KR19990006280A - Train operation management system - Google Patents

Abstract

The present invention calculates a driving speed suitable for a subsequent train in consideration of the exact re-positioning position and driving speed of the preceding vehicle, and the situation of waiting passengers in each station, thereby suppressing the delay of the following trains. Information such as driving speed, re-election position, and the like of each train detected by the monitor device 14 is acquired via the train radio, and each of the train travel guide devices 10 matches each other with the information of the passenger counting device 15. When predicting the speed and position of the train, when the delay of the preceding train occurs, it uses the prediction result to calculate the time-division curve for inducing subsequent trains and to calculate the optimum driving speed. send.

Description

Train operation management system

The present invention, the train operation management system that calculates the appropriate driving speed information of the continuous train in the prediction of the delay occurrence of the preceding train, to operate the continuous train with the calculated driving speed information, and to reduce the delay of the continuous train It is about.

(Conventional technology)

Fig. 11 is a block diagram showing the construction of a conventional train operation management system shown in, for example, Japanese Patent Laid-Open No. 2-92776. The conventional train operation management system is provided with the central management part 7 provided in the center side, and the station processing part 8 provided in each station as shown in the figure. The station processor 8 controls the course of the train based on the command from the central manager 7.

The central management unit 7 generates driving instructions for each train in a predetermined order, and provides a central calculator system (1) that tracks, controls, and manages diagrams (train schedules), train reelection positions, and train numbers. The central calculator system 1 and the travel display device together with the travel display device 2 for displaying and the manual path setting device 3 for manually controlling the path when the central calculator system 1 is down. 2) A transmission apparatus 4a for connecting the data input / output lines of the manual path setting device 3 and the reverse processing unit 8 to perform mutual data transfer is provided.

In addition, the reverse processing unit 8 checks for the transmission device 4b for transmitting and receiving the transmission device 4a on the central management unit 7 side and the driving command, the detection of the re-location of the train, the course output and the course condition. And a relay interworking device 6 for transmitting the data, and an input / output device (I / F device) 5 which connects the transmission device 4b and the relay interlocking device 6 to perform data input / output with each other.

Next, the operation of the conventional apparatus will be described.

In the normal state, the central management unit 7 provided in the center generates a driving command in the order set by the central calculator system 1 in advance, and the driving command is transmitted through the transmission devices 4a and 4b. Transmission to relay relay 6 is performed. In addition, when the central calculator system 1 is down, the commander operates the manual route setting device 3 while watching the driving contents displayed on the driving display unit 2, and transmits the driving instruction to the transmission devices 4a and 4b. Through each relay interlocking device (6) through the manual intervention to control the train operation.

In addition, each station processing part 8 performs the course control of the train passing through a station based on the operation | command instruction supplied from the central management part 7 in a normal state. In addition, when the driving command becomes impossible to supply from the central management unit 7 due to some cause, the operator directly controls the operation panel of the relay exercise device 6 to control the operation of the train.

Since the conventional train operation management system is configured as described above, the station stop time of the train at the specific station is long in the morning when the rush hour or the like. However, since the trains start all over with a certain diagram, they sometimes stop between stations under the influence of preceding trains. In the worst case, the delay time of the entire route is increased, which affects the entire train diagram. There was this.

In addition, if this problem is verified in detail with reference to FIG. 4, if the reverse stop time of the preceding train Ctr is extended, the preceding train Ctr is driven in the Ctr prediction diagram, and the closed boundary d and c are compared. The up (rise) of the ATC signal is delayed. For this reason, the continuous train Dtr which enters the closed boundary d and c by the predetermined diagram and stops between the closed boundary d and c which brakes by receiving an ATC signal. Subsequently, the continuous train Dtr requires a time for re-acceleration to increase at a predetermined driving speed, and it is greatly late to enter the station B.

The present invention has been made to solve the above problems, taking into account the reelection position of the preceding train, the driving speed and the situation of the waiting passengers at each station, calculates and directs the proper driving speed of the continuous train. It is an object to obtain a train operation management system to reduce the delay of trains.

(Means to solve the task)

The train operation management system according to the present invention includes a counting means provided in each station for counting the number of passengers, obtaining a counting result from the counting means, and based on the output of a speedometer mounted in each train, the speed of each train. The center calculating means for obtaining the information and the train position information, the speed information and the train position information path of each train in the central calculating means, and predicts the speed and position of each preceding train at the present time; The train traveling guidance device of each train which calculates the suitable driving speed of a continuous train based on the prediction of the station stop time at each station of each train from the counting result in Sudan is provided. In order to predict the delay of a car, the operating speed for the continuous train following the train is calculated.

In addition, the train running management system according to the present invention is provided with a driving display means for displaying the notch conversion point or the break point of the continuous train from the driving speed suitable for the continuous train by the train traveling guide device in each train.

In addition, the train running management system according to the present invention, the train running guidance device is to predict the station stop time of the train in the counting results of the counting means provided in the platform, ticket gate or transfer gate of the station.

1 is a block diagram of a train operation management system according to an embodiment of the present invention.

2 is a flowchart illustrating the operation of the train operation management system according to an embodiment of the present invention.

3A and 3B are explanatory diagrams showing a train diagram when no train speed control is performed by the train operation management system according to the embodiment of the present invention.

4 is a driving pattern diagram illustrating a method for obtaining a Dtr driving pattern by a train operation management system according to an embodiment of the present invention.

5 is an explanatory diagram for explaining a standard braking curve and a standard acceleration curve in a driving pattern diagram;

6 is an explanatory diagram for explaining a breakless point in a driving pattern diagram;

7 is an explanatory diagram for explaining a break point in a driving pattern diagram;

FIG. 8 is an explanatory diagram for explaining the notch conversion point in the driving pattern diagram. FIG.

9 is an explanatory diagram showing a driving pattern after creation;

10 is an explanatory diagram showing the calculation of the number of passengers waiting for riding according to the embodiment of the present invention.

11 is a block diagram of a conventional train operation management system.

(Explanation of symbols for the main parts of the drawing)

1: Central Calculator System 2: Operation Display

3; Manual path setting device 4 a, 4b: Transmission device

5: input / output device 6: relay interlocking device

7, 7A: central management 8A: reverse processing

9: train wireless central unit 10: train driving guidance device

12: transmission path 13a, 13b: train wireless differential

14a, 14b: Vehicle monitoring device 15: Passenger counting device

(Example 1)

Embodiments of the present invention will be described below with reference to the drawings. 1 is a block diagram of a train operation management system according to the present embodiment. As shown in the figure, the central management unit 7A provided on the center side and the reverse processing unit 8A provided on each station are provided. Each station processing part 8A controls the course of a train based on the command from the central management part 7A.

The central management unit 7A issues operating instructions for each train in a preset order, and the central calculator system 1 as a central computing means for tracking, controlling and managing trains, re-training positions of trains, and train numbers. The operation display device 2 for displaying the light and the like, and the manual path setting device 3 for manually controlling the course when the central calculator system 1 is down, simultaneously control the control information of the central management unit 7A. Transmitter 4a for transmitting to the processing unit 8A and transmitting re-entry information of each station processing unit 8A to the central calculator system 1, and a train radio center for transmitting information from the central calculator system 1 to the vehicle. It has a device (9). In addition, the central calculation system 1 is provided with a train travel guide device 10 for calculating an optimum train travel speed for preventing an increase in delay of a continuous train.

Each of the reverse processing units 8A receives a transmission device 4a on the central management unit 7A side and a transmission device 4b which sends and receives a driving command, outputs control signals of points and signals, detects a re-relocation position of the train, A relay interlock device 6 for checking the condition at the time of outputting a career signal, and an input / output device (I / F device) 5 for connecting the transmission device 4b and the relay interlock device 6 and the like to perform data input / output mutually. Doing. In addition, each station processing unit 8A includes a counter (1) 15a and a counter (2) showing the number of waiting passengers in the platform, the number of passengers flowing into the ticket gate, and the number of passengers flowing in the transfer gate on another line. 15b, the counter 3c is provided, and the passenger counting device 15 is provided as a counting means for transferring the counter information to the central management unit 7A via the transmission device 4b.

In addition, the other transmission device 4b transmits the information of the train wireless central unit 9 to the car lane via the transmission path (leakage coaxial cable) 12, and also transmits the information of the car car via the transmission path 12. The train radio track 11 to be transmitted to the train radio central device 9 is connected. In the train, the train on-train apparatus 13a, 13b which transmits the traveling speed of the own train which receives and sends information with the ground via the transmission path 12 to the train wireless central unit 9, The difference monitoring apparatuses 14a and 14b also serve as driving display means for displaying the train traveling speed calculated by the train running guidance device 10 in the central management unit 7A.

Next, the operation of the present embodiment will be described. In the normal state, the central management unit 7A provided on the center side generates a running command in the order set by the central calculator system 1 in advance, and relays the running command to each relay via the transmission devices 4a and 4b. Transmitted to the interlock 6. In addition, when the central calculator system 1 is down, the commander operates the manual course setting device 3 while watching the driving contents displayed on the driving display unit 2, and transmits the driving instruction to the transmission devices 4a and 4b. Input to each relay linkage through 6 to directly control the train operation by manual intervention.

In addition, each station processing part 8A carries out the course control of the train passing through a station based on the operation | command instruction supplied from the central management part 7A in a normal state. In addition, when the operation command becomes impossible to supply in the central management part 7 for some reason, an operator controls the operation of a train by operating the operation panel of the relay interlocking device 6 directly.

Next, the operation of the present embodiment will be described with the flowchart of FIG. This flowchart shows a processing flow for minimizing the arrival delay of a continuous train when a delay occurs in a preceding train. The output from each speedometer, e.g. speed generator, of each train is converted into speed information by the monitoring device 14 of the vehicle level, and the train radio differential device 13, the leakage coaxial cable 12, and the train radio track (11), the transmitters 4a and 4b are input to the central calculator system 1 via the train wireless central unit 9. In addition, the same information is input to the central calculator system 1 as the information for estimating the change in speed as well as the notch information of each train (step S201).

Further, in each train, the vehicle level monitoring device 14 generates train position information at the output from the speed generator of the train and internal measurement time, and outputs the train position information to the central calculator system 1 in the same route (step S202). . The manifest information of each signal is input to the central computer system 1 via the relay interlocking device 6, the I / F device 5, and the transmission devices 4a and 4b (step S203).

The train position of the track circuit unit is based on the track circuit drop information input to the central calculator system 1 via the same path as the manifestation information of each signal, and by the continuous tracking logic in the central calculator system 1. Corresponding to the train number is generated as train position information in track circuit units (step S204).

Passenger number information of each station is counted by a passenger cycle counting device 15 at regular intervals, and the central calculator system (via the train radio track 11, the transmitters 4a and 4b, and the train radio central unit 9). 1) (step S205). The central calculator system 1 calculates the total number of passengers waiting to be boarded in the station B at, for example, the calculation unit 1a shown in FIG.

Correction of train position information generated on the basis of the output from the speed generator is based on the timing information (track circuit drop information) at which the head of each train enters the track circuit environment. When the central computer system 1 is input via the F apparatus 5 and the transmission apparatuses 4b and 4a, it performs using the precision with the key of the corresponding track circuit boundary (step S206).

This means that if the train enters the track circuit boundary, which is determined by the key, in advance, it is recognized from the track circuit drop information, the correct train position is calculated by correcting the train position information, which is generated based on the output from the speed generator, by the key. can do.

The train travel guide apparatus 10 inputs the information acquired by step S201-S204 (step S202 is corrected by step S206) to the central calculator system 1 by the information acquisition time installation, and it enters into these information and its own apparatus. Each train shown in FIG. 4 using the signal manifestation pattern developed on the basis of the signal manifestation information obtained in step S203, and the vehicle condition such as the grounding conditions such as the line uniformity, the curvature radius, the tensile force, the weight, and the like maintained as the basic data. The driving curve is estimated to estimate the speed and re-position of the preceding trains at the present time (step S207).

That is, in the train travel guide apparatus 10, the driving curve of each train is prepared, and the means for estimating the speed of each train ahead from the present time is provided, so that the train itself has the target speed at the target position. The optimum notch change point or break point that can be reached is estimated from the driving curve and displayed on the difference monitoring devices 14a and 14b. Then, driving control of the own train from the notch conversion point or brake point is controlled in accordance with the driving curve.

Regarding the stop time at the station, prediction is performed based on the passenger number information at each station input in step S205 (step S208). At this time, considering the type of train or the congestion of the train, it is possible to calculate a station stop time with a higher degree. On the basis of the passenger number prediction information of each station, the train driving guide 10 is a time-division curve for inducing trains in order to minimize the influence of the trains when the preceding trains stop for a long time at the station for some reason. Then, data such as the optimum driving speed of the continuous train is calculated (step S209).

The calculated data includes the central calculator system 1, the train radio central unit 9, the transmitters 4a and 4b, the train radio track 11, the leaky coaxial cable 12, and the train radio differential device 13a and 13b. Is transmitted to the difference monitoring devices 14a and 14b.

The difference level monitoring devices 14a and 14b calculate the own train driving curve that is optimal for the own train based on the transmitted data (step S210), and display the best driving curve from the calculated own train driving curve to the driver. to provide. The driver can arrive at the destination (station B) to minimize the delay of his train by operating the train according to the driving speed according to the driving curve. In addition, it is also possible to configure the vehicle to automatically arrive at a purpose (station B) which minimizes the delay of its own train by automatically driving the data such as the optimum driving speed of the continuous train calculated by the train travel guide device 10. .

3A and 3B are explanatory diagrams showing the difference between the delay situation of the train when the driving speed is not controlled and when the driving speed is not performed. As shown in FIG. 3A, the planning diagram of Ctr before entering the station B is 301, but the passengers are excessively concentrated in the station B and the station stop time of the Ctr is increased so that the actual diagram is the Ctr expected diagram 302. I changed to).

At this time, if the continuous train Dtr (plan diagram 303) performs train operation with the original plan diagram without performing driving speed control, the ATC signal generated under the influence of the Ctr prediction diagram 302 as described in detail in FIG. If you arrive at the station (B) instead of the expected diagram (304) because it stops between stations due to the brake instruction due to the current delay (up), and it requires time for re-acceleration, the arrival time is large. Delayed.

Thus, the present embodiment is based on the Ctr prediction diagram 302 (FIG. 3A) before the current time 320, which is estimated in consideration of the station stop time including the reelection position, driving speed, and passenger information of the preceding train. The operation speed control of the continuous train is performed.

This Ctr prediction diagram 302 runs in the state of the predicted diagram 306 which reduced speed in advance as shown in FIG. 3B, and also accelerates to the station B at the moment when the train leaves the closed environment d310. The driving pattern guidance may be displayed to the driver from the train driving guide apparatus 10.

Referring to the Dtr prediction diagram 306 of FIG. 3B in detail, if the Ctr prediction diagram is predicted as shown in FIG. 4, the arrival at the station B is operated by driving the Dtr in accordance with the Dtr prediction diagram indicated by the broken line. The delay is minimized.

That is, as shown in FIG. 4, the time at which the ATC signal rises (rises) at a predetermined closed boundary is predicted, and the braking start point is instructed and decelerated by using the driving curve to pass the closed boundary after the ATC signal rises. Thereafter, control is performed to minimize the delay of the Dtr by instructing and accelerating the notch conversion point at the moment when the zero difference leaves the closed boundary d310. As a result, the Dtr can shorten the delay time of arriving at the station B as compared with the operation by the plan diagram 304 when the operation speed control is not performed.

Next, the driving curve generation method of the Dtr arriving at the target area (B station) with the delay of the Dtr kept to a minimum will be described in accordance with Figs. First, as shown in FIG. 5, the deceleration pattern is calculated based on the deceleration performance of the Dtr rather than the current speed and position (point A) of the current Dtr. When the speed at the point A is 30 km, a standard braking curve (dashed line) is drawn. .

Subsequently, the acceleration pattern is calculated based on the acceleration performance of Dtr in the case where B point passes through 30 km, and a standard acceleration curve (two dashed line) is drawn when the speed at B point is 30 km. In addition, the constant velocity pattern connecting the deceleration pattern and the acceleration pattern is calculated.

The constant velocity curve is drawn in accordance with the calculated constant velocity pattern, but since the standard braking curve and the standard acceleration curve do not intersect, a constant velocity running curve (straight line by solid line) is inserted between the two curves as shown in FIG. The drawing start position of this constant velocity running curve is set as a brake release point (R).

In Fig. 6, although the standard acceleration curve and the constant velocity running curve are connected, in this state, since the speed change is discontinuous, a braking curve is inserted between the middle portion of the constant speed curve and the standard acceleration curve as shown in Fig. 7. A break point BP2 is a position at which the constant velocity running curve and a braking curve cross each other, and a notch conversion point AP1 is a position at which the braking curve and the standard acceleration curve cross each other (Fig. 8). When the points are calculated as described above, these points are connected, and as shown by the dashed-dotted line in Fig. 4, a driving curve (Fig. 9) between the closed boundaries b to c, which is a deceleration pattern, a constant velocity pattern, and an acceleration pattern, is created. do.

As described above, according to the train operation management system according to the present invention, the counting means provided in each station for counting the number of passengers, the counting result obtained from the counting means, and based on the output of the speedometer mounted in each train, A central calculating means for obtaining speed information and train position information of each train, and predicting the speed and position of each preceding train at the present time from the speed information and train position information of each train in the central calculating means; And a train driving guide of each train that calculates a suitable driving speed of the continuous train based on the prediction of the station stop time at each station of each train in the counting means in the counting means. When predicting the delay of the preceding train, the train was calculated to be suitable for the continuous train. Can take measures.

Further, according to the train operation management system according to the present invention, since each train is provided with driving display means for displaying the notch conversion point or the brate point of the continuous train from the driving speed suitable for the continuous train by the train traveling guide device. Since the delay of the continuous train can be suppressed small, the notch conversion point or the break point of the continuous train can be displayed.

In addition, according to the train operation management system according to the present invention, since the train driving guide device is to predict the station stop time of the train from the counting results of the counting means provided in the platform, ticket gate or transfer gate of the station Station stop time information of the preceding train can be obtained.

Claims (3)

Counting means provided at each station to count the number of passengers, A central calculation means for obtaining a counting result from the counting means and obtaining speed information and train position information of each train, based on the output of a speedometer mounted on each train; The speed information and the train position information of each train in the central computing means predict the speed and position of each train at the present time, and from the counting result in the counting means, It is equipped with a train driving guidance device for each train that calculates a driving speed suitable for the continuous train based on the prediction of the preceding train obtained by predicting the station stop time, and the continuous train that follows the train when the delay of the preceding train is predicted. Train operation management system, characterized in that to calculate a suitable running speed. The train operation according to claim 1, wherein each train is provided with driving display means for displaying a notch conversion point or a break point of the continuous train from a driving speed suitable for the continuous train by the train traveling guide device. Management system. 3. The train driving guide apparatus according to claim 1 or 2, wherein the train traveling guide apparatus predicts the station stop time of the train from the counting result of the counting means provided in the platform, the ticket gate or the transfer gate of the station. Train operation management system.