JP2019084990A - Train control system and train control method - Google Patents

Abstract

To provide a technique capable of adjusting the alarm time of railroad crossings effectively and reducing an adverse effect of the railroad crossings on surrounding traffics even when there are a plurality of railroad crossings between stations.SOLUTION: As an index to evaluate the alarm time of a plurality of railroad crossings, "the traffic volume causing trouble to the plurality of railroad crossings" is introduced. The train control system includes a traffic hindrance-volume estimating unit estimating the traffic hindrance volume that is the traffic volume causing trouble to the railroad crossings where trains pass through and a departure timing determination unit determining the departure timing of trains. The departure time of one of the upper and lower lines of trains is gradually delayed such that the hindrance traffic volume is minimized so as to determine, for example, the delay time by which the hindrance traffic volume is minimized, i.e., the departure timing of trains.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a train control system and a train control method.

A plurality of crossings exist on the track on which the train travels, and the crossing control apparatus for controlling the crossings is generally controlled based on the position of the train for each crossing individually.
That is, when the train passes a predetermined position, the level crossing control device controls to start the alarm of the alarm at the level crossing.
As a result, when the crossing timing of trains on the upper and lower lines is deviated, one train, for example, passes the crossing where there is a down train, and after the down alarm alarm is stopped, the up train is the same again soon In the case of passing through the crossing, the alarm of the ascending alarm may be started, and as a result, the warning time at the crossing may be long and the crossing interruption time may be long.

In order to solve the problem, there has been proposed a method of adjusting the crossing arrival time of the upper and lower trains in consideration of the arrival time until the crossing of the train, and reducing the warning time of the crossing. For example, as disclosed in Japanese Patent Application Laid-Open No. 2010-179739 (Patent Document 1), when there is a level crossing between stations, the estimated arrival time from the station at both ends to the level crossing is calculated, and further the level crossings of both upper and lower lines. According to this method, when it is determined that it is effective to delay the train from the difference between the estimated passage time and the estimated passage time, delay setting is performed to delay the signal opposition time.
In addition, as disclosed in International Publication No. 2016/135944 (Patent Document 2), the crossing start time of the crossing is calculated using the crossing arrival time of the train and the crossing passing time, and the start timing of the closing of a plurality of trains is calculated. As a result of calculation of the next train arrival time is not delayed even if the crossing arrival time is delayed for the first arrival train if the crossing crossing crossing time of the level crossing obtained from the shutoff start start / end timing of multiple trains is greater than the specified cutoff time threshold There is also a method to determine the speed control of the first arrival train when it is judged that

JP, 2010-179739, A International Publication No. 2016/135944

In Patent Literatures 1 and 2, when there is only one level crossing between stations, attention may be paid to the one level crossing, the arrival time to the level crossing may be calculated, and time adjustment such as the departure time of the train may be performed. . However, there are multiple level crossings between stations, and in such a case, if time adjustment is performed for one level crossing, the alarming time of the alarm at the level crossing is cut off (time cut off at the other level crossing). The shutoff time of the aircraft may be long. Therefore, it is necessary to adjust the time in consideration of the alarm time of the entire plurality of crossings.
Furthermore, when performing time adjustment for multiple crossings, it is also necessary to consider what time adjustment is to be performed using the index. For example, when performing time adjustment in which the warning time of one level crossing is short, if the warning time in another level crossing is long, it is necessary to use an indicator that can determine whether it is appropriate to adjust the time.
That is, in order to perform appropriate time adjustment in consideration of a plurality of crossings, a train control system having an appropriate index as evaluation of warning times of a plurality of crossings and capable of performing time adjustment according to the indicators is constructed There is a need to.

  Therefore, in the present invention, in consideration of the traffic volume at each crossing, even when there are multiple crossings between stations, the warning time of the crossing can be adjusted effectively, and the influence of the crossing on the surrounding traffic The purpose is to provide a technology that can be made smaller.

In order to solve the above problems, one of the representative train control systems and train control methods according to the present invention is “traffic volume that hinders a plurality of level crossings” as an index for evaluating a plurality of level crossing warning times In order to introduce the traffic volume, we will introduce The traffic interference amount estimation unit estimates a traffic interference amount, which is a traffic volume at which crossings of trains pass, and a departure timing determination unit that determines the departure timing of the train.
Furthermore, preferably, the time of departure (the departure timing) of one of the upper and lower lines of the train is delayed little by little so that the amount of obstacle traffic is minimized, for example, the delay time for which the amount of obstacle traffic is the smallest, that is, the delay time decreases. decide.

  According to the present invention, when there are multiple level crossings between stations, the warning time of the level crossing can be adjusted to be short by considering the traffic volume around the level crossing, and the influence on the surrounding traffic in the level crossing Can be reduced.

Explanatory drawing which shows the outline | summary of the train control system in one Example of this invention. BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows one structural example of the train control system of this invention provided with the operation management apparatus which adjusts the departure time of a train. The figure which shows the change of the departure time of the train in Example 1 of this invention, and the change of a trouble traffic volume. The flowchart which shows the process sequence in which a departure timing determination part determines the departure timing. The block diagram which shows the other structural example of the train control system of this invention. The conceptual diagram which shows the relationship between the warning time of a level crossing and traffic volume.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

FIG. 1 is an explanatory view showing an outline of a train control system according to an embodiment of the present invention.
The train 101 includes a down train 101a traveling on the down track and an up train 101b traveling on the up track. The down train 101a stops at the station 103a, and the up train 101b stops at the station 103b. Is shown.
A plurality of crossings 102, in this example, five crossings 102a, 102b, 102c, 102d and 102e exist between the station 103a and the station 103b.
FIG. 2 is a block diagram showing a configuration example of a train control system of the present invention provided with the operation management device 201 that adjusts the departure time of the train 101. As shown in FIG.

  The configuration and operation of the operation management device 201 in the train control system shown below will be described.

  The operation management device 201 has a function of managing the operation of the train 101, is provided in a ground facility (ground device) (not shown), and includes a storage device 2011 and an arithmetic device 2012.

  The storage device 2011 includes a required time storage unit 202, a diagram information storage unit 205, and a traffic information storage unit 206. These storage units are made of, for example, a database DB.

  The required time storage unit 202 stores each required time from the down train 101a to each crossing 102 (101a to 102e) when the departure station of the train 101, for example, the down train 101a travels from the station 103a to the station 103b. Do. The same is stored for the up train 101b.

  The diagram information storage unit 205 stores the diagram information of the train 101 (the down train 101 a, the up train 101 b).

  The traffic information storage unit 206 stores the traffic information amount at each crossing 102. For example, the traffic information storage unit 206 stores the traffic volume per unit time at each crossing 102 (101a to 102e) examined in advance.

  Arithmetic device 2012 includes a traffic volume estimation unit 204 and a departure timing determination unit (also referred to as departure timing determination unit) 203 operating according to a program stored inside, and when the down train 101a and the up train 101b pass, By adjusting (delaying) the departure time (departure time) of the down train 101a, for example, on the other hand 101, it has a function to minimize the total of the traffic volume at each crossing 102 (101a to 102e).

  The traffic volume estimation unit 204 searches the data of the level crossing information storage unit 206 for the specified level crossing, for example, the level crossing 102a, acquires the traffic volume of the level crossing 102a from the traffic information storage unit 206, and outputs it to the departure timing determination unit 203 Have a function to The traffic volume may include all persons of transportation crossing the level crossing, such as pedestrians and cars.

The departure timing determination unit 203 acquires, from the diagram information storage unit 205, a diagram of the down train 101a and the up train 101b. Then, the departure time of either the down train 101a or the up train 101b (the departure time: for example, the departure time T0 of the down train 101a, see FIG. 3 (b)), that is, the departure timing (for example, T6-T4) The time difference is delayed to minimize the traffic volume (interference traffic volume) that interferes with the train 101 at a plurality of crossings 102 (102a to 102e).
In other words, the departure timing of the train 101, that is, the time to delay the departure time (delay time) is determined so as to minimize the obstacle traffic volume.
For example, although not shown, the departure time (departure timing) determined by the departure timing determination unit 203 is transmitted and notified to an on-board apparatus (not shown) on the side of the train 101 by a known wireless device. The train 101 departs from the station 103 based on the departure time, that is, the departure timing.

  An example will be described below. In the present embodiment, the case where the departure time of the down train 101a is delayed will be described as an example.

  The departure timing determination unit 203 previously calculates the traffic volume of each level crossing 102 (102a to 102e) between the station 103a and the station 103b via the traffic volume estimation unit 204 before performing calculation of minimizing the obstacle traffic volume. Get it. Furthermore, the required time from the station 103a or the station 103b to each crossing 102 (102a to 102e) is acquired from the required time storage unit 202.

  Next, processing for the departure timing determination unit 203 to minimize (reduce) the obstacle traffic volume will be described with reference to FIG.

  FIG. 3 shows a diagram between the station 103a and the station 103b and each crossing 102 (102a to 102e) between the stations, showing the change in departure time of the train and the change in traffic volume in the first embodiment of the present invention. FIG.

In FIG. 3, although the departure intervals of the trains are equally spaced, the intervals can be freely set by diamonds.
Further, in the present embodiment, the movement of the train 101 is illustrated as a straight line, that is, an equal velocity, but even if the movement is accurately described according to the actual speed change, the straight line only becomes a curve. The process is the same as processing whether it is a straight line or a curve in the sense that the line translates when the change is made. In the actual processing, the travel time from the station 103a to the crossing 102 is calculated using the required time acquired from the required time storage unit 202. Therefore, in FIG. It shall be expressed.

In FIG. 3, (a) of FIG. 3 shows the relationship between the train 101 (down train 101a, up train 101b) and each crossing 102 (102a to 102e) based on the diamond acquired from the diagram information storage unit 205, This is the initial value in the process.
In FIG. 3,
P0: departure position of down train 101a T0: departure time P1: crossing crossing 102a passing position of down train 101a T1: crossing crossing 102a passing time P3: crossing crossing 102c of down train 101a passing position T4: crossing 102c passing time P9: up of train 101a Railroad crossing 102c passing position T6: Railroad crossing 102c passing time P0 ': Delayed departure position of down train 101a T15: Delayed departure time
(T6-T4 = delayed by 1 minute)
P1 ′: crossing point 102a passing position of down train 101a T2: crossing point 102a passing time P3 ′: crossing point 102c passing position of down train 101a T3: crossing point 102c passing time P0 ′ ′: delayed departure position of downstream train T8: delayed departure time
(T8-T0 = delay of t2 minutes)
P1 ′ ′: down train crossing 102a passing position T9: crossing 102a passing time P3 ′ ′: down train crossing 102c passing position T10: crossing 102c passing time P6: departure position of up train 101 b T3: departure time P11: up crossing 102a passing position T9: The crossing 102a passing time.

The passing time of each crossing 102 (102a to 102e) of the train 101 (downward train 101a, upward train 101b) is calculated by adding the required time acquired from the required time storage unit 202 to the departure time on the diagram.
For example, assuming that the departure time of the down train 101a is T0, and the time required for the down train 101a to reach the crossing 103a (position P1) is tc1, and the required time to 103c (position P2) is tc2, the down train 101a is a crossing 103a (position The transit time T1 for passing P1) is T0 + tc1, and the transit time T3 for the downstream train 101a to pass the crossing 103c (position P2) is T0 + tc2.

  The departure timing determination unit 203 uniformly delays the departure times of all the down trains 101a from the initial value, for example, as shown in FIG. 3B, for a fixed time. In this example, as a result of repeating the calculation for delaying the fixed time several times, it is shown that the time difference between time T6 and time T4 is delayed (T6-T4 = t1).

  It may be appropriately determined in consideration of the balance between the required accuracy and the calculation time as to what time the fixed time to delay the departure time is to be.

  As a result of delaying the departure time of the down train 101a, the difference in passing time between the down train 101a and the up train 101b at the crossing 102 (102a to 102e) changes at all crossings 102 (102a to 102e) (FIG. 3 (b )reference).

  The smaller the difference between the passing times at the level crossings 101 (102a to 102e), the longer the overlapping time of the crossings of the upper and lower lines. In other words, this means that the alarm time obtained by combining the upper and lower lines of the level crossing 102 becomes short. The warning time is acquired from, for example, the calculation result of the operation management device 201.

The obstacle traffic volume of each level crossing 102 (102a to 102e) is calculated by "alarm time x traffic volume per unit time", and if the alarm time increases or decreases, the obstacle traffic volume also increases or decreases accordingly.
Specifically, comparing FIG. 3 (a) with FIG. 3 (b), for example, when looking at the crossing 102a, the difference between the crossing crossing time of the upper and lower lines is greater in FIG. 3 (b) than in FIG. 3 (a). Is getting bigger.
For example, in FIG. 3A, the time when the down train 101a passes the crossing 102a is T9, and the time when the up train 101b passes the crossing 102a is T9, and the difference between the passing times is T9-T9 = t0. That is, while it is 0, in FIG. 3B, the time when the down train 101a passes the crossing 102a is T10, and the time when the up train 101b passes the crossing 102a is T9, and those passing It can be seen that the difference in time is T10-T9 = t1, and the difference in crossing passage time of the upper and lower lines is larger in FIG. 3 (b) than in FIG. 3 (a).
On the contrary, when looking at the level crossing 102c, the difference between the level crossing passing times of the upper and lower lines is smaller in FIG. 3 (b) than in FIG. 3 (a).
For example, in FIG. 3A, the time when the down train 101a passes the crossing 102c is T4, the time when the up train 101b passes the crossing 102c is T7, and the difference between those passing times is T7-T4. In FIG. 3B, the time when the down train 101a passes the crossing 102c is T6, and the time when the up train 101b passes the crossing 102c is T6 in FIG. It is understood that T6−T6 = t0, and the difference in the crossing crossing time of the upper and lower lines is smaller in FIG. 3 (b) than in FIG. 3 (a).

However, even if the difference between the crossing crossing times of the upper and lower lines changes, there may be no change in the obstructed traffic volume. This is a case where the passing times of the upper and lower lines are already largely deviated, and for example, after the down train 101a has passed and once the railroad crossing alarm is stopped, a new alarm is started again for the up train 101b to pass.
In this case, even if the passing time is slightly deviated, the total alarm time does not change, and the total alarm time remains the same until an overlap appears in the crossing of the upper and lower lines.
Each level crossing is equipped with an alarm that warns the crossing person crossing the level crossing, and before and after the train passes the level crossing, for example, at the level crossings 102a and 102c as shown in FIG. The alarm is given for a predetermined time (alarm time t).

  If the warning time t does not change, the obstacle traffic volume also does not change. That is, by delaying the departure time of the down train 102a, the obstacle traffic volume is one of "decrease", "increase" and "no change" at each crossing 102 (102a to 102e). The "-", "+", and "0" shown on the left side of FIG. 3 (b) are "decreased" (decreased traffic volume decreases), "increase" (increased traffic volume), "no change" It shows the state of change of

  3 (a) and 3 (b) show the change in traffic volume when the departure time of the down train 101a is delayed from T0 to T1, but the delay time of the down train 101a continues to be delayed similarly, Every time, the process of calculating the obstacle traffic volume is performed, and as shown in FIG. 3 (c), it is delayed until the difference between the passing times of the upper and lower lines at the crossing 102a becomes the same as FIG. 3 (a). The departure time is delayed to T8 so that trains 101a and 101b on the line simultaneously pass through the same crossing 102 (102a).

The process ends at time P5 when FIG. 3C is reached, and the minimum obstacle traffic volume found so far and the delay time at that time are calculated.
The departure timing determination unit 203 determines the departure timing (T1) of the down train 101a as the delay time obtained in this way as the delay time that minimizes the obstacle traffic volume.

  As described above, by providing the above-described operation management device 201 in the train control system, it is possible to control the train 101 to be issued at the departure timing that minimizes the total of the obstacle traffic volumes.

  FIG. 4 is a flowchart showing a processing procedure in which the departure timing determination unit 203 determines the departure timing. The operation based on the flowchart of FIG. 4 is as follows.

Step S401:
The departure timing determination unit 203 acquires the diamond information held in the diamond information storage unit 205, and sets it as an initial value.
Furthermore, the required time from each station 103 (103a, 103b) held in the required time storage unit 202 to each crossing 102 (102a to 102e) is acquired, and each crossing is made at the departure time shown in the acquired diamond. By adding the required time up to 102 (102a to 102e), the time when the train 101 (downward train 101a and up train 101b) on the upper and lower lines passes each crossing 102 (102a to 102e) is calculated.

Step S402:
The departure timing determination unit 203 acquires, via the traffic volume estimation unit 204, the traffic volume per unit time of each crossing 102 (102a to 102e) held in the traffic information storage unit 206. In addition, a sufficiently large value is set as the initial value of the minimum obstacle traffic volume.

Step S403:
Each crossing 102 (102a to 102e) is divided into upper and lower trains 101a using the time when the trains 101 (downward train 101a and upward train 101b) of upper and lower lines pass each crossing 102 (102a to 102e) calculated in step S402. An alarm time is calculated by combining the upper and lower lines when the 101b passes.
Furthermore, the traffic volume per unit of each crossing 102 (102a to 102e) acquired in step S402 is multiplied by the calculated warning time (traffic volume per unit time x warning time) to obtain each crossing 102 (102a to 102e). The traffic volume of the obstacle is calculated, that is, estimated, and the total traffic volume is calculated as the total.

Step S404:
The total obstacle traffic volume calculated in step S403 and the minimum obstacle traffic volume are compared.
As a result, if the calculated total troubled traffic volume is equal to or less than the minimum troubled traffic volume (Yes), the process proceeds to step S405. If not (No), the process proceeds to step S407.

Step S405:
The difference between the current diamond and the initial diamond is used as the delay time, and the delay time is stored, for example, in an internal memory (not shown). This delay time is determined by the departure interval of the train by the diamond, and the maximum, it is necessary to make it not exceed the departure interval time.

Step S406:
The total obstacle traffic volume calculated in step S403 is updated as the minimum obstacle traffic volume.

Step S407:
The departure time of all the down trains 101a on the diagram is delayed for a certain period of time (see FIG. 3 (b)).

Step S408:
As a result of delaying the departure time of the down train 101a in step S407, it is determined whether the specific crossing, for example, the difference in the passing time of the upper and lower lines at the crossing 102a is the same as in the case of the initial value diamond.
If the determination result is the same (Yes), the process ends. If not identical (No), the process returns to step S403.

  According to the above processing, it is possible to calculate the delay time which is the minimum obstacle traffic volume by calculating the obstacle traffic volume while gradually delaying the departure time of the down train 101a.

The present invention is characterized in that the control result is different depending on the traffic volume of each crossing 102 (102a to 102e) because the departure time of the train 101 is determined using the reduction of the obstructed traffic volume as an index.
As an example, the traffic volume of each crossing 102a, 102b, 103c is A, B, C, A>B> C, and (1) the warning time of the crossing 102a is reduced by t seconds, but the crossings 102b and 102c The alarm time increases by t seconds.
(2) The alarm time of the level crossing 102a increases by t seconds, but the alarm times of the level crossings 102b and 102c both decrease by t seconds.
Suppose that there are two cases.
According to the present invention, if A> B + C, it is judged that the above (1) is better than the above (2) (the traffic volume decreases more), and if A <B + C the above than the above (1) It is determined that (2) is in a good state.
That is, there is a feature that the result to be selected differs not only by the increase or decrease of the warning time of the railroad crossing 102 (102a to 102e) but also by the traffic volume.

  However, by changing the warning time according to the traffic volume, the level crossing with low traffic volume has lower priority, and the warning time of the level crossing becomes longer, and the state continues even if the level crossing is not opened there's a possibility that. Therefore, in order to avoid such unopened crossings, the level crossings whose warning time is long are increased according to the warning time (the length of warning time) during which the traffic volume is virtually continued as internal processing. By doing this, the priority may be raised, and once the alarm is stopped, the traffic volume may be returned to the original value.

FIG. 5 is a block diagram showing another configuration example of the train control system of the present invention. A present Example is a case where traffic volume is calculated within the train control system of this invention.
With reference to FIG. 5, only the configuration that is modified from the first embodiment and the operation related thereto are described below.

  The present embodiment is characterized in that a sensor 501 is added as compared with the first embodiment. For example, an existing sensor such as a fault detection device (not shown) set to the level crossing 102 (102a to 102e) may be used as the sensor 501, or the traffic volume is measured for each level crossing 102 (102a to 102e) You may use the measuring instrument which can.

  The traffic volume estimation unit 204 uses the output of the sensor 501 to measure the traffic volume passing through each crossing 102 (102a to 102e), and updates the traffic volume data held by the traffic information storage unit 206.

  By adopting the above-described configuration, it is possible to operate the train control system of the present invention without separately investigating the traffic volume of each level crossing in advance.

  In the first embodiment and the second embodiment, as the traffic volume, the traffic volume data held by the traffic information storage unit 206 is used as it is, but in this embodiment, the change in the warning time of the crossing 102 (102a to 102e) The control is performed in consideration of a change in traffic volume per unit time passing through each crossing 102 (102a to 102e) (change amount of traffic volume) by (increase or decrease of warning time).

FIG. 6 is a characteristic diagram showing a conceptual view of the warning time and traffic volume of the railroad crossing 102 (102a to 102e).
If the warning time of one level crossing is long, the person crossing there may change the route so that the other warning time crosses a short level crossing. For this reason, it is assumed that the traffic volume will decrease if the warning time becomes longer.

  Therefore, in the present embodiment, a model for estimating a change in traffic volume from a change in warning time is provided in the traffic volume estimation unit 204.

  When calculating the total trouble time in step S403, the departure timing determination unit 203 passes the calculated warning time of each crossing 102 (102a to 102e) to the traffic volume estimation unit 204.

  The traffic volume estimation unit 204 that has received the warning time estimates the traffic volume based on the warning time according to the model that estimates the change in traffic volume from the change in the warning time, and passes it to the departure timing determination unit 203. Upon receiving the estimated traffic volume, the departure timing determination unit 203 uses the estimated traffic volume to calculate the total troubled traffic volume.

  With the above-described configuration, it is possible to more accurately minimize the obstacle traffic volume in consideration of the change in traffic volume due to the change in warning time.

  According to the embodiment described above, by adjusting the train crossing crossing timing of the upper and lower lines, it is possible to reduce the obstacle traffic volume of the level crossing, as a result, to reduce the traffic congestion based on the traffic volume interfering with the level crossing Can be expected to be comfortable with the nearby traffic at the railroad crossing. In addition, because the traffic volume is used as a standard, it can be expected that shortening of the warning time for crossings effective for crossing crossings, that is, optimization of warning time for crossings can be achieved.

  The present invention is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above are described in detail to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. In addition, with respect to a part of the configuration of each embodiment, it is possible to add, delete, and replace other configurations. Further, each configuration, function, etc. described above may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as a program, a table, and the like for realizing each function can be placed in a memory, a hard disk, a recording device such as a solid state drive (SSD), or a recording medium such as an IC card, an SD card, or a DVD.

101 (101a, 102b) ... Train 102 (102a to 102e) ... Level crossing 103 (103a, 103b) ... Station 201 ... Operation management device 202 ... Required time storage section 203 ... Departing Timing determination unit 204 ... traffic volume estimation unit 205 ... diamond information storage unit 206 ... traffic information storage unit 501 ... sensor

Claims (15)

A departure timing determination unit that determines a departure timing at which a train departs from a station; and a traffic volume estimation unit that estimates traffic volume crossing a passing level crossing at which the train passes.
The departure timing determination unit
A train control system characterized by using the traffic volume to calculate an obstacle traffic volume that causes an obstacle at the passing level crossing and determining the departure timing at which the obstacle traffic volume decreases. The departure timing determination unit
The train control system according to claim 1, wherein the departure timing at which the amount of troubled traffic decreases and is minimized is calculated. The traffic volume estimation unit
The train control system according to claim 1, wherein the traffic volume crossing the passing level crossing is estimated by an input from a sensor set to the passing level crossing. The traffic volume estimation unit
The train control system according to claim 1, wherein the amount of change in the traffic volume per unit time passing through the passing level crossing is estimated by increasing or decreasing an alarm time which is a time when the passing level crossing gives a warning. The traffic volume estimation unit
The train control system according to claim 1, wherein the traffic volume is virtually increased according to the length of the alarm time which is continuing. In a train control system having a function of controlling the operation of one of upper and lower trains traveling on a track where there are multiple level crossings between two stations,
And an operation management device that manages the operation of the train;
The operation management device is
A traffic volume estimation unit configured to estimate traffic volume crossing a passing level crossing on a track on which the train travels;
A departure timing determination unit that determines a departure timing at which the train departs from a predetermined station;
The departure timing determination unit
Using the traffic volume estimated by the traffic volume estimation unit, calculate an obstacle traffic volume that interferes with the train at the passing level crossing, and determine the departure timing at which the calculated obstacle traffic volume decreases.
A train control system, comprising: controlling a departure timing of the train so as to delay a time when the train leaves the station. The traffic volume estimated by the traffic volume estimation unit includes a pedestrian and a car crossing the crossing.
The obstacle traffic volume calculated by the departure timing determination unit is calculated based on the traffic volume, the schedule information of the train, and the required time from the departure station where the train departs to each of the plurality of crossings. The train control system according to claim 6, characterized in that: The departure timing determination unit
The train control system according to claim 6 or 7, wherein the departure timing that minimizes the obstacle traffic volume is determined. The traffic volume estimation unit
The train control system according to claim 6 or 7, wherein the train control system is estimated based on traffic information stored in advance in a traffic information storage unit or traffic information input from sensors installed at the plurality of crossings. The traffic volume estimation unit
The train according to claim 6 or 7, wherein the amount of change of the traffic volume per unit time passing through the passing level crossing is estimated based on increase or decrease of warning time which is a time when the passing level crossing gives warning. Control system. The traffic volume estimation unit
The train control system according to claim 6 or 7, wherein the traffic volume is virtually increased according to the length of an alarm time which is a time when the passing level crossing warns. A train control method in a train control system having a function of controlling the operation of a train traveling on a track having a plurality of crossings between stations,
And an operation management device that manages the operation of the train;
The operation management device is
A traffic volume estimation step of estimating traffic volume crossing and passing through a crossing on a track on which the train travels;
A departure timing determination step of determining a departure timing at which the train departs from a predetermined station;
The departure timing determination step is
Using the traffic volume estimated in the traffic volume estimation step, to calculate an obstacle traffic volume that is an obstacle to the train at the passing level crossing;
Determining the departure timing at which the calculated obstacle traffic volume decreases;
Including
The departure timing of the train is controlled to delay the time when the train leaves the station.
A train control method characterized by The departure timing determination step is
The diagram of the train is acquired and set as an initial value, and the required time from the station where the train departs to each of the plurality of crossings is acquired, and each of the crossings is displayed at the departure time indicated in the acquired diagram. Calculating the time at which the train passes each of the plurality of crossings by adding the required time;
Acquiring a traffic volume crossing and passing a passing level crossing on a track on which the train travels;
Calculating an alarm time obtained by combining upper and lower lines when upper and lower lines pass each level crossing using time when the train passes each level crossing;
Multiplying the traffic volume per unit of each level crossing obtained in the step of obtaining the traffic volume by the alarm time calculated above to obtain the number of obstacle traffic volumes at each level crossing, and calculating the total volume of the total traffic volume as the sum thereof;
Comparing the total traffic volume with the minimum traffic volume calculated in the step of calculating the total traffic volume;
In the step of comparing the total troubled traffic volume and the minimum troubled traffic volume, when the calculated total troubled traffic volume is equal to or less than the minimum troubled traffic volume, the delay time of the train is stored and the minimum trouble traffic volume is updated. Step to
Delaying the time of departure of all down trains on the diagram for a certain period of time,
As a result of delaying the departure time of the train in the step of delaying the departure time by a predetermined time, a diamond of an initial value in the step of calculating the time when the difference in passing time of upper and lower lines at a specific crossing passes the plurality of crossings Determining if it is the same as in
As a result of the determination in the determination step, when it is determined that they are not the same, the process returns to the step of calculating the warning time, and the departure timing is determined so as to minimize the obstacle traffic volume. The train control method according to Item 12. The traffic volume estimated by the traffic volume estimation unit includes a pedestrian and a car crossing the crossing.
The obstacle traffic volume calculated in the departure timing determination step is calculated based on each information of the traffic volume, the diagram of the train, and the required time from the departure station where the train departs to each of the plurality of crossings. The train control method according to claim 12, characterized in that. The traffic volume estimation step is based on traffic information stored in a traffic information storage unit in advance or traffic information input from sensors installed at the plurality of crossings. Train control method.

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