CN105835911A - Operation management system and operation management method - Google Patents

Abstract

The invention provides an operation management system and an operation management method, which can detect the approach of vehicles with higher precision. The operation management system includes: a plurality of ground equipment provided in a predetermined section; and an on-vehicle device that is mounted on the plurality of vehicles and communicates with the ground equipment when passing the ground equipment, the operation management system is characterized in that calculating an approach distance between the plurality of vehicles based on the distance information between the ground equipment, the relative distance information between the ground equipment and the vehicle, and the train length of the vehicle.

Description

Operation management system and operation management method

technical field

The present invention relates to an operation management system and an operation management method, and is particularly suitable for being applied to an operation management system and an operation management system of a streetcar as a means of transportation in relatively narrow areas called trams and light rails used in urban traffic. Management method.

Background technique

Conventionally, streetcars exist as one of means of transportation in relatively narrow areas such as within cities. Streetcars are also called trams, light rail, etc., and are cheaper to introduce than subways and monorails. They are designed to run along the tracks used for streetcars and are less susceptible to traffic such as cars driving around. Transportation. Recently, such streetcars are expected to alleviate traffic congestion through cooperation with cars and buses, and their introduction is being promoted in countries around the world including Japan.

For the streetcar mentioned above, no automatic train control is performed, and the safe operation of the train is ensured by the driver. Therefore, from the viewpoint of safety, it is very important to notify an arbitrary train of a train approach warning. For example, Patent Document 1 discloses a method of automatically outputting a train approach warning. Specifically, in Patent Document 1, in the train control device, the speed generator is used to detect the train position, and the detected train position is corrected when the ground equipment and the on-board antenna are relatively coupled, but the control is performed so that the accompanying This corrected train interval does not change abruptly.

prior art literature

patent documents

Patent Document 1: JP-A-2003-246269

Contents of the invention

However, in the case of entrusting the safe operation of the train to the driver as in the above-mentioned streetcar, it is necessary to place a train approach alarm in consideration of the existence of branches between trains, the length of the train, the direction of the train, etc., but in the above-mentioned patent In Document 1, branch opening direction information, train length, train direction, etc. are not considered, and the accuracy of the inter-vehicle distance measurement is not sufficient, and there is a problem that the safe operation of the train may not be ensured.

The present invention is made in consideration of the above circumstances, and attempts to propose an operation management system and an operation management method capable of detecting the approach of a vehicle with higher accuracy.

In order to solve this problem, the present invention provides an operation management system including: a plurality of ground equipment provided in a predetermined section; The ground equipment communicates, and the operation management system is characterized in that the distance information between the ground equipment, the relative distance information between the ground equipment and the vehicle, and the train length of the vehicle are used to calculate the The approach distance between the plurality of vehicles.

In order to solve this problem, the present invention provides an operation management method of an operation management system including: a plurality of ground equipment provided in a predetermined section; and an on-vehicle device mounted on a plurality of vehicles, and Communicating with the ground equipment when passing the ground equipment, the operation management method is characterized in that it includes: a step of determining whether the current train and the nearest train in front of the current train are in the same direction; When the train is in the same direction as the closest train in front of the own train, based on the distance information between the ground equipment, the relative distance information between the ground equipment and the vehicle, and the train length of the vehicle, calculate The step of approaching distances between the plurality of vehicles.

According to the present invention, it is possible to detect the approach of a vehicle with higher accuracy, and it is possible to provide a highly safe train system.

Description of drawings

FIG. 1 is a conceptual diagram showing a schematic device configuration of an operation management system according to an embodiment of the present invention.

FIG. 2 is a flowchart showing the processing procedure of the train approach warning notification processing according to the embodiment.

Fig. 3 is a conceptual diagram illustrating the operation of the central device accompanying the running of the streetcar in the case where there is no branch according to the embodiment.

FIG. 4 is a conceptual diagram illustrating the operation of the central device accompanying the running of the streetcar when there is a branch according to the embodiment.

FIG. 5 is a conceptual diagram illustrating the operation of the central device accompanying the running of the streetcar when there is a branch according to the embodiment.

FIG. 6 is a conceptual diagram showing a calculation method of inter-vehicle distance when the nearest train ahead according to the embodiment is determined to be in the same direction as the own train.

FIG. 7 is a conceptual diagram showing a method of calculating inter-vehicle distance when the nearest train ahead according to the embodiment is determined to be in the opposite direction to the own train.

FIG. 8 is a conceptual diagram showing an example of a display displayed on a display terminal of the on-vehicle device according to the embodiment.

detailed description

An embodiment of the present invention will be described in detail with reference to the following drawings.

In the operation management system as an example of an embodiment of the present invention, the ground device has the function of grasping the current position of the train on the line based on the distance information received from the ground device, etc., taking into account the length of the train and the opening direction of the branch. etc., close to multiple inter-train detections. Thereby, an alarm can be notified to the command terminal located in the central command room and the on-board device of an arbitrary train, so that the driver and the commander can be notified that the train is approaching. In particular, in streetcars and the like in which the driver controls the train, using an existing operation management system, it is possible to notify an approach warning for a preceding train that has not been considered in the past. Therefore, it is possible to draw attention to the approach of the preceding train without incurring the cost of new preparation equipment, thereby improving safety.

Hereinafter, an embodiment of the operation management system of the present invention will be described with reference to the drawings. The following embodiments are intended to illustrate specific examples of the present invention, and the present invention is not limited to these embodiments, and various changes and corrections can be made by those skilled in the art within the scope of the technical idea disclosed in this specification. In addition, in all the figures for explaining the embodiment, elements having the same function are attached with the same reference numerals, and overlapping description thereof may be omitted.

FIG. 1 is a schematic diagram showing the device configuration of the operation management system of the present embodiment. In FIG. 1 , the case where there are two-way branch sections as an example of a streetcar branch will be described.

The ground device 50 includes information processing resources such as a CPU and a memory. The CPU functions as an arithmetic processing unit, and controls the operation of the ground unit 50 in accordance with programs, arithmetic parameters, and the like stored in the memory.

Furthermore, the ground device 50 includes a transmission device for transmitting and receiving information data with the on-vehicle device 11, and is connected to the ground devices 20-22. The transmission device of the ground equipment 50 receives the ground equipment relative distance information transmitted from the on-vehicle device 11 mounted on the streetcar 10 . The ground equipments 20 to 22 are loop coils installed in a predetermined closed area and capable of transmitting with the on-vehicle device 11, and are narrow-area wireless transmission means. The relative distance information of the ground equipment is the distance information between the online train and the ground equipment.

The ground equipment relative distance information transmitted from the on-vehicle device 11 is transmitted to the ground device 50 via the wireless communication device 60 . That is, the transmission device of the ground device 50 either receives the information of the on-vehicle device 11 directly above the ground device 20 via the ground device 20 , or receives the information of several meters before and after the on-vehicle device 11 via the wireless communication device 60 .

The on-vehicle device 11 has a function of transmitting information to the ground device 50 side not only directly above the ground device 20 but also within a range of several meters in front and behind. When transmitting the ground equipment relative distance information from the on-vehicle device 11 to the ground device 50 within a range of several meters before and after, it is transmitted from the on-vehicle device 11 to the ground device 50 via the wireless communication device 60 .

Based on the relative distance information of the ground equipment transmitted from the on-vehicle device 11, the ground device 50 either detects that the train is on-line in a blocked section, or detects whether other trains are running or stopped in the blocked section.

In addition, in the present embodiment, the ground equipment relative distance information may be online position information that takes into account the information on the branch in front of the own train, that is, the route opening direction information. However, when the route opening direction information is unnecessary, such as a section without a branch, the route opening direction information may not be considered as the ground equipment relative distance information.

In addition, the streetcar 12 and the streetcar 14 shown in FIG. 1 also have the same configuration as the streetcar 10 . In addition, the streetcar 10 , the streetcar 12 , and the streetcar 14 may be simply referred to as the train 10 for description. In addition, the streetcar 10 is called the own train 10, the train 12 located in the traveling direction of the own train 10 is called the train 12 in the direction of positioning, and the train 14 located in front of the branch point 40 is called the train in the opposite direction. 14 cases.

The central device 71 includes information processing resources such as a CPU and a memory. The CPU functions as an arithmetic processing device, and controls the operation of the central device 100 in accordance with programs, arithmetic parameters, and the like stored in the memory.

In addition, the central device 71 is connected to a display terminal 72 that displays a display screen, and displays the status and control results of the ground device 50 on the display screen. In addition, the central device 71 has a log accumulation mechanism, and when an accident or the like occurs, the train position information can be verified retrospectively based on the accumulated log information.

The central device 71 is connected to the wireless communication device 60 , and the train position information is transmitted from the streetcar 10 to the central device 71 via the wireless communication device 60 .

Next, the train approach warning notification processing by the central device 71 will be described with reference to FIG. 2 . FIG. 2 is a flowchart showing a train approach warning notification process by the central device 71 . In addition, the train approach warning notification processing shown in FIG. 2 may be executed not by the central device 71 but by the on-vehicle device 11 or the ground device 50, or may be executed by each device in cooperation with the train approach warning notification process. Hereinafter, although the central device 71 will be described as a subject, the following processes are actually executed by the CPU of the central device 71 based on a program.

As shown in FIG. 2 , the central device 71 determines whether there is an online train near the own train based on the ground equipment relative distance information transmitted from the ground device 50 ( S101 ). Specifically, the central device 71 determines whether there is a train other than the own train intruding into the blocked section where the own train is located based on the relative distance information of the ground equipment.

In step S102, when there is a branch in the blocked section, the central device 71 also considers the on-line position information considering the route opening direction information ahead of the own train to determine whether there is an on-line train near the own train. That is, when the blocked section includes a branch, it is determined whether the approach direction of the own train is the positioning direction of the branch or the reverse direction, and whether there is a train other than the own train intruding into the approach direction of the blocked section.

In step S101, when it is determined that there is an on-line train near the own train, the central device 71 acquires the inter-vehicle distance between the own train and the nearest train ahead (S102). The calculation method of the inter-vehicle distance in step S103 will be described in detail later.

On the other hand, when it is determined in step S103 that there is no on-line train in the vicinity of the own train, the central device 71 ends the processing.

After the central device 71 has acquired the inter-vehicle distance between the train and the nearest train ahead in step S103, it determines whether the nearest train ahead is in the same direction as the train according to the online information received from the on-board device 11 via the wireless communication device 60 (S103 ).

In step S103, when the nearest train ahead is determined to be in the same direction as the own train, the central device 71 corrects the train length for the inter-vehicle distance to the nearest train ahead (S104). The correction of the train length in step S104 will be described in detail later.

In step S103, when the nearest train ahead is not in the same direction as the own train, that is, when the nearest train ahead is determined to be in the opposite direction to the own train, the central device 71 executes the process of step S105.

In step S105, the central device 71 determines whether or not the nearest train ahead is within the allowable inter-vehicle distance (S105). In step S106, the allowable inter-vehicle distance may also be calculated based on the speed of the own train, the speed of the preceding train, or the relative speed of the own train and the preceding train, and the allowable inter-vehicle distance may be determined. In addition, the allowable inter-vehicle distance may be predetermined as a safety-preferable inter-vehicle distance, or may be appropriately changed according to the above-mentioned speed, relative distance, and the like.

In step S105, when the nearest train in front is determined to be within the allowable inter-vehicle distance, the central device 71 notifies any or all of the display terminals of the own train and the preceding train of an approach warning (step S106), and then ends the process.

On the other hand, in step S106, when it is determined that the nearest train ahead is not within the allowable inter-vehicle distance, the central device 71 ends the processing.

Next, the operation of the central device 71 accompanying the running of the streetcar 10 will be described with reference to FIGS. 3 to 5 . FIG. 3 shows the case where there is no branch between streetcar 10 and streetcar 12 . 4 and 5 show the case where there is a branch between the streetcar 10 and the streetcar 12 .

As shown in FIG. 3 , when there is no branch between streetcar 10 and streetcar 12 , in step S101 described above, it is detected whether there is a train on the line within the allowable inter-vehicle distance from the leading end of the own train. When there is a train coming online within the allowable inter-vehicle distance range from the front end of the own train, an alarm is notified to the own train and the nearest train ahead within the allowable inter-vehicle distance range. However, when the distance between trains continues to be below the allowable inter-vehicle distance even though the approach warning has been notified, the train approach warning is notified periodically for both trains.

Furthermore, as shown in FIG. 4 , when there is a branch between streetcar 10 and streetcar 12 , whether or not there is another train ahead is detected in consideration of the direction of approach of each streetcar. When the route is in the positioning direction, it is monitored whether the distance to the train in the positioning direction is within the allowable inter-vehicle distance. However, even if the distance to the train in the reverse direction is within the allowable inter-vehicle distance, it is not detected as a train approaching.

Furthermore, as shown in FIG. 5 , there is a branch between the streetcar 10 and the streetcar 12 . At this time, it is detected whether or not there is another train ahead in consideration of the direction of the approach of each streetcar. When the route is in the reverse direction, it is monitored whether the distance to the train in the reverse direction is within the allowable inter-vehicle distance. However, even if the distance to the train in the positioning direction is within the allowable inter-vehicle distance, it is not detected as a train approaching.

FIG. 6 shows a method of correcting the train length when the nearest train ahead is determined to be in the same direction as the own train. As shown in Figure 6, the distance between the ground equipment (the distance between the ground equipment 20 and the ground equipment 21) is set as L4, and the distance between the ground equipment relative distance (a)-(b) of this train (streetcar 10) is set as is L1, the distance between the ground equipment relative distance (d)-(e) of the nearest train (streetcar 12) ahead is set as L3, and the length of the nearest train ahead is set as L5.

The inter-vehicle distance L (not shown) acquired in step S103 of FIG. 2 can be calculated by the following formula (1).

【Formula 1】

L=(L4+L3)-L1···(1)

Then, the corrected inter-vehicle distance in step S105 of FIG. 2 can be calculated by the following equation (2).

[Formula 2]

L2＝(L4+L3)-L1-L5···(2)

That is, in the above formula (1), since the train length of the streetcar 12 is not considered when calculating the inter-vehicle distance, the calculated inter-vehicle distance L becomes the front end of the traveling direction of the streetcar 10 and the traveling distance of the streetcar 12. The length of the front end of the direction (L2+L5). However, the actual inter-vehicle distance L2 between the own train and the nearest train ahead is the distance between the front end of the own train in the traveling direction and the rear end of the nearest train ahead. Therefore, as shown in equation (2), by subtracting the train length L5 of the closest train ahead from equation (1), the inter-vehicle distance between streetcar 10 and streetcar 12 can be accurately calculated.

For example, it is assumed that the length L5 of the closest train ahead is 120 m, and an alarm is notified when the inter-vehicle distance L2 is 60 m or less. In this case, the inter-vehicle distance L calculated by the above formula (1) does not take into account the length L5 of the nearest train ahead, and thus becomes a value obtained by adding 120 m of the length L5 of the nearest train ahead to the actual inter-vehicle distance. Therefore, for example, the inter-vehicle distance L is 200 m, and the actual inter-vehicle distance L2 is 40 m (200 m-120 m), which is 60 m or less, although it is 60 m or more, which is a value for notifying an alarm. Therefore, in the present embodiment, as shown in the above-mentioned formula (2), by considering the length L5 of the nearest train ahead as the actual inter-vehicle distance, the inter-vehicle distance L2 can be accurately calculated, and an alarm can be notified at the timing necessary to ensure safety.

FIG. 7 shows the train length when the train closest to the front is in the opposite direction to the own train. As shown in Figure 7, the distance between ground equipment is set as L4, the distance between the ground equipment relative distances (a)-(b) of this train (streetcar 10) is set as L1, and the nearest train ahead (streetcar 12) ) The distance between the ground equipment relative distance (d)-(c) is set as L3.

The inter-vehicle distance acquired in step S103 of FIG. 2 can be calculated by the following formula (3).

[Formula 3]

L2＝L4-L1-L3...(3)

As shown in FIG. 7 , when the nearest train ahead is in the opposite direction to the own train, the inter-vehicle distance between the streetcar 10 and the streetcar 12 can be accurately calculated by the above-mentioned formula (3) because there is no need to consider the train length.

In addition, in the present invention, in the case of a train composed of a plurality of vehicles, the distance between the trains can be accurately calculated, and even a train composed of one vehicle can be calculated by the above formula (2) and formula (3 ) to calculate the inter-vehicle distance correctly. In the case of a train composed of one vehicle, the train length and the vehicle length are synonymous.

Next, an example of a display displayed on the display terminal of the on-vehicle device 11 will be described with reference to FIG. 8 . As shown in a display example 80A of FIG. 8 , the display screen of the display terminal includes an inter-train distance display 801 , a warning display 802 , a front display 803 , and a rear display 804 .

The inter-train distance display 801 displays the inter-vehicle distance to the nearest train ahead of the own train or the nearest train behind the own train. The warning display 802 displays a warning for calling the driver's attention to the approach of the train when the inter-vehicle distance is equal to or less than a preset distance. The front display 803 indicates that the approach of the train is ahead. The rear display 804 indicates that the approach of the train is the rear.

For example, the display example 80B shows that the closest train ahead of the own train is approaching. As shown in the display example 80B, the inter-vehicle distance between the own train and the nearest train is displayed as an inter-train distance display 801, and a warning display 802 and a front display 803 are lit.

In addition, display example 80C shows that the nearest train behind the own train is approaching. As shown in the display example 80C, the inter-vehicle distance between the own train and the nearest train is displayed as an inter-train distance display 801, and a warning display 802 and a rear display 804 are lit.

As described above, by causing the display terminal to display the display example 80B or the display example 80C, it is possible to draw the driver's attention to the approach of the train. In the display example of FIG. 8 , the inter-train distance display 801, the warning display 802, the front display 803, and the rear display 804 are displayed, but instead of displaying all of them, only the inter-train distance display 801, only the warning display 802, or Only either the front display 803 or the rear display 804 is displayed.

In addition, in the above-described embodiment, the driver's attention is called by lighting the display of the display terminal, but the alarm may be notified by sound output. For example, when it is detected that the nearest train is approaching, after an alarm sound is output, the information on the front and rear and the inter-vehicle distance information may be sound output.

In addition, when two trains traveling in the same traveling direction are approaching, a display may be made in which only the following train is notified that the preceding train is approaching, and the on-board device of the following train is urged to stop control. In addition, the approach of the train may be notified to both the preceding train and the following train, and stop control may be urged to the on-board devices of both trains. In addition, it is also possible to notify both the preceding train and the subsequent train of the approach of the train, display the following train to prompt stop control, and the preceding train to display the display prompting acceleration control to avoid approaching, etc., and display different types of alarms depending on the train. For example, braking of the following train can be dispensed with if the preceding train is already accelerating.

In addition, in terms of operation, it is desirable to perform normal operation without performing proximity notification so as not to cause confusion. Therefore, according to at least one of the travel section, occupancy rate, speed, relative speed and its rate of change (acceleration, relative acceleration) of each train, the direction of travel, acceleration and deceleration performance, or the type of train, etc., from the aspect of safety 1. In terms of operation, a train whose stop/acceleration control is relatively easy to select is departed, and an alarm is preliminarily notified to the vehicle before the train approaches. In addition, even if a preliminary warning is not notified to both of the two trains, by notifying only one of the trains based on the above-mentioned travel section, occupancy rate, etc. of each train to avoid approaching, it is also possible not to notify the other train. The approach notification of one of the trains is resolved.

In addition, the timing of notification of the alarm may be changed for each blocked section. For example, in a predetermined blocked section, since the line of sight is better in the straight section and the line of sight is poor in the curved section, it is more difficult to safely accelerate and decelerate the train in the curved section than in the straight section. In this case, when the warning is notified in the curved section, the warning may be notified earlier than when the warning is notified in the straight section. Also, in the case of a vehicle with low acceleration/deceleration performance, the alarm can be notified earlier than that of a vehicle with high performance. In addition, the allowable inter-vehicle distance described above may be calculated or corrected based on the presence or absence of curved sections, performance of the vehicle, and the like.

As described above, according to the present embodiment, it is possible to detect the approach of a vehicle with higher accuracy when issuing an alarm for the approach of a train. In addition, by notifying an alarm to either one or both of the approaching trains, it is possible to provide a more secure system.

In the above, the embodiment of the operation management system and the ground device having the train approach warning function of the present invention has been described. The above-mentioned embodiments are intended to illustrate specific examples of the present invention, and the present invention is not limited to these embodiments, and various changes and corrections can be made by those skilled in the art within the scope of the technical idea disclosed in this specification.

Symbol Description

10, 12, 14 Streetcars

11, 13, 15 On-board devices

20, 21, 22 ground equipment

40 splitter

50 ground units

60 wireless communication device

70 Operations management system

71 central unit

72 display terminal

Claims (11)

1. an operation management system, possesses:

Multiple ground installations that regulation interval is possessed；With

Bus equipment, it is equipped on multiple vehicle, and when by described ground installation with described ground Equipment communicates,

Described operation management system is characterised by,

Based on the range information between described ground installation, described ground installation relative with described vehicle away from From information and the train length of described vehicle, calculate between the plurality of vehicle close to distance.

Operation management system the most according to claim 1, it is characterised in that

In the case of the nearest train in the front of this train Yu described train is equidirectional,

By the range information between described ground installation and described ground installation and the nearest train in described front Relative distance information be added, deduct the relative distance letter of described ground installation and described train Breath and the train length of the nearest train in described front, calculate described train nearest with described front Train close to distance.

Operation management system the most according to claim 2, it is characterised in that

Fork device is there is, described between the nearest train in front of described train and described train The nearest train in front in the case of the opening on direction of this fork device,

Calculate described train and the nearest train in described front close to distance.

4. according to the operation management system described in Claims 2 or 3, it is characterised in that

Calculated described close to distance for described train allowing in advance and described front In the case of the close distance of nearly train i.e. allows below vehicle headway,

Notice represent other vehicles the most close close to alarm.

5. according to the operation management system described in Claims 2 or 3, it is characterised in that

Described close to alarm based on notified, by driving of described train or the nearest train in described front The person of sailing controls the driving of train.

6. according to the operation management system described in Claims 2 or 3, it is characterised in that

Calculated described close to distance for described train allowing in advance and described front In the case of the close distance of nearly train i.e. allows below vehicle headway,

Notify close to alarm to any one party of the nearest train of described train and described front.

Operation management system the most according to claim 6, it is characterised in that

Traveling interval, riding rate, speed of based on the nearest train of described train and described front, add Speed, the direction of traveling, acceleration and deceleration performance or train species at least any one, select to lead to Know the described train close to alarm.

8. according to the operation management system described in Claims 2 or 3, it is characterised in that

Calculated described close to distance for described train allowing in advance and described front In the case of the close distance of nearly train i.e. allows below vehicle headway,

At the nearest train of described train and described front, notify different types of alarm.

Operation management system the most according to claim 4, it is characterised in that

The display terminal making described bus equipment shows that to comprise expression other vehicles described the most close Close to alarm close to alarm picture.

Operation management system the most according to claim 9, it is characterised in that

Make expression and other vehicles vehicle headway and with the information of the position relationship close to vehicle with Described be shown in together close to alarm described close to alarm picture.

The operation management method of 11. 1 kinds of operation management systems, described operation management system possesses:

Multiple ground installations that regulation interval is possessed；With

Bus equipment, it is equipped on multiple vehicle, and when by described ground installation with described ground Equipment communicates,

Described operation management method is characterised by, including:

Judge that the nearest train in front of this train and described train is whether as equidirectional step；With

In the case of the nearest train in front of described train Yu described train is equidirectional, based on The relative distance information of the range information between described ground installation, described ground installation and described vehicle, And the train length of described vehicle, calculate and connect in-plant step between the plurality of vehicle.