JP3009773B2 - Train group control simulation 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 group control simulation system for supporting simulation of train operation on a computer and setting of train group control parameters.

[0002]

2. Description of the Related Art Conventionally, stabilizing a system by adjusting a stop time of a station or a travel time between stations has been achieved.
A train group control method which examined the influence of control parameters on system dynamics by simulation is described in the document "Train group control method and system dynamics" (Araya, Sone, Showa 55 Annual Meeting of the Institute of Electrical Engineers of Japan, No. 129)
6, 1980 Apl).

[0003] The verification by simulation is described in the document "Train group control of urban rail transport system and characteristic analysis by simulation" (Araya, Sone, IEICE Transactions C, Vol. 101, No. 4, 1981 Apl).
It is done in.

[0004]

However, the simulation system used for the above verification is not a simulation for an actual train line, but is developed for verifying the effect of the group control method. ,
It does not have functions such as a repetitive simulation between stations and a free delay setting, which are necessary for setting group control values for performing group control on an actual route. In addition, the effect of group control cannot be compared with a plan schedule or a different group control value setting on an actual screen.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and the group control value setting and the delay setting by a simple operation and the simulation result are displayed on a computer screen in a diagram, so that the group control can be performed. The aim is to obtain a train group control simulation system that helps humans understand the effects.

[0006]

According to a first aspect of the present invention, there is provided a train group control simulation system, comprising:
Advance from or enter the blocked section separated by the machine
The change in the signal at which the indicated speed of the rear traffic light changes at the specified time
In a train group control simulation system that employs rules to simulate train operation on a computer , the
When simulating each split train, multiple
Signal change time and indicated speed for each blocked section divided by the unit
Serial to be stored in the storage unit a train of data consisting of a time in order of time
It has a storage function and a return function of initializing a part of the simulation result stored in the storage unit and returning the simulation.

[0007]

[0008]

In the train group control simulation system according to the first aspect of the present invention, the simulation of the train operation is limited to a simulation in an arbitrary time zone of an arbitrary section by user setting (by selecting a divided simulation). ) Can be performed, so that it is not necessary to select a simulation only in a range to be focused on and perform a simulation in an unnecessary range.

[0009]

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. 1 to 4 show a simulation dividing method according to the present invention. Now, the station S from the station S ₁ as shown in FIG. 1
_It is assumed that a simulation in which the trains A and B run up to 2 is performed. Since the events occurring at the same time are performed at the same time, the simulation of the train A and the train B from the station s1 to the station s2 must be performed at the same time. However, in the simulation method of the present invention, the simulation of the train A is terminated first, and The simulation of the train B is ended first.

Assume that train A is the first train to be simulated at stations s1 to s2. At this time, the simulation of the train A is performed assuming that all the signals are green.
Then, as shown in FIG. 2, the state of the signal changes in accordance with the signal change rule each time the train A enters a new blockage section (section separated by a signal), but as shown in FIG. Leave in chronological order.

An example of this data is C language (introduction to c language, Les Hancock, Morris Krieg)
er, co-author / ASCII Publishing Bureau translation, ASCII Corporation)
Is described as follows. sturct _transit_status {int jikoku; int speed;}; sturct _signal_status {struct_transit_status transit_ status [MAX_TRANSIT]; intmax_transition; intisup; intdummy_transit_num;} signal_status [MAX_SIG] [MAX_TRAIN];

At this time, signal_status
[Sig_num] [A] is signal sig by train A
_Num represents the changed data. transit_s
A pair of time (time when the signal changed, speed indicated by the signal) is entered in time. max_transitio
In n, the number of times the signal is changed by the train A is entered. is
Up is a flag indicating whether train A is an up train or a down train.

Here, the following rules are adopted as the signal change rules. 1) The actual signal change rule is, for example, as shown in the signal change rule diagram of FIG. In this figure, △ is assumed to have entered a closed section where the train is running. This closed section is defined as p. At this time, the designated speed of the signal is such that, of the designated speeds of a row having △ indicating p, a signal in a section separated by △ and p before p changes to the designated speed shown in the signal change rule diagram. .

For example, suppose that the train T has entered the closed section p by the signals 13 and 14. At this time, △ indicating the closed section p is in the third row of the signal change rule diagram. The △ before p in the third row is between signals 3 and 4. Therefore, at this time, the signal 4 to signal 13 instruction speeds change as shown in the third row.

[0016]

Therefore, in this simulation, when the designated speed of the signal x is changed by the train T, the time and the changed designated speed according to the rule of 1) are stored in the simu on the memory.
gnal_status [signal x] [train T] is left.

Now, the signal data to be referred to by the train B running between the stations shown in FIGS. 1 to 3 is the signal data immediately before the current time of the signal of the blockage section in which the train B is present. This data is first simulated changes the signal sig_num to be referred from the position of the train B by the train die
Since it is found before riding the train A train B from Ya data, thereby, the data to be referred train B is signal_s
It can be seen that status [sig_num [A].

If the current time on the simulation of the train B is B_JIKOKU, the train B
Speed B_SPE by signal sig_num for
ED is B_SPEED = signal_status [sig_num] [A]. tratus [p]. speed; Here, p is signal_status [sig_num] [A]. transit_status [p-1]. jikoku <= B_JIKOK and ifp <signal_status [sig_num] [A]. max_transitionthen B_JIKOKU <signal_status [sig_num] [A]. meet the transi t_ status [p + 1] .

Since the only data required as the simulation result of the previous train A is signal change data, the simulation of the train B can be performed after the simulation of the train A by this method. Also, train B leaves the same data as train A. Therefore, the simulation of the train traveling between the stations s1 and s2 after the train B can be performed in the same manner as in the case of the train B. In this way,
The simulation for each train can be divided.

Here, as a simulation method,
This is done as follows. The train station arrival time is the train line
It is derived by calculating the movement on the road. Train
The operation speed is derived from the following equation of motion. a= (F-f _r −f _g −f _c ) / W  v is train speed, a is train acceleration, w is train weight, f is control
Power, f_r Is the running resistance, f_g Is the gradient resistance, f_c Is a curve
It is anti. The running resistance is determined by the type of vehicle and the speed of the train.
Set. The slope resistance and curve resistance are the positions where the train is running
Determined by

The data includes train weight according to the type of vehicle, motor performance, coefficient of running resistance, gradient resistance and curve resistance depending on the position. Further, it has data of the train stop start position when the train stops and the braking force for stopping the train. This is set up so that the train stops at the station. Furthermore, it has data of the train schedule determined in advance.

Now, in the case of performing a simulation for the stations s1 and s2, if 1 STEP is t seconds, (1) (setting of initial data) The train T to depart from the station S1 next is obtained from the train schedule and the simulation results. . This is referred to as V ₀ is obtained from the previous simulation experience the initial speed of the train T. In addition, the departure time of the train T is the departure time by simulation as t.
_Set to ₀ . However, if you set the train delay, to the time you set a departure time t _0. Also, the group control parameter p
Is set, the departure instruction time by the group control is set to t _0.
And Further, to set the initial position of the train T to position d ₀ of the station s1, give the preceding train T1 of the train T from train schedule, with the kind of vehicle than train schedule, to set the train weight w.

(2) The running resistance of the train T is calculated from the running speed data according to the train speed V ₀ and the type of vehicle. Grade resistance, obtained by the data curve resistance from position d ₀ of the train.

(3) From the train position d ₀ , it is possible to know the closed section where the train T is currently running. As a result, a signal s at which the train T follows the indicated speed is known. Preceding signal s train T1 data and instruction speed from the train T is the current time t ₀ follow be seen.
A braking force is obtained according to the performance of the motor so as to keep the speed equal to or lower than the designated speed. If d ₀ is beyond the train stop start position and the train T is to stop at s2 by the train schedule, compare the braking force for stopping the train with the braking force obtained by the signal instruction. Set the smaller braking force.

(4) The train acceleration a can be found from the results of (2) and (3) and the equation of motion. This train speed is updated with _{v 0 = (at / 2)} + v 0. Train position is updated with _{d 0 = v 0 * t +} d 0. The time is updated as t ₀ = t ₀ + t.

(5) When the position d ₀ enters the new block section, the current time t ₀ and the designated speed are written in some of the signal data of the train T in accordance with the signal change rule.

(6) If the train comes to the position of the station s2, the simulation is finished and the train arrival time t ₀ and the train speed v ₀ are obtained (when the train stops, v ₀ = 0). Recorded as simulation results. Otherwise, return to (2). As described above, the train arrival time and the train speed when passing through the station are obtained as simulation results.

The departure time of the train station s2 is obtained as follows. Data as with a number of people q ₁ of the station waiting passengers per time zone of the unit time for each station. In addition, with the data tq ₁ of the time it takes to ride one person per station waiting passengers of each station. In addition, with a value q ₂ of each time zone of each station (drop-off customer / train the customer). In addition, it has data tq ₂ of time required for getting off per train passenger per train per time zone at each station. In addition, it has a value door of the door opening and closing time.

(1) The train arrival self-interval t ₁ can be determined from (the arrival time of the train T at the station−the arrival time of the preceding train at the station). t ₁ * q
₁ indicates the number pass1 of the passengers who get on the train T.

(2) The customer in train T at the time of departure from the station immediately before is called p.
If you ass it is understood that the number of customers pass2 to get off at the station by pass * q _2.

(3) (pass1 * tq ₁ + pass2)
* Tq ₂ + door) indicates the time required for the customer to get off. By adding this and the arrival time of the train T to the station, it is possible to know what time the train T departs from the station after.
If the departure time on the train schedule is later than the departure time calculated by the above calculation, the departure time of the train is determined according to the train schedule. If the departure time according to the above calculation is later, this is determined as the departure time. This is left as simulation result data.

(4) (pass + pass1-pass)
By 2), the number of passengers in the train at the departure time of the current station, s2, can be determined. This is left as simulation result data. As described above, the train departure time and the number of passengers in the train at the time of departure are obtained as simulation results.

Regarding the initialization of the simulation results, the simulation results (train arrival time,
The train speed at the time of passage, the train departure time, and the number of passengers in the train at the time of train departure) are only initialized.

As the departure time based on the group control value,
The delay time of each train is obtained from the actual data of the preceding train and the back train of the train T and the train schedule, and the train departure instruction time by the train group control is determined by this and the predetermined group control algorithm.

Next, the implementation of the simulation return function will be described. It is assumed that the simulation of the train A is moved backward from the stations s2 to s3. At this time, the data to be initialized is a portion of the data of the train A of the signals from the stations s2 to s3 and the data of the train A of the signals from the stations s1 to s2, which are changed when the train A is at the stations s2 to s3. It is. Each time the block where the train is located changes, several signals behind it also change. For example, when the train A passes through the second signal from the station s2, 6
When the signal of the book changes, the distance between the stations s1 and s2 is 4
The book signal will also change.

Therefore, the dummy_tra is added to the signal data.
Add data of nest_num. And sig
nal_status [sig_num] [A]. du
In mmy_transit_num, it is stored whether or not the change in the number of the signal is caused by traveling between the stations where the signal exists. Therefore, for a signal in which there is no signal change due to traveling between the following stations, dummy_
transit_num = max_transitio
n.

Then, the initialization of the signal in the backward movement is sig_num_s1,..., (Sig_num_s2-1)... S2 signal from station s1 sig_num_s2,. Signal_status [sig_num_s2 ... (sig_num_s3-1)] [A] ... All initialization signal_status [sig_nal_s1 ... (sig_num_s2-1)] [A]. transit_status [p ... MAX_TRANSIT] ... Initialization

Where p = signal_status [sing_num_
s1 (sig_num_S2-1)] [A]. dum
my_transit_num + 1 signal_status [ sing_num_s 1
... (sig_num_S2-1)] [A]. dummy
_Transit_num = signal_status
s [] [A]. max_transition This completes the initialization operation.

As described above, by dividing the simulation, for example, the simulation of the train A is changed to the station s.
The process of interrupting at 2 and setting the delay of train departure time to continue the simulation, and then returning the simulation back to the time of the interruption setting by the rewind function, making different settings and repeating the simulation it can. The same applies to other control values. Further, by displaying the divided simulations sequentially on the screen, the progress of the simulation can be easily understood by the user.

It is necessary to hold the simulation result in the form of signal data in the following sense. If the data on the location of the train at a certain time is left, the amount of the data becomes enormous. In fact, in order to keep all the simulations, if one step of the simulation is updated as t seconds, the amount of data of one train simulation is on the order of (train running time) / t. . This becomes larger as the simulation is subdivided (decreasing t), and in practice becomes too large to hold all the data.

However, if the signal change data is to be left, the amount of the data is suppressed in the order of (the number of signals) * (the number of times the signal changes with one train). This value is constant irrespective of the granularity of the simulation, and is small enough to hold data. Therefore, the amount of data can be predicted in advance and secured. As a result of securing data, it is possible to reproduce a simulation with different settings.

FIG. 5 is a flow chart of the divided simulation by this method. Slope of the line is the stain Yoo configuration data, the curvature, is data that is not affected before running trains, such as physical condition and OPERATION rules such as air resistance. The signal state data is signsl_stat described above.
It is us. By changing the initial data before entering this routine, settings such as train delay can be made.

If the train performing the simulation is not the first simulation between the stations, data to be referred to is obtained from the signal status data of the previous train from the train position and time. After that, a normal simulation is performed using other simulations, and as a result, the train position and speed are updated.

When the closed section where the train is located changes as a result of the update of the train position, the signal change data of the simulating train is written in accordance with the signal change rule. Do this until the train arrives at the station.

Next, a method of sequentially executing the divided simulations will be described. FIG. 6 is an example showing the progress of the divided simulation. The solid line indicates that the simulation has been completed, and the broken line indicates that the simulation has not been performed yet. In this case, the train C should travel faster than the train B, but if the data is retained in the above method, the signal data of the preceding train and the departure station of the corresponding train If there is a departure time (by simulation), simulation can be performed.

Therefore, it is possible to simulate either the train B or the train C. If this function is used, the simulation of the range can be executed when the user selects a station. For example, if station s3 is selected, the simulation of train B is performed.

However, a function for checking whether or not the station can be simulated on the apparatus is required. For example, in the simulation at the station s4, since the simulation of the train B ends at the station s2, the simulation of the train B at the station s3 must be performed first. for that reason,
A check routine shown in FIG. 7 was provided.

In FIG. 7, if it is checked whether or not simulation from the station s1 is possible, first, the train tn to be simulated (departed) at the station s1 is determined from the planned schedule and the results of the simulation. obtain. Next, whether the preceding train of the train tn has departed from the next station s2, or if the tn is not the train starting at the station s1, the trains from the previous station s0 to t
Make sure n has departed. When these conditions are satisfied, the simulation of the train tn is possible, and the station s1 is checked. Thus, station s1
Is determined based on the state of the station s1 and the stations before and after the station s1.

The simulation is performed while checking the state of the station in this check routine. For example, currently station s1
Can be simulated, and simulate the train tn. Then, the train to be simulated next to the station s1 changes to the train next to tn, and the station state is changed. The check routine described above checks the possibility of simulation by using the state of the station to be checked and the state of the stations before and after the station. Therefore, the stations for which the possibility of simulation is to be verified again by this change are s0 and s.
There are three stations, 1 and s2.

Therefore, the simulation is sequentially performed by alternately calling the simulation routine and the check routine as shown in FIG. Thus, the simulation is continued by the user designating the next station to perform the simulation or by automatically turning the routine of FIG.

Next, FIG. 9 is a diagram showing a selection mode of the train group control simulation system. Through a user interface, a user can select a desired mode of operation by operating a button displayed on a computer screen (display) with a mouse. When the simulation mode 2 is selected, the user selects whether to perform the group control simulation or the unlimited simulation, and further specifies in which section the train simulation is to be performed in which time zone. select. It is also possible to set the train delay and change the group control value. Thereafter, the user performs a simulation.

In the backward mode 3, the user can clear the data of the simulation once performed to an arbitrary point and return the simulation. Further, in the data display mode 4, it is possible to display a simulation result, a train departure / departure time in a plan, a group control value, and other information. The user can easily and efficiently set an appropriate group control value by repeatedly using these functions.

[0054]

As described above, according to the first aspect of the present invention, the simulation is interrupted by dividing the simulation for each train, the train departure time is set to be delayed, and the simulation is continued. Then, the simulation can be repeated by the backward function until the delay is set by the backward function, and the simulation can be repeated with different settings, so that the simulation for the actual train line can be performed.

[0055]

[Brief description of the drawings]

FIG. 1 is a conceptual diagram illustrating the division of a simulation according to the present invention.

FIG. 2 is an explanatory diagram of an example of storing data according to division.

FIG. 3 is an explanatory diagram of an example of storing data according to division.

FIG. 4 is a signal change rule diagram.

FIG. 5 is a flowchart of a simulation between one station.

FIG. 6 is an explanatory diagram of the simulation progress by the simulation of the present invention.

FIG. 7 is a flowchart of a simulation possible check routine.

FIG. 8 is a flowchart for sequentially executing a simulation.

FIG. 9 is an explanatory diagram of an interface of an apparatus embodying the present invention.

[Explanation of symbols]

1 user Zaintafe chair 2 stain Yu configuration mode 3 backtracking mode 4 data display mode

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Kiyotoshi Komagani 8-1-1 Tsukaguchi Honcho, Amagasaki City Mitsubishi Electric Corporation Industrial System Research Laboratory (56) References JP-A-4-27661 (JP, A) JP-A-61-138343 (JP, A) JP-A-62-8857 (JP, A) JP-A-61-184169 (JP, A) JP-A-64-90865 (JP, A) JP-A-4-135970 (JP, A) Japanese Utility Model Hei 3-96270 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61L 27/00

Claims (1)

(57) [Claims] Claims: 1. From a closed section where a train is separated by a traffic light
At the time of entering the approach or blockage area,
In a train group control simulation system that simulates train operation on a computer by adopting a signal change rule that changes the indicated speed , simulation of each train divided for each station section is performed.
When the signal changes for each blockage section divided by multiple traffic lights
It has a storage function of storing train data consisting of a time and an instruction speed in a storage unit in order of time, and a return function of initializing a part of a simulation result stored in the storage unit and returning the simulation. Train group control simulation system.