JP2726548B2 - Train operation management device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Purpose of the Invention] (Industrial application field) The present invention relates to the operation management of trains used for the operation management of track-type and linear (maglev) trains and various other railways. More particularly, the present invention relates to a train operation management device that provides appropriate support for a high-speed operation state of a train that requires complicated judgment.

(Prior Art) Conventionally, when a large number of trains safely operate on a track of several tens of kilometers or more having ten or more stations, a centralized operation management device as shown in FIG. 6 is used. This operation management device is provided with an upper-level diagram management device 1,
Here, a basic schedule showing the basic operation plan of the route is generated and managed by the operator's operation, and the operation on the day is automatically or manually performed from the basic schedule taking into consideration the conditions of the day of the week, temporary trains, track construction, etc. A schedule is generated, and an operation instruction is sent to the operation monitoring and control device 2 based on the schedule. The operation monitoring and control device 2 tracks the actual position of the train, checks the train position with the operation instruction of the operation diagram, and performs necessary station control via the communication device 3 such as a telemeter device. _Sends an appropriate operation control command to the devices 4 ₁ ,..., 4 _n , and displays the position of each train, the scheduled time by the operation schedule, the actual departure and arrival time, etc. to the monitoring and command console 5, When the train is delayed, it outputs monitoring information such as issuing an alarm. The monitoring and command console 5 allows the operator to monitor the operation of all lines based on the monitoring information of the operation monitoring and control device 2 and to operate intensively by remote manual setting control for each station when the operation of the train is disrupted. Has the ability to organize.

The station control devices 4 ₁ ,..., 4 _n control the equipment attached to each station based on the operation control command from the operation monitoring and control device 2, and the train operation in each section of the track is performed by the central operation monitoring and control device 2. Notify presence / absence. Interlocking device 6 ₁ to 6 _n in synchronization with the presence or absence of enrolled train actually operating the lever and traffic branch device (points).

Therefore, in the train operation management device, the operation monitoring control device 2 centrally monitors and controls all the target routes in accordance with the operation instruction of the timetable management device 1 to achieve a reasonable operation as a whole. However, the actual operation often depends on the judgment of the operator on the train, as well as the central operator and station staff.

(Problems to be Solved by the Invention) Accordingly, the above-described operation management device operates the train with the assistance of the judgment and operation of the central operator and the driver, etc. With the development of high-density trains, the burden on operators has become increasingly large, making it difficult to operate the entire system. In particular, in the case of a linear train railway driven by a primary synchronous linear motor on the power supply side, the operation is controlled only on the ground side, and there are no driver personnel as in the past, and the train is driven. It is necessary to judge a complicated operation in consideration of the restrictions on the arrangement of the converters, and the operation management becomes more and more difficult.

The present invention has been made in view of the above-described circumstances, and can ensure safe operation even in a high-speed, high-density, and high-density vehicle operation state requiring complicated judgment, and is used for an operation instruction of an operator. It is an object of the present invention to provide a train operation management device capable of appropriately performing operation monitoring and safe operation arrangement by appropriately supporting the determination.

[Structure of the Invention] (Means for Solving the Problems) In order to solve the above-mentioned problems, the invention corresponding to claim 1 operates an operation schedule generated from a basic schedule and operation of a train obtained by actually tracking the operation. A control device that sends and controls an operation control command to the control system of each station while collating with the state, and at least at the time of generating the operation schedule, the required departure and arrival times and calculation conditions of the operation diagram and its preceding or rear train are A train that generates the operation schedule based on these input data and any one or more conditions such as track conditions, vehicle conditions, security conditions, and standard run curves that are held in advance, and a train preceding or following this train A running condition determination device that determines the appropriateness of the bus schedule by obtaining a running condition margin with the train.

Next, the invention corresponding to claim 2 is a control device, when it is necessary to correct the operation schedule from the actual train operation state, when the timetable departure and arrival time required for the modified timetable and its preceding or rear train Based on the calculation conditions and any one or more conditions, such as track conditions, vehicle conditions, security conditions, and standard run curves, which are held in advance, between a train that generates the modified schedule and a train that precedes or follows this train The traveling condition determining device for determining the appropriateness of the modified diagram by obtaining the traveling condition margin is provided.

(Operation) Therefore, in the invention corresponding to claim 1, by taking the above means, the train operation schedule is generated from the basic schedule in the control device (diamond management device). The time of arrival and departure of the preceding or following train of the operation schedule, calculation conditions, and the like are transmitted to the traveling condition determination device to instruct determination. Here, the traveling condition determination device is configured to generate a train schedule using the input data and any one or more conditions such as track conditions, vehicle conditions, security conditions, and a standard run curve that are stored in advance, and a train preceding the train. Alternatively, it is determined whether or not the operation schedule is appropriate by obtaining a margin of running conditions between the vehicle and the rear train, and the result of the determination is sent to the control device. If it is not appropriate from the determination result, the control device again generates another operation schedule and similarly instructs the traveling condition determination device to make a determination.

Next, in the invention corresponding to claim 2, the control of the operation of the train is performed by the control device on the basis of the operation schedule. When the operation schedule is corrected, the determination is instructed to the traveling condition determination device with respect to the corrected schedule. This traveling condition determination device determines the appropriateness of the modified schedule by obtaining a traveling condition margin between a train that generates a modified diagram and a train preceding or following the train in the same manner as the operation diagram. is there.

(Embodiment) An embodiment of the present invention will be described below with reference to FIG. 1 and FIG. FIG. 1 is a block diagram of a train operation management device, and FIG. 2 is a diagram more specifically showing the traveling condition determination device shown in FIG. In FIG. 1, the same parts as those in FIG. 6 are denoted by the same reference numerals, and detailed description thereof will be omitted.

In this train operation management device, a traveling condition determination device 13 is provided in a timetable management device 11 and an operation monitoring control device 12 via communication means.

The timetable management device 11 has the same functions as the conventional ones, and when generating the actual operation timetable from the basic timetable, various data and calculations of the operation timetable at the modification stage and the preceding or following trains of the operation timetable. The conditions are sent to the traveling condition determination device 13 to instruct whether or not the operation schedule is normal operation. For example, in the case of increasing the number of extra trains, a "street diagram" indicating a desired departure / arrival time of the extra train is created, and the calculation conditions such as the data of the "strip diagram", the data of the preceding train, and the vehicle configuration are determined by the traveling condition determination device. 13 and instructs it to make a determination. When there is a determination result from the traveling condition determination device 13 that the traveling condition is not satisfied, the “strip diagram” is corrected, and the traveling condition determination device 13 is again requested to determine the traveling condition, and finally an appropriate operation diagram is generated.

On the other hand, the operation monitoring control device 12 and the monitoring / command operation console 14
In addition to performing monitoring and control in the same manner as in the related art, when the operation is disrupted, the driving condition determination device 13 is used to arrange the operation. For example, in the case of relatively minor disturbance, the aim is to automatically process delay time recovery, operation time adjustment for delay propagation prevention, operation time interval adjustment, and change of evacuation station. At this time, the traveling condition determination device 13 is instructed to judge whether or not the corrected timetable can travel safely, and the process is automatically performed if a proper notification is given. Leave the processing to. In the case of severe disturbance, change (change) of operation order, transfer, return, termination, etc.
The schedule is automatically created, and the changed schedule is checked by the traveling condition determination device 13 and provided to the operating operator. The operation operator finally decides whether or not to adopt the changed schedule and issues an operation instruction. Regardless of the content, the operation command instructed by the operation operator at the monitoring and command console 14 becomes a control command unconditionally without performing the running condition check.

As shown in FIG. 2, the traveling condition determination unit 13 includes a traveling condition determination unit 21 and a condition holding unit that stores basic data such as track conditions, vehicle conditions, security conditions, and standard run curves in advance.
22 are provided. The traveling condition determination unit 21 receives the data of the train before and after, for example, departure / arrival time / calculation conditions in addition to the determined timetable, and based on the departure / arrival time / calculation conditions and the line conditions, vehicle conditions, security conditions, etc. Holder 22
The run curve to be traveled is estimated by correcting the standard run curve stored in the vehicle, and the approach margin between the preceding train and the succeeding train (running condition allowance) is calculated to determine whether the timetable can be operated normally. In addition to determining whether the operation is normal, the schedule management device 11 is notified of the determination result, and the operation monitoring control device 12 is notified when normal operation is possible.
Here, the run curve is a curve indicating the relationship between the position and the speed from the departure of the train to the arrival and the stop, and is determined in consideration of the change due to the speed limit and the vehicle configuration due to the conditions of the track. On the other hand, the approach allowance means the smallest allowance distance and allowance time between the preceding train and the back train at a predetermined check point that passes along with the movement of the train. When these values become 0 or a negative value, a determination result that the traveling condition is not satisfied is output.

The communication device 3, the station control apparatus 4 ₁ to 4 _n and linkage
Although 6 _{1 to} 6 _n are essentially the same as those of the related art, the closed section where the traveling is disabled by adopting the traveling condition determination unit 21 can be made shorter than before, or the closed section itself can be abolished. is there.

Next, a description will be given of a traveling determination operation for a normal train passing and a linear train.

(1) In the case of passing an ordinary train First, the timetable management device 11 generates an operation timetable that is actually operated from a basic timetable that is a basic operation plan of a route, and generates the operation timetable in the timetable generation process. In order to send and receive the modified timetable from the basic timetable, the time of arrival and departure of the preceding or following train of the modified timetable, the vehicle configuration, and other vehicle conditions, the driving condition determination device 13 is instructed to make a determination.

Here, when the traveling condition determination device 13 receives the departure and arrival times and calculation conditions from the diagram management device 11, the traveling condition determination device 13 uses the departure and arrival times and calculation conditions, as well as the condition data and the like stored in the condition holding unit 22. , Calculate the time and distance between the operation schedules of a plurality of trains and calculate the margin of approach of the back train to the preceding train, and
It is determined whether or not operation is possible.

Hereinafter, an example of obtaining the margin will be described with reference to FIG. This figure shows the traveling conditions when a preceding express train A passes a preceding express train A on a plurality of routes in one direction at a certain station. The vertical width of the line indicating the train indicates the length of the train in the traveling direction. First, train A
Starts decelerating at P ₁ point, branching unit in P ₂ point (hereinafter,
It enters the lateral line reaches the called point), through the point P ₃ point shall be stopped arriving lateral line of home P ₄ time.

On the other hand, the train B approaching from behind passes through the main line as it is, but at this time, the limit of the approach of the train B to the train A is limited even if the point switching fails at the point switching completion time after the train A passes. B is in a position where it can safely stop just before the point. That is, at the moment after a lapse of a time t ₁ after the train A passes its safety confirmation time t _2, the if stoppable distance d ₁ Train B, P ₅ approach limit of the train B is represented by a broken line in the drawing It is good if it is in the position.

At this time, stop distance d ₁ of the train B is the speed at that time,
It is determined by track conditions (eg, slope) and vehicle conditions (eg, different braking curves depending on the rolling stock).
The value is indicated by a dotted deceleration curve. Therefore, the running condition determination unit 13, with reference to the P ₅ times under the conditions as described above, the distance to the train B position to actually travel to the time t ₄ to reach the train B to P ₅ time d ₂
t ₄ is the allowance time, and d ₂ is the allowance distance. As a result, the traveling condition determination device 13 determines that the traveling is not established when the obtained margin of approach time and the obtained travel distance are smaller than the illustrated t ₄ and d ₂ , and determines that the traveling is established when it is larger than t ₄ and d ₂ ,
The determination result is sent to the diagram management device 11. If the traveling is not established, the diagram management device 11 corrects the execution diagram again, and calculates the departure / departure time of the corrected diamond, the departure / departure time of the preceding or following train of the corrected diamond, and the vehicle condition and other calculation conditions. 13 is instructed to make a determination, and the process is repeated until it is determined that traveling is established.

(2) In the case of a linear train In the case of a linear train, the determination of these running conditions is more complicated than in the case of the above-mentioned normal train. The reason is that the converter that drives the train is a converter placed on the ground side, so there is a restriction that the back train can not enter the converter section until the preceding train passes through a certain converter section. This is because the boundaries of the sections are variable.

FIG. 4 is a diagram showing an operation state of boundary variable control in a linear train and a traveling condition associated therewith. As is clear from the figure, converter TA can drive trains in the range of sections S1 to S4S, and converter TB can drive trains in sections S3 to S5. S3 and S4 are scope boundary variable, is switched by switches SW1, SW2, SW3 to be turned on and off, for example interlock device _61, the signal sent from ... etc. In practice, each section is further divided into a plurality of energizing units, and the energizing switch operates to excite a required coil in synchronization with the progress of the train, but is not directly related to the description of the running conditions. Therefore, the description is omitted.

First, in the state 1, the train a is in the section S1 and is traveling in the direction of the section S2. Therefore, at this time, train a
Driven by Next, in the state 2, the train a moves from the section S2 to the section S3. At this time, the crossing of the converter boundary is performed, and after the section S3, the train a is driven by the converter TB. At this time, as shown in state 3 and state 4, the back train can enter the section S1, but the preceding train a
Since the vehicle has not passed through S3, it is not possible to proceed to section S2. Therefore, in this state, train b is in sections S2 and S3
A condition occurs in which the vehicle must be running at a speed that can stop before the boundary of the vehicle. This condition is the security curve C1
And is represented by a curve indicating the maximum traveling speed corresponding to the distance to the limit stop point. Naturally, this curve varies depending on the vehicle conditions (for example, braking characteristics) and the line conditions (for example, gradient. In this state, in order for the back train b to travel without being affected by the preceding train a, security is always required. It is necessary to maintain a position and a speed that do not fall on a curve, which is the driving condition of a linear train.

Then, in the state 5, the preceding train a leaves the interval S3, since the transducer boundary moves from P ₁ to P _2, security curve train b moves to C2. Similarly, in state 6, the security curve of train b is C3. After that, after the preceding train a leaves the range of the converter TB, when the back train b enters the section S4, the converter boundary becomes
Returning to the position of P2, the train B will be driven by the converter TB. At this time, the security curve C3 disappears.

Therefore, in the above state, the approach margin is calculated as shown in FIG. That is, the sections Si, Si + 1, Si
+2, Si + 3, ..., the preceding train a starts from section Si + 2
When moving to Si + 3, the security curve of the train is set to the section Si + 1, and the back train is running in the section Si, so the critical approach distance at this time is (d2 + d3), that is, it is at the point c of the security curve. However, the margin distance becomes d1 and the margin time becomes D1 / vb. vb is the speed of the rear train.

Therefore, according to the embodiment as described above, conventionally, the closed section where traveling is impossible is determined from the necessity of guaranteeing the safety at the maximum speed, and the distance is longer than necessary for normal driving, In the case of this device, the traveling condition determination device 13
The operation of the schedule is performed while confirming the security conditions, so that the train can be operated with the minimum required security distance. This makes it possible to operate at a much higher density than before, greatly contributing to an increase in transportation capacity. In the past, traffic control in the event of operational disruption often depended on the decisions of train operators, station staff, and drivers.
Moreover, it is difficult to quickly respond to high-density operation. In this regard, the present device can present the running condition margin of the change schedule for traffic rescheduling, which greatly contributes to the automatic processing, speeding up, and accuracy of traffic rescheduling.
Furthermore, in the linear train railway, it is necessary to judge an extremely complicated operable condition because of the control over the drive power supply. However, the cruise condition judging device 13 can sufficiently satisfy the request, and It is ideal for supporting high-speed, high-density operation of linear trains without trains.

The above explanation is an example of relatively simple driving conditions.However, complicated conditions such as differences between express and slow trains, curves and gradients, and the speed limit of passing points are involved. If the limit driving condition is strictly checked, an extremely complicated calculation is required. However, the driving condition determination device 13 can relatively easily perform a high-precision determination, for example, by setting a checkpoint serving as a bottleneck in advance. This checkpoint is set at the point where the speed limit is lowered because the passing speed is suppressed at the entrance of the station where the train is closest, the first station, the last station, the tunnel entrance where the passing speed is suppressed, etc. You.

Further, in the above-described embodiment, the traveling condition determination device 13 has been described as an independent device separate from the diagram management device 11 and the operation monitoring and control device 12. However, the traveling condition determination device 13 is mounted on the diagram management device 11 or the operation monitoring and control device 12 and integrated therewith. May be in a state
Although the diagram management device 11 and the operation monitoring control device 12 have been described as one device each, they may be combined. Further, the communication device 3, the station control apparatus 4 _1, ..., 4 _n and the interlocking units _61, ..., since not directly related to the gist of the present invention for 6 _n, different from that of the drawings and the description May be. Furthermore, there is no station control device 4 ₁ ,..., 4 _n and a number of interlocking devices 6 _{1 ,.}
And a wired or wireless connection to the operation monitoring and control device 12 via the communication device 3, but the point is that if there is a running condition determination device 13 or a device having a function similar thereto in the operation management device of the train Good. Therefore, for example, when the operation monitoring control device 12 also serves as the diagram management device 11, the diagram management device 11 is not always necessary. In addition, the present invention can be variously modified and executed without departing from the gist thereof.

[Effects of the Invention] As described above, according to the present invention, safe operation can be ensured even in the operation state of a vehicle that requires high-speed, high-density, and complicated judgment, and the operation command of the operator is provided. It is possible to provide a train operation management device that can appropriately support the judgment for the operation and can surely perform appropriate operation monitoring and safe operation arrangement.

[Brief description of the drawings]

1 to 5 show an embodiment of the train operation management device according to the present invention. FIG. 1 is a block diagram of the device of the present invention, and FIG. 2 is FIG. FIG. 3 is a diagram showing a specific example of the internal configuration of the traveling condition determination apparatus shown in FIG. 3, FIG. 3 is an explanatory diagram for determining traveling conditions when passing a normal train, and FIG. 4 is traveling conditions in a linear train railway. FIG. 5 is an explanatory diagram for obtaining a margin of judgment between a preceding train and a rear train across a security curve, and FIG. 6 is a block diagram of a conventional device. 3 ... communication device, 4 ₁ , ..., 4 _n ... station control device, 6 ₁ , ...,
6 _n … Interlocking device, 11… Diagram management device, 12… Operation monitoring and braking device, 13… Driving condition judgment device, 14… Monitoring and command console, 21… Driving condition judgment unit, 22… Condition holder

Claims (2)

(57) [Claims] A control device for sending and controlling an operation control command to a control system of each station while collating an operation schedule generated from a basic schedule with an operation state of a train obtained by actually tracking, When an operation schedule is generated, necessary departure and arrival times and calculation conditions of the operation schedule and the preceding or following trains are input, and the input data and the line conditions, vehicle conditions, security conditions, standard run curves, etc., which are stored in advance. A driving condition determination for determining the appropriateness of the operation schedule by obtaining a driving condition margin between a train generating the operation schedule and a train preceding or following the train based on any one or more conditions. A train operation management device characterized by comprising a device. 2. A control device for sending and controlling an operation control command to a control system of each station while checking an operation schedule with a train operation state obtained by actually tracking the train, and at least the train tracking in the control device is performed. When the operation is disturbed from the result, the modified timetable generated by this control device and the departure / arrival time and calculation conditions required for the preceding or following trains are input, and these input data and the previously held track By obtaining a running condition margin between a train generating the modified schedule and a train preceding or following the train based on any one or more conditions such as a condition, a vehicle condition, a security condition, and a standard run curve. A train operation management device, comprising: a traveling condition determination device that determines the appropriateness of the modified timetable.