JP4005541B2 - Train travel control system and train travel control method - Google Patents

Description

  The present invention relates to an operation control system for a traveling train, and more particularly, to a train travel control system and a train travel control method capable of improving the ride comfort by reducing the number of times of braking even when a diamond disturbance occurs.

A train automatic stop device or an automatic train control device is used for the traveling control of a plurality of trains traveling on the same track, and in normal times, the distance between the trains is secured with a sufficient safety distance.
However, if a preceding train travel delay occurs due to a timetable disruption, if the following train travels in the same way as normal, the train interval is too close, and the following train has a speed limit pattern (speed control operation curve). ) Repeats braking and makes the ride uncomfortable.
Moreover, when the stop of the following train occurs between stations, the turbulence of the diagram gets worse.

In order to deal with such problems, for example, in Patent Document 1 (Japanese Patent Laid-Open No. 9-104347), a means for detecting whether or not a preceding train departs at a scheduled departure time, and a departure delay time of the preceding train. And a means for creating a speed control operation curve for the following train and performing traveling control, and when the departure of the preceding train is detected at the scheduled departure time, A train control system that corrects an operation curve for speed control of the following train based on an expected value of the delay time is shown.
That is, in Patent Document 1, based on the prediction result of the departure delay time at the preceding station of the preceding train, a speed control operation curve in which the speed of the succeeding train is lowered is created, and the succeeding train is controlled accordingly. Describes a technique for securing train intervals.
JP-A-9-104347 (paragraph 0005, FIG. 3)

However, it is difficult to accurately predict the departure delay time at the station ahead of the preceding train while the preceding train is traveling between stations, and it is difficult to predict the preceding train while the following train is traveling between stations. If the speed pattern is reached, the following train cannot travel according to the speed control operation curve, and there is a problem that unnecessary braking is repeated.
In addition, there is a problem that a special device is required for transmitting and receiving the prediction result of the departure delay time of the preceding train.

This invention was made in order to solve such a problem, and the succeeding train reduces unnecessary braking by selecting an appropriate driving method according to the traveling state of the preceding train and the own train, It is an object of the present invention to provide a train travel control system or a train travel control method capable of improving the ride comfort.
It is another object of the present invention to provide a train traveling control system or a train traveling control method that can reduce power consumption with an inexpensive configuration.

A train travel control system according to the present invention is provided corresponding to a track section divided into a plurality of sections, and means for detecting that the train is on the track section without receiving a signal from the train , and this means and means for transmitting the subsequent trains Zaisen the preceding train-rail track section information indicating a track section that detected destination matrix vehicle is currently rail behind the track section,
Subsequent train, based on the preceding train-rail track section information transmitted, a storage means for the preceding train to accumulate the time history of transition to further forward the track section from rail track section, preceding train of said accumulating means accumulates Based on the track history of the track-track transition time, the first prediction means for predicting the first time, which is the time when the preceding train moves from the track segment currently on track to the track segment ahead, the current position of the own train, the current Based on the own train running state detecting means for detecting the own train running state information of the speed and the current time, and a position where braking is performed due to the presence of a preceding train based on the detected own train running state information. The second prediction means for predicting the second time that is the time to reach the vehicle, the predicted first prediction time and the second prediction time, and the own train running state detection means are detected. Based on a train traveling state information, and driving method selection means for selecting a the train method of operating, according to the selected operating method, in which a train running control means for controlling the running state of the train.

Moreover, the traveling train control method according to the present invention detects that the train is on the track section without receiving a signal from the train, by means of detection means provided corresponding to the track section divided into a plurality of sections. Along with the above detection, the train traveling control method is configured to transmit the preceding train existing track section information indicating the track section in which the preceding train is currently present to the subsequent train existing in the rear track section ,
Based on the transmitted preceding train existing track section information, a first step of accumulating the history of the time when the previous train track section transitions to the track section ahead, and the accumulated previous train track section transition time history Based on the second step of predicting the first time, which is the time when the preceding train moves from the current track segment to the track segment ahead, and the train's current position, current speed, and current train travel Based on the third step of detecting the state information and the detected own train running state information, the second time is the time when the own train reaches the position where the braking is applied due to the presence of the preceding train when the host train is accelerated. The first step of selecting the own train driving method based on the predicted first predicted time and the second predicted time and the detected own train running state information A step of, according to the selected operating method, in which a sixth step of controlling the running state of the train.

Since the train traveling control system according to the present invention includes the above-described means, the subsequent train can select an appropriate driving method according to the traveling state of both the preceding train and the own train, which is wasteful. It is possible to provide a train travel control system that reduces unnecessary braking and improves ride comfort.
Moreover, since the traveling train control method according to the present invention includes the steps as described above, the subsequent train may select an appropriate operation method according to the traveling state of both the preceding train and the own train. This makes it possible to provide a train travel control method that reduces unnecessary braking and improves ride comfort.

Embodiment 1 FIG.
An embodiment of the present invention will be described with reference to the drawings.
In addition, the same code | symbol represents the same or equivalent among each figure.
Embodiment 1 FIG.
FIG. 1 is a diagram showing an example of basic train travel control in a railway signal system assumed by the present invention.
As shown in the figure, it is assumed that the preceding train 1 is currently on the track section X.
At this time, the preceding train 1 transmits the track section name X currently on the line to the succeeding train 2.
The succeeding train 2 generates a speed limit pattern based on the braking performance of the succeeding train 2, with the position P2 before the stop margin distance L from the starting position P1 of the track section X where the preceding train 1 is present as the stopping position.
In the figure, the horizontal axis direction represents the position on the orbit, and the vertical axis direction represents the speed.

The subsequent train 2 starts braking when it reaches a position on the speed limit pattern (position P3 on the track), and secures a safe train interval with the preceding train 1.
Next, when the preceding train 1 has completely advanced from the track section X (that is, the tail of the preceding train 1 passes the upper position P4 of the track section X), the speed limit pattern is canceled.
The track on which the train travels is divided into units called “track sections” made up of one or more track circuits (basic units that make up the track). It is a train detection device.

If there is a part of the train on the track section, it will be “falling”, and if there is no train, it will be “Kojo”.
When the preceding train 1 advances into the track section ahead of the track section X, the speed limit pattern is canceled, and after the speed limit pattern is cleared, the subsequent train 2 can be repowered (reaccelerated running).
Further, the railway signal system assumed by the present invention also has a speed limit condition depending on the position as shown in FIG. 1, and the train must travel within a range not exceeding the speed limit.

FIG. 2 is a diagram for explaining an outline of travel control in the train travel control system according to the present embodiment.
In the present embodiment, first, the acceleration traveling until the next speed limit pattern is reached is simulated from the current train position, speed, and time, and the time T at which the next speed limit pattern is reached is predicted.
Here, the next speed limit pattern means a speed limit pattern that the next train may reach regardless of whether or not the speed limit pattern currently generated due to the influence of the preceding train has been eliminated.
In addition, the x mark in a figure shows the driving | running | working state of the succeeding train 2, the position of the horizontal axis direction of x mark represents the position on a track | truck, and the position of a vertical axis | shaft represents speed.

For example, as shown in FIG. 3, when the preceding train 1 is on the track section X that is sufficiently far away from the subsequent train 2, the speed limit pattern currently generated is based on the position of the track section X.
On the other hand, the next speed limit pattern means a speed limit pattern that reaches first when the succeeding train 2 accelerates from the current speed and position, that is, a speed limit pattern based on the position of the track section Z.
When the margin distance between the preceding train and the following train is the shortest, as shown in FIG. 2 (a), the speed limit pattern being generated matches the next speed limit pattern.

Secondly, in the present embodiment, a time T ′ at which the speed limit pattern currently generated by the preceding train 1 is resolved is predicted.
Third, in the present embodiment, the succeeding train 2 compares the speed limit pattern arrival prediction time T with the speed limit pattern elimination predicted time T ′ of the preceding train 1.
If T ≧ T ′ or the next speed limit pattern has already been eliminated, that is, if the next speed limit pattern and the current speed limit pattern are different, braking is applied by the next speed limit pattern even if the vehicle is accelerating. Since there is nothing, acceleration travel is selected until the next speed limit pattern is reached. (See Fig. 2 (b))

Other than the above, i.e., when the speed limit pattern currently being generated is the next speed limit pattern and T <T ′, if the vehicle travels at an accelerated speed, it is based on the next speed limit pattern due to the influence of the preceding train 1. It can be seen that it is necessary to brake.
Therefore, by selecting coasting and traveling until the next speed limit pattern is reached, braking in the next speed limit pattern does not occur, or only minimal braking is required. (See FIG. 2 (c))
The coasting travel locally increases the travel time, but since the subsequent speed limit pattern is eliminated, the total travel time does not increase extremely.

FIG. 4 is a diagram illustrating a configuration of a train (following train) in the train travel control system according to the present embodiment.
In the present embodiment, first, information on the track section in which the preceding train 1 is currently present (preceding train existing track section information) is detected by a not-shown preceding train existing track section information detecting means.
In the signal system to which the present invention is applied, in order to secure a safe train interval, the preceding train existing track section information detecting means, and the preceding train existing track section for transmitting the detected preceding train existing track section information to the succeeding train The section information transmission means 301 is essential and is always provided.

In addition, as a means to transmit / receive the in-track track section information of the preceding train to the succeeding train 2, there is, for example, a method of transmitting the track section drop / lift information to the subsequent train by a transmitter installed on the track.
Further, there is a method in which the preceding train 1 transmits a track section position or a current position where the preceding train 1 is currently present to the succeeding train 2 using radio.
Also, a radio base station is provided, and each train transmits the track section position or current position where the train is currently located to the radio station, and the radio base station follows the track section position or current position where the preceding train 1 of each train is located. There is a way to send to the train.
There is also a method of selecting a plurality from the above methods.

Next, the preceding train existing track section transition time history accumulation unit 302 of the succeeding train 2 receives the preceding train existing track section information transmitted from the preceding train existing track section information transmitting unit 301, and receives the received preceding train existing track section information. Based on the information, the time when the tracked track section of the preceding train has changed forward (that is, the time when the preceding train transits the tracked track section) is accumulated as the track history transition time history of the preceding train.
Here, the relationship between the preceding train existing track section transition time and the preceding train position is shown in FIG.
For example, when the tracked track section transitions from TRK1 to TRK2 at time T1, it means that the end of the preceding train is at a break between TRK1 and TRK2 (upward position of TRK1).
That is, the preceding train existing track section transition time history can be used as a history of the position and time of the preceding train 1.

Accordingly, if there are at least two preceding train existing track section transition time histories, the average speed of the preceding train can be calculated by using these and the track section length.
Furthermore, if there are three or more preceding train existing track section transition time histories, it can be determined that the preceding train is accelerating, decelerating or traveling at a constant speed by comparing the average speeds.

Next, the speed limit pattern elimination time predicting means (also referred to as first predicting means) 303 uses the preceding train existing track section transition time history storage means 302 based on the preceding train existing track section transition time history. The time at which the train 1 transits from the current track section to the next track section, that is, the cancellation time of the speed limit pattern currently occurring is predicted.
Here, an operation example of the speed limit pattern elimination time prediction unit 303 (first prediction unit) will be described with reference to FIG.
As shown in the figure, it is assumed that the preceding train 1 is currently on the track section TRK3.
Further, the average speeds in the rear trajectory sections TRK1 and TRK2 are V1 and V2, respectively.

If V1 (average speed in the track section TRK1) <V2 (average speed in the track section TRK2), it is determined that the preceding train 1 is accelerating, and the speed V2 from the uphill position of the track section TRK2 is determined. As a result, the time when the speed limit pattern currently generated is resolved, that is, the time when the preceding train 1 reaches the uphill position of the track section TRK3 is predicted.
Further, when V1> V2, it is determined that the preceding train 1 is traveling at a reduced speed, and similarly, the cancellation time of the speed limit pattern currently being generated is predicted.
Further, when V1 = V2, it is determined that the preceding train 1 is traveling at a constant speed, and similarly, the cancellation time of the speed limit pattern currently occurring is predicted.

  The speed limit pattern elimination time predicting means (first predicting means) 303 is an example in which only the preceding train existing track section information that is the minimum information obtained from the signal system is used. From this, it is possible to more accurately predict the speed limit pattern elimination time by acquiring information on the driving speed and the driving method such as acceleration and deceleration.

Next, the train (that is, the succeeding train 2) is provided with own train running state detecting means 304 for detecting information on the running state of the own train including the current speed, the current position, and the current time of the own train.
In the signal system to which the present invention is applied, in order to secure a safe train interval, it is essential to detect the current speed and current position of the own train, and the own train running state detecting means 304 is always provided.

FIG. 7 is an example of the own train travel state detection means 304.
In FIG. 7, reference numeral 601 denotes a position transmitter attached on the track, which transmits position information to a train 605 traveling on the track.
The train 605 is provided with a receiving device 602, and by detecting a signal from the position transmitting device 601, the current position can be known.
In addition, the train 605 is provided with a clock 604 and a speedometer 603, and the time and speed at the time when a signal from the position transmission device 601 provided on the track is detected can be measured.
In addition, as a method of detecting a train position, there are a method using GPS, a method of measuring the number of rotations of wheels, and a method of using the fall of the track section and the occurrence of ridges.
Moreover, as a method of detecting the train position, there is a method of selecting a plurality from the above methods.

Next, when the train (that is, the following train 2) is powered (accelerated traveling) from the own train traveling state information (that is, current speed, current position, and current time) obtained by the own train traveling state detection unit 304, An own train acceleration travel prediction means (also referred to as second prediction means) 305 is provided for calculating and predicting the time to reach the next speed limit pattern.
Here, two train traveling patterns are conceivable until the own train (following train) reaches the next speed limit pattern.
First, as shown in FIG. 8, the next speed limit pattern is reached before the own train accelerates to the speed limit depending on the position.
At this time, the time to reach the next speed limit pattern is the time to reach the next speed limit pattern using only power running from the current running state of the own train.

Secondly, as shown in FIG. 9, before the own train reaches the next speed limit pattern, it accelerates to the speed limit by position.
In this case, the own train powers until it reaches the speed limit depending on the position, and then reaches the next speed limit pattern by constant speed travel.
Therefore, the time to reach the next speed limit pattern is the constant speed at the current speed, the time when powering up to the speed limit by position, and the speed from the position reaching the speed limit by position to the next speed limit pattern. It is obtained by adding the time when traveling.

FIG. 10 shows an example of a processing flowchart of the own train acceleration travel prediction means (second prediction means) 305.
The own train acceleration travel prediction means (second prediction means) 305 is configured to change the input own train travel state into variables T (current time), V (own train current speed), and D (self train) representing the predicted train travel state. Set the current train position) and start processing. (Step S901)
Next, it is determined from the values of the speed V and the position D whether the predicted train traveling state has reached the next speed limit pattern. (Step S902)

Here, when the predicted train running state has reached the next speed limit pattern, the position where the train reaches the speed 0 when braking is started from the state where the train is at the position D at the speed V is calculated. This can be determined by checking that the speed limit position is at or above the stop position of the speed limit pattern, that is, the position before the stop margin distance from the track section position.
If the predicted train travel state has not reached the next speed limit pattern, it is determined whether the predicted train travel state has reached the speed limit based on the position. (Step S903).
Here, it can be determined that the predicted train traveling state has reached the speed limit based on the position by checking that the predicted speed V is equal to or higher than the speed limit based on the position.

When the predicted train traveling state reaches the speed limit based on the position, the acceleration α of the train is set to 0, that is, constant speed traveling. (Step S904)
When the predicted train traveling state has not reached the speed limit due to the position, the train acceleration α is set based on the train specific acceleration and the resistance value for the train at the predicted position D.
The inherent acceleration of a train is determined from the tensile force and mass of the train and is generally approximated as a variable that varies based on speed.
The resistance value for the train at the position includes running resistance, gradient resistance, and curve resistance.
The running resistance is distinguished between inside and outside the tunnel, and is generally approximated by a quadratic equation of speed.
Gradient resistance and curve resistance are generally approximated as constants that do not vary with speed. That is, the acceleration α of the train is the sum of these values at the speed V.

Next, based on the train acceleration set in step S904 or step S905, the train running state by prediction is updated. (Step S906)
That is, the time T is advanced by a minute time Δt, the speed V is updated to the speed at the time (T + Δt) when traveling at the acceleration α, and the position D is updated to the position at the time (T + Δt) when traveling at the acceleration α. To do.
Next, it returns to step S902 and it is judged whether the train running state reached the next speed limit pattern.
When the predicted train traveling state reaches the next speed limit pattern, the predicted time T is the time to reach the next speed limit pattern. (Step S907).
Although FIG. 10 shows a process flowchart for advancing the time by the minute unit Δt, there is also a method for calculating the arrival time to the next speed limit pattern by advancing the position by the minute unit Δd.

Next, the train has its own train running state information obtained from the own train running state detecting means 304 and the currently generated limited speed pattern elimination prediction obtained from the limited speed pattern elimination time predicting means (first prediction means) 303. A driving method selection unit 306 is provided that selects a train driving method using the time T ′ and the predicted arrival time T to the next speed limit pattern obtained from the own train acceleration travel prediction unit (second prediction unit) 305. ing.
FIG. 11 shows an example of a processing flowchart of the driving method selection means 306.
The driving method selection means 306 first obtains own train current running state information by the own train running state detection means 304. (Step S1001)

Next, the next speed limit pattern is searched from the current speed and the current position of the own train, and it is checked whether the next speed limit pattern has been resolved, that is, whether the current speed limit pattern is different from the next speed limit pattern. . (Step S1002).
If the next speed limit pattern has already been eliminated, it is clear that it is not necessary to apply the brake according to the next speed limit pattern, so the power running operation is selected. (Step S1003)
The next speed limit pattern, as shown in FIG. 12, calculates the stop position when braking is started from the speed and position of the current running state of the own train, and compares this with the stop position of the speed limit pattern, It is obtained by searching for the nearest speed limit pattern that exceeds the calculated stop position.

When the next speed limit pattern has not been eliminated, that is, when the current speed limit pattern matches the next speed limit pattern, the predicted arrival time T to the next speed limit pattern and the current speed limit pattern are generated. The cancellation prediction time T ′ is calculated. (Step S1004, Step S1005)
If T <T ′ (step S1006), it is predicted that braking will be applied when power running (accelerated running), so the driving method selection means 306 selects coasting operation. (Step S1007).
Further, if T <T ′, that is, if T ≧ T ′, it is predicted that braking will not be performed even if powering, so the driving method selection means 306 selects powering operation (1003).

Next, own train running state information is obtained from the own train running state detecting means 304, and it is checked whether the train has reached the next speed limit pattern. (Step S1008)
If the next speed limit pattern has not been reached, it is checked whether the speed limit by position has been reached. (Step S1009).
Further, when the speed limit by the position is reached, the speed cannot be increased any more, so constant speed traveling is selected. (Step S1011)
On the other hand, when the speed limit by position is not reached, the current driving method is continued. (Step S1010)

Next, when the own train running state is obtained from the own train running state detecting means 304 and it is found that the train has reached the next speed limit pattern, it is checked whether the next speed limit pattern is still occurring or has been eliminated. . (Step S1012).
If it is still occurring, it is necessary to start braking, so the braking operation is selected. (Step S1013).
The braking operation continues until the speed limit pattern is resolved or the train stops.
Next, if the speed limit pattern is eliminated, the process returns to step S1001.

The train is provided with a train travel control unit 307, and controls the traveling state of the train based on the operation method selected by the operation method selection unit 306, that is, the power running operation, the braking operation, or the coasting operation.
FIG. 13 is a diagram showing a comparative example of train travel when this system is not used and train travel when this system is used.
In the figure, reference numeral 1301 denotes a position / speed curve for train travel when this system is not used. As shown in the figure, in train travel when this system is not used, it is frequently caused by the speed limit pattern of the preceding train. Repeat braking and acceleration.
On the other hand, reference numeral 1302 denotes a position / speed curve for train travel when this system is used. As shown in the figure, in train travel when this system is used, coasting operation is performed by predicting that braking is applied in advance. As a result, the number of times of braking is reduced, and a smooth running with a comfortable ride is possible.

Further, reference numeral 1303 denotes a train travel position time curve when this system is not used, and 1304 denotes a train travel position time curve when this system is used.
As can be seen from the figure, when this system is used, there is a margin in the train interval by coasting operation, so that acceleration can be performed smoothly, and the vehicle can travel at a higher speed than when the system is not used.
For this reason, even if coasting is performed, the delay is about 3 seconds compared to train traveling when this system is not used.

As described above, the train traveling control system according to the present embodiment has a means for detecting that the track on which the train travels is divided into a plurality of track sections, and that the train is on each divided track section, Train traveling control system having means 301 for transmitting preceding train existing track section information indicating the track section where the preceding train 1 is currently detected detected by the means to the succeeding train 2 (that is, preceding train existing track section information transmitting means ) 301 , The subsequent train 2 is a storage means for accumulating a history of the time at which the existing track section of the preceding train 1 transitions to the forward track section based on the transmitted preceding train existing track section information (that is, the preceding train existing track). a track section transition time history storage means) 30 2, track the storage means 302 based on the preceding train-rail track section transition time history storing, preceding train 1 is currently rail A first prediction means (that is, a speed limit pattern elimination time prediction means) 303 for predicting a first time that is a time of moving from the middle to the forward track section, and the current position, current speed, and current time of the own train Based on the own train running state detecting means 304 for detecting the own train running state information and the detected own train running state information, the time when the own train reaches the position where the braking is applied due to the presence of the preceding train when the host train is accelerated. Second prediction means (that is, own train acceleration travel prediction means) 305 for predicting the second time, the predicted first prediction time and second prediction time, and the own train travel state detection means Based on the detected traveling state information of the own train, driving method selecting means 306 for selecting the operating method of the own train, and train traveling control means 307 for controlling the traveling state of the own train according to the selected operating method. It is those with a.

Therefore, the succeeding train 2 can select an appropriate driving method according to the traveling state of both the preceding train 1 and the own train (that is, the succeeding train 2), thereby reducing unnecessary braking and improving ride comfort. A train travel control system can be provided.
The preceding train existing track section information transmitting means 301 and the own train traveling state detecting means 304 are also essential in the conventional train traveling control system, and a transmission / reception device and a detecting device are newly installed for the present invention. There is no need.

Further, the operation method selection means 306 of the train travel control system according to the present embodiment is configured such that the first prediction time predicted by the first prediction means (restricted speed pattern elimination time prediction means) 303 is the second prediction means (self When it is larger than the second time predicted by the train acceleration travel prediction means) 305, coasting operation is selected, so that the power consumption of the following train can be reduced.
Further, the operation method selection means 306 of the train travel control system according to the present embodiment is configured such that the first prediction time predicted by the first prediction means (restricted speed pattern elimination time prediction means) 303 is the second prediction means (self Since the acceleration operation is selected when the second predicted time predicted by the train acceleration travel prediction means) 305 is selected, the subsequent train is not immediately braked even after the acceleration operation, so that smooth acceleration can be performed.

Embodiment 2. FIG.
As a method for calculating the speed limit pattern cancellation time, another example different from the first embodiment will be described.
Each train obtains the time limit speed pattern cancellation time by acquiring the time when the platform trajectory section of the front station (that is, the trajectory section where the front station exists) is lifted by the departure of the train from the front station. Is also possible.

For example, as shown in FIG. 14, when the train “TR ₀ ” departs from the preceding station and completes advance from the home track section, the time when the home track section climbs is set to C (TR ₀ ).
Based on this time, the earliest arrival time of the next train “TR ₁ ” that arrives at the preceding station can be calculated as shown in Equation 1.
C (TR ₁ ) = D (TR ₁ ) + T _OUT
D (TR ₁ ) = MAX {A (TR ₁ ) + T _stop , D _S (TR ₁ )} Equation 1
A (TR ₁ ) = MAX {C (TR ₀ ) + T _in , A _S (TR ₁ )}

Here, A (TR ₁ ) and D (TR ₁ ) mean the earliest arrival time and departure time of the train TR ₁ , respectively. D _S (TR ₁ ) and A _S (TR ₁ ) mean arrival time and departure time on the train TR ₁ , respectively.
As shown in FIG. 15, T _in is the minimum time from when the home track section rises until the next train arrives at the station.
T _stop is the minimum stop time at the train station, as shown in FIG.
As shown in FIG. 15, T _OUT is the minimum time from the departure of the train until the home track section rises.

For example, the earliest arrival time A (TR ₁₎ of train TR ₁ is, by train TR ₀ just before the time the home track section was added the above T _in at the time that you jacked, of the arrival time on the diamond, slow It is
The earliest departure time D (TR ₁ ) of the train TR ₁ is the later of the time obtained by adding the T _stop to the A (TR ₁ ) and the departure time on the diagram.
The earliest time C (TR ₁ ) when the home track section is lifted by the train TR ₁ is a time obtained by adding the T _OUT to the D (TR ₁ ).

Next, the earliest arrival time of the train TR ₂ that arrives second at the preceding station can be calculated in the same manner by using C (TR ₁ ).
Therefore, the train TR _n arriving at the n-th forward station, the time his preceding train TR _n-1 of the earliest arrival time A (TR _n-1), the home track section was jacked C (TR ₀₎ And the arrival and departure times on the schedule of each train.

Now, the last of the preceding train TR _n-1 accumulated by the accumulating means (that is, means for accumulating the history of the time when the preceding train transits from the current track section to the previous track section) of the succeeding train TR _n . As shown in FIG. 5, when the track history of the tracked track section is changed to “upward position at time T ₁ , TRK1”, the highest position of the preceding train and time T ₁ , the uphill position of track section TRK1 If the early arrival time A (TR _n-1 )) and the train arrival stop position at the preceding station are used, the preceding train TR _n-1 that was at the upper position of TRK1 will receive the time A (TR _n-1 ) at the preceding station. The average speed V (TR _n-1 ) when just arriving can be calculated by Equation 2, as shown in FIG.
_{V (TR n-1) =} {P S -P TRK1} / {A (TR n-1) -T 1} Equation 2

In Equation 2 and FIG. 16, P _S and P _TRK1 indicate the train arrival stop position at the front station and the uphill position of TRK1, respectively.
Next, if the preceding train TR _n-1 travels on the track section TRK2 at the average speed V (TR _n-1 ), the time limit T ₂ for canceling the speed limit pattern is as shown in FIG. It can be calculated by the following formula 3.
T ₂ = T ₁ + L _TRK2 / V (TR _n-1 )
Here, L _TRK2 means the length of the orbital section TRK2.

  As described above, in the present embodiment, the storage means (that is, the preceding train existing track section transition time history storage means 302) finally determines the preceding train based on the transmitted preceding train existing track section information. Since only the time of transition from the existing track section to the track section ahead is stored, the amount of data stored in the storage means is reduced, and the processing in the first prediction means (that is, the speed limit pattern elimination time prediction means 303) is performed. The amount is reduced and the system can be simplified.

  According to this invention, it is possible to select an appropriate driving method according to the traveling state of the preceding train and the own train for the subsequent train, which is useful for realizing a comfortable train traveling system with reduced useless braking. is there.

It is a figure which shows the example of the basic train travel control in the signal system of the railway which this invention presupposes. For explaining an outline of a traveling control pattern in the train traveling control system according to the first embodiment. It is a figure for demonstrating the speed limit pattern currently generate | occur | produced and the next speed limit pattern. It is a figure which shows the structure of the principal part of the train travel control system by Embodiment 1. It is a figure for demonstrating the relationship between a preceding train existing track section transition time and a preceding train position. It is a figure for demonstrating operation | movement of the speed limit putter cancellation time prediction means of the train travel control system by Embodiment 1. FIG. It is a figure for demonstrating operation | movement of the own train traveling state detection means of the train traveling control system by Embodiment 1. FIG. It is a figure which shows the 1st train travel pattern when a subsequent train carries out acceleration travel. It is a figure which shows the 2nd train travel pattern when a subsequent train carries out acceleration travel. It is a flowchart which shows the process sequence in the own train acceleration travel prediction means of the train travel control system by Embodiment 1. 4 is a flowchart illustrating a processing procedure in an operation method selection unit of the train travel control system according to the first embodiment. It is a figure for demonstrating the method of obtaining the next speed limit pattern in the train travel control system by Embodiment 1. FIG. It is the figure which compared the train travel state when not using the case where the train travel control system by Embodiment 1 is used. It is a figure which shows the positional relationship of the time when a preceding train climbs a home track area, and a subsequent train. It is a figure which shows the relationship between the position and time of a train in a home track section, or a position and speed. It is a figure for demonstrating the calculation method of the speed limit pattern elimination time in the train travel control system by Embodiment 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Leading train 2 Subsequent train 301 Transmission means (preceding train existing track area information transmission means)
302 storage means (preceding train existing track section transition time history storage means)
303 1st prediction means (speed limit pattern elimination time prediction means)
304 Own train travel state detection means 305 Second prediction means (own train acceleration travel prediction means)
306 Driving method selection means 307 Train travel control means

Claims (8)

It provided corresponding to several divided track section, a train and a means for detecting without receiving a signal from the train to Zaisen to the track section, the detected destination matrix vehicles by the means currently rail and means for transmitting the subsequent trains Zaisen the preceding train-rail track section information indicating track section behind the track section,
The following train
Based on the transmitted preceding train-rail track section information, a storage means for the preceding train to accumulate the time history of transition to further forward the track section from rail track section, preceding train-rail track section the storing means for storing transition Based on the time history, the first prediction means for predicting the first time, which is the time when the preceding train moves from the current track section to the forward track section, and the current position, current speed and current time of the own train The own train running state detecting means for detecting the own train running state information and the time when the own train reaches the position where the braking is applied due to the presence of the preceding train based on the detected own train running state information. The second prediction means for predicting the second time, the predicted first prediction time and the second prediction time, and the own train running state detected by the own train running state detection means Based on the information, the operating method selecting means for selecting the train method of operating, according to the selected operating method, a train running control, characterized in that a train running control means for controlling the running state of the train system.   The driving method selection means selects coasting operation when the first prediction time predicted by the first prediction means is greater than the second time predicted by the second prediction means. The train travel control system according to claim 1.   The driving method selection means selects acceleration driving when the first prediction time predicted by the first prediction means is less than or equal to the second prediction time predicted by the second prediction means. The train travel control system according to claim 1.   The said storage means accumulate | stores the time when a preceding train finally changes from a tracked track area further to a track track ahead further based on the transmitted track information of a tracked preceding track. Train travel control system. The detecting means provided corresponding to the track section divided into a plurality of sections detects that the train is on the track section without receiving a signal from the train, and the preceding train is currently on the basis of the detection. A train traveling control method for transmitting preceding train existing track section information indicating a track section to be transmitted to a subsequent train existing in a rear track section ,
Based on the transmitted preceding train existing track section information, a first step of accumulating the history of the time when the previous train track section transitions to the track section ahead, and the accumulated previous train track section transition time history Based on the second step of predicting the first time, which is the time when the preceding train moves from the current track segment to the track segment ahead, and the train's current position, current speed, and current train travel Based on the third step of detecting the state information and the detected own train running state information, the second time is the time when the own train reaches the position where the braking is applied due to the presence of the preceding train when the host train is accelerated. The first step of selecting the own train driving method based on the predicted first predicted time and the second predicted time and the detected own train running state information Step a, selected according to the operating method, a train running control method characterized by comprising a sixth step of controlling the running state of the train of.   6. The train travel control method according to claim 5, wherein the coasting operation is selected when the first predicted time is greater than the second time.   The train travel control method according to claim 5, wherein an acceleration operation is selected when the first predicted time is equal to or less than the second predicted time.   6. The first step according to claim 5, wherein the time at which the preceding train finally transitions from the on-track track section to a further track section is accumulated based on the transmitted preceding train on-track section information. The train travel control method described in 1.

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