JPH08133084A - Train operation support system - Google Patents

Abstract

PURPOSE: To prevent the normal maximum brake of a safety device from going into operation by displaying a positional relationship with a preceding train and an operating indicated speed on a cathod-ray-tube display unit of a succeeding train. CONSTITUTION: A positional relationship between both succeeding and preceding trains is obtained from a position of the succeeding train by its distance information procured from an onboard monitoring device 4 and another position of the preceding train by track circuit information of this preceding train procured from a ground train operation control system 25, and it is displayed on a CRT display unit 7 via an operation information display 8, while an operating indicated speed found out through predictive operation by the train operation control system 25 is transmitted to a vehicle and displayed on the CRT display unit 7, whereby operation support to an operation crewman takes place. With this constitution, any operation of a normal maximum brake of a safety device is avoided, preventing the lowering of riding quality in each of passengers from occurring.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train driving support device for supporting driving of crew members.

[0002]

2. Description of the Related Art FIG. 9 is a block diagram showing the configuration of a conventional train operation support device shown on pages 359 to 363 of the 28th Railway Cybernetics Symposium (1991). In FIG. 9, 1 is an operation plan creation system arranged on the ground, which creates a daily train schedule. 2 is a driving information card creating device arranged on the ground for creating a driving information card 3 which will be described later, and 3 is a driving information card in which driving information is recorded. , A standard operation curve corresponding to the received signal, route conditions (slope, curve), etc. are stored. Reference numeral 4 denotes a monitoring device arranged on the vehicle, which measures the speed of the train, the distance from the base point, and the like by a signal from a speed generator (not shown). Reference numeral 5 denotes a card reading device arranged on the vehicle to read the contents of the driving information card 3.
Reference numeral 6 denotes a keyboard arranged on the vehicle for giving commands to a driving information display device 8 which will be described later. Reference numeral 7 is a CRT display device, and 8 is a driving information display device. The on-board driving support device 9 is configured by 4 to 8.

Next, the operation will be described. In FIG. 9, the operation plan creation system 1 creates a daily train operation plan (diamond). Then, the created timetable information is passed to the driver's office or the like as work data. At a driver's place or the like, a driving information card 3 is created by the driving information card creating device 2 and handed to the driving crew for each train. Before starting the operation of the train, the driving crew inserts the driving information card 3 into the card reading device 5 and gives a read command from the keyboard 6 to store the contents of the driving information card 3 in the driving information display device 8. When the train operation is started, the operation information display device 8
Displays the speed information and distance information input from the monitoring device 4 and the driving information from the driving information card 3 on the CRT display device 7 to provide train crew with driving assistance.

An example of the screen of the CRT display device 7 is shown in FIG. In FIG. 9 and FIG. 10, 10 is the operation plan information of the own train 15 to be described later read from the operation information card 3, which is the departure time of the station A which is the previous station and the station B which is the next station.
The arrival time and departure time of the station are displayed. Reference numeral 11 is a speed of the train 15 obtained from the monitoring device 4, 12 is a speed limit signal indicating allowable train speeds S _{1 to} S ₇ , and 13 is a standard train operation curve. The speed limit signal 12 and the standard driving curve 13 are displayed in correspondence with the distance based on the driving information of the driving information card 3 and the distance information from the monitoring device 4. 14 is the base point, for example, the distance from A station, 1
A train 5 is located at a position indicated by a distance 14, and shows a relationship with the speed limit signal 12. Reference numeral 16 is a traveling locus of the own train 15.

In FIG. 10, when the train departing from the A station is traveling at a speed equal to or lower than the maximum speed limit signal S ₇ as shown in the traveling locus 16, the train is free traveling and the ATC device (Fig. The maximum service brake by (not shown) will not work. The train goes further and the speed limit signal S ₁
Above one of the to S _6, conventional maximum brake by the security device to follow the standard operating curve 13 decelerates acts.

FIG. 11 is an explanatory diagram showing the relationship with the preceding train. In FIGS. 9 and 11, 17 is a preceding train, B
I'm about to arrive at the platform of the shunt line 100 at the station. At this time, the inside course 1RA is taking the course of the preceding train 17. 18 is a succeeding train running on the track circuit 5T. Speed limit signal S ₁ corresponding to each track circuit 1T to 5T
The signal development of S ₇ to S ₇ is displayed on the CRT display device 7.

When the preceding train 17 arrives at the siding 100 of the B station, the on-course route 1RB of the succeeding train 18 opens.
The succeeding train 18 can travel at a speed lower than the maximum speed of the speed limit signal S ₇ . However, if the succeeding train 18 enters the track circuit 4T before the preceding train 17 arrives at the shunt line 100 at the B station, since the on-track route 1RB of the succeeding train 18 is not open, the regular maximum brake of the safety device operates. And slow down. Then, when the preceding train 17 arrives at the shunt line 100 at the B station, the in-field route 1RB of the passage line 200 is opened, and the succeeding train 18 receives the maximum speed signal of the speed limit signal S ₇ and the service maximum brake is released. By performing the power running control again, the vehicle can travel at a speed lower than the maximum speed signal. As described above, when the maximum service brake is applied by the safety device, the riding comfort is deteriorated, and the time required for re-powering from the brake is also lost.

[0008]

Since the conventional train driving support device is configured as described above, only the contents related to the operation of the own train are displayed on the CRT display device as the driving support information, and therefore, the preceding train is However, it is difficult to drive while avoiding the operation of the maximum brake normally used in the safety device, and there is a problem that the riding comfort of passengers is reduced.

The present invention has been made to solve the above problems, and provides a train operation support device which outputs the operation instruction speed while outputting the relationship with the preceding train.

[0010]

According to a first aspect of the present invention, there is provided a train driving support device which outputs a regular maximum brake command when a train speed exceeds a speed limit pattern after a signal change point at which a signal changes from an upper signal to a lower signal. A train driving support device equipped with a safety device that reduces the speed of the train to the speed limit of the lower order signal, and outputs the driving support information of the timetable and on-rail position from the driving information display device to support the driving of the driving crew. In the above, the driving information display device outputs the positional relationship between the preceding train preceding the succeeding train and the succeeding train and the driving instruction speed of the succeeding train from the driving information display device of the succeeding train.

A train driving support device according to a second aspect is the first aspect.
In the above, the positional relationship between the preceding train and the following train is the position of the following train based on the distance information of the following train obtained from the on-board monitoring device, and the track circuit where the preceding train obtained from the ground train operation management system is located. It is the position of the preceding train based on the information, and the operation instruction speed to the succeeding train is the result of predictive calculation by the train operation management system transmitted to the train.

[0012]

In the train driving support apparatus according to the first aspect of the present invention, the driving crew outputs the driving support by outputting the positional relationship between the preceding train preceding the succeeding train and the succeeding train and the operation instruction speed of the succeeding train. Operate while checking the contents.

According to a second aspect of the present invention, there is provided the train operation support device according to the first aspect, in which the position of the succeeding train based on the distance information of the succeeding train obtained from the on-vehicle monitoring device and the preceding train obtained from the ground train operation management system. By outputting the positional relationship between the succeeding train and the preceding train based on the position of the preceding train based on the track circuit information, and transmitting and outputting the operation instruction speed predicted and calculated by the train operation management system to the onboard vehicle, Provide driving assistance.

[0014]

【Example】

Example 1. FIG. 1 is a configuration diagram of the first embodiment. In FIG. 1, 1 to 8 are the same as conventional ones. A train radio on-board station 19 outputs information received from a train radio ground station 26, which will be described later, to the driving information display device 8. In addition, 4-8,19
The on-board driving support device 20 is configured by the above. Reference numeral 21 is a track circuit relay, which detects the status of trains in the track circuits 1T to 9T. An ATC signal generator 22 outputs the speed limit signals S _{1 to} S ₇ of the track circuits 1T to 9T according to the information from the track circuit relay 21. Reference numeral 23 is a ground ATC device, which is composed of a track circuit relay 21 and an ATC signal generator 22. A relay interlocking device 24 is arranged on the ground, and receives the information from a train operation management system 25 described later to configure a route.

A train operation management system 25 is arranged on the ground and monitors the operation states of all the trains on the management line. The train operation is controlled by the diagram created by the operation plan creation system 1. In addition, the train operation management system 25 detects which track circuit each train is on, based on the track line information from the track circuit relay 21 and the route control information from the relay interlocking device 24, and the train The train is tracked by associating with which one of the timetables. A train radio ground station 26 transmits each information of the train operation management system 25 to the train radio onboard station 19. The train radio on-board station 19 and the train radio ground station 26 form a train radio system 27.

Next, the operation will be described. In FIG. 1, it is the same as in the prior art that the driving crew stores the contents of the driving information card 3 in the driving information display device 8. The train operation management system 25 determines at what speed from the position of the preceding train and the time when the route of the succeeding train opens when the succeeding train continues to operate in a delayed state until the opening of the route. Prediction calculation is always performed as to whether it is optimal. Then, various driving support information including the optimum driving instruction speed based on the prediction calculation result is output as the information set of FIG. The train radio ground station 26 transmits the information set from the train operation management system 25 to the driving information display device 8 via the train radio onboard station 19. In the driving information display device 8, the driving information from the driving information card 3, the speed and distance information from the monitoring device 4, and the information set from the train operation management system 25 are edited to edit the CRT display device 7 or as shown in FIG. It is displayed by a printer (not shown) or the like.

FIG. 3 is an explanatory view showing screen information in which signal development is displayed on the CRT display device 7 by distance and speed. In FIG. 3, 10, 11, and 18 are the same as the conventional one. 28 is a preceding train, 29 is a preceding train number of the preceding train 28, 30 is a driving instruction speed, and 31 is an ATC signal expansion of a speed limit signal generated between the preceding train 28 and the following train 18.

FIG. 4 is an explanatory view showing the time interval management control between trains. In FIG. 3 and FIG. 4, the preceding train 28 operating on the timetable of the operation locus 28a evacuates on the shunt line HT of the B station, and the following train 18 operates on the timetable of the operation locus 18a.
Is an example of passing. The complete entry of the preceding train 28 into one track circuit changes the speed limit signal 31 (see FIG. 3) for the following train 18. In addition, the width of each operation locus 18a, 28a shows the head and tail of the train. The speed limit signal S ₁ is a warning signal, S ₃ is a caution signal, S ₄ and S ₅ are speed limit signals corresponding to each signal,
S ₇ is the maximum speed signal.

As the preceding train 28 moves, the limit of the course of the succeeding train 18 to the speed limit signal S ₇ is shown by a thick limit line m every 9T from each track circuit 1T. For example, when the operating speed of the preceding train 28 is slower than that of the following train 18 as shown in FIG.
The operation interval (time gap) between the No. 8 train and the following train 18 is wide, and the time gap becomes narrower as it approaches the B station ahead. Therefore,
In order to operate the succeeding train 18 at the maximum speed indication of the continuous speed limit signal S ₇ , if the critical point 32 with the speed limit signal S ₅ is passed at the boundary position between the track circuits 4T and 5T, the train runs efficiently. Can be made.

The critical point 32 is a two-dimensional vector in time-distance coordinates. In this case, looking at the ATC signal development for each track circuit in the time axis direction, the time until the maximum speed indication (S ₇ ) is obtained is the longest with respect to the time to the boundary between the track circuits 4T and 5T. take the time t _o. That is, the time t _a required for the preceding train 28 to arrive at the B station and the unlocking of the inside track 1RA and the time t _b required for the succeeding train 18 to establish the inside track 1RB. Sum (t _a + t
_{Let b} ) be the allowance time t _o .

FIG. 5 is a flow chart showing a method for calculating the driving instruction speed. 3 to 5, the preceding train 28
Is the start time of the train to each track circuit at the time of departure from A station,
The time of full approach and the development of the ATC signal at the time of full approach are calculated (step 34). Next, the time required to pass the critical point 32 is calculated. The critical point 32 is a position on the distance coordinate with a margin time t _o taken from the boundary position between the track circuits 4T and 5T (step 35).

Next, a critical curve 33 drawn parallel to the locus 18a of the succeeding train 18 passing through the critical point 32 is set (step 36). As shown in FIG. 6, when the preceding train 28 is running between stations up to B station, each time the preceding train 28 enters each track circuit, the entry time to the track circuit in front of the preceding train 28 is set. Predicting up to the arrival at station B, the critical point 32 is set based on this prediction. Then, a critical curve 33 is created with the critical point 32 as a reference, and critical times t _{1 to} t ₈ are obtained for each track circuit.

The preceding train 28 is delayed and the succeeding train 18
Is traveling as planned, both trains 18, 28
The time interval of is too short, and the maximum safety brake of the safety device operates to decelerate. Then, when the preceding train 28 enters the track circuit ahead, the speed limit signal of the succeeding train 18 becomes an upper signal, so that the regular maximum brake of the succeeding train 18 is relaxed and re-powering is performed, resulting in unstable operation. Therefore, in this case, the train operation management system 25 gives an instruction for an operating speed lower than the current speed.

The succeeding train 18 is delayed and the preceding train 28 is delayed.
Is traveling as planned, the train operation management system 25 outputs to the driving information display device 8 so that the succeeding train 18 travels at the maximum permissible speed, and the driving crew through the CRT display device 7. Instruct. As for the allowable maximum speed, the critical time interval between both trains 18 and 28 is set for each track circuit unit for the critical curve 33 (step 37), and the operation instruction speed to the train for each critical time interval is determined (step 3).
8) Do.

FIG. 7 is an explanatory diagram showing a method of calculating the driving instruction speed v. In the figure, 1 is the length of blockage which is a unit of a track circuit or speed limit signal, P ₁ and P ₂ are boundaries of each track circuit or blockage, 40 is a running curve of the preceding train 28, 41 is a curve of the following train 18. The ideal running curve has an ideal time interval t ₁₀ for the preceding train 28. T ₁ is the current time and the preceding train 2
The succeeding train 18 has entered the boundary P ₁ with respect to _No. 8. T ₂ is the approach time at which the preceding train 28 enters the boundary P ₂ of the next track circuit, and in the illustrated case, the preceding train 28 is at the boundary P 2.
Since it has not reached ₂ , it is an expected value obtained from the current time T ₁ of the preceding train 28. T ₃ is the entry time to the boundary P ₂ when the succeeding train 18 is driven on the ideal driving curve 41,
An ideal time interval t ₂₀ with respect to the preceding train 18 is set at the boundary P ₂ .

In FIG. 7, the following train 18 has an ideal time interval t.
You are approaching the preceding train 28 at a time interval t ₁₁ shorter than ₁₀ . Therefore, in order to put the succeeding train 18 on the ideal driving curve 41, the driving instruction speed v is set to v = 3.6 × l / (T ₃ −T ₁ ).
Calculated by When the succeeding train 18 travels at the driving instruction speed v thus obtained, the ideal running curve 41 of the succeeding train 18 at the boundary P ₂ is shown as a running locus 42.
It will be on. The driving instruction speed v calculated by this calculation is transmitted to the driving information display device 8 via the train radio system 27 (step 39).

As described above, the position information of the following train is obtained from the on-board monitoring device of the following train 18, the position information of the preceding train 28 is obtained from the ground train operation management system, and the operation information display device is obtained. By outputting the positional relationship between the preceding train 28 and the following train 18 and outputting the operation instruction speed predicted and calculated by the train operation management system from the operation information display device, it is possible to provide driving assistance to the driving crew. It is possible to operate while avoiding the operation of the maximum service brake of the safety device. As a result, efficient driving can be performed without reducing the riding comfort of passengers.

Embodiment 2 FIG. FIG. 8 is a block diagram showing the configuration of the second embodiment. In FIG. 8, 1,4,5-5,19
27 are the same as those in FIG. The timetable created by the operation plan creation system 1 is configured to be transmitted from the train operation management system 25 to the onboard driving support device 20 via the train radio system 27. As a result, the same effects as those of the invention shown in the first embodiment are exhibited, and the driving information card creating device 2, the driving information card 3, and the card reading device 5 are not required, and the configuration is simplified.

Example 3. In each of the above embodiments, the operation instruction speed is given in units of each track circuit. However, if the station-to-station distance is long and the station-to-station operation time is long, the track circuits are 2 to
The operation instruction speed may be given for each block of a unit consisting of three trains in which one train can exist. As a result, the opportunity for the driving crew to confirm the driving instruction speed is reduced, and the fatigue of the driving crew can be reduced.

[0030]

According to the first aspect of the present invention, the driving crew member of the succeeding train operates according to the output positional relationship with the preceding train and the driving assistance information of the driving instruction speed. It is possible to avoid the movement, and it is possible to prevent the ride quality of passengers from being deteriorated.

According to the invention of claim 2, the positional relationship between the succeeding train and the preceding train is confirmed from the position of the succeeding train from the monitoring device of the succeeding train and the position of the preceding train from the train operation management system on the ground. However, since the train is operated at the speed commanded by the train operation management system, it is possible to drive with accurate driving support information, so it is possible to avoid the operation of the maximum brake normally used in the safety device, and to reduce the passenger comfort. Can be prevented.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a train operation support device according to a first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an information set.

FIG. 3 is an explanatory diagram showing screen information of a CRT display device.

FIG. 4 is an explanatory diagram showing time-distance management control between trains.

FIG. 5 is a flowchart showing a method of calculating a driving instruction speed.

FIG. 6 is an explanatory diagram showing time-distance management control between trains.

FIG. 7 is an explanatory diagram showing a method of calculating a driving instruction speed.

FIG. 8 is a block diagram showing a configuration of a second embodiment.

FIG. 9 is a block diagram showing a configuration of a conventional train driving support device.

10 is an explanatory diagram showing screen information of the CRT display device shown in FIG. 9. FIG.

FIG. 11 is an explanatory diagram showing a relationship with a preceding train.

[Explanation of symbols]

4 monitoring device, 8 driving information display device, 18
Subsequent trains, 25 train operation management system, 28 preceding trains.

Claims (2)

[Claims] 1. When a train speed exceeds a speed limit pattern after a signal change point at which a signal changes from an upper signal to a lower signal, a service maximum brake command is output to bring the train speed up to the speed limit of the lower signal. In a train driving support device equipped with a safety device for decelerating and outputting driving support information on the timetable and on-rail position from the driving information display device to support the driving of the driving crew, the driving information display device is a preceding train. A train driving support device, wherein the positional relationship between the train and the following train and the operation instruction speed of the following train are output from the driving information display device of the following train. 2. The positional relationship between the preceding train and the succeeding train is obtained from the position of the succeeding train based on the distance information of the succeeding train obtained from the on-board monitoring device and the train operation management system on the ground. It is the position of the preceding train according to the track circuit information on which the preceding train is located, and the operation instruction speed to the following train is the result of predictive calculation by the train operation management system transmitted to the vehicle. Train driving support device.