JPH0976914A - Train running operation control method and device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the transportation capacity of a railroad line section by preventing any unstable action to subsequent trains on account of acceleration/deceleration of a preceding train so as to enable an operational interval to be shortened. SOLUTION: The present position X1 (t) of a preceding train and its present speed V1 (t), the present position X2 (t) of the own train and its present speed V2 (t), railroad information and an advance road line conditions, etc., are inputted (S10), and the arrival position X1 (t+Δt) and X2 (t+Δt) of preceding train and own train respectively at the next calculation timing after Δt time are calculated (S20). Subsequently, the position X1 (t+Δt), Δt time after the preceding train found out during S20 is taken as a start point so as to form an ATO brake curve for the own train (S30). And on this newly formed ATO brake curve, its cross point to X2 (t+Δt) is found out so as to make this point to represent the target speed V2 (t+Δt) for the own train (S40). And then, the present own train speed V2 (t) is compared with the target speed V2 (t+Δt) and acceleration/deceleration command to the own train is decided from their magnitude relationship (S50).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for controlling train operation.

[0002]

2. Description of the Related Art Generally, in automatic train control or semi-automatic train control,
TS (automatic train stops)
system) or ATC (automatic t)
A system called "rain control" is known. This ATS and ATC are also ATP (auto
It may also be collectively referred to as "omatic train protection".

In such an ATP system, a speed limit curve is calculated in which the speed at which the following train can safely stop the preceding train is determined according to the position from the preceding train, and the speed of the following train is calculated based on this speed limit curve. It is designed to be controlled. Then, when the succeeding train exceeds the speed limit according to the speed limit curve, the emergency brake is activated to automatically decelerate or stop the train.

ATO (auto) is a more advanced system that automatically performs the most efficient train speed control at a speed less than the safe speed permitted by such an ATP system and further considering ride comfort, energy saving, scheduled operation, and the like.
The mechanical train operation is known. In the ATO system, a control curve called a run curve or an ATO brake curve that defines the position / speed control conditions of the train is formed in consideration of the various conditions as described above, with respect to the speed limit curve by ATP as described above. However, the train is automatically accelerated / decelerated according to this control curve.

By the way, according to the conventional ATO concept, the speed of the succeeding train is controlled by detecting the "position" of the preceding train. Therefore, the deceleration of the succeeding train is commanded only after the distance from the preceding train is reduced to a certain value. Then, the acceleration command came to be issued only when the distance from the preceding train spreads to a certain value.

However, in an actual system, jerk control is performed so that the jerk is kept constant in order to improve the riding comfort. Therefore, even if the preceding train changes from decelerating to accelerating, it is distance-wise. Changes little, so
The deceleration command for the succeeding train continues. As a result,
The speed difference between the two vehicles when the distance from the preceding train is sufficiently large is considerable, and the distance from the preceding vehicle does not decrease easily even if an acceleration command is issued from here. If the preceding vehicle enters deceleration while doing so, the jerk control slows down slowly at first, so the distance is not reduced so much and the deceleration command is not issued to the succeeding train. However, since the deceleration of the preceding train gradually increases, the distance between the succeeding train and the preceding train abruptly approaches, and the deceleration command is issued to the succeeding train in a hurry. In addition to such a phenomenon, a systematic reaction time delay is added, resulting in overshooting of acceleration / deceleration, resulting in an acceleration command followed by an acceleration command, and an acceleration command followed by a deceleration command. To
There is a possibility that "unstable operation" in control may occur in which the acceleration command and the deceleration command for the succeeding train are alternately repeated many times. Then, when a certain train causes an unstable operation, an unstable operation also occurs in a train following the train, and this may be propagated to the following train while being amplified.

In order to avoid the occurrence and spread of such unstable operation, it is necessary to make the operating time gap between the preceding train and the following train sufficiently large. As a result, the conventional system has a problem in that it is impossible to shorten the driving interval particularly in the station section, which limits the transportation capacity of the entire line section.

Therefore, the present invention pays attention to such a problem and prevents the unstable motion from being propagated to the succeeding train due to the acceleration / deceleration of the preceding train, thereby shortening the driving time interval and enabling the transportation capability of the line section. The purpose is to increase.

[0009]

Means for Solving the Problems, Embodiments of the Invention and Effects of the Invention A train operation control method of the present invention forms a speed limit curve in accordance with the position of a preceding train, and a subsequent speed limit curve is formed based on the speed limit curve. In the train operation control method for controlling the speed of a train, when the preceding train is relatively close to the following train, the speed limit is tightened in advance, and the preceding train is relatively far from the following train. It is sometimes characterized by adjusting the speed limit so that the speed limit is loosened in advance.

According to this train operation control method, when the distance between the preceding train and the succeeding train does not relatively approach or move away from each other, the succeeding train is controlled based on the speed limit curve determined according to the position of the preceding train. Perform speed control. On the other hand, when the preceding train is relatively far from the succeeding train, control is performed so that the speed limit is loosened as a result. Then, when both trains are relatively close to each other, speed control is performed so that the speed limit is tightened as a result. Since these are performed by adjusting the speed limit in advance, the speed control is performed properly due to the response delay of the system, and the train does not get too close to or far from the preceding train.

More specifically, in this train operation control method, the adjustment of the speed limit is such that when the preceding train and the following train are relatively close to each other, the speed limit currently received by the following train is concerned. Despite slowing the following train in advance,
When the preceding train and the succeeding train are in a relatively distant relationship, it can be performed by accelerating the succeeding train in advance regardless of the speed limit that the succeeding train is currently receiving.

In this way, when relatively approaching or moving away from each other, deceleration and acceleration are commanded regardless of the currently required speed limit curve, and as a result, the speed limit is tightened or loosened. Will be realized. In these train operation control methods, it is possible to determine whether the preceding train has a relatively approaching relationship or a distant relationship with the preceding train, based on the speed of the preceding train and the speed of the following train. This is because if the speed of the succeeding train is higher than the speed of the preceding train, it is expected that the speed will be relatively closer in the future, and if the speed is faster, the distance will be relatively far in the future.

Further, in these train operation control methods, whether the preceding trains are relatively closer or farther apart depends on conditions of the track itself such as curvature and gradient of the track and stop / passage at the station. The determination may be made in consideration of the conditions on the side of the ground facility including the conditions regarding the route such as the difference between the above.

If it is determined that the train is approaching an uphill position from the position of the preceding train, it can be expected that the speed will decrease in the future, and that the vehicle will approach the train relatively. It can be expected to approach. In addition, although the preceding train is decelerating to pass the station, if it is a passing train, acceleration is planned after that, so even if it seems that it is getting closer, it can actually be expected to be getting away from it. You can do it.

In these train operation control methods of the present invention, the conditions for acceleration and deceleration are to predict the arrival position of the preceding train after a predetermined time from the position and speed of the preceding train, and arrive at the predicted preceding train. Predict the speed limit curve for a subsequent train after a predetermined time based on the position, predict the arrival position of the subsequent train after a predetermined time from the position and speed of the subsequent train, and for the predicted arrival position of the subsequent train It is possible to make a decision based on the speed limit applied by the predicted speed limit curve.

According to this train operation control method, the next possible state is predicted in advance, and the speed control curve after a predetermined time, which is the next control condition, is obtained based on this prediction. Control toward it.
By predicting and controlling one after another in this way,
The control at each point in time is optimized by covering the reaction delay of the system.

In order to carry out these methods of the present invention, a train operation control device for forming a speed limit curve for a succeeding train according to the position of the preceding train and controlling the speed of the succeeding train based on the speed limit curve. , Position / speed information acquisition means for acquiring position / speed information of preceding train and subsequent train, and arrival position for predicting arrival position of each train after a predetermined time based on the acquired position / speed information of each train Predicting means, speed limiting curve predicting means for predicting a speed limiting curve that a succeeding train should protect after a predetermined time based on the predicted arrival position of the preceding train, and the predicted speed limiting curve for the predicted succeeding train. Based on the speed limit of the succeeding train obtained when the arrival position is applied, control condition determining means for determining the speed control condition of the succeeding train, and the following condition according to the determined speed control condition. Preferably used train operation control apparatus characterized by comprising an acceleration and deceleration control means for accelerating or decelerating the vehicle.

As the position / speed information acquisition means,
For example, each train is equipped with a speed generator, the speed signal from this is acquired, the speed is integrated to obtain the mileage,
It is possible to adopt a configuration in which the position is obtained by converting it into a kilometer (distance where Tokyo station is 0 km). Also,
It is also possible to install a position detecting device on the ground side, constantly detect the position of each train, and obtain the speed from the change in the position per unit time. Of course, not limited to this, various position / speed information acquisition means can be adopted.

According to this train operation control device, it is predicted from the positions and speeds of the preceding train and the succeeding train where each of the trains will arrive after a predetermined time under these conditions, and the arrival position after this predetermined time will be determined. The speed limit curve is predicted on the basis, and the train speed is accelerated / decelerated in advance so that the speed of the succeeding train after a predetermined time corresponds to the predicted speed limit curve. By doing so, it is possible to cover the response delay of the system and realize the optimum control state after a predetermined time.

In this train operation control device, the conditions of the track itself, including the conditions of the track itself, such as the curvature and gradient of the track, and the conditions of the route, such as the difference in stopping / passing at the station, are set within the line section. The ground side condition storage means for storing the position in association with each position, and the stored condition on the ground equipment side,
Based on the obtained position of each train, the reference result is reflected on at least one of the reaching position predicting means, the speed limit curve predicting means and the control condition determining means, and a ground side condition reflecting means. With the provision, more precise prediction can be performed, and further, read-ahead control can be performed.

According to the train operation control method and apparatus of the present invention described above, the optimum state to be realized next is predicted in response to the change in speed of the preceding train, and the optimum state is set. Since the control is started in advance, the system response delay is covered, and when the preceding train is operating like jerk control, the following train is prevented from coming too close or too far away from the other train. Since the unstable operation of the train is prevented, it becomes possible to shorten the driving time interval, and thus the transportation capacity of the line section can be improved. In other words, the improvement of the transportation capacity of the line section and the improvement of the riding comfort by the jerk control are conventionally incompatible with each other, but the present invention makes it possible to achieve both of them. You can also

[0022]

Next, an embodiment of the present invention will be described. The embodiment relates to an on-board control ATO system in an electric railway, and as shown in FIG. 1, on-board vehicle information for transmitting information between each train TR1, TR2 and the ground control device 10. The transmission device 20 is installed along the track RL. The ground control device 10 inputs the position / speed information of each of the trains TR1 and TR2 and gives the position / speed information of the preceding train to the succeeding train TR2 via the on-vehicle information transmission device 20. Is configured. Also,
The ground control device 10 stores conditions on the ground facility side including conditions of the track itself such as curvature and gradient of the track, and conditions regarding a route such as a difference in stopping / passing at the station, and the above-mentioned position / position. In addition to the speed information, the conditions on the ground facility side are given to the succeeding train TR2. The on-board vehicle information transmission device 20 can be configured by, for example, a guide line laid along the track RL, a train radio, or the like.

Each train has an AT in addition to the speed generator 31.
An O computer 35 and an ATP brake device 37 are installed. The ATP brake device 37 has an ATP brake curve generated by the ATP computer and the position of the own train.
ATP brake (emergency brake) when the speed exceeds the ATP brake curve by collating with the speed information.
Activate The speed generator 31 is provided for grasping speed information of each train and transmitting it to the ground control device 10. Also, on the ground control device 10 side, the speed generator 31
It is also used to identify the position of each train by accumulating the output of. The position information is also confirmed by the combination of the ground wire provided at a specific position in the line section and the train core of each train. The output of the speed generator 31 is used.

Conceptually speaking, the ATO computer 10 inputs the position / speed of the preceding train, the position / speed of the own train, track information and route conditions, as shown in FIG. 2, and accelerates the own train. / Plays the role of outputting a deceleration command. This acceleration / deceleration command is executed by the procedure shown in FIG.
It is repeatedly executed every Δt.

First, the current position X1 (t) of the preceding train and the current speed V1 (t), and the current position X2 (t) of the own train.
Also, the current speed V2 (t), track information, route conditions, etc. are input (S10). Next, the arrival positions X1 (t + Δt) and X2 (t + Δt) of the preceding train and the own train at the next calculation timing are calculated based on the following formula (S
20).

[0026]

[Formula 1] X1 (t + Δt) = X1 (t) + V1 (t) · Δt · C1 X2 (t + Δt) = X2 (t) + V2 (t) · Δt · C2 Here, C1 and C2 Are correction factors depending on the track information, the route conditions, and the like. For example, when the track slope turns uphill thereafter, a correction coefficient of less than 1 is multiplied by the correction coefficient over 1 on the right-hand side when it turns down. Regarding the correction coefficient, it is preferable to specify the acceleration factor and the deceleration factor for each position in the line segment in advance, determine and determine the table, and store the table in the ground control device 10.

Next, an ATO brake curve for the own train is generated starting from the position after Δt of the preceding train obtained in S20 (S30). At this time, the ATO brake curve is determined in consideration of the braking ability of the own train, the gradient of the track, the speed limit in the line section, and the like. Then, on the newly generated ATO brake curve, the X2 (t + Δ
t) and find the intersection with it, and use this as the target speed V for the train.
2 (t + Δt) (S40).

Then, the current speed V2 (t) of the own train is compared with the target speed V2 (t + Δt), and the acceleration / deceleration command for the own train is determined based on the magnitude relation (S50). For example, when the preceding train and the own train are traveling at exactly the same speed and at a constant interval, as shown in FIG.
The target speed V2 (t + Δt) of the own train after the elapse of t becomes the same as the current speed V2 (t). On the other hand, when the preceding train is faster and the distance between the two is relatively wide, V2 (t + Δt) is set to a value larger than the current speed, as shown in FIG. It is determined. When the preceding train is slower and the distance between the two is relatively narrow, V2 (t + Δt) is set to a value smaller than the current speed, as shown in FIG. It is determined.

As a result, the succeeding train is controlled so that if the preceding train accelerates and the interval is widening, acceleration will start earlier and the interval will not open too far. When the deceleration is started, the deceleration is started earlier and the interval is controlled so as not to be too narrow.

As a result, even when jerk control is performed at the time of acceleration / deceleration, it is possible to grasp the change in the inter-vehicle distance in advance by predicting the positional relationship after Δt, and to deal with this early. Therefore, the control of the succeeding train can be stabilized. As a result, the unstable operation does not spread to the succeeding trains, and no problem occurs even if the operating time interval between the trains is shortened.

Therefore, it is possible to cope with high-density operation of the entire line section, and further improvement of transportation capacity is expected. Although one embodiment of the present invention has been described above, the present invention may be implemented in other modes, and such a mode is also included in the technical scope of the present invention without departing from the scope of the present invention. Is.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a system according to an embodiment.

FIG. 2 is an explanatory diagram of input / output to / from an ATO computer of the system of the embodiment.

FIG. 3 is a flowchart of a main routine in the embodiment.

FIG. 4 is a timing chart of a control example according to the embodiment.

[Explanation of symbols]

10 ... Ground control device, 20 ... Ground on-vehicle information transmission device, 31 ... Speed generator, 35 ... ATO computer, 37 ... ATP brake device, TR1 ...
・ Preceding train, TR2 ... Own train.

Claims (7)

[Claims] 1. A train operation control method for forming a speed limit curve according to the position of a preceding train and controlling the speed of a succeeding train based on the speed limit curve. A train operation control method characterized by adjusting the speed limit so that the speed limit is tightened in advance when the vehicle is approaching and the speed limit is loosened in advance when the preceding train is moving relatively away from the following train. . 2. The train operation control method according to claim 1, wherein the speed limit is adjusted such that when the preceding train and the following train are relatively close to each other, the following train is currently subjected to the speed limit. If the preceding train and the following train are in a relatively distant relationship with each other, the following train will be decelerated regardless of the above, and the following train will be accelerated in advance regardless of the current speed limit of the following train. A train operation control method characterized by. 3. The train operation control method according to claim 1, wherein whether the preceding train has a relatively approaching relationship or a relatively departing relationship is determined from the speed of the preceding train and the speed of the following train. A train operation control method characterized by. 4. The train operation control method according to any one of claims 1 to 3, wherein whether the preceding trains are relatively close to or far away from each other depends on conditions of the track itself such as curvature and gradient of the track. A train operation control method, characterized in that it is determined in consideration of conditions on the ground facility side including conditions related to a route such as a difference between stopping and passing at a station. 5. The train operation control method according to claim 1, wherein the acceleration and deceleration conditions predict the arrival position of the preceding train after a predetermined time from the position and speed of the preceding train. , Predicting a speed limit curve for a succeeding train after a predetermined time based on the predicted arrival position of the preceding train, predicting an arrival position of the succeeding train after a predetermined time from the position and speed of the succeeding train, and performing the prediction The train operation control method is characterized in that it is determined based on the speed limit applied by the predicted speed limit curve to the arrival position of the succeeding train. 6. A train operation control device for forming a speed limit curve for a succeeding train according to the position of the preceding train and controlling the speed of the succeeding train based on the speed limit curve, wherein the positions of the preceding train and the succeeding train are Position / speed information acquisition means for acquiring speed information, arrival position prediction means for predicting the arrival position of each train after a predetermined time based on the acquired position / speed information of each train, and the predicted preceding train And a speed limit curve predicting means for predicting a speed limit curve to be followed by a succeeding train after a predetermined time based on the arrival position of the train, and a successor obtained when the predicted position of the succeeding train is applied to the predicted speed limit curve. Control condition determining means for determining the speed control condition of the following train based on the speed limit of the train, and acceleration / deceleration for accelerating or decelerating the following train according to the determined speed control condition. Train operation control apparatus characterized by a control unit. 7. The train operation control device according to claim 6, which is a condition on the ground facility side including conditions of the track itself such as curvature and gradient of the track and route conditions such as a difference in stopping / passing at the station. Is referred to on the basis of the acquired position of each train, and the ground side condition storage means for storing the above condition is stored in association with each position in the line section. A train operation control device comprising: an arrival position predicting means, a speed limit curve predicting means, and a ground condition reflecting means for reflecting the control condition determining means.