JPWO2016139709A1 - Train operation management system, train operation management method, and train operation management program - Google Patents

Abstract

It is an object of the present invention to appropriately recover a diamond while suppressing an increase in power consumption accompanying train operation in the event of a diamond disturbance. In order to solve the above-described problem, the present invention receives a train position of a train from a field facility, generates a prediction diagram that is a future diagram using the train position of the train, and generates the prediction diagram from the generated prediction diagram. An operation curve indicating a travel speed pattern with respect to the train operation time is generated, and a predicted power consumption for each operation time consumed when the train is traveled according to the generated operation curve, and the calculated predicted power consumption is calculated. And a power permissible value indicating power consumption allowable for train operation, and if the predicted power consumption exceeds the power permissible value at any operation time, the power permissible value is exceeded. The driving curve is corrected so as to reduce power consumption in time, and the corrected driving curve is transmitted to the train so that the traveling speed follows the corrected driving curve. To.

Description

  The present invention relates to a train operation management system for managing the operation of a railway train.

  A train operation management system is a system that monitors train operation status and performs train control based on a diagram. However, there is a case where the vehicle cannot travel according to a scheduled schedule due to a disaster or the like. A schedule that has been planned in advance is called a plan diamond, and a prediction diagram that predicts future travel is created from this plan diagram and a performance diagram created from past travel results. Train control.

  Here, Patent Document 1 states that “when power consumption prediction results are predicted to exceed the maximum supply capacity of the own substation 3, the power characteristics according to the type of train, the position of the existing line, etc. Based on the actual data of the train, generate information to correct the train forecasting schedule and the running curve of the train that is predicted to be in the feeder section of its own substation 3 so that the fixed time system is maintained The generated correction information is transmitted to the operation management system 2 ”(see paragraph 0033 of Patent Document 1).

JP 2013-95398 A

  The prediction schedule created when the schedule is disturbed predicts the time when the station stops, the time between trains, and the distance between trains is usually the minimum, taking into account the extra time. It can be gradually brought closer to the planned schedule, and is used to recover the diamond disturbance.

  In this way, when the schedule disruption occurs and the vehicle travels according to the predicted schedule to recover the disorder, it travels at the maximum allowable speed between the stations compared to the case where it operates as planned. . Therefore, there may be a case where a larger acceleration than that at the time of planning is required. If so, there is a possibility that a larger load than that during normal operation may be applied to the substation, and there is a possibility that the allowable power amount set for the substation may be exceeded or the contracted electricity amount may be exceeded.

  An example of train control that can be performed so as not to exceed the power allowance is to set a limit of acceleration in a certain section, and convey the setting contents to the driver, so that the train can run without exceeding the acceleration, and local power consumption Is to suppress the peak value. However, in this method, a plurality of delayed trains travel at a uniform speed other than the fastest speed, so that there is a problem that the recovery of the diamond disturbance is delayed.

  Further, in Patent Document 1, when it is predicted that the power consumption prediction result exceeds the maximum supply capacity of the substation, the train execution prediction diagram and the operation curve are corrected so that the fixed time system is maintained. However, it is not described at all how the delay can be suppressed by specifically correcting the operation curve.

  In view of the above-described problems, an object of the present invention is to provide a train operation management system and the like that can appropriately recover a diagram while suppressing an increase in power consumption associated with train operation in the event of a timetable disruption.

  In order to solve the above-mentioned problem, one of the representative aspects of the present invention is to generate a prediction diagram that is a future diagram by receiving a train position from a field facility and using the train position. An operation curve indicating a travel speed pattern with respect to the operation time of the train is generated from the prediction diagram, and a predicted power consumption for each operation time consumed when the train is driven according to the generated operation curve is obtained and obtained. The predicted power consumption is compared with a power allowable value indicating a power consumption allowable for train operation, and when the predicted power consumption exceeds the power allowable value at any operation time, The operation curve is corrected so that the power consumption during the time exceeding the power allowable value is reduced, and the corrected operation curve is transmitted to the train so that the traveling speed follows the corrected operation curve. Characterized in that it.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to recover | restore a diamond appropriately, suppressing the increase in the power consumption accompanying a train operation in the case of a diamond disturbance.

Example of configuration diagram of train operation management system according to the present invention Data format of diamond information Example of diagram display screen Example of driving curve when driving between station B and station C at maximum acceleration Example of power consumption corresponding to FIG. Example of diagram display in a system that does not consider power consumption Driving results in a system that does not consider power consumption Process chart of power consumption check process Transition of power consumption and allowable power of train 1A Calculation result of new power allowance considering power consumption of train 1A Comparison figure of power consumption and allowable power value of train 3A Recalculated driving curve for train 3A Transition of power consumption corresponding to Fig. 12 Comparison figure of recalculated power consumption and allowable power value of train 3A Calculation result of new power allowance considering power consumption of 3A train Comparison diagram of power consumption and allowable power value of train 5A Recalculated driving curve for train 5A Transition of power consumption corresponding to FIG. Predictive diagram display result according to this embodiment Figure showing the contents of substation information Hardware configuration diagram of train operation management system

  An embodiment of a train operation management system according to the present invention will be described with reference to the drawings.

  FIG. 21 is a hardware configuration diagram of the train operation management system 100 according to the present embodiment. The train operation management system 100 includes a CPU 2000, a memory 2100, a nonvolatile storage medium 2200, an input device 2300, an output device 2400, and a communication I / F 2500, each of which is connected by a bus.

  CPU2000 transfers a program from the non-volatile storage medium 2200 to the memory 2100, and executes this program. Examples of the program to be executed include an operating system (hereinafter referred to as “OS”) and an application program that operates on the OS.

  The memory 2100 is a temporary storage area for the CPU 2000 to operate, and stores, for example, an OS and application programs transferred from the nonvolatile storage medium 2200.

  The non-volatile storage medium 2200 is an information storage medium, and stores an OS, an application program, a device driver, and a program for operating the CPU 2000, and also stores an execution result of the program. Examples of the nonvolatile storage medium 2200 include a hard disk drive (HDD), a solid state drive (SSD), and a flash memory. The nonvolatile storage medium 2200 can be an external storage medium that can be easily removed. As such an external storage medium, for example, a flexible disk (FD), an optical disk such as a CD or a DVD, a flash memory such as a USB memory or a compact flash (registered trademark) can be used.

  Communication I / F 2500 has a communication function with a network. The communication I / F 2500 receives a communication request from a program executed by the CPU 2000 and communicates with the network. Examples of the communication I / F 2500 include an IEEE 802.3 standard MAC (Media Access Control) chip, a PHY (physical layer) chip, a combined MAC and PHY chip, an FPGA, a CPLD, an ASIC, and a gate array. The communication I / F 2500 may be included in the CPU 2000 or a chip set that controls an information path inside the computer.

  The input device 2300 is a device that accepts input from the outside, and specifically includes a mouse, a keyboard, and the like.

  The output device 2400 is a device that outputs information to the outside, and specifically includes a display device such as a liquid crystal display or a CRT.

  Next, functions of the train operation management system 100 will be described with reference to the drawings.

FIG. 1 is a diagram showing a functional configuration of a train operation management system 100 according to the present invention.
1 is the CPU 2000 of FIG. 21, the storage unit 122 of FIG. 1 is the memory 2100 and the nonvolatile storage medium 2200 of FIG. 21, and the communication I / F 117 of FIG. 1 is the communication I / F 2500 of FIG. Further, the diagram display screen 109 in FIG. 1 corresponds to the input device 2300 and the output device 2400 in FIG. In FIG. 1, various programs executed by the arithmetic processing unit 121 are expressed as functional blocks in the arithmetic processing unit 121.

  In the example shown in FIG. 1, a plan diagram creation system 101, a route control device 118, and a driving support device 119 are connected to the train operation management system 100, and the field system 102 is connected via the route control device 118.

  The plan diagram creation system 101 is a system that creates a plan diagram that is a train schedule planned in advance. The on-site system 102 is a system installed on the site side consisting of a switch, a traffic light, a track circuit, an interlocking device, etc., and controls the operation of the train according to instructions from the route control device 118, and the on-line position of the train Is detected and transmitted to the course control device 118. The route control device 118 transmits an instruction to the field system 102 according to the execution diagram and the prediction diagram sent from the operation management system 100. In addition, the on-line position of the train sent from the field system 102 is transmitted to the train operation management system.

  The train operation management system 100 receives the plan diagram information from the plan diagram creation system 101 via the communication I / F 117, and registers it in the execution diagram information 104 as the diagram information of the day by the diagram information processing unit 103. In addition, the train position information received from the route control device 118 via the communication I / F 117 is registered in the record diagram information 105 as a diagram of a track record by the diagram information processing unit 103.

  The prediction diagram creation processing unit 106 calculates a future diagram calculated from the execution diagram information 104 and the actual diagram information 105 in consideration of the minimum travel time between stations, the minimum stop time, and troubles between trains, Register in the prediction diagram information 107. The data format of the diamond information will be described later with reference to FIG.

  The screen processing unit 108 displays the various diagram information on the diagram display screen 109 in a streak format. In addition, the diagram display screen 109 can accept a diagram change input such as changing the order and time of departure of the train from the commander, and the screen processing unit 108 that has received the change contents executes differently from the planned diagram. A diagram is created and registered in the execution diagram information 104. The diagram display screen 109 will be described later with reference to FIG.

  The driving curve creation processing unit 110 changes according to the progress of the train from the prediction diagram information 107 and the actual diagram information 105 calculated by the prediction diagram creation processing unit 106, the current position of each train, current speed, vehicle performance, and track conditions. An operation curve showing the relationship between distance, speed, and time is calculated. The calculation range is a section from the stop station to the stop station including the current position, and is registered in the driving curve information 111. In the present embodiment, the calculation range is used, but an operation curve may be calculated for all predictable times. Further, in this embodiment, the train performance is treated as the same for all trains for the sake of brevity, but actually, an operation curve can be created for each train performance. Furthermore, the actual power consumption and the predicted power consumption are calculated by the power consumption calculation unit 112 from the calculated driving curve information 111 and registered in the power consumption information 113. The operation curve and power consumption will be described later with reference to FIGS. 4 and 5.

  The power consumption calculation unit 112 performs a power consumption check process on the calculated power consumption. The power consumption check process is a process for determining whether or not the calculated power consumption for each operation curve exceeds the allowable power value of each substation. The allowable power value of each substation and the section managed by each substation are stored in the substation information 116. When the calculated power consumption for each driving curve exceeds the allowable power value of each substation, the limit acceleration is calculated from the allowable power value and transmitted from the power consumption calculating unit 112 to the driving curve creation processing unit 110. By doing so, the driving curve is recreated. Furthermore, the re-created operation curve is transmitted to the prediction diagram processing unit 106 and reflected in the time of the prediction diagram. Details of the power consumption check process performed by the power consumption calculation unit 112 will be described later with reference to FIG.

  In this embodiment, the driving curve information 111 and the power consumption information 113 are used to optimize the prediction diagram and transmit the driving information on the train, but to display the driving curve and power consumption on the diagram display screen. May be used for

  The driving curve recreated by the driving curve creation processing unit 110 is sent to the driving support device 119 via the communication I / F according to an instruction from the driving curve transmission unit 114.

  The driving support device 119 wirelessly transmits the received driving curve to the driving curve display terminal 115 installed in the train, and the train driver runs the train according to the driving curve displayed on the driving curve display terminal 115. As a result, it is possible to implement an operation that can quickly recover the delay while suppressing an increase in power consumption.

  FIG. 2 shows a data format of diagram information in this embodiment. Here, it is assumed that the plan diagram, the execution diagram, and the prediction diagram are all common. However, it does not mean that the presence or absence of items is completely consistent. The diagram includes information 200 and 202 in FIG.

  In the diamond format 200, items included in the diamond format for each serial number in the direction of travel are indicated in the vertical direction. The diamond format 200 includes information describing the arrival time of each station in the traveling direction or the departure time from each station for each train. Each train is identified by train number 201.

  In addition, for a station where the train passes without stopping, the arrival time of the passing station is not described, but only the departure time is described. In the diagram format 202, as a part of the record diagram information 105, in order to indicate a speed change or stop between stations, a position between the station and the station and the time when the train was at that position are described. Yes. For example, the diamond format 202 indicates that the train 101A has stopped at a point 1.0 km from the B station.

  For the diamond format 202, a serial number obtained by adding a subscript to the serial number of the diamond format 200 is used. As a result, the diamond formats 202 and 200 are associated with each other. In the example of 202, No. 202 in the diamond format 200 is displayed. No. 4 of the diamond format 202 after the departure from station B of No. 4. It is shown that 4-1 and 4-2 are connected. Thus, it is possible to determine and grasp train information between stations by describing the position and time between stations.

  FIG. 20 is a diagram showing the contents of the substation information 116. The substation information 116 stores the substation name of each substation, the jurisdiction section of each substation, and the allowable power value of each substation in association with each other. For example, the substation A supplies power to a train traveling between points a and b, and it is stored that the allowable power value is OO. Moreover, the substation C is supplying electric power with respect to the upstream train between c point -d point, and it is memorize | stored that a power allowable value is (circle). Here, the jurisdiction section is expressed using a specific point, but it can also be expressed using a kilometer distance that is a distance from the reference station. The allowable power value stores the maximum power that can be supplied by each substation, or the contract power determined by the contract with the power company.

  FIG. 3 is an example of a diagram display screen. The diagram display screen 300 includes a diagram display unit 301, a screen input unit 302, and a message display unit 303.

  The diagram display unit 301 displays time on the horizontal axis and station position on the vertical axis, and displays the diagram in a streak format in which the station arrival time and the station departure time in the diagram information are connected by a line. With the current time 303 as the boundary, the left side represents the past and the right side represents the future. The diagram 304 in the past range is a performance diagram, and the diagram 305 in the future range is a prediction diagram. In addition, the train number 306 corresponding to each train is displayed.

  From the screen input unit 302, the enlargement / reduction of the diagram display unit 301 can be adjusted, and scrolling can be performed in both the vertical and horizontal directions. Further, from the screen input unit 302, it is possible to perform operation arrangement input such as a schedule change input for changing the execution schedule such as time change, operation suspension, and new train creation, and a train suppression for suppressing the departure of the train. If the train 3A is input to deter departure from the station B, the driver is informed of the deterrence by declaring the deterrence. On the diagram display screen, the train received from the site is station B. From the information that the vehicle is stopped at the station B, the actual cost diagram that is stopped at the station B is displayed. Also, visibility is improved by displaying a mark indicating deterrence such as the mark 308.

  The train 3A is an example that does not travel according to the execution schedule. Since it stopped at the station A, the execution diamond and the prediction diamond are different. The diamond line 305 displays the execution line of the train 3A. These performance diagram, prediction diagram, and execution diagram can each be selected from display / non-display from the screen input unit 302.

  FIG. 4 is an example illustrating an operation curve related to distance and speed for the train 3A of FIG. Since the train 3A is delayed, it becomes an operation curve calculated from a prediction diagram that travels between the stations B and C at the maximum speed allowed. Time is displayed on the horizontal axis, and speed is displayed on the vertical axis, and the speed 400 indicates the maximum speed allowed for the train in this travel section. On a normal track, a power running operation is performed at the maximum acceleration toward the maximum speed as indicated by an operation curve 401. After reaching the maximum speed, the maximum speed is operated at a constant speed as indicated by an operation curve 402. When traveling according to the planned schedule, there is a spare time, so this section becomes an operation curve that travels in the elliptical operation and travels as planned according to the operation that reduces power consumption.

  Depending on track conditions, there is a speed limit section such as section 403. When traveling in the speed limit section, the brake operation is performed before the speed limit section as shown by the operation curve 404, the speed is reduced to the limit speed, and the speed limit section is traveled at the speed limit as shown by the operation curve 405. From the time when the speed limit section is exceeded, the vehicle accelerates again as shown by the operation curve 406. The time 407 is a time at which the vehicle stops at the station. A time 408 necessary for stopping at the time 407 is calculated backward, and an operation curve for starting deceleration from the time 408 is calculated. Next, power consumption will be described with reference to FIG. FIG. 5 is a transition of power consumption with respect to the operation curve of FIG. The horizontal axis represents time and the vertical axis represents electric power. The power transition 501 is a power transition corresponding to the operation curve 401 in FIG. The curve 401 consumes electric power corresponding to the acceleration because of the power running operation. A power transition 502 is a power transition corresponding to the operation curve 402. Since the operation curve 402 is a constant speed operation, the electric power which can maintain a constant speed operation is consumed. Compared to the power running with the maximum acceleration, the acceleration for maintaining the constant speed operation is small, so the power consumption is reduced.

  The power transition 503 is a power transition corresponding to the operation curve 404. The operation curve 404 generates regenerative electric power for operating the motor as a generator and returning electric power to the overhead line for brake operation. This regenerative power can be used for the next acceleration of the own train by placing a storage battery on the train, or it can be used for supplying power to other trains via an overhead line. In this embodiment, it is assumed that the on-board system and the field system correspond to the latter. In the case of a system that cannot utilize regenerative power, the power consumption is zero.

  The power transition 504 is a transition of power consumption corresponding to the operation curve 405. Since the operation curve 405 is a constant speed operation, the same thing as the power transition 502 can be said. However, the operation curve 405 has a lower speed than the operation curve 402, and the power transition 504 has less power consumption than the power transition 502. To do.

  A power transition 505 is a transition of power consumption with respect to the operation curve 406. Since the driving curve 406 is a power running operation with the maximum acceleration as in the driving curve 401, the power transition 505 has the same power consumption as the power transition 501. The power transition 506 is the same as the power transition 503.

  The planned diagram is created in consideration of the driving curve and power consumption. Therefore, if the vehicle travels according to the planned diagram, it can travel considering the power.

However, when a time disturbance occurs, an unexpected stop or slow traveling may occur, and the current position of the train may be localized, so that power consumption may increase locally. As described above, since the interval between trains is narrowed, there is a problem that when the power consumption locally increases, the power cost due to excess charges increases due to exceeding the contracted electricity amount set by the power company. Also,
In particular, when there are a plurality of trains within the jurisdiction of one substation, when all the trains depart at the same time, the power consumption for one substation increases. As described above, there is a problem in that the load on a specific substation increases when the on-line positions of a plurality of trains are localized. For this reason, it is necessary to control the power consumption that increases with the disturbance of the diamond.

  When the power consumption increases, the peak value becomes the largest when the time interval of the train is stopped or slowed down when the time of the time when the time of the time is disrupted. In order to recover the vehicle, there may be a case where a plurality of localized trains travel at the maximum acceleration. In particular, if there are multiple trains in a substation's jurisdiction and you want to accelerate all at once, the load on one substation may exceed the power capacity of the substation.

  From here, the case where the event which becomes impossible to drive | work between the station B station C generate | occur | produces, and the case where 3 trains stop in the station B is mentioned as an example, and is demonstrated. FIG. 6 is an example of a diagram display in a train operation management system that does not have the operation curve creation processing unit 110 and the electric energy calculation unit 112 of FIG.

  If the schedule is delayed from the execution schedule 601, in order to recover the schedule disturbance, the predicted schedule is calculated at the minimum distance 602 from the preceding train and the hour and minute 603 traveling between the stations at the fastest speed. By traveling with the calculated prediction diagram, the delay time 605 at the station C can be shortened compared to the delay time 604 at the station B, so that it can be expected that the diamond disturbance will gradually recover.

  However, assuming that electric power is supplied between station B and station C at a single substation (hereinafter referred to as substation A), traveling at the maximum acceleration of three trains is expected to place a heavy load on substation A. Therefore, the driver is instructed to set a limit on the acceleration for traveling between the stations B and C. If the on-train system cannot determine the acceleration numerically, it gives an instruction to set a limit on the notch progression.

  FIG. 7 is an example in which the travel result when there is an instruction to limit the acceleration is displayed on the diagram display screen. The current time 701 is the time when the train 3A arrives at the station D. Because there was an acceleration limit instruction between station B and station C, the travel was slower than the predicted diagram of diagram 702 (which is shown for comparison, but the predicted diagram cannot actually be displayed) and was delayed from the predicted diagram This is the actual timetable of the diamond 703. In other words, in actual travel, it is not possible to recover the diamond disturbance between the station B and the station C as in the prediction diamond.

  In the example of the above-described diamond disturbance, a method for recovering the diamond disturbance earlier than that in FIG. 7 by calculating the power consumption according to the present invention will be described.

  FIG. 8 is a process flowchart of the power consumption check process performed by the power amount calculation unit 112 of FIG. The process flow will be described below according to the process steps of the process flow.

  Step 801 (hereinafter, step is abbreviated as S): Since the power consumption check process is calculated for each substation, the process is performed for all substations. S801 is the start position of the substation loop, and processing is performed in order from the substation in front of the traveling direction. In the example of the diagram disruption, the substation A having the jurisdiction range between the station B and the station C is the substation.

  S802: The operation curve information with the section which overlaps the jurisdiction section of the substation is extracted from the operation curve information registered in the operation curve information 111 of FIG. In this embodiment, since only the driving curve between the nearest stop stations is calculated, the driving curve information of the train numbers 1A, 3A, and 5A stopped at the station B is extracted.

  S803: Obtain an allowable power value of the substation. This is a fixed value set for each substation, and a different value for each substation.

  S804: The subsequent processing is performed on all the driving curve information extracted in S802. S804 is the start position of the operation curve information loop, and processing is performed in order from the preceding train. In the example of the diamond disturbance, processing is performed in the order of train numbers 1A, 3A, and 5A.

  S805: The operation curve information of the train is acquired from the operation curve information 111, and the power consumption is calculated. In the example of the timetable disturbance, an operation curve that travels at the highest speed between the stations B and C shown in FIG. 4 is acquired for the operation curve information of the delayed train, and corresponds to FIG. 4 shown in FIG. Calculate power consumption. Further, in this embodiment, 1A, 3A, and 5A have the same vehicle performance, and all three trains have the operation curve of FIG.

  S806: The power consumption of the train calculated in S805 is compared with the allowable power value, and it is determined whether the power consumption exceeds the allowable power value. If there is no excess, the process proceeds to S807, and if there is an excess, the process proceeds to S810.

  S807: The power consumption is subtracted from the power allowable value to calculate a new power allowable value for the next train. In the case of the first train, the allowable power value to be compared in S806 is the value acquired in S803. In the case of the second train and thereafter, the power that the preceding train calculated in this step consumes and increases or decreases the power. It is an acceptable value. If there is no next driving curve information, this step is skipped.

  S808: It is the end position of the operation curve information loop started from S804. If there is still information that has not been processed with the driving curve information acquired in S802, the process returns to S805, and if all the driving curve information has been processed, the process proceeds to S809.

  S809: It is the end position of the substation loop started in S801. If there is a substation that has not been processed, the process returns to S802, and if all the substations have been processed, the power consumption check process ends.

  S810: Acquire a limited acceleration for a time when the allowable power value is lower than the power consumption when traveling at the maximum acceleration.

  S811: The information on the limited acceleration is passed to the driving curve creation processing unit 110.

  S812: The driving curve information reflecting the limited acceleration passed in S811 is received from the driving curve creation processing unit 110. Returning to S805, processing is performed with the recreated operation curve information. Since the driving curve is created with the acceleration calculated from the allowable power value, the power consumption does not exceed the allowable power value, and the processing of the train ends.

  With the above processing, an operation curve that does not exceed the allowable power value can be created in all sections, and train control is performed by reflecting this operation curve in the prediction diagram.

  Hereinafter, a result of executing the power consumption check process for the example of the diamond disturbance will be described.

  FIG. 9 shows the result of executing S805 when the substation is the substation A and the operation curve is the operation curve of train number 1A. The power 901 is the allowable power value of the substation A acquired in S803, and the power transition 902 is the transition of power consumption in the train 1A calculated in S805. S806 is processing for determining whether or not the power transition 902 in FIG. 9 exceeds the power 901. If S806 is executed here, it is determined that there is no excess, and the process proceeds to S807.

  FIG. 10 shows the execution result of S807. S807 is processing for calculating a value obtained by subtracting the power consumption of the power transition 902 from the allowable power value of the power 901. The power transition 1001 is an allowable power value taking into account the power consumption of the train 1A calculated by the processing 807. The power 901 is the original power allowable value.

  Subsequently, the process proceeds to S808, where the process for the train 1A is completed, and the process returns to S805 to perform the process for the train 3A of the next train.

  FIG. 11 shows the result of executing S805 for the train 3A. The power transition 1101 is a transition of power consumption in the train 3A calculated in S805. Time 1102 is the time at which the train 3A departs with a minimum time interval from the preceding train.

  If S806 is performed here, it will be determined that the time from time 1102 when the train 3A departs from FIG. 11 to time 1103 when the train 1A starts constant speed traveling exceeds the allowable power value. Proceed to branch with excess, and proceed to S810.

  Electric power 1104 represents power consumption when the vehicle travels at the maximum acceleration. The time from the time 1102 when the train 3A departs to the time 1103 when the train 1A reaches the maximum speed and the train number 1A exceeds the speed limit section where the power transition 1001 that is the power allowable value is lower than the power 1104. For the time from the time 1106 at which acceleration is started to the time 1107 at which braking is started to stop at the station, an acceleration limit corresponding to the allowable power value is calculated in S810. In other words, the time from time 1102 to time 1103 and the time from time 1106 to time 1107 have a power allowable value 1001 lower than the power 1104 required when the train 3A travels at the maximum acceleration. Acceleration limitation that limits the acceleration of the train 3A is calculated.

  FIG. 12 shows the result of S812. In S811, the limited acceleration calculated in S810 is passed to the driving curve creation processing unit, and in S812, the result of re-creating the driving curve using the limited acceleration passed in S811 is received from the driving curve creation processing unit 110. The operation curve of the received train 3A is an operation curve 1201.

  Since the time 1103 at which the train 1A reaches the maximum speed from the departure time 1102 of the train 3A has a limited acceleration, the increase in speed is lower than the operation curve 1202 indicated by a broken line representing the travel by the maximum acceleration. From time 1103 onward, since there is no limit to acceleration, the driving curve is maximized. On the other hand, although the time from time 1107 to time 1108 is also limited in acceleration, since the train 3A is operating at a constant speed, the driving curve does not decelerate even below the limit acceleration.

  FIG. 13 shows the result of re-execution of S805 on the recreated operation curve of train number 3A. A solid line power transition 1301 is a transition of power consumption calculated from the recalculated operation curve of the train number 3A. A broken line power transition 1302 is a power transition before recalculation.

  FIG. 14 shows the result of executing S806. The thin solid line power transition 1301 is the transition of power consumption recalculated in S805, and the thick solid line power transition 1001 is the allowable power value calculated in S807 executed for the train 1A. A thin broken line power transition 1302 is a transition of power consumption before recalculation. As a result of recalculation, it is determined that there is no excess in S806, and the process proceeds to S807.

  FIG. 15 shows the execution result of S807. The thick broken line power transition 1501 is obtained by subtracting the thin solid line power transition 1301 from the thick solid line power transition 1001 in the result of S807. Subsequently, the process proceeds to S808, where the process for the train number 3A is terminated, and the process for the train number 5A is subsequently performed from S805.

  FIG. 16 shows the result of executing S805 for the train 5A. A thin solid line power transition 1601 is an execution result of S805. Time 1602 is the time when the train 3A, which is the preceding train, departs with a minimum time interval. A thick broken line power transition 1501 is the allowable power value calculated in S807 for the train 3A.

  When S806 is executed, it is determined that there is an excess as shown in FIG. 16, and the process proceeds to S810. In step S810, in order to acquire information that is an allowable power value equal to or lower than the electric power 1104, a limit acceleration for each allowable power value is calculated for the time 1603 and the time 1604. This is because at time 1603 and time 1604, the allowable electric power value 1501 is lower than the electric power 1104 required when the train 5A travels at the maximum acceleration, so that the acceleration of the train 5A in this section is limited. Calculate the acceleration limit. In step S811, information is passed to the driving curve creation processing unit 110. In S812, the result of recalculating the driving curve using the limited acceleration passed in S811 is received from the driving curve creation processing unit 110. The operation curve of the received train 5A is shown in FIG. An operation curve 1701 is an operation curve recreated in the train 5A. The time 1702 is the time when the train 5A departs at the minimum time interval from the preceding train, and the operation curve 1703 is an operation curve when traveling at the maximum speed from the time 1702.

  Since the driving curve 1701 has a limited acceleration according to the power allowable value at time 1603 and time 1604, the increase in speed is smaller than that of the dashed driving curve 1202 representing traveling by the maximum acceleration. In particular, from time 1702 to time 1704, since the acceleration is limited to 0, it is not possible to depart, so the departure time is changed to time 1704.

  FIG. 18 shows the result of re-execution of S805 on the recreated operation curve of train number 5A. A solid line power transition 1801 is a transition of power consumption calculated from the recalculated operation curve of the train number 5A. A broken line power transition 1802 is a transition of power consumption before recalculation. The thick solid line power transition 1501 is the allowable power value calculated in S807 executed for the train 3A. If S806 is executed here, it is determined that the processing result of S806 is not exceeded, and the process proceeds to S807, but in this example, S807 is skipped because of the last driving curve.

  Subsequently, when the process proceeds to S808, since all the operation curve information acquired in S802 has been processed, the operation curve loop is terminated and the process proceeds to S809. By proceeding to S809, the processing for the substation A ends. With the above processing, the prediction diagrams of the trains 3A and 5A are changed. FIG. 19 shows a diagram display screen displayed from the result of the changed prediction diagram.

  Thick dashed diamonds 1901, 1903, and 1905 are prediction diagrams of trains 1A, 3A, and 5A calculated according to the present invention. Moreover, thin broken line diagrams 1902, 1904, and 1906 are prediction diagrams when the acceleration is limited with all trains fixed.

  The prediction result calculated by the present invention travels faster than the prediction result in which the acceleration is limited with all trains fixed. In the diamond 1905, the departure time is later than the fixed acceleration prediction, but since there is a time for traveling at the maximum acceleration, it is predicted that the vehicle can travel earlier. Although it is slower than the simple prediction that calculates the travel time between stations, the train interval, and the stop time of the station to the minimum, it is not usually possible to travel according to the simple prediction.

  Further, as shown in FIG. 19, when the invention of this embodiment is applied (thick broken line), the preceding trains 1A and 3A arrive at the station C earlier than when not applied (thin broken line). It can be seen that 1A, 3A, and 5A can travel at appropriate intervals. As a result, passengers staying at station C can be efficiently transported compared to the operation of the thin broken lines where the trains 1A, 3A, and 5A are operated densely within a short time. Can be recovered.

  In order to reflect the processing results so far in the train travel, it is necessary to convey travel information to the driver on the train. Hereinafter, information and means to be transmitted to the driver will be described.

  Information transmitted to the driver in the present embodiment is driving curve information and acceleration information. The driver sees this information and drives the train. If the driving curve cannot be displayed on the train, the departure time, arrival time and acceleration may only be displayed. If acceleration cannot be visualized numerically on the train, the acceleration may be replaced with a notch number.

  The means for transmitting to the driver is transmitted from the driving support device 119 of FIG. 1 to the driving curve display terminal 115 on the train, and displays the driving curves for the time, speed and acceleration, the current time, the current speed and the current acceleration. To do. In addition, the acceleration for each section is displayed. Any means capable of transmitting information for each train, such as an automatic train control device on the train, an on-board transmission function for transmitting information on a diagram change in the train operation management system, and a radio telephone by a human system may be used.

  As described above, in this embodiment, the operation curve and power consumption are calculated from the prediction diagram created by the train operation management system, and the power consumption for one substation does not exceed the allowable power value of the substation from the calculation result. Determine. If all trains that run in a section of a substation run at maximum acceleration and exceed the power allowance, give the maximum acceleration from the preceding train and do not exceed the power allowance for the following train A driving curve is recreated so as to run at an acceleration, and a prediction diagram is recreated from the recreated driving curve. Then, the travel information and the upper limit acceleration of the train are transmitted to the driver on the train.

  As a result, it is possible to provide each train with an operation curve that can reduce the power consumption during operation of a plurality of trains within an allowable value and recover the diamond at an early stage. In the process according to the present embodiment, the maximum acceleration is preferentially given from the preceding train, and the driving curve is recreated so that the subsequent train travels at an acceleration that does not exceed the allowable power value. In other words, an operation curve is created so that power can be preferentially consumed from the preceding train. As a result, the train is not clogged due to the delay, and the diamond recovery can be performed promptly.

  In the above embodiment, the priority is set higher from the preceding train and the operation curve is created. However, the priority can be set higher for each train type. For example, if the priority for a limited express train is set higher than that for a regular train, an operation curve can be created so that power can be consumed in a monetary manner even when the limited express train is not ahead.

  As described above, it is possible to recover the disturbance of the diamond at the fastest speed by optimizing the traveling speed of the related train group while preventing the allowable power value from being exceeded. Moreover, preventing the power allowable value from being exceeded has a significant effect on railway operators that have to pay excess costs to the power company.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment. Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

Claims (12)

A train operation management system comprising a storage unit and an arithmetic processing unit,
The storage unit
Memorize the allowable power value indicating the power consumption allowed for train operation,
The arithmetic processing unit includes:
Receives the train position from the on-site equipment, generates a prediction diagram that is a future diagram using the train position.
From the generated prediction diagram, generate an operation curve indicating a pattern of the traveling speed with respect to the operation time of the train,
Find the predicted power consumption for each operation time consumed when traveling the train according to the generated operation curve,
The calculated predicted power consumption and the allowable power value are compared, and if the predicted power consumption exceeds the allowable power value at any operation time, the power consumption during the time exceeding the allowable power value is low. Modify the operating curve so that
A train operation management system for transmitting the corrected driving curve to a train so that the traveling speed follows the corrected driving curve. In claim 1,
The arithmetic processing unit includes:
Select a train that is scheduled to travel in a given section,
The train operation management system, wherein the operation curve is corrected so that speed or acceleration is limited in order from a train having a lower priority among a plurality of selected trains. In claim 2,
The train operation management system, wherein the priority is set in order from the preceding train. In claim 2,
The arithmetic processing unit includes:
Of the plurality of selected trains, the predicted power consumption for the first train having a high priority is compared with the power allowable value, and the predicted power consumption is the power allowable at any operation time. If it exceeds the value, correct the calculated driving curve,
Obtaining a new power allowance that is the difference between the power allowance and the predicted power consumption of the first train;
Of the plurality of trains, the predicted power consumption for a second train having the next highest priority is compared with the new power allowable value, and the predicted power consumption is the new power at any operation time. The train operation management system for correcting the operation curve for the second train so that the power consumption in the time exceeding the new allowable power value is reduced when the allowable power value is exceeded. In claim 1,
The storage unit
Substation information indicating the power supply range of each substation is stored, and the allowable power value is stored corresponding to each substation,
The arithmetic processing unit includes:
Using the prediction diagram and the substation information, select a plurality of trains scheduled to travel in the traveling section that is supplied with power from the same substation at the same time,
The train operation management system, wherein the operation curve is corrected so that speed or acceleration is limited in order from a train having a lower priority among a plurality of selected trains. In claim 5,
The arithmetic processing unit includes:
Of the multiple trains, when correcting the operating curve for the second or higher priority train,
The new power allowable value obtained by subtracting the predicted power consumption of the train with higher priority than the correction target train of the operation curve from the power allowable value is compared with the predicted power consumption of the correction target train. ,
When the predicted power consumption exceeds the new power allowable value at any operation time, the operation curve for the correction target train is corrected so that the power consumption during the time exceeding the new power allowable value is reduced. A train operation management system. In claim 1,
The arithmetic processing unit includes:
The train operation management system characterized in that the prediction diagram is obtained using the corrected driving curve, and the prediction diagram obtained in a display scene is displayed. The calculation processing unit according to claim 1,
If the predicted power consumption exceeds the allowable power value at any operation time,
The electric power required when the train travels at a predetermined acceleration is calculated as a time exceeding the allowable power value, and the operation curve is corrected to limit the acceleration of the train at the time exceeding the electric power. Train operation management system. In claim 1,
The arithmetic processing unit includes:
If the predicted power consumption exceeds the allowable power value at any time of operation, the operation curve so as to reduce the speed limit or acceleration of the train at a time when the predicted power consumption exceeds the allowable power value. A train operation management system characterized by correcting the above. Receives the train position from the on-site equipment, generates a prediction diagram that is a future diagram using the train position.
From the generated prediction diagram, generate an operation curve indicating a pattern of the traveling speed with respect to the operation time of the train,
Find the predicted power consumption for each operation time consumed when traveling the train according to the generated operation curve,
When the calculated predicted power consumption is compared with a power allowable value indicating a power consumption allowable for train operation, and the predicted power consumption exceeds the power allowable value at any operation time , Correcting the operation curve so that the power consumption in the time exceeding the power allowable value is reduced,
A train operation management method for transmitting the corrected driving curve to a train so that the traveling speed follows the corrected driving curve. In claim 10,
Select a train that is scheduled to travel in a given section,
The train operation management system, wherein the operation curve is corrected so that speed or acceleration is limited in order from a train having a lower priority among a plurality of selected trains. Receives the train position from the on-site equipment, generates a prediction diagram that is a future diagram using the train position.
From the generated prediction diagram, generate an operation curve indicating a pattern of the traveling speed with respect to the operation time of the train,
Find the predicted power consumption for each operation time consumed when traveling the train according to the generated operation curve,
When the calculated predicted power consumption is compared with a power allowable value indicating a power consumption allowable for train operation, and the predicted power consumption exceeds the power allowable value at any operation time , Correcting the operation curve so that the power consumption in the time exceeding the power allowable value is reduced,
A train operation management program for transmitting the corrected driving curve to a train so that the traveling speed follows the corrected driving curve.

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