JPH0466748B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a train operation control system equipped with a simulation function, and in particular, to a train operation control system that is equipped with a simulation function. This invention relates to a train operation management system that enables the following operations.

[Background of the invention]

A typical train operation pattern is for a certain period of time,
For example, the pattern is repeated every 24 hours.

Therefore, train operation management systems have come to be widely adopted in order to constantly and reliably manage the operation of trains according to such operation patterns and to save labor.

An example of such a traffic management system will be explained with reference to FIG.

Figure 1 shows how the central processing unit and the terminal processing unit are connected by a data transmission path, and the terminal processing unit is also provided with a judgment processing function, so that the functions of the entire system can be shared between the central processing unit and the terminal processing unit. This is a system in which the equipment is distributed and installed in the equipment, and in the figure,
1 is a processing device for operation display and manual route setting, 2 is a manual setting console, 3 is an operation display board, 4 is a timetable management,
Processing device for traffic rescheduling and man-machine interface with operators, 5 is an operation console, 6 is a display, 7 is a transmission device, 8 is a transmission line, 10 is a relay interlocking device, 11 is an input section, 12 1 is a train tracking section, 13 is a transmission/reception control section, 14 is a manual route control section, 15 is a switching device, 16 is an output section, 17 is a diagram storage section, 18
is the course control section.

A represents the central processing unit, and B represents the terminal processing equipment installed at each station, etc., and these mutually exchange data through a loop transmission system consisting of a transmission device 7 and a transmission path 8. It's summery.

As mentioned above, the central processing unit (hereinafter simply referred to as the central processing unit) A includes the processing unit 4, which mainly performs train schedule management, timetable rescheduling, and man-machine communication with dispatchers, and each terminal processing unit ( A processing device 1 that displays train position information and signal control status information transmitted from B (hereinafter simply referred to as a terminal) on the operation display panel 3, receives input from a manual setting console 2, and sends route control information to the terminal side.
Two processing devices are provided.

Under normal train operation conditions, from central A to each terminal B
The necessary data (schedule) is transferred to the timetable storage section 17 of each terminal B, and the route control section 18 of each terminal B generates the necessary control signal based on this timetable and the train tracking information obtained from the train tracking section 12, and the switching is performed. The relay interlocking device 10 is controlled from the device 15 via the output section 16, and the train is run by controlling the course.

In addition, in the event of an abnormality such as a disruption to the timetable, the dispatcher from the control console 5 in the center A makes various schedule changes or inputs operation commands according to the disruption, and the processing device 4 organizes the schedule to reflect these inputs. The timetable is sent to the timetable storage section 17 of each terminal B, and each terminal B controls the route of the train based on the organized timetable.

On the other hand, if the function of the processing device 4 is lost for some reason, if the switch 15 of each terminal B is switched to the manual route control section 14, the center A
Route control can be performed by operating the manual setting console 2. At this time, if an ARC (automatic route control device) is provided, control using this function is also possible.

By the way, the role of the dispatcher in such a train operation management system is not limited to the above-mentioned operations that mainly involve monitoring during normal train operation conditions, but also a wide range of operations such as manual route control in the event of an abnormality. Therefore, the dispatcher must be proficient in all of the above-mentioned operations in a wide variety of abnormal situations, and for this reason, in such a system, dispatcher training is required when necessary. It is desirable that you are able to do this well.

However, with the above-mentioned conventional train operation management system, training required for timetable changes or train rescheduling cannot be carried out without intentionally disrupting the timetable.

○B It is difficult to generate timetable disruptions in arbitrary patterns, and it is difficult to conduct training that deals with all patterns that may actually occur.

There were drawbacks such as the long period of training required when a new dispatcher was replaced, and the inability to adequately respond to disruptions to the schedule that occurred infrequently. .

[Purpose of the invention]

The object of the present invention is to eliminate the drawbacks of the prior art described above, and to arbitrarily operate the train without disturbing the actual train operation at all.
Moreover, it is an object of the present invention to provide a train operation control system that can easily cause timetable disruptions in various patterns and allow sufficient operational training for dispatchers.

[Summary of the invention]

In order to achieve this object, the present invention provides a means for generating simulated train running data for simulation at the center of the system, and at the terminal side, performs a simulation of continuous train tracking according to this data for simulation. The present invention is characterized in that a means is provided to enable the generation of timetable disruptions according to arbitrary patterns and a corresponding train tracking simulation, and during this time, actual train operation is managed by manual route control.

[Embodiments of the invention]

EMBODIMENT OF THE INVENTION Hereinafter, the train operation management system according to the present invention will be explained in detail using illustrated embodiments.

FIG. 2 shows an embodiment of the present invention, in which A
1 is automatic operation processing section, A2 is manual operation processing section, A
3 is the simulation processing section, C is the transmission system, 19
is a train running simulator, 20 is a display, 21
2 is a train tracking simulator, 22 and 23 are switching devices, and the rest is the same as the conventional example shown in FIG.
The simulator 19 and display 20 are added to the center A, and are also connected to the transmission line 8 by a newly added transmission device 71, so that data can be exchanged with other devices. It's summery. In addition, a simulator 21 and switching devices 22 and 23 are added to each terminal B, and the switching devices 22 and 23 are linked with the original switching device 15, and in the normal operation management state, they are switched in the opposite direction to that shown in the diagram, and the switching devices 22 and 23 are operated It can be switched to the state shown only when training personnel or manually controlling the route.

Next, the operation of this embodiment will be explained.

Under normal train operating conditions, each switch 15, 2
2 and 23 are switched in the opposite direction to that shown in the figure, and therefore, the operation at this time is the same as that described in the conventional example of FIG.

Next, when training the dispatcher, the switching devices 15, 22, and 23 are switched to the illustrated positions by operating the manual setting console 2. The actual route control of the train is performed by operating the train tracking unit 12 based on the information imported from the relay interlocking device 10 via the input unit 11, importing the tracking data into the processing device 1 in the central A, and displaying it on the operation display panel 3. The train is displayed in operation, and the dispatcher operates the manual setting console 2 based on this operation display to input route setting information. This route setting information is transmitted from the central side to the terminal side and input to the manual route control section 14. As a result, a route control output is given to the relay interlocking device 10 via the output section 16, and the train's route is set. It is done. Incidentally, at this time, when each terminal B is equipped with an ARC, the route control output may be obtained from this ARC, as in the conventional example shown in FIG.

After the actual train operation control is brought into the manual control state in this way, the dispatcher is trained using equipment that is separated from the actual train operation control using the switching devices 22 and 23.

First, the simulator 19 runs a train in a simulated manner using the simulation function provided therein, and sends information on the running position of the train at this time to the train tracking simulator 21 at each end B to perform a train tracking simulation. . and,
The results are taken into the simulator 19 again and displayed on the display 20.

On the other hand, the training diamonds required at this time are sent from the processing device 4 of the central A to the various terminals B and stored in the diamond storage section 17 in advance. Then, this training diagram and the train tracking information given as a result of the simulation from the train tracking simulator 21 are input to the route control unit 18, so that the route output information created by the route control unit 18 is transferred to the central side. The information is transmitted to the simulator 19, and the simulator 19 causes the simulated train to travel along the route given by this route output information.

Therefore, in this embodiment, it is possible to cause an arbitrary timetable disruption by the simulation program of the simulator 19, and for example, it is possible to intentionally delay a particular simulated train. It is also possible to apply a departure restraint to a specific simulated train from the console 5 and cause it to be delayed, and as a result, according to this embodiment, it is possible to easily cause a schedule disruption in any pattern. This makes it possible to conduct sufficient training in advance for operations such as timetable changes and train rescheduling even in the event of a pattern of timetable disruption that may actually occur.

At this time, the actual operation management of the trains will be controlled manually, but since this will not affect the actual operation of the trains, training for dispatchers can be carried out at any time as needed. It does not require time for newcomers to become familiar with the operation.

In fact, training on manual route control is also essential for such systems.
Therefore, as in this embodiment, there is almost no disadvantage caused by having to manually switch the actual train operation management during training for timetable disruptions.

By the way, in the above embodiment, the simulator 19 and display 20 to be added to the center A are the transmission device 7.
1 to the transmission path 8, thereby exerting its function. Therefore, according to this embodiment, there is almost no need to modify the hardware configuration of the center A when these additions are made, and the addition can be carried out extremely easily.

It goes without saying that if the processing device 4 in the central A has sufficient processing capacity, the function as a simulator may be added to the processing device 4 without adding the simulator 19 and the display 20. Nor.

〔Effect of the invention〕

As explained above, according to the present invention, while managing actual train operation, at any time,
Furthermore, since it is possible to train dispatchers using any pattern of timetable disruptions, they can eliminate the shortcomings of conventional technology and become fully familiar with the operations so that they can always make appropriate timetable changes and schedule rescheduling in response to any kind of timetable disruption. Therefore, it is possible to easily provide a train operation management system that is extremely effective for training dispatchers who can perform the following tasks.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an example of a conventional train operation management system, and FIG. 2 is a block diagram showing an embodiment of the train operation management system according to the present invention. A...Central processing unit, B...Terminal processing unit, 1
...Processing device for operation display and manual route setting, 2...
...Manual setting console, 3...Operation display panel, 4...Diamond management and operation arrangement, and man-machine processing device, 5...Operation console, 6,20...Display device, 7,7
1... Transmission device, 8... Transmission line, 10... Relay interlocking device, 11... Input section, 12... Train tracking section,
13... Transmission/reception control unit, 14... Manual route control unit, 15, 22, 23... Switch, 16... Output unit, 17... Diagram storage unit, 18... Route control unit, 19... Simulator, 21...Train tracking simulator.

Claims (1)

[Scope of Claims] 1. A distributed train operation management system comprising a central processing unit A, a terminal processing unit B, and a transmission system C, wherein the central processing unit A includes an automatic operation processing unit A1 and a manual operation processing unit A1. Processing section A2 and simulation processing section A
3, the terminal processing device B includes an input section 11, a train tracking section 12, a manual route control section 14, and switching sections 15 and 2.
2, 23, output section 16, and diamond storage section 17
, a route control unit 18, and a train tracking simulator 21. The transmission system C has a transmission line 8 and transmission devices 7, 71, and is connected between the central processing unit A and the terminal processing unit B. The automatic operation processing unit A1 has a processing device 4, a display 6, and an operation console 5, and is capable of transmitting and receiving data such as the timetable required for normal train operation, the timetable for training, and the like. In addition, a rearrangement schedule necessary for train operation in abnormal situations is created and transferred to the terminal processing device B, and these are stored in the timetable storage section 17.The manual operation processing section A2 is connected to the processing device 1, It has a manual setting console 2 and an operation display panel 3, and displays train position information and signal control status information transmitted from the terminal processing device B via the transmission system C on the operation display panel 3. The simulation processing section A3 has a simulator 19 and a display 20, and the simulator 19 performs a simulated train run, thereby transmitting route control information to the terminal processing device B. The obtained train running position information is sent to the terminal processing device B, and the train running position is displayed on the display 20 according to a control signal input from the terminal processing device B. Train tracking information is created using data imported from the external relay interlocking device 10, and the train tracking simulator 21 simulates train tracking based on the train running position information input from the simulator 19 to create train tracking information. The switch 22 selects the output of either the train tracking section 12 or the train tracking simulator 21 and inputs the selected train tracking information to the route control section 18. The section 18 creates a control signal based on the timetable inputted from the timetable storage section 17 and the train tracking information of the train tracking section 12 or the train tracking simulator 21 inputted via the switching section 22. The transmission/reception control unit 13 and the switch 15
Select one of them and attach the route control unit 1 to one of them.
The manual route control section 14 generates a control signal based on the route control information input from the manual operation processing section A2, and the switching device 15 supplies the control signal created in step A2. Course control unit 14 and switching device 2
3, and outputs the control signal output from one of them to the external relay interlocking device 10 via the output unit 16.The train operation management system.