JP2980418B2 - Train operation management system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation management system.

[0002]

2. Description of the Related Art Conventionally, in a train operation management system for managing the operation of a train powered by electricity such as an electric railway, when the timetable is disturbed for some reason, the timetable in the operation management system is appropriately changed. I am trying to respond.

[0003] Usually, in order to change the timetable, traffic control such as shifting the departure / arrival time of the station or lowering the train speed is performed simply from the viewpoint of prevention of dumpling operation. However, since the purpose is merely to solve the diamond disorder early, there has been no consideration of an increase in the amount of power used at that time. Therefore, even if the train schedule is adjusted due to the disruption of the schedule, when the train density in a section increases, the power consumption in the section concentrates in a short time. When a demand contract is made, the demand is often over, and there is a problem that an excess amount of power must be paid.

[0004]

As described above, in the conventional train operation management system, when a timetable disruption occurs, only measures for early timetable recovery are taken, and power consumption does not exceed demand. However, there has been a problem that an overcharge must be paid to the power company due to a demand overrun in some cases.

[0005] The present invention has been made in view of such a conventional problem, and a train that can reduce the excess power charge by changing the schedule in consideration of the power consumption when the schedule is disrupted. The purpose is to provide an operation management system.

[0006]

A train operation management system according to the present invention monitors a predetermined operation information such as a position of each train on a target route and a time at which a train arrives and departs at a station, and obtains an actual operation time of a train. An operation unit for performing an operation input such as a timetable change, and a timetable for predicting a future timetable based on the actual timetable value of the timetable from the operation monitoring unit and the timetable change information from the operation unit, and changing an execution timetable. The management unit, a diagram storage unit that stores the execution diagram changed by the diagram management unit, and the execution diagram stored in the diagram storage unit is evaluated by the amount of power used for each substation for a certain time,
If there is likely to exceed a predetermined amount of power is previously set, a diamond evaluation unit which outputs a driving adjustment command to the diagram management unit Ru is readjusted the execution diamond, by the diagram management unit Changed , said diamond review
And an arrival / departure route control unit that controls the route and the arrival / departure time of each train on the target route based on the execution schedule readjusted by the price unit .

In the train operation management system according to the present invention, the schedule evaluation unit may include a wattmeter for measuring power supplied by the substation, and a closed section that tracks the track on which the substation supplies power and the train travels. A track circuit that detects the presence of a train in units, a pulse signal in which the wattmeter outputs a unit amount of power, and a train presence signal from the track circuit that are used for the past 30 minutes before the current time and a predetermined time A power amount calculator for estimating the amount of power and the rate of increase in the amount of power used, and inputting the amount of power and the rate of increase for the past 30 minutes output from the power amount calculator to infer an appropriate station departure suppression time. And a fuzzy inference unit that outputs the inference result. Based on the inference result obtained by the calculation by the diamond evaluation unit, the arrival / departure route control unit always keeps the 30 minute power amount not exceeding the predetermined power amount. Train operation It may be adapted to control the.

[0008]

In the train operation management system according to the present invention, the operation monitoring unit monitors predetermined operation information such as the position of each train on the target line and the arrival and departure time of the station to determine the actual value of the schedule. The following schedule is predicted on the basis of the actual value of the schedule from the operation monitoring unit and the input of the schedule change information from the operation unit, the execution schedule is changed, and the changed execution schedule is stored in the diagram storage unit.

[0009] Then, the schedule evaluation unit evaluates the execution schedule stored in the schedule storage unit based on the power consumption of each substation for a certain period of time, and when there is a possibility that the predetermined power consumption will be exceeded. Then, an operation adjustment command is output to the diagram management unit, and the execution diagram of the diagram management unit is changed again. Then, the arrival / departure route control unit controls the route and the arrival / departure time of each station on the target route based on the changed execution schedule.

In this way, when the regular timetable is disturbed, the power consumption of each substation is predicted by the prediction timetable corresponding to the actual time, and the power consumption of the certain substation for a certain time exceeds the predetermined power amount. When there is a possibility that the power consumption will be reduced, by performing operation adjustment such as time interval adjustment and operation speed limit for the corresponding section and time zone in order to reduce the power consumption,
The peak power consumption can be cut.

Further, in the train operation management system according to the present invention, the time evaluation unit is provided with a fuzzy inference function, so that the power amount and the rate of increase output from the power amount calculation unit for the past 30 minutes can be input and appropriately. The train departure inhibition time is inferred, and the arrival and departure route control unit can always control the train operation so that the electric energy for 30 minutes does not exceed the predetermined electric energy based on the inference result by the schedule evaluation unit.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a functional block diagram of a train operation management system according to one embodiment of the present invention. The train operation management system according to this embodiment includes predetermined functions such as the position of each train on a target line and the arrival / departure time of a station. An operation monitoring unit 1 that monitors operation information and obtains a diagram actual value, an operation unit 2 for performing an operation input such as a diagram change, and a diagram actual value from the operation monitoring unit 1 and a diagram from the operation unit 2. Schedule manager 3 for predicting the subsequent schedule based on the change information and changing the execution schedule
And a diagram storage unit 4 for storing the execution diagram changed by the diagram management unit 3.

Further, the execution schedule stored in the schedule storage unit 4 is evaluated based on the power consumption of each substation for a certain period of time, and if there is a possibility that the predetermined power consumption will be exceeded, the schedule management is performed. A schedule evaluation unit 5 that outputs a driving adjustment command to the unit 3 and a start / stop route control that controls the route and the arrival / departure time of each train on the target route based on the execution schedule changed by the schedule management unit 3. A section 6 is provided.

FIG. 2 shows a more detailed configuration of each part of the train operation management system shown in FIG. 1. A diagram management unit 3 stores a result diagram storage unit for storing the result values of the diagrams obtained by the operation monitoring unit 1. 31, a diagram prediction unit 32 for predicting the timetable from the present time on the basis of the actual value of the diagram stored in the actual timetable storage unit 31, a plan timetable storage unit 33 for storing the planned timetable, and a prediction diagram of the timetable prediction unit 32 Based on the schedule of the schedule diagram storage unit 33 or by input from the operation unit 2, the schedule change unit 34 for editing the temporary execution schedule after the present time and the diagram adjustment for adjusting the schedule to be finally executed A portion 35 is provided.

The diagram storage unit 4 stores the diagram change unit 3
The tentative execution diagram storage unit 41 storing the tentative execution diagram edited by Step 4 and the tentative execution diagram stored in the tentative execution diagram storage unit 41 are evaluated by the diagram evaluation unit 5 as described later. It includes a diagram switching unit 42 for switching an execution diagram based on the result, and an execution diagram storage unit 43 for storing a diagram to be actually executed.

The schedule evaluation unit 5 includes a load index calculation unit 51 for obtaining, as a load index value, the number of vehicles traveling for a predetermined time, such as 30 minutes, within a feeding range of each substation as a load index value; A conversion data storage unit 52 is provided for storing a correspondence table between values and power consumption and a correction table for increasing or decreasing the load index value. Also, in order to increase or decrease the load index value from the calculated load index value of each substation based on the attributes of the temporary execution schedule and the feeder section such as the slope, the number of stopped stations, the train type, etc., the load index value is stored in the conversion data storage unit 52. An index conversion unit that performs correction based on the correction table and converts the corrected load index value into the power consumption based on the load index value and the power consumption correspondence table stored in the conversion data storage unit 52. 53 is provided. Further, a power excess determining unit 54 is provided for comparing the predicted power consumption for each substation obtained by the index conversion unit 53 with a predetermined power amount such as a contract power amount and determining an excess of the power amount.

The arrival / departure route control unit 6 controls the route for each train on the target route and the arrival / departure time of the station based on the execution schedule stored in the execution schedule storage unit 43. In addition, when the power excess determination unit 54 determines that the power excess is exceeded by a predetermined amount of power, the time adjustment unit 35 sets the train operation interval for a certain time within the feeding range of the target substation to a certain time interval or more, and sets the train density. The schedule stored in the temporary execution schedule storage unit 41 is adjusted by operation adjustment by lowering the train speed or limiting the train speed.

Next, the operation of the train operation management system having the above configuration will be described.

The tentative execution diagram storage unit 41 of the diagram storage unit 4
The temporary execution schedule stored in the same way as when a conventional schedule disruption occurs, and when a delay occurs with respect to a regular schedule, the operation manager can recover the operation delay. It is configured as a required recovery schedule, and this is stored in the temporary execution schedule storage unit 41.

The time schedule evaluation unit 5 executes the following processing at a fixed cycle for each substation at a fixed cycle, and evaluates a temporary schedule.

FIG. 4 (a) is a diagram represented by an operation chart corresponding to time on the horizontal axis and distance on the vertical axis. In FIG. 4 (a), the power supply range and the predicted time range of one substation are indicated by oblique lines. Range. Therefore, the number of vehicles traveling at a fixed time of 30 minutes within the feeding range of one substation and the vehicle kilometer having the traveling distance as a load index value is approximately the distance in the distance direction of each train line within this range. The travel distance is obtained from the length and multiplied by the number of vehicles of the train. In this way, the load index calculation unit 51 can obtain the vehicle kilometers of one substation by having a correspondence table with the number of vehicles of each train (step S1 in FIG. 3).

In addition to the case where the length of the operation chart in the distance direction is at a fixed ratio to the travel distance, the case where the length of the operation chart in the distance direction differs in scale from the actual travel distance between stations. In addition, if the length in the distance direction is longer for sections where the running time is longer due to uphill slopes etc. according to a certain logic, the numerical value corresponding to the running distance is simply the distance direction of each train line If the length is set, it can be used because the increase in load due to the long running time is reflected.

Generally, the degree of correlation between the amount of power used and the vehicle kilometer is high, but errors may occur due to other factors. Therefore, in this embodiment, the index conversion unit 53 corrects the above-mentioned index value based on other factors (step S2). As a method of this correction, for example, a train consumes more power for acceleration when departing from a stop at a station, so the index value obtained as described above is constant according to the number of departures from the station within the target range. A method of correcting by adding values or multiplying by a constant rate is used. Further, a method of performing correction based on a rule base as in a second embodiment described later is also effective. Data and rules for this correction use those stored in the conversion data storage unit 52.

Next, the index conversion unit 53 converts the index value obtained as described above into the power consumption. This conversion can be easily realized by searching a correspondence table between the index values obtained by actual measurement and the like stored in the conversion data storage unit 2 and the power consumption (step S3).

Next, the power excess judging section 54 judges whether or not the estimated power consumption calculated as described above exceeds the limit power (step S4). This judgment is
It is based on a method of simply comparing with the limited electric energy stored for each substation. Note that the stored limit power amount has a different mode based on a contract method with a power company.
If there is no penalty if the value does not exceed the excess value within a certain period even if it exceeds once, it is effective to make it variable based on the actual actual value.

When the power is not exceeded as a result of the determination, the power excess determining unit 54 instructs the diagram switching unit 42 to set the schedule stored in the temporary execution schedule storage unit 41 as the execution schedule. The storage unit 43 instructs to store the temporary execution schedule stored in the temporary execution schedule storage unit 41 as an execution schedule (step S6).

On the other hand, if the result of the determination by the power excess determination unit 54 indicates that the power is exceeded, the power excess determination unit 54 instructs the diagram adjustment unit 35 to readjust the diagram. Therefore, the diagram adjusting unit 35 adjusts the temporary execution schedule stored in the temporary execution schedule storage unit 41 as follows, and re-adjusts the readjusted schedule to the temporary execution schedule storage unit 41.
To memorize.

As a diagram adjustment method for load reduction, for example, a speed limit can be instructed for a train within a target range, or the train operation time interval can be made longer than a certain value. FIG. 4B shows an example in which the interval of the time t is adjusted at the station a to be the time interval t ′ with respect to the diagram shown in FIG. 4A.

After adjusting the time in this manner,
This timetable is stored as an execution timetable in the execution timetable storage unit 43, and operation is adjusted based on the execution timetable by the arrival / departure route control unit 6, so that the time required for the timetable recovery is limited within a range in which the power consumption does not exceed the contracted power. Operation adjustment is performed (step S5).

In this way, when the timetable is disrupted, a temporary execution timetable is set and the index value is evaluated.
Judgment is made whether the estimated power consumption does not exceed the contracted power with the power company, and if there is a possibility that it will exceed, the train operation will be performed within the range that does not use the power more than the contracted power by re-adjusting the temporary execution schedule. The operation is adjusted by setting an execution schedule that can be used. Then, in this way, the amount of used electric power varies depending on various factors such as driving conditions and track conditions. However, the correction of the index value by the index conversion unit 53 reflects such various factors. Being able to do so will allow for flexible responses. Also,
If it is determined that the power usage limit is exceeded, the schedule adjustment unit 35 automatically changes the schedule,
The load can be reduced quickly.

The present invention is not limited to the above embodiment. For example, the load index determined by the load index calculating unit 51 is equivalent to the vehicle kilometer, but may be another value. For example, when the power consumption corresponding to an arbitrary traveling section is known, such as when the relationship between the position and the power consumption is known for each train type, the power consumption may be directly used as the load index. Further, in the above embodiment, the index conversion unit 53 converts the vehicle index corresponding to the load index into the amount of electric power used. The excess determination unit 54 may determine the excess of the electric energy based on the load index.

Further, the timetable change of the timetable adjusting unit 35 is displayed on the operation unit 2 or the like, and the operation manager confirms and determines the change and inputs the changed timetable to make the timetable change plan. Can also. The diagram change by the diagram adjusting unit 35 may be performed by the diagram changing unit 34.

Next, as another embodiment of the present invention, a train operation management system using a fuzzy inference function in a diagram evaluation unit will be described.

In the train operation management system of this embodiment,
An electric energy calculation unit fetches a unit electric energy as a pulse signal from a power supply to the substation via a wattmeter.
The electric energy for 0 minutes is integrated for each unit time, and the electric energy for 30 minutes is stored for about 10 minutes in the past, stored in units of 1 minute, and sequentially stored and updated in units of minutes. Track status is input by the track circuit to be detected, and when the train has completed the substation section, the time a until the next succeeding train has completed the substation section is predicted, and the past 10 minutes of the 30-minute electric energy From the change in the power amount, the 30-minute power amount at time a and the increase rate are calculated by the least squares method. Then, the fuzzy inference unit inputs a 30-minute electric energy and an increase rate, obtains a proper station departure suppression time by fuzzy inference, outputs this to the arrival / departure route control unit, and performs operation management.

FIG. 5 is a functional block diagram of this embodiment. The substation 101 applies supply power to a track transformer 102, steps down the voltage, and connects to a train line 103. Trains T1 to T4 are connected via a pantograph 104. Power is supplied. The range in which the power of the substation 101 is supplied is:
Air sections 105 and 10 provided on the train line 103
6, the track circuits TR <b> 1 to TR <b> 14 in which the track 107 is partitioned in units of blockage exist, and are connected to the electric energy calculation unit 108.

On the other hand, the substation 101 and the track transformer 102
Instrument transformer 10 connected or inserted between
The voltage and current from the substation 101 are supplied to the power meter 111 via the power transformer 9 and the current transformer 110. When the power meter 111 reaches a unit power amount (for example, 1000 KW), the pulse signal is transmitted to the power amount calculation unit 108. Output.

The electric energy calculation unit 108 also controls the clock device 11
Absolute time or 1 second pulse is taken in from 2. Then, the electric energy calculation unit 108 calculates the 30-minute electric energy and the increase rate at the time ts at which the next subsequent train will pass through the section immediately after one train passes through the supply section from the substation 101. The calculated time is output to the fuzzy inference unit 113, and the time ts and the current time tt are output from the fuzzy inference unit 113.
, A so-called passage interval DT.

FIG. 6 shows a detailed internal configuration of the above-described power amount calculation unit 108 and fuzzy inference unit 113. In the electric energy calculation unit 108, a pulse input from the power meter 111, a train on-line signal of the track circuits TR1 to TR14, a one-second pulse from the clock device 112, and an absolute time (hour, minute, second)
Are taken into the bus via the digital input interface DI and written into the memory RAM by a program operation by the microprocessor μPU.

The programs and fixed data are stored in a memory ROM
The microprocessor μ
The PU executes the decoding for each step, and performs the sequential processing.

On the other hand, the 30-minute power amount W and the increase rate w 'are output to the fuzzy inference unit 113 via the digital output interface DO. The output of the passage interval DT via the digital output interface DO will be described later.

The fuzzy inference unit 113 uses the rule board R
B1 to RB3, MAX circuit MC and defuzzy circuit D
F.

The rule board RB1 reads “30-minute power amount W
Is "PS" and the rate of increase w 'is "PS", the station departure inhibition time? T should be "PS". Label assignment is a function in which the membership of “PS” shown in FIG. 7A is 1 and the membership of “PM” is 0 connected by a straight line.

The rule board RB2 indicates “30-minute electric energy W
Is “PS” and the rate of increase w ′ is “PM”, the antecedent part and the antecedent part responsible for Rule 2 of “Set station departure inhibition time Δt to“ PM ””. The label assignment is a function in which the membership of “PM” is 1 and “PS” and “PL” are both 0, as shown in FIG. 7B.

Further, the rule board RB3 indicates that when the 30-minute power amount W is "PL" and the increase rate w 'is "PL",
Rule 3 "Set station departure inhibition time Δt to" PL ""
In the antecedent part and the consequent part in charge of, the label assignment of this rule 3 is a function that sets the membership of “PL” to 1 and the membership of “PM” to 0 shown in FIG. is there.

In the fuzzy inference, the 30-minute power amount W and the increase rate w 'shown in FIG.
Assuming that L ”, rule 1 outputs 0, and rule 2 calculates the membership value of the 30-minute power amount W having a smaller value (antecedent part), and slices the head of the membership function indicated by MIN. It has a consequent part for obtaining only the hatched part H1.
In the rule 3, on the contrary, the membership value of the increase rate w 'is smaller, and the smaller value is taken, and the membership function indicated by MIN is sliced to obtain the hatched portion H2.
The rule boards RB1 to RB3 take charge of up to the MIN circuit.

The MAX circuit MC synthesizes the hatched portion H3 to form FIG. 7D, obtains the center of gravity X (indicated by ▲ in the figure) of the hatched area by the defuzzy circuit DF, and calculates the departure suppression time Δt as follows. Output to the stage. Here, the range M of the center of gravity is
The passage interval DT is maximized. "PS", "P"
M ”and“ PL ”indicate ambiguous expressions such as small, medium, and large, and specific numerical values are determined by the contracted electric energy in the substation 101.

Next, the operation of the train management and operation system will be described.

FIG. 8 shows that a train to run along the execution schedule DR1 'is hindered at a failure position i outside the boundary positions j and k in the power supply section of the substation 101, and stopped for a certain period of time. Then, after that, the case where the operation is started with the execution diagram DR1 is illustrated, and in this case, the train is approximately 3.
The head has been delayed for 5 minutes. The trains subsequent to this train cannot run on the planned schedules DR2 ', DR3', ..., but are operated on the execution schedules DR2, DR3, ... and have reached the current time tt. In addition, here, the schedule is a schedule that runs according to the timetable,
In FIG. 8, it is indicated by a broken line. The execution schedule is a schedule actually operated or a schedule to be executed, and is indicated by a solid line. Further, a diagram DR7 ″ indicated by a two-dot chain line is a diagram before correction before receiving a departure time correction.

Further, in FIG. 8, a curve W indicates a 30-minute power amount at each fixed time, and numerals 3, 4, 5, and 6 indicate one direction (one of the upper and lower lines) in the section in charge of the substation 101. The average 30-minute electric energy of the number of trains on the line is shown.

The trains are planned schedules DR1 ', DR2',
… If the train is operated in the same way, the power changes for 30 minutes with the average of almost 3 levels, but if the train stops due to a trouble at position i as shown in the figure, the power for 30 minutes will be When the number of trains decreases and the train starts moving after the trouble is resolved, the operation interval becomes tight and the electric energy for 30 minutes starts to increase.

Then, at the current time tt, that is, in FIG. 8, when the train completes entering the track circuit TR1 by the execution diagram DR1, the next subsequent train is operated by the execution diagram DR2 and completes entry into the track circuit TR1. The passage interval DT is predicted.

The 30-minute electric energy and the rate of increase after the current time passage interval DT are obtained by approximating a quadratic curve by the least square method in order to remove random fluctuations from the past 10 minutes of time-series data of the 30-minute electric energy. And the electric energy for 30 minutes is "P
S ", and if the rate of increase is positive as in the example shown,
The station departure inhibition time Δt is obtained by fuzzy inference and output to the next stage processing.

In the processing at the next stage, a train arriving during the passage interval DT is searched in the order of the station 3 and the station 2, and the train (in FIG. 8, the vehicle travels along the pre-correction diagram DR7 ″ and arrives at the station 3) (Delayed train), the train is delayed by the departure inhibition time Δt, and the departure time is corrected by the execution diagram DR7.

The above control is repeated each time the train completes entering the track circuit TR1, and monitoring and control is performed so as not to exceed the contracted electric energy line K.

Next, the memory ROM of the electric energy calculation unit 108
The program in the above will be described in detail with reference to block diagrams shown in FIGS.

First, as shown in FIG. 9, a pulse indicating the unit power output from the power meter 111 is received by the digital input interface DI to generate an interrupt, and the leading address written at the jump destination address of the interrupt is stored in the memory. R
The block is taken out from the OM and the block B10 is executed. This block B10 adds 1 to the value of the power meter pulse counter in the memory RAM, saves the value in the memory RAM, and ends the processing.

Next, as shown in FIG.
Digital input interface D for 2 to 1 second pulse
The program is fetched via I, and execution of the program at the interrupt destination address is started. That is, the program is executed from the head address of the block B20. In the block B20, the current time is updated and stored by adding one second to the time table, and the next block B30 is executed. In the time table, the absolute time (current time) is initially read from the clock device 112 and stored. After that, a one-second pulse is input in this manner to sequentially update the current time. To create.

In block B30, the amount of power for 10 seconds is accumulated in order to appropriately reduce the amount of data. For that purpose, check if you have counted 10 times,
If the number of times has not been reached, block B80 is executed, and if the number of times reaches 10, the block B40 is executed.

In block B80, the power amount up to nine times is added, and this processing ends.

In block B40, the power amount obtained by adding the ninth power amount to the power amount added up to nine times in block B80 is written in the corresponding power amount data table (indicated by ▲).
The corresponding table is shifted right by one to the next electric energy data table, and the next block B50 is executed.

In block B50, the power is counted six times in order to accumulate the electric energy for 30 minutes every minute, and the control jumps to block B90 from the first to fifth times and to block B60 for the sixth time.

In the block B90, the contents of the power amount data tables 0 to 179 stored in the block B40 are taken out, added, and appropriately quantized (for example, reduced to 1/100), and then 1 to 5 times. The block B70 is executed by adding data separately.

In the block B60, the 30-minute power amount obtained in the block B90 and the sixth 30-minute power amount (a value obtained by adding the power amount data tables 0 to 179 and quantizing by 1/100) are added. Then, the corresponding 30-minute power amount data table is written to the corresponding (that is, marked with ▲) 30-minute power amount data table, and then the corresponding 30-minute power amount data table is shifted right by one, and the block B70 is executed.

In block B70, the power meter pulse count value is set to 0, and this processing ends.

In this way, the fluctuation of the electric power for 30 minutes is leveled to reduce the fluctuation.

Next, the processing of signal changes in the track circuits TR1 to TR14 will be described with reference to the block diagrams of FIGS. When a signal change occurs in any of the track circuits TR1 to TR14, an interrupt occurs and the block B100 of the track circuit change detection program is executed.

In block B100, the track circuits TR1 to TR1
The signal of TR14 is fetched, the signal of the trajectory circuit previously fetched is read, written in the current area, and the next block B110 is executed. As described in the comment column, an area is provided for each of the track circuit number currently existing for each train and the track circuit number to enter next, and when there is no train in the track circuit behind the traveling direction, the next entry Is shifted to the track circuit number to be taken, so that the signal of the track circuit ahead can be captured.

In block B110, the completion time of each track circuit entry for each train is calculated from the track circuit TR14 to the track circuit TR14.
1 are sequentially written and stored, and the next block B120 is written.
Execute

In block B120, the track circuit table created in block B100 is checked as to whether or not entry into the track circuit TR1 is completed, and as in the comment column, [previous]: TR1 = 1, TR2 = 1 → [this time] If it has changed to 0, TR1 = 1, it jumps to block B130, and if it remains the previous time, it jumps to block B160.

In block B130, in order to estimate the time required for the succeeding vehicle T2 following the train T1 to enter the track circuit TR1, the track circuit TR4 which has completed the entry among the current positions of the train T2 is blocked here. It is taken out from the track circuit table of the train T2 written in B100, the entry completion time 11 to the track circuit TR4 of the train T1 (preceding train immediately before the train T2) written in block B110 is taken out, and the current time is taken as a block B20. The passage interval DT is obtained by subtracting from the created value, and then block B140 is executed.

At block B140, as shown in the 30-minute power amount curve W in FIG. 8, the 30-minute power amount W after the passage interval DT from the current time is obtained as follows. That is, 30
Since the power amount fluctuates at random, the quadratic curve approximation by the least squares method is performed to convert the data into data from which the fluctuation amount has been removed. That is, the next quadratic curve y (x) is obtained based on the ten pieces of 30-minute electric energy data for the past 10 minutes created in block B60.

[0073]

(Equation 1)

Then, y (x) (x = 0, 1, 2,..., 9) is obtained from the past 10 data of the 30-minute electric energy, and x
= X + DT (DT is rounded to the nearest 1 minute), and the electric power W for 30 minutes after the passage interval DT from the current time is calculated as y (x
+ DT), and the next block B150 is executed.

In block B150, the 30-minute power amount y (9) at the current time is subtracted from the 30-minute power amount after the passage interval DT to obtain Δw, and the rate of change w ′ is calculated from Δw / DT. Execute block B160.

At block B160, block B150
If the value of w 'obtained in the above shows a plus (increase), the block B170 is executed, and if not, the block B18
Execute 0.

In block B170, the 30-minute power amount W and the increase rate ω 'after DT are calculated by the fuzzy inference unit 1 via the digital output interface DO of the power amount calculation unit 108.
13 and the passage interval DT to the arrival / departure route control unit 6 shown in FIG. 1 via the digital output interface DO to execute the next block B180.

In block B180, the passage interval DT is 2
If it is on the order of minutes, it is registered so as to request the cyclic processing after three minutes, and this processing ends.

Thereafter, three minutes later, the cyclic process is started, and the block B190 shown in FIG. 11 is executed. In this block B190, if the passage does not occur within 3 minutes, the passage interval DT is set to 3 minutes, and FIG.
The block B140 shown in FIG.

This can be understood from the plan diagram DR1 'to FIG.
Since the train is not operated along the DR4 ', the electric energy for 30 minutes during this time, the rate of increase reaches a predetermined value, and departure suppression is required. The processing is executed even every three minutes (this may be an arbitrary time interval). If the train passes within three minutes, the request for cyclic processing is re-requested three minutes later in block B180. Therefore, the already registered request three minutes later disappears and is requested again three minutes after passing. .

As shown in FIG. 7, the fuzzy inference unit 113 sets the 30-minute power amount W and the increase rate ω ′ to the rule board RB1.
RB3 to perform inference, and outputs the station departure inhibition time Δt to the next arrival / departure route control unit 6 by the defuzzy circuit DF.

Since the passing interval DT is also input to the arrival / departure route control unit 6 at the same time, the train arriving at the station during the passing interval DT is obtained from the execution schedule from among the stations 3 and 2 as shown in FIG. The departure suppression is instructed to adjust the departure time.

In the manner described above, the 30-minute power amount fluctuates instantaneously, and therefore, in order to predict a few minutes ahead of the 30-minute power amount, the data must be smoothed out. However, by condensing and averaging the time in a certain unit, the fluctuation of the electric energy caused by the combination of the operation modes of each train can be leveled by the processing of the block B60.

Also, since the data for the past 10 minutes of the electric energy for 30 minutes is accumulated every minute, it is possible to predict the electric energy for 30 minutes several minutes ahead using the past data. It is possible to provide the operation management side with a time margin until the member determines and ends the suppression processing.

In the second embodiment, as shown in FIG. 8, when one train has completed the track circuit advance in the substation section, the completion time of the next succeeding train has been predicted and the station departure time has been predicted. On the contrary, when the departure or passage of the first station (station 3 in FIG. 8) in the substation section is completed, the time at which the next subsequent train arrives at station 3 or the time at which departure is completed is changed. By predicting, the departure time of the station 3 of the next succeeding train may be surely adjusted.

In addition, instead of adjusting the departure time of the station by taking the timing when the train has completed advancement in the substation power supply section, it is only necessary to perform the adjustment at intervals that allow coordination with the operation commander. In this case, it may be performed at a constant cycle.

[0087]

As described above, according to the present invention, when the schedule is disturbed, the power consumption of each substation is predicted by the prediction diagram corresponding to the actual performance, and it is determined from the predicted value that the power consumption is exceeded. In the event that the timetable is disturbed , the timetable will be automatically adjusted to reduce the load in the target section and time if the timetable is exceeded.
It is possible to change the schedule in consideration of the amount, and it is possible to reduce the payment of the power amount excess fee for the contract amount with the power company.

Further, according to the present invention, a value obtained by measuring the amount of electric power output from the substation is fetched, and the value obtained is 30 minutes from the current time.
Minutes of past electric energy are accumulated and the current time is updated,
Since the 30-minute power amount at the current time is obtained, accurate data collection can be performed. Using this data, a transition of the electric energy for 30 minutes in the past about 10 minutes is obtained, and when one train passes through the substation power supply section, the time when the next succeeding train passes through the same section is scheduled. Then, by estimating the 30-minute power amount and the rate of increase of the 30-minute power amount at the scheduled time, it is determined whether the 30-minute power amount does not exceed the contracted power amount within a small amount and at each passage of the substation power supply section. Station departure time can be adjusted effectively on a train-by-train basis.

Further, even if the number of trains on the train instantaneously exceeds the specified value, the number of trains operated between stations is not particularly specified unless the electric energy for 30 minutes reaches the specified value. Power can be effectively consumed within the range. In addition, even if an accident occurs in the track circuit in the substation's jurisdiction and the train stops, the same processing is performed regardless of the accident occurrence point because the above processing is performed at the time of passing the substation power supply section. Can be controlled with.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of an embodiment of the present invention.

FIG. 2 is a detailed functional block diagram of the embodiment.

FIG. 3 is a flowchart showing the operation of the embodiment.

FIG. 4 is an operation chart for explaining the operation of the embodiment.

FIG. 5 is a functional block diagram of another embodiment of the present invention.

FIG. 6 is a detailed functional block diagram of a power amount calculation unit and a fuzzy inference unit in the embodiment.

FIG. 7 is an explanatory diagram illustrating a fuzzy inference operation of a fuzzy inference unit in the embodiment.

FIG. 8 is an operation chart for explaining the operation of the embodiment.

FIG. 9 is a flowchart illustrating the operation of the embodiment.

FIG. 10 is a flowchart illustrating the operation of the embodiment.

FIG. 11 is a flowchart illustrating the operation of the embodiment.

FIG. 12 is a flowchart illustrating the operation of the embodiment.

FIG. 13 is a flowchart illustrating the operation of the embodiment.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 operation monitoring unit 2 operation unit 3 diamond management unit 4 diamond storage unit 5 diamond evaluation unit 6 arrival / departure route control unit 31 actual diamond storage unit 32 diamond prediction unit 33 planned diamond storage unit 34 diamond change unit 41 temporary diamond storage unit 51 Load index calculation unit 52 Conversion data storage unit 53 Index conversion unit 54 Power excess determination unit 101 Substation 102 Track transformer 103 Train line 104 Pantograph 105 Air section 106 Air section 107 Track 108 Electric energy calculation unit 109 Meter transformer 110 Current transformer Instrument 111 Wattmeter T1 to T4 Train TR1 to TR14 Track circuit DR1 ′, DR2 ′,... Planned schedule DR1, DR2,. RB3 Rule board DI Digital input in Over face DO digital output interface DF ... Defajii circuit

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) B61L 27/00 B60L 15/40 B60M 3/00-3/06

Claims (2)

(57) [Claims] 1. An operation monitoring unit for monitoring predetermined operation information such as the position of each train on a target line and a departure / arrival time of a station, and obtaining an actual value of a schedule, and an operation unit for performing an operation input such as a schedule change. And a schedule management unit for predicting a subsequent schedule based on the actual schedule value of the schedule from the operation monitoring unit and the schedule change information from the operation unit, and changing an execution schedule, and an execution schedule changed by the schedule management unit A diamond storage unit for storing the execution schedule stored in the diamond storage unit is evaluated by the power consumption of each substation for a certain period of time, and when there is a possibility that the predetermined power consumption is exceeded. outputs a driving adjustment command to the diagram management unit
A diamond evaluation unit Ru is readjusted the execution diamond, it is changed by the diagram management unit, the diamond evaluation unit
A train operation management system, comprising: an arrival / departure route control unit that controls the route and the arrival / departure time of a station on each train of a target route based on a re-adjusted execution schedule. 2. The train operation management system according to claim 1, wherein the schedule evaluation unit measures a power supplied by the substation, and a track on which the substation supplies power and the train travels. A track circuit that detects the presence of a train in units of closed sections, a pulse signal that the power meter outputs a unit amount of power, and a train presence signal from the track circuit that are input to the past 30 The power consumption calculating unit for estimating the power consumption for one minute and the rate of increase of the power consumption, and the power consumption and the rate of increase for the past 30 minutes output from the power calculation unit are input to prevent the station departure appropriately. And a fuzzy inference unit for inferring the minute and outputting the inference result. Based on the inference result obtained by the calculation by the diamond evaluation unit, the arrival / departure route control unit always keeps the 30 minute power amount at a predetermined power. Do not exceed the amount And controlling the train operation as.