JP3415279B2 - Block creation 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 device for creating a clot division which automatically performs a process of allocating a clogged section in a train running path, which is one of the important elements in making a train schedule.

[0002]

2. Description of the Related Art When it is necessary to construct a crowded train schedule that allows a large number of trains to operate in a short period of time, such as a suburban railway line, it is necessary to ensure that trains traveling in one direction are too close to each other. It is necessary to prevent it beforehand.

When such a preventive measure is incorporated in advance at the time of creating a train schedule, the idea of a block section, which is a section in which only one train is allowed in one section, is adopted. For example, when the train running path connecting the A station and the B station is composed of two closed sections, only two trains can operate at the same time between the stations.

Therefore, the number of block sections is set to an optimum value in consideration of safety and passenger transportation efficiency. Further, the length of each block section is not uniform, and it is necessary to set the optimum length according to the route situation of the corresponding position.

Conventionally, a person skilled in making a train schedule has
Based on his own knowledge and experience, he was designing the above-mentioned block intervals. However, when designing the allocation of this block section, even experienced users need to consider the position of the block section to set the block section separately by considering the restrictions on track facilities and by experience and intuition. Need to decide. Next, the designer asks for the maximum number of k in the block.
The display data, which is the speed indicating whether the vehicle can run at m / h, is provisionally determined.

[0006] Then, it is determined whether or not the tentatively determined display data and the allocation setting of the block section are valid. (A) A train existing in the block section intrudes into the next block section where the train is already located. To prevent it, the braking distance to decelerate to the target speed in the block section (b) The minimum operation gap, which is the minimum operation interval between the preceding train and the continuing train, (c) , various repeated blockage split patterns were designed and has determined the clogging split pattern that seems optimal therein final blockage split pattern for the corresponding train travel path.

[0007] The work of allocating the blocked sections is performed for each station, and finally, the blocked sections are allocated for all sections (one line section) to obtain the final allocation of the blocked sections of the section.

[0008] Further, the designer manually created a form such as a block diagram, a signal representation development diagram, a braking distance table, etc., after designing the block section allocation. Note that these forms are drawings of the data used at the time of the block design.

[0009]

However, the designer of the block interval allocation needs to allocate the block interval based on his / her own knowledge and experience . Therefore, for those who are unfamiliar with this layout design work, it takes a lot of time and labor to perform the optimum block block allocation.

Even when the work of allocating the optimum block section is completed, the above-mentioned block allocation diagram, signal development diagram, braking distance table, and other forms are manually created, so that the work efficiency is improved. There is a concern that the probability of occurrence of human error such as a calculation error may increase as well as decrease, and the reliability of each created form may decrease.

The present invention has been made in view of the above circumstances, and a train running simulation is performed by temporarily setting a block section on a train running path and allocating the temporarily set block section. By executing, the optimal block interval can be automatically allocated, the work efficiency of block interval allocation work can be significantly improved, and the probability of human error can be reduced. It is an object of the present invention to provide a block split creating device capable of greatly improving the reliability of layout.

[0012]

In order to solve the above-mentioned problems, in a clog division creating device of the present invention, a clog section provisional allocating means for tentatively allocating a plurality of clog sections to a train traveling path, and a clog. For each block section allocated by the section temporary allocation means, the track setting stored in the database
Equipment data, signal equipment data, vehicle characteristic data, station equipment data
Based on each condition data such as data, the signal showing data that shows the maximum possible train speed is obtained, and based on the temporary division pattern, the temporary division pattern is created as a temporary division pattern. , The operation curve creating means for creating the operation curve showing the relationship between the speed and the position of the train and the relationship between the position and the time when traveling in each block section at the speed of the signal indicating data, and the operation curve creating means. A train running simulation means for performing a train running simulation for a train running path based on each running curve, and a block splitting pattern determination means for determining the validity of a temporarily created block splitting pattern based on the running simulation result, Temporary allocation by means of temporary block allocation
Block division pattern while sequentially changing the number of block sections
Temporary creation, running curve creation, train running simulation
Repeatedly execute the
I have to.

According to another aspect of the invention, among the clogging division patterns determined to be appropriate by the clogging division pattern determining means in the above-mentioned invention, the optimum clogging division pattern is selected from the equipment cost, the preceding train and the continuing train. The minimum operation time interval between and the block split pattern evaluation means,
The present invention is provided with an output means for outputting the clogging pattern and the evaluation result which are evaluated as optimal by the clogging pattern evaluation means.

[0014]

According to the block split creating apparatus thus configured, the designer obtains data necessary for the block split design as a database.
Just by initializing the train to the default setting , the block section, block split pattern and operating curve are automatically created temporarily, and the train running simulation is executed for the temporarily created block split pattern and running curve. The adequacy of train travel is automatically determined.

According to another aspect of the invention, train running simulation and validity judgment are carried out for various blocking patterns by the above-mentioned method. These results are tentatively registered, and the optimal clogging pattern can be evaluated from the temporarily registered, and finally, the clogging pattern data can be output, improving the accuracy and efficiency of creation work. Will be planned.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a block split creating device according to an embodiment. The block creating device is composed of a kind of information processing device such as a computer.

For the bus line 1, a control unit 2 which incorporates a CPU, a program memory, a work memory and the like to execute various information processing, a database 3 formed on an auxiliary storage device such as an HDD or FDD, and a CRT display A display unit 4, a keyboard 5 and a printer 6 for printing out various forms are connected.

In the database 3, track facility data 3a, signal facility data 3b, vehicle specific data 3c, station facility data 3 for automatically allocating closed sections.
Various condition data such as d are stored.

The keyboard 5 is used for inputting various operation commands by the designer and setting various condition data for the database 3. The display 4 displays various setting data by the keyboard 5, allocation contents of the block section and block allocation.
It is used to display the pattern evaluation result. Further, the printer 6 is used for outputting the form of the allocation contents of the block section and the evaluation result of the block allocation pattern .

Further, as described above, the control unit 2 is configured as a software on the application program, and the block section temporary allocation section 2a and the block allocation pattern temporary creation section 2 are provided.
b, the operation curve creation unit 2c, the train running simulation execution unit 2d, the block split pattern determination unit 2e, the block split pattern evaluation unit 2f. And an output control unit 2g and the like.

In the block allocation generating device having such a configuration, the control unit 2 executes the block interval allocation process in accordance with the flow chart of FIG. 2 in a state where the various condition data described above are set in the database 3. The program is organized into.

When the flow chart is started, first, the block section temporary allocation section 2a is activated, and P (program step) 1
From P to P2, the number of block sections between block generation stations is set to 2 to n. Then, when the number of each block section of 2 to n is provisionally set, each block section is provisionally allocated (P3). Then, after creating the block split pattern by the block split pattern temporary creation unit 2b, the operation curve creation unit 2c is activated, and from the position of the temporarily created block segment, for example, as shown in FIGS. 4 and 7, A train operation curve between stations is created (P4).

Next, at P5, the train traveling simulation execution unit 2d is activated to execute a train traveling simulation for simulating the traveling of each train according to the created operation curve. Then, based on the simulation result, it is verified whether or not train traveling is actually possible (P6). If the train cannot be run, the process returns to P3, and the temporary allocation process for different block sections within the same block section number is performed.

In P6, when the simulation result indicates that the train can run, the block division pattern determination unit 2e is activated to calculate the braking distance (P7), and the target signal display data of the block section is calculated. It is determined whether the train can be decelerated to the indicated speed (P8). As a result of the calculation, when the braking distance is insufficient, the process returns to P3, and the temporary allocation process for different block sections within the same block section number is performed.

When the braking distance condition is satisfied at P8,
The temporarily created block section allocation data is stored and held in the block data file 7 shown in FIG. 2 in P9
When the creation of each block interval allocation data when the number of each block interval of n is provisionally set, at P10, the block allocation pattern evaluation unit 2f is activated to evaluate each created block allocation pattern , Select the appropriate blocking pattern. Then, the output control unit 2g is activated to output the selected optimum block split pattern and its evaluation result to the printer 6, for example (P11).

This process is performed not only between stations
When it is executed for all the routes (P12), the process of allocating the block section in this block creating device is completed. Next, detailed operation description of each unit 2a to 2g of the control unit 2 of FIG. 1 will be sequentially performed.

(1) The operation of the closed block provisional allocation section 2a at P3 will be described with reference to FIG. M block positions in the block block number M are temporarily created. Specifically, the block position is provisionally set in units of 1 m, excluding the curve, the slope, the middle of the curve, the apex of the slope, etc. of the track facility data 3a in the condition data stored in the database 2.

For example, as shown in FIG. 3, when the number of block sections M is 2, the first position is D1 1 m after the starting point of the station.
The second position is D2, which is 1 m after D1. With D1 fixed, increase the position of D2 by 1m and repeat until the arrival position at the next station. Next, the position of D1 is increased by 1 m, and the position of D2 is further increased by 1 m until the arrival position at the next station.

In this way, D1 is 1 m to the arrival position at the next station
The position of D1 and D2 is determined by gradually increasing. Therefore, when the number M of block sections is n, the block positions are D1 to Dn.

(2) At the same time when the respective positions D1 to Dn are determined, the block split pattern provisional part 2b is activated to obtain a block split pattern composed of the signal indicating pattern. Specifically, when a train is present in one block section, the display data in the block section behind the block section is set. This is called block pattern data.

That is, when a plurality of trains travel on the same route in the same direction, if the preceding train is in front, the succeeding train will have its own speed in the closed section before the closed section in which the preceding train is located. Must be decelerated to the speed of the display data, so the pattern display data is the pattern of the position of the block section where the preceding train is located and the display data of the continuing train.

Further details will be described with reference to FIGS. 4 and 5. FIG. 4 shows a running curve of a train on the train running path between station 1 and station 2. The vertical axis represents the position of each block section in the position (m), and the horizontal axis represents the running time of the train. Characteristic (1) in the figure shows the tip running curve of the preceding train, and characteristic (2)
Indicates the tail train running curve of the preceding train. In addition, characteristic (3) shows the tip operation curve of the continuing train, and characteristic (4) shows the tail operation curve of the continuing train.

For example, the block D1 for closing the signal display pattern
The block section D2 at the rear of is separated by xxm, so y1 is shown. Also, since there is a curve between D1 and D2, y2 is shown.
Also, since there is a slope between D1 and D2, y3 is shown. D1
Since there is a restriction on the equipment between D2 and D2, signal display data is determined such as y4 display. This display pattern corresponds to R, Y, YY, YG, and G set in the block section behind the in-rail position of the preceding train in FIG.

FIG. 5 is a signal display development view of the created signal display pattern data. The highest H in the data table
T, D1T, ... represent closed sections, and the respective numbers below are signal display data showing speed (km / h). For example,
When the train is in the block section of D4T , the signal display data of the block section D4T is 0 (km / h), and the signal display data of the block section D3T one behind is 3
It is 0 km / h. Furthermore, the block section D2 behind it
The signal display data of T is 50 km / h .

As described above, when a train is present in each block section following one block section in which the train is present, data indicating the maximum number of km / h at which the train can run (signal (Present data) is determined. The data shown in the development view of FIG. 5 is registered in the block data table 7 shown in FIG. 6 as a block split pattern.

When one block allocation pattern temporarily allocated in this way is created, the operation curve creation unit 2c is activated as shown in FIG. (3) The detailed operation of the operation curve creation unit 2c will be described.

The operation curve creating unit 2c creates a block division pattern created based on the allocation of each block section, which is temporarily set in advance, and the curves and slopes stored in the database 3.
Each running curve shown in FIGS. 7 and 4 for the train to travel is created based on the track facility data 3a for the tunnel section and the vehicle characteristic data 3c such as weight, acceleration, deceleration, and the like.

This running curve is a characteristic diagram showing the relationship between the speed and position of the train shown in FIG. 7 when traveling at the speed of the signal indicating data in each block section, and the position and time of each train shown in FIG. And a characteristic diagram showing the relationship between In FIG. 7, the number of k0~k4 is the number of the block section
Show . That is, k0 indicates the departure station and k4 indicates the arrival station. It also indicates that the train can travel at the speeds indicated by the signal indication data of g1 to g4 in each block section of k1 to k4.

When each operation curve for one block split pattern is created in this way, the train simulation execution unit 2d is activated as shown in FIG. (4) The detailed operation of the train simulation execution unit 2d will be described.

FIG. 8 is a functional block diagram showing the processing operation of the train simulation execution unit 2d. This train simulation is roughly divided into a route setting unit 8, a signal simulation unit 9, an interlocking simulation unit 10, and a speed position calculation unit 11.

In the train running simulation, one cycle is calculated every i seconds. First, the speed position calculation process 11 calculates at which position the train is traveling and at which km / h at each cycle. Specifically, the speed position calculation processing 11 includes the signal equipment data 3b, the line equipment data 3a. Based on the vehicle characteristic data 3c, the driving curve data 3e, the facility restriction data 3f, the signal display data 12a calculated previously, and the traveling record data 12b i seconds ago, the position of the train i seconds later and The speed is calculated and stored in the traveling record data 12b. That is, the traveling record data 12b is updated every i seconds.

The signal display data 12a is display data which can be traveled for each block section. In addition, the traveling record data 12
b is the train position, speed, acceleration, deceleration, reception display data, target display calculated in consideration of the gradient, curve, acceleration, etc. at j seconds (simulation absolute time 0 seconds to i second increment addition time) It consists of data.

Further, the signal equipment data 3b is data of route equipment, station equipment and the like, and the line equipment data 3a is data of curves, slopes, tunnel sections and the like on the route. The vehicle characteristic data 3c is data such as vehicle weight, train type, acceleration, deceleration, and air resistance. The facility restriction data 3f is data that, due to noise, construction problems, etc., the vehicle can travel only at a speed of up to x km / h for a distance of up to which distance.

Next, the route setting unit 8 makes the planned timetable 13
a, driving curve data 3e, the traveling record data 12b,
Based on the track circuit state data 13c, the train generation, the consumption, the judgment at the time of passing the train stop point, the target speed are set in the travel record data 12b, and the track circuit state is stored as the route circuit data 13c. Further, the route request is stored as route request data 13b.

Further, the interlocking simulation unit 10 simulates interlocking based on the route request data 13b of the route setting unit 8 and stores the state of the rolling device as rolling device state data 14a.
Further, the interlocking simulation unit 10 verifies the content of the interlocking condition data 14a and, if all the conditions are satisfied, stores the train-passable course condition data 14c.

Further, the signal simulating unit 9 determines the on-rail position of the train on the basis of the track circuit state data 13c, and on the basis of the signal indicating pattern data 15a created earlier, the rear track circuit of the train on-track circuit ( The signal indicating data 12b is set in the block section.

By the above-mentioned respective units 8, 9, 10, 11 operating cyclically, the train running is simulated in a form as close as possible to the actual model. Incidentally. Depending on the data of the block section allocation and the operation curve, train traveling may not be possible, but in that case, train operation impossible information is output as a simulation result.

When the simulation result of train operation is obtained, the braking distance calculation is executed. (5) A braking distance calculation method will be described.

Based on the block section allocation data obtained by the block section temporary allocation section 2a and the operation curve creation section 2c and the operation curve data, when the braking is applied at each traveling speed in the block section, the lower order Train stops the braking distance that can be decelerated by the display data 0 Display data (speed 0k
m / h). Based on the calculated data, it is determined whether the train can decelerate from the start position to the end position of the closed section of the train up to the present data. When deceleration is possible, braking is possible, and when deceleration is not possible, braking is impossible.

The results of each braking distance calculation are stored in a file in the form of a braking distance table, and if necessary, a form is output as shown in FIG. When the brake is applied when the traveling speed is in the traveling indication column at the position of each block section,
The braking distance at which the vehicle can be decelerated to the speed in the deceleration indication column is shown in the deceleration indication brake distance column.

(6) The detailed operations of the block split pattern evaluation section 2f and the output control section 2g will be described with reference to FIG. First, the train traveling simulation unit 16 for calculating the time gap uses the train traveling simulation function described above to perform the train traveling simulation for calculating the time gap. In this simulation, the running mode of the train is set to the time interval calculation mode, and it is possible to collect the data for time interval calculation while the train is running. A running simulation of one train is performed in this running mode, and the signal display intersection time data 16
a and the signal display change time data 16b are calculated.

The signal display intersection time data 16a is the display data (speed) within the block section when the train runs.
The time (TA _j ^si ) is stored in the present data area when the time is exceeded (or decreased), as shown in FIG. When the train enters the block section, the entry time is stored in the area of the reception indication data.

The signal display change time data 16b is the time when the train first changed to the display after passing through the block section, and as shown in FIG. 11, the time (TB _j ^si ) in the data area. Is stored.

The minimum operating time interval calculating section 17 obtains the minimum operating time interval T ^j min from the signal indicating intersection time data 16a and the signal indicating change time data 16b. The minimum operating time interval for each block section is calculated by equation (1).

T ^j min = max (TB _j ^si −TA _j ^si ) ... (1) si: Signal indication data type j: Blocking section number T ^j min: j Minimum operating time interval TA _j ^{si in} blocking section: si signal showing crossing time TB _j ^{si in the} j closing section: si signal showing change time in the j closing section The minimum operating time interval calculating unit 17 obtains the minimum operating time T ^j min for each closing interval and closes it. The maximum of each section is the minimum operating time between stations. This data is stored as the minimum operation time interval data 18b for each block pattern.

(7) Optimal closing division pattern determination unit 18
The operation of will be described. Optimal blockage pattern determination unit 18
Determines the optimum block splitting pattern based on the minimum driving time interval data 18b, the optimum determination data 18a shown in FIG. 12, and the above-mentioned running record data 12b. The conditions for this optimum block split pattern determination are: (a) The minimum operation time interval is the minimum operation time interval h4 pramina x 4 seconds in the optimum evaluation data 18a . (B) The optimal operation judgment data 18a shown in FIG. The number of blocks in the h1 is the number of pr1 miners x1 (c) The installation cost of the blockage facility is the facility cost h2 in the optimal judgment data 18a h2 The primary cost is x2 yen (d) The actual change time interval is the current in the optimal judgment data 18a. It is that the change-in-time interval is h3 pramina × 3 seconds. Closure patterns that satisfy all of these are accepted and registered normally. The evaluation result output unit 19 responds to the operation of the keyboard 5 and prints out the normally registered closing pattern through the printer 6.

The evaluation result output unit 19 is a regular registration which is calculated and evaluated by the block section temporary preparation section 2a, the operation curve preparation section 2b, the train running simulation execution section 2d, the braking distance calculation section and the block division pattern evaluation section 2f. Various kinds of data are extracted from the data, and the four types of the block division diagram 19a, the signal development diagram 19b, the braking distance table 19c, and the evaluation result table 20 shown in FIG. Or to the printer 6.

By operating the keyboard 5, it is possible to perform the above-mentioned output processing for each closing pattern, and to arbitrarily select and display the cost, the minimum operation time interval, and the display change time interval. Is.

As described above, in the block allocation device of the embodiment, the temporary allocation of a plurality of block sections is automatically executed and temporarily allocated to the train running path connecting the station 1 and the station 2. A block split pattern is automatically created using each block segment. Then, clogging split path this that have been created
A simulation relating to train running is executed for a turn , and an optimal block allocation pattern is selected from among the appropriate block allocation patterns for simulation and is output in a table.

Therefore, the work load on the designer who performs the layout design of the block section is significantly reduced. Further, since the book table showing the allocation result is automatically output, the occurrence of human error is prevented in advance.

[0061]

As described above, according to the block allocation device of the present invention, a block section is provisionally set for the train running path, and the train running is performed for this provisionally set block section allocation. You are running a simulation.

Therefore, it is possible to automatically and repeatedly calculate the optimum allocation design of the clogging section by initializing various data, and output the result to the printer or the display. The design time can be shortened, and the efficiency of the allocation design work for the block section can be greatly shortened.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of a block split creating device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing the overall operation of the apparatus of the embodiment.

FIG. 3 is a diagram showing an allocation procedure of a block section in the apparatus of the embodiment.

FIG. 4 is an operation curve diagram created by the apparatus of the embodiment.

FIG. 5 is a development view showing each signal showing data created by the apparatus of the embodiment.

FIG. 6 is a diagram showing a block data file of the apparatus of the embodiment.

FIG. 7 is another operation curve diagram created by the apparatus of the embodiment.

FIG. 8 is a schematic configuration diagram of a train running simulation execution unit of the device of the embodiment.

FIG. 9 is a functional block diagram showing the operation of a block split pattern evaluation unit of the apparatus of the embodiment.

FIG. 10 is a diagram showing signal indicating crossing time data in the evaluation unit.

FIG. 11 is a diagram showing signal manifestation change time data in the evaluation unit.

FIG. 12 is a diagram showing optimum determination data in the evaluation unit.

FIG. 13 is a view showing braking distance data in each block section obtained by the device of the embodiment.

FIG. 14 is an evaluation result diagram obtained by the evaluation unit.

[Explanation of symbols]

2 ... Control part, 2a ... Blocking section temporary allocation part, 2b ... Blocking pattern temporary creation part, 2c ... Running curve creation part, 2d ... Train running simulation execution part, 2e ... Blocking pattern determination part, 2f ... Blocking pattern Evaluation department. 2g ... Output control unit, 3 ... Database, 4 ... Display device, 5 ... Keyboard, 6 ... Printer

Claims (2)

(57) [Claims] 1. A block section provisional allocating means for tentatively allocating a plurality of block sections to a train running path, and a line facility stored in a database for each block section allocated by the block section temporary allocating means. data,
Signal equipment data, vehicle characteristic data, station equipment data, etc.
Based on the condition data, the signal display data showing the maximum train speed possible is obtained, and the occlusal division pattern temporary creating means for tentatively creating the occlusal allocation pattern, and each occluding section based on the tentatively created occluding allocation pattern. When the vehicle travels at the speed indicated by the signal indicating data, the operation curve creating means creates an operation curve showing the relationship between the speed and position of the train and the relationship between position and time, and the operation curve creating means. with each operation and the train running simulation means for performing a train traveling simulation for train travel path based on the curve, and a clogging split pattern determining means for determining validity of the clogging split pattern the provisional creation based on the running simulation results, the Blocking section Temporary allocation means
Temporary work of the above-mentioned block division pattern while changing the number sequentially
Completion, train curve creation, train running simulation
The feature is that the line and block division patterns are repeatedly determined.
A device for creating blockages. 2. An optimal block allocation pattern among the block allocation patterns determined to be valid by the block allocation pattern determination means is evaluated based on the equipment cost and the minimum operating time interval between the preceding train and the continuing train. 2. The block splitting pattern evaluation device according to claim 1, further comprising: a block splitting pattern evaluation unit for outputting the block splitting pattern evaluated by the block splitting pattern evaluation unit and an output unit for outputting an evaluation result.