JP3359440B2 - Train operation prediction device, traffic control plan creation device, train operation plan creation device, and train operation support device - 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 in which a plurality of trains operate on a track composed of a plurality of stations in accordance with route setting and signal indication based on an operation plan. The present invention relates to an operation prediction device.

[0002] The present invention also relates to a traffic rescheduling plan creating apparatus for eliminating disturbances in train operation.

[0003] Further, the present invention relates to a train driving support device which informs a driver of a running condition of a preceding train.

[0004]

2. Description of the Related Art There are roughly two conventional techniques for train operation prediction devices. The first is a continuous train operation prediction technology that faithfully simulates the running state of the train and the state of facilities such as courses and signals at minute time intervals of, for example, one second by solving the equation of motion of the train. This is to calculate the position, speed, acceleration / deceleration for all the trains on the route at a certain minute time interval using the above-mentioned vehicle condition table, track condition table, route control condition table, signal presenting condition table. The feature is that the state is changed simultaneously.
Since continuous train operation prediction technology can accurately simulate train operation, it is used for examining signal facilities and methods, creating operation curves, designing train group control parameters, and the like.

[0005] The second is a discrete train operation prediction technique which simulates a state transition between a train and a station by treating arrival and departure of a train to a station as events, respectively, and processing these in order of time. This is based on the simulation time for all trains on the route, using a station-to-station travel time table that defines the time that a train travels between stations and an operation interval table that defines the intervals between trains. It is characterized in that, by sequentially processing executable events in accordance with the progress of the train, the arrival / departure time is calculated, and the states of the train and the station are transited in the order in which they actually occur. Discrete train operation prediction technology can calculate arrival and departure times in a short time, and is used for creating operation plans and traffic rescheduling plans.

[0006] As a prior art relating to traffic control, for example, Japanese Patent Application Laid-Open Nos. 4-118358 and 5-27.
No. 0406 is known. In Japanese Unexamined Patent Publication No. Hei 4-118358, when it is determined that there is a train delay or early departure as a result of train tracking, operation prediction is performed, and a traffic rescheduling plan is created according to a predetermined rule. Japanese Patent Application Laid-Open No. 5-270406 discloses an operation rescheduling plan using a policy for detecting a train operation disturbance by performing an operation prediction based on an operation plan and operation results and solving the train operation disturbance stored in a knowledge base. Are automatically created.

[0007] As the prior art relating to the operation plan creation, for example, Japanese Patent Application Laid-Open No. 61-70574 and Japanese Patent Application Laid-Open No.
There are JP-A-257666 and JP-A-4-135969. These conventional technologies create a train-to-station travel time table and a driving interval table using continuous train operation prediction technology, and input these as semi-fixed data in advance,
It is based on creating an operation plan using discrete train operation prediction technology.

As a conventional technique relating to train driving support, there is, for example, JP-A-4-283163. Japanese Patent Application Laid-Open No. 4-283163 is characterized in that a recovery run curve pattern indicating a traveling speed with respect to a position of a train is calculated based on a time lag between an operation plan and an actual passing time of the train, and the train is caused to travel in accordance therewith. I have.

Further, as a prior art similar to the present invention,
There is a train group control simulation system. this is,
In order to design control parameters of the train group control method, an arbitrary delay is generated on a computer to simulate train operation under given control parameters. Using the continuous train operation prediction technology, the simulation of each train is divided and performed for each station section, and a part of the simulation result can be initialized and re-simulated.

[0010]

As described above, in the conventional discrete train operation prediction technology, a train is called a "dango" in order to approximate the train setting according to the route setting and signal indication by the operation time interval table. If the driver is driving or driving slowly, the arrival / departure time cannot be calculated accurately. For example, if you want to calculate the next station arrival time of a train that has stopped or decelerated between stations due to an accident or breakdown, or if you want to create an operation plan that shortens the operation interval by performing slow operation in some sections during a rush hour, There has been a problem that accurate departure time cannot be calculated unless information is input from outside.

When a continuous train operation prediction technique is used for creating an operation plan or a traffic rescheduling plan, the above problem does not occur, but there is a problem that a large amount of input data is required and a long calculation time is required. In the continuous train operation prediction technology, all trains on a route are always subjected to simulation, and the state is simultaneously changed. For this reason, even when the arrival and departure times can be accurately calculated by the discrete train operation prediction technology, the continuous train operation prediction technology is used, and there is a problem that extra calculation time is required. In addition, even when the difference between the prediction result and the operation result is small and there is no need to make an operation prediction, the continuous train operation prediction technology has to perform the operation prediction, which also requires extra calculation time. Was.

For example, in Japanese Patent Application Laid-Open No. 5-270406, the operation results are accumulated every moment, the train operation status from the present time is predicted from the operation plan and the execution results, and the operation prediction is updated every time the operation results are updated. However, when using the conventional continuous train operation prediction technology, it is necessary to carry out the operation prediction for all trains on the route every time the operation results rise,
It is expected that a great deal of calculation time will be required. In Japanese Patent Application Laid-Open No. 4-118358, a future run is predicted based on train position information and timetable data. In other words, if there is another arrangement plan, the operation prediction is performed each time, and there is a problem that a large amount of calculation time is required when the conventional continuous train operation prediction technology is used. .

[0013] Also in the operation plan creation, in the conventional technique, a train operation prediction is performed based on a given inter-station travel time table and operation time interval table. Discrete train operation prediction technology is suitable for this. These tables are separately created using the continuous train operation prediction technology, but usually, the table shows the inter-station traveling time and the driving interval in consideration of a standard time margin. For this reason, when performing high-density operation during a rush hour or the like, it is necessary to create an operation plan while adjusting the travel time between stations and the operation time interval. In the case of adjusting the inter-station traveling time and the driving time interval, it is necessary to predict the operation of the own train and the following train by the continuous train operation prediction technology. Therefore, although the discrete train operation prediction technology can be applied to the creation of a standard operation plan, the continuous train operation prediction technology must be applied when adjusting the travel time between stations and the operation interval. There was a point.

In train operation support, for example,
According to the calculation of the recovery run curve in the -283163 publication, when the train is operating in "dango", it is strongly affected by the running of the preceding train, and stops and starts up or decelerates and accelerates repeatedly. You need to predict. For this purpose, the continuous train operation prediction technology is suitable, but there is a problem that the calculation time is long because real-time performance is strongly required in train operation support.

In the train group control simulation,
By holding the simulation results in the form of signal data, the simulation of each train is divided for each station section. There was a problem.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. By combining a continuous train operation prediction technology and a discrete operation prediction technology, it is possible to accurately and quickly obtain an operation prediction. Provide a train operation prediction device capable of Another object of the present invention is to provide an operation rescheduling plan creation device, an operation plan creation device, and a train operation support device using a train operation prediction device.

[0017]

According to a first aspect of the present invention, there is provided a train operation predicting apparatus in which a plurality of trains are operated on a route provided with a plurality of stations in accordance with route setting based on an operation plan and signal indication. In a train operation prediction device that predicts the future operation of each train from the operation results updated by the latest position, speed and time of each train, an operation plan file that records the operation plan of each train, An operation prediction execution management unit that sets a simulation target train to be predicted next and a simulation target section to be predicted next from the operation result at the current time and the operation result / prediction file that records the prediction result based on the operation result; Path control conditions that define the operation results and prediction files of the preceding train that affect the running of the simulation target train, and path control conditions for setting the path From the signal presentation condition table that defines how to change the signal and the signal presentation, from the signal presentation condition table, a speed limit transition file that records the temporal transition of the signal presentation speed for each closed section for the simulation target train in the simulation target section Based on the limit transition information creation unit and the speed limit transition file and the simulation condition table that defines the line conditions that affect vehicle performance and train running, the simulation of the running of the simulation target train in the simulation target section is performed, and the simulation result And a simulation execution unit that records the results in an operation result / prediction file.

According to a second aspect of the present invention, in the train operation prediction device according to the first aspect, the operation prediction execution management unit performs a new operation prediction based on an error between the newly input operation result and the latest operation prediction result. The simulation target train and the simulation target section that must be set are set.

According to a third aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit executes the simulation condition table based on the speed limit transition file at minute intervals. The position, speed and acceleration / deceleration of the train to be simulated are calculated.

According to a fourth aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to determine the closed section boundary position and the closed section boundary position. It calculates the time, speed, and acceleration / deceleration of the train to be simulated at each position of the driving operation position table that records the speed limit position.

According to a fifth aspect of the present invention, there is provided the train operation prediction device according to the first or second aspect, wherein the simulation execution unit determines a time required for the train to pass through each closed section based on the speed limit transition file. The time and the speed of the train to be simulated at the block section boundary position are calculated based on the block section travel time table defined corresponding to the approach speed and the speed limit.

According to a sixth aspect of the present invention, there is provided the train operation prediction device according to the first or second aspect, wherein the simulation execution unit uses a simulation condition table based on a speed limit transition file.
A first simulation execution means for calculating the position, speed and acceleration / deceleration of the train to be simulated at minute intervals, and an operation in which the boundary position of the closed section and the speed limit position are recorded by the simulation condition table based on the speed limit transition file. Based on the second simulation execution condition for calculating the time, speed and acceleration / deceleration of the train to be simulated at each position in the operation position table, and the time required for the train to pass through each closed section based on the speed limit transition file, the approach speed and the speed limit Calculating the time and speed of the train to be simulated at the block section boundary position using the block section travel time table defined corresponding to
The simulation is executed by selecting one of the simulation executing means suitable for the simulation target train and the simulation target section by the operation prediction execution management unit.

According to a seventh aspect of the present invention, there is provided a traffic rescheduling planning device, comprising: the train operation prediction device according to any one of the first to sixth aspects; An operation plan drafting device for inputting and changing the operation plan in accordance with the operation plan change instruction of the commander.

According to an eighth aspect of the present invention, there is provided an operation plan creation device, comprising: the train operation prediction device according to any one of the first to sixth aspects; And an operation plan creation device that creates an operation plan based on the arrival time at the station and the travel time between stations.

According to a ninth aspect of the present invention, there is provided a train operation support device, comprising: the train operation prediction device according to any one of the first to sixth aspects;
Transmission means for transmitting the operation result file and the operation prediction file.

[0026]

The train operation prediction device according to the first aspect of the present invention, in the operation prediction execution management, includes an operation plan file that records an operation plan of each train, an operation result of each train at the current time, and the operation result. A train to be simulated next and a section to be simulated to be predicted next are set from the operation result / prediction file in which the prediction results based on the result are recorded.

[0027] In the speed limit transition information creating section, the operation result / prediction file of the preceding train which influences the running of the train to be simulated, a route control condition table defining route control conditions for setting a route, and a signal display. From the signal presenting condition table that defines how the
A speed limit transition file is created that records the temporal transition of the signal presenting speed for each closed section of the simulation target train in the simulation target section.

Further, the simulation execution unit simulates the running of the train to be simulated in the section to be simulated on the basis of the speed limit transition file and the simulation condition table which defines the vehicle performance and the line conditions affecting the train running. And record the simulation results in the operation result / prediction file.

According to a second aspect of the present invention, in the train operation prediction device according to the first aspect, the operation prediction execution management unit newly performs the operation prediction based on an error between the newly input operation result and the latest operation prediction result. A simulation target train and a simulation target section that must be set are set.

According to a third aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses the simulation condition table on the basis of the speed limit transition file to execute the operation for a short time. Calculate the position, speed and acceleration / deceleration of the simulation target train at intervals.

According to a fourth aspect of the present invention, there is provided the train operation prediction device according to the first or second aspect, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to execute the closed section boundary. The time, speed, and acceleration / deceleration of the simulation target train at each position in the driving operation position table that records the position and the speed limit position are calculated.

According to a fifth aspect of the present invention, there is provided the train operation management apparatus according to the first or second aspect, wherein the simulation execution unit causes the train to pass through each closed section based on the speed limit transition file. The time and the speed of the train to be simulated at the boundary position of the blockage section are calculated by using the blockage section travel time table in which the time is defined corresponding to the approach speed and the speed limit.

According to a sixth aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses a simulation condition table based on a speed limit transition file.
A first simulation execution means for calculating the position, speed and acceleration / deceleration of the train to be simulated at minute intervals, and an operation in which the boundary position of the closed section and the speed limit position are recorded by the simulation condition table based on the speed limit transition file. Based on the second simulation execution condition for calculating the time, speed and acceleration / deceleration of the train to be simulated at each position in the operation position table, and the time required for the train to pass through each closed section based on the speed limit transition file, the approach speed and the speed limit Calculating the time and speed of the train to be simulated at the block section boundary position using the block section travel time table defined corresponding to
The simulation is executed by selecting one of the simulation execution units suitable for the simulation target train and the simulation target section by the operation prediction execution management unit.

According to a seventh aspect of the present invention, there is provided a train rescheduling plan creating apparatus according to any one of the first to sixth aspects, wherein the train operation prediction apparatus according to any one of the first to sixth aspects further comprises: Into the operation plan drafting device,
The operation plan is changed according to the operation plan change command of the dispatcher.

According to an eighth aspect of the present invention, there is provided a traffic rescheduling plan creation device, comprising: the departure time of a train to be simulated from the train operation prediction device according to any one of the first to sixth aspects;
An operation plan is created by the operation plan creation device based on the arrival time at the next station and the travel time between stations.

According to a ninth aspect of the present invention, there is provided a train operation support device, comprising:
The prediction file is transmitted to each train via the transmission means to inform the driver of various information.

[0037]

【Example】

Embodiment 1 FIG. Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of a train operation prediction device according to Embodiment 1 of the present invention. In FIG. 1, reference numeral 1 denotes an operation management system installed on the ground, which includes an operation plan file 2 that records the operation plan of each train and an operation result file that records the operation result of each train at the current time. .

Reference numeral 4 denotes a train operation prediction device, which will be described later with reference to 5-16.
It is composed of Reference numeral 5 denotes an operation plan file, which is a copy of the contents of the operation plan file 2 input via the input device 6. The operation plan file 5 contains schedule information such as when and from which station the train departs. The train on the track is operated according to the operation plan recorded in the operation plan file 5. The operation plan file 5 includes, for example, a train plan file 5a that specifies arrival time, departure time, and route to a station for each train as shown in FIG. 2, and a station plan file 5b that specifies a departure order of trains from each station. It is composed of

Reference numeral 7 denotes an operation result / prediction file, which includes an operation result obtained by copying the contents of the operation result file 3 input via the input device 6 and an operation prediction recording the prediction result based on the operation result at the current time. It is composed of The operation record file records, for example, at what time and at what speed each train passed each observation point based on information from a train observation device installed at the train observation point on the track as shown in FIG. It was done.

The entry into the closed section means that the leading portion of the train has entered the closed section, and the entry means that the tail of the train has entered from the closed section. The time at which the tail of the train enters the closed section is referred to as complete entry time. Therefore, the complete entry time is the entry time of the rear closed section where the tail of the train has entered. In the case of FIG. 3, the records up to the result of the train A001 entering the closed section BLOCK ₂ are recorded, and the train A001 is stored in the closed section BLOCK 2.
_This indicates that the vehicle is traveling inside ₂ .

In the operation prediction file, for example, the entry time, the entry speed, the entry time, and the entry speed of each of the closed sections BLOCK ₀ to BLOCK ₃ of the train A001 are recorded as shown in FIG. In FIG. 4, the underlined values are those of the operation result file 7a, and the other values without underlines are those of the operation prediction result obtained by the simulation execution unit 14 described later.

Reference numeral 8 denotes a route control condition table that defines the route conditions for setting the route of the train, and 9 denotes a signal presenting condition table that defines how the signal presenting changes. Numeral 10 is a simulation condition table that defines conditions that affect the running of the train, such as vehicle performance, track gradient and curvature,
It comprises a vehicle condition table defining vehicle performance such as train weight, motor performance, running resistance coefficient, etc. according to the type of vehicle, and a line condition table defining gradient resistance, curve resistance, etc. according to position.

Reference numeral 11 denotes a speed limit transition file which records a temporal transition of a signal presenting speed for each block section of the simulation target train with respect to the simulation target train, and is created from information on running trains which influence the running of the simulation target train. Time and position (blocked section)
Thus, the value of the speed limit of the rear train is obtained.

Reference numeral 12 denotes an operation prediction execution management unit for setting a simulation target train and a simulation target section for the next operation prediction based on the operation plan file 5 and the operation prediction file, and 13 denotes a speed limit transition information creation unit. Speed limit transition file 1 from operation result / prediction file 7, route control condition table 8 and signal presenting condition table 9
Create 1. Numeral 14 denotes a simulation execution unit that simulates the running of the simulation target train in the simulation target section based on the speed limit transition file 11 and the simulation condition table 10, and records the simulation result in the operation result / prediction file 7. Reference numeral 15 denotes an output device for outputting the operation result / prediction file 7. For example, when the operation prediction result is to be displayed on a display as a diagram, it is converted into graphic display data and output.

FIG. 5 is a flowchart of the initialization processing of the operation prediction execution management unit 12. 1 and 5, when the operation prediction execution management unit 12 receives the new operation plan file 2 and the operation result file 3 (step 16), the previous operation result / prediction file 7 is checked, and the prediction part and the new result are checked. Are compared (step 17). If there is a deviation between the predicted value and the actual value (step 18), the predicted value of the portion affected by the deviation is deleted (step 19). At this time, the affected portion is a predicted value of the train in which the prediction deviation has occurred and the train running after the train in the closed section in which the prediction deviation has occurred.

Actually, actual values and predicted values rarely coincide completely. Therefore, the prediction shift is expressed as follows using the threshold value D, for example.
That is, if D <| (predicted time) − (actual time) |, it is determined that a prediction shift has occurred. If D> = | (predicted time)-(actual time) |, it is determined that there is no prediction deviation. Next, the newly received operation result value is copied to the operation result / prediction file 7 (step 20), and the process proceeds to the next processing (step 21).

FIGS. 6 and 7 show the process of the operation prediction execution management unit 12 visualized using a diagram. FIG.
It is obtained by the operation performance and prediction file 7 that was created on the basis of the operating performance of the current until the time T ₁ to the diamond view. The bold solid line is the portion having the actual operation value, and the broken line is the predicted operation value. Next, FIG. 8 is a state in which the service experience has risen to the current time T _2. The thick broken line is the newly raised operation result value.

In FIG. 8, there is a difference between the actual operation value of the train X and the predicted operation value of the train X. Therefore, only the predicted operation value of the subsequent operation of the train X and its affected part, that is, the predicted operation value of the thin solid line portion, is reduced. Will be erased. As a result of erasing the operation prediction value in this manner, all the results of the previous operation prediction remain for the train Y. In addition, the train Z is left is a result of the operation prediction to the station S ₄ ~S _3. The operation prediction with the operation prediction value that does not need to be changed as described above is performed by a simulation method using the speed limit transition file 11 described later.

Next, the operation prediction execution management section 12 performs a process of selecting a train to be simulated / a section to be described below. Here, an example of the simulation target section division will be described with reference to FIG. In FIG. 8, _four railway stations S ₁ to S ₄ are connected by up-tracks R (UP ₁ ) to R (UP ₃ ) and down-tracks R (DN ₁ ) to R (DN ₃ ). ing. In addition, between the stations, there are plane intersections C _{1 to} C ₆ for the train to enter the up track and the down track. As a method of dividing a simulation section in such a railway, it is natural to divide each section between stations. Simulation interval D ₁ of the station S ₁ ~ station S ₂ in FIG. 8, the simulation section D ₂ of the station S ₂ ~ station S _3, divides the station S ₃ ~ station S ₄ simulation interval D _3. In this way, according to the physical shape of the route, the route is divided into several sections in advance, and each section is called a simulation section.

In each simulation section, the operation prediction execution management section 12 selects one train to be simulated according to the operation plan, the physical structure of the simulation section, and the state of the train. At this time, the basic rules for selecting the simulation target train can be considered as follows. Trains existing in the simulation section in the current state are represented by Tk (k = 1... N).
And In this case, an arbitrary train Ty (1 ≦ y ≦ n, y ≠
x), the train Tx (1 ≦ x ≦)
When n) exists, the train Tx is set as the simulation target train.

A method of selecting the train to be simulated will be described with reference to FIG. FIG. 9 shows FIG.
Shows the simulation interval D _2. The simulation section D ₂ trains of T ₁ through T ₅ currently exist. The train T ₁ and the train T ₃ are traveling between the stations in the up direction, and the train T ₂ is traveling in the down direction. Train T ₁ is the arrival to the track number B ₁ of the station S ₂ over the plane intersect.
Train T ₂ is arriving at the station S ₃ to not cross the plane intersect. There is a waiting train T _{4 at} station S ₂ , and a line B ₂
It is scheduled to depart in a downward direction across a level crossing from. Originating waiting train T ₅ to the train station S ₃ has been standing line, this is the will leave to the upstream direction without span the plane intersect. In this case, the trains T ₁ and T ₂ that are the leading trains in the up / down directions are the ones that are not affected by the trains currently present in the simulation section in the same direction. As described above, at first, at most two trains, which are running first and most of the trains running between the stations, are train candidate trains.

Next, if the train selected above uses a level crossing, it must be checked whether it will be affected by the departure train in the opposite direction. For example, over the case crossings C ₃ of the train T _1, also following onset train T ₄ also across intersectional C _3. At this time, as compared to running percussion time, if if wearing time of the train T ₁ is earlier than departure time of the train T _4, since the train T ₁ will be across the plane intersecting without being influenced by the train T ₄ since the train T ₁ is after all not affected by the other train, which are in the current simulation in the interval, become simulated train. Also, the train T ₁ as early as departure time of the train T ₄ conversely does not become simulated train from would cross the crossings C ₃ under the influence of the train T _4. Meanwhile, the train T ₂ and the train T ₅ is not to affect the running of each other do not span a plane intersecting C _4. Therefore, the simulated train because the train T ₂ are not affected by other trains on current simulation in the interval.

FIG. 10 shows a flowchart of an example of such a method for determining a train to be simulated. First, among the up / down trains, the trains T ₁ and T ₂ that are ahead in the simulation section are selected (step 2).
2). Next, the train T is set by selecting the earliest execution arrival time from the trains T ₁ and T ₂ (step 23). next,
Train t, which departs in the opposite direction from the station where train T arrives
Is selected from the execution diagram (step 24). Next, it is checked whether both the trains T and t cross a plane intersection (step 25). If both of them do not cross a plane intersection, it is checked whether the scheduled arrival line of the train T is available, that is, whether another train is stopped (step 2).
6). If the train is not stopped, the train T is set as a simulation target train (step 27).

If another train is stopped on the scheduled arrival line of the train T and both the trains T ₁ and T ₂ have been checked (step 28), it is determined that there is no train to be simulated in this simulation section. A decision is made (step 29). If the check of one of the trains has not been completed, a train whose check has not been completed is set as the train T (step 30), and the process returns to step 25 to check the train. If it is determined in step 25 that any one of the trains crosses the plane intersection, the scheduled arrival time and the scheduled departure time of the execution schedule of the trains T and t are compared (step 31). If the train T arrives quickly, the process proceeds to step 26. If the departure of the train t is quick, the process proceeds to step 28. By performing the above processing, the simulation target train can be selected.

Further, the operation prediction execution management unit 12 has a simulatable section / train file which is a file for storing the train to be simulated selected in each simulation section by the above method. This is, for example, as shown in FIG. 11, in which a train to be simulated is registered for each simulation section. If there is no train to be simulated, this will be blank. In this figure, trains T ₃ and T ₁₃ are registered as simulation target trains in simulation sections D ₁ and D ₃ , respectively.

Next, the flow of processing for selecting a train to be simulated / target section in the operation prediction execution management unit 12 is shown in FIG.
2 will be described. FIG. 12 is a flowchart of a process performed by the operation prediction execution management unit 12 after the initialization process for the operation result file and the operation prediction file described in FIG. When the initialization process is completed (Step 3
2) It is checked whether the selection of the train to be simulated for all the simulation sections has been completed (step 33). If not, one simulation section for selecting a simulation target train is set (step 34). Next, based on the operation result / prediction file 7, the operation plan file 5, and the rule for selecting the train to be simulated, it is checked whether or not the simulation in the selected simulation section is possible (step 35). If it is possible, select a train to be simulated, register it in the simulatable section / train file (step 36), and return to step 33. If it is determined in step 35 that simulation is not possible, the process returns to step 33 without registering data in the simulatable section / train file.

If it is determined in step 33 that the selection of the trains to be simulated in all the simulation sections has been completed, it is checked whether at least one train is registered in the simulatable section / train file (step 37). ). If not registered, it is determined that there is no section / train that can be simulated any more, the simulation is terminated, and a data transmission request is made to the output device 15 (step 38). If the train is registered in the simulatable section / train file,
An arbitrary one of the registered trains is determined as a simulation target section / target train (step 39). When these processes are completed, the preceding train is checked from the operation plan for the determined simulation target section / target train, and the information is passed to the speed limit transition information creating unit 13 (step 40). The preceding trains include trains in the same direction as the train to be simulated, trains running in the simulation section immediately before the train to be simulated (hereinafter, this train is referred to as the immediately preceding train), and trains in the opposite direction. The train that last ran in the simulation section (hereinafter, this train is called the opposite train) is selected. In other words, the preceding train is these two trains.

The reason for this is that, for example, in FIG. 9, assuming that the departure time of the train T ₄ is earlier than the arrival time of T ₁ , the simulation proceeds in the simulation section D ₂ and the train T ₂ →
Train T ₄ and simulation is finished, when the train T ₁ is selected as the simulated train 13, affect the running of the train, first, a train T ₀ was traveling just before the plane train that affect the time across the cross is because become train T ₄ is the opposite train. As can be seen from the method of selecting the train to be simulated, these preceding trains are trains that are currently running outside the simulation section. In this way, the preceding train that affects the simulation target train is only the immediately preceding train or two trains, the immediately preceding train and the opposite train, depending on how the course is taken. Therefore, the operation prediction execution management unit 12 passes the above two trains as the preceding trains to the speed limit transition information creation unit 13 as sufficient information.

Next, the speed limit transition information creating section 13, the speed limit transition file 11, the signal presenting condition table 9, and the route control condition table 8 will be described. Figure 14 is a representation of a track circuit of the simulation interval D ₂ in FIG. It should be noted that, for the sake of simplicity, the station S ₃ side is omitted. This line is upstream side block section BLOCK ₀ ~BLOCK _6,
Down side is divided into block sections BLOCK ₇ ~BLOCK _12. The track has a signal presenting condition table for each route. For example, on the route ROOT ₃ where the up train enters the track B ₂ , the signal display conditions are determined by the signal display table of FIG. In FIG.
Δ indicates a closed section in which the preceding train has completely entered, and the numerical value of the line indicates the speed limit indicated in the signal. For example, if the preceding train has completely entered block BLOCK ₃ ,
BLOCK ₄ has speed limit of 0, BLOCK ₅ has speed limit of 3
0, BLOCK ₆ indicates speed limit 70. Also,
The speed in the top row is the maximum indicated speed in each closed section. In this figure, the blocked section BLOC where the train has completely entered
BLOCKx is the sequence of the speeds v _{x that} are displayed for Kx.
Will be referred to as the present speed train. For example, BLOCK ₃
Is the current speed sequence (0, 30, 70).

As described above, the signal indication based on the complete approach position of the immediately preceding train is made to the rear train. In a railway where there is a level crossing and a route is set by a switch, etc., in addition to the signal indication by the immediately preceding train, the rear train passes through the route until a route is set by a switch, etc. There must be consideration of a route lock by a route control device that is not present. FIGS. 9 and 1 show operation examples of such a route control device.
4 will be briefly described. Now, the train T ₁ is the own path setting request to the route control apparatus side. In route controller of the closing circuits which constitutes the path of (path ROOT ₁ in this case) the train T _1, route conflict occurs interval (in this case _{BLOCK 3, BLOCK 10, BLOCK 9} , BLOCK
₈ , BLOCK ₇ , which will hereinafter be referred to as a lock target section) is locked by another train. If not locked, to set the path of the train T ₁ (switching point, etc.), and locking the locking target section as other trains can not enter, entrance permitted signal to the train T ₁ (The highest speed signal), that is, the train T
Route ₁ is opened. Block section of the train T ₁ is passed went is unlocked in order, in a state of being all but block section BLOCK ₇ unlocking at the time of arriving at track number B _1. If conversely at least one block section of the locking target section by another train is locked, though against the train T _1, of the locking target section, the top of the block section (in this case, blockage The signal is displayed as if there is a train in the section BLOCK _{3 (} hereinafter referred to as a lock head section).

That is, the immediately preceding train T ₀ is in the closed section BLOC.
Entering after the K ₃ is opposite the train T ₄ has completely entered the BLOCK _11, and just before the train T ₀ is the signal current shown in the form of presence of the train in the block section BLOCK ₃ to time to fully enter the block section BLOCK ₂ , train T ₄ is block section BLOCK _11,
After entering BLOCK ₁₂ completely, blockage section BLOCK ₃
The signal with the highest speed is then displayed. As described above, the signal indication by the lock and the opening of the route is determined by the routes of the two preceding trains and the train to be simulated, and the time of complete entry into the related closed section. This can be represented by a route control condition table as shown in FIG. In this figure, the course is the course of the train to be simulated.
The route opening time is obtained by adding the necessary time until the route is opened by the route control device to the later of the time when the preceding train completely enters the closed section of the opening condition. As described above, the signal indication for the simulation target train is a combination of the signal indication by the immediately preceding train and the signal indication by locking / opening the route.

FIG. 17 shows that each of the preceding trains has a route RO
When traveling on OT ₂ and ROOT ₃ , the course is ROOT ₁
3 shows the relationship between the time and the speed limit of each block to be simulated for the simulation target train. In FIG. 17, the vertical axis indicates time, and the horizontal axis indicates position (closed section), and a hatched rectangle indicates a time zone during which a straight train has completely entered and a closed section. The grid-shaped rectangle indicates that a train is present in the leading section of the lock due to the route lock. For example, between time t ₀ ~ time t ₁ indicates that the immediately preceding train is in a block section BLOCK _6. At times t ₀ , t ₁ , t ₂ ,
t ₃ is the time when the preceding train completely enters the closed section, and t ₄
Is the route opening time calculated from the route control condition table. The numbers in the rectangles indicate the value of the speed limit in the closed section in the time zone. For example, between times t ₃ ~ time t ₄ the speed limit at block sections BLOCK ₅ is turned 30. The time t ₄ subsequent is a limiting speed = maximum speed at all block section is path opened.

As shown in FIG. 17, a file for obtaining the value of the speed limit of the following train based on the time and position (closed section) created from the information of the two preceding trains is called a speed limit transition file 11. In this way, if the speed limit transition file 11 based on the preceding train is created, the rear train can refer to this file to perform a simulation in consideration of the speed limit due to the influence of the preceding train, and simultaneously execute the simulation of the preceding train. Instead, the simulation can be divided and performed for each train. For example, if there is a speed limit transition file in FIG. 17 and the rear train enters the closed section BLOCK ₆ at time t _x (t ₃ > t _x > t ₂ ), the speed limit is 30, and the rear train is accordingly To run. After that, it becomes t ₃ progressed time,
If the rear train is in the closed section BLOCK ₆ , the speed limit changes to 70. Furthermore, the train travels over time, the time to enter the next block section BLOCK ₅ speed limit if t ₄ after changes to 70.

Further, such a speed limit transition file 1
As a form of holding in the memory of one computer, for example, the form shown in FIG. 18 can be considered. The area on the memory for the speed limit transition file 11 is divided into an area 42 for storing the number of pieces of closed section information and an area 43 for N pieces of closed section information. Here, the closed section information is an area in which information for each closed section is stored.
It is divided into an area 45 for storing (time, speed) data. These (time, speed) data are stored in chronological order. In the data of the block section BLOCK _{6 in} FIG.
(T ₁ , 0), (t ₂ , 30), (t ₃ , 70),
The data (t ₄ , 80) is stored.

Next, FIG. 19 shows a flowchart of the processing in the speed limit transition information creating section 13. The speed limit transition information creating unit 13 is started when the operation of the operation prediction execution management unit 13 ends, and the speed limit transition information creation unit 13 converts the operation prediction result of the given target section / train immediately before the target train to the closed section BLOCKx in the simulation target section. get the full entry time t _x (step 45). Next, a speed presenting example (v ₁ , v ₂ ...) Of the block section BLOCKx is obtained from the signal presenting condition table (step 46). Next, from the full entry time t ₂ and the speed current示例, respectively in the closed section information speed limit transition file corresponding to each speed _{current-(t x, v 1),} (t x, v 2) ·
.. And the data are stored (step 47). When the operation is completed for the lock lock head section of the train to be simulated (step 48), the route control condition table is used to check the closed section where the immediately preceding train and the opposite train should completely enter to open the track, and then operate. examine the complete entry time than the prediction result to each block section, and calculates the path establishment time t _y plus necessary time to the slower of them (step 49), the maximum current-this time t _y and each block section A set of velocities (t _y ,
v stores data _{ma x)} (step 50), the final position of the simulated train, passing time and speed to the simulation executing unit 14 as the initial value of the simulated train, the processing speed limit transition information creation unit 13 The process ends (step 51). If the operation has not been completed for the lock lock section of the train to be simulated in step 48, the process returns to step 45.

Next, the simulation execution section 14 and the simulation condition table 10 will be described. The simulation execution unit 14 executes a simulation for the section / train selected by the operation prediction execution management unit 12 using the speed limit transition file 11 by the preceding train. At this time, depending on the method of performing the simulation,
Data that is referred to only during simulation (not rewritten) is a simulation condition table. In addition, the simulation execution unit 14 calculates the operation prediction result for the simulation target section / target train, and writes this data to the operation result / prediction file 7. When creating an information file of train position and speed every Δt seconds as an additional information file, FIG.
And write the result to the additional information file.

The simulation execution unit 14 at this time includes, for example, the following. The first is a simulation execution unit 14 that maintains the same prediction accuracy as the existing continuous operation prediction. This is based on the initial position, speed, time and speed limit transition file 11 of the train, and the next position, speed, acceleration / deceleration is calculated at every minute time interval (interval time Δt) by the equation of motion. This is a method of referring to the transition file 11. In this method, the train acceleration is derived from the known equation of motion of equation (1).

[0068]

(Equation 1)

Α is acceleration, W is train weight, f is braking force,
f _r is the running resistance, f _g is the gradient resistance, f _c is a curve resistance. The running resistance _fr is determined by the type of the vehicle and the speed of the train. Grade resistance f _g, curve resistance f _c is determined by the position of the train is traveling. The simulation condition table 10 has a vehicle condition table that defines vehicle characteristics such as train weight, motor performance, and running resistance coefficient depending on the type of vehicle. In addition, it has a line condition table defining gradient resistance and curve resistance depending on the position. In addition to the speed limit by signal indication, the line has a fixed speed limit in a tunnel or at a curve position. In addition, the train has a target speed table 10d in which the correspondence between the speed limit and the target speed is defined because the train travels at a target speed somewhat lower than the speed limit indicated for safety (hereinafter referred to as the target speed). .

FIG. 21 is a flowchart of the process performed by the simulation execution unit 14 at this time. The processing of the simulation execution unit 14 is the speed limit transition information creation unit 1
The process is started when the process of No. 3 is completed. Next, the speed v _{0 of} the train to be simulated (hereinafter referred to as the train), time t ₀ ,
The position d ₀ is obtained, and v = v ₀ , t = t ₀ , d =
Substituting d ₀ (step 52). Next, the speed limit of the train is known from the speed limit transition file 11 using the time t and the train position d as keys. The target speed is calculated using the target speed table for the smaller value of the speed limit by the speed limit transition file 11 and the speed limit by the position speed limit table. Then, the braking force for the target speed is calculated, and the train speed and the train position are calculated with reference to the simulation condition table 10 (step 53). If it exceeds the position in the section to be simulated, the simulation is terminated (step 54), the simulation result is written out to the operation result / prediction file (step 55), and the process is terminated and the next process is performed (step 56).
Otherwise, t = t + Δt (step 57), and the process returns to (step 53) to calculate the next step.

According to the above method, the running state of the preceding train can be completely reflected in the simulation of the train by the speed limit transition file 11. In this embodiment, the simulation of each train is performed separately, and the influence from the preceding train is reflected by the speed limit transition file 11 . Also, in a railway controlled by a signal, the influence of the preceding train ultimately affects the train only by the signal indication. As described above, by performing the simulation using the speed limit transition file 11 , it is possible to predict the operation without simultaneously changing the train state according to the simulation time. For example, the simulation of the train X in FIG. 7 may be performed using the speed limit transition file 11 for the preceding train Y, and it is not necessary to perform the simulation again for the preceding train Y.

In the above method, when the running time of the train is T, the number of loops n is n = T / t. For example, the distance of the simulation target section is 30 km, the length of each closed section is 1.5 km, and the average train speed is 150 km.
/ H, Δt = 0.5 seconds, the position where the driving operation position enters and exits the closed section, the number of times the speed limit changes before coming to the driving operation position is once per closed section, Assuming that the change is 0 times, n = 3,600 × (3
0/150) /0.5=1,440 (times).

Embodiment 2 FIG. FIGS. 22 and 23 are flowcharts illustrating the processing of the simulation performing unit 14 according to the second embodiment. In the second embodiment, the operation prediction is performed at the position registered in the driving operation position table defining the position where the speed limit signal changes. The simulation execution unit 14 has, as the simulation condition table 10, an acceleration table and a driving operation position table in addition to the position / speed limit table and the target speed table used in the first embodiment. First,
The acceleration table and the driving operation position table will be described. In the acceleration table, although the acceleration is calculated by calculating the resistance value in the first embodiment, a correspondence table between the traveling speed of the train, the target speed and the acceleration is created in advance, and the value is simulated. It is stored as a condition table 10. The driving operation position table is a table for registering a position at which the train enters or exits the closed section or a position at which the speed limit changes depending on the terrain in each simulation section in the train operation prediction, and is also registered as the simulation condition table 10. It is something to keep. In other words, these are points where the speed limit changes depending on the position. Further, in addition to the above-described positions, an arbitrary position where the user wants to know the prediction result can be registered in the driving operation position table.

The processing of the simulation executing section 14 is started when the processing of the speed limit transition information creating section 13 ends. The speed v ₀ , the time t ₀ , and the position d ₀ of the train to be simulated (hereinafter referred to as the train) are obtained from the values passed from the speed limit transition information creating unit 13, and v = v ₀ , t as initial values.
= T ₀ and d = d ₀ (step 58). Next, from the train position d, the closed section se where the train is currently running is
c is known. From this and the time t, the current speed limit of the train is known using the speed limit transition file, so that the target speed v _{min of the} train is known from this and the position speed limit table. Further, in the closed section sec, the time t _{next at} which the speed limit changes _next is known (step 59).

For example, in FIG. 17, if the train position is within the closed section BLOCK ₆ and the target speed v _min is set to a speed lower by z than the speed limit, the time becomes (t ₂ <
In the case of t <t ₃ ), the target speed v _min = 30−z, and the time t _next = t ₃ at which the _next speed limit changes. Next, at the current train speed v, the acceleration α when the target speed is v _min is obtained from the acceleration table (step 60). However, at this time, when v _min = v, the acceleration α = 0. In addition, when the train is almost at a delay, an operation such as using an acceleration table that returns a large acceleration value is required. Then, as the acceleration alpha, time t _t to reach the target speed v _min is calculated by the equation (2) (3) (Step 61).

[0076]

(Equation 2)

Next, determine if time t _next is smaller than the time t _t required to reach the target speed v _min is the speed limit changes (step 62). If, because the train speed will reach the target speed v _min before the speed limit if _t t <t _next changes, and v _x = v _min as _{t x} = t t (step 63). Velocity v _x in which the train is time t _x
It is to become. If t _t > t _next , the target speed has not been reached even at the time t _next when the speed limit changes, so that t _x = t _{next and} the speed v of the train at the time t _{x. x} is calculated by equation (4) (step 64). Next, the time t _x and the speed v _x compute the train position d _x at time t _x by equation (5) (step 65).

[0078]

(Equation 3)

Next, the train position d _x is changed to the next operation position d _y.
It is checked whether it is greater than (step 66). If d _x > d _y
If the target speed v _min when exceeding the driving operation position d _y
There may change, must the operation prediction regarding train position d _x again. For example, the train at the position d in the block section BLOCK ₆ in FIG. 17 is (t ₂ <t
_x <t ₃ ), the speed (30-z) is reached, and if the train position d _x at that time is within the closed section BLOCK ₅ , the speed (3
When the vehicle enters the closed section BLOCK ₅ before the vehicle reaches 0-z), the speed limit should have changed to 0, and the operation prediction result is incorrect. If the train position d _x does not exceed d _y , the process returns to step 59 with t = t _x , d = d _x , and v = v _x (step 67). If train speed d
_x is calculated by equation (6) (7) If the time t _y, the velocity v _y α = 0 the driver to the operating position d _y If exceeds the d _y (step 68). The time t _y driving up operating position d _y if alpha ≠ 0 is because the solution of equation (8),
The time t _y and the speed v _y are expressed by the following equations (9) and (10) (step 68).

[0080]

(Equation 4)

Next, setting t = t _y was calculated by the equation (6) ~ (10), d = d y, as v = v _y (step 69). Then, it is checked whether or not the operation prediction at all the positions in the driving operation position table has been completed (step 7).
0). If not, the process returns to step 59. When the calculation is completed, the calculation is written out to the operation prediction file 12 (step 71), the processing is ended, and the process proceeds to the next processing (step 72).

In the second embodiment, although the gradient resistance and the curve resistance depending on the train position are not taken into account, the accuracy is lower to some extent than in the first embodiment. Further, the time required for the calculation is considerably shorter than in the first embodiment because the number of loops is reduced. In particular, even when a train is operating in a dumpling and the train stops in a closed section for a long time, it takes only a substantially constant simulation time regardless of the train operation status. That is, when going around a loop, the number of loops n
Is n = (number of driving operation positions) + x. x is the number of loops passing through step 67, that is, the number of times the speed limit changes before the vehicle reaches the driving operation position.

For example, the distance of the section to be simulated is 30 (km), the length of each closed section is 1.5 (km),
Average train speed is 150 (km / h), Δt = 0.5 (s
ec), assuming that the driving operation position enters and exits the closed section, the number of times the speed limit changes before reaching the driving operation position is once per closed section, and the change in speed limit by position is 0, n = 2 × (30 / 1.5) + x = 40
+ (30 / 1.5) = 60 (times). in this way,
It can be seen that the number of loops in each simulation target section of one train is reduced to 1/24 of that in the first embodiment. In Example 2, even if the train stopped by dumpling operation, as shown in step 69 of FIG. 22, since the operation in units of drive operation position d _y, calculation time is not increased.

Embodiment 3 FIG. Next, a third embodiment will be described. The simulation execution unit 14 of the third embodiment has, as the simulation condition table 10, a closed section travel time table as shown in FIG. 24, for example, in which the time passing through each closed section is defined in correspondence with the approach speed and the speed limit. . In FIG. 24 , when the train to be simulated enters the closed section BLOCK ₁ at the approach speed 25 and the speed limit is 15 in the speed limit transition file 11, the train is BLOCK.
_This indicates that the vehicle has passed ₁ in 15 seconds and the advance speed at that time has reached 20. In this case, the transit time t and the advance speed v are retrieved from the closed section traveling time table, the train traveling time is predicted by sequentially adding t to the initial time, and the value is written in the operation result / prediction file 7.

When the processing of the speed limit transition information creating unit 13 is completed in the simulation execution unit 14, the processing is started according to the flowchart of FIG. The speed v ₀ , time t ₀ , and position d of the simulation target train (hereinafter referred to as the train) are obtained from the values passed from the speed limit transition information creating unit 13.
₀ is obtained, and v = v ₀ , t = t ₀ , and d = d ₀ are substituted as initial values (step 73). Next, at time t, the train speed limit is obtained from the speed limit transition file 11 using the position d (that is, the corresponding closed section) at which the vehicle enters the next closed circuit as a key (step 74). Next, obtain block section, velocity v, block section passing time from the closed section traveling time table speed limit key t _k, the advance velocity v _s (step 75). These are t
_{= T + t k, v =} v s and set (step 76). If the processing has been completed in all the closed sections in the simulation target section, the simulation ends. If the processing has not been completed in all the closed sections, the processing of the next closed section is performed at the currently set t, v, and d.

In the third embodiment, the passage time and the advance speed are simply retrieved from the closed section traveling time table, and the train traveling time is predicted by sequentially adding the passage time to the initial time. In addition, the operation plan was originally designed so that all trains could run almost as standard, so if train schedules such as train delays did not occur, it would be possible to run almost as planned. Good. In this case, the third embodiment is effective because the simulation hardly takes a long time and an almost actual result can be predicted. The operation prediction execution management unit 12 performs the process of selecting the simulation target section / target train again based on the operation result / prediction file 7 updated in this manner, and the simulation execution unit 14 executes the next simulation. The operation of each train is predicted sequentially. With the above-described configuration, it is not necessary to perform an extra simulation, so that the time required for the operation prediction can be reduced.

Embodiment 4 FIG. Next, by applying the above embodiment, a simulation execution unit having a different function is provided, and an operation prediction execution management unit for selecting a simulation execution unit having a suitable function for each simulation target train and each simulation target section is provided. Will be described. As described above, a plurality of simulation implementation methods can be applied. Therefore, the time required for the simulation can be further reduced by using these simulation methods according to the train operation status. FIG. 26 is a configuration diagram illustrating a main part of the fourth embodiment. 26, a simulation condition table 10 and a simulation execution unit 14
Others are the same as those of the configuration of FIG. 25, the simulation condition table 10 includes a simulation condition table (1) 10a, a simulation condition table (2) 10b, and a simulation condition table (3) 10c.

Simulation condition table (1) 10
a shows the position and speed limit table shown in the second embodiment,
It has a target speed table, an acceleration table and a driving operation position table. The simulation condition table (2) 10b is shown in the third embodiment, and has a closed section travel time table. The simulation condition table (3) 10c is shown in the fourth embodiment, and has a closed section travel time table. Then, the passage time and the advance speed are retrieved from the closed section traveling time table, the train traveling time is predicted by sequentially adding the passing time to the initial time, and the predicted value is written in the operation result / prediction file 7.

The simulation execution unit 14 includes a simulation execution unit 14a and a simulation execution unit 1
4b and a simulation execution means 14c. The simulation execution means 14a is the one shown in the first embodiment, and calculates the acceleration, the train position and the speed using the speed limit file and the simulation condition table as shown in the flowchart of FIG. Write it out. In addition, Δ
Create the position and speed of the train every t seconds. The simulation execution means 14b is the same as that shown in the second embodiment.
As in the second flowchart, at time t _y at all operating operation position in simulated section calculates the train position d _y and train speed v _y. Simulation execution means 14c than those shown in Example 2, as shown in the flowchart of FIG. 25, to calculate the transit time of the block section t _k and expansion velocity v _s by block section travel time table.

As described above, the simulation execution unit 1
4 is a simulation execution means 14 having different functions.
a to 14c are provided. Then, the simulation execution sections 14a to 14a-1
4c, the operation prediction execution management unit 12 (see FIG. 1) selects and executes the simulation. The started simulation execution units 14a to 14c write the results to the operation result / prediction file 7 by the above-described method.

For example, consider the case of predicting the operation of the railway shown in FIG. In this case, it is necessary additional information file as the simulation interval D operation prediction result in _1. Then, in the simulation sections D ₂ and D ₃ , it is assumed that only the operation prediction result at the position where the closed section changes is sufficient. In this case, as a simulation method, a method of simulation interval D ₁ In Example 1, a method of simulation interval D _2, the D ₃ Example 2 or Example 3 selectively used.

As a method of selectively using the simulation in the simulation sections D ₂ and D ₃ , for example, it is assumed that a delay occurs in an up train having the simulation section D ₃ . At this time, the train is moving according to the operation plan in another simulation section. In this case, until the delay train with the simulation interval D ₂ comes advanced, it is sufficient to travel prediction using the simulation method of Example 3. If the standard train cannot be run after the delayed train enters, the simulation method is switched to the simulation method of the second embodiment. Then, when the train delay is reduced and the standard traveling can be performed again, the simulation method is switched to the method of the third embodiment again.

Here, as a rule for judging that the train can run in the standard running mode, for example, a table for extra time for running the train can be used. This is a time table serving as an index as to how long the two trains are running and if they are running standard. For this reason, when two trains are running away from each other by a margin or more,
The simulation may be performed by the following method. However,
If the train is about to be delayed, run the train earlier than the standard run and run the train to reduce the delay,
In this case, it is necessary to perform the simulation by the method of the first or second embodiment.

[0094] Therefore, a margin hour and minute between a station T, the time the T _x in the final position of the simulated train, and the time at the same position just before the train and _{T y, T <(T x} -
T _y ) and if the train to be simulated is not delayed, it can be determined that the simulation method of the third embodiment is sufficient. In order to execute the simulation in this manner, the simulation execution management unit of the first embodiment selects the simulation method as described above in addition to the selection of the simulation target train.

As described above, by selectively using a plurality of simulation methods, a simplified simulation can be applied when detailed simulation is not necessary, so that the calculation time required for the simulation can be shortened. .

Embodiment 5 FIG. FIG. 27 is a configuration diagram illustrating a main part of the train operation prediction device according to the fifth embodiment. As shown in FIG. 27, the parallel calculation units 79a to 79c configured by the speed limit transition information creation unit 13 and the simulation execution unit 14
Are provided. The operation prediction execution management unit 12 has a function of allocating the operation prediction for the simulation target train and the simulation target section for which the operation can be predicted simultaneously in parallel to the parallel calculation units 79a to 79c. As described above, the operation prediction execution management unit 12 may find a train to be simulated in a plurality of simulation sections. At this time, the operation prediction execution management unit 1
No. 2 selected one simulation target section / target train from among them. However, the operation prediction execution management unit 12
If a plurality of parallel calculation units 79a to 79c composed of a set of a speed limit transition information creation unit 13 and a simulation execution unit 14 that perform processing next to the above are prepared, processing is performed on a plurality of simulation target sections / target trains in parallel. It can be performed.

The operation prediction execution management section 12 selects three simulatable sections from the simulatable section / train file and distributes them to three parallel sections. Each of the parallel computing sections 79a to 79c has the same configuration, and the speed limit transition information creating section 13, the simulation executing section 14,
It consists of a signal presenting condition table 9, a course control condition table 8, a speed limit transition file 11, and a simulation condition table 10. The processing is performed on the simulation target section / target train allocated to oneself, and the operation result / prediction file is provided. Write out the prediction result in 7. As described above, by preparing the simulation execution unit and N blocks associated therewith (where N is a value smaller than the number of simulation sections), it is possible to shorten the time required for the simulation.

Embodiment 6 FIG. FIG. 28 is a configuration diagram illustrating a main part of the train operation prediction device according to the sixth embodiment. In FIG. 28, parallel computing units 80a to 80c have the same simulation execution units 14a, 14b,
A total of nine of the three 14c are provided. The operation prediction execution management unit 12 has a function of selecting a simulation method as needed, as in the fourth embodiment, and assigning the simulation method to each of the parallel calculation units 80a to 80c, as in the fifth embodiment. Selected simulation execution units 14a to 14
In step c, processing is performed on the simulation target section / target train, and the prediction result is written to the operation result / prediction file 7.

With this configuration, the fourth embodiment
The time required for the simulation can be reduced by selecting the simulation method as described above, and the time required for the simulation can be further reduced by performing the simulation in parallel as in the fifth embodiment.

Embodiment 7 FIG. FIG. 29 is a configuration diagram of a traffic rescheduling plan creation device to which the train operation prediction devices of the first to sixth embodiments are applied. In FIG. 29, reference numeral 81 denotes, for example, a train operation management device installed on the ground, which monitors the actual movement of the train on the track and controls the movement of the train according to an operation plan. 8
2 is a commander, 83 is a display device for displaying operation prediction results,
84 is an input / output device. Reference numeral 85 denotes the train operation prediction device shown in the first to sixth embodiments, 86 denotes a result file recording the train operation data sent from the train operation management device 81, and 87 denotes the operation plan data sent from the train operation management device 81. The recorded operation plan file 88 is an operation plan drafting device, which receives the train status after the current time by the train operation prediction device 85 and the operation plan file 87 as input, and if necessary, automatically or automatically inputs the operation plan. Is changed, and the changed operation plan is displayed on the display means 83 via the input / output device 84 described later. Note that the traffic rescheduling plan creation device 89 is composed of 85 to 88.

There are several prior arts such as JP-A-4-118358 and JP-A-5-270406 for the traffic rescheduling plan creating apparatus. There are several prior arts, such as Japanese Patent Application Laid-Open No. 3-213461, and details thereof are omitted.

FIG. 30 shows the traffic control plan creation device 8 of FIG.
9 is a flowchart illustrating a process of No. 9; In FIG. 30, the operation plan of the day and the operation results at the current time are sent from the train operation management device 81 (step 90). The train operation prediction device 85 calculates the prediction result based on the operation plan and the operation results, and sends the prediction result to the operation plan drafting device 88 (step 91). The operation plan drafting device 88 displays the prediction result from the display device 83 to the commander 82 (step 9).
2) In addition, it is determined whether the operation plan needs to be changed by examining the situation such as the train delay (step 93). If it is determined that the operation plan needs to be changed, the operation plan drafting device 88 changes the operation plan, writes it in the operation plan file 87 (step 94), executes the operation prediction again, and checks the effect of the changed operation plan. If it is determined that no further change in the operation plan is necessary, the changed operation plan is sent to the train operation management device 81 as a new operation plan (step 95). If not, the operation plan is changed again (step 94).

As described above, in the traffic rescheduling plan creator that performs the operation prediction every time the operation result is increased, the time required for the operation prediction is drastically shortened by using the train operation prediction devices of the first to sixth embodiments, and It is possible to create a simple traffic control plan.

Embodiment 8 FIG. Next, an operation plan that creates an operation plan based on a train condition file that records train setting conditions on a railway where multiple trains operate on routes consisting of multiple stations based on route plans and signal announcements based on operation plans A description is given of an operation plan creation device that includes a train operation prediction device according to any of the first to sixth embodiments and performs a train operation prediction necessary for creating an operation plan.

FIG. 31 is a block diagram of the eighth embodiment. FIG.
, 6, 8 to 15 are the same as those of the first embodiment shown in FIG. Reference numeral 96 denotes an operation prediction file. Each time an operation plan between one station of one train is set from an operation plan drafting device 98 to be described later, the simulation is executed by the simulation execution unit 14 in accordance with the operation plan. It records the results. The train operation prediction device 97 is composed of 6, 8, 15, and 96. Reference numeral 98 denotes an operation plan creation device, which receives a predicted departure time, a predicted arrival time, and a travel time of the train from the train operation prediction device 97,
The route, the departure station, and the set departure time are output to the train operation prediction device 97.

The processing flow in the eighth embodiment will be described with reference to FIG. First, the operation plan creation device sets a train for which an operation plan is to be set next, and inputs the train type, course, departure station, and set departure time to the train operation prediction device 97 (step 9).
9). The set departure time at this time may be any time. This is because the train operation prediction device 97 later predicts the time at which the train can actually depart, and if the set departure time is before that time, returns the predicted departure time. Next, the operation prediction execution management unit 12 selects a train to be the preceding train of the train from the operation prediction file 96 (Step 100). At this time, the train registered in the operation prediction file 96 is a train for which the setting of the operation plan has been completed, or between stations, so that the preceding train is selected from the trains. However, usually, when an operation plan is created, this is sufficient because the operation plan is created sequentially from the preceding train. next,
The speed limit transition information creating unit 13 creates the speed limit transition file 11 from the preceding train (step 101). If there is no preceding train at the beginning of the operation plan, the speed limit transition file 11 may be created in a state where all signals are green at all times. This is the same as the actual train operation because there is no preceding train in the plan.

Next, using the speed limit transition file 11, the simulation executing section 14 executes a simulation between one station based on the train type, the course, the departure station, and the departure time (step 102). When the simulation is completed, the result is registered in the operation prediction file (step 10).
3) The departure time based on the operation prediction, the arrival time based on the operation prediction to the next station, and the inter-station traveling time, the operation plan drafting device 9
8 (step 104). By repeating the above processing, a train operation plan is finally created.

With this configuration, it is possible to create a detailed operation plan in consideration of the influence of a change in the operation time interval and the like.

Embodiment 9 FIG. Next, on a railway having means for transmitting information from a control device installed on the ground to a train running on a route, by installing the train operation prediction device of the first to sixth embodiments, each running train The following describes a train operation support device that transmits speed limit transition data to a driver, displays the information to the driver, and allows the driver to run the train in accordance with the information to enable a suitable train operation.

FIG. 33 is a block diagram showing a main part of the ninth embodiment. In FIG. 33, the train operation support device 105 is composed of 11, 85 to 87. The train operation prediction device 85 performs an operation prediction using the operation plan file 87 and the operation result file 86 as in the seventh embodiment. Then, the speed limit transition file 11 is stored together with the operation result / prediction file 7 and output to the outside. This speed limit transition file 11 is transmitted to each applicable train through the train operation management device 81. The transmitted data is displayed to each driver, and the displayed information allows the driver to know in advance the signal state of the train ahead and to operate according to the state.

FIG. 34 is an explanatory diagram showing a display example of speed limit transition data output from the train driving support device 105 to the driver. In this figure, the horizontal axis 106 indicates time, and the vertical axis 107 indicates position. For the value of the origin 108, the horizontal axis is set to the current time, and the vertical axis is set to the current train position. That is, the graph scrolls to the lower left with the change in time and the change in train position. The hatched portion 109 is a region where the speed limit is 0, that is, the train must stop even if it enters. Arrow 110
Shows the current train speed as a slope. A broken line 111 is a graph in a case where the speed limit is maintained and the speed limit is not entered, and this line is temporarily referred to as a guide line. In addition, the value 112 written under each square
Is the speed limit of the area. The speed limit 113 shown above the graph is the speed limit in the current area.
The current speed 114 is the current train speed, the recommended speed 1
15 is the speed indicated in the guideline.

For example, it is assumed that the train currently in operation is about to be delayed, and the driver is running at the full speed limit of 50.
However, in this case, since the arrow 110 when traveling at 50 enters the shaded portion 109, it can be expected that the train will eventually be stopped if this is the case. The driver then slows down the train so that arrow 110 points below the guidelines.

By displaying the speed limit transition data as described above, the driver can visually know the state of the train ahead, and can operate the train efficiently. Also,
By transmitting the speed limit transition file 11 to the train operation management device 80 at the same time by the above-mentioned traffic rescheduling support device, the prediction of the movement of the preceding train after traffic rescheduling can be immediately transmitted to each train. The operation based on the operation plan after the traffic control can be quickly performed.

[0114]

According to the train operation prediction device of the first aspect of the present invention, the operation prediction execution management section sets the next train to be simulated and the target section to be predicted for operation, and the speed limit transition information creating section sets the simulation target section. Create a speed limit transition file that records the temporal transition of the signal present speed for each closed section for the simulation target train,
The simulation execution section simulates the running of the simulation target train in the simulation target section and records the simulation result in the operation result / prediction file, so that the train operation after the current time can be quickly predicted.

The train operation prediction device according to the second aspect of the present invention is the train operation prediction device according to the first aspect, wherein the operation prediction execution management is based on an error between the newly input operation result and the latest operation prediction result. By setting a train to be simulated and a section to be simulated for which a new operation has to be predicted, only the part with an error is calculated, so that the calculation is further accelerated.

According to a third aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses the simulation condition table on the basis of the speed limit transition file to execute the operation for a short time. By calculating the position, speed, and acceleration / deceleration of the train to be simulated at intervals, train operation after the current time can be quickly predicted.

[0117] According to a fourth aspect of the present invention, in the train operation prediction device according to the first or second aspect, the simulation execution unit uses the simulation condition table based on the speed limit transition file to execute the operation of the closed section boundary. By calculating the time, speed, and acceleration / deceleration of the train to be simulated at each position in the driving operation position table that records the position and the speed limit position, the train operation after the current time can be quickly predicted.

According to a fifth aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit causes the train to pass through each closed section based on the speed limit transition file. By calculating the time and speed of the train to be simulated at the boundary position of the closed section by using the closed section travel time table that defines the time corresponding to the approach speed and the speed limit, it is possible to quickly predict the train operation after the current time. it can.

According to a sixth aspect of the present invention, there is provided the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit controls the position, speed and mode of the simulation target train at minute time intervals. First simulation execution means for calculating the speed, the time of the simulation target train at each position of the driving operation position table recording the closed section boundary position and the speed limit position,
A second simulation means for calculating the speed and acceleration / deceleration, and a third simulation implementation means for calculating the time and speed of the train to be simulated at the boundary position of the closed section are suitable for the train to be simulated and the section to be simulated. The calculation time required for the simulation can be shortened by selecting one of the simulation execution units by the operation prediction execution management unit and executing the simulation.

A train rescheduling plan creation device according to a seventh aspect of the present invention provides a train operation prediction device according to any one of the first to sixth aspects, and a train status and operation plan after the current time based on the train operation prediction. And an operation plan creation device for changing the operation plan according to the operation plan change instruction of the commander, the time required for the operation prediction is shortened, and the operation adjustment plan can be quickly created.

[0121] engagement Ru train operation planning system in the invention of claim 8, the train operation predicting apparatus according to any one of claims 1 to 6, simulated train departure time from train operation prediction unit, By providing an operation plan drafting device that prepares an operation plan based on the arrival time to the next station and the travel time between stations, it is possible to create an operation plan in consideration of the influence of a change in the operation interval and the like.

A train operation support device according to a ninth aspect of the present invention provides a train operation prediction device according to any one of the first to sixth aspects, and a speed limit transition file of the own train for each train,
By providing the transmission means for transmitting the operation result file and the operation prediction file, the driver can know the state of the train ahead, so that efficient driving can be performed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a train operation prediction device according to a first embodiment of the present invention.

FIG. 2 is an explanatory diagram of an operation plan file of FIG. 1;

FIG. 3 is an explanatory diagram of an operation result / prediction file of FIG. 1;

FIG. 4 is an explanatory diagram of an operation result / prediction file of FIG. 1;

FIG. 5 is a flowchart of an initialization process of an operation prediction execution management unit in FIG. 1;

FIG. 6 is an explanatory diagram visually illustrating initialization of an operation result / prediction file.

FIG. 7 is an explanatory diagram visually illustrating initialization of an operation result / prediction file.

FIG. 8 is an explanatory diagram showing a simulation section.

FIG. 9 is an explanatory diagram showing the selection of the next simulation target train.

FIG. 10 is a flowchart for selecting the next simulation target train.

FIG. 11 is an explanatory diagram showing a simulatable section / train file in which a train to be simulated is stored.

FIG. 12 is a flowchart illustrating a process of selecting a train to be simulated and a section to be simulated by an operation prediction execution management unit;

FIG. 13 is an explanatory diagram showing a preceding train with respect to the simulation target train.

FIG. 14 is an explanatory diagram showing a closed section in a simulation section.

FIG. 15 is an explanatory diagram showing a signal presenting table.

FIG. 16 is an explanatory diagram showing a course control condition table.

FIG. 17 is an explanatory diagram showing a speed limit transition file.

FIG. 18 is an explanatory diagram showing the contents of a speed limit transition file.

FIG. 19 is a flowchart illustrating a process of a speed limit transition information creating unit.

FIG. 20 is an explanatory diagram showing an additional information file.

FIG. 21 is a flowchart illustrating processing of a simulation execution unit according to the first embodiment.

FIG. 22 is a flowchart illustrating a process performed by a simulation execution unit according to the second embodiment.

FIG. 23 is a flowchart illustrating processing of a simulation execution unit according to the second embodiment.

FIG. 24 is an explanatory diagram showing a closed section travel time table used for the simulation of the third embodiment.

FIG. 25 is a flowchart illustrating a process performed by a simulation execution unit according to the third embodiment;

FIG. 26 is a configuration diagram illustrating a main part of a fourth embodiment;

FIG. 27 is a configuration diagram illustrating a main part of a train operation prediction device according to a fifth embodiment.

FIG. 28 is a configuration diagram illustrating a main part of a train operation prediction device according to a sixth embodiment.

FIG. 29 is a configuration diagram of a traffic rescheduling plan creation device according to a seventh embodiment.

FIG. 30 is a flowchart illustrating a process according to a seventh embodiment.

FIG. 31 is a configuration diagram of an operation plan creation device according to an eighth embodiment.

FIG. 32 is a flowchart illustrating a process according to the eighth embodiment.

FIG. 33 is a configuration diagram of a train operation support device according to a ninth embodiment.

FIG. 34 is an explanatory diagram showing a display example of speed limit transition data.

[Explanation of symbols]

5 operation plan file, 7 operation result / forecast file,
8 route control condition table, 9 signal presenting condition table, 10 simulation condition table, 11 speed limit transition file, 12 operation prediction execution management unit, 13
Speed limit transition information creation unit, 14 simulation execution unit, 81 train operation management device, 82 commander, 88 operation plan creation device, 98 operation plan creation device.

────────────────────────────────────────────────── ─── Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) B61L 27/00 JICST file (JOIS)

Claims (9)

(57) [Claims] 1. A train in which a plurality of trains are operated on a route provided with a plurality of stations in accordance with a route setting based on an operation plan and signal indications, and is updated with the latest position, speed, and time of each of the trains. In a train operation prediction device that predicts the operation of each of the above trains in the future from the operation results, an operation plan file that records the operation plan of each of the trains, the operation results at the current time for each of the trains, and the operation results based on the operation results An operation prediction execution management unit that sets a simulation target train to be predicted next and a simulation target section to be predicted from the operation result / prediction file in which the prediction result is recorded;
The operation result / prediction file of the preceding train which affects the running of the simulation target train, a route control condition table defining route control conditions for setting a route, and a signal presentation defining a manner of changing the signal presentation. A speed limit transition information creating unit that creates a speed limit transition file that records a temporal transition of a signal-presenting speed for each block section of the simulation target section in the simulation target section from the condition table; A simulation of the running of the train to be simulated in the section to be simulated is performed based on a simulation condition table that defines a vehicle condition and a track condition affecting train running, and a simulation result is recorded in the operation result / prediction file. simulation Train operation prediction apparatus is characterized in that a Deployment execution unit. 2. The train operation prediction device according to claim 1, wherein the operation prediction execution management unit has to perform a new operation prediction based on an error between the newly input operation result and the latest operation prediction result. A train operation prediction device for setting a train and a simulation target section. 3. The train operation prediction device according to claim 1, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to determine the position, speed, and adjustment of the simulation target train at minute intervals. A train operation prediction device, which calculates a speed. 4. The train operation prediction device according to claim 1, wherein the simulation execution unit records a closed section boundary position and a speed limit position using a simulation condition table based on the speed limit transition file. A train operation prediction device for calculating a time, a speed, and an acceleration / deceleration of a simulation target train at each position of a table. 5. The train operation prediction device according to claim 1 or 2, wherein the simulation execution unit determines a time required for the train to pass through each closed section in accordance with the approach speed and the speed limit based on the speed limit transition file. A train operation prediction device that calculates a time and a speed of a train to be simulated at a block section boundary position using a defined block section travel time table. 6. The train operation prediction device according to claim 1, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to execute the position and speed of the simulation target train at minute time intervals. And a first simulation execution means for calculating acceleration / deceleration, and a simulation condition table based on the speed limit transition file, the simulation target train at each position of the driving operation position table recording the closed section boundary position and the speed limit position. A second simulation execution condition for calculating time, speed and acceleration / deceleration, and a closed section travel time in which the time the train passes through each closed section based on the speed limit transition file is defined in accordance with the approach speed and the speed limit. By the table, it is possible to And a third simulation execution unit that calculates the time and speed of the simulation target train, and selects one of the simulation execution units suitable for the simulation target train and the simulation target section by the operation prediction execution management unit. A train operation prediction device characterized by executing a simulation by using a simulation. 7. A train operation prediction device according to any one of claims 1 to 6, and a train status and an operation plan after the current time based on the train operation prediction are input, and the operation command is issued to the operation plan change command of the commander. operation organized planning apparatus is characterized in that a service plan creation device to make the change of'll Riun rolling plan. 8. A train operation prediction device according to any one of claims 1 to 6, wherein the train operation prediction device is operated based on the departure time of the train to be simulated from the train operation prediction device, arrival time to the next station, and travel time between stations. A train operation plan creation device, comprising: an operation plan creation device that creates a plan. 9. A train operation prediction device according to any one of claims 1 to 6, and a transmission means for transmitting a speed limit transition file of the own train and an operation result / prediction file to each train. A train driving support device characterized by the above-mentioned.