JP6506716B2 - Operation control device - Google Patents

Description

  The present invention relates to an operation management apparatus and an operation management system.

  In a railway system having multiple tracks, when one of the tracks becomes impassable, train operation can be continued by performing bidirectional operation on the other track.

  Patent Document 1 describes an automatic train diagram creation device that automatically generates a looping schedule. According to this patent document 1, “in the automatic train diagram creation device configured as described above, various types of station diagrams, station-to-station information, time-interval information, etc. are automatically created within the data base. The data is stored in advance, and when diamond data such as the number of trains, departure time intervals, starting stations, and ending stations are input from the input device, a one-way diamond from the starting station to the ending station is automatically created. Next, when a return connection instruction is input from the input device, connection is made via the one-way diamond arriving at the end station, the one-way diamond operated as the departure station starting from this end station, or the end line in the station facility information. Furthermore, when a pair of connected one-way diamonds do not satisfy the conditions of each interval shown in the interval information, the created train diagram is automatically corrected.

JP-A-6-144230

  When an abnormality occurs in one of the tracks and one of the tracks becomes inoperable, the other track is operated by bi-directional operation (hereinafter referred to as shuttle operation) and by turning on another normal multi-track section. It is possible to continue. However, there is a problem that the commander's burden increases by performing this shuttle operation by giving a turnaround operation instruction every time the target train of the shuttle operation arrives at the end point of the shuttle operation section. .

  In order to solve the above problems, one of the representative operation management devices of the present invention is communication by an instruction input unit that receives an instruction from a commander, a train communication unit that communicates with a train, a train and a train communication unit A train position acquisition unit for acquiring a train position which is position information of the train, a database for storing a plan diagram which is an operation plan of the train, and a control unit for controlling the train based on the train position and the plan diagram. The operation management device is provided, and the database includes the station stop time, which is a predetermined time when the train stops at the station, the inter-train travel time, which is a predetermined time when the train travels between the stations, Store the current route diagram, which is the operation plan up to the end point, and the next route diagram, which is the operation plan after the train has operated to the end point based on the current route diagram, and the commander instructs the specific section to turn around , The control unit When, to the train location of a particular train, and the station stop hour, based on the inter-station run time - to generate a current path diamonds and next path diamond, and storing in the database

  According to the present invention, a diagram of bi-directional train operation can be automatically generated.

It is an example of the whole composition containing the operation control device of Example 1. It is an example of the structure of the operation management apparatus of Example 1. FIG. 5 shows an example of a constant and a diamond in the first embodiment. 7 is a flowchart showing an operation of daily diamond replacement processing of the first embodiment; 5 is a flowchart showing the operation management process of the first embodiment.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

  For a railway system with multiple tracks, it is desirable for the trains to operate as planned, but if one of the tracks becomes abnormal and one of the tracks becomes inoperable, shuttle operation is performed on the other track. It is possible to continue the operation by turning back the normal multi-track section of. However, manually controlling the shuttle operation and the return operation may increase the load on the commander. In this embodiment, it is a point to automatically create and control a diagram of a section in which the shuttle operation is performed.

  FIG. 1 is an example of an overall schematic view including the operation management apparatus of the present embodiment. In the present embodiment, assuming a train that performs automatic operation, the train can be automatically issued by an operation instruction based on a diagram from the operation management device.

  The train 101 is a vehicle traveling on the track 109. In the present embodiment, the number of trains does not have to be plural, and may be one vehicle.

  The ground terminal 105 and the ground terminal 106 are installed on or in the vicinity of a railway (or a third railway) between stations, and when the train 101 passes, they communicate and transmit their own absolute position information.

  The train 101 is provided with means (not shown) for measuring the traveling distance of a speed generator or the like, and absolute position information obtained from the ground element 105 or 106 and relative distance information from the ground element obtained from the speed generator Thus, the position of the own train can be recognized.

  Furthermore, the train 101 is equipped with the on-board wireless device 102 and can communicate wirelessly, can transmit the train position and the speed information which are position information of the own train, and can receive the operation instruction.

  The operation management device 108 wirelessly communicates with a plurality of trains to be controlled, such as the trains 101, and the ground wireless device 107, and receives train position and speed information. In the present embodiment, the communication between the train and the operation management device 108 is wireless. However, communication may be performed by wire using a track circuit or the like.

  The operation management device 108 has information of two routes (current route, next route) for each train and performs control. One route refers to a section where a train travels to a return station or a garage. The current route refers to the route to the return station or garage to which the current train is destined. The next route is the route after the current route has been completed. If travel of the train ends on the current road, there is no next route. The update of the route may be implemented only when the train stops at the station.

  When the commander sets the shuttle operation section and instructs the shuttle operation, the operation management device 108 makes two trains for the shuttle operation for the train 101 existing in the section for which the shuttle operation is set. (The travel from the station 103 to the station 104 is one line (current road), and the travel from the station 104 to the station 103 is one line (next road), and it will be two lines together) , Next line diamond.

  The commander may designate a target train for generating a shuttle operation diagram and instruct the operation management apparatus 108.

  When the operation management apparatus 108 detects that the train 101 has traveled to the station 104 and has stopped, it determines that the travel on the current road is complete, and the next route diamond, which is a diagram of the route from the station 104 to the station 103 As a next route diagram, a diagram of a route from the station 103 to the station 104 is generated as an update, and a shuttle operation is instructed. In this way, the update of the current road and the next road is repeated to realize the shuttle operation.

  FIG. 2 shows an example of the configuration of the operation management apparatus 108 of this embodiment.

  The operation management device terminal 110 is a man-machine I / F operated by a commander. The commander uses the operation management apparatus terminal 110 to issue a shuttle operation start / end instruction and set the shuttle operation section. The commander may designate and input a target train for shuttle operation.

  Instruction input unit 201 receives a shuttle operation start / end instruction input from operation management device terminal 110 and setting of a shuttle operation section (when the commander designates a train to be subjected to shuttle operation, the information thereof) is received Do.

  The terrestrial wireless device 107 performs wireless communication with the on-board wireless device 102 of the train.

  The train communication unit 202 wirelessly communicates with the train using the ground wireless device 107, receives the train position which is the position information of the train and the speed information of the train, and transmits an operation instruction to the train.

  The train position acquisition unit 203 communicates with the train by the train communication unit 202, and acquires train position and speed information.

  The database 210 includes a station stop time 211 which is a predetermined time when the train stops at the station, an inter-station travel time 212 which is a predetermined time when the train travels between the stations, and a plan diagram which is an operation plan of the train 213, the current route diagram 214, and the next route diagram 215 are stored.

  The control unit 204 manages time, and acquires start / end instructions of shuttle operation from the instruction input unit 201 and setting of the shuttle operation section (when the commander designates a train to be subjected to shuttle operation, the information thereof) The train position and speed information of the train are acquired from the train position acquisition unit 203, and communication is performed with the database 210, and the current route diagram 214 and the next route diagram 215 are generated and stored in the database 210.

  In addition, the control unit 204 performs train control, and the train communication unit 202 outputs an operation instruction to the train. The train control of the control unit 204 generates an operation instruction to be output to the train.

  In the train control of the control unit 204, based on the current route diagram 214, when the train arrives at the station before the arrival time, when the departure time of the station comes, an operation instruction for instructing the departure of the train is generated. If the train arrives at the station later than the arrival time of the station at the current route diamond 214, the time when the station stops at the station plus the minute 211 at the time the train arrived and the departure of the station at the current route diamond 214 The time is compared, and when the later time is reached, an operation instruction is issued to instruct the departure of the train. When the train travels between the stations, if there is no hindrance to the travel of the section, the travel is instructed, and if there is an obstacle, an operation instruction to instruct stopping is generated.

  FIG. 3 shows an example of a constant and a diamond in the present embodiment.

FIG. 3A is a constant table 320, which shows the relationship between the distance along the track 109 from the reference point of each station, the station stop time 211, and the inter-station travel time 212.
FIGS. 3B to 3D show examples of diamonds (plan diagram 213, current route diagram 214, next route diagram 215). There are two types of plan diagrams 213 for weekdays and holidays, and they are stored in the database 210. In addition, the schedule diagram is not limited to the above, and many types such as every day, every day, every month, every season, every year, every specific event, every boarding rate, every weather, every temperature, etc. are used. It is good.

  Next, the operation of the control unit 204 of the operation management device 108 will be described using FIGS. 4 and 5.

  FIG. 4 is a flowchart showing the operation of daily diamond processing. The control unit 204 executes this process when it is time for the daily diamond process. The implementation time of daily diamond processing is set to 4 am every day, but may be changed as appropriate. For example, when there is nighttime operation, maintenance work, etc., and it is necessary to change the time of day-to-day processing of a diagram, the commander inputs an instruction to change the time of day-to-day processing using operation management device terminal 110 , May be changed. Alternatively, it may be changed according to the month, season, year, weather, weather, temperature and so on.

  In step S400, the control unit 204 starts the daily diamond change process, and transitions to step S401.

  In step S401, the control unit 204 executes normal diamond creation processing, and then transitions to step S402.

  The normal diamond creation process is as follows. The control unit 204 communicates with the database 210 and deletes the next path diagram 215. In addition, the plan diagram 213 of that day is copied to the current route diagram 214.

  In step S402, the control unit 204 acquires the train position from the train position acquisition unit 203, and transitions to step S403.

  In step S403, the control unit 204 executes a train allocation process. Thereafter, the process proceeds to step S404.

  In the train allocation process, the control unit 204 assigns the existing train to the current route diagram 214. That is, it stores the existing train and the corresponding current route diagram 214 as a set.

  In step S404, the control unit 204 ends the daily diamond change process.

  FIG. 5 is a flowchart showing the operation management process.

  The control unit 204 repeats the operation management process at a constant cycle. Although this fixed period is 1 second, it may be changed appropriately. For example, when there are many trains to be controlled and the load applied to the device becomes high, the commander may be able to change by inputting a change instruction of the fixed cycle with the operation management device terminal 110. Alternatively, it may be changed according to the month, season, year, weather, weather, temperature and so on. Further, the control unit 204 may automatically determine and implement this change. For example, when there are many trains to be controlled and the load on the device is expected to be high, for example, the control unit 204 may automatically determine and extend the fixed cycle of repeating the operation management process.

  In step S500, the control unit 204 starts operation management processing, and transitions to step S501.

  In step S501, the control unit 204 acquires the train position from the train position acquisition unit 203, and transitions to step S502.

  In step S502, the control unit 204 inquires of the instruction input unit 201 and inputs a shuttle operation instruction (shuttle operation start / end instruction, setting of shuttle operation section, and shuttle operation target train. Hereinafter, referred to as shuttle operation instruction input state). To confirm that the system has received the shuttle operation instruction and stores the shuttle operation instruction input state. Thereafter, the process transitions to step 503. The shuttle operation target train is a train existing in the shuttle operation section when accepting the start instruction of the shuttle operation, but the commander may directly designate it.

  In step S503, the control unit 204 confirms the stored shuttle operation instruction input state, and confirms the presence or absence of the shuttle operation start instruction. If there is a shuttle operation start instruction, the process proceeds to step S504. If there is no shuttle operation start instruction, the process proceeds to step S505.

  In step S504, the control unit 204 executes processing for creating a diamond at the time of abnormality, and transitions to step S507.

  The process of creating the abnormal time diamond is not performed except for the shuttle operation target train. For shuttle operation target trains, do as follows. First, the control unit 204 corrects the current route diagram 214 to stop the shuttle section. In the example of FIG. 3B, the departure time of the station 313 of the current route diagram 214 is null (-).

  Next, the control unit 204 sets the direction of the next path diagram 215 to the opposite direction of the current route diagram 214. In the example of FIG. 3 (b), the direction of the next path diagram 215 is set to “direction: L”.

  Thereafter, the control unit 204 sets the starting point station of the next route diagram 215 as the end station of the current route diagram 214 after correction. In the example of FIG. 3B, the arrival time of the station 313 of the next route diagram 215 is set to none (-).

  The departure time of the starting station of the next traveling route diagram 215 is obtained by adding the station stopping time 211 to the arrival time of the terminal station of the current route diagram 214 after correction. In the example of FIG. 3B, the departure time is set to "10:10:30" in which "30 seconds" which is the station stop time 211 of the station 313 is added to the arrival time of the station 313 in the current route diagram 214. . In addition, since it is necessary to change the direction of travel of the train here, if more time is required to stop at the station due to movements of drivers, crew members, etc., a special constant for changing the direction of travel of the train is You may set it.

  In the next traveling route diagram 215, it is assumed that the arrival time to the adjacent station is the departure time of the previous station plus the inter-station running time 212 between the previous station and that station. In the example of FIG. 3 (b), the arrival time of the station 312 of the next route diamond 215 is at the time of traveling between the station 313 and the station 312 at the departure time "10:10:30" of the station 313 of the next route diamond 215 It is set as "10:13:30" which added "3 minutes" which is 212 minutes.

  In the following, the departure time of each station between the shuttle sections shall be the arrival time plus the station stop time 211 of that station, and the arrival time shall be the time between trains with that station at the departure time of the previous station It is assumed that 212 is added.

  Finally, the other terminal station of the shuttle section is set as the end point of the next route diamond 215. In the example of FIG. 3 (b), the departure time of the station 311 of the next route diagram 215 is set to none (-).

  In step S505, the control unit 204 confirms the stored shuttle operation instruction input state, and confirms the presence or absence of the shuttle operation end instruction. If there is a shuttle operation end start instruction, the process proceeds to step S506. If there is no shuttle operation end instruction, the process proceeds to step S508.

  In step S506, the control unit 204 executes normal diamond creation processing. The normal diamond creation process is the same as that executed in step S401. Thereafter, the process proceeds to step S507.

  In step S507, the control unit 204 executes a train allocation process. The train allocation process is the same as that executed in step S403. Thereafter, the process proceeds to step S508.

  In step S508, the control unit 204 executes the above-described train control, and transitions to step S509.

  In step S509, the control unit 204 executes a diagram update process. Thereafter, the process transitions to step 510.

  The schedule update process is not performed except for the shuttle operation target train. For shuttle operation target trains, do as follows.

  The control unit 204 overwrites the current route diagram 214 with the next route diagram 215 when the shuttle operation target train arrives at the terminal station of the shuttle operation section. The next path diagram 215 is newly generated. This generation method is the same as the abnormal time diamond creation process of step 504. In the example of (c) of FIG. 3, when the train 301 which is the shuttle operation target train carries out the shuttle operation and arrives at the station 314, the next route diamond 215 is overwritten on the current route diamond 214. Further, the next path diagram 215 is generated in the same manner as the process of creating the abnormal case diagram in step 504. As a result, the diagram after route updating is as shown in (d) of FIG.

  In step S510, control unit 204 ends the operation management process.

  The present invention is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above are described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. In addition, with respect to a part of the configuration of each embodiment, it is possible to add, delete, and replace other configurations.

101 Trains 102 Radio Stations 103 Stations 104 Stations 105 Ground Trains 106 Ground Trains 107 Ground Radios 108 Operation Control Device 109 Track 110 Operation Control Device Terminal 201 Instruction Input Unit 202 Train Communication Unit 203 Train Position Acquisition Unit 204 Control Unit 210 Database 211 Stations stop time 212 minutes Inter-station travel time 213 Plan diagram 214 Current route diagram 215 Next route diagram 301 Train 311 Station 312 Station 313 Station 314 Station 320 Constants table 330 Diagram of normal operation 331 Diagram of abnormal operation 332 Route 332 Diamond after update

Claims (4)

An instruction input unit (201) for receiving an instruction from a commander;
A train communication unit (202) that communicates with the train;
A train position acquisition unit (203) that communicates with the train and the train communication unit (202) and acquires a train position that is position information of the train;
An operation management apparatus comprising: a database (210) storing a plan diagram (213) which is an operation plan of the train; and a control unit (204) for controlling the train based on the train position and the plan diagram There,
The database (210) includes station stop time (211) which is a predetermined time for the train to stop at the station, and inter-station travel time (212) which is the predetermined time for the train to travel between the stations. Storing a current route diagram (214) which is an operation plan up to the end of the train and a next route diagram (215) which is an operation plan after the train has operated to the end based on the current route diagram;
When the commander instructs the specific section to operate bi-directionally , the control unit (204) travels between the specific section, the train position of a specific train, the station stop time (211), and the station The current route diagram (214) and the next route diagram (215) are generated based on the hour and minute (212), and stored in the database (210) .
Until the instruction of the two-way driving is canceled, the control unit (204) performs the specific section, the train position of a specific train, the station stop time (211), and the inter-station travel time ( 212) An operation management apparatus characterized by repeatedly executing generation of the current route diagram (214) and the next route diagram (215) based on the above . The operation management apparatus according to claim 1, wherein the commander designates the specific train. The operation management apparatus according to any one of claims 1 to 2, wherein the specific train is the train existing in the specific section specified by the commander. apparatus. The operation management apparatus according to any one of claims 1 to 3, wherein the control unit (204) is configured to specify the specific operation when the commander instructs the specific section to perform bidirectional operation. When a train arrives at an end point in the current route diagram (214), the specific section, the train position of the specific train, the station stop time (211), and the inter-station travel time (212) Generating the current route diagram (214) and the next route diagram (215) based on
An operation management apparatus stored in the database (210).

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