JP3491556B2 - Train control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the field of train control for railways, and more particularly to deadlock detection and cancellation so as not to result in an unexecutable timetable when the train order is changed in train operation management. The present invention relates to a train control device that can be performed.

[0002]

2. Description of the Related Art In the operation management of trains in the railway field, the order of trains has been changed, so that an inoperable timetable is not taken. In the conventional train control device, the timetable is changed by changing the timetable. When doing, for example,
"31st National Symposium on Cybernetics in Railways"
As described on pages 67 to 170, various cases were taken into consideration so as not to make an inoperable timetable. In particular, with respect to deadlock avoidance, as described on page 170 of this prior art, various patterns must be assumed in advance in consideration of the structure of the station.

[0003]

In such a conventional technique, all logics must be taken into consideration in various cases. This has a problem that it takes time to build a system and also a problem that a situation that has not been taken into consideration cannot be dealt with.

It is an object of the present invention to provide a train control device which detects a deadlock and avoids the deadlock after the detection without using a general-purpose logic to predict a pattern in advance.

[0005]

In order to achieve such an object, according to the present invention, a train control device stores a train database for holding departure, arrival and passage times of trains and train departure, arrival and passage times. Station usage point information according to each station, information stored in the point usage relative time database that holds relative point usage times from departure, arrival, and passage times, information stored in the diamond database, and point usage relative time database, and for each point Train using points I
It has a point use queue that holds D before the point use time and a track database that holds the capacity of each track, and a control unit that keeps the train order consistency by using the information of the point use queue and the track database. is there.

The contradiction resolution section determines the possibility of a solid line under the following conditions.

Condition 1: For any two trains running on the same track, the use order of the points at both ends of the track must not be changed.

Condition 2: A set of trains traveling on the same track,
When a train set with a capacity equal to or greater than the capacity of the track is taken out and the points at both ends are considered to have the same time of use, it is possible that the order of the points at both ends is traced back to time. Can not.

Here, "just more" means that the capacity of the group excluding the last train is less than or equal to the capacity of the line.

In the present invention, by changing the order of trains, it is decided that the schedule cannot be realized when such conditions are not satisfied.

Here, the conditions 1 and 2 will be described with examples.

An explanation of condition 1 is shown in FIG. The line diagram of FIG. 2 shows that line 1 is connected to point 1 and point 2. Here, if the use order of point 1 is the order of train 1 and train 2, and the use order of point 2 is also the order of train 1 and train 2, the points at both ends of line 1 (point 1 and point 2 In), since the order of using points is the same, it is determined that the schedule is feasible and Condition 1 is satisfied. On the other hand, while the order of use of point 1 is train 1 and train 2,
When the use order of the point 2 is the order of the train 2 and the train 1, it means that the train 1 and the train 2 overlap each other on the track 1, and it is determined that they cannot be executed and the condition 1 is not satisfied.
Therefore, to resolve the contradiction when Condition 1 is not satisfied,
At either point 1 or point 2, the order of train 1 and train 2 may be changed.

Next, an explanation of condition 2 is shown in FIG. The line diagram of FIG. 3 shows that two lines, line 1 and line 2, are connected between point 1 and point 2. Here, the order of use of point 1 is train 1, train 2,
It is train 3, and the order of use of point 2 is train 2, train 3, train 1. Also, for each train, train 1 runs on track 1 and trains 2 and 3 run on track 2. As for the line capacity,
In the case where only one train can exist at the same time, the train 2 and the train 3 cannot enter the track 2 at the same time due to the limitation of the track capacity. Train 2 is track 2
It means that the timing of leaving the train must be at least before the timing of the train 3 entering the track 2. In the present invention, in order to show these things,
A link (broken double-headed arrow in the figure) is provided between the timing when the train 1 uses the point 1 and the timing when the train 1 uses the point 2. Such a link is called synchronization. In the case of (a), the train crossing this synchronous link is train 1, and the use of point 1 and the use of point 2 of train 1 are determined to be feasible because they are performed according to the flow of time. It will be. Specifically, it can be realized by the train 1 and the train 3 passing through the line 1 after the train 1 enters the line 1. On the other hand, in the case of (b), the train 1 which is a train intersecting the synchronous link is
After synchronization, it will move forward (broken line arrow in the figure). Therefore, in this case, it is determined that it cannot be realized. Specifically, in this case, the train 2 and the train 3 are accommodated in the track 2, and the train 1 is a train attempting to overtake the train 2 and the train 3, which cannot be realized. And in order to eliminate the contradiction in the case of (b), at point 1, change the order of train 1 and train 2, or
At point 2, by controlling the order of the train 3 and the train 1 so as to be changed or performed, there is no train crossing the synchronous link and the contradiction is resolved. For example, at point 1, changing the order of the train 1 and the train 2 means that the train 2 first passes through the track 2 and then the train 3 is accommodated in the track 2, and then the train 1 connects the track 1. Use
It is a feasible timetable to overtake train 3.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the drawings.

The overall structure of the present invention is shown in FIG. The train control device 1 of FIG. 1 includes a timetable database 12 that holds train timetable information, a route control device 13 that controls the route of the train based on the position and time of the train, and timetable information, and changes the timetable according to the movement of the train. It is configured to include at least a timetable change device 11 that supports a commander who performs an operation called operation rescheduling, and a control device 14 that checks whether the timetable change causes a contradiction and, if possible, eliminates the contradiction. The train control device 1 monitors the movement of the train by these configurations, and when a train delay occurs, changes the order of arrival, departure and passage of the train in order to reduce the influence of the delay. is there.

The route control device 13 controls the route according to the schedule held in the schedule database 12.

The point of the present invention is that the timetable changing device 11
However, when an attempt is made to change the order of arrival, departure, and passage of trains in the timetable database 12, it is determined whether the change is feasible, and if the contradiction can be resolved, it is resolved by the control device 14. It is a point equipped with.
For the parts other than the control device 14, the mechanism of the conventional train control device can be used as it is.

The control device 14 will be described.

The structure of the controller 14 is shown in FIG. The control device 14 sets the departure, arrival and passage times of the train to the departure,
Relative point use time database 14 that holds station use point information according to arrival and passage times and relative point use times from departure time, arrival time, and passage time
1, a track database 142 that holds track connection relationships and track capacities, a point use order queue 144 that holds point use train IDs for each point in order of point use time, and information about the point use order queue 144,
The control unit 143 is configured to maintain the consistency of train order using the information of the track database 142.

First, the contents of the point use relative time database 141 will be described. In the point use relative time database 141, according to the route on the timetable, when the train travels along the route, the departure and arrival time of the station,
This is a database that saves the difference between the points used in the route and the use time. The difference between the departure and arrival times at the station and the use time of the points in the route will be described with reference to FIG. Figure 5
(A) is a figure which shows the case of wearing. In the case of arrival, the time when the train arrives at a specific position called the station's timekeeping time is the arrival time on the timetable, but it will pass over point 1 a certain time before the arrival time on the timetable. . The difference between this arrival time and the passing time on point 1 is the point use relative time in this case. FIG. 5B shows the case of departure. In the case of departure, the time at which the train starts moving from the time setting position of the station is the departure time on the timetable, but the train passes point 2 after a certain time after the departure time on the timetable. The difference between this departure time and the passing time on point 2 is the point use relative time in this case. In this example, when the route 1 of the station 1 is set, the point 1 of the station 1 is
It is used 30 seconds before the train arrives at the station pick-up position.
When the route 2 of is set, the point 2 of the station 1 is
It indicates that the train will be used 30 seconds after reaching the station pick-up position.

Next, the contents of the point use relative time database 141 are shown in FIG. 6 (a). As shown in FIG. 6A, the point use relative time database 141 holds the ID of the point in the course and the point use relative time when the point is used for each course on the schedule. In FIG. 6A, the column 1411 holds the station ID uniquely assigned to the station, and the column 1412 holds the route ID uniquely assigned within the station. In the example shown in FIG. 6, information on two routes (a route with a route ID1 and a route with a route ID2) at the same station (the station ID is 1) is stored. The column 1413 is the ID of the point uniquely given in the station, and the column 1414 is the relative use of the point designated in the column 1413 when the train runs on the route designated by 1411 and 1412. The time is stored. The columns 1415 and 1416 are
When the route of the station is set, information about which line is connected to which line at that point is stored in consideration of the traveling direction of the train.
The column 1415 stores the track ID of the original track that the train enters at that point, and the column 1416 stores the track ID of the track that the train leaves from that point. From the above data, when the station ID, route ID, and departure / arrival time are specified,
It is possible to specify which point is used at what time and, if used, which train the train runs from to which track. For example, the data in FIG. 6A represents the data of the line shown in FIG. 6B.
In the route 1 of the station 1, the point 1 is used in the direction from the track 1 to the track 2, and the use time indicates that it is 30 seconds before the train reaches the station's time setting position. Similarly, in the track 2 of the station 1, the point 2 is changed from the track 2 to the track 3
It is used in the direction toward, and its use time indicates that it is 30 seconds after the train passes the time position of the station.

Next, referring to FIG. 7, the track database 14
2 will be described. FIG. 7 shows the track database 142.
2 shows a data table stored in, which holds line connection relationships and line capacities. Here, the line refers to a line without a branch between points. The line capacity is expressed in units called "units". The unit is a unit of the length of the train. It is assumed that the long train has a large number of units and the short train has a small number of units. In the track database 142, for each track, the point IDs of the L end and the R end,
A data table 1420 (FIG. 7) that stores information on the portion that holds the line capacitance, and L-end line ID and R for each point
It is composed of a portion holding an end line ID. In FIG. 7, a column 1421 is a line ID column uniquely assigned to each line, a column 1422 is connected, and a column 1423 is connected to the L and R ends of the line, respectively. It stores the ID of the existing point. Here, the L end and the R end are provided for convenience to distinguish both ends of the line. Furthermore, in the column 1424, the line capacity of the line is stored in units. Also shown in the figure
1425 of another storage section of the data table
In the field of, the uniquely assigned point ID is 14
Columns 26 and 1427 store the IDs of lines that can be connected to the L side and the IDs of lines that can be connected to the R side of the point. In the present embodiment, when searching for a point adjacent to a certain point, these two types of data are referenced alternately. Specifically, first, the data for each point is referenced to obtain the track ID connectable to that point. Next, the adjacent point ID is obtained by referring to the data corresponding to the obtained track ID.

Next, the point use order queue 144 will be described with reference to FIG. Point use order queue 1
44 is, for each point, a train ID, a train capacity ("represented by a unit"), a point use time, and a point use sequence from start to finish assigned for each train in the order in which the points are used. Hold. In FIG. 8A, 1431 column, 1432 column, 1433 column, 1
In the column 434, for the point with the point ID 1,
The trains using the points are arranged before the use time, and the column 1431 shows the ID of the train using the point 1 (I uniquely assigned to identify the train.
D), the column 1432 is the capacity of the train (the length of the train is expressed in units), the column 1433 is the time when the train uses point 1, and the column 1434 is set at that time. This is the route ID to be performed. Similarly, FIG.
Column 1435, 1436 column, 1437 column, 143
The 8th column shows the trains using the points with the point IDs of 2 arranged in the order of use time, and the 1435th column shows the I of the trains using the point 2.
D (I uniquely assigned to identify the train
D), the column 1436 is the capacity of the train (the length of the train is expressed in units), the column 1437 is the time when the train uses point 2, and the column 1438 is set at that time. This is the route ID to be performed. As described above, by referring to the contents of the point use order queue, it is possible to know which train, when, and what route the point is used for each point. Further, since the route ID is stored, it is possible to know from which track the train runs when the train uses the point, from the data in the point use relative time database 141.

Next, the processing of the control unit 143 will be described. The control unit 143 performs initialization processing of the point use order queue 144. This initialization processing refers to the timetable database 12, and calculates the point use time when the train runs according to the timetable from the departure and arrival times on the timetable and the contents of the point use relative time database 141. In the timetable database 12, the train ID of the train departing / arriving at the station, the route ID used, and the departure / arrival time are stored for each station. As described above, the point-use relative time database 141 stores the relative time from the departure / arrival time (the time when the station arrives at the station time point) for each route and for each point in the route. Path I
From D and the arrival / departure time, it is possible to specify for each point which train uses that point. As the identified result, the point ID, the train ID, the point use time, and the course ID at that time are stored in the point use order queue 144. Point use order queue 14
In 4, the data is sorted and saved according to the point use time.

Next, the processing of the control unit 143 when the timetable is changed will be described with reference to the flow charts of FIGS. 9, 12 and 13 and FIG.
0, which will be described with reference to FIG. The change of timetable from the timetable change device 11 is notified to the control device 14 via the timetable database 12. A schematic flow diagram of the operation after the controller 14 receives the notification is shown in FIG. As shown in FIG. 9, when the order of trains is changed, based on the train to be changed and the station to be changed, adjacent points are searched in a direction in which the time is delayed, and contradictions are checked and resolved (step 90).
1). Further, the adjacent points in the direction in which the time is shortened are searched for and the contradiction is checked and resolved (step 90).
2). After the steps 901 and 902 are finished, it is checked whether or not the contradiction remains (step 903). If the contradiction remains, it can be determined that the original timetable change cannot be realized. Therefore, the timetable change device 11 is notified of the inexecutability (step 904) and the process ends. If all the contradictions have been resolved, the process ends.

Next, flow charts of step 901 and step 902 are shown in FIGS. 12 and 13, respectively.

First, step 901 will be described with reference to FIG. In step 901, first, it is checked whether or not there is an adjacent point that is later than the point use time at the changed point, including the changed two trains from the changed point (step 12).
01). FIG. 14 shows a flowchart of the adjacent point identification processing (step 1201). In this process, first, the route ID is extracted for each of the two trains to be changed by referring to the point use order queue 144 regarding the point of interest at present (step 1401).
Based on the retrieved route ID, the point use relative time database 141 is accessed to identify the track that each train will enter next (step 1402). The reason why the next approaching line is taken out is to identify a point used later than the point of interest. When the next approaching track is specified for each train, the track IDs are compared (step 1403). If the track IDs of the two trains to be changed match, the point ID existing at the end of the track is retrieved by accessing the track database 142 (step 1404), and Y is returned. If they do not match, the two trains to be changed use different tracks, that is, there is no inconsistency, and N is returned.

Next, the contradiction check and resolution of condition 1 (step 1202) and the contradiction check and resolution of condition 2 (step 1203) will be described with reference to FIGS. 10 and 11, respectively.

First, in step 1202, as shown in FIG.
The example will be described. In step 1201, the point of interest and the adjacent point are respectively specified, and the point use order queue 144 corresponding to them is referred to, and the following processing is performed. In FIG. 10, (a) is the original diamond. In the original schedule, the order in the point 1 usage order queue and the order in the point 2 usage order queue 144 are the same and can be executed. Here, it is assumed that the point 2 use order is changed as in (b). The state (b) violates the condition 1 and cannot be executed. This feasibility can be determined by comparing the contents of the point use order queue. In this case, since there is a contradiction, as shown in (c), the contradiction is resolved by exchanging train 1 and train 2 in the point 1 use order queue. Here, it should be noted that the timetable change is performed for the point 2, and changing the order of the point 2 cancels the timetable change. Therefore, here, the order of point 2 is prioritized and the order of point 1 is changed. Thus, if two points are taken out, it is possible to know which one should be prioritized. Here, control is performed with a contradiction in each of the direction in which the time is delayed and the direction in which the time is advanced, starting from the position where the timetable change is performed as a starting point. However, as time goes by, the things that have already been executed will arrive in time. Since the order of executions cannot be changed, if the contradiction remains when the executions are found, it can be understood that the original timetable change cannot be realized. As described above, checking and resolving inconsistencies is
Point usage order queue 14 for two adjacent points
It can be realized by checking and operating the contents of 4.

Next, step 1203 will be described with reference to FIG. First, in the check of condition 2, a set of trains that just exceeds the track capacity is searched for for each track. As described above, in the point use order queue 144, the railroad to which the train enters after passing the point is designated,
If not, condition 2 check is not necessary. Link to synchronize train point usage at both ends of a train set that just exceeds track capacity. In FIG. 11, train 2
And the train 3 uses the line 2, but only one train can be put in the line 2, and thus the set of the train 2 and the train 3 is a set that exceeds the line capacity. Here, a synchronous link is established between the use of point 2 for the train 3 as the rear train to enter the track 2 and the use of point 1 for the train 2 as the front train to leave the track. For all trains crossing this link, check that the order of use of the points at both ends is consistent with the link. The intersection with the link may be found in the point use sequence queue of points 1 and 2 by looking for trains that exist before the use of the point linked by one and after the use of the point linked by the other. Next, regarding the contradiction check, for this contradiction check, the sequence number (number in parentheses in FIG. 11) for each train in the point use sequence queue is used. For trains that intersect the link, if the point usage before the link has a higher sequence number than the point usage after the link (if the point usage before the link is later than the point usage after the link) It can be judged as a contradiction. In the case of FIG. 11B, since there is a contradiction, the contradiction is resolved as in (c). As in the case of the condition 1, in order to resolve the contradiction, the point to be prioritized is known, and therefore the order of the point which is not prioritized is changed so as not to intersect the synchronization link.

First, step 902 will be described with reference to FIG. In Step 902, first, it is checked whether there is an adjacent point including the two trains changed from the changed point and earlier than the point use time at the changed point (Step 13).
01). FIG. 15 shows a flowchart of the adjacent point identification processing (step 1301). In this process, first, the route use ID queue 144 regarding the point of interest at present is referred to, and the route ID is extracted for each of the two trains to be changed (step 1501). Based on the retrieved route ID, the point use relative time database 141 is accessed, and each track used by the train in front is specified (step 1502). The reason why the line to be used before is taken out is to identify a point used earlier than the point of interest. When the track to be used before is specified for each train, the track ID is compared (step 1503). If the track IDs of the two trains to be changed match, the point ID existing at the end of the track is retrieved by accessing the track database 142 (step 1504) and Y is returned. If they do not match, the two trains to be changed use different tracks, that is, there is no inconsistency, and N is returned. Regarding step 1302 and step 1303,
Since the processing is the same as steps 1202 and 1203, description thereof will be omitted.

By performing the above processing, it is possible to determine whether the designated timetable change is feasible and to resolve the contradiction.

[0033]

According to the present invention, it is possible to realize a train control device applicable to various line sections without considering the individual cases in different cases.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a train control device in an embodiment of the present invention.

FIG. 2 is an explanatory diagram of a contradiction check condition 1 according to the present invention.

FIG. 3 is an explanatory diagram of a contradiction check condition 2 according to the present invention.

FIG. 4 is a diagram showing a configuration of a control device according to an embodiment of the present invention.

FIG. 5 is a conceptual diagram of a point use relative time in the embodiment of the present invention.

FIG. 6 is a diagram showing contents of a point use relative time database in the embodiment of the present invention.

FIG. 7 is a diagram showing contents of a track database in the embodiment of the present invention.

FIG. 8 is a diagram showing the contents of a point use order queue according to the embodiment of the present invention.

FIG. 9 is a diagram showing a processing flow of a control unit in the embodiment of the present invention.

FIG. 10 is a diagram showing how contradictions are resolved regarding condition 1 of the control unit according to the embodiment of the present invention.

FIG. 11 is a diagram showing the processing of step 1203.

FIG. 12 is a diagram showing how contradictions are resolved regarding condition 2 of the control unit according to the embodiment of the present invention.

FIG. 13 is a diagram showing a process of step 902.

FIG. 14 is a diagram showing the processing of step 1201.

FIG. 15 is a diagram showing the processing of step 1301.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Train control device, 11 ... Diamond change device, 12 ... Diamond database, 13 ... Route control device, 14 ... Control device, 141 ... Point use relative time database, 14
2 ... Track database, 143 ... Control unit, 144 ... Point use order queue.

Claims (2)

(57) [Claims] 1. A timetable including a timetable database that holds departure, arrival, and passage times of a plurality of trains, and a timetable changing device that requests a change in information of the timetable database, and a plurality of timetables based on information of the timetable database. A train control device for controlling the course of a train, wherein a point use order queue storing a use order of a plurality of trains for each point is created based on a change request of the timetable change device, and in the point use order queue, The use order of the points at both ends of the track of two trains traveling on the same track is compared, and if the point use order at the end points of the two trains is not the same, it is determined that there is a contradiction in the change request of the timetable change device. Train control device having a control unit for controlling. 2. A schedule database that holds departure, arrival, and passage times of a plurality of trains, and a schedule changing device that requests a change of information in the schedule database, and a plurality of schedules based on the schedule database information. A train control device for controlling the course of a train, wherein a point use order queue storing a use order of a plurality of trains for each point is created based on a change request of the timetable change device, and in the point use order queue, examine the same first line just beyond the train set the capacity of the travel and the first line, and use of the first point preceding train of the set of said column wheel is used when exiting the first line And synchronizing the use of a second point used when a succeeding train of the set of trains enters the first track, and connecting between the first point and the second point. Be done
Regarding the point use time of another train traveling on a second railroad track which is different from the first railroad track, the second railroad track
The first point use time by the other train when exiting the track is earlier than the first point use time by the preceding train, and the first point use time by the other train when entering the second track A train control device having a control unit that determines that there is a contradiction in the change request of the timetable change device when the use time of two points comes after the use time of the second point of the subsequent train.