JPH08156793A - Train operation predictive device, operation and arrangement programming device, train operation programming device and train operation support system - Google Patents

Abstract

PURPOSE: To perform the operation prediction of a train so accurately in a short time by installing an operation predictive performance control part, a speed limit transition information preparating part and a simulation executing part there, and joining respective train operation predictive techniques between both continuous and discrete types together. CONSTITUTION: A train operation predictive device 4 is connected to an operation control system 1 equipped with an operation planning file 2 and an operation result file 3 via an input unit 6. At an operation predictive performance control part 12, a train and an interval under the simulation object subject to the next operation prediction are set up from an operation planning file 5 and an operation result-predictive file 7. At a speed limit transition information preparing part 13, a speed limit file is made out at each blocking interval to the train in the interval from a route control condition table 8 and a signal aspect condition table 9 or the like. In addition, at a simulation executing part 14, a traveling simulation of the train in the interval is executed on the basis of a simulation condition table 10 or the like.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway in which a plurality of trains operate in accordance with a route setting and signal indication based on an operation plan on a track consisting of a plurality of stations, and a train for predicting train operation using a computer. The present invention relates to an operation prediction device.

Further, the present invention relates to a traffic rescheduling plan making device for eliminating disturbance of train operation.

Further, the present invention relates to a train driving support device for informing a driver of the traveling status of a preceding train.

[0004]

2. Description of the Related Art There are roughly two conventional technologies for train operation prediction devices. The first is a continuous train operation prediction technology that faithfully simulates the running state of a train and the equipment state such as a route and a signal at minute time intervals such as 1 second by solving a motion equation of the train. This is to calculate the position, speed, acceleration / deceleration for all trains on the route at a certain minute time interval using the above-mentioned vehicle condition table, track condition table, route control condition table, and signal display condition table. , Is characterized in that the states are changed all at once.
Since continuous train operation prediction technology can accurately simulate train operation, it is used for studying signal equipment and methods, creating operating curves, designing train group control parameters, and so on.

The second is a discrete train operation prediction technique for simulating train and station state transitions by processing the arrival and departure of a train at a station as events and processing them in order of time. This is the time on the simulation for all trains on the route, using the inter-station travel time table that defines the time that a train travels between stations and the operation interval table that defines the operation interval between trains. The feature is that the arrival and departure times are calculated by sequentially processing the executable events according to the progress of, and the trains and stations are transited in the order in which they actually occur. Discrete train operation prediction technology can calculate arrival and departure times in a short time, so it is used to create operation plans and rescheduling plans.

As a conventional technique for rescheduling, for example, Japanese Patent Laid-Open Nos. 4-118358 and 5-27.
There is a 0406 publication. In Japanese Patent Application Laid-Open No. 4-118358, when it is determined that there is a train delay or an early departure as a result of train tracking, operation prediction is performed and a traffic rescheduling plan is created according to a predetermined rule. In Japanese Unexamined Patent Publication No. Hei 5-270406, a train rescheduling is performed by using a policy of detecting a train operation disorder by predicting the operation based on the operation plan and the operation result and storing the train operation disorder stored in a knowledge base. Is automatically created.

[0007] As a conventional technique relating to operation plan creation, for example, Japanese Patent Laid-Open No. 61-70574 and Japanese Patent Laid-Open No.
There are 257666 and JP-A-4-135969. These conventional technologies create a train-to-station travel time table and an operation interval table by continuous train operation prediction technology, and input these as semi-fixed data in advance,
The basic rule is to create an operation plan using the discrete train operation prediction technology.

As a conventional technique relating to train operation support, there is, for example, Japanese Patent Laid-Open No. 4-283163. Japanese Unexamined Patent Application Publication No. 4-283163 is characterized in that a recovery run curve pattern indicating the traveling speed with respect to the position of the train is calculated based on the time difference between the operation plan and the actual passing time of the train, and the train is run according to the recovery run curve pattern. There is.

Further, as a conventional technique similar to the present invention,
There is a train group control simulation system. this is,
In order to design the control parameters of the train group control system, an arbitrary delay is generated on the computer and train operation under the given control parameters is simulated. It is characterized by using continuous train operation prediction technology to perform the simulation of each train separately for each station section and initialize a part of the simulation result to re-simulate.

[0010]

As described above, in the conventional discrete train operation prediction technique, the train is so-called "dango" because the train interval approximates the train running according to the route setting and the signal indication. The arrival and departure times cannot be calculated accurately when driving or driving slowly. For example, if you want to calculate the arrival time of the next station of a train that has stopped or decelerated between stations due to an accident or breakdown, or if you want to create an operation plan that reduces driving intervals by driving slowly in some sections at rush hour, There was a problem that an accurate arrival and departure time could not be calculated without inputting information from the outside.

Further, when the continuous train operation forecasting technique is used to create the operation plan or the traffic rescheduling plan, the above problem does not occur, but there is a problem that the input data is large and the calculation time is long. In the continuous train operation prediction technology, all trains on the route are always targeted for simulation, and the states are simultaneously transited. Therefore, even if the arrival / departure time can be accurately calculated by the discrete train operation prediction technology, the continuous train operation prediction technology is used, and there is a problem that extra calculation time is required. Further, even if the difference between the prediction result and the operation record is small and it is not necessary to make an operation prediction, the continuous train operation prediction technology will make an operation prediction, and there is also a problem that extra calculation time is required. It was

[0012] For example, in Japanese Patent Laid-Open No. 270406/1993, the operation record is accumulated every moment, the train operation situation after the present time is predicted from the operation plan and the execution record, and the operation prediction is made every time the operation record is updated. However, when using the conventional continuous train operation prediction technology, it is necessary to carry out operation prediction for all trains on the route every time the operation record increases.
It is expected that a lot of calculation time will be required. Further, in Japanese Unexamined Patent Publication No. 4-118358, future traveling prediction is performed based on train position information and timetable data, and when it is determined that there is another rearrangement plan, a rearranged timetable is created again. In other words, if there is another arrangement plan, the operation forecast will be made each time, and if the conventional continuous train operation forecasting technology is used, a great amount of calculation time will be required. .

Also in the operation plan creation, according to the conventional technology, the train operation prediction is carried out based on the given station-to-station travel time table and operating time interval table. Discrete train operation prediction technology is suitable for this purpose. These tables are created separately by using the continuous train operation prediction technology, but usually the time between stations and operating time intervals are tabulated with a standard time allowance. For this reason, when performing high-density operation during a rush hour, it is necessary to create an operation plan while adjusting the running time between stations and the operation interval. In this way, when adjusting the running time between stations and the driving interval, it is necessary to predict the operation of the own train and the succeeding train by the continuous train operation prediction technology. Therefore, the discrete train operation prediction technology can be applied to the creation of a standard operation plan, but the continuous train operation prediction technology must be applied when adjusting the running time between train stations and the driving interval. There was a point.

Also in train driving support, for example, Japanese Patent Laid-Open No.
In the calculation of the recovery run curve in the publication No. 283163, when the train is in the "dango" operation, it is strongly influenced by the running of the preceding train, and stop and start or deceleration and acceleration are repeated, so that the running of the preceding train is accurately performed. Need to predict. For this purpose, the continuous train operation prediction technology is suitable, but there is a problem that the calculation time becomes long because the real-time property is strongly required for train operation support.

Also in the train group control simulation,
By holding the simulation results in the form of signal data, the simulation of each train is divided into station sections, but since continuous train operation prediction technology is always applied, a lot of calculation time is required. There was a problem.

The present invention has been made in order to solve the above problems, and it is possible to accurately and quickly obtain an operation prediction by combining a continuous train operation prediction technology and a discrete train operation prediction technology. Provide a train operation prediction device that can Further, the present invention provides a traffic rescheduling plan preparation device, a train operation plan preparation device, and a train operation support device using the train operation prediction device.

[0017]

According to a first aspect of the present invention, there is provided a train operation predicting apparatus in which a plurality of trains are operated according to a route setting based on an operation plan and signal indication on a line provided with a plurality of stations. In the train operation prediction device that predicts the operation of each train in the future from the operation record updated by the latest position, speed and time of each train, the operation plan file recording the operation plan of each train, From the operation record at the current time and the operation record / prediction file that records the prediction result based on this operation record, the operation prediction execution management unit that sets the simulation target train for the next operation prediction and the simulation target section for prediction, Track control conditions that define the track record / prediction file of the preceding train that affects the running of the train to be simulated and the track control conditions for track setting Speed and speed that creates a speed limit transition file that records the temporal transition of signal speed for each block section of the simulation target train from the signal display condition table that defines the way of changing the signal and signal Based on the limit transition information creation unit, the speed limit transition file, and the simulation condition table that defines the track conditions that affect the vehicle performance and train travel, the simulation of the train running on the simulation target train in the simulation target section is performed, and the simulation result It is provided with a simulation execution unit for recording the operation record in the operation record / prediction file.

In the train operation prediction device according to the invention of claim 2, in claim 1, the operation prediction execution management unit newly predicts the operation based on the error between the newly input operation record and the latest operation prediction result. The target train for simulation and the target section for simulation are set.

A train operation predicting apparatus according to a third aspect is the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses a simulation condition table based on the speed limit transition file and at minute time intervals. The position, speed, and acceleration / deceleration of the train to be simulated are calculated.

A train operation predicting apparatus according to a fourth aspect is the train operation predicting apparatus according to the first or second aspect, wherein the simulation executing unit uses the simulation condition table based on the speed limit transition file to determine the closed section boundary position and The time, speed, and acceleration / deceleration of the simulation target train at each position of the driving operation position table in which the speed limit position is recorded are calculated.

A train operation predicting apparatus according to a fifth aspect is the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit determines the time when the train passes each closed section based on the speed limit transition file. The time and speed of the simulation target train at the closed section boundary position are calculated by the closed section traveling time table defined corresponding to the approach speed and the speed limit.

A train operation predicting apparatus according to a sixth aspect of the present invention is the train operation predicting apparatus according to the first or second aspect, wherein the simulation execution unit uses a simulation condition table based on the speed limit transition file,
A first simulation executing means for calculating the position, speed and acceleration / deceleration of a train to be simulated at minute time intervals, and an operation in which the closed section boundary position and the speed limit position are recorded by a simulation condition table based on the speed limit transition file. The second simulation execution condition for calculating the time, speed and acceleration / deceleration of the simulation target train at each position of the operation position table, and the time for the train to pass through each closed section based on the speed limit transition file are the approach speed and the speed limit. Calculating the time and speed of the train to be simulated at the boundary position of the closed section by the closed section traveling time table defined corresponding to
The simulation execution means is configured to select one of the simulation execution means suitable for the train to be simulated and the section to be simulated by the operation prediction execution management unit and execute the simulation.

A traffic rescheduling planning device according to a seventh aspect of the present invention provides the train operation prediction device according to any one of the first to sixth aspects, and the train status and operation plan after the current time based on the train operation prediction. It is provided with an operation plan drafting device for inputting and changing the operation plan according to the operation plan change command of the commander.

An operation plan creation device according to the invention of claim 8 is the train operation prediction device according to any one of claims 1 to 6, and the departure time of the train to be simulated from the train operation prediction device and the next station. And an operation plan drafting device that creates an operation plan based on the arrival time to and the running time between stations.

A train operation support device according to the invention of claim 9 is the train operation prediction device according to any one of claims 1 to 6, and a speed limit transition file of the own train for each train,
It is provided with a transmission means for transmitting the operation record file and the operation prediction file.

[0026]

According to the train operation prediction apparatus of the first aspect of the present invention, in the operation prediction execution management, the operation plan file recording the operation plan of each train, the operation record of each train at the current time, and this operation record are displayed. Based on the operation results / prediction file recording the prediction results based on the above, the simulation target train for the next operation prediction and the simulation target section for the prediction are set.

Then, in the speed limit transition information creating section, the operation record / prediction file of the preceding train that affects the running of the train to be simulated, the route control condition table defining the route control conditions for the route setting, and the signal display. From the signal display condition table that defines how to change
A speed limit transition file in which the temporal transition of the signaled speed is recorded is created for each closed section of the simulation target train in the simulation target section.

Further, in the simulation execution section, a simulation of running of the simulation target train in the simulation target section is carried out based on the speed limit transition file and the simulation condition table defining the railroad conditions that affect the vehicle performance and train running. , Record the simulation result in the operation record / prediction file.

In the train operation prediction apparatus according to the invention of claim 2, the operation prediction execution management unit according to claim 1 newly predicts the operation based on the error between the operation record newly input and the latest operation prediction result. The simulation target train and the simulation target section that must be set are set.

A train operation predicting apparatus according to a third aspect of the present invention is the train operation predicting apparatus according to the first or second aspect, in which the simulation execution unit uses a simulation condition table based on the speed limit transition file, The position, speed and acceleration / deceleration of the train to be simulated are calculated at intervals.

A train operation predicting apparatus according to a fourth aspect of the present invention is the train operation predicting apparatus according to the first or second aspect, in which the simulation executing unit uses the simulation condition table based on the speed limit transition file to determine a closed section boundary. The time, speed, and acceleration / deceleration of the train to be simulated are calculated at each position of the driving operation position table in which the position and the speed limit position are recorded.

A train operation management apparatus according to a fifth aspect of the present invention is the train operation prediction apparatus according to the first or second aspect, in which the simulation execution unit causes the train to pass through each closed section based on the speed limit transition file. The time and speed of the train to be simulated at the boundary position of the closed section are calculated by the closed section traveling time table in which the time is defined corresponding to the approach speed and the speed limit.

A train operation predicting apparatus according to a sixth aspect of the present invention is the train operation predicting apparatus according to the first or second aspect, wherein the simulation executing unit uses a simulation condition table based on the speed limit transition file,
A first simulation executing means for calculating the position, speed and acceleration / deceleration of a train to be simulated at minute time intervals, and an operation in which the closed section boundary position and the speed limit position are recorded by a simulation condition table based on the speed limit transition file. The second simulation execution condition for calculating the time, speed and acceleration / deceleration of the simulation target train at each position of the operation position table, and the time for the train to pass through each closed section based on the speed limit transition file are the approach speed and the speed limit. Calculating the time and speed of the train to be simulated at the boundary position of the closed section by the closed section traveling time table defined corresponding to
The simulation execution means selects one of the simulation execution means suitable for the train to be simulated and the section to be simulated, and executes the simulation.

A traffic rescheduling plan creating apparatus according to the invention of claim 7 is the train operation predicting device according to any one of claims 1 to 6, and the train status and operation plan after the current time based on the train operation prediction. To the operation plan drafting device,
The operation plan is changed according to the operation plan change command of the dispatcher.

According to another aspect of the present invention, there is provided a traffic rescheduling plan preparing apparatus, wherein the train departure prediction time from the train operation predicting apparatus according to any one of claims 1 to 6
An operation plan is created by the operation plan creation device according to the arrival time at the next station and the running time between stations.

The train operation support device according to the invention of claim 9 is the train speed prediction transition file of the train operation predicting device according to any one of claims 1 to 6,
The prediction file is transmitted to each train via the transmission means to notify the driver of various information.

[0037]

【Example】

Example 1. Embodiments of the present invention will be described below with reference to the drawings. 1 is a block diagram of a train operation prediction device according to a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes an operation management system installed on the ground, which has an operation plan file 2 recording the operation plan of each train and an operation record file recording the operation record of each train at the current time. .

Reference numeral 4 is a train operation prediction device, which is described later in 5-16.
It is composed of An operation plan file 5 is a copy of the contents of the operation plan file 2 input via the input device 6. The operation plan file 5 contains schedule information such as when the train departs from what station. Trains on the track are operated according to the operation plan recorded in the operation plan file 5. The operation plan file 5 includes, for example, a train plan file 5a that specifies arrival time, departure time, and course for each train as shown in FIG. 2, and a station plan file 5b that specifies train departure order from each station. It is composed of.

Reference numeral 7 denotes an operation result / prediction file, which is an operation result obtained by copying the contents of the operation result file 3 input via the input device 6 and an operation prediction recording a prediction result based on the operation result at the current time. It is composed of. The operation record file records, for example, at what time and at what speed each train passed each observation point based on information from the train observation device installed at the train observation point on the track as shown in FIG. It was done.

The entry into the closed section means that the head portion of the train has entered the closed section, and the entry means that the tail portion of the train has entered from the closed section. The time when the tail of the train enters the closed section is called the complete entry time. Therefore, the complete approach time is the exit time of the closed section at the rear where the tail of the train has entered. In the case of FIG. 3, the record that the train A001 entered the block section BLOCK ₂ is recorded, and the train A001 records the block section BLOCK.
It shows that you are driving within ₂ .

In the operation prediction file, for example, as shown in FIG. 4, the entry time, the entry speed, the exit time, and the exit speed of each of the closed sections BLOCK ₀ to BLOCK ₃ of the train A001 are recorded. In FIG. 4, the underlined values are those of the operation record file 7a, and the other values that are not underlined are the operation prediction results obtained by the simulation execution unit 14 described later.

Reference numeral 8 is a route control condition table defining a route condition for setting a train route, and 9 is a signal indicating condition table defining a way of changing the signal indicating. 10 is a simulation condition table that defines conditions that affect train running, such as vehicle performance, track slope, and curvature.
It consists of a vehicle condition table defining train performance such as train weight, motor performance, and coefficient of running resistance depending on the type of vehicle, and a track condition table defining slope resistance, curve resistance, etc. depending on position.

Reference numeral 11 is a speed limit transition file in which the temporal transition of the signal speed is recorded for each closed section of the simulation target train in the simulation target train, and is created from the information of the traveling trains that influence the traveling of the simulation target train. Time and position (closed section)
The value of the speed limit of the rear train is obtained by and.

Reference numeral 12 is an operation prediction execution management unit that sets a simulation target train and a simulation target section for which the next operation is predicted from the operation plan file 5 and the operation prediction file, and 13 is a speed limit transition information creation unit, which is for the preceding train. Speed limit transition file 1 from operation record / prediction file 7, route control condition table 8 and signal display condition table 9
Create 1. Reference numeral 14 is a simulation execution unit that executes the simulation of the traveling of the simulation target train in the simulation target section based on the speed limit transition file 11 and the simulation condition table 10, and records the simulation result in the operation record / prediction file 7. Reference numeral 15 is an output device for outputting the operation record / prediction file 7. For example, when it is desired to display the operation prediction result on the display in a diagram, it is converted into data for graphic display and output.

FIG. 5 is a flowchart of the initialization process of the operation prediction execution management unit 12. In FIG. 1 and FIG. 5, when the operation prediction execution management unit 12 receives the new operation plan file 2 and the operation result file 3 (step 16), the previous operation result / prediction file 7 is checked, and the prediction part and the new result are obtained. The parts received as are compared (step 17). If there is a deviation between the predicted value and the actual value (step 18), the predicted value of the portion affected by the deviation is erased (step 19). At this time, the affected portion is the predicted value of the train in which the prediction deviation has occurred and the train running after the train in the closed section in which the prediction deviation has occurred.

Actually, the actual value and the predicted value are rarely completely coincident with each other. Therefore, the prediction deviation is expressed as follows using the threshold value D, for example.
That is, if D <| (predicted time)-(actual time) |, it is determined that a prediction deviation has occurred. Then, if D> = | (predicted time)-(actual time) |, it is determined that there is no prediction deviation. Next, the newly received operation record value is copied to the operation record / prediction file 7 (step 20), and the process proceeds to the next process (step 21).

The processing of the operation prediction execution management unit 12 is visualized using a diagram, as shown in FIGS. 6 and 7. Figure 7
Is a diagram of the operation record / prediction file 7 created based on the operation record up to the current time T ₁ . The thick solid line is the part with the actual operation value, and the broken line is the predicted operation value. Next, FIG. 8 shows a state in which the operation record up to the current time T ₂ has been increased. The thick broken line is the new operation record value.

In FIG. 8, since there is a deviation between the actual operation value and the predicted operation value of the train X, only the predicted operation value of the train X after that and the portion affected by it, that is, the predicted operation value of the thin solid line portion are only present. Erased. As a result of deleting the operation prediction value in this way, all the previous operation prediction results remain for the train Y. Further, the train Z has the result of the operation prediction of the stations S _{4 to} S ₃ . In this way, the operation prediction with the operation prediction value that does not need to be changed left can be realized by a simulation method using the speed limit transition file 11 described later.

Next, the operation prediction execution management unit 12 performs a simulation target train / target section selection process described below. Here, an example of the division of the simulation target section will be described with reference to FIG. In FIG. 8, the railway is connected to _four stations from station S ₁ to station S ₄ by ascending tracks R (UP ₁ ) -R (UP ₃ ) and descending tracks R (DN ₁ ) -R (DN ₃ ). ing. Further, between the stations, there are plane crossings C _{1 to} C ₆ for trains to enter the up track and the down track. As a method of dividing a simulation section on such a railroad, it is natural to divide it between stations. In FIG. 8, the stations S ₁ to S ₂ are divided into a simulation section D ₁ , the stations S ₂ to S ₃ are divided into a simulation section D ₂ , and the stations S ₃ to S ₄ are divided into a simulation section D ₃ . In this way, according to the physical shape of the route, it is divided into some sections in advance, and each section is called a simulation section.

Further, the operation prediction execution management unit 12 selects one simulation target train in each simulation section according to the operation plan, the physical structure of the simulation section and the train state. At this time, the basic rule for selecting the train to be simulated can be considered as follows. Trains existing in the simulation section in the current state are Tk (k = 1 ... n)
And In this case, any train Ty (1≤y≤n, y ≠
x) train Tx (1 ≤ x ≤ not affected by running)
When n) exists, the train Tx is set as the simulation target train.

A method of selecting the train to be simulated will be described with reference to FIG. 9 as an example. FIG. 9 shows FIG.
3 shows a simulation section D ₂ of the above. Currently, trains T _{1 to} T ₅ are present in the simulation section D ₂ . The train T ₁ and the train T ₃ are running between the stations in the up direction, and the train T ₂ is running in the down direction. The train T ₁ is going to cross the plane intersection and arrive at the track B ₁ of the station S ₂ .
Train T ₂ is arriving at station S ₃ without crossing the level crossing. There is a waiting train T _{4 at} station S ₂ and it is track B ₂
It is planned to start in the down direction across the level intersection. There is also a waiting train T _{5 at} station S ₃ , which is scheduled to depart in the up direction without crossing the level crossing. In this case, the trains T ₁ and T ₂ leading the first in each of the up / down directions are trains in the same direction that are not affected by the trains currently existing in the simulation section. In this way, first, at most, two trains running at the top and bottom of the trains running between stations are the candidates for the simulation target train.

Next, if the train selected above uses a level crossing, it has to be checked if it is affected by the train leaving in the opposite direction. For example, in the case of train T ₁ , it crosses the level intersection C ₃ , and the next train T ₄ also crosses the level intersection C ₃ . At this time, as compared to running percussion time, if if wearing time of the train T ₁ is earlier than departure time of the train T _4, since the train T ₁ will be across the plane intersecting without being influenced by the train T ₄ Since the train T ₁ is not affected by other trains currently in the simulation section, it becomes a train to be simulated. On the contrary, if the departure time of the train T ₄ is early, the train T ₁ is affected by the train T ₄ and crosses the level intersection C ₃ , so that the train is not a simulation target train. On the other hand, the trains T ₂ and T ₅ do not cross the level intersection C ₄ and therefore do not affect each other's running. For this reason, the train T ₂ is not subject to the influence of other trains currently in the simulation section, and is therefore a train to be simulated.

FIG. 10 shows a flow chart of an example of a method of determining such a train to be simulated. First, of the up / down trains, the trains T ₁ and T ₂ preceding the head in the simulation section are selected (step 2).
2). Next, the train T having the earliest arrival time is selected from the trains T ₁ and T ₂ to set the train T (step 23). next,
Train t, which departs in the opposite direction from the station where train T will arrive
Is checked from the execution timetable and selected (step 24). Next, it is checked whether both the trains T and t cross the level intersection (step 25). If both of them do not cross the level intersection, it is checked whether the planned arrival line of the train T is available, that is, another train is not stopped (step 2).
6). If the train is not stopped, this train T is set as the simulation target train (step 27).

If another train stops at the scheduled arrival line of train T and both trains T ₁ and T ₂ have been checked (step 28), it is determined that there is no train to be simulated in this simulation section. A judgment is made (step 29). If the check of one train is not completed, a train whose check is not completed is set in the train T (step 30), the process returns to step 25, and the check is performed on this train. If it is determined in the check in step 25 that any train crosses the level intersection, then the scheduled arrival time and the scheduled departure time of the execution schedules of the trains T and t are compared (step 31). If the train T arrives quickly, proceed to step 26. If the train t starts quickly, the process proceeds to step 28. The trains to be simulated can be selected by performing the above processing.

Further, the operation prediction execution management unit 12 has a simulation possible section / train file which is a file for storing the simulation target train selected in each simulation section by the above method. This is, for example, as shown in FIG. 11, and the train to be simulated is registered for each simulation section. If there is no train to be simulated, it will be blank. In this figure, trains T ₃ and T ₁₃ are registered as simulation target trains in simulation sections D ₁ and D ₃ , respectively.

Next, FIG. 1 shows a flow of processing for selecting a simulation target train / target section in the operation prediction execution management unit 12.
2 is used for the explanation. FIG. 12 is a flowchart of a process performed by the operation prediction execution management unit 12 after the initialization processing for the operation result file and the operation prediction file described in FIG. 5 is completed. When the initialization process is completed (Step 3
2) It is checked whether or not the selection of the train to be simulated has been completed for all the simulation sections (step 33). If not completed, one simulation section for selecting the train to be simulated is set (step 34). Next, based on the operation record / prediction file 7, the operation plan file 5 and the simulation target train selection rule, it is checked whether or not the simulation in the selected simulation section is possible (step 35). If it is possible, the train to be simulated is selected and registered in the simulation possible section / train file (step 36) and the process returns to step 33. If it is determined in step 35 that the simulation is not possible, the process returns to step 33 without registering the data in the simulation possible section / train file.

When it is judged in step 33 that the selection of the trains to be simulated in all the simulation sections is completed, it is checked whether at least one train is registered in the simulation possible section / train file (step 37). ). If it is not registered, it is determined that there are no more sections / trains that can be simulated, the simulation is terminated, and a data transmission request is made to the output device 15 (step 38). If the train is registered in the simulation possible section / train file,
Any one of the registered trains is determined as a simulation target section / target train (step 39). When these processes are completed, the preceding train is checked from the operation plan for the determined simulation target section / target train, and this information is passed to the speed limit transition information creation unit 13 (step 40). As the preceding train here, from among the trains in the same direction as the simulation target train, from the trains that have run in the simulation section immediately before the simulation target train (hereinafter this train is called the previous train), and from the trains in the opposite direction. Select the train that last ran in the simulation section (hereinafter this train is called the opposite train). In other words, the preceding train is these two trains.

The reason for this is that, for example, in FIG. 9, assuming that the departure time of the train T ₄ is earlier than the arrival time of T ₁ , the simulation proceeds in the simulation section D ₂ and the train T ₂ →
When the train T ₄ and the simulation are completed and the train T ₁ is selected as the simulation target train, in FIG. 13, the train T ₀ that has traveled immediately before the train T ₁ is affected by the train This is because the train that affects when crossing the intersection is the opposite train, train T ₄ . As can be seen from the method of selecting trains to be simulated, these preceding trains are trains currently running outside the simulation section. As described above, the preceding trains that affect the train to be simulated are either the preceding train only or the preceding train and the opposite train, depending on how the route is taken. Therefore, the operation prediction execution management unit 12 passes the above two trains to the speed limit transition information creation unit 13 as the preceding trains as sufficient information.

Next, the speed limit transition information creation unit 13, the speed limit transition file 11, the signal display condition table 9 and the route control condition table 8 will be described. FIG. 14 shows the track circuit of the simulation section D ₂ of FIG. For simplicity, the station S ₃ side is omitted. As for this line, the upstream side is a closed section BLOCK _{0 to} BLOCK ₆ ,
The downstream side is divided into closed sections BLOCK _{7 to} BLOCK ₁₂ . In addition, this line has a signal display condition table for each route. For example, in the route ROOT _{3 in} which an up train enters the track B ₂ , the signal indication condition is determined by the signal indication table of FIG. In FIG.
Δ is a closed section in which the preceding train has completely entered, and the numerical value in that row indicates the speed limit indicated by the signal. For example, if the preceding train has completely entered the block section BLOCK ₃ ,
BLOCK ₄ has a speed limit of 0, BLOCK ₅ has a speed limit of 3
A speed limit of 70 is displayed at 0 and BLOCK ₆ . Also,
The speed in the top row is the maximum speed shown in each block. The block section BLOC where the train is completely entering in this figure
The sequence of speeds v _x displayed for Kx is BLOCKx
Will be referred to as the actual speed sequence of. For example, BLOCK ₃
The indicated speed sequence of is (0, 30, 70).

In this way, the signal indication by the complete approach position of the immediately preceding train is given to the rear train. In the case of a railway that has a level crossing and a route is set by a turning machine, etc., in addition to the signal indication by the immediately preceding train, a backward train can pass through that route until the route is set by a turning machine, etc. One must consider a route lock by a route control device that does not exist. An example of the operation of such a route control device is shown in FIGS. 9 and 1.
4 will be briefly described. Now, the train T ₁ requests the route control device side to set its own route. In the route control device, among the block circuits forming the route of the train T ₁ (route ROOT _{1 in} this case), sections in which route competition occurs (in this case, BLOCK ₃ , BLOCK ₁₀ , BLOCK ₉ , BLOCK).
₈ and BLOCK ₇ , which will be referred to as “locking target sections” hereinafter, are checked to see if they are locked by another train. If it is not locked, the course of the train T ₁ is set (point switching, etc.), the above-mentioned locking target section is locked so that another train cannot enter, and an approach enable signal is given to the train T ₁ . Display (highest speed signal), ie train T
Route ₁ opens. The closed sections through which the train T ₁ passes are unlocked in sequence, and when the train arrives at the track B ₁ , all but the closed section BLOCK ₇ are unlocked. On the other hand, when at least one closed section of the locking target section is locked by another train, it is as if for the train T _{1 the first} closed section of the locking target section (in this case, the blocking section). The signal is displayed as if a train is present in the section BLOCK ₃ and hereinafter referred to as a lock head section).

That is, the immediately preceding train T ₀ has the closed section BLOC.
Entering after the K ₃ is opposite the train T ₄ has completely entered the BLOCK _11, and just before the train T ₀ is the signal current shown in the form of presence of the train in the block section BLOCK ₃ to time to fully enter the block section BLOCK ₂ , Train T ₄ is closed block BLOCK ₁₁ ,
Blocked section BLOCK ₃ after completely entering BLOCK ₁₂
The highest speed signal is displayed at. As described above, the signal indication by the lock and the opening of the route is determined by the routes of the preceding two trains and the train to be simulated, and the complete entry time to the related closed section. This can be represented by a route control condition table as shown in FIG. In this figure, the route is the route of the train to be simulated.
Further, the route opening time is obtained by adding the necessary time until the route is opened by the route control device to the later of the time when the preceding train completely enters the closed section of the opening condition. As described above, the signal display for the train to be simulated is a combination of the signal display by the immediately preceding train and the signal display by the locking / opening of the route.

In FIG. 17, each preceding train has a route RO.
When traveling through OT ₂ and ROOT ₃ , the course is ROOT ₁
Shows the relationship between the time and the speed limit for each closed section of the simulation target train. In FIG. 17, the vertical axis represents time and the horizontal axis represents position (closed section), and the hatched rectangles indicate the time zone and the closed section where the straight train is completely entering. Further, the grid-like rectangles indicate that a train is present in the head section of the lock due to the route lock. For example, during the period from time t ₀ to time t ₁ , the last train is in the closed block BLOCK ₆ . Also, at times t ₀ , t ₁ , t ₂ ,
t ₃ is the time when the last train completely entered the closed section, and t ₄
Is the route opening time calculated from the route control condition table. Also, the numbers in the rectangles show the value of the speed limit in the closed section in the time zone. For example, the speed limit in the block section BLOCK ₅ is 30 between the time t ₃ and the time t ₄ . The time t ₄ subsequent is a limiting speed = maximum speed at all block section is path opened.

The file for obtaining the speed limit value of the rear train depending on the time and position (closed section), which is created from the information of the two preceding trains as shown in FIG. 17, is called a speed limit transition file 11. In this way, if the speed limit transition file 11 for the preceding train is created, the rear train can refer to this file to perform a simulation considering the speed limit due to the influence of the preceding train, and simultaneously perform the simulation of the preceding train. Instead, it becomes possible to divide and execute the simulation for each train. For example, if there is the speed limit transition file of FIG. 17 and the rear train enters the closed section BLOCK ₆ at time t _x (t ₃ > t _x > t ₂ ), the speed limit is 30, and accordingly the rear train is To run. After that, the time advances and becomes t ₃ ,
If the rear train is in the block section BLOCK ₆ , the speed limit changes to 70. Further, as time passes, the train runs, enters the next block section BLOCK ₅ , and if the time is t _{4 or} later, the speed limit changes to 70.

Also, such a speed limit transition file 1
As a form of holding on the memory of the first computer, for example, one as shown in FIG. 18 can be considered. The area on the memory for the speed limit transition file 11 is divided into an area 42 for storing the number of closed section information and an area 43 of N closed section information. Here, the closed section information is an area in which information for each closed section is stored, and an area 44 for storing a closed section name and M
It is divided into areas 45 each of which stores (time, speed) data. These (time, speed) data are stored in time order. In the data of the block section BLOCK _{6 in} FIG. 17,
In order (t ₁ , 0), (t ₂ , 30), (t ₃ , 70),
The data (t ₄ , 80) will be stored.

Next, FIG. 19 shows a flowchart of the processing in the speed limit transition information creating section 13. The speed limit transition information creation unit 13 is started when the processing of the operation prediction execution management unit 13 is completed, and from the operation prediction result of the given target section / preceding train of the target train to the block section BLOCKx in the simulation target section. The complete approach time t _x is obtained (step 45). Next, the velocity display example (v ₁ , v ₂ ...) Of the closed section BLOCKx is obtained from the signal display condition table (step 46). Next, based on the complete approach time t ₂ and the velocity indication example, (t _x , v ₁ ), (t _x , v ₂ ) · are included in the closed section information of the velocity limit transition file corresponding to each velocity indication.
.. and data are stored (step 47). When the operation is completed for the lock head section of the train to be simulated (step 48), the immediately preceding train and the opposite train for the opening of the course are checked for a closed section to be completely entered from the course control condition table, and the train is operated next. The time of complete entry into each block section is checked from the prediction result, and the route opening time t _y is calculated by adding the required time to the later one (step 49), and this time t _y and the maximum indication of each block section are calculated. A set of velocities (t _y ,
v stores data _{ma x)} (step 50), the final position of the simulated train, passing time and speed to the simulation executing unit 14 as the initial value of the simulated train, the processing speed limit transition information creation unit 13 The process ends (step 51). If the operation for the lock head section of the simulation target train is not completed in step 48, the process returns to step 45.

Next, the simulation unit 14 and the simulation condition table 10 will be described. The simulation execution unit 14 executes a simulation for the section / train selected by the operation prediction execution management unit 12 using the speed limit transition file 11 of the preceding train. At this time, depending on the simulation method,
The data that is referred only (not rewritten) during the simulation is the simulation condition table. In addition, the simulation execution unit 14 calculates the operation prediction result for the simulation target section / target train, and writes this data in the operation record / prediction file 7. In addition, when a train position / speed information file for each Δt seconds is created as an additional information file, FIG.
Write the result to the additional information file as shown in.

The simulation execution unit 14 at this time includes the following, for example. First is the simulation execution unit 14 that maintains the same prediction accuracy as the existing continuous operation prediction. This is based on the initial position, speed, time of the train and speed limit transition file 11 and calculates the next position, speed, acceleration / deceleration for each minute time interval (step time Δt) by the equation of motion, and speed limit is calculated each time. This is a method of referring to the transition file 11. In this method, the acceleration of the train is derived by the known equation of motion of equation (1).

[0068]

[Equation 1]

Α is acceleration, W is train weight, f is braking force,
f _r is a running resistance, f _g is a slope resistance, and f _c is a curve resistance. The running resistance f _r is determined by the type of vehicle and the speed of the train. The gradient resistance f _g and the curve resistance f _c are determined by the position where the train is running. The simulation condition table 10 has a vehicle condition table that defines vehicle characteristics such as train weight depending on the type of vehicle, motor performance, and coefficient of running resistance. It also has a line condition table that defines gradient resistance and curve resistance depending on the position. In addition to the speed limit due to signal indication on the track, there is a fixed speed limit inside the tunnel or at the curve position, so there is a position / speed limit table that defines these. Further, the train has a target speed table 10d that defines correspondence between the speed limit and the target speed because the train travels at a speed that is somewhat lower than the speed limit shown for safety (hereinafter referred to as target speed). .

FIG. 21 shows a flowchart of the process of the simulation executing unit 14 at this time. The process of the simulation execution unit 14 is started when the process of the speed limit transition information creation unit 13 is completed. Next, the speed v _{0 of} the train to be simulated (hereinafter referred to as the train concerned), time t ₀ , and
After obtaining the position d ₀ , v = v ₀ , t = t ₀ , d = d ₀ as initial values.
Is substituted (step 52). Next, the speed limit of the train can be known from the speed limit transition file 11 using the time t and the train position d as a key. The target speed is calculated using the target speed table for the smaller value of the speed limit by the speed limit transition file 11 and the speed limit by the position / speed limit table. Then, the braking force for the target speed is calculated, and the train speed and train position are calculated with reference to the simulation condition table 10 (step 53). if,
If the position in the simulation target section is exceeded, the simulation is ended (step 54), the simulation result is written in the operation record / prediction file (step 55), and the process is ended (step 56). Otherwise, t = t + Δt (step 57) is set and the process returns to (step 53) to perform the calculation of the next step.

According to the above method, the traveling state of the preceding train can be completely reflected in the simulation of the train by the speed limit transition file 11. In this embodiment, the simulation of each train is performed separately, and the influence from the preceding train will be reflected by the speed limit transition file. Also, on railroads controlled by signals,
The influence of the preceding train only affects the train by the signal indication. In this way, the speed limit transition file 1
It is possible to predict the operation without simultaneously changing the train states according to the time on the simulation by performing the simulation by using No. 4. For example, the simulation of the train X in FIG. 7 may be performed using the speed limit transition file of the preceding train Y, and the simulation of the preceding train Y does not need to be performed again.

In the above method, the loop number n is n = T / t, where T is the running time of the train. For example, the distance of the simulation target section is 30 km, the length of each block section is 1.5 km, and the average train speed is 150 km.
/ H, Δt = 0.5 seconds, the position at which the driving operation position enters and exits the closed section, the number of times the speed limit changes before reaching the driving position is once per closed section, and the speed limit depends on the position. If the change is 0 times, n = 3,600 × (3
0/150) /0.5=1,440 (times).

Example 2. 22 and 23 are flowcharts showing the process of the simulation execution unit 14 in the second embodiment. In the second embodiment, the operation prediction is performed at the position registered in the driving operation position table that defines the position where the speed limit signal changes. The simulation execution unit 14 has, as the simulation condition table 10, an acceleration table and a driving operation position table in addition to the position / speed limit table and the target speed table used in the first embodiment. First,
The acceleration table and the driving operation position table will be described. In the acceleration table, in the first embodiment, the resistance value is calculated to calculate the acceleration, whereas the correspondence table of the traveling speed of the train, the target speed and the acceleration is prepared in advance, and the value is simulated. It is stored as the condition table 10. The driving operation position table is a table for registering the position where the train enters / exits the closed section and the position where the speed limit changes depending on the terrain in each simulation section in train operation prediction, and this is also registered as the simulation condition table 10. It is something to keep. That is, these are points where the speed limit changes depending on the position. Further, in addition to the above-mentioned positions, it is possible to register an arbitrary position in which the prediction result is desired to be known in the driving operation position table.

The process of the simulation execution unit 14 is started when the process of the speed limit transition information creation unit 13 is completed. The speed v _{0 of} the simulation target train (hereinafter referred to as the train), the time t ₀ , and the position d ₀ are obtained from the values passed from the speed limit transition information creation unit 13, and v = v ₀ , t are set as initial values.
= T ₀ and d = d ₀ are substituted (step 58). Next, from the train position d, the closed section se currently running on the train.
You can see c. From this and time t, the current speed limit of the train is known using the speed limit transition file, and the target speed v _{min of the} train is known from this and the position speed limit table. Further, at the same closed section sec, the time t _{next at} which the speed limit changes _next is known (step 59).

For example, in FIG. 17, if the train position is within the closed section BLOCK ₆ and the target speed v _min is lower than the speed limit by z, the time is (t ₂ <
If t a <t ₃₎ at the target speed v _min = 30-z, a time t _next = t ₃ the next speed limit changes. Next, at the current train speed v, the acceleration α when the target speed is v _min is obtained from the acceleration table (step 60). However, at this time, when v _min = v, the acceleration α = 0. Further, if the train is delayed, the operation such as using an acceleration table that returns a large acceleration value is required. Next, as the acceleration α, the time t _t to reach the target speed v _min is calculated by the equations (2) and (3) (step 61).

[0076]

[Equation 2]

Next, it is checked whether the time t _t for reaching the target speed v _min is smaller than the time t _{next when the} speed limit changes (step 62). If t _t <t _next , the train speed will reach the target speed v _min before the speed limit changes, so v _x = v _min is set as t _x = t _t (step 63). Velocity v _x in which the train is time t _x
Is to be. If t _t > t _next , it means that the target speed has not been reached even at the time t _next when the speed limit changes, so t _x = t _{next and} the speed v of the train at time t _{x. x} is calculated by the equation (4) (step 64). Next, the train position d _x at the time t _x is calculated by the equation (5) from the time t _x and the speed v _x (step 65).

[0078]

(Equation 3)

Next, the train position d _x is the next operation position d _y
It is checked whether it is larger than the above (step 66). If d _x > d _y
If so, the target velocity v _min is reached when the driving operation position d _y is _exceeded.
May change, and the operation forecast regarding the train position d _x must be made again. For example, the train at the position d in the block section BLOCK ₆ in FIG. 17 is (t ₂ <t
_{If the} speed (30-z) is reached at _x <t ₃ ) and the train position d _x at that time is within the block section BLOCK ₅ , the speed (3
0-z), the speed limit should have changed to 0 at the time of entering the block section BLOCK ₅ before reaching 0-z), and this operation prediction result is erroneous. If, when the train position d _x does not exceed _{d y t = t x, d} = d x, v = v x as returns to the step 59 (step 67). If the train speed d
_x is calculated by equation (6) (7) If the time t _y, the velocity v _y α = 0 the driver to the operating position d _y If exceeds the d _y (step 68). The time t _y driving up operating position d _y if alpha ≠ 0 is because the solution of equation (8),
The time t _y and the velocity v _y are given by equations (9) and (10) (step 68).

[0080]

[Equation 4]

Next, setting t = t _y was calculated by the equation (6) ~ (10), d = d y, as v = v _y (step 69). Then, it is checked whether the operation prediction of all the positions in the driving operation position table is completed (step 7).
0). If it is not finished yet, the process returns to step 59. When the calculation is completed, it is written in the operation prediction file 12 (step 71) and the process is completed and the next process is performed (step 72).

In the second embodiment, since the grade resistance and the curve resistance depending on the train position are not taken into consideration, the accuracy is lower than that of the first embodiment. Further, the time required for the calculation is much faster than that of the first embodiment because the number of loops is reduced. In particular, even when the train is operating in a dumpling and the train stops in a closed section for a long time, it takes almost a constant simulation time regardless of the operating condition of the train. That is, when going around the loop, the number of loops n
Is n = (number of driving operation positions) + x. x is the number of loops that pass through step 67, that is, the number of times the speed limit changes before reaching the driving position.

For example, the distance of the simulation target section is 30 (km), the length of each block section is 1.5 (km),
Average train speed is 150 (km / h), Δt = 0.5 (s
ec), if the number of times the speed limit changes before and after entering the driving section into and from the closed section, and the number of times the speed limit changes once per closed section, and the change in speed limit depending on the position is 0, n = 2 × (30 / 1.5) + x = 40
+ (30 / 1.5) = 60 (times). in this way,
It can be seen that the number of loops of 1/24 of the first embodiment can be suppressed in each simulation target section of one train. Further, in the second embodiment, even if the train is stopped due to the dumpling operation, the calculation time is not increased because the calculation is performed in units of the driving operation position d _y as shown in step 69 of FIG.

Example 3. Next, a third embodiment will be described. The simulation execution unit 14 of the third embodiment has, as the simulation condition table 10, for example, a closed section traveling time table as shown in FIG. 24 in which the time required to pass each closed section is defined corresponding to the approach speed and the speed limit. .. In FIG. 23, when the simulation target train enters the closed section BLOCK ₁ at the approach speed 25, if the speed limit is 15 in the speed limit transition file 11, the train exits BLOCK ₁ in 15 seconds, It shows that the advance speed is 20 at that time. In this case, the transit time t and the advance speed v are searched from the closed section travel time table, the train travel time is predicted by sequentially adding t to the initial time, and the value is written in the operation record / prediction file 7.

In the simulation executing unit 14, when the process of the speed limit transition information creating unit 13 is completed, the process is started according to the flowchart of FIG. Based on the value passed from the speed limit transition information creation unit 13, the speed v _{0 of} the simulation target train (hereinafter referred to as the relevant train), time t ₀ , position d
_{When 0} is obtained, v = v ₀ , t = t ₀ and d = d ₀ are substituted as initial values (step 73). Next, at time t, the speed limit of the train is obtained from the speed limit transition file 11 with the position d (that is, the relevant closed section) entering the next closed circuit as a key (step 74). Next, obtain block section, velocity v, block section passing time from the closed section traveling time table speed limit key t _k, the advance velocity v _s (step 75). These are t
_{= T + t k, v =} v s and set (step 76). If the processing is completed in all the closed sections in the simulation target section, the simulation is ended. If the processing is not completed in all the closed sections, the next closed section is processed at the currently set t, v, and d.

In the third embodiment, the transit time and the advance speed are simply retrieved from the closed section traveling time table, and the transit time is predicted by sequentially adding the transit time to the initial time. In addition, since the operation plan is originally designed so that all trains can run almost standardly, it is thought that it can be run almost as planned if there is no train disruption such as train delay Good. In this case, the third embodiment is effective because the simulation takes almost no time and the result can be predicted almost as it is. Based on the operation record / prediction file 7 updated in this way, the operation prediction execution management unit 12 again performs a process of selecting a simulation target section / target train, and the simulation execution unit 14 executes the next simulation. The operation forecast of each train will be carried out sequentially. With the above-described configuration, it is possible to reduce the time required for operation prediction because an extra simulation is not performed.

Example 4. Next, by applying the above-mentioned embodiment, a simulation execution unit having different functions is provided, and an operation prediction execution management unit for selecting a simulation execution unit having a suitable function for each simulation target train and simulation target section is provided. The train operation prediction device will be described. Multiple methods of performing simulations can be applied as described above. Therefore, it is possible to further reduce the time required for the simulation by properly using those simulation methods according to the train operation status. FIG. 26 is a configuration diagram showing a main part of the fourth embodiment. In FIG. 26, the simulation condition table 10 and the simulation execution unit 14
Others are the same as those of the configuration of FIG. In FIG. 25, the simulation condition table 10 includes a simulation condition table (1) 10a, a simulation condition table (2) 10b, and a simulation condition table (3) 10c.

Simulation condition table (1) 10
a is the one shown in the second embodiment, and includes the position / speed limit table,
It has a target speed table, an acceleration table, and a driving position table. The simulation condition table (2) 10b is shown in the third embodiment and has a closed section traveling time table. The simulation condition table (3) 10c is shown in the fourth embodiment and has a closed section traveling time table. Then, the transit time and the advancing speed are retrieved from the closed section travel time table, the train travel time is predicted by sequentially adding the transit time to the initial time, and the predicted value is written in the operation record / prediction file 7.

The simulation executing unit 14 includes the simulation executing means 14a and the simulation executing means 1
4b and the simulation execution means 14c. The simulation execution means 14a is the one shown in the first embodiment, and as shown in the flowchart of FIG. 21, the acceleration limit, the train position, and the speed are calculated using the speed limit file and the simulation condition table, and the operation record / prediction file is created. Write out. As an additional information file, Δ
Create train position and speed every t seconds. The simulation execution means 14b is the same as that shown in the second embodiment, and is shown in FIG.
As in the flowchart of FIG. 2, the train position d _y and the train speed v _y at time t _y at all driving operation positions in the simulation target section are calculated. The simulation execution means 14c is the same as that of the second embodiment, and calculates the passage time t _k and the advancing speed v _s of the closed section from the closed section traveling time table as shown in the flowchart of FIG.

As described above, the simulation unit 1
4 is a simulation execution means 14 having different functions.
It has three a to 14c. Then, the simulation execution units 14a to 1 are provided for each simulation target train.
The operation prediction execution management unit 12 (see FIG. 1) is selected from 4c to execute the simulation. The started simulation execution means 14a to 14c write the results in the operation record / prediction file 7 by the above method.

For example, let us consider a case of forecasting the operation of the railway shown in FIG. In this case, the additional information file is required as the operation prediction result in the simulation section D ₁ . Then, in the simulation sections D ₂ and D ₃ , only the operation prediction result at the position where the closed section changes is sufficient. At this time, as the simulation method, the method of the _first embodiment is selectively used in the simulation section D ₁ , and the method of the second or third embodiment is selectively used in the simulation sections D ₂ and D ₃ .

As a method of selectively using the simulation in the simulation sections D ₂ and D _3, it is assumed that a delay occurs in an up train in the simulation section D ₃ , for example. At this time, the train is moving as planned in the other simulation sections. In this case, in the simulation section D ₂ , it is sufficient to predict the operation by using the simulation method of the third embodiment until the delayed train comes out. In addition, when the delayed train comes in and the standard traveling cannot be performed, the simulation method of the second embodiment is switched to. Then, when the train delay is reduced and the standard running can be resumed, the simulation method is switched again to the method of the third embodiment.

Here, as a rule for determining that the train can travel in standard travel, for example, a train travel allowance time table can be used. This is a time table that serves as an index of how far apart two trains are, and when they are running, can run as standard. For this reason, when the two trains are running apart from each other by more than the spare time, the third embodiment is performed.
The simulation may be performed by the method. However,
If the train is delayed, run the train earlier than the standard run and run the train to reduce the delay.
In this case, it is necessary to carry out the simulation by the method of the first or second embodiment.

Therefore, supposing that the spare time between certain stations is T, the time at the final position of the simulation train is T _x , and the time at the same position of the immediately preceding train is T _y , T <(T _x −
T _y ) and if the train to be simulated is not delayed, the simulation method of the third embodiment can be judged to be sufficient. In order to carry out the simulation in this manner, the simulation execution management unit of the first embodiment selects the simulation method as described above in addition to the selection of the train to be simulated.

By selectively using a plurality of simulation methods in this way, a simplified simulation can be applied when a detailed simulation is not required, so that the calculation time required for the simulation can be shortened. .

Example 5. FIG. 27 is a configuration diagram showing a main part of the train operation prediction device of the fifth embodiment. As shown in FIG. 27, the parallel calculation units 79a to 79c configured by the speed limit transition information creation unit 13 and the simulation execution unit 14
Is equipped with multiple. The operation prediction execution management unit 12 has a function of allocating, to the parallel calculation units 79a to 79c, an operation prediction for a simulation target train and a simulation target section that can simultaneously perform operation prediction. As described above, the operation prediction execution management unit 12 may find a train to be simulated in a plurality of simulation sections. At this time, the operation prediction execution management unit 1 described above
2 selected one simulation target section / target train from them. However, the operation prediction execution management unit 12
If a plurality of parallel calculation units 79a to 79c configured by a set of the speed limit transition information creation unit 13 and the simulation execution unit 14 that perform the next process are prepared, the plurality of simulation target sections / target trains are processed in parallel. It can be performed.

The operation prediction execution management unit 12 selects three simulating sections from the simulating section / train file and distributes them to the three parallel sections. The parallel computing units 79a to 79c have the same configuration, and the speed limit transition information creating unit 13, the simulation executing unit 14,
It consists of signal display condition table 9, route control condition table 8, speed limit transition file 11, and simulation condition table 10. It processes the simulation target section / target train assigned to itself and the operation record / prediction file. Write the prediction result in 7. As described above, it is possible to shorten the time required for the simulation by preparing N pieces of the simulation execution part and the blocks associated therewith (where N is a value smaller than the number of simulation sections).

Example 6. 28: is a block diagram which shows the principal part of the train operation prediction apparatus of Example 6. As shown in FIG. In FIG. 28, the parallel calculation units 80a to 80c have the same simulation execution units 14a and 14b as those of the fourth embodiment, which have different functions.
A total of nine 14c are provided. Then, the operation prediction execution management unit 12 has a function of selecting a simulation method as necessary as in the fourth embodiment and assigning the simulation method to each of the parallel computing units 80a to 80c as in the fifth embodiment. Each of the selected simulation execution units 14a-14
In c, processing is performed on the simulation target section / target train, and the prediction result is written in the operation record / prediction file 7.

With this configuration, the fourth embodiment
By selecting the simulation method as described above, the time required for the simulation can be shortened, and by performing the simulation in parallel as in the fifth embodiment, the time required for the simulation can be further shortened.

Example 7. FIG. 29 is a configuration diagram of a traffic rescheduling plan creation device to which the train operation prediction device of Examples 1 to 6 is applied. In FIG. 29, reference numeral 81 denotes, for example, a train operation management device installed on the ground, which monitors the actual movement of the train on the track and controls the movement of the train according to the operation plan. 8
2 is a dispatcher, 83 is a display device for displaying the operation prediction result,
Reference numeral 84 is an input / output device. Reference numeral 85 is the train operation prediction device shown in the first to sixth embodiments, 86 is a record file recording train operation data sent from the train operation management device 81, and 87 is operation plan data sent from the train operation management device 81. The recorded operation plan file, 88 is an operation plan drafting device, which inputs the train status after the current time by the train operation prediction device 85 and the operation plan file 87, and if necessary, the operation plan is automatically or by an operator's input. And the changed operation plan is displayed on the display means 83 via the input / output device 84 described later. A traffic rescheduling plan creation device 89 is composed of 85 to 88.

There are some prior arts regarding the traffic rescheduling plan preparation device such as Japanese Patent Laid-Open Nos. 4-118358 and 5-270406, and the train operation management device 81 is Japanese Patent Laid-Open No. 61-89166. Since there are some prior arts such as Japanese Patent Laid-Open No. 3-213461, detailed description thereof will be omitted.

FIG. 30 shows the operation schedule planning device 8 of FIG.
It is a flowchart which shows the process of 9. In FIG. 30, the train operation management device 81 sends the operation plan of the day and the operation record at the current time (step 90). The train operation prediction device 85 calculates a prediction result based on this operation plan and operation results, and sends the prediction result to the operation plan drafting device 88 (step 91). The operation plan creation device 88 displays the prediction result from the display device 83 on the commander 82 (step 9
2) Also, the situation such as train delay is checked to determine whether the operation plan needs to be changed (step 93). When it is determined that the operation plan needs to be changed, the operation plan preparation device 88 changes the operation plan and writes it in the operation plan file 87 (step 94), and again executes the operation prediction to check the effect of the changed operation plan. If it is determined that it is not necessary to further change the operation plan, the changed operation plan is sent to the train operation management device 81 as a new operation plan (step 95). Otherwise, the operation plan is changed again (step 94).

As described above, in the traffic rescheduling plan preparing apparatus for predicting the operation every time the operation record is improved, the train operation predicting apparatus according to the first to sixth embodiments is used, so that the time required for the operation prediction is drastically shortened and the operation speed is increased. It is possible to create a detailed rescheduling plan.

Example 8. Next, an operation plan that creates an operation plan based on a train condition file that records train setting conditions on a railway that consists of multiple stations and operates according to the route setting and signal indication based on the operation plan. An operation plan creation device characterized by including the train operation prediction device of the first to sixth embodiments in the creation device and performing the train operation prediction necessary for the operation plan creation will be described.

FIG. 31 is a block diagram of the eighth embodiment. Figure 31
6 and 8 to 15 are the same as those in the first embodiment shown in FIG. Reference numeral 96 denotes an operation prediction file, and each time an operation plan drafting device 98, which will be described later, sets an operation plan between one station of one train, a simulation is executed by the simulation execution unit 14 according to the operation plan. The results will be recorded. The train operation predicting device 97 is composed of 6, 8 to 15, and 96. Reference numeral 98 denotes an operation plan drafting device, which inputs the train's predicted departure time, predicted arrival time, and running time from the train operation prediction device 97,
The route, the departure station, and the set departure time are output to the train operation prediction device 97.

The processing flow in the eighth embodiment will be described with reference to FIG. First, the operation plan creation device sets a train for which an operation plan is to be set next, and inputs the train type, route, departure station, and set departure time to the train operation prediction device 97 (step 9).
9). The set issuing time at this time may be any time. This is because the train operation prediction device 97 later predicts the actual departure time, and if the set departure time is before that time, the departure time of the prediction result is returned. Next, the operation prediction execution management unit 12 selects a train to be the preceding train of the train from the operation prediction file 96 (step 100). At this time, the trains registered between the train operation prediction files 96 and trains are trains for which the setting of the train plan has been completed, and therefore, the preceding train is selected from the trains. However, normally, when creating an operation plan, this is sufficient because the operation plan is created in order from the preceding train. next,
The speed limit transition information creation unit 13 creates the speed limit transition file 11 from the preceding train (step 101). If there is no preceding train at the first point in the operation plan, the speed limit transition file 11 may be created with all traffic lights in blue at all times. This is in agreement with the actual train operation because there is no preceding train in the plan.

Next, using the speed limit transition file 11, the simulation executing unit 14 executes a simulation for one station based on the train type, route, departure station, and departure time (step 102). When the simulation is complete, register the results in the operation prediction file (step 10
3), the departure time based on the operation prediction, the arrival time based on the operation prediction to the next station, the running time between stations
Return to 8 (step 104). A train operation plan is finally created by repeating the above processing.

With this configuration, it is possible to create a detailed operation plan in consideration of the influence of the change in the driving time interval.

Example 9. Next, by using a train having means for transmitting information from a control device installed on the ground to a train running on a route, each train running by installing the train operation prediction device of Examples 1 to 6 A train driving support device that enables suitable train operation by transmitting speed limit transition data to a driver, displaying the information to a driver, and causing the driver to run a train according to the information will be described.

FIG. 33 is a block diagram showing the essential parts of the ninth embodiment. In FIG. 33, the train driving support device 105 is constituted by 11, 85 to 87. The train operation prediction device 85 uses the operation plan file 87 and the operation record file 86 to predict the operation, as in the seventh embodiment. Then, the speed limit transition file 11 is saved together with the operation result / prediction file 7 and output to the outside. The speed limit transition file 11 is transmitted to each applicable train through the train operation management device 81. The transmitted data is displayed to each driver, and the displayed information allows the driver to know the signal status of the preceding train in advance and to operate according to the status.

FIG. 34 is an explanatory diagram showing a display example of the speed limit transition data output from the train driving support device 105 to the driver. In this figure, time is shown on the horizontal axis 106 and position is shown on the vertical axis 107. As for the value of the origin 108, the horizontal axis is set to the current time and the vertical axis is set to the current train position. In other words, the graph scrolls to the lower left as time changes and train position changes. The shaded area 109 is an area where the speed limit is 0, that is, the train must stop even if it enters. Arrow 110
Shows the current train speed as a slope. The polygonal line 111 is a graph in the case where the speed limit is kept and the speed limit is set to 0, and this is tentatively called a guideline. Also, the value written under each square is 112.
Is the speed limit for the area. The speed limit 113 shown above the graph is the speed limit in the current area.
The current speed 114 is the current train speed, the recommended speed is 1
15 is the speed indicated in the guideline.

For example, it is assumed that the train currently in operation is delayed and the driver is traveling at a speed limit of 50.
However, in this case, since the arrow 110 when traveling at 50 enters the shaded portion 109, it can be expected that the train will eventually be stopped if this is left as it is. The driver then slows down the train as indicated by arrow 110 below the guideline.

By displaying the speed limit transition data in this way, the driver can visually know the state of the forward train and can efficiently drive the train. Also,
If the speed change transition file 11 is also transmitted to the train operation management device 80 at the same time by the above traffic rescheduling support device, the prediction of the movement of the preceding train after rescheduling can be immediately transmitted to each train. It is possible to quickly perform operation based on the operation plan after rescheduling.

[0114]

According to the train operation prediction apparatus of the first aspect of the invention, the operation prediction execution management unit sets the simulation target train and the target section for the next operation prediction, and the speed limit transition information creating unit sets the simulation target section in the simulation target section. Create a speed limit transition file that records the temporal transition of signalized speed for each block section for the train to be simulated,
Since the simulation execution section performs a simulation of running of the simulation target train in the simulation target section and records the simulation result in the operation record / prediction file, it is possible to quickly predict the train operation after the current time.

The train operation predicting apparatus according to the invention of claim 2 is the train operation predicting apparatus according to claim 1, in which the operation prediction execution management is newly input due to an error between the operation result and the latest operation prediction result. By setting the simulation target train and the simulation target section that have to be newly predicted, only the part in which the error has occurred is calculated, and therefore the calculation becomes even faster.

The train operation predicting apparatus according to the invention of claim 3 is the train operation predicting apparatus according to claim 1 or 2, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to detect a minute time. By calculating the position, speed, and acceleration / deceleration of the train to be simulated at intervals, train operation after the current time can be predicted quickly.

The train operation predicting apparatus according to the invention of claim 4 is the train operation predicting apparatus according to claim 1 or 2, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to determine a closed section boundary. By calculating the time, speed and acceleration / deceleration of the simulation target train at each position of the driving operation position table in which the position and the speed limit position are recorded, it is possible to quickly predict the train operation after the current time.

A train operation predicting apparatus according to a fifth aspect of the present invention is the train operation predicting apparatus according to the first or second aspect, in which the simulation execution unit causes the train to pass through each closed section based on the speed limit transition file. By calculating the time and speed of the train to be simulated at the boundary position of the closed section using the closed section travel time table that defines the time corresponding to the approach speed and the speed limit, train operation after the current time can be predicted quickly. it can.

A train operation predicting apparatus according to a sixth aspect of the present invention is the train operation predicting apparatus according to the first or the second aspect, wherein the simulation execution unit is arranged at a minute time interval, and the position, speed and speed of the train to be simulated are adjusted. A first simulation executing means for calculating a speed, a simulation target train time at each position of a driving operation position table in which a closed section boundary position and a speed limit position are recorded,
It is composed of a second simulation means for calculating the speed and acceleration / deceleration and a third simulation execution means for calculating the time and speed of the train to be simulated at the boundary position of the closed section, and is suitable for the train to be simulated and the section to be simulated. By selecting one of the simulation execution means by the operation prediction execution management unit and executing the simulation, the calculation time required for the simulation can be shortened.

An operation rescheduling plan preparation apparatus according to the invention of claim 7 is the train operation prediction apparatus according to any one of claims 1 to 6, and the train status and operation plan after the current time based on the train operation prediction. By providing the operation plan drafting device for changing the operation plan in response to the operation plan change command of the dispatcher, the time required for the operation forecast can be shortened and the quick rescheduling plan can be created.

A train operation plan creation device according to the invention of claim 8 is the train operation prediction device according to any one of claims 1 to 6, and the departure time of the train to be simulated from the train operation prediction device, By including the operation plan drafting device that creates the operation plan based on the arrival time at the next station and the running time between the stations, the operation plan can be created in consideration of the influence of the change in the driving time interval.

A train operation support device according to the invention of claim 9 is the train operation prediction device according to any one of claims 1 to 6, and a speed limit transition file of the own train for each train,
By providing the transmission means for transmitting the operation record file and the operation prediction file, the driver can know the state of the front train, and thus the efficient operation can be performed.

[Brief description of drawings]

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

FIG. 2 is an explanatory diagram of an operation plan file shown in FIG.

FIG. 3 is an explanatory diagram of an operation record / prediction file in FIG. 1.

FIG. 4 is an explanatory diagram of an operation record / prediction file in FIG. 1.

5 is a flowchart of an initialization process of the operation prediction execution management unit of FIG.

FIG. 6 is an explanatory diagram visually representing the initialization of the operation record / prediction file.

FIG. 7 is an explanatory diagram visually expressing the initialization of the operation record / prediction file.

FIG. 8 is an explanatory diagram showing a simulation section.

FIG. 9 is an explanatory diagram showing selection of the next train to be simulated.

FIG. 10 is a flowchart for selecting the next train to be simulated.

FIG. 11 is an explanatory diagram showing a simulation-enabled section / train file in which a simulation target train is stored.

FIG. 12 is a flowchart showing a process for selecting a simulation target train and a simulation target section in the operation prediction execution management unit.

FIG. 13 is an explanatory diagram showing a preceding train for a simulation target train.

FIG. 14 is an explanatory diagram showing a closed section within a simulation section.

FIG. 15 is an explanatory diagram showing a signal indication table.

FIG. 16 is an explanatory diagram showing a route control condition table.

FIG. 17 is an explanatory diagram showing a speed limit transition file.

FIG. 18 is an explanatory diagram showing the contents of a speed limit transition file.

FIG. 19 is a flowchart showing a process of a speed limit transition information creation unit.

FIG. 20 is an explanatory diagram showing an additional information file.

FIG. 21 is a flowchart showing the processing of the simulation execution unit of the first embodiment.

FIG. 22 is a flowchart showing the processing of the simulation execution unit of the second embodiment.

FIG. 23 is a flowchart showing the processing of the simulation execution unit of the second embodiment.

FIG. 24 is an explanatory diagram showing a closed section traveling time table used in the simulation of the third embodiment.

FIG. 25 is a flow chart showing the processing of the simulation execution unit of the third embodiment.

FIG. 26 is a configuration diagram showing a main part of the fourth embodiment.

FIG. 27 is a configuration diagram illustrating a main part of a train operation prediction device according to a fifth embodiment.

FIG. 28 is a configuration diagram illustrating a main part of a train operation prediction device according to a sixth embodiment.

FIG. 29 is a configuration diagram of a traffic rescheduling plan creating apparatus according to the seventh embodiment.

FIG. 30 is a flowchart showing the process of the seventh embodiment.

FIG. 31 is a configuration diagram of an operation plan creation device according to an eighth embodiment.

FIG. 32 is a flowchart showing the process of the eighth embodiment.

FIG. 33 is a configuration diagram of a train operation support device of the ninth embodiment.

FIG. 34 is an explanatory diagram showing a display example of speed limit transition data.

[Explanation of symbols]

5 operation plan files, 7 operation results / prediction files,
8 route control condition table, 9 signal display condition table, 10 simulation condition table, 11 speed limit transition file, 12 operation prediction execution management unit, 13
Speed limit transition information creation unit, 14 simulation implementation unit, 81 train operation management device, 82 commander, 88 operation plan preparation device, 98 operation plan preparation device.

Claims (9)

[Claims] 1. A railway in which a plurality of trains are operated according to route setting and signal indication based on an operation plan on a route provided with a plurality of stations, and updated by the latest position, speed and time of each train. In the train operation prediction device that predicts future operation of each train from the operation results, an operation plan file recording the operation plan of each train, operation results at the current time for each train, and based on this operation result An operation prediction execution management unit that sets a simulation target train for the next operation prediction and a simulation target section for prediction from the operation results / prediction file recording the prediction result,
The operation record / prediction file of the preceding train that affects the running of the train to be simulated, the route control condition table that defines the route control conditions for the route setting, and the signal display that defines how to change the signal display. From the condition table, a speed limit transition information creation unit that creates a speed limit transition file that records the time transition of the signaled speed for each closed section for the simulation target train in the simulation target section, the speed limit transition file, and Based on a simulation condition table that defines railroad conditions that affect vehicle performance and train travel, a simulation of the travel of the simulation target train in the simulation target section is performed, and the simulation result is recorded in the operation record / prediction file. simulation Train operation prediction apparatus is characterized in that a Deployment execution unit. 2. The train operation prediction device according to claim 1, wherein the operation prediction execution management unit has to newly predict an operation due to an error between the newly input operation record and the latest operation prediction result. A train operation prediction device characterized by setting a train and a simulation target section. 3. The train operation prediction apparatus according to claim 1, wherein the simulation execution unit uses the simulation condition table based on the speed limit transition file to detect the position, speed, and adjustment of the train to be simulated at intervals of a minute time. A train operation prediction device characterized by calculating speed. 4. The train operation prediction device according to claim 1, wherein the simulation execution unit records a closed section boundary position and a speed limit position by a simulation condition table based on the speed limit transition file. A train operation prediction device, which calculates the time, speed, and acceleration / deceleration of a train to be simulated at each position in the table. 5. The train operation prediction apparatus according to claim 1 or 2, wherein the simulation execution unit determines the time for the train to pass through each closed section based on the speed limit transition file in correspondence with the approach speed and the speed limit. A train operation prediction device for calculating the time and speed of a simulation target train at a boundary position of a closed section based on a defined closed section travel time table. 6. The train operation prediction apparatus according to claim 1, wherein the simulation execution unit uses a simulation condition table based on the speed limit transition file to calculate the position and speed of the train to be simulated at minute time intervals. And a first simulation executing means for calculating acceleration / deceleration, and a simulation condition table based on the speed limit transition file, and a simulation target train at each position of the driving operation position table in which the closed section boundary position and the speed limit position are recorded The second simulation execution condition for calculating the time, speed and acceleration / deceleration, and the closed section travel time in which the time required for the train to pass through each closed section based on the speed limit transition file is defined corresponding to the approach speed and the speed limit. Use the table to locate And a third simulation execution means for calculating the time and speed of the simulation target train. The operation prediction execution management section selects one of the simulation execution means suitable for the simulation target train and the simulation target section. Train operation prediction device characterized by executing a simulation. 7. The train operation prediction device according to any one of claims 1 to 6, and the train status and operation plan after the current time based on the train operation prediction are input, and the operation plan change command is issued by a commander. An operation plan planning apparatus, comprising: an operation plan drafting apparatus for changing the operation plan. 8. The train operation prediction device according to any one of claims 1 to 6, and the train operation prediction device operates based on the departure time of the train to be simulated, the arrival time at the next station, and the running time between stations. A train operation plan preparation device comprising: an operation plan preparation device for preparing a plan. 9. The train operation prediction device according to any one of claims 1 to 6, and a transmission means for transmitting the speed limit transition file of the own train and the operation record / prediction file to each train. Train driving support device.