded as the first control unit 12 that controls.

As described above, the diagram included in the control map indicates the occupation area of the train operated on the railway line. On the other hand, the diagram included in the control map indicates a restricted area that restricts the operation of the train on a part of the railway line, such as protection of ground facilities. The following types of events can be considered as the types of events that are obstacles to the operation of this train.
・ Protection of ground facilities (branches and railroad crossings) ・ Work such as track closing, use of maintenance vehicles, and train clearance ・ Emergency protection in case of any emergency

  When arranging a plurality of restricted areas together with a plurality of occupied areas in the diamond DA1, basically, the restricted areas that have been generated first are arranged preferentially, but in order to run the train safely, different types It is preferable to set priorities among the restricted areas. Therefore, the relationship between the type of trouble or occupation and the priority is exemplified and defined as shown in the table of FIG. FIG. 21 shows a table that defines the relationship between the type of obstacle or occupation and the priority.

  In the table of FIG. 21, the relationship between priority, type of trouble or occupation, occurrence or disappearance, exclusion or duplication is shown as “priority level”, “type of trouble or occupation”, “occurrence / disappearance”, “exclusion”.・ "Replication relationship". In the table of FIG. 21, the priorities of priority 1, priority 2, and priority 3 are represented as level 1, level 2, and level 3. In the table of FIG. 21, the priority of priority 1 is higher than the priority of priority 2, and the priority of priority 2 is higher than the priority of priority 3. Furthermore, the correspondence between the priority and the event shown in the table of FIG. 21 and the control between the events are merely examples, and the correspondence between the priority and the event different from the example shown in the table of FIG. 21 is performed. May be.

  As shown in FIG. 21, the priority of the restricted area corresponding to an emergency or failure can be set to priority 1 which is the highest priority. Specifically, the priority of the restricted area corresponding to “emergency protection” or “equipment failure” shown in the table of FIG. Such trouble occurs when a failure or dangerous event occurs, and disappears upon recovery. Note that the table of FIG. 21 also shows the exclusive or overlapping relationship of the priority-area 1 occupied area or restricted area.

  Further, the priority of the restricted area corresponding to the occupation area of the train (corresponding to “train” shown in the table of FIG. 21) or the track closing work (corresponding to “line closing” shown in the table of FIG. 21) is set to priority 1 Priority 2 which is the next highest priority. Specifically, the occupied area corresponding to “Train Obi” shown in the table of FIG. 21, or the restricted area corresponding to “Branch changeover” or “Line closing work” (track closing work) shown in the table of FIG. Can be set to priority 2. Such trouble occurs at the time of planning and disappears at the end of operation or work. Note that the table of FIG. 21 also shows the exclusive or overlapping relationship of the priority-area 2 occupied area or restricted area.

  Further, the priority of the restricted area corresponding to the potential trouble can be set to the priority 3 which is the lowest priority. Specifically, the priority of the restricted area corresponding to the “non-opening route”, “stepping door” or “training work” (working work) shown in the table of FIG. it can. The table of FIG. 21 also shows the occurrence or disappearance of a priority area 3 or the relationship of exclusion or duplication.

  In the following, an example will be described in which both of the two failures occur in the same section as being planned in advance, and one of the two failures is a work in progress. However, the following example is also applicable to a case where two failures occur in two different sections, for example, each occurring in each of two adjacent sections. Further, the present invention can be applied to the case where each of the two failures is any of the failures shown in the table of FIG.

  FIG. 22 is a diagram schematically illustrating the arrangement of the track portions in the vicinity of the section in which the work is performed. FIG. 22A shows a state in which the worker 51 has been confirmed to be retracted, and FIG. 22B shows a state in which the work is being completed or the worker 51 has not been confirmed to be retracted. FIG. 23 is a diagram illustrating an example of an occupied area in a case where a train passes through a section in which a work is performed.

  In the example shown in FIGS. 22 and 23, the railway line has a section SE1, a section SE2, a section SE3, and a section SE4. The railway line has a section SE11 as a section SE1, a section SE12 as a section SE1, a section SE21 as a section SE2, and a section SE22 as a section SE2. The section SE1, the section SE2, the section SE11, the section SE12, the section SE21, and the section SE22 can be the same as those in the second embodiment.

  On the other hand, the section SE3 is a portion arranged between the section SE1 and the section SE2 on the railway line. In the example shown in FIGS. 22 and 23, the section SE3 is arranged between the section SE11 and the section SE22. Moreover, section SE4 is a part arrange | positioned between section SE3 and section SE22 among railroad lines.

  In the example shown in FIGS. 22 and 23, the section SE11 has a track portion 31, and the section SE4 has a track portion 38 provided on one side of the track portion 31 in the length direction of the track portion 31. The section SE3 includes a track portion 40 provided between the track portion 31 and the track portion 38. In the track part 40, it is assumed that a failure occurs due to, for example, a work in progress.

  22 (a) and 22 (b), the section SE3, that is, the track portion 40 is shown surrounded by a two-dot chain line frame, and in FIG. 22 (b), the track portion 31 and the track portion 38 are respectively shown. A portion where entry into the track portion 40 is restricted is shown as a protection 37.

  For example, from time T3 to time T4, it is assumed that a failure that is different from the work in progress and that is planned in advance occurs. In such a case, on the section SE3, that is, on the track portion 40, the operation of the train 3 is restricted from time T3 to time T4. At this time, the creation unit 11 (see FIG. 15) does not arrange the occupied section OS1 (see FIG. 5) of any train 3 on the section SE3, that is, on the track section 40, from time T3 to time T4. Create an operation plan or control map. And the restriction | limiting area | region LR1 which shows the restriction | limiting of the operation of the train 3 on area SE3, ie, the track part 40, between the time T3 and the time T4 is displayed on the diamond DA11.

  Further, as shown in FIG. 23, in the diagram DA11, in the occupied area OR1, the partial area PR11 indicating the movement path on the track section 31 of the occupied section OS1 and the movement on the track section 38 of the occupied section OS1. A partial region PR41 indicating the trajectory of the occupying section OS1 and a partial region PR31 indicating the trajectory of movement of the occupied section OS1 on the trajectory 40 are displayed.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 15) includes, in the plan view, each of the two partial regions PR11 included in each of any two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR41 respectively included in any two different trains 3 in a plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 creates a train diagram so that any partial region PR31 of any train 3 is not displayed on the diagram DA11 so as to overlap the restricted region LR1 in plan view. . In FIG. 23, the occupied area OR1 in the diamond DA11 of the train diagram created in this way is indicated by a solid line.

  On the other hand, as shown in FIG. 22 (b), as a failure planned in advance from time T8 to time T9, work performed on the track during the operation of each of a plurality of trains, that is, work in progress is performed. Shall occur. In such a case, on the section SE3, that is, on the track section 40, the operation of the train 3 is restricted from time T8 to time T9. At this time, the creation unit 11 (see FIG. 15) operates the operation plan or control so that the occupied section OS1 of any train 3 is not arranged on the section SE3, that is, on the track section 40, from time T8 to time T9. Create a map. Then, on the diamond DA11, a restriction area LR5 indicating restriction on the operation of the train 3 on the section SE3, that is, on the track portion 40, from time T8 to time T9 is displayed. This corresponds to the protection 37 being disposed between the track portion 40 and the track portion 31 and between the track portion 40 and the track portion 38 in FIG.

  Moreover, the priority of the failure in which the operation of the train 3 is restricted in the restricted region LR1 is set as the priority PF1, and the priority of the failure in which the operation of the train 3 is restricted in the restricted region LR5 is set as the priority PF2.

  Here, consider a case where the priority PF2 is lower than the priority PF1. In such a case, the creation unit 11 (see FIG. 15), in the creation process (step S11 in FIG. 4), indicates that the time T8, which is the start time of the restriction area LR5, is the end time of the restriction area LR1. A train diagram is created so that it is later than a certain time T4, and the partial region PR31, that is, the occupied region OR1 that any train 3 has is not displayed overlapping the restricted region LR5 in plan view. In FIG. 23, the occupation area OR1 in the diamond DA11 of the train diagram created in this way is indicated by a two-dot chain line.

  When the failure that restricts the operation of the train 3 in the restricted area LR5 is a work in progress, and the trouble that restricts the operation of the train 3 in the restricted area LR1 is a trouble that cannot be interrupted, the priority of the restricted area LR5 The priority PF2 that is the degree is lower than the priority PF1 that is the priority of the restricted area LR1. Therefore, the creation unit 11 creates a train schedule so that the time T8 that is the start time of the restricted area LR5 is later than the time T4 that is the end time of the restricted area LR1 in the creation process (step S11).

  By such a method, even when a plurality of failures planned in advance occur, a restricted area in consideration of priority can be set, so that the safety and efficiency of train operation can be improved.

  When the priority PF2 is higher than the priority PF1, the operation plan is created so that the time T9 that is the end time of the restricted area LR5 is earlier than the time T3 that is the start time of the restricted area LR1. Since the diamond DA11 is created, the restricted area LR5 interrupts before the restricted area LR1.

  Next, a case will be described in which the central device performs a creation process to create a train diagram, performs a modification process, and corrects the train diagram in consideration of priority. In such a case, the correction part 41 (refer FIG. 15) which corrects the operation plan of the some train 3 can be considered as a preparation part which corrects and prepares the operation plan of the some train 3. FIG. Moreover, the 3rd control part 42 (refer FIG. 15) which controls the operation | movement of the some train 3 based on the operation plan corrected by the correction part 41 is based on the operation plan prepared by the preparation part. It can be regarded as a third control unit 42 that controls the operation of

  FIG. 24 shows a table in which whether or not a restriction area relating to a trouble to be newly added or changed with respect to a restriction area relating to a trouble already planned can be interrupted is arranged. Each word shown in the table of FIG. 24 has the same meaning as the same word shown in the table of FIG. Similarly to the table shown in FIG. 21, the correspondence between the priority and the event in the table shown in FIG. 24 and the control between the events are merely examples, and the priority different from the example shown in FIG. May be associated with events.

  As shown in FIG. 24, the restriction area of priority level 1 (level 1) causes duplication or interruption to the restriction area of priority level 1, priority level 2 (level 2), or priority level 3 (level 3). be able to. Also, the priority 2 occupied area or restricted area cannot be interrupted or erased with respect to the priority 1 restricted area, but the priority 2 or priority 3 occupied area or restricted area. Can be interrupted, erased or duplicated by satisfying certain conditions. In addition, it is not assumed that the priority 3 restriction area is interrupted to the priority 1 or priority 2 restriction area, but the priority 3 restriction area may be overlapped. it can. Note that the priority 1 restriction area overlaps the priority 2 restriction area includes a case where the priority 1 restriction area is interrupted to the priority 2 restriction area.

  If you try to set a restricted area on the train diagram later by performing correction processing, you will try to set it later due to the difference in priority with the occupied area or restricted area that was already set on the train diagram. It is determined whether or not the restricted area can be interrupted or overlapped with the previously set occupied area or restricted area. As a result, when it is determined that the restriction area to be set later can be interrupted or overlapped, the restriction area to be set later is set before the occupied area or restriction area that has already been set. It can be interrupted or duplicated. The interrupted occupied area or restricted area needs to be set again by shifting the time backward. On the other hand, if the priority of the restricted area to be set later is lower than the priority of the occupied area or restricted area that has already been set, it will interrupt before the occupied area or restricted area that has already been set. I can not let you.

  In the following, one of the two failures is planned in advance, but the other failure is not planned in advance, and the two failures occur in the same section, and the 2 An example in which one failure that was not planned in advance among the two failures is a work in progress will be described. However, the following example is also applicable to a case where two failures occur in two different sections, for example, each occurring in each of two adjacent sections. Further, the present invention can be applied to the case where each of the two failures is any of the failures shown in the table of FIG.

  FIG. 25 is a diagram illustrating an example of an occupied area in a case where a train passes through a section in which a work is performed.

  For example, from time T3 to time T4, as shown in FIG. 22B, it is assumed that a preliminary work as a planned failure occurs. In such a case, on the section SE3, that is, on the track section 40, the operation of the train 3 is restricted from the time T3 to the time T4 due to the preliminarily planned obstacle work. At this time, the creation unit 11 (see FIG. 15) performs the operation plan or control so that the occupied section OS1 of any train 3 is not arranged on the section SE3, that is, the track section 40, from time T3 to time T4. Create a map. And the restriction | limiting area | region LR1 which shows the restriction | limiting of the operation of the train 3 on area SE3, ie, the track part 40, between the time T3 and the time T4 is displayed on the diamond DA11.

  In the creation process (step S11 in FIG. 4), the creation unit 11 (see FIG. 15) includes, in the plan view, each of the two partial regions PR11 included in each of any two different trains 3 in the diagram DA11. Create a train diagram so that it does not overlap. Further, in the creation process (step S11), the creation unit 11 prevents the diamond DA11 from displaying the two partial regions PR41 respectively included in any two different trains 3 in a plan view. Create a train diagram. Further, in the creation process (step S11), the creation unit 11 creates a train diagram so that any partial region PR31 of any train 3 is not displayed on the diagram DA11 so as to overlap the restricted region LR1 in plan view. . In FIG. 25, the occupied area OR1 in the diamond DA11 of the train diagram created in this way is indicated by a solid line.

  On the other hand, it is assumed that an unplanned failure has occurred in the section SE3 from time T8 to time T9. In such a case, on the section SE3, that is, on the track section 40, the operation of the train 3 is restricted due to a failure that has not been planned in advance. At this time, the correcting unit 41 (see FIG. 15) does not arrange the occupied section OS1 of any train 3 on the section SE3, that is, on the track section 40, from time T8 to time T9 after the failure occurs. Thus, the operation plan, that is, the control map is modified. Then, in the modified diamond DA11, the restricted area LR5 in which the operation of the train 3 on the section SE3, that is, on the track part 40 is restricted, is displayed from time T8 to time T9.

  Moreover, the priority of the failure in which the operation of the train 3 is restricted in the restricted region LR1 is set as the priority PF1, and the priority of the failure in which the operation of the train 3 is restricted in the restricted region LR5 is set as the priority PF2.

  Here, consider a case where the priority PF2 is higher than the priority PF1. In such a case, the correction unit 41 (see FIG. 15), in the correction process (step S21 in FIG. 18), indicates that the time T9 that is the end time of the restriction area LR5 is the start time of the restriction area LR1. The diamond DA11 is corrected so that it becomes earlier than a certain time T3 and the partial region PR31, that is, the occupied region OR1 of any train 3 does not overlap with the restricted region LR5 in plan view. That is, the restriction area LR5 is interrupted before the restriction area LR3. And the 3rd control part 42 (refer to Drawing 15) is based on the train diagram corrected by correction part 41 in the correction process (Step S21) in the 3rd control process (Step S22 of Drawing 18), and is a plurality of The operation of the train 3 is controlled. In FIG. 25, the occupation area OR1 of the train diagram diamond 11 thus corrected is indicated by a two-dot chain line.

  When the failure that restricts the operation of the train 3 in the restricted area LR1 is a work in progress, and the trouble that restricts the operation of the train 3 in the restricted area LR5 is an obstacle that can interrupt the work in the work, the priority of the restricted area LR5 Is higher than the priority PF1, which is the priority of the restricted area LR1. Therefore, the correction unit 41 corrects the diamond DA11 in the correction process (step S21) so that the time T9 that is the end time of the restriction area LR5 is earlier than the time T3 that is the start time of the restriction area LR1.

  By such a method, even when a failure that has not been planned in advance occurs, a restricted area in consideration of priority can be set, so that the safety and efficiency of train operation can be improved.

  When the priority PF2 is lower than the priority PF1, the operation plan is corrected so that the time T8 that is the start time of the restricted area LR5 is later than the time T4 that is the end time of the restricted area LR1. Since the diamond DA11 is modified, the restricted area LR5 does not interrupt before the restricted area LR1.

  In the work on the track, the evacuation of the worker as the track maintenance worker is completed before the time when the occupied area OR1 of the train starts to overlap with the section SE3 which is the work place in order to ensure the safety of the work on the track. It must be confirmed that there is no obstacle to the passage of the train. For this purpose, the worker is brought with a work terminal as an alarm device, and the notification by the work terminal of the approach warning for notifying the approach of the train is withdrawn from the time when the occupied area of the train starts to overlap with the section SE3 that is the work location. It is desirable to start at a time that goes back by the time required for evacuation.

  In the second modified example, when an alarm is used to issue an alarm notifying the approach of the train to the worker 51 (see FIG. 22 (b)) who performs the work of the waiting time, the alarm is started. It is assumed that after the delay time DT4 from the time, the central device 1 receives information that confirms that the retreat of the worker 51 from the track is completed and there is no problem. In such a case, the central device 1 controls the alarm so that the alarm is started before the time T9 in FIG. 23 or the time T4 in FIG. 25 before the delay time DT4. Or you may have a control part different from the 1st control part 12.

  As a result, the time when the notification of the approach warning notifying the approach of the train by the work terminal as an alarm device is traced back to the time required for withdrawal and evacuation from the time when the occupied area of the train starts to overlap with the section SE3 which is the work location Therefore, it is possible to ensure the safety of the workers and the approaching train, etc. in the work in progress.

  On the other hand, when the withdrawal and evacuation are delayed and the evacuation completion notification for notifying the completion of the evacuation of the worker is not transmitted, the correction unit 41 makes an emergency in front of the work place in the correction process (step S21). The train schedule can be modified to stop. Even when the evacuation completion notification is transmitted after the evacuation of the worker is completed, if the transmitted evacuation completion notification is not yet received by the central apparatus 1, the correction unit 41 performs the correction process (step S21). ), The train schedule can be modified so that the train stops immediately before the work site.

<Main features and effects of the present embodiment>
Also in the train operation control system of the second embodiment, the central device 1 is created by the creation unit 11 that creates the operation plan of the plurality of trains 3 and the creation unit 11 as in the train operation control system of the first embodiment. And a first control unit 12 that controls the operation of the plurality of trains 3 based on the operated operation plan. The creation unit 11 creates an operation plan so that the occupied sections OS1 of any two different trains 3 that are different from each other do not overlap each other at any time on the section SE1. The front end position and the rear end position of the occupation section OS1 can be made the same as in the first embodiment.

  As a result, similar to the train operation control system of the first embodiment, it is possible to unify the functions of operation management and train control, to formulate an operation plan in which safety is ensured, The degree of freedom can be improved.

  Furthermore, in the train operation control system of the second embodiment, the creation unit 11 prevents any occupied section OS1 of any train 3 from being placed on the section SE3 from a certain time T3 to the subsequent time T4. Create an operation plan. Specifically, the creation unit 11 creates a control map having a diagram indicating the restriction region LR1 between the time T3 and the time T4 on the section SE3 as an operation plan, and the train 3 cannot be present in a certain time zone. On the section SE3, a control map is created on the diamond DA1 so that the occupied area OR1 of any train 3 does not overlap with the restricted area LR1 in plan view.

  Therefore, the train operation can be controlled using the control map in consideration of the priority of the restricted areas related to various obstacles, and the safety of the train can be further improved. Therefore, even when the railway line has a section where the train cannot be present for a certain period of time, it is possible to easily create an operation plan that improves the safety and efficiency of the train operation.

  As mentioned above, the invention made by the present inventor has been specifically described based on the embodiment. However, the invention is not limited to the embodiment, and various modifications can be made without departing from the scope of the invention. Needless to say.

  In the scope of the idea of the present invention, those skilled in the art can conceive various changes and modifications, and it is understood that these changes and modifications also belong to the scope of the present invention.

  For example, those in which the person skilled in the art appropriately added, deleted, or changed the design of the above-described embodiments, or those in which the process was added, omitted, or changed the conditions are also included in the present invention. As long as the gist is provided, it is included in the scope of the present invention.

  The present invention is effective when applied to a train operation control system.

DESCRIPTION OF SYMBOLS 1 Central apparatus 2 Information network 3, 3a, 3b Train 11 Creation part 12 1st control part 13 Reception part 14 Judgment part 15 2nd control part 21 Vehicle contact limit position 22, 24 Main line 23, 25 Sub main line 31-34, 38, 40 Track section 35, 36 Branching device 37 Protection 39 Level crossing 41 Correction section 42 Third control section 51 Worker AR1, AR2 Arrow DA1, DA11, DA12 Diamond DT1 Delay time EB1 Emergency stop distance LR1-LR5 Restriction area OR1 Occupation area OS1 occupied section PR11, PR12, PR21 to PR23, PR31, PR32, PR41 Partial area PS1 to PS4 Position RG1 Area SE1, SE11, SE12, SE2, SE21, SE22, SE3, SE4 section

Claims (25)

In a train operation control system equipped with a control device that controls the operation of multiple trains on a railway line,
The railway line is
The first leg;
A second section connected to the first section;
Have
The first section has a first track portion,
The second section has a second track portion and a third track portion provided on one side of the first track portion in the length direction of the first track portion,
The first track portion is switchably connected to the second track portion or the third track portion,
The control device includes:
A creation unit for creating an operation plan of the plurality of trains;
A first control unit that controls operations of the plurality of trains based on the operation plan created by the creation unit;
Have
The train operated on the railway line has an occupation section on the railway line,
In the direction of operation of the train, the front end position of the occupied section at the first time is a first position that is located more forward than the emergency stop distance of the train than the front end position of the train at the first time,
In the direction of operation of the train, the rear end position of the occupied section at the first time is a second position that is the rear end position of the train at the first time, or after the train at the first time. A third position located behind the end position;
On the first section, the creation unit is not arranged so that the two occupied sections respectively included in any two different trains are overlapped with each other at any first time, and On the second section, train operation for creating the operation plan so that the two occupied sections of each of the two trains respectively overlap each other at any one of the first times. Control system. In the train operation control system according to claim 1,
The control device is provided on the ground side,
After a first time from the start of the emergency brake operation of each of the plurality of trains, information on the operation of the emergency brake is received by the control device via wireless communication,
In the direction of operation of the train, the front end position of the occupied section at the first time is the first position located forward of the emergency stop distance of the train from the front end position of the train at the first time. ,
In the direction of operation of the train, when the rear end position of the occupied section at the first time is assumed to have operated the emergency brake of the train at the second time more than the first time from the first time The train operation control system, which is the third position as the rear end position of the train at the first time. In the train operation control system according to claim 1 or 2,
The operation plan has a train schedule,
The creation unit creates the train diagram,
The first control unit controls operations of the plurality of trains based on the train diagram created by the creation unit,
The train schedule is
The first two-dimensional graph is a first two-dimensional graph in which time is represented on the first horizontal axis of the first two-dimensional graph and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. With diamonds,
Time is represented on the second horizontal axis of the second two-dimensional graph in the same scale as the scale of the first horizontal axis, and the scale of the first vertical axis is plotted on the second vertical axis of the second two-dimensional graph. A second diagram composed of the second two-dimensional graph in which the position on the railway line is represented on the same scale;
Have
The first diagram shows a trajectory of movement of the occupied section on the first track portion in an occupied area indicating a trajectory of movement of the occupied section on the railway line associated with the operation of the train. The first partial area is displayed,
When the train moves on the second track portion, the first diagram includes a second partial region that indicates a locus of movement of the occupied section on the second track portion in the occupied region. Is displayed,
When the train moves on the third track part, the second diagram shows a locus of movement of the occupied section on the third track part in the occupied area. Is displayed,
The creating unit does not display any two different first partial regions different from each other on the first diamond, and when the first diamond and the second diamond are overlapped, A train operation control system that creates the train diagram so that any of the third partial areas is displayed so as to overlap with any of the second partial areas. In the train operation control system according to claim 3,
The railway line is provided between the second track portion and the third track portion, and the first track portion, and the first track portion is connected to the second track portion or the third track portion. It has a track branch that connects to be switchable,
In the first diagram, a fourth partial area indicating a trajectory of movement of the occupied section on the trajectory branching portion of the occupied area is displayed.
In the second diamond, the fourth partial area is displayed,
The train creation control system, wherein the creation unit creates the train diagram so that any two different fourth partial regions different from each other are not displayed on the first diagram. In the train operation control system according to claim 3 or 4,
The first controller is
A receiver that receives information on the position, speed, and brake operation of each of the plurality of trains via wireless communication;
Based on the information received by the receiving unit, a determination unit that determines whether or not operation of the plurality of trains based on the train schedule is possible,
When the determination unit determines that the operation based on the train diagram is possible, the operation of the plurality of trains is controlled based on the train diagram, and the determination unit enables the operation based on the train diagram. A second control unit that corrects the train schedule so that operation based on a train schedule is possible, and controls operation of the plurality of trains based on the corrected train schedule; ,
Including train operation control system. In a train operation control system equipped with a control device that controls the operation of multiple trains on a railway line,
The railway line is
The first leg;
A second section connected to the first section and having a track branching section or a railroad crossing section;
Have
The control device includes:
A creation unit for creating an operation plan of the plurality of trains;
A first control unit that controls operations of the plurality of trains based on the operation plan created by the creation unit;
Have
The train operated on the railway line has an occupation section on the railway line,
In the direction of operation of the train, the front end position of the occupied section at the first time is a first position that is located more forward than the emergency stop distance of the train than the front end position of the train at the first time,
In the direction of operation of the train, the rear end position of the occupied section at the first time is a second position that is the rear end position of the train at the first time, or after the train at the first time. A third position located behind the end position;
On the first section, the creation unit does not arrange the two occupied sections that each of the two different trains have different from each other at any first time, and A train operation control system that creates the operation plan so that the occupied section of any of the trains is not arranged on the second section from the second time to the third time. In the train operation control system according to claim 6,
The control device is provided on the ground side,
After a first time from the start of the emergency brake operation of each of the plurality of trains, information on the operation of the emergency brake is received by the control device via wireless communication,
In the direction of operation of the train, the front end position of the occupied section at the first time is the first position located forward of the emergency stop distance of the train from the front end position of the train at the first time. ,
When the rear end position of the occupied section at the first time is assumed to have operated the emergency brake of the train at the fourth time more than the first time from the first time in the train operation direction The train operation control system, which is the third position as the rear end position of the train at the first time. In the train operation control system according to claim 6 or 7,
The operation plan has a train schedule,
The creation unit creates the train diagram,
The first control unit controls operations of the plurality of trains based on the train diagram created by the creation unit,
In the train diagram, the time is represented on the first horizontal axis of the first two-dimensional graph, and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. Having a first diagram consisting of a graph,
In the first diagram, out of the occupied area indicating the trajectory of movement of the occupied section on the railway line associated with the operation of the train, the first diagram indicating the trajectory of movement of the occupied section on the first section One partial area, a second partial area indicating a trajectory of movement of the occupied section on the second section, and a train on the second section between the second time and the third time The first restricted area showing the restrictions on the operation of
The creating unit does not display any two different first partial areas different from each other on the first diagram, and does not display any two different second partial areas different from each other, And the train operation control system which creates the said train diagram so that any said 2nd partial area may not overlap with the said 1st restriction | limiting area | region, and is displayed. In the train operation control system according to claim 8,
The first section has a first track portion,
The railway line is
A second track portion and a third track portion provided on one side of the first track portion in the length direction of the first track portion;
The second section is provided between the second track portion, the third track portion, and the first track portion, and the first track portion is the second track portion or the third track portion. And the orbital branching portion connected to be switchable,
The first diamond includes the first partial area indicating a movement trajectory of the occupied section on the first track portion of the occupied area, and a trajectory of movement of the occupied section on the track branching section. The second partial region indicating the third partial region indicating the trajectory of movement of the occupied section on the second trajectory portion, and the trajectory branch between the second time and the third time The first restricted area indicating restrictions on train operation on the club is displayed,
The first diversion in which the orbit branching portion changes from the state in which the first orbit portion is connected to the second orbit portion to the state in which the first orbit portion is connected to the third orbit portion, Ends at the second time,
For the first time after the first conversion, the track branching portion changes from the state where the first track portion is connected to the third track portion to the state where the first track portion is connected to the second track portion. The train operation control system in which the second conversion to be started is started at the third time. In the train operation control system according to claim 9,
In the first diagram, a second restriction area indicating a restriction of train operation on the track branching portion from the third time to the fifth time when the second turn is completed is displayed.
In the train diagram, time is represented on the second horizontal axis of the second two-dimensional graph on the same scale as the scale of the first horizontal axis, and the first vertical axis of the second two-dimensional graph is the first A second diagram composed of the second two-dimensional graph in which the position on the railway line is represented on the same scale as the scale of the vertical axis;
The second diagram displays a fourth partial area, a second partial area, and a second restricted area that indicate a trajectory of movement of the occupied section on the third track portion in the occupied area. And
The creating unit does not display any of the second partial areas on the first diamond so as to overlap the second restricted area, and does not display any of the second partial areas on the second diagram. A train operation control system that creates the train diagram so that the train is not displayed overlapping the second restricted area. In the train operation control system according to claim 10,
The first controller is
A first correction unit for correcting the train diagram when a failure occurs in the track branching unit;
A second control unit for controlling operations of the plurality of trains based on the train schedule corrected by the first correction unit;
Including
Each of the first diagram and the second diagram of the train diagram modified by the first modification unit has a train operation on the track branch unit between the sixth time and the seventh time. A third restricted area showing the restriction is displayed,
The first correction unit does not display any of the second partial areas on the first diamond so as to overlap the third restricted area, and does not display any of the second partial areas on the second diagram. The train operation control system corrects the train schedule so that it is not displayed overlapping the third restricted area. In the train operation control system according to claim 10 or 11,
The track branching section has a switch,
After the second time from the start of the conversion of the switch, information confirming that the conversion and locking of the switch is complete and no problem is received by the control device,
The train operation control system, wherein the fifth time is a time that is more than the second time after the third time. In the train operation control system according to claim 8,
The first section has a fourth track portion,
The railway line has a fifth track portion provided on one side of the fourth track portion in the length direction of the fourth track portion,
The second section includes the railroad crossing provided between the fourth track and the fifth track.
The first diagram includes the first partial region indicating a movement trajectory of the occupied section on the fourth track portion in the occupied area, and a trajectory of movement of the occupied section on the railroad crossing portion. The second partial region shown, the fifth partial region showing the trajectory of movement of the occupied section on the fifth track portion, and the crossing portion between the second time and the third time The first restricted area showing restrictions on train operation in
The train creation control system, wherein the creation unit creates the train diagram so that any two different fifth partial regions different from each other are not displayed on the first diagram. In the train operation control system according to claim 13,
The first controller is
A second correction unit for correcting the train diagram when a failure occurs in the railroad crossing unit;
A third control unit for controlling operations of the plurality of trains based on the train schedule corrected by the second correction unit;
Including
The first diagram of the train diagram modified by the second modification unit has a fourth restriction region indicating a restriction of train operation on the railroad crossing between the eighth time and the ninth time. Displayed,
The train operation control system, wherein the second correction unit corrects the train diagram so that none of the second partial regions are displayed on the first diagram overlapping the fourth restriction region. In the train operation control system according to claim 14,
After confirming that the crossing of the railroad crossing part is completed and there is no problem after 3 hours from the start of the crossing of the crossing part, information is received by the control device,
The said control apparatus is a train operation control system which has a 4th control part which controls the said level crossing part so that interruption | blocking of the said level crossing part is started before the said 3rd time before the said 9th time. In a train operation control system equipped with a control device that controls the operation of multiple trains on a railway line,
The railway line is
The first leg;
A second section connected to the first section;
A third section connected to the first section;
Have
The control device includes:
A preparation unit for preparing or preparing an operation plan for the plurality of trains; and
A first control unit for controlling operations of the plurality of trains based on the operation plan prepared by the preparation unit;
Have
The train operated on the railway line has an occupation section on the railway line,
In the direction of operation of the train, the front end position of the occupied section at the first time is a first position that is located more forward than the emergency stop distance of the train than the front end position of the train at the first time,
In the direction of operation of the train, the rear end position of the occupied section at the first time is a second position that is the rear end position of the train at the first time, or after the train at the first time. A third position located behind the end position;
On the second section, from the second time to the third time, the train operation is restricted by the first obstacle,
On the third section, the operation of the train is restricted by the second obstacle from the fourth time to the fifth time,
In the first section, at the first time, the preparation unit does not arrange the two occupied sections that each of the two different trains different from each other overlap each other. From the time until the third time, the occupied section that any of the trains has is not arranged on the second section, and any trains between the fourth time and the fifth time The operation plan is prepared so that the occupied section having is not arranged on the third section,
When the priority of the first failure is the first priority and the priority of the second failure is the second priority,
In the preparation unit, when the second priority is higher than the first priority, the fifth time is earlier than the second time, and the second priority is lower than the first priority. When the train operation control system prepares the operation plan so that the fourth time is later than the third time. In the train operation control system according to claim 16,
The control device is provided on the ground side,
After a first time from the start of the emergency brake operation of each of the plurality of trains, information on the operation of the emergency brake is received by the control device via wireless communication,
In the direction of operation of the train, the front end position of the occupied section at the first time is the first position located forward of the emergency stop distance of the train from the front end position of the train at the first time. ,
When the rear end position of the occupied section at the first time is assumed to have operated the emergency brake of the train at the sixth time before the first time from the first time in the train operation direction The train operation control system, which is the third position as the rear end position of the train at the first time. In the train operation control system according to claim 16 or 17,
The operation plan has a train schedule,
The preparation unit prepares the train diagram,
The first control unit controls operations of the plurality of trains based on the train schedule prepared by the preparation unit,
In the train schedule prepared by the preparation unit, the time is represented on the first horizontal axis of the first two-dimensional graph, and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. A first diagram composed of the first two-dimensional graph,
In the first diagram, out of the occupied area indicating the trajectory of movement of the occupied section on the railway line associated with the operation of the train, the first diagram indicating the trajectory of movement of the occupied section on the first section A partial area, a second partial area indicating a movement trajectory of the occupied section on the second section, a third partial area indicating a trajectory of movement of the occupied section on the third section, and A first restriction region indicating restriction of train operation on the second section between the second time and the third time; and the third restriction between the fourth time and the fifth time. A second restricted area showing restrictions on train operations on the section is displayed,
The preparation unit does not display any two different first partial areas different from each other on the first diagram, and does not display any two different second partial areas different from each other, Any two different third partial areas that are different from each other are not displayed overlapping each other, any of the second partial areas is not displayed overlapping with the first restricted area, and any of the third partial areas is not displayed. A train operation control system for preparing the train schedule so as not to be displayed overlapping the second restricted area. The train operation control system according to claim 18,
On the second section, from the second time to the third time, the operation of the train is limited by the first failure planned in advance,
On the third section, during the period from the fourth time to the fifth time, the operation of the train is limited by the second obstacle planned in advance,
The preparation unit is a train operation control system that creates the train diagram. The train operation control system according to claim 19,
The second obstacle is an operation performed in the track of the third section during the operation of each of a plurality of trains,
The second priority is lower than the first priority;
The said preparation part is a train operation control system which produces the said train diagram so that the said 4th time may become later than the said 3rd time. In the train operation control system according to claim 20,
When an alarm is used to alert the worker performing the work that the train is approaching, a second time after starting the alarm, the worker's from within the track Information confirming that the evacuation is complete and there is no problem is received by the control device,
The said control apparatus is a train operation control system which has a 2nd control part which controls the said alarm device so that the alerting | reporting of the said alarm may be started before the said 2nd time before the said 5th time. The train operation control system according to claim 18,
On the second section, from the second time to the third time, the operation of the train is limited by the first failure planned in advance,
On the third section, train operation is restricted by the second failure that was not planned in advance from the fourth time to the fifth time,
The said preparation part is a train operation control system which corrects the said train diagram after the said 2nd failure generate | occur | produces in the said 3rd area. In the train operation control system according to claim 22,
The first obstacle is an operation performed in the second section during the operation of each of a plurality of trains,
The second priority is higher than the first priority;
The said preparation part is a train operation control system which corrects the said train diagram so that the said 5th time may become earlier than the said 2nd time. In a train operation control system equipped with a control device that controls the operation of multiple trains on a railway line,
The railway line has a first section,
The control device includes:
A creation unit for creating an operation plan of the plurality of trains;
A first control unit that controls operations of the plurality of trains based on the operation plan created by the creation unit;
Have
The control device is provided on the ground side,
After a first time from the start of the emergency brake operation of each of the plurality of trains, information on the operation of the emergency brake is received by the control device via wireless communication,
The train operated on the railway line has an occupation section on the railway line,
In the direction of operation of the train, the front end position of the occupied section at the first time is a first position that is located ahead of the train's front end position by the emergency stop distance at the first time,
In the direction of operation of the train, when the rear end position of the occupied section at the first time is assumed to have operated the emergency brake of the train at the second time more than the first time from the first time Is the second position as the rear end position of the train at the first time,
In the first section, the creation unit is configured so that, at any one of the first times, the two occupied sections respectively included in any two different trains are not arranged to overlap each other. Train operation control system for creating plans. In the train operation control system according to claim 24,
The operation plan has a train schedule,
The creation unit creates the train diagram,
The first control unit controls operations of the plurality of trains based on the train diagram created by the creation unit,
In the train diagram, the time is represented on the first horizontal axis of the first two-dimensional graph, and the position on the railway line is represented on the first vertical axis of the first two-dimensional graph. Having a first diagram consisting of a graph,
In the first diagram, out of the occupied area indicating the trajectory of movement of the occupied section on the railway line associated with the operation of the train, the first diagram indicating the trajectory of movement of the occupied section on the first section A partial area is displayed,
The train creation control system, wherein the creation unit creates the train diagram so that any two different first partial areas different from each other are not displayed on the first diagram.

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