WO2016166879A1 - Railroad operation management system - Google Patents

Railroad operation management system Download PDF

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Publication number
WO2016166879A1
WO2016166879A1 PCT/JP2015/061779 JP2015061779W WO2016166879A1 WO 2016166879 A1 WO2016166879 A1 WO 2016166879A1 JP 2015061779 W JP2015061779 W JP 2015061779W WO 2016166879 A1 WO2016166879 A1 WO 2016166879A1
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Prior art keywords
information
train
circuit
short
position information
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PCT/JP2015/061779
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French (fr)
Japanese (ja)
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貴広 池田
博史 峯
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株式会社日立製作所
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Priority to PCT/JP2015/061779 priority Critical patent/WO2016166879A1/en
Publication of WO2016166879A1 publication Critical patent/WO2016166879A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains

Definitions

  • the present invention relates to a railway operation management system that detects a train position.
  • Patent Document 1 JP 2013-136353 A (Patent Document 1).
  • This publication describes a method in which an on-board system includes a GPS reception unit and a position measurement calculation unit, calculates a train position, and transmits information to the ground facility to identify the train position.
  • the positioning radio wave emitted from the GPS satellite when the on-board device installed in each train passes a predetermined time Is received the position information is calculated, and the calculated information is transmitted as necessary to the ground device by wireless communication.
  • Patent Document 2 JP-A-2010-269620.
  • This publication describes a method of detecting a train position of a vehicle by detecting a distance and an azimuth angle between the two devices by wireless communication between the ground communication device and the on-board communication device. For vehicle position identification based on distance and azimuth information, the relative position of the vehicle to the calculated ground communication device is compared with the track position information held in advance, and the vehicle position on the track is selected by selecting the closest track Has been shown to identify.
  • JP 2013-136353 A JP 2010-269620 JP
  • the track position is detected using a track circuit.
  • the position detection using the track circuit increases the installation cost due to the large equipment, and the maintenance cost also increases because the inspection train must be actually run and regularly inspected.
  • the train position in the track circuit can only detect that the train is in one of the track circuit ranges, and a sensor such as a ground unit is required to detect a more detailed position in the track circuit. It is. Sensors are often unnecessary in urban areas where the track circuit installation interval is relatively short, but on the other hand, it is necessary to install sensors for detecting detailed positional information on local routes. That is, the more detailed position information detection is performed, the more expensive the sensor is installed, and the cost increases.
  • the present invention provides an overhead line voltage drop position calculation unit for obtaining overhead line voltage drop position information from overhead line power information, and a track circuit short-circuit position for obtaining train short-circuit position area information by short-circuiting the track circuit.
  • the train receives the voltage drop position information obtained by the calculation unit and the overhead line voltage drop position calculation unit and the short-circuit position area information of the train obtained by the track circuit short-circuit position calculation unit, and trains based on the train schedule information stored in the storage device
  • a railway operation management system provided with an operation management unit for specifying the position of the train is used.
  • the present invention adopts the above-described means to calculate the train position from information from the conventional equipment, thereby realizing more detailed train position information acquisition than the track circuit without adding equipment.
  • FIG. 1 is an example of a configuration diagram of the railway vehicle system of the present embodiment.
  • the operation management system 101 connected to the interlocking system 103 and the power management system 104 performs train position detection based on information obtained from the interlocking system 103 and the power management system 104 and information held by itself.
  • the operation management system 101 is sometimes called an operation management unit or a power management system 104 power management unit.
  • the operation management system 101 includes a position information receiving unit 111, a train position calculating unit 112, a diagram creating unit 113, a diagram managing unit 114, an on-line information display unit 115, and an operation arranging unit 116.
  • the interlocking system 103 includes an IO receiving unit 131, a sensor information receiving unit 132, and a track circuit short-circuit position calculating unit 133.
  • the track circuit 102 includes a track relay unit 121, a track circuit power supply unit 122, and a track circuit power sensor 123.
  • the power management system 104 includes an overhead line power sensor 141 and an overhead line voltage drop position calculation unit 142.
  • the track relay unit 121 transmits relay status information 151 depending on the relay rising / falling of the track relay unit 121 according to the state of the current supplied to the track 105 by the track circuit power supply unit 122.
  • the IO control unit 131 receives the relay state information 151.
  • the track circuit power sensor 123 acquires the state of the current and voltage that the track circuit power supply unit 122 supplies to the track 105, and transmits the track circuit power information 152.
  • the track circuit sensor information receiving unit 132 receives the track circuit power information 152.
  • the track circuit short circuit position calculation unit 133 calculates based on the relay state information 151 and the track circuit power information 152 received from the IO control unit 131 and the track circuit sensor information reception unit 132, and transmits the short circuit position area information 153.
  • the position information receiving unit 111 receives the short-circuit position area information 153.
  • the overhead line voltage drop position calculation unit 142 calculates the current and voltage supplied to the overhead line 106 using the overhead line voltage information held by the overhead line voltage sensor, and transmits the voltage drop position area information 154. .
  • the position information receiving unit 111 receives the voltage drop position area information 154.
  • the relay status information 151 received from the track relay unit 121 to the IO control unit 131 is realized by electrical communication using a relay circuit.
  • Other information is realized by means such as optical communication using a laser, wireless communication using a spatial wave, or communication using a dedicated cable.
  • the operation management system 101 uses the diagram information held by the diagram management unit 114 in addition to the location information transmitted from the interlocking system 103 and the power management system 104 to the location information receiving unit 111, and the train location calculation unit 112 Calculate the position.
  • the diamond management unit 114 holds a schedule diagram created before the sales operation from the diagram creation unit 113, an execution diagram modified by the operation arrangement during operation, and a record diagram of actual train operation, and a train position calculation unit. According to the command 112, the corresponding diamond information is provided to the train position calculation unit 112.
  • the diamond creation unit 113 transmits to the diamond management unit 114 the diamond information reflecting the diamond changes made before the start of business in the diamond based on the basic diamond.
  • the transmission of the diamond information is basically carried out before the start of business, but it is possible to transmit the diamond information to the diamond management unit 114 at an arbitrary timing based on the judgment of a commander or the like.
  • the train position calculation unit 112 calculates the existing line position from the position information and the diagram information, and transmits the calculated existing line position information to the operation arranging unit 116 and the existing line information display unit 115.
  • the transmission destination of the on-line position information is limited to the operation arranging unit 116 and the on-line information display unit.
  • a passenger guidance system or a track that manages a train arrival time indicator installed in the station premises You may transmit to the system which can utilize a track location information like the train approach alarm which notifies the approach of the train installed in the vicinity.
  • the operation organizing unit 116 has a function of changing and correcting the diamond information managed by the diamond managing unit 114.
  • appropriate change correction is performed on the diagram information held by the diagram management unit 114 based on the on-line information received from the train position calculation unit .
  • the schedule information held by the schedule management unit 114 that has been appropriately modified and corrected is provided to the train position calculation unit 112 and is used for calculating the standing line position.
  • the standing line information display unit 115 displays the standing line position information received from the train position calculation unit 112 on a display or the like.
  • the display destination is not particularly limited, such as a display in the command room or a tablet owned by the staff involved in train operation.
  • the standing line information display unit 115 has a function of changing and correcting the diamond information manually managed by the diamond management unit 114, similar to the operation arranging unit 116. It is possible to organize the operation based on the judgment of the commander.
  • the train position calculation unit 112 has a function of calculating train travel position area information from the diagram information. Based on the diagram information provided from the diagram management unit 114 and the current time, it is extracted which range on the track 105 the train is traveling on. As the travel range is finer, the more detailed range can be extracted.
  • the track circuit 102 uses the electric power that the track circuit power supply unit 122 outputs to the track 105 steadily, the train enters the track circuit by the track relay unit 121, and the track circuit by the track circuit power sensor 123. Track circuit power data input to the power supply unit 122 is acquired.
  • the track relay unit 121 keeps the relay above, and when the train exists in the track, the track circuit 102 is short-circuited and the relay transits to the fall state. As a result, the presence / absence of the train in the track is transmitted to the interlocking system 103 as the relay status information 151.
  • the interlocking system 103 calculates the track circuit short circuit position in the track circuit short circuit position calculation unit 133. To do.
  • the IO control unit 131 has a function of converting the relay state information 151 received from the track relay unit 121 into a digital signal.
  • the relay state information 151 converted into a digital signal is transmitted to the track circuit short circuit position calculation unit 133.
  • the track circuit short-circuit position calculation unit 133 has output value data and track circuit facility data of power output from the track circuit power supply unit 122 steadily, and analyzes these information and track circuit power information 152. It is possible to calculate the track circuit short circuit position.
  • the power management system 104 calculates the voltage drop position of the overhead line in the overhead line voltage drop position calculation unit 142 based on the voltage and current applied to the overhead line 106 detected by the overhead line power sensor 141.
  • the overhead line voltage drop position calculation unit 142 has overhead line data such as a supply voltage, and can analyze the overhead line voltage data of the overhead line power sensor 141 to calculate the voltage drop position.
  • the short-circuit position area information 153 is calculated by the interlocking system 103 and the voltage drop position area information 154 is calculated by the power management system 104.
  • the operation management system 101 has a function to calculate. Also good.
  • the communication between the track circuit 102 and the interlocking system 103 and the communication between the power management system 104 and the operation management system 101 are executed via the network 106.
  • Communication between the interlocking system 103 and the operation management system 101 may be executed via the network 106 or may be configured as one system.
  • a railway operation management system may be configured by combining some of the components shown in FIG. 1, and it is not always necessary to include all the components shown in FIG. .
  • FIG. 2A is an overhead line data structure managed by the power management system 104, which the overhead line voltage drop position calculation unit 142 in the power management system 104 has
  • FIG. 2B is an overhead line power that can be acquired by the overhead line power sensor 141. It is a figure which shows an example of a sensor data structure.
  • the overhead wire data 201 includes the overhead wire length, the number of overhead wire units, the resistor resistance, the number of resistors, and the supply voltage.
  • the overhead power sensor data 202 includes measurement time, voltage value, and current value.
  • the overhead wire data 201 and the overhead wire current voltage data 202 are used as basic data for calculating the voltage drop position area information 154 by the overhead wire voltage drop position calculation unit 142.
  • the voltage value recorded in the overhead wire power sensor data 202 measured by the overhead wire power sensor 141 in consideration of the power supply voltage from the overhead wire length and resistors, and the resistance of the power supply and pantograph to the train.
  • the voltage drop position area information 154 is calculated based on the attenuation rate of the current value.
  • FIG. 3A shows an example of the equipment data structure of the track circuit 102 included in the track circuit short-circuit position calculation unit 133 in the interlocking system 103.
  • FIG. 3B shows the track circuit power sensor 123 in the track circuit 102. It is a figure which shows an example of the management data structure of the track circuit electric power information 152 received.
  • the track circuit facility data 301 includes track circuit length, leakage resistance, and supply voltage. Since the leakage resistance causes electricity to flow through the exposed rail, it is in a state where electricity is likely to leak due to the influence of a change in the ballast state due to rainfall or the like, and thus has a plurality of resistance values depending on the state of the rail. For example, the wetter the track circuit, the smaller the value of leakage resistance.
  • the track circuit short-circuit position calculation unit 133 determines which leakage resistance value is applied.
  • the track circuit power sensor data 302 includes measurement time, voltage value, and current value.
  • the track circuit facility data 301 and the track circuit power sensor data 302 are used as basic data for calculating the short circuit position area information 153 by the track circuit short circuit position calculation unit 133. Specifically, considering the leakage resistance and the train axle resistance from the supply voltage, the decay rate between the voltage value and the current value recorded in the track circuit power sensor data 302 measured by the track circuit power sensor 123 is used.
  • the short-circuit position area information 153 is calculated.
  • FIG. 4 is a diagram illustrating an example of a diagram data structure included in the diagram management unit 114 in the operation management system 114.
  • the diamond data 401 includes a row number, a direction, an arrival time, and a running pattern.
  • the train position calculation unit 112 requests diagram data near the current time to the diagram management unit 114, and calculates train travel position area information at the current time from the arrival time and the travel pattern.
  • FIG. 5 is a diagram illustrating an example of a position area information data structure that the train position calculation unit 133 in the operation management system 114 has.
  • the position area information data 501 the short-circuit position area information 153 and the voltage drop position area information 154 received from the position information receiving unit 111, and the train travel position area information calculated by the train position calculation unit 133 are stored in a list for each time. is doing.
  • the train position calculation unit 113 calculates the existing line position area using these area information.
  • FIG. 6 shows an example of an overall processing procedure for detecting the train position.
  • the track circuit power supply unit 122 supplies electricity to the track 105, and the track relay unit 121 and the track circuit power sensor 123 perform track circuit information acquisition processing S1020.
  • the track circuit short circuit position calculation unit 133 that has received the track circuit power information 152 via the IO control unit 131 and the track circuit sensor information reception unit 132 performs the track circuit short circuit position calculation process S1030. carry out.
  • the overhead wire power sensor 141 and the overhead wire voltage drop position calculation unit 142 perform overhead wire voltage drop position calculation processing S1040.
  • track circuit information acquisition processing S1020 track circuit short-circuit position calculation processing S1030, and overhead line voltage drop position processing S1040 will be described later with reference to FIGS.
  • the start of the train position detection is based on the time when the entire system starts up and the train operation starts.
  • the instructor or the like may instruct the start and end of the train position detection.
  • the overhead line voltage drop position calculation process 1040 is loosely coupled to the track circuit information acquisition process S1020 and the track circuit short-circuit position calculation process S1030, so that it does not affect the train position detection even if performed in parallel or before. .
  • the train position calculation unit 112 performs a standing line position calculation process S1050 to calculate a standing line position area. Details of the standing line position calculation processing S1050 will be described later with reference to FIG. It is impossible to specify the train position when S1060 for determining whether or not the on-line position area has been calculated is performed, and the information for calculating the position information is insufficient and the on-line position area cannot be calculated. Therefore, the train position detection fails and the train position detection ends S1100.
  • the train position calculating unit 112 When there is information for calculating the position information and the existing line position area can be calculated, the train position calculating unit 112 performs the existing line position area information notification S1070 to the existing line information display unit 115 and the operation arranging unit 116.
  • the on-line information display unit 115 and the operation organizing unit 116 that have received the on-line position area information perform the on-line information display S1080 and the operation organization and diagram correction S1090, and are necessary as a result of the on-line information display and operation organization processing on the display or the like. If there is, the diagram information managed by the diagram management unit 114 is corrected. Thereafter, the train position detection ends S1100.
  • the on-line information display S1080 and the operation arrangement and diamond correction S1090 do not cause a problem no matter which one is executed first.
  • Example 1 the overall processing flow in one cycle of train position detection is described, but train position detection is assumed to be performed at regular intervals.
  • the interval is arbitrary, it is desirable that the interval be determined in consideration of the update cycle of the standing line information display by the standing line information display unit 115 and the processing cycle of the operation arranging unit 116. For example, if the on-line information display and driving arrangement processing are every 1 second, the overall processing flow of train position detection is appropriate to be performed every 1 second, and if the driving arrangement processing is 600 milliseconds, A 600 millisecond interval is appropriate.
  • FIG. 7 shows the procedure of the track circuit power information acquisition process S1020 performed by the track relay unit 121 and the track circuit power sensor 122.
  • the track relay is connected to the track 105 at a contact point, and has a loop structure including the track circuit power supply unit 122.
  • the track relay is energized, but when there is a train in the loop, the track circuit power supply unit 122 and the train axle are in a loop structure, and the track relay is in a non-energized state. .
  • the track relay When the current of the track relay is flowing, the track relay maintains the above state indicating that there is no train on the track 105 (S1023). When no current is flowing through the track relay, the track relay transitions to a fall state indicating that a train is present on the track 105 (S1024). The state of S1023 or S1024 is notified to the IO control unit 131 as relay state information 151 (S1025).
  • the track circuit power sensor 133 measures the power of the track circuit and stores the measurement data in the track circuit power sensor data 302 (S1026).
  • the track circuit power sensor data 302 storing the measurement data is notified to the track circuit sensor information receiving unit 132 as track circuit power information 152 by the track circuit power sensor 133.
  • S1027 After S1025 and S1027 are performed, the track circuit information acquisition process is terminated (S1028).
  • FIG. 8 shows the procedure of overhead wire voltage drop position calculation processing S1030 performed by the overhead wire power sensor 141 and overhead wire voltage drop position calculation unit 142.
  • the overhead line power sensor 141 measures the power flowing through the overhead line 106, stores the measurement data in the overhead line power sensor data 202, and notifies the overhead line voltage drop position calculation unit 142 of the measurement data (S1031).
  • the overhead wire voltage drop position calculation unit 142 that has received the measurement data calculates the overhead wire voltage drop position based on the overhead wire data 301 and the measurement data (S1032).
  • the calculation method is as described in the explanation of FIG.
  • the calculated overhead wire voltage drop position is subjected to error correction, and voltage drop position area information 154 is calculated (S1033).
  • the calculated voltage drop position area information 154 is transmitted to the position information receiving unit 111 (S1034), and the overhead wire voltage drop position calculation process is terminated (S1035).
  • FIG. 9 shows the procedure of the track circuit short-circuit position calculating process S1040 performed by the track circuit short-circuit position calculating unit 133.
  • the IO control unit 131 that has received the relay state information 151 from the track relay unit 121 converts the relay state information 151 into a digital signal.
  • the track circuit short-circuit position calculation unit 133 acquires the relay state information 151 converted into a digital signal (S1041). Further, the track circuit power information 152 from the track circuit power sensor 123 is acquired via the track circuit sensor information receiving unit 132 (S1042). Either of the processing orders of S1041 and S1042 may be performed before.
  • the track circuit short-circuit position calculation unit 133 determines whether or not the track relay is in a fall state from the relay status information acquired in S1041 (S1043). When the track relay is not in the fall state (it is in the upward state), it is found that there is no train on the track managed by the track circuit 102. Therefore, the track circuit short-circuit position calculation process is performed without calculating the short-circuit position information. The process ends (S1048). When the track relay is in the fall state, the resistance value is calculated from the track circuit power information 152 based on the track circuit facility data 301 shown in FIG. 3 (S1044), and the track circuit short-circuit position information is calculated from the resistance value (S1045). ).
  • the calculated track circuit short-circuit position information is subjected to error correction, and short-circuit position area information 153 is calculated (S1046).
  • the calculated short circuit position area information 153 is transmitted to the position information receiving unit 111 (S1047), and the track circuit short circuit position calculation process is terminated (S1048).
  • FIG. 10 shows the procedure of the track position calculation process 1050 performed by the train position calculation unit 112.
  • the train position calculation unit 112 acquires the short circuit position area information 153 from the track circuit short circuit position calculation unit and the voltage drop position area information 154 from the overhead line voltage drop position calculation unit 142 via the position information reception unit 112 ( S1051).
  • train travel position area information is calculated from the diamond information acquired from the diamond management unit 114 and the current time (S1052).
  • the calculation method of the train travel position area information is as described above.
  • it is confirmed whether there are two or more pieces of position area information among the acquired and calculated position area information (S1053). When there is no more than two pieces of position area information, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process is terminated (S1057).
  • the existing line position area described in the first embodiment can be calculated by the processing described above.
  • the train position detection procedure described in the first embodiment the train information in which the train position can be assumed, the overhead line voltage drop information, and the track circuit short-circuit position information from the operation management system, power management system, and signal system provided in the conventional railway system.
  • Detailed train location information can also be used as information for energy-saving operation, thus reducing operating costs.
  • the standing line position calculation processing 1050 it is impossible to calculate the standing line position when the standing line position calculation processing 1050 is performed and two or more pieces of the position area information cannot be acquired and when there is no overlapping area of the position area information.
  • the train position detection is finished without notifying the on-line position area.
  • Example 2 describes a train position detection method when the concept of importance (weight) is introduced into each position area information.
  • FIG. 11 is a diagram illustrating an example of a data structure that the train position calculation unit 112 has to manage the importance of position area information.
  • the position area information importance management data composition 601 manages importance information for the short-circuit position area information 153, the voltage drop position area information 154, and the train travel position area information.
  • the importance is dynamically updated according to the position and state of the track 105, the state of the overhead line 106, the reliability of the diagram information, and the like. For example, in a situation where the schedule information is not corrected because the schedule information is not corrected, the train travel position area information calculated from the diamond information has a large error from the actual train travel position. The importance will be reduced. However, under the situation where the schedule information is corrected by the operation arrangement process, the importance of the reduced train travel position area information is improved.
  • FIG. 12 is a diagram illustrating the on-line position calculation processing when the importance of the position area information performed by the train position calculation unit 112 is given.
  • the train position calculation unit 112 confirms the status of the track 105, the overhead line 106, and the diamond operation, and updates the importance for each position area information in the position area information importance management data shown in FIG.
  • the importance of the on-line area information is updated (S1151). Since the processing of S1152 and S1153 is the same as that of S1051 and S1052, description thereof will be omitted.
  • the existing line area information is extracted as the existing line position area (S1159), the existing line position area is notified (S11510), and the existing line position calculation process is terminated (S11511). If there is not one position area information, it is confirmed whether there is an overlapping area of the position area information (S1157). When there is no overlapping area, the processing (S1156 to S11511) in the case where there is only one position area information for all the position area information is performed. If there is an overlapping area, it is checked whether the sum of the importance of the position area information where the overlapping area exists is equal to or greater than a threshold (S1158).
  • the standing line position calculation process ends (S11511). If it is equal to or greater than the threshold, the existing line area information is extracted as the existing line position area (S1159), the existing line position area is notified (S11510), and the existing line position calculation process is terminated (S11511).
  • the existing line position area described in the second embodiment can be calculated by the processing described above. According to the train position detection procedure described in the second embodiment, by assigning importance to position area information, even if it is single position area information, if the importance is equal to or greater than a threshold value, it is adopted as a standing line position area. Therefore, the train position detection is easily performed. In addition, even if an area where a plurality of existing line position area information overlaps is less than the threshold value, it is not adopted as the existing line position area, so that highly accurate train position detection is possible. Therefore, it is possible to realize train position detection that is continuously more detailed than the track circuit and highly accurate in the track circuit.
  • the train position calculation process 1050 is performed, the train position information is calculated using the short-circuit position area information 153, the overhead power sensor data 202, and the diagram data 401. did.
  • a moving block system in which no track circuit is installed is assumed.
  • the train position information by wireless and the speed by the speed generator are used to obtain the train position information.
  • the distance information calculated from the information is used.

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  • Train Traffic Observation, Control, And Security (AREA)

Abstract

In conventional train position detection methods, the position of a train on a railway is detected using a track circuit. Therefore, the position of the train in the track circuit can be detected only due to the train being on the railway anywhere in the range of the track circuit, and in order to detect a more specific position in the track circuit, installation expenses are incurred for sensors such as wayside beacons, and costs increase. If a GPS or wireless communication device is installed in the onboard system, it is possible to detect the specific train position, but not possible to detect the train position when the device malfunctions or when in environments where the GPS or wireless is unusable. The present invention is characterized in that diagram information, overhead wiring brownout information, and track circuit short-circuited position information, from which it is possible to estimate the train position, is acquired from an operation management system, power management system, or signal system provided to a conventional railroad system, areas having overlapping range information are found, and train position detection is performed.

Description

鉄道運行管理システムRailway operation management system
　本発明は、列車位置検知を行う鉄道運行管理システムに関する。 The present invention relates to a railway operation management system that detects a train position.
　本技術分野の背景技術として、特開2013-136353号公報（特許文献１）がある。この公報には、車上システムにGPS受信部および位置測定算出部を備え、列車位置を算出し情報を地上設備へ送信することで列車位置を特定する方法が記載されている。軌道上に存在する列車の在線位置を、GPSを使用して列車位置を算出する方法として、各列車に設置された車上装置が所定時間を経過した際にGPS衛星から放射された測位用電波を受信して位置情報を算出し、必要に応じて算出した情報を地上装置へ無線通信にて送信する方法が示されている。 As a background art in this technical field, there is JP 2013-136353 A (Patent Document 1). This publication describes a method in which an on-board system includes a GPS reception unit and a position measurement calculation unit, calculates a train position, and transmits information to the ground facility to identify the train position. As a method of calculating the position of the train on the track using GPS, the positioning radio wave emitted from the GPS satellite when the on-board device installed in each train passes a predetermined time Is received, the position information is calculated, and the calculated information is transmitted as necessary to the ground device by wireless communication.
　また、特開2010-269620号公報（特許文献２）がある。この公報には、地上通信装置と車上通信装置との無線通信により、２つの装置間の距離と方位角を検出し車両の列車位置を検知する方法が記載されている。距離と方位角の情報を基づいた車両位置特定について、算出した地上通信装置に対する車両の相対位置と予め保持している線路位置情報を照合し、最も近い線路を選択することで線路上の車両位置を特定することが示されている。 There is also JP-A-2010-269620 (Patent Document 2). This publication describes a method of detecting a train position of a vehicle by detecting a distance and an azimuth angle between the two devices by wireless communication between the ground communication device and the on-board communication device. For vehicle position identification based on distance and azimuth information, the relative position of the vehicle to the calculated ground communication device is compared with the track position information held in advance, and the vehicle position on the track is selected by selecting the closest track Has been shown to identify.
特開2013-136353号公報JP 2013-136353 A 特開2010-269620号公報JP 2010-269620 JP
　従来の列車位置検知方法では、軌道回路を利用して列車の在線位置を検出している。しかし、軌道回路を利用した在線位置検出は、設備が大掛かりになり設置コストが増大するとともに、点検用の列車を実際に走行させて定期的に点検を行う必要があるので、保守費用も大きくなる。また、軌道回路内の列車位置は軌道回路範囲のいずれかに列車が在線していることのみ検知でき、軌道回路内でのより詳細な位置を検知するためには、地上子などのセンサが必要である。軌道回路の設置間隔が比較的短い都市部ではセンサは不要であることが多いが、一方ローカル路線において詳細な位置情報検知のためにセンサを設置する必要がある。すなわち、詳細な位置情報検知を行なえば行なうほどセンサの設置費用がかかり、コストが増加する。 In the conventional train position detection method, the track position is detected using a track circuit. However, the position detection using the track circuit increases the installation cost due to the large equipment, and the maintenance cost also increases because the inspection train must be actually run and regularly inspected. . In addition, the train position in the track circuit can only detect that the train is in one of the track circuit ranges, and a sensor such as a ground unit is required to detect a more detailed position in the track circuit. It is. Sensors are often unnecessary in urban areas where the track circuit installation interval is relatively short, but on the other hand, it is necessary to install sensors for detecting detailed positional information on local routes. That is, the more detailed position information detection is performed, the more expensive the sensor is installed, and the cost increases.
　特許文献１に記載された方法において、車上システムに備えたGPS受信部および位置測定算出部により列車位置を算出し情報を地上設備へ送信することで列車位置を特定することが記述されているが、車上システムへの設備追加や地上システム側とのインターフェース追加が必要になり、コストが増大する。 In the method described in Patent Literature 1, it is described that the train position is specified by calculating the train position by the GPS receiving unit and the position measurement calculating unit provided in the on-board system and transmitting the information to the ground equipment. However, it is necessary to add equipment to the on-board system and an interface with the ground system side, which increases the cost.
　また、地下鉄やトンネルなどに代表される密閉空間ではGPSが使用できないため、列車位置が特定できない。これを解決するためには、密閉空間内にGPS装置を設置する必要があり、コストが増大する可能性がある。 In addition, because GPS cannot be used in sealed spaces such as subways and tunnels, the train position cannot be specified. In order to solve this, it is necessary to install a GPS device in the sealed space, which may increase the cost.
　特許文献２に記載された方法において、地上通信装置と車上通信装置との無線通信により、２つの装置間の距離と方位角を検出し車両の列車位置を検知することが記載されているが、地上通信装置を一定間隔で線路付近に設置する必要があり、装置の定期的な保守コストも含めて、コストが増大する。 In the method described in Patent Document 2, it is described that the distance and azimuth angle between two devices are detected and the train position of the vehicle is detected by wireless communication between the ground communication device and the on-board communication device. In addition, it is necessary to install the ground communication device in the vicinity of the track at regular intervals, and the cost increases including the regular maintenance cost of the device.
　また、屋外に装置を設置するため、装置の耐久性が求められ、故障時には列車位置を検出することが不可能となる。 Also, since the device is installed outdoors, durability of the device is required, and it is impossible to detect the train position in the event of a failure.
　上記のように、軌道回路よりも詳細な列車位置検知を行なうためには、センサを線路上に設置することになり、列車位置の詳細検知をすればするほど設置費用や保守費用などのコストがかかる。また特許文献１や２に記載されるように、車上システムにGPSや無線通信装置を設置すれば詳細な列車位置検知は可能となるが、GPSや無線が使用できない環境や装置故障時に列車位置検知が不可能となる。 As described above, in order to perform more detailed train position detection than the track circuit, sensors will be installed on the track. The more detailed detection of the train position, the more costs such as installation costs and maintenance costs will be. Take it. In addition, as described in Patent Documents 1 and 2, if a GPS or wireless communication device is installed in the on-board system, detailed train position detection is possible. Detection is impossible.
　上記課題を解決するために、本発明は、架線の電力情報から架線の電圧降下位置情報を求める架線電圧降下位置算出部と、軌道回路の短絡により列車の短絡位置エリア情報を求める軌道回路短絡位置算出部と、前記架線電圧降下位置算出部が求めた電圧降下位置情報と軌道回路短絡位置算出部が求めた列車の短絡位置エリア情報を受け取り、記憶装置に格納された列車のダイヤ情報に基づき列車の位置を特定する運行管理部を備える鉄道運行管理システムを用いる。 In order to solve the above-described problems, the present invention provides an overhead line voltage drop position calculation unit for obtaining overhead line voltage drop position information from overhead line power information, and a track circuit short-circuit position for obtaining train short-circuit position area information by short-circuiting the track circuit. The train receives the voltage drop position information obtained by the calculation unit and the overhead line voltage drop position calculation unit and the short-circuit position area information of the train obtained by the track circuit short-circuit position calculation unit, and trains based on the train schedule information stored in the storage device A railway operation management system provided with an operation management unit for specifying the position of the train is used.
　本発明は上記の手段を取ることにより、従来の設備からの情報で列車位置を算出することで、設備を追加することなく、軌道回路よりも詳細な列車位置情報取得を実現する。 The present invention adopts the above-described means to calculate the train position from information from the conventional equipment, thereby realizing more detailed train position information acquisition than the track circuit without adding equipment.
本発明の実施例における装置構成の例を示した図である。It is the figure which showed the example of the apparatus structure in the Example of this invention. 本発明の実施例における電力管理システムが管理する架線データ構造の例である。It is an example of the overhead line data structure which the power management system in the Example of this invention manages. 本発明の実施例における電力センサデータ構造の例である。It is an example of the power sensor data structure in the Example of this invention. 本発明の実施例における軌道回路が管理する軌道回路データ構造の例である。It is an example of the track circuit data structure which the track circuit in the Example of this invention manages. 本発明の実施例における電力センサデータ構造の例である。It is an example of the power sensor data structure in the Example of this invention. 本発明の実施例におけるダイヤ管理部が保持するダイヤデータ構造の例である。It is an example of the diagram data structure which the diagram management part in the Example of this invention hold | maintains. 本発明の実施例における列車位置算出部が保持する位置エリア情報データ構造の例である。It is an example of the position area information data structure which the train position calculation part in the Example of this invention hold | maintains. 本発明の実施例における列車位置エリア検出のための全体処理手順を示すフローチャートである。It is a flowchart which shows the whole process sequence for the train position area detection in the Example of this invention. 本発明の実施例における軌道回路によるリレー状態および電力情報取得処理手順を示すフローチャートである。It is a flowchart which shows the relay state and electric power information acquisition process sequence by the track circuit in the Example of this invention. 本発明の実施例における電力管理システムによる架線電圧降下位置算出処理手順を示すフローチャートである。It is a flowchart which shows the overhead wire voltage drop position calculation processing procedure by the power management system in the Example of this invention. 本発明の実施例における連動システムによる軌道回路短絡位置算出処理手順を示すフローチャートである。It is a flowchart which shows the track circuit short circuit position calculation process sequence by the interlocking | linkage system in the Example of this invention. 本発明の実施例における運行管理システムにおける在線位置算出処理手順を示すフローチャートである。It is a flowchart which shows the standing line position calculation processing procedure in the operation management system in the Example of this invention. 本発明の実施例における実施例２における情報重要度管理データ構造の例である。It is an example of the information importance management data structure in Example 2 in the Example of this invention. 本発明の実施例における実施例２における情報重要度付加時の在線位置算出処理手順を示すフローチャートである。It is a flowchart which shows the standing line position calculation process sequence at the time of the information importance addition in Example 2 in the Example of this invention.
　以下、図面を用いて実施例を説明する。 Hereinafter, examples will be described with reference to the drawings.
　本実施例では、無停止に併合制御を行う列車システムについて説明する。 In this embodiment, a train system that performs merge control without stopping will be described.
　図１は、本実施例の鉄道車両システムの構成図の例である。連動システム１０３と電力管理システム１０４と接続されている運行管理システム１０１は、前記連動システム１０３および電力管理システム１０４から得た情報と自身が保持する情報に基づき、列車位置検知を行なう。 FIG. 1 is an example of a configuration diagram of the railway vehicle system of the present embodiment. The operation management system 101 connected to the interlocking system 103 and the power management system 104 performs train position detection based on information obtained from the interlocking system 103 and the power management system 104 and information held by itself.
　運行管理システム１０１は運行管理部、電力管理システム１０４電力管理部と呼ばれることもある。 The operation management system 101 is sometimes called an operation management unit or a power management system 104 power management unit.
　運行管理システム１０１は位置情報受信部１１１、列車位置算出部１１２、ダイヤ作成部１１３、ダイヤ管理部１１４、在線情報表示部１１５、運転整理部１１６を有する。連動システム１０３はＩＯ受信部１３１、センサ情報受信部１３２、軌道回路短絡位置算出部１３３を有する。軌道回路１０２は軌道リレー部１２１、軌道回路用電源ユニット１２２、軌道回路電力センサ１２３を有する。電力管理システム１０４は架線電力センサ１４１、架線電圧降下位置算出部１４２を有する。 The operation management system 101 includes a position information receiving unit 111, a train position calculating unit 112, a diagram creating unit 113, a diagram managing unit 114, an on-line information display unit 115, and an operation arranging unit 116. The interlocking system 103 includes an IO receiving unit 131, a sensor information receiving unit 132, and a track circuit short-circuit position calculating unit 133. The track circuit 102 includes a track relay unit 121, a track circuit power supply unit 122, and a track circuit power sensor 123. The power management system 104 includes an overhead line power sensor 141 and an overhead line voltage drop position calculation unit 142.
　軌道リレー部１２１は軌道回路用電源ユニット１２２が軌道１０５に供給する電流の状態により、前記軌道リレー部１２１のリレーこう上/落下に依存するリレー状態情報１５１を送信する。ＩＯ制御部１３１はリレー状態情報１５１を受信する。 The track relay unit 121 transmits relay status information 151 depending on the relay rising / falling of the track relay unit 121 according to the state of the current supplied to the track 105 by the track circuit power supply unit 122. The IO control unit 131 receives the relay state information 151.
　軌道回路電力センサ１２３は軌道回路用電源ユニット１２２が軌道１０５に供給する電流および電圧の状態を取得し、軌道回路電力情報１５２を送信する。軌道回路センサ情報受信部１３２は軌道回路電力情報１５２を受信する。 The track circuit power sensor 123 acquires the state of the current and voltage that the track circuit power supply unit 122 supplies to the track 105, and transmits the track circuit power information 152. The track circuit sensor information receiving unit 132 receives the track circuit power information 152.
　軌道回路短絡位置算出部１３３はＩＯ制御部１３１および軌道回路センサ情報受信部１３２から受信したリレー状態情報１５１および軌道回路電力情報１５２に基づき算出し、短絡位置エリア情報１５３を送信する。位置情報受信部１１１は短絡位置エリア情報１５３を受信する。 The track circuit short circuit position calculation unit 133 calculates based on the relay state information 151 and the track circuit power information 152 received from the IO control unit 131 and the track circuit sensor information reception unit 132, and transmits the short circuit position area information 153. The position information receiving unit 111 receives the short-circuit position area information 153.
　架線電圧降下位置算出部１４２は架線１０６に供給されている電流及び電圧の状態を取得する架線電圧センサが保持している架線電圧情報を使用して算出し、電圧降下位置エリア情報１５４を送信する。位置情報受信部１１１は電圧降下位置エリア情報１５４を受信する。 The overhead line voltage drop position calculation unit 142 calculates the current and voltage supplied to the overhead line 106 using the overhead line voltage information held by the overhead line voltage sensor, and transmits the voltage drop position area information 154. . The position information receiving unit 111 receives the voltage drop position area information 154.
　このうち軌道リレー部１２１からＩＯ制御部１３１へ受信されるリレー状態情報１５１は、リレー回路による電気通信によって実現する。その他の情報は、例えばレーザを用いた光通信、空間波を用いた無線通信、専用ケーブルを用いた通信などの手段によって実現する。 Among these, the relay status information 151 received from the track relay unit 121 to the IO control unit 131 is realized by electrical communication using a relay circuit. Other information is realized by means such as optical communication using a laser, wireless communication using a spatial wave, or communication using a dedicated cable.
　運行管理システム１０１は、連動システム１０３および電力管理システム１０４から位置情報受信部１１１に送信された位置情報に加え、ダイヤ管理部１１４が保持するダイヤ情報を用いて、列車位置算出部１１２にて在線位置を算出する。 The operation management system 101 uses the diagram information held by the diagram management unit 114 in addition to the location information transmitted from the interlocking system 103 and the power management system 104 to the location information receiving unit 111, and the train location calculation unit 112 Calculate the position.
　ダイヤ管理部１１４は、ダイヤ作成部１１３より営業前に作成された計画ダイヤや営業中の運転整理により修正された実施ダイヤ、実際に列車が運行した実績ダイヤを保持しており、列車位置算出部１１２の命令により、前記列車位置算出部１１２へ該当するダイヤ情報を提供する。 The diamond management unit 114 holds a schedule diagram created before the sales operation from the diagram creation unit 113, an execution diagram modified by the operation arrangement during operation, and a record diagram of actual train operation, and a train position calculation unit. According to the command 112, the corresponding diamond information is provided to the train position calculation unit 112.
　ダイヤ作成部１１３は、基本ダイヤに基づくダイヤに営業開始前までに行なわれたダイヤ変更を反映したダイヤ情報をダイヤ管理部１１４へ送信する。ダイヤ情報の送信は基本的に営業開始前までに実施されるが、指令員などの判断により、任意のタイミングでダイヤ管理部１１４へダイヤ情報を送信することが可能である。 The diamond creation unit 113 transmits to the diamond management unit 114 the diamond information reflecting the diamond changes made before the start of business in the diamond based on the basic diamond. The transmission of the diamond information is basically carried out before the start of business, but it is possible to transmit the diamond information to the diamond management unit 114 at an arbitrary timing based on the judgment of a commander or the like.
　列車位置算出部１１２は、位置情報とダイヤ情報から在線位置を算出し、算出した在線位置情報を運転整理部１１６および在線情報表示部１１５へ送信する。本実施例では、在線位置情報の送信先を前記運転整理部１１６と在線情報表示部に限定しているが、例えば駅構内に設置されている列車到着時刻表示器を管理する旅客案内システムや線路付近に設置されている列車の接近を知らせる列車接近警報器のような、在線位置情報を活用できるシステムへ送信しても良い。 The train position calculation unit 112 calculates the existing line position from the position information and the diagram information, and transmits the calculated existing line position information to the operation arranging unit 116 and the existing line information display unit 115. In this embodiment, the transmission destination of the on-line position information is limited to the operation arranging unit 116 and the on-line information display unit. For example, a passenger guidance system or a track that manages a train arrival time indicator installed in the station premises You may transmit to the system which can utilize a track location information like the train approach alarm which notifies the approach of the train installed in the vicinity.
　運転整理部１１６は、ダイヤ管理部１１４が管理するダイヤ情報に対して変更修正機能を備えている。列車遅延や列車運休などの不測の事態が発生した場合、列車位置算出部から受信した在線情報に基づき、前記ダイヤ管理部１１４が保持しているダイヤ情報に対して、適切な変更修正を実施する。適切に変更修正を実施された前期ダイヤ管理部１１４が保持しているダイヤ情報は、列車位置算出部１１２へ提供され、在線位置の算出に使用される。 The operation organizing unit 116 has a function of changing and correcting the diamond information managed by the diamond managing unit 114. When an unexpected situation such as train delay or train suspension occurs, appropriate change correction is performed on the diagram information held by the diagram management unit 114 based on the on-line information received from the train position calculation unit . The schedule information held by the schedule management unit 114 that has been appropriately modified and corrected is provided to the train position calculation unit 112 and is used for calculating the standing line position.
　在線情報表示部１１５は、列車位置算出部１１２から受信した在線位置情報をディスプレイなどに表示する。表示先は指令室のディスプレイや列車運用に関わるスタッフが所有するタブレットなど、特に限定しない。また在線情報表示部１１５は、運転整理部１１６と同等に、手動でダイヤ管理部１１４が管理するダイヤ情報に対して変更修正機能を備えている。指令員などの判断により、運転整理を実施することが可能である。 The standing line information display unit 115 displays the standing line position information received from the train position calculation unit 112 on a display or the like. The display destination is not particularly limited, such as a display in the command room or a tablet owned by the staff involved in train operation. The standing line information display unit 115 has a function of changing and correcting the diamond information manually managed by the diamond management unit 114, similar to the operation arranging unit 116. It is possible to organize the operation based on the judgment of the commander.
　また列車位置算出部１１２は、ダイヤ情報から列車走行位置エリア情報を算出する機能を備えている。ダイヤ管理部１１４から提供されたダイヤ情報と現時刻に基づき、列車が軌道１０５上のどの範囲を走行しているかを抽出する。走行範囲は提供されたダイヤ情報の粒度が細かいほど、より詳細な範囲を抽出することが可能である。 Further, the train position calculation unit 112 has a function of calculating train travel position area information from the diagram information. Based on the diagram information provided from the diagram management unit 114 and the current time, it is extracted which range on the track 105 the train is traveling on. As the travel range is finer, the more detailed range can be extracted.
　軌道回路１０２は、軌道回路用電源ユニット１２２が定常的に軌道１０５に出力している電力を利用し、軌道リレー部１２１による軌道回路内への列車の侵入と軌道回路電力センサ１２３による前記軌道回路用電源ユニット１２２に入力される軌道回路電力データを取得する。 The track circuit 102 uses the electric power that the track circuit power supply unit 122 outputs to the track 105 steadily, the train enters the track circuit by the track relay unit 121, and the track circuit by the track circuit power sensor 123. Track circuit power data input to the power supply unit 122 is acquired.
　軌道リレー部１２１は、軌道内に列車１０７が存在しない場合、リレーがこう上状態を保ち、軌道内に列車が存在する場合、軌道回路１０２が短絡し、リレーが落下状態に遷移する。これらにより、軌道内の列車の有無をリレー状態情報１５１として連動システム１０３に伝送する。 When the train 107 does not exist in the track, the track relay unit 121 keeps the relay above, and when the train exists in the track, the track circuit 102 is short-circuited and the relay transits to the fall state. As a result, the presence / absence of the train in the track is transmitted to the interlocking system 103 as the relay status information 151.
　連動システム１０３は、ＩＯ制御部１０３から受信したリレー状態情報１５１および軌道回路センサ情報受信部１３２から受信した軌道回路電力情報１５２に基づき、軌道回路短絡位置算出部１３３において軌道回路の短絡位置を算出する。 Based on the relay state information 151 received from the IO control unit 103 and the track circuit power information 152 received from the track circuit sensor information receiving unit 132, the interlocking system 103 calculates the track circuit short circuit position in the track circuit short circuit position calculation unit 133. To do.
　ＩＯ制御部１３１は、軌道リレー部１２１から受信したリレー状態情報１５１をデジタル信号に変換する機能を備えている。デジタル信号に変換されたリレー状態情報１５１は、軌道回路短絡位置算出部１３３へ送信される。 The IO control unit 131 has a function of converting the relay state information 151 received from the track relay unit 121 into a digital signal. The relay state information 151 converted into a digital signal is transmitted to the track circuit short circuit position calculation unit 133.
　軌道回路短絡位置算出部１３３は、軌道回路用電源ユニット１２２から定常的に出力される電力の出力値データおよび軌道回路設備データを有し、これらの情報と軌道回路電力情報１５２を分析することで軌道回路短絡位置を算出することが可能である。 The track circuit short-circuit position calculation unit 133 has output value data and track circuit facility data of power output from the track circuit power supply unit 122 steadily, and analyzes these information and track circuit power information 152. It is possible to calculate the track circuit short circuit position.
　電力管理システム１０４は、架線電力センサ１４１において検出した架線１０６にかかる電圧および電流に基づき、架線電圧降下位置算出部１４２において架線の電圧降下位置を算出する。 The power management system 104 calculates the voltage drop position of the overhead line in the overhead line voltage drop position calculation unit 142 based on the voltage and current applied to the overhead line 106 detected by the overhead line power sensor 141.
　架線電圧降下位置算出部１４２は、供給電圧などの架線データを有し、これらと架線電力センサ１４１の架線電圧データを分析することで、電圧降下位置を算出することが可能である。 The overhead line voltage drop position calculation unit 142 has overhead line data such as a supply voltage, and can analyze the overhead line voltage data of the overhead line power sensor 141 to calculate the voltage drop position.
　本実施例では、短絡位置エリア情報１５３の算出を連動システム１０３で、電圧降下位置エリア情報１５４の算出を電力管理システム１０４で実施しているが、算出する機能は運行管理システム１０１が備えていてもよい。 In this embodiment, the short-circuit position area information 153 is calculated by the interlocking system 103 and the voltage drop position area information 154 is calculated by the power management system 104. However, the operation management system 101 has a function to calculate. Also good.
　軌道回路１０２と連動システム１０３の通信、電力管理システム１０４と運行管理システム１０１との通信はネットワーク１０６経由で実行する。連動システム１０３と運行管理システム１０１との通信はネットワーク１０６経由で実行してもよいし、一つのシステムとして構成されていても良い。 The communication between the track circuit 102 and the interlocking system 103 and the communication between the power management system 104 and the operation management system 101 are executed via the network 106. Communication between the interlocking system 103 and the operation management system 101 may be executed via the network 106 or may be configured as one system.
　本実施例では図１に記載されている運行管理システム１０１だけでなく、連動システム１０３、電力管理システム１０４、軌道回路１０２等を含めて鉄道運行管理システムと説明しているが、運行管理システム１０１と連動システム１０３のように図１に記載されている構成要素のいくつかを組み合わせて鉄道運行管理システムを構成すれば良く、必ずしも図１に記載の全ての構成要素が含まれている必要はない。 In this embodiment, not only the operation management system 101 described in FIG. 1 but also the interlocking system 103, the power management system 104, the track circuit 102, and the like are described as a railway operation management system. As in the interlocking system 103, a railway operation management system may be configured by combining some of the components shown in FIG. 1, and it is not always necessary to include all the components shown in FIG. .
　図２(a)は、電力管理システム１０４内の架線電圧降下位置算出部１４２が有する、前記電力管理システム１０４が管理する架線データ構造、図２(b)は架線電力センサ１４１で取得できる架線電力センサデータ構造の一例を示す図である。架線データ２０１には、架線長、架線単位数、抵抗器抵抗、抵抗器数、供給電圧が含まれる。架線電力センサデータ２０２には、測定時刻、電圧値、電流値が含まれる。架線データ２０１および架線電流電圧データ２０２は、架線電圧降下位置算出部１４２による電圧降下位置エリア情報１５４の算出のための基礎データとして使用する。具体的には、供給電圧から架線長や抵抗器による、および列車への電力供給やパンタグラフの抵抗を考慮して、架線電力センサ１４１で測定された架線電力センサデータ２０２に記録されている電圧値と電流値との減衰率により、電圧降下位置エリア情報１５４を算出する。 2A is an overhead line data structure managed by the power management system 104, which the overhead line voltage drop position calculation unit 142 in the power management system 104 has, and FIG. 2B is an overhead line power that can be acquired by the overhead line power sensor 141. It is a figure which shows an example of a sensor data structure. The overhead wire data 201 includes the overhead wire length, the number of overhead wire units, the resistor resistance, the number of resistors, and the supply voltage. The overhead power sensor data 202 includes measurement time, voltage value, and current value. The overhead wire data 201 and the overhead wire current voltage data 202 are used as basic data for calculating the voltage drop position area information 154 by the overhead wire voltage drop position calculation unit 142. Specifically, the voltage value recorded in the overhead wire power sensor data 202 measured by the overhead wire power sensor 141 in consideration of the power supply voltage from the overhead wire length and resistors, and the resistance of the power supply and pantograph to the train. The voltage drop position area information 154 is calculated based on the attenuation rate of the current value.
　図３(a)は、連動システム１０３内の軌道回路短絡位置算出部１３３が有する、軌道回路１０２の設備データ構造の例、図３(ｂ)は前記軌道回路１０２内の軌道回路電力センサ１２３から受信した軌道回路電力情報１５２の管理データ構造の一例を示す図である。軌道回路設備データ３０１には、軌道回路長、漏れ抵抗、供給電圧が含まれる。前記漏れ抵抗は、露出しているレールに電気を流すので、降雨などによるバラスト状態の変化の影響を受け電気が漏れやすい状態になっているため、レールの状態により複数の抵抗値を持つ。例えば、すなわち軌道回路が濡れていればいるほど、漏れ抵抗の値は小さくなる。どの漏れ抵抗の値を適用するかは、軌道回路短絡位置算出部１３３が判断する。軌道回路電力センサデータ３０２には、測定時刻、電圧値、電流値が含まれる。軌道回路設備データ３０１および軌道回路電力センサデータ３０２は、軌道回路短絡位置算出部１３３による短絡位置エリア情報１５３の算出のための基礎データとして使用する。具体的には、供給電圧から漏れ抵抗および列車の車軸抵抗を考慮して、軌道回路電力センサ１２３で測定された軌道回路電力センサデータ３０２に記録されている電圧値と電流値との減衰率により、短絡位置エリア情報１５３を算出する。 3A shows an example of the equipment data structure of the track circuit 102 included in the track circuit short-circuit position calculation unit 133 in the interlocking system 103. FIG. 3B shows the track circuit power sensor 123 in the track circuit 102. It is a figure which shows an example of the management data structure of the track circuit electric power information 152 received. The track circuit facility data 301 includes track circuit length, leakage resistance, and supply voltage. Since the leakage resistance causes electricity to flow through the exposed rail, it is in a state where electricity is likely to leak due to the influence of a change in the ballast state due to rainfall or the like, and thus has a plurality of resistance values depending on the state of the rail. For example, the wetter the track circuit, the smaller the value of leakage resistance. The track circuit short-circuit position calculation unit 133 determines which leakage resistance value is applied. The track circuit power sensor data 302 includes measurement time, voltage value, and current value. The track circuit facility data 301 and the track circuit power sensor data 302 are used as basic data for calculating the short circuit position area information 153 by the track circuit short circuit position calculation unit 133. Specifically, considering the leakage resistance and the train axle resistance from the supply voltage, the decay rate between the voltage value and the current value recorded in the track circuit power sensor data 302 measured by the track circuit power sensor 123 is used. The short-circuit position area information 153 is calculated.
　図４は、運行管理システム１１４内のダイヤ管理部１１４が有する、ダイヤデータ構造の一例を示す図である。ダイヤデータ４０１には、列番、方向、着発時刻、走行パターンが含まれる。列車位置算出部１１２は、ダイヤ管理部１１４へ現時刻付近のダイヤデータを要求し、着発時刻と走行パターンから現時刻における列車走行位置エリア情報を算出する。 FIG. 4 is a diagram illustrating an example of a diagram data structure included in the diagram management unit 114 in the operation management system 114. The diamond data 401 includes a row number, a direction, an arrival time, and a running pattern. The train position calculation unit 112 requests diagram data near the current time to the diagram management unit 114, and calculates train travel position area information at the current time from the arrival time and the travel pattern.
　図５は、運行管理システム１１４内の列車位置算出部１３３が有する、位置エリア情報データ構造の一例を示す図である。位置エリア情報データ５０１には、位置情報受信部１１１から受信した短絡位置エリア情報１５３および電圧降下位置エリア情報１５４と、前記列車位置算出部１３３が算出した列車走行位置エリア情報を時刻毎に一覧保持している。前記列車位置算出部１１３は、これらのエリア情報を使用して、在線位置エリアの算出を実施する。 FIG. 5 is a diagram illustrating an example of a position area information data structure that the train position calculation unit 133 in the operation management system 114 has. In the position area information data 501, the short-circuit position area information 153 and the voltage drop position area information 154 received from the position information receiving unit 111, and the train travel position area information calculated by the train position calculation unit 133 are stored in a list for each time. is doing. The train position calculation unit 113 calculates the existing line position area using these area information.
　図６は、列車位置検知のための全体処理手順の例を示す。 FIG. 6 shows an example of an overall processing procedure for detecting the train position.
　列車位置検知を開始（Ｓ１０１０）すると、軌道回路用電源ユニット１２２は軌道１０５に電気を供給し、軌道リレー部１２１および軌道回路電力センサ１２３は軌道回路情報取得処理Ｓ１０２０を実施する。軌道回路情報取得処理Ｓ１０２０の結果、ＩＯ制御部１３１および軌道回路センサ情報受信部１３２を経由して軌道回路電力情報１５２を受信した軌道回路短絡位置算出部１３３は、軌道回路短絡位置算出処理Ｓ１０３０を実施する。また、架線電力センサ１４１および架線電圧降下位置算出部１４２は、架線電圧降下位置算出処理Ｓ１０４０を実施する。軌道回路情報取得処理Ｓ１０２０および軌道回路短絡位置算出処理Ｓ１０３０および架線電圧降下位置処理Ｓ１０４０の詳細は図７および図８および図９を用いて後述する。なお、本願において列車位置検知の開始は、全体システムが立ち上がり、列車運行が開始した時点を前提としているが、列車位置検知の開始および終了を指令員などが指示するようにしてもよい。また、架線電圧降下位置算出処理１０４０は、軌道回路情報取得処理Ｓ１０２０および軌道回路短絡位置算出処理Ｓ１０３０に対して疎結合であるため、並列もしくは前に実施しても列車位置検知に影響を与えない。 When train position detection is started (S1010), the track circuit power supply unit 122 supplies electricity to the track 105, and the track relay unit 121 and the track circuit power sensor 123 perform track circuit information acquisition processing S1020. As a result of the track circuit information acquisition process S1020, the track circuit short circuit position calculation unit 133 that has received the track circuit power information 152 via the IO control unit 131 and the track circuit sensor information reception unit 132 performs the track circuit short circuit position calculation process S1030. carry out. The overhead wire power sensor 141 and the overhead wire voltage drop position calculation unit 142 perform overhead wire voltage drop position calculation processing S1040. Details of track circuit information acquisition processing S1020, track circuit short-circuit position calculation processing S1030, and overhead line voltage drop position processing S1040 will be described later with reference to FIGS. In the present application, the start of the train position detection is based on the time when the entire system starts up and the train operation starts. However, the instructor or the like may instruct the start and end of the train position detection. Further, the overhead line voltage drop position calculation process 1040 is loosely coupled to the track circuit information acquisition process S1020 and the track circuit short-circuit position calculation process S1030, so that it does not affect the train position detection even if performed in parallel or before. .
　次に列車位置算出部１１２は在線位置算出処理Ｓ１０５０を実施し、在線位置エリアを算出する。在線位置算出処理Ｓ１０５０の詳細は図１０を用いて後述する。在線位置エリアが算出できたか否かを判定するＳ１０６０を実施し、位置情報を算出するための情報が不足しており在線位置エリアを算出できなかった場合、列車位置を特定することが不可能であるため、列車位置検知失敗とし、列車位置検知終了Ｓ１１００となる。 Next, the train position calculation unit 112 performs a standing line position calculation process S1050 to calculate a standing line position area. Details of the standing line position calculation processing S1050 will be described later with reference to FIG. It is impossible to specify the train position when S1060 for determining whether or not the on-line position area has been calculated is performed, and the information for calculating the position information is insufficient and the on-line position area cannot be calculated. Therefore, the train position detection fails and the train position detection ends S1100.
　位置情報を算出するための情報があり在線位置エリアを算出できた場合、列車位置算出部１１２は、在線情報表示部１１５および運転整理部１１６へ在線位置エリア情報通知Ｓ１０７０を実施する。在線位置エリア情報を受信した在線情報表示部１１５および運転整理部１１６は、在線情報の表示Ｓ１０８０および運転整理及びダイヤ修正Ｓ１０９０を実施し、ディスプレイなどによる在線情報表示および運転整理処理とその結果として必要があればダイヤ管理部１１４が管理するダイヤ情報を修正する。その後列車位置検知終了Ｓ１１００となる。前記在線情報表示Ｓ１０８０および前記運転整理およびダイヤ修正Ｓ１０９０は、どちらを先に実施しても問題は生じない。 When there is information for calculating the position information and the existing line position area can be calculated, the train position calculating unit 112 performs the existing line position area information notification S1070 to the existing line information display unit 115 and the operation arranging unit 116. The on-line information display unit 115 and the operation organizing unit 116 that have received the on-line position area information perform the on-line information display S1080 and the operation organization and diagram correction S1090, and are necessary as a result of the on-line information display and operation organization processing on the display or the like. If there is, the diagram information managed by the diagram management unit 114 is corrected. Thereafter, the train position detection ends S1100. The on-line information display S1080 and the operation arrangement and diamond correction S1090 do not cause a problem no matter which one is executed first.
　実施例１では、列車位置検知の1サイクルにおける全体処理フローを述べているが、列車位置検知は一定の間隔で実施されるものとする。間隔は任意であるが、在線情報表示部１１５による在線情報表示の更新サイクルや運転整理部１１６の処理サイクルを考慮し決定することが望ましい。例えば、在線情報表示および運転整理処理が1秒毎である場合には、列車位置検知の全体処理フローは1秒間隔の実施が適切であり、運転整理処理が600ミリ秒である場合には、600ミリ秒間隔の実施が適切である。 In Example 1, the overall processing flow in one cycle of train position detection is described, but train position detection is assumed to be performed at regular intervals. Although the interval is arbitrary, it is desirable that the interval be determined in consideration of the update cycle of the standing line information display by the standing line information display unit 115 and the processing cycle of the operation arranging unit 116. For example, if the on-line information display and driving arrangement processing are every 1 second, the overall processing flow of train position detection is appropriate to be performed every 1 second, and if the driving arrangement processing is 600 milliseconds, A 600 millisecond interval is appropriate.
　図７は、軌道リレー部１２１および軌道回路電力センサ１２２が実施する軌道回路電力情報取得処理Ｓ１０２０の手順を示す。 FIG. 7 shows the procedure of the track circuit power information acquisition process S1020 performed by the track relay unit 121 and the track circuit power sensor 122.
　軌道回路１０２が起動すると、軌道回路用電源ユニット１２２による軌道１０５への電力供給が行われ、前記軌道回路１０２の接点とループ構造となる軌道内が通電する（Ｓ１０２１）。その後、軌道回路１０２が起動し続けている間、軌道回路用電源ユニット１２２は電力を供給し続けるため、前述の軌道内は通電状態が維持される。したがって、前記Ｓ１０２１は、処理毎に実施されるということではないが、軌道回路情報取得処理毎にその瞬間の電力測定が行われるため、処理手順として明示している。 When the track circuit 102 is activated, power is supplied to the track 105 by the track circuit power supply unit 122, and the contact point of the track circuit 102 and the loop structure are energized (S1021). Thereafter, while the track circuit 102 continues to be activated, the track circuit power supply unit 122 continues to supply power, so that the energized state is maintained in the track. Therefore, although S1021 is not performed for each process, the power measurement at that moment is performed for each track circuit information acquisition process, and is thus clearly shown as a process procedure.
　次に軌道リレー部１２１が有する軌道リレーの電流の有無を確認する（Ｓ１０２２）。軌道リレーは軌道１０５と接点で接続されており、軌道回路用電源ユニット１２２を含めたループ構造となっている。ループ内に列車が存在しない場合、軌道リレーは通電状態となるが、ループ内に列車が存在する場合、軌道回路用電源ユニット１２２と列車の車軸がループ構造となり、軌道リレーは無通電状態となる。 Next, it is confirmed whether or not there is a current in the track relay included in the track relay unit 121 (S1022). The track relay is connected to the track 105 at a contact point, and has a loop structure including the track circuit power supply unit 122. When there is no train in the loop, the track relay is energized, but when there is a train in the loop, the track circuit power supply unit 122 and the train axle are in a loop structure, and the track relay is in a non-energized state. .
　軌道リレーの電流が流れている場合、軌道リレーは軌道１０５上に列車が存在しないことを示すこう上状態を維持する（Ｓ１０２３）。軌道リレーに電流が流れていない場合、軌道リレーは軌道１０５上に列車が存在することを示す落下状態へ遷移する（Ｓ１０２４）。Ｓ１０２３あるいはＳ１０２４の状態をＩＯ制御部１３１へリレー状態情報１５１として通知する（Ｓ１０２５）。 When the current of the track relay is flowing, the track relay maintains the above state indicating that there is no train on the track 105 (S1023). When no current is flowing through the track relay, the track relay transitions to a fall state indicating that a train is present on the track 105 (S1024). The state of S1023 or S1024 is notified to the IO control unit 131 as relay state information 151 (S1025).
　また、軌道回路電力センサ１３３は軌道回路の電力を測定し、その結果を軌道回路電力センサデータ３０２に測定データを格納する（Ｓ１０２６）。前記測定データを格納した軌道回路電力センサデータ３０２は、前記軌道回路電力センサ１３３により軌道回路センサ情報受信部１３２へ軌道回路電力情報１５２として通知される。（Ｓ１０２７）
　Ｓ１０２５およびＳ１０２７が実施された後、軌道回路情報取得処理を終了する（Ｓ１０２８）。 The track circuit power sensor 133 measures the power of the track circuit and stores the measurement data in the track circuit power sensor data 302 (S1026). The track circuit power sensor data 302 storing the measurement data is notified to the track circuit sensor information receiving unit 132 as track circuit power information 152 by the track circuit power sensor 133. (S1027)
After S1025 and S1027 are performed, the track circuit information acquisition process is terminated (S1028).
　図８は、架線電力センサ１４１および架線電圧降下位置算出部１４２が実施する架線電圧降下位置算出処理Ｓ１０３０の手順を示す。 FIG. 8 shows the procedure of overhead wire voltage drop position calculation processing S1030 performed by the overhead wire power sensor 141 and overhead wire voltage drop position calculation unit 142.
　架線電力センサ１４１は、架線１０６に流れている電力を測定し、架線電力センサデータ２０２に測定データを格納し、前記測定データを架線電圧降下位置算出部１４２へ通知する（Ｓ１０３１）。測定データを受信した架線電圧降下位置算出部１４２は、架線データ３０１および前記測定データに基づいて、架線電圧降下位置を算出する（Ｓ１０３２）。算出方法は図２の説明で述べたとおりである。算出した前記架線電圧降下位置は、誤差補正が行われ、電圧降下位置エリア情報１５４が算出される（Ｓ１０３３）。算出された前記電圧降下位置エリア情報１５４を位置情報受信部１１１へ送信（Ｓ１０３４）し、架線電圧降下位置算出処理を終了する（Ｓ１０３５）。 The overhead line power sensor 141 measures the power flowing through the overhead line 106, stores the measurement data in the overhead line power sensor data 202, and notifies the overhead line voltage drop position calculation unit 142 of the measurement data (S1031). The overhead wire voltage drop position calculation unit 142 that has received the measurement data calculates the overhead wire voltage drop position based on the overhead wire data 301 and the measurement data (S1032). The calculation method is as described in the explanation of FIG. The calculated overhead wire voltage drop position is subjected to error correction, and voltage drop position area information 154 is calculated (S1033). The calculated voltage drop position area information 154 is transmitted to the position information receiving unit 111 (S1034), and the overhead wire voltage drop position calculation process is terminated (S1035).
　図９は、軌道回路短絡位置算出部１３３が実施する軌道回路短絡位置算出処理Ｓ１０４０の手順を示す。 FIG. 9 shows the procedure of the track circuit short-circuit position calculating process S1040 performed by the track circuit short-circuit position calculating unit 133.
　軌道リレー部１２１からのリレー状態情報１５１を受信したＩＯ制御部１３１は、前記リレー状態情報１５１をデジタル信号に変換する。軌道回路短絡位置算出部１３３は、デジタル信号に変換された前記リレー状態情報１５１を取得する（Ｓ１０４１）。また、軌道回路センサ情報受信部１３２を経由して、軌道回路電力センサ１２３からの軌道回路電力情報１５２を取得する（Ｓ１０４２）。Ｓ１０４１およびＳ１０４２の処理順序はどちらが前に実施されてもよい。 The IO control unit 131 that has received the relay state information 151 from the track relay unit 121 converts the relay state information 151 into a digital signal. The track circuit short-circuit position calculation unit 133 acquires the relay state information 151 converted into a digital signal (S1041). Further, the track circuit power information 152 from the track circuit power sensor 123 is acquired via the track circuit sensor information receiving unit 132 (S1042). Either of the processing orders of S1041 and S1042 may be performed before.
　軌道回路短絡位置算出部１３３は、Ｓ１０４１によって取得したリレー状態情報から軌道リレーの落下状態であるか否かを判断する（Ｓ１０４３）。軌道リレーが落下状態でない（こう上状態である）場合、軌道回路１０２が管理する軌道上に列車が存在しないことが判明するため、短絡位置情報を算出することなく、軌道回路短絡位置算出処理を終了する（Ｓ１０４８）。軌道リレーが落下状態の場合、図３の３０１に示す軌道回路設備データに基づいて、軌道回路電力情報１５２から抵抗値を算出し（Ｓ１０４４）、抵抗値から軌道回路短絡位置情報を算出する（Ｓ１０４５）。算出された前記軌道回路短絡位置情報は、誤差補正が行われ、短絡位置エリア情報１５３が算出される（Ｓ１０４６）。算出された前記短絡位置エリア情報１５３を位置情報受信部１１１へ送信（Ｓ１０４７）し、軌道回路短絡位置算出処理を終了する（Ｓ１０４８）。 The track circuit short-circuit position calculation unit 133 determines whether or not the track relay is in a fall state from the relay status information acquired in S1041 (S1043). When the track relay is not in the fall state (it is in the upward state), it is found that there is no train on the track managed by the track circuit 102. Therefore, the track circuit short-circuit position calculation process is performed without calculating the short-circuit position information. The process ends (S1048). When the track relay is in the fall state, the resistance value is calculated from the track circuit power information 152 based on the track circuit facility data 301 shown in FIG. 3 (S1044), and the track circuit short-circuit position information is calculated from the resistance value (S1045). ). The calculated track circuit short-circuit position information is subjected to error correction, and short-circuit position area information 153 is calculated (S1046). The calculated short circuit position area information 153 is transmitted to the position information receiving unit 111 (S1047), and the track circuit short circuit position calculation process is terminated (S1048).
　図１０は、列車位置算出部１１２が実施する在線位置算出処理１０５０の手順を示す。 FIG. 10 shows the procedure of the track position calculation process 1050 performed by the train position calculation unit 112.
　列車位置算出部１１２は、位置情報受信部１１２を経由して、軌道回路短絡位置算出部からの短絡位置エリア情報１５３および架線電圧降下位置算出部１４２からの電圧降下位置エリア情報１５４を取得する（Ｓ１０５１）。次にダイヤ管理部１１４から取得したダイヤ情報と現時刻から列車走行位置エリア情報を算出する（Ｓ１０５２）。前記列車走行位置エリア情報の算出方法は前述のとおりである。次に取得および算出した位置エリア情報のうち、２つ以上の位置エリア情報があるかを確認する（Ｓ１０５３）。２つ以上の位置エリア情報が無い場合、在線位置を算出することは不可能と判断し、在線位置算出処理を終了する（Ｓ１０５７）。２つ以上の位置エリア情報がある場合、取得および算出した位置エリア情報に対して重複するエリアがあるかを確認する（Ｓ１０５４）。重複するエリアが無い場合、在線位置を算出することは不可能と判断し、在線位置算出処理を終了する（Ｓ１０５７）。重複するエリアがある場合、重複するエリアを在線位置エリアとして算出（Ｓ１０５５）し、在線位置エリア情報として通知し（Ｓ１０５６）、在線位置算出処理を終了する（Ｓ１０５７）。 The train position calculation unit 112 acquires the short circuit position area information 153 from the track circuit short circuit position calculation unit and the voltage drop position area information 154 from the overhead line voltage drop position calculation unit 142 via the position information reception unit 112 ( S1051). Next, train travel position area information is calculated from the diamond information acquired from the diamond management unit 114 and the current time (S1052). The calculation method of the train travel position area information is as described above. Next, it is confirmed whether there are two or more pieces of position area information among the acquired and calculated position area information (S1053). When there is no more than two pieces of position area information, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process is terminated (S1057). When there are two or more pieces of position area information, it is checked whether there is an overlapping area with the acquired and calculated position area information (S1054). If there is no overlapping area, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process is terminated (S1057). If there is an overlapping area, the overlapping area is calculated as a standing line position area (S1055), notified as standing line position area information (S1056), and the standing line position calculation process is terminated (S1057).
　以上に説明した処理により、実施例１記載の在線位置エリアを算出することができる。 The existing line position area described in the first embodiment can be calculated by the processing described above.
　実施例１に記載の列車位置検知手順によると、従来の鉄道システムが備える運行管理システム、電力管理システム、信号システムから、列車位置が想定可能なダイヤ情報、架線電圧低下情報、軌道回路短絡位置情報を取得し範囲情報の重なる領域を分析することで、地上子などのセンサ設備追加によるコストが発生することなく列車位置検知を行なうことができ、情報を得るための装置における単一故障が発生した際にも、継続的に軌道回路よりも詳細な列車位置検知を実現できる。同時に、設備追加によるコストの削減を実現できる。 According to the train position detection procedure described in the first embodiment, the train information in which the train position can be assumed, the overhead line voltage drop information, and the track circuit short-circuit position information from the operation management system, power management system, and signal system provided in the conventional railway system. By analyzing the area where the range information overlaps, it is possible to detect the train position without incurring the cost of adding sensor equipment such as a ground unit, and a single failure has occurred in the device for obtaining information. Even in such a case, it is possible to continuously realize more detailed train position detection than the track circuit. At the same time, the cost can be reduced by adding equipment.
　詳細な列車位置情報は省エネ運転を行なうための情報としても使用できるため、運用コスト低減も実現する。 詳細 Detailed train location information can also be used as information for energy-saving operation, thus reducing operating costs.
　実施例１では、在線位置算出処理１０５０を実施し、位置エリア情報が２つ以上取得できなかった場合、および位置エリア情報の重複エリアが存在しなかった場合、在線位置を算出することは不可能と判断し、在線位置エリアを通知せず列車位置検知を終了している。 In the first embodiment, it is impossible to calculate the standing line position when the standing line position calculation processing 1050 is performed and two or more pieces of the position area information cannot be acquired and when there is no overlapping area of the position area information. The train position detection is finished without notifying the on-line position area.
　実施例２では、各位置エリア情報に重要度（重み）の概念を導入した際の列車位置検知方式について説明する。 Example 2 describes a train position detection method when the concept of importance (weight) is introduced into each position area information.
　図１１は、列車位置算出部１１２が有する、位置エリア情報の重要度を管理するデータ構造の一例を示す図である。位置エリア情報重要度管理データ構図６０１は、短絡位置エリア情報１５３、電圧降下位置エリア情報１５４、および列車走行位置エリア情報に対して、重要度の情報を管理する。重要度は、軌道１０５の位置や状態、架線１０６の状態、ダイヤ情報の信頼度などによって動的に更新される。例えば、ダイヤ乱れなどが発生しダイヤ情報が修正されていない状況下において、ダイヤ情報から算出する列車走行位置エリア情報は、現実の列車走行位置との誤差が多くなるため、列車走行位置エリア情報の重要度は低下することになる。ただし、運行整理処理によりダイヤ情報が修正された状況下においては、低下した列車走行位置エリア情報の重要度は向上する。 FIG. 11 is a diagram illustrating an example of a data structure that the train position calculation unit 112 has to manage the importance of position area information. The position area information importance management data composition 601 manages importance information for the short-circuit position area information 153, the voltage drop position area information 154, and the train travel position area information. The importance is dynamically updated according to the position and state of the track 105, the state of the overhead line 106, the reliability of the diagram information, and the like. For example, in a situation where the schedule information is not corrected because the schedule information is not corrected, the train travel position area information calculated from the diamond information has a large error from the actual train travel position. The importance will be reduced. However, under the situation where the schedule information is corrected by the operation arrangement process, the importance of the reduced train travel position area information is improved.
　図１２は、列車位置算出部１１２が実施する位置エリア情報の重要度を付与した際の在線位置算出処理を示した図である。 FIG. 12 is a diagram illustrating the on-line position calculation processing when the importance of the position area information performed by the train position calculation unit 112 is given.
　列車位置算出部１１２は、軌道１０５、架線１０６、ダイヤ運行の状態を確認し、図１１で示す位置エリア情報重要度管理データの各位置エリア情報に対する重要度を更新する。在線エリア情報の重要度を更新する（Ｓ１１５１）。Ｓ１１５２およびＳ１１５３の処理に関しては、Ｓ１０５１およびＳ１０５２と同様であるため、説明は省略する。 The train position calculation unit 112 confirms the status of the track 105, the overhead line 106, and the diamond operation, and updates the importance for each position area information in the position area information importance management data shown in FIG. The importance of the on-line area information is updated (S1151). Since the processing of S1152 and S1153 is the same as that of S1051 and S1052, description thereof will be omitted.
　次に取得および算出した位置エリア情報のうち、１つ以上の位置エリア情報があるかを確認する（Ｓ１１５４）。１つ以上の位置エリア情報が無い場合、在線位置を算出することは不可能と判断し、在線位置算出処理を終了する（Ｓ１１５１１）。１つ以上の位置エリア情報がある場合、位置エリア情報が１つのみであるかを確認する（１１５５）。在線エリア情報が１つのみである場合、在線エリア情報の重要度が閾値以上かを確認する（Ｓ１１５６）。閾値未満であれば在線位置を算出することは不可能と判断し、在線位置算出処理を終了する（Ｓ１１５１１）。閾値以上であれば、在線エリア情報を在線位置エリアとして抽出し（Ｓ１１５９）、在線位置エリアを通知し（Ｓ１１５１０）、在線位置算出処理を終了する（Ｓ１１５１１）。位置エリア情報が１つでない場合、位置エリア情報の重複エリアがあるかを確認する（Ｓ１１５７）。重複エリアが存在しない場合、すべての位置エリア情報に対して個別に位置エリア情報が１つのみである場合の処理（Ｓ１１５６～Ｓ１１５１１）を実施する。重複エリアが存在する場合、重複エリアが存在した位置エリア情報の重要度の和が閾値以上であるかを確認する（Ｓ１１５８）。閾値未満であれば在線位置を算出することは不可能と判断し、在線位置算出処理を終了する（Ｓ１１５１１）。閾値以上であれば、在線エリア情報を在線位置エリアとして抽出し（Ｓ１１５９）、在線位置エリアを通知し（Ｓ１１５１０）、在線位置算出処理を終了する（Ｓ１１５１１）。 Next, it is confirmed whether there is one or more location area information among the location area information acquired and calculated (S1154). If there is no one or more pieces of position area information, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process is terminated (S11511). If there is one or more location area information, it is confirmed whether there is only one location area information (1155). If there is only one line area information, it is checked whether the importance of the line area information is greater than or equal to the threshold (S1156). If it is less than the threshold value, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process ends (S11511). If it is equal to or greater than the threshold, the existing line area information is extracted as the existing line position area (S1159), the existing line position area is notified (S11510), and the existing line position calculation process is terminated (S11511). If there is not one position area information, it is confirmed whether there is an overlapping area of the position area information (S1157). When there is no overlapping area, the processing (S1156 to S11511) in the case where there is only one position area information for all the position area information is performed. If there is an overlapping area, it is checked whether the sum of the importance of the position area information where the overlapping area exists is equal to or greater than a threshold (S1158). If it is less than the threshold value, it is determined that it is impossible to calculate the standing line position, and the standing line position calculation process ends (S11511). If it is equal to or greater than the threshold, the existing line area information is extracted as the existing line position area (S1159), the existing line position area is notified (S11510), and the existing line position calculation process is terminated (S11511).
　以上に説明した処理により、実施例２記載の在線位置エリアを算出することができる。実施例２に記載の列車位置検知手順によると、位置エリア情報に重要度を付与することにより、単一の位置エリア情報であっても重要度が閾値以上であれば、在線位置エリアとして採用するため、列車位置検知が実施されやすくなる。また、複数の在線位置エリア情報が重複するエリアに対しても閾値未満であれば在線位置エリアとして不採用とするため、精度が高い列車位置検知が可能である。したがって、継続的に軌道回路よりも詳細で、かつ軌道回路内における精度の高い列車位置検知を実現できる。 The existing line position area described in the second embodiment can be calculated by the processing described above. According to the train position detection procedure described in the second embodiment, by assigning importance to position area information, even if it is single position area information, if the importance is equal to or greater than a threshold value, it is adopted as a standing line position area. Therefore, the train position detection is easily performed. In addition, even if an area where a plurality of existing line position area information overlaps is less than the threshold value, it is not adopted as the existing line position area, so that highly accurate train position detection is possible. Therefore, it is possible to realize train position detection that is continuously more detailed than the track circuit and highly accurate in the track circuit.
　実施例１では、固定閉塞式システムを想定しているため、列車位置算出処理１０５０を実施する際に、短絡位置エリア情報１５３、架線電力センサデータ２０２およびダイヤデータ４０１を用いて列車位置情報を算出した。実施例３では軌道回路が設置されていない移動閉塞式システムを想定する。 In the first embodiment, since a fixed block system is assumed, when the train position calculation process 1050 is performed, the train position information is calculated using the short-circuit position area information 153, the overhead power sensor data 202, and the diagram data 401. did. In the third embodiment, a moving block system in which no track circuit is installed is assumed.
　移動閉塞式システムでは無線により地上システムと車上システムとの連携が可能なため、短絡位置エリア情報１５３がない代わりに、列車位置情報を取得するために無線による列車位置情報や速度発電機による速度情報から算出される距離情報を用いることとする。 In the mobile block system, since the ground system and the on-board system can be linked wirelessly, instead of the short-circuit position area information 153, the train position information by wireless and the speed by the speed generator are used to obtain the train position information. The distance information calculated from the information is used.
　これにより、移動閉塞式システムにおいても実施例１で説明した処理方法で詳細な列車位置情報の算出が実現できる。 This makes it possible to calculate detailed train position information using the processing method described in the first embodiment even in a mobile block system.

Claims (8)

  1. 　架線の電力情報から架線の電圧降下位置情報を求める架線電圧降下位置算出部と、
    　軌道回路の短絡により列車の短絡位置エリア情報を求める軌道回路短絡位置算出部と、
    　前記架線電圧降下位置算出部が求めた電圧降下位置情報と軌道回路短絡位置算出部が求めた列車の短絡位置エリア情報を受け取り、受け取った電圧降下位置情報、短絡位置エリア情報及び記憶装置に格納された列車のダイヤ情報に基づき列車の位置を特定する運行管理部を備えることを特徴とする鉄道運行管理システム。     An overhead line voltage drop position calculation unit for obtaining overhead line voltage drop position information from the overhead line power information;
    A track circuit short-circuit position calculation unit for obtaining the short-circuit position area information of the train by short-circuiting the track circuit,
    The voltage drop position information obtained by the overhead wire voltage drop position calculation unit and the short-circuit position area information of the train obtained by the track circuit short-circuit position calculation unit are received and stored in the received voltage drop position information, short-circuit position area information, and storage device. A train operation management system comprising an operation management unit for identifying a train position based on train schedule information.
  2. 　前記運行管理部は前記電圧降下位置情報に対応する列車の位置情報と、短絡位置エリア情報に対応する列車の位置情報と前記ダイヤ情報における現在時刻に対応する列車の位置情報の重複部分を列車の位置情報として出力することを特徴とする請求項１に記載の鉄道運行管理システム。 The operation management unit displays an overlapping portion of the train position information corresponding to the voltage drop position information, the train position information corresponding to the short-circuit position area information, and the train position information corresponding to the current time in the diagram information. The railway operation management system according to claim 1, wherein the railway operation management system is output as position information.
  3. 　前記運行管理部は前記電圧降下位置情報、前記短絡位置エリア情報及び前記ダイヤ情報に重要度を付与し、前記重要度が予め定められた値以上のとき列車の位置情報を求めることを特徴とする請求項２に記載の鉄道運行管理システム。 The operation management unit assigns importance to the voltage drop position information, the short-circuit position area information, and the diagram information, and obtains train position information when the importance is equal to or greater than a predetermined value. The railway operation management system according to claim 2.
  4. 　前記運行管理部は有効な前記短絡位置エリア情報が得られないとき、前記架線電圧降下位置情報、前記ダイヤ情報、及び無線により得られる列車位置情報及と速度発電機による速度情報を基に算出した列車位置情報の重複位置を列車の位置情報として出力することを特徴とする請求項１に記載の鉄道運行管理システム。 When the effective short-circuit position area information cannot be obtained, the operation management unit calculates the overhead line voltage drop position information, the diamond information, and the train position information obtained by radio and the speed information by the speed generator. The railway operation management system according to claim 1, wherein the overlapping position of the train position information is output as train position information.
  5. 　架線の電力情報から架線の電圧降下位置情報と、軌道回路の短絡により列車の短絡位置エリア情報を受け取る位置情報受信部と、
    　位置情報受信部が受け取った電圧降下位置情報と列車の短絡位置エリア情報と、記憶装置に格納された列車のダイヤ情報に基づき列車の位置を特定する運行管理部を備えることを特徴とする鉄道運行管理システム。     A position information receiving unit that receives the voltage drop position information of the overhead line from the power information of the overhead line, and the short circuit position area information of the train due to the short circuit of the track circuit
    Railway operation characterized by comprising an operation management unit that identifies the position of the train based on the voltage drop position information received by the position information receiving unit, the short-circuit position area information of the train, and the train schedule information stored in the storage device Management system.
  6. 　前記運行管理部は前記電圧降下位置情報に対応する列車の位置情報と、短絡位置エリア情報に対応する列車の位置情報と前記ダイヤ情報における現在時刻に対応する列車の位置情報の重複部分を列車の位置情報として出力することを特徴とする請求項５に記載の鉄道運行管理システム。 The operation management unit displays an overlapping portion of the train position information corresponding to the voltage drop position information, the train position information corresponding to the short-circuit position area information, and the train position information corresponding to the current time in the diagram information. The railway operation management system according to claim 5, wherein the railway operation management system is output as position information.
  7. 　前記運行管理部は前記電圧降下位置情報、前記短絡位置エリア情報及び前記ダイヤ情報に重要度を付与し、前記重要度が予め定められた値以上のとき列車の位置情報を求めることを特徴とする請求項６に記載の鉄道運行管理システム。 The operation management unit assigns importance to the voltage drop position information, the short-circuit position area information, and the diagram information, and obtains train position information when the importance is equal to or greater than a predetermined value. The railway operation management system according to claim 6.
  8. 　前記運行管理部は有効な前記短絡位置エリア情報が得られないとき、前記架線電圧降下位置情報、前記ダイヤ情報、及び無線により得られる列車位置情報及と速度発電機による速度情報を基に算出した列車位置情報の重複位置を列車の位置情報として出力することを特徴とする請求項５に記載の鉄道運行管理システム。 When the effective short-circuit position area information cannot be obtained, the operation management unit calculates the overhead line voltage drop position information, the diamond information, and the train position information obtained by radio and the speed information by the speed generator. 6. The railway operation management system according to claim 5, wherein an overlapping position of the train position information is output as train position information.
PCT/JP2015/061779 2015-04-17 2015-04-17 Railroad operation management system WO2016166879A1 (en)

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