WO2015019432A1 - 運行管理システム - Google Patents

運行管理システム Download PDF

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Publication number
WO2015019432A1
WO2015019432A1 PCT/JP2013/071310 JP2013071310W WO2015019432A1 WO 2015019432 A1 WO2015019432 A1 WO 2015019432A1 JP 2013071310 W JP2013071310 W JP 2013071310W WO 2015019432 A1 WO2015019432 A1 WO 2015019432A1
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WO
WIPO (PCT)
Prior art keywords
train
management system
operation management
plan
diagram
Prior art date
Application number
PCT/JP2013/071310
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English (en)
French (fr)
Japanese (ja)
Inventor
俊晴 菅原
小熊　賢司
飯星　洋一
尊善 西野
健二 今本
Original Assignee
株式会社日立製作所
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to PCT/JP2013/071310 priority Critical patent/WO2015019432A1/ja
Priority to TW103125127A priority patent/TWI547401B/zh
Publication of WO2015019432A1 publication Critical patent/WO2015019432A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the present invention relates to an operation management system of a railway system that performs cohesion control while traveling (hereinafter, "coexistence control during traveling is referred to as” coexistence control ").
  • JP-A-8-72718 (patent document 1). This publication describes a control method for gradually reducing the distance between two traveling trains and connecting them while traveling.
  • JP 2011-10515 A Patent Document 2
  • Patent Document 2 JP 2011-10515 A
  • patent document 1 has described about the control method which two trains carry out while driving
  • FIG. 1 shows the case where the train 1 is delayed behind the plan diagram due to any reason, and the stop position is about to be exceeded just before the trains 2 are combined. In this case, when the trains 2 and 3 are approaching to be connected in parallel to the planned route, the train 2 will stop at the stop position for not colliding with the train 1 and thus brakes will be applied.
  • the present invention is applied to a first train, a second train traveling behind the first train, and a third train coupled to the second train while traveling from the rear.
  • the operation management system for managing the operation of each train by transmitting a diagram, based on the plan diagram of each of the trains determined before the operation and the position of each of the trains the operation diagram of the second train is
  • the present invention also provides an operation control system characterized by delaying.
  • the above operation control system makes it possible to consider the operation status of the train 1, and predicts whether the leading vehicle will step on the brake to prevent a collision with the preceding train during parallel control, and predicts that the brake will be stepped on In this case, the schedule of the second train can be delayed more than the schedule schedule. As a result, it is possible to prevent the preceding vehicle from being braked during the cohesion control, and it is possible to prevent the train 2 and the train 3 from coming into contact during the cohesion control.
  • the preceding vehicle is to apply a brake (a brake accompanying a command of the signal security system) to prevent a collision with a train ahead during cohesion control, and it is predicted that the brake will be applied. It is an operation control system that delays the time to be connected more than the plan diagram.
  • FIG. 2 shows an operation mode of a railway system to which the present invention is applied.
  • FIG. 2 will be described in order from the left.
  • branch lines with low travel demand left side
  • short trains 1 and 2 run frequently.
  • main line where there is a large demand for travel that is, in the section after the branch lines join
  • trains 1 and 2 coming from the branch line are connected together while traveling, and the train runs as one formation.
  • trains 1 and 2 are divided while traveling, and they are divided into branch lines (right side) where movement demand is small.
  • branch lines with low travel demand left side
  • trains 1 and 2 coming from the branch line are connected together while traveling, and the train runs as one formation.
  • branch lines right side
  • the division and cohesion while traveling does not affect the operation frequency, that is, the operation frequency on the main line does not become higher than that of the branch lines, and the organization is flexibly rearranged to the movement demand It becomes possible.
  • One of the application examples of the present invention relates to the operation management of a railway system which is coupled during such traveling.
  • the structure of the railway system of 1st Embodiment is shown in FIG.
  • the railway system comprises an operation management system 3, an interlocking device 4, a ground signal system 5, a plurality of trains, and a roll machine 6.
  • the operation management system 3 receives a plan diagram corresponding to a train operation plan and a train position as an input from the outside, monitors a gap between the plan diagram and the current position of the train, and trains trains and site facilities as needed. It is a system which controls the operation of a train by giving an operation instruction. Specifically, the operation management system 3 interlocks the route request for controlling the route of the train based on the position information of each train, the plan diagram and the route opening information indicating the state of the rolling machine 6. And transmit to each train an operation schedule that the train refers to when operating. Also, information on coexistence control during traveling, that is, coexistence control information is transmitted to the train.
  • the plan diagram may be input from the upper system, or the operation management system 3 may have it as a database in advance.
  • the interlocking device 4 is a device for securing the course of the train after confirming that the safety of the train can be maintained. Specifically, the interlocking device 4 determines whether the safety of the train can be maintained or not based on the route request input from the operation management system 3, the position of the train, and the state of the rolling machine 6, and it is determined that the safety can be maintained. Control the roll machine 6 when it happens. Further, the route opening information is transmitted to the ground signal system 5 and the operation management system 3.
  • the ground signal system 5 is a system for securing the safety of trains by preventing collisions between trains and preventing entry into the tumbling machine 6 whose route can not be secured. Specifically, the stop limit is transmitted to each train based on the position and speed of each train and the route opening information.
  • a transmission means there is a method such as using a radio technology of CBTC (wireless base signal system), but it may be transmitted by other methods.
  • the train operates in accordance with the schedule and is responsible for transporting passengers. Electric power is supplied from a substation (not shown) through the overhead wire 7 and a driving force is generated by a motor (not shown) to rotate the wheels and travel on the rail 8.
  • the operation of the train is automatically operated by the joint control device 9 based on the operation schedule and the stop limit.
  • the train performs parallel control during traveling on the basis of the parallel control information from the operation management system 3, brake information shared between the trains, relative distance, relative speed information, and the like.
  • transmission between each system may be performed by wired or wireless, and any communication method may be used.
  • FIG. 4 (a) will be described.
  • the cointegration controller 9 has a function of ATO (Automatic Train Operation).
  • the coexistence control device 9 operates the train along the execution diagram in accordance with the execution diagram and the traveling pattern stored in the coexistence control device 9.
  • the ATO may be implemented on hardware separate from the co-integration control unit 9.
  • the parallel control device 9 also has the function of an on-vehicle signal system.
  • the parallel train control device 9 of the preceding train transmits the position and speed of the preceding train to the ground signal system 5.
  • the ground signal system 5 transmits the stop limit to the following train as a position where the following train does not collide with the preceding train based on the position and speed of the preceding train.
  • the coexistence control device 9 of the following train has a speed pattern determined not to exceed the stop limit, and automatically brakes when it is likely to exceed it to prevent a collision with the preceding train.
  • the signal system currently put into practical use defines the position which gave allowance distance from the back end of the preceding train as the stop limit so that the preceding train will not collide even if the speed becomes zero instantaneously.
  • the signal system of the present invention takes into consideration the speed of the preceding train, and defines a position at which a margin distance is provided from the position at which the preceding train stops when the emergency brake is applied, as the stop limit.
  • the movement closing control is performed in consideration of the relative speed. By doing this, it is possible to reduce the distance between the trains while traveling, and it is possible to control the cohesion during traveling.
  • the coexistence control device 9 of the preceding train and the following train generates a speed pattern based on the implementation schedule, and packs the inter-train space between the trains.
  • the operation management system 3 grasps the operation status of trains from the position of the train, decides whether or not to carry out cohesion control during traveling, and instructs each train to carry out cohesion as cohesion control information and the train number of the coping partner. Transmit
  • FIG. 4 (b) shows coexistence control when the trains approach each other.
  • the coexistence control device 9 mutually confirms the train numbers of the preceding and succeeding trains, and starts communication between the trains.
  • a situation in which inter-train communication is established and each other's trains agree to carry out joint control is referred to as under joint control.
  • the following train detects the relative distance and relative speed of the preceding train with the radar 10. By communicating the relative distance and relative velocity detected by the radar 10 from the following train to the preceding train by inter-train communication, the preceding train and the following train grasp the relative relationship between each other.
  • the preceding train steps on the brake the preceding train transmits a braking command of the preceding train to the following train, and immediately informs the following train that the preceding train steps on the brake.
  • the combined control device 9 performs speed control as shown in Patent Document 1 based on the relative distance of the radar 10 and relative speed information, as shown in FIG. 4 (c). , And the connector 11.
  • the coexistence control device 9 determines the start of the cohesion control based on the execution diagram and the cohesion control information, but the invention is not limited to this and external information such as a transponder may be used as a trigger.
  • external information such as a transponder may be used as a trigger.
  • a section to be subjected to concurrent control may be stored in the train, and concurrent control may be started when the position is reached.
  • the operation management system 3 includes a performance diamond generating unit 51, a forecasting diamond generating unit 52, an execution diagram managing unit 53, a coexistence control managing unit 54, a screen display unit 55, an operation organization input unit 56, and a course control unit 57.
  • the plan diagram is a diagram given from the outside of the operation management system 3 and based on the train operation plan. In normal times where disturbances such as delays due to faults do not occur, the trains basically operate according to this plan diagram.
  • the performance diamond is converted to the data format of the diamond based on the train position which is the travel performance of the train.
  • the forecasting diagram is a diagram in which the train operation after the current time is predicted based on the performance diagram.
  • the implementation diagram is a diagram transmitted to each train and used as a reference for each train to actually operate.
  • the performance diamond generation unit 51 creates a performance diamond based on the train position, and outputs the performance diamond to the prediction diamond generation unit 52 and the execution diamond management unit 53.
  • the prediction diagram generation unit 52 generates a prediction diagram based on the plan diagram and the result diagram input from the upper system, and outputs it to the execution diagram management unit 53.
  • the operation diagram management unit 53 outputs the plan diagram, the prediction diagram, and the result diagram to the parallel control management unit 54 and the screen display unit 55.
  • the coexistence control management unit 54 predicts whether or not the preceding vehicle will brake during cohesion control by the process of FIG. 6 described later, corrects the timing of coexistence while traveling when it is predicted to be braking, and the information It is output to the execution schedule management unit 53 as a concurrent control change request.
  • the screen display unit 55 displays on the screen display unit 55 a plan diagram, an actual diagram, and a forecast diagram.
  • the operator of the operation management system 3 (not shown) monitors various diamonds displayed on the screen display unit 55, and when a diamond disorder occurs, when the diamonds need to be corrected, the operator arranges the operation arrangement input unit 56, Do the work called the operation arrangement that corrects the diagram.
  • the operation arrangement input unit 56 outputs the input information on the operation arrangement to the operation schedule management unit 53 as an operation arrangement command.
  • the operation diagram management device executes the operation diagram and the parallel control information (in which the parallel control is performed based on the plan diagram, the actual diagram, the forecast diagram, the concurrent control change request, and the operation rearranging command, Generate the train number of the other party to be connected.
  • the generated schedule diagram and the parallel control information are transmitted to each train, and the schedule diagram is output to the route control unit 57.
  • the course control unit 57 requests the interlocking device 4 for the course in order to secure the course of the train, based on each train position information, the operation timetable and the course opening information of each rolling machine.
  • the processing of each unit is mounted on the same hardware is shown in this embodiment, the function may be distributed to a plurality of hardware.
  • the following three functions can be realized by the operation management system 3 described above. That is, firstly, it is possible to monitor the deviation between the plan diagram and the current position of the train, and to issue a train operation instruction to the train or site facility as required. Second, it is possible to secure the course of the train according to the diagram. Thirdly, the joint control execution timing can be corrected on the basis of the operating condition of the jointing front.
  • S601 it is determined whether or not the preceding train applies a brake in the forecasting diamond. If it is predicted that the brake will be depressed, the process proceeds to the process of S602, and if it is predicted that the brake is not depressed, the process proceeds to the end process without correcting the timing of the combined control. In S602, it is determined whether the timing at which the preceding train applies a brake is under simultaneous control. If it is determined that co-consolidation is in progress, the process proceeds to the processing of S603, and if it is determined that co-consolidation control is not being performed, the process proceeds to end processing.
  • the judgment during concurrent control is whether inter-train communication has started and the trains have agreed to mutually control each other, or is the time to co-join within a predetermined time (for example, within 10 seconds) It is determined whether or not the distance between trains is within a predetermined value (for example, within 200 m).
  • a predetermined value for example, within 200 m.
  • S603 it is determined whether the reason for the preceding train to apply the brake is the speed adjustment for the connection. If it is determined that the speed adjustment is to be performed, the process proceeds to the end processing, and if it is not determined that the speed adjustment is to be performed, that is, if it is determined to avoid collision with an obstacle or a train, the process proceeds to S604.
  • a request for delaying the time of consolidation is transmitted to the execution time management unit 53, and thereafter, the process proceeds to the end processing.
  • FIG. 7 shows the result of applying the operation management system 3 shown in the first embodiment in the same situation as FIG. 1 described above.
  • the coexistence control management unit 54 of the operation management system 3 is based on the stop position for avoiding the collision with the train 1 during the cohesion control of the train 2 by the processing of the coexistence control management unit 54 as shown in FIG. It is determined that the brake is to be applied, and a request (replication control change request) for delaying the time for consolidation than the plan diagram is transmitted to the implementation diagram management unit 53.
  • the operation diagram management unit 53 generates the operation diagram and the coordination control information based on the plan diagram, the performance diagram, the prediction diagram, the coexistence control change request, and the operation rearranging command, and the train 2 and the train Transmit to 3. As a result, as shown in FIG.
  • the train 2 operates with a delay of the schedule than the schedule schedule, and does not step on the brake for avoiding a collision with the train 1. It is connected to. Specifically, the trains 2 and 3 travel between the stations A and B at a slower speed than the planned timetable, and are connected at a later timing than the planned timetable.
  • the first embodiment is an example in which wasteful braking of the train 2 is prevented by delaying the time for which the trains 2 and 3 are connected to each other more than the planned timetable.
  • This is an example of the operation management system 3 which predicts whether or not to apply a brake for preventing a collision with a train, and changes the position to be connected with the plan diagram to this side when it is predicted that the brake will be applied. Descriptions of parts having the same functions as in the first embodiment will be omitted.
  • S604 of the coexistence control management unit 54 shown in FIG. 6 a request to change the colocation position to the front is transmitted to the operation timetable management apparatus.
  • FIG. 8 shows the result of applying the operation management system 3 shown in the second embodiment in the same situation as FIG. 1 described above.
  • the coexistence control management unit 54 of the operation management system 3 applies the brake based on the stop position for avoiding the collision with the train 1 during the cohesion control by the process of FIG. 6 of the second embodiment. It judges and transmits to the operation diagram management unit 53 a request (coexistence control change request) to place the colocation position in front of the plan diagram (station A side).
  • the operation diagram management unit 53 generates the operation diagram and the coordination control information based on the plan diagram, the performance diagram, the prediction diagram, the coexistence control change request, and the operation rearranging command, and the train 2 and the train Transmit to 3.
  • the train 2 operates at a lower traveling speed than the plan diagram, and does not step on the brake for avoiding a collision with the train 1. It is connected with.
  • the first embodiment is an example of preventing wasteful braking of the train 2 by delaying the time for which the trains 2 and 3 are connected at the same time as the planned time, but in the present embodiment, the preceding vehicle is ahead during the joint control.
  • An operation management system that predicts whether to apply a brake to prevent a collision with a train and predicts that a brake will be applied, extends the station stopping time of the preceding train and combines the following vehicles while the preceding vehicle stops. It is three. Descriptions of parts having the same functions as in the first embodiment will be omitted.
  • the station stopping time of the leading vehicle is extended in S604 of the parallel control managing unit 54 shown in FIG. 6, and the request for paralleling the following vehicle while the leading vehicle is stopped is transmitted to the operation diagram management device Do.
  • FIG. 9 shows the result of applying the operation management system 3 shown in the third embodiment in the same situation as FIG. 1 described above.
  • the coexistence control management unit 54 of the operation management system 3 applies the brake based on the stop position for avoiding the collision with the train 1 during the cohesion control by the process of FIG. 6 of the third embodiment. Predict. Then, the station stopping time of the preceding train is extended, and a request for paralleling the following train (concurrent control change request) is transmitted to the operation diagram management unit 53 while the preceding train is stopped.
  • the operation diagram management unit 53 generates the operation diagram and the coordination control information based on the plan diagram, the performance diagram, the prediction diagram, the coexistence control change request, and the operation rearranging command, and the train 2 and the train Transmit to 3.
  • the train 2 delays the diamond from the planned diamond and takes a longer station stopping time, and without stepping on the brake for avoiding a collision with the train 1, the train Conjoint with 3.
  • This embodiment predicts whether or not the preceding vehicle will apply the brake for preventing a collision with the train ahead during the cohesion control, and if it is predicted that the brake will be applied, the brake may be applied during the cohesion control It is the operation management system 3 which displays on the screen display unit 55. Descriptions of parts having the same functions as in the first embodiment will be omitted.
  • the fourth embodiment there is no output of the concurrent control change request from the concurrent control management unit 54 of FIG. 5, and the presence or absence of the brake operation during concurrent control is output to the screen display unit 55.
  • S604 of the combination control management unit 54 of FIG. 6 the brake information during the combination control is transmitted to the screen display unit 55.
  • a display example of the screen display unit 55 of the fourth embodiment will be described with reference to FIG.
  • the dashed-dotted line represents the forecast diamond.
  • the operation management system 3 determines that the preceding train will step on the brake for preventing a collision with the preceding train during the cohesion control by the processes of FIGS. 5 and 6 of the fourth embodiment, and the train during the cohesion control It is displayed on the screen display unit 55 that there is a possibility that 2 may step on the brake.
  • the operator who is monitoring can easily grasp that there is a possibility that the train 2 may step on the brake during the cohesion control, and it becomes easy to instruct the operation arrangement.
  • the operation diagram management unit 53 of FIG. 5 outputs the operation arrangement plan of concurrent control to the screen display unit 55 in addition to the plan diagram, the result diagram, and the forecast diagram.
  • a display example of the screen according to the fifth embodiment will be described with reference to FIG.
  • the wavy line is the proposed diamond.
  • the operation management system 3 determines that the preceding vehicle will step on the brake for preventing a collision with the preceding train during the cohesion control by the processing of FIGS. 5 and 6 of the fifth embodiment, and delays the cointegration time.
  • the operation plan is displayed on the screen. By displaying the operation control plan as described above, the load on the operation control of the monitoring operator is reduced.
  • This embodiment predicts whether or not the preceding vehicle will apply the brake for preventing a collision with the train ahead during the cohesion control, and if it is predicted that the brake will be applied, the driving with the colocation position ahead of the plan diamond. It is the operation management system 3 which displays an arrangement plan on a screen. Descriptions of parts having the same functions as in the second embodiment will be omitted.
  • the operation timetable management unit 53 of FIG. 5 outputs the operation arrangement plan of concurrent control to the screen display unit 55 in addition to the plan timetable, the performance timetable, and the prediction timetable.
  • a display example of the screen of the sixth embodiment will be described with reference to FIG.
  • the operation management system 3 determines that the preceding vehicle is to step on the brake for preventing a collision with the train ahead during the cohesion control by the processing of FIGS. 5 and 6 of the sixth embodiment, and the position of the cohesion is the near side
  • the operation control plan to change to is displayed on the screen. By displaying the operation control plan as described above, the load on the operation control of the monitoring operator is reduced.
  • the execution timetable management unit 53 of FIG. 5 outputs the operation arrangement plan of concurrent control to the screen display unit 55 in addition to the plan timetable, the performance timetable, and the prediction timetable.
  • the operation management system 3 determines that the preceding train steps on the brake for preventing a collision with the preceding train during the parallel control by the processes of FIGS. 5 and 6 of the seventh embodiment, “the preceding car station The stop time is extended, and while the preceding car is stopping at the station, the operation improvement plan is displayed on the screen. By displaying the operation control plan as described above, the load on the operation control of the monitoring operator is reduced.
  • the present invention is not limited to the above-described embodiments, but includes various modifications.
  • the above-described embodiments are described in detail to illustrate the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.
  • part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • each of the configurations, functions, processing units, processing means, etc. described above may be realized by hardware, for example, by designing part or all of them with an integrated circuit.
  • control lines and information lines indicate what is considered to be necessary for the description, and not all control lines and information lines in the product are necessarily shown. In practice, almost all configurations may be considered to be mutually connected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
PCT/JP2013/071310 2013-08-07 2013-08-07 運行管理システム WO2015019432A1 (ja)

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TW103125127A TWI547401B (zh) 2013-08-07 2014-07-22 Operation management system

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CN112109776A (zh) * 2020-08-25 2020-12-22 通号城市轨道交通技术有限公司 一种列车海量数据处理装置及处理方法
CN113496610A (zh) * 2020-04-02 2021-10-12 丰田自动车株式会社 自主行驶车辆的运行管理装置以及自主行驶车辆
CN113779340A (zh) * 2021-08-25 2021-12-10 通号城市轨道交通技术有限公司 列车运行图生成方法及系统、电子设备和存储介质

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JP7191452B2 (ja) * 2017-09-27 2022-12-19 日本信号株式会社 列車制御システム

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JPH0872718A (ja) * 1994-09-05 1996-03-19 Nippon Tetsudo Kensetsu Kodan 列車自動連結・解放制御方法及びそれに用いる制御装置
JP2010228688A (ja) * 2009-03-30 2010-10-14 Hitachi Ltd 列車運行制御方法および車上制御装置
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Publication number Priority date Publication date Assignee Title
CN113496610A (zh) * 2020-04-02 2021-10-12 丰田自动车株式会社 自主行驶车辆的运行管理装置以及自主行驶车辆
CN113496610B (zh) * 2020-04-02 2023-09-05 丰田自动车株式会社 自主行驶车辆的运行管理装置以及自主行驶车辆
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CN112109776B (zh) * 2020-08-25 2022-06-17 通号城市轨道交通技术有限公司 一种列车海量数据处理装置及处理方法
CN113779340A (zh) * 2021-08-25 2021-12-10 通号城市轨道交通技术有限公司 列车运行图生成方法及系统、电子设备和存储介质

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