JPS5984663A - Device and method of controlling operation of train - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] The present invention relates to a train operation management control device and method.

Conventional train operation control devices and methods that enable unmanned train operation can be roughly divided into so-called centralized control systems and distributed control systems. The centralized control method is the 11th!
, 21. The information transmission line 6 that covers all the tracks on which the trains (two shown) 7A to 7X run is a plurality of section information transmission lines (partially not shown) 6A, 6B, 6C, 6D to 6.
It is divided into K, 6L, 6M, and 6N. Each section information transmission line 6A to 6N has transceivers 58 to 5.
N are individually connected (portions corresponding to 6C to 6L are not shown). All the transceivers 5A to 5N are equipped with one or more information transmission devices 4 (one for I-1) for transmitting and receiving information regarding the trains 7A to 7X existing in the section information transmission lines 6A to 6N. Connected. The information transmission device 4 is connected to a traffic management processing device 1 that sends and receives information. The operation management processing device IK is a platform door control cylinder 10A-1.
021 train detection elf (11 and interlocking device (capital) 1
2 is connected. Operation pipe 1=jlj The processing device 1 and the information transmission device 4 are installed together in a central control center. The traffic management processing device 1 creates a train operation schedule, controls the train group, and controls the operation of individual trains.

This centralized control method can completely simplify the configuration of the control line, and since all information is collected in the operation management processing device 1,
It has the advantage that the command i can obtain all the information of the entire system, can easily perform manual intervention, and can easily maintain the system since the main parts of the system are located in the central command center. However, when an abnormality occurs, an abnormal processing load is added to the operation management processing device 1 in addition to the usual processing load, and the processing response speed is reduced due to the concentration of the processing load.

In addition, since the processing load is almost proportional to the route length or train operation frequency, there are disadvantages such as low scalability for route extension and delays.

The distributed control system is shown in the second figure (c), and parts corresponding to the centralized control system shown in the first figure are given the same reference numerals. In this distributed control system, station control devices 9A-9Z are installed for each station 8A-82. Station control device 98~
9Z is connected to the traffic management processing device 1. Station control devices 9A to 9ZK are Baume door control devices 10A to 1oz%
Continuous ruh devices 12A to 12z and station information transmission line 13A
~13Z are connected respectively. Operation management department j! I! The device 1 and the station control devices t 9 A to 9Z exchange information regarding stopped trains and stations. The traffic management processing device 1 performs rough train status monitoring, and the traffic management processing device 1 outputs train control information according to the train operation schedule to the station control devices 9A to 9Z.

The station control devices 98 to 9z control the entire operation of the taxi cars in accordance with a fixed sequence and timing. Train 7A running
-7XK, the train status is monitored by the train operation management processing device R1 via the information transmission device 4, and
A control command is sent from the operation management processing device 1.

This distributed control method has the advantage that the processing load on the traffic management processing device 1 is distributed and the processing response speed is increased.

However, since each device in the system is installed and distributed over a wide area, maintenance is not easy, and information transmission lines 6, ! Since it is necessary for two systems of the information transmission line 13, the cost increases. Moreover, when one failure occurred in the station control devices 9A to 9Z, the operation management processing device 1 of the central control center could not replace the functions of the station control devices 9A to 9Z, and the central control center Since it is not possible to take countermeasures by intervening from someone else, operation keys must be placed at the stations 8A to 8Z where the Loupe control devices 9A to 9Z are installed, which has the disadvantage that it is not possible to make the stations more beautiful.

An object of the present invention is to solve the above-mentioned technical problems and provide a train operation management control device and method that has a fast processing response speed, facilitates system expansion for route extension, and is easy to maintain.

The gist of the present invention is to install a single train or a second plurality of trains 1F operating a single or a first number of NVL road sections in a predetermined section based on the total length of each track section. The 3rd section information transmission line was jointly operated to display the operating status of each train. 1- Status information and command information for controlling the operation of each train were exchanged, and the operation of each train was controlled. In the train operation management control g i, 7'; and method,
A third plurality of transmitters/receivers individually corresponding to each section 1'H signal transmission line, and a fourth transmitter/receiver below the third plurality, which is connected to the central command center and individually corresponds to some 4σ of each transmitter/receiver. A single information transmission device, installed in a central command center, and a fourth section that corresponds to each information transmission device individually? j8! A single control processing device installed in a medium-fire control center and corresponding to all of the control processing devices is provided in a hierarchy in this order. By doing so, processing items are distributed to the management processing device and each control processing device, thereby improving the processing responsiveness of the management processing device and each control processing device.

The differences between the present invention and the prior art are as follows. In other words, the difference from the centralized control method is that the operation management processing device of the centralized Wi control method has a hierarchical structure divided into the total management processing device and each control processing device, and each layer has management processing, control processing, and The aim was to improve processing responsiveness by sharing the tasks, and distributed:! 71. The differences between the i-control system and the 0 control system are that all information is centralized to make it easier for dispatchers to take action, and the system configuration is integrated and maintenance is improved.

Hereinafter, a practical 7+ili example of the present invention will be explained with reference to Figure m].

No. 311.21 is an embodiment of the present invention? lii control block control clock 4 diagram. The traffic management control device according to the present invention includes a management processing device 21, a plurality of (two shown) control 1 processing devices 22, 23, and a plurality of information transmission devices 2 (some of which are not shown).
4-25, 26-27, and multiple (some not shown) transceivers 28.29-3.0, 31, 32° 33-34.3
5. Management processing equipment fife 21, control processing equipment 22, 23, control processing equipment 22, 23, information transmission equipment 24 to 27, and information transmission equipment t2
Transceivers 4 to 27 and transceivers 28 to 35 are provided in layers.

An information transmission line 36 is laid along the entire length of the train track. This information transmission path 36 has a number of neta (partially not shown)
Section of the alarm/information transmission line 37.38.39~/40.41,42,43,44,45~46,47.4
It is divided into 8 minutes. The section information transmission lines 37 to 42 are the first
jυj construction zone 1 (11 section information transmission line).

The section information transmission lines 4i to 48 are section information transmission lines extended as a second phase construction section. D in the first phase construction section
R49~5o is established, and station 5 is located in the 21st υ] construction section.
1 to 52 are provided. Transceivers 28 to 35 are provided in correspondence to the section information transmission lines 37 to 48 (portions corresponding to the section information transmission lines 39 to 40 degrees and 45 to 46 are not shown). The transceivers 28 to 35 are installed at each nearby station or at a key station for a plurality of stations.

A plurality of transmitters and receivers 28 to 35 are provided (partially illustrated in Figure 11i4).
The information transmission apparatuses 24 to 27 are divided into groups 1j, and each group is individually provided with information transmission apparatuses 24 to 27. The 16 transmitting/receiving devices 28 and 29 correspond to the information transmitting device 24 individually. The transceivers 30 and 31 individually correspond to the information transmission device 25. Sending/receiving (im IIQ 32; 33, corresponds individually to the information transmission device f926. - Also, the sending amount is 8 Iso 34゜3
5. The information transmission device 27 is individually supported.

The 1' broadcast information transmission devices 24 to 27 are divided into a plurality of groups (two in the figure). Each group is individually provided with a control processing device 22, 23, which can be realized by a computer or the like. The information transmission devices 24 to 25 individually correspond to the control processing device 22. Information transmission device 426~
27 corresponds to the fj control processing device 23 by i1^1.

The control J processing unit 22 is used to control the opening and closing of the doors provided on the platform in response to the opening and closing control of the doors of trains operating on the track section (partly not shown (11τ1) 53-54). Door control devices 55-56, train storage detection device M57 that detects the positions of trains 53-54, and evening car 5:3
~54 course fig! ii: The device 58 of series 11 that controls I and shows the status (171 separate vs. 1, 15) also controls the platform door 8iI.
Platform door control devices 59 to 60 similar to the I-style FFJs 55 to 56, and train detection device 6 similar to the train detection device 57.
An interlocking device 62 similar to the first control and interlocking device 58 corresponds individually.

The control processing devices 22 and 23 can be mutually coupled to the management processing device 21 realized by a computer or the like via a dedicated line 63 configured with an optical fiber, a cable, or the like. Management processing value (621, control processing device 2
2 and the information transmission devices 624 to 25 are collectively installed in a central command center. The control processing device 23 and the information transmission devices 26 to 27 are installed together in the sub-control center. The central command center and sub-control center may be located at the same location.
It may also be a renewal.

The V management processing device g721 located at the highest level exchanges information with the control processing device 22.23 below it via the dedicated line 63, and performs management processing. The management processing device 21 records the operation schedule created for the train groups 53 and 54, the operation schedule J7-J7, which is changed in order to respond to fluctuations in transportation demand and zero/abnormal times, and train departure requests. Information such as the intervention of the city or emergency stop station, etc. H1
4-piece control +1. 22.23. Also, management processing value % 21 Vl-,,>iR row management fli1. 'rr+'i:'view of state W of control system.

Color control: place]-! 14 device 22 is connected to section information transmission path 37
~42, transmitter/receiver 28~31 and lower +EV
The train information is received via the +B transmission devices 24-25.

Amada 91; The control processing device 22 is the platform door control device 5
Platform door status information from 5-5G, train detection device 57
The train position information is received from the train location information and the course axis information is received from the interlocking device 58. The control processing device 22 generates train control command information and platform door control based on the train status information, platform door status information, train position information, and course status information according to the operation schedule and intervention information received from the management processing unit 21. child 141 command information and course setting command information)
Output at JJ timing.

FIG. 4 is a specific control block diagram of the control processing device 22. As shown in FIG. The control processing device 22 includes a timer 701 storage unit 71
, 72.73, 74, 75, 76, selection section 77.78,
79, output section 80, 81, 82 - and check section 83
．． 84.85i equipped.

The Quimuff 0 performs a clocking operation. The storage unit 71 stores the driving schedule provided by the management processing device 21. The record section 72 is a management section 3f1! All intervention information given from the device 21 is stored. The storage unit 73 stores train position information given from the train detection device 57. The storage unit 74 stores train status information obtained from the information transmission devices 24 to 25. The storage unit 75 stores all the platform door status information obtained from the Baume door control devices 55 to 56.

The storage unit 76id stores the route status information obtained from the interlocking device 58.

The selection units 77, 78, 790″i select the train control command, platform door control command, and course setting command, respectively, according to the operation schedule, using the train position information, time, and all activation factors.The output unit 80: Train control command information [
"Output to the T alarm sound transmitting device 24, 25. Output section 81
1-;]1. Platform door control 'l1ll command information is output to the platform door control devices 55-56. Output section 82,
Route setting command information is output to the interlocking device 58.

The check section 83 checks the train control command 1h report output to the information transmission devices 24-25 and the information transmission devices 24-25.
A comparison check is made with the queue status and IH information received from
Notify. The checking unit 84 is the platform door control device 5
The platform door control command information output to 5 to 56 and the platform door control device, ? Compare it with the platform door status information given from 55-56, and be wise 1
Is the abnormal state known to the processing equipment 21? Ru. The checking unit 85 checks the course setting command information output to the interlocking device 58 and the information given from the interlocking device j′σ, 58]f
A comparison check is made with the C road state information, and if any abnormality is found, the management processing device 621 is notified of the abnormal state.

If there is a discrepancy in the comparison check between the train status information and train control command information, the platform door status information and platform door control side 1 command information, and the route status information and route setting command information, the li control processing unit 22 Abnormality information for notifying the management processing device 21 of the abnormality is output. The control processing device 22 also outputs train status information, platform door status information, and route status information to the management device 21.

The control processing device 22 is provided with operation schedule information from the upper-level management processing device 21, and is further provided with intervention information based on commands such as train departure prevention, emergency stop, and door opening/closing at any time as necessary. It will be done. These operation star schedule information and intervention information are gold thread,
Using train position information and time information as activation factors, all train control command information, platform door control information, and route setting command information are selected and stored, and command information is output at appropriate timing. When the command information is output and the state changes after a certain period of time, the state information and the contents of the command information are compared and checked, and if they do not match, the upper management processing device 21 is notified as an abnormality.

Note that the control processing device 23 is configured similarly to the control processing device 22, and performs the same function as the control processing device 22. Moreover. 2nd Luj Work 2-IY
After the completion of the first stage construction, the construction η can be started immediately, and the second stage construction can be carried out even when the first stage construction zone +1l-jl is in operation, and the connection is extremely simple with only the connection of the dedicated line 63. It can be done easily.

The information transmission devices 24 to 27 communicate with the transceivers 28 to 35 and the section information transmission lines 37 to 35 according to a predetermined transmission control procedure.
48, command information is transmitted to the train. Further, the information transmission device %t 2 /1 to 27 scans all the status information of each train at regular intervals to detect changes in the train status. If there is a change in the train condition, the information transmission devices 24 to 27
The train shape changed to the upper control processing unit 22.23,
Send i/su information.

The management processing device 21, based on the train status information, platform door status information, and abnormality information given from the control processing device 22.23, ;'d:J14! It monitors the status of the control system and sends intervention information to the control process. In other words, the management processing device 21 creates an operation schedule for a group of trains, changes the operation schedule as necessary to respond to fluctuations in transport demand and abnormalities, prevents departure of trains, makes emergency stops, opens and closes doors, etc. Intervention information for this is given to the entire control process 22 and 23. Also,
The management processing device 21 provides information on each spindle to the central dispatcher without indicating the system status, and the dispatcher monitors the entire status of the system and, as necessary, prevents the departure of any train, makes an emergency stop, or It is possible to input manual intervention information to the control processors 22, 23 regarding door opening/closing, etc. via the central operation panel.

FIG. 5 is a control block diagram of another embodiment of the present invention, and parts corresponding to those of the embodiment shown in FIG. 3 are given the same reference numerals. Note that the third
Management processing device 21, control processing device 22, 23 .
In place of the information transmission devices 24 to 27 and the transceivers 28 to 35, management processing bags 21a, 21b
, control processing devices 22a, 22b.

23 a t 23 b s information transmission device 24a, 24
b ~ 25a, 25b, 26a, 26b ~ 27a, 27
b, transceiver 28a, 28b, 29a, 29b to 30a
, 30b, 31a, 31b, 32a, 32bt33a,
33b to 34a, 34b, 35a.

35b are each duplicated and used. Management processing device 21a and 21b1 control processing device 22a
and 2 of 22b123a and 23b1 information transmission equipment
4a and 24b to 25a and 25b, 26a and 26b to 27a and 27b and 28a of the transceiver
and 28b, 29a and 29b to 30a and 30
b, 31a and 31b, 32a and 32b133a
and 33b-34a'l'i--34b, 35a and 35b each operate as a dual or duplex system. Therefore, reliability can be achieved by installing a constituent system. Note that this redundant system configuration may be performed for each device, or the management processing device 2
1. Each control processing device 22, 23, information transmission device 24-2
7 and at least one of the transceivers 28 to 35.

As described above, according to the present invention, since the processing contents are distributed according to the hierarchy, the processing response speed becomes faster. All management processing equipment, control processing equipment, and information transmission equipment will be installed in the central control center, and since all information will be concentrated in the central location, there will be no processing required by either the management processing equipment or the control processing equipment. However, in the event of an emergency, a central dispatcher can easily intervene, making it possible to unmanned trains and stations.

In addition, compared to the conventional distributed control system, only one information transmission path is required, and the number of devices can be completely reduced.
ji, which greatly improves maintainability.

In addition, because the management processing unit handles the process of creating the operation schedule, and the control processing unit handles all of the operation control processes, even if the track section is extended, the conventional centralized control method It can easily accommodate the stretched portion compared to the above.

[Brief explanation of the drawing]

1 and 2 are control block diagrams for explaining the prior art, and FIG. 3 is a control block diagram of an ffi control block according to an embodiment of the present invention. A specific control block [1, 5] is a control block 191 of another embodiment of the present invention. 21.21a, 21b --- Management processing bag (1 piece i, 21
21a, 21b, 22, 22a, 22b...control processing device, 24+24a, 24b to 27, 27a. 27 b-- Information transmission device, 28, 28a, 28b-
35.35a, 3. ．． 5b...transmitter/receiver, 36...
Information transmission line, 37-48... section information transmission line, 63.
・・Dedicated line charge Misakito Orator Nishiichi・Keichibe

Claims (5)

[Claims] (1) A third plurality of sections are constructed at predetermined intervals along the entire length of each track section between the single or second plurality of trains operating on the single or first plurality of track sections. In a train operation management control device that controls the operation of each train by transmitting and receiving all status information representing the operation status of each train and command information for operation control iQl of each train via an information transmission path, each of the above-mentioned a third compound transmitter/receiver that individually corresponds to the section information transmission path; a fourth plurality or a single information transmission device below the third plurality installed in the central command center and individually corresponds to each of the several transmitters/receivers; A fifth plurality or a single control processing device installed in the central control center and individually corresponding to some 4θ of each information transmission device, and a fifth plurality or a single control processing device installed in the central control center and individually corresponding to some 4θ of each information transmission device; Corresponding single management processing devices are provided in a hierarchical manner in this order f: Features of the train operation management i11 control device. (2) The train operation control device according to claim 1, characterized in that the management processing device and each control 111 processing device are interconnected by a dedicated line. (3) W, at least one of the management processing device, each control processing device, each information transmission device, and each transceiver;
6. The train operation management control device according to claim 1, characterized in that it has a plurality of redundant systems. (4) Corresponding to the extended portion of the track section, a seventh plurality of section information transmission lines laid for each predetermined section, a seventh plurality of section information transmission lines corresponding to each section information transmission line 1, The transmitter/receiver is installed in the sub-control center, and is connected to the seventh or lower eight plurality switches or single information transmission device 1, which corresponds individually to each of the several transceivers, and is installed in the sub-control center. , No. 9 following the No. 8 fault response individually corresponding to some of each information transmission device.
Claims 1, 2, or 3 are characterized in that a plurality of control processing devices or a single control processing device are added in this order to form a hierarchy below the management processing device.
The train operation management control device described in Section 1. (5) A single pipe], the ψ processing device is associated with a single or 10th log control processing device, and the management processing device is equipped with all the schedule information in the master control processing device, and each control processing device is e
is the jurisdiction of each control processing unit li! Claim 1, characterized in that the operation control of trains on the line No. 11 is performed.
1. A train traffic management control method using the train traffic management control device according to item 2, 3, or 4.