JPS6137149B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle operation control device for a public rail transit system, such as a new transit system, in which passengers get on and off at stations.

In conventional vehicle operation control devices, the travel time between stations is determined by simulation, etc., and a timetable is created with a fixed time determined empirically for station stop times, and vehicles are controlled according to the timetable. but,
As the highly automated and labor-saving track transportation system approaches the stage of practical use, vehicle operation planning and detailed control that adapt to changes in passenger numbers are essential for the stable operation of the system.

In particular, when the planned timetable normally displayed at a station becomes confused and the timetable is delayed, the running vehicles move away from the planned timetable and shift to the so-called implemented timetable, but this implemented timetable is automatically changed to the convenience of passengers. It was difficult to create one. The same was true when increasing or decreasing the number of vehicles.

The present invention was made in view of these points, and in addition to making the traveling time between stations constant for each station, the boarding and alighting times are given by the linear characteristic of the driving time interval, that is, the departure time interval, and the stopping time interval is The travel time (traveling time + stopping time) is determined by the sum of the boarding and alighting time and the adjustment time, as well as the equalization of driving time intervals to avoid unnecessary congestion and the increase in adjustment time due to this equalization.
The objective is to evaluate the minimization of , create an operating schedule under certain constraint conditions, and perform vehicle operation control based on this.

An embodiment of the present invention will be described below with reference to FIGS. 1 and 2. For the sake of simplicity, in FIG. 1, 1 indicates a ring route, 2 indicates a station, and each station is distinguished by the symbols 2 ₁ , 2 ₂ . . . 2k.

Station 2 ₁ in Figure 1 is a station connected to the depot 3, and for convenience, the main line side platform 4 is the platform 1, and the base side platform 5 is the station connected to the depot 3.
is the second line. Of the second track 5, the return line for the vehicle 6 to head to the base 3 is designated by ₅₁ , and the outgoing track for leaving the base 3 is designated by ₅₂ .

7 is a well-known point that is switched as appropriate when the vehicle 6 enters or exits the base 3, of which points 7 ₁ , 7 ₂ , and 7 ₃ are normally closed to form the main circular route 1; When returning to the base 3, points 7 ₁ and 7 ₃ are activated, and the vehicle 6 travels as shown by the dotted arrow C ₁ .

Furthermore, in each of the waiting lines 3 ₁ and 3 m, there is a transmitting/receiving device that detects the presence of a vehicle 6, sends the detection result to a command device 11 (described later), and also receives an increase command from the command device 11 and gives a running command to the vehicle 6. is provided.

Further, the command device 11 issues a command to the vehicle 6 via a communication device mounted on the vehicle, and, for example, the vehicle 6 at the base 3 is configured to receive this command and head toward the ring route 1, which is the main trunk line. ing.

Although not shown in FIG. 1, each vehicle 6 is equipped with a communication device, and is configured so that the running state of the vehicle 6 is detected by a detection device 12, which will be described later, via this communication device. There is. Also, point 7
₁ to 7 ₃ are configured to perform switching operations based on commands from the command device 11.

In addition, as shown in the figure, the base 3 is provided with a plurality of waiting lines ₃₁ ...3m long, and each waiting line 3
A vehicle 6 is assigned to ₁ to 3 m.

FIG. 1 shows a state in which the assigned vehicle 6 of the waiting line ₃₁ is facing the main line. 13 indicates the entire transportation system shown in FIG.

Now, suppose that N-1 vehicles 6 are running in the timetable for a certain time period, and in the next time period, because the number of passengers will increase, there will be N cars between N-1 cars and 1 car. Consider a case where a command to increase the number of trains is sent from the depot. In other words, the N-1 vehicle departs from platform 1 4 from 1 vehicle, the N vehicle departs from platform 2 5, and then the 1 vehicle departs from platform 1 4, and finally the driving time interval, that is, the departure This is a case where a command is given to set the time interval to an ideal constant value τ (seconds).

Here, the departure time of vehicle i at station k is xi(k), the boarding and alighting time of vehicle i at station k is si(k), and the stopping characteristic constant of vehicle i at station k are ai(k) and bi, respectively. (k), and the boarding and alighting time is approximated by the linear characteristic of the departure time interval and determined by the first equation.

si(k)=ai(k) {xi(k)−xi−1(k)}+bi(k)(1) Also, let the arrival time of vehicle i at station k be yi(k), and the arrival time of vehicle i at station k. If the adjustment time is ui(k), then xi(k) is given by the second equation.

xi(k) = yi(k) + si(k) + ui(k) (2) By the way, adjustment time (this generally refers to the time required to increase or decrease the standard stopping time determined by the above-mentioned planned timetable) ) becomes negatively large, it becomes impossible to board or alight within the stopping time (xi(k)−yi(k)), so a limiting condition is attached to the adjustment time. The adjustment time is expressed by the third equation as u ₀ (k).

ui(k)u ₀ (k) (3) Here, assuming that the traveling time between stations is a constant value,
The standard traveling time between stations k and k+1 is expressed as R(k), and i
The arrival time of the vehicle at station k is given by the fourth equation.

yi(k)=xi(k-1)+R(k-1) (4) Furthermore, at each station 2, the preceding vehicle leaves station 2, and the following vehicle does not leave the station until the signal line is filled. Since station 2 cannot be reached, the minimum time interval E(k) between the departure of the preceding vehicle and the arrival of the following vehicle at station k is
(the time interval to prevent the train interval from being further shortened) is determined, and the constraints regarding arrival and departure are expressed by Equation 5.

yi(k)xi-1(k)+E(k) (5) By substituting the first equation into the second equation, the basic equation for vehicle operation is expressed by the sixth equation.

{1−ai(k)}xi(k)+ai(k)xi−1(k)−xi(k−1) =ui(k)+R(k−1)+bi(k) (6) Also, By substituting Equation 4 into Equation 5, the constraint condition for departure and arrival is expressed by Equation 7.

xi(k)−xi−1(k+1)E(k+1)−R(k) (7) From the above, the operation formula for vehicles 1 to N from station 1 to station M is as shown in formula 8.

AX=BU+C (8) However, In the 8th formula, for convenience, one vehicle in front is O
The departure time of each O vehicle from each station and the arrival time of each vehicle at one station are treated as constants given by the previous time period. The constraint equation regarding train departure from the station is expressed by Equation 9.

DXE (9) However, The matrix D in Equation 9 has N×(M-1) rows. Furthermore, the constraint condition on the adjustment time is given by Equation 10.

UU ₀ (10) However, Here, as an evaluation criterion for the optimal station arrival/departure time for the vehicle 6 to travel on the circular route 1, in order to equalize the driving time interval and minimize the travel time (travel time + stopping time), Since the time is constant, the driving time interval deviation {xi
(k)−xi−1(k)−τ} and the sum of squares of the adjustment time ui(k) with weights attached.

However, the weighting coefficients pi(k) (contributing to equalizing driving time intervals) and qi(k) (contributing to minimizing travel time) are assumed to be positive. If we rewrite equation 11 as equation 12, we get
The weighting function matrix ₂ is a non-negative definite symmetric matrix, and Q is a positive definite diagonal matrix.

J=X′P ₂ X+X′P ₁ +U′QU+P ₀ (12) However, ' represents transposition.

As mentioned above, regarding the optimization control of the vehicle 6, under the constraint conditions of equations 8, 9, and 10,
The adjustment time that minimizes the evaluation function of Equation 12 is determined (by applying a linear regulator), and the departure and arrival times for each station are determined.

Although the above explanation deals with the case where there are additional vehicles on a circular route, a similar formulation is possible when there are various route structures or discontinued vehicles.

Next, a device for realizing each of the above-mentioned arithmetic operations will be explained with reference to FIG.

Figure 2 is a configuration diagram of the control unit of the vehicle operation control device. In the figure, 8 is the number of operating vehicles, the driving time interval τ,
Each of the above constants is controlled by a constant setting device such as standard travel time R(k), minimum departure/arrival interval E(k), stopping characteristic constants ai(k), bi(k), and minimum adjustment time U ₀ (k). The constant value is appropriately selected for each station depending on the object, and the selected value is stored in this constant setting device.

9 calculates the adjustment time to minimize Equation 12 under the constraints of Equations 8, 9, and 10, based on each constant value stored in constant setting device 8. 10 is a timetable creation device that determines the departure and arrival time of each vehicle from the station based on the constants of the setting device 8 and the adjustment time calculated by the calculation device 9; 11 is a timetable creation device that determines the departure and arrival time of each vehicle from the station based on the constants of the setting device 8 and the adjustment time calculated by the calculation device 9; This is a command device that gives driving commands.

Note that the command device 11 is configured to give commands to the vehicles 6 via a communication device mounted on the vehicle 6, so when it is desired to increase the number of traveling vehicles 6, the command device 11 is configured to give commands to the vehicles 6 on the base 3 side. and commands to points 7 ₁ and 7 ₂ to direct the vehicle 6 toward the circular route 1 as shown by arrow C2.

Please note that the number of trains will increase or decrease during rush hour, etc.
This is only carried out according to a predetermined time slot, and in the present invention, if an increase or decrease is necessary, the timing can be set according to the prepared diagram. In other words, especially during times when there is no need to increase or decrease the number of vehicles, running vehicles are controlled according to the created implementation schedule, but when it is necessary to increase or decrease the number of vehicles, a new schedule is implemented in response to this. Additional control is performed, such as creating a timetable and giving commands for the points to move the waiting vehicles, or, for example, making a predetermined vehicle the waiting vehicle.

In this way, the present invention is configured to perform vehicle control by evaluating the uniformity of driving time intervals and the minimization of travel time, so that disruptions in vehicle schedules and vehicle congestion due to increase or decrease in vehicle departures can be avoided. A leveling effect, that is, the effect of preventing the vehicle from driving in a lump is obtained.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a transportation system controlled by a vehicle operation control device according to an embodiment of the present invention, and FIG. 2 is an embodiment of a control device of this invention that controls the transportation system of FIG. 1. FIG. In the figure, 1 is a circular route, 2 is a station, 3 is a base, 6 is a vehicle, 7 is a point, 8 is a constant setting device, 9 is an arithmetic device, 10 is a timetable creation device, 11
1 is a control command device, and 12 is a detection device.

Claims (1)

[Claims] 1. Constant setting that sets and stores the number of operating vehicles, standard operating time interval determined by the number of operating vehicles, standard running time between stations, minimum departure/arrival time, stop characteristic constant, and minimum adjustment time, and outputs each of these constants. a device, a detection device for detecting the running state of the vehicle, each constant output from the constant setting device and the running state of the vehicle detected by the detection device, giving the boarding and alighting time according to a linear characteristic of the driving time interval; In addition to determining the stopping time as the sum of the boarding and alighting time and the adjustment time, the vehicle operation model is expressed as a state equation with the departure time as a state variable and the adjustment time as a control variable, thereby making the driving time uniform and minimizing the travel time. By formulating the equation as a linear regulator problem with the evaluation function and determining the optimal adjustment time, we can develop a timetable creation device that creates a vehicle schedule and a schedule that follows the schedule created by this timetable creation device. Therefore, a vehicle operation control device is equipped with a command device that controls vehicle operation by adjusting stop times at stations.