JPH0976913A - Train operation time interval control method and device thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable any delayed divergent phenomenon to be avoided even though the standard operation interval which dominates an operational plan is shortened so as to enhance the transport capacity of a railroad line section. SOLUTION: When delay judgment is carried out by comparing position/speed information with an operational diagram so as to find out the place of generation and the grade of a delay, a new target value of an operational interval to be secured between a train already showing its delay and a train immediately following the delayed train is set (S10-S30). The operational diagram for the following train is changed locally so that an arrival time later than the arrival time preset in the original operational diagram may be decided against each positional point between the present position of the following train to the place of generation of delay, in response to a difference between the new operational interval target of the following train and the minimum operational interval decided across the original entire railroad line section, and according to this local change, position/speed control to the following train is carried out (S40-S60). Thereafter, when the delayed train starts its recovery running operation, the same operation is also carried out for the subsequent trains (S70-S90).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to control of operating intervals of train groups.

[0002]

2. Description of the Related Art In controlling train operation, it is necessary to consider how much the trains should be spaced apart from each other in time. This time interval between trains is called a driving time interval, and the minimum driving time interval required for a succeeding train to operate without being subjected to speed limitation by the preceding train is called a minimum driving time interval.
This minimum driving time interval needs to be set to a large value according to the stop time at the station, for example. However, since the preceding train also progresses in the middle of the station, theoretically it is not necessary to have a large driving gap. However, when creating an actual operation plan, in order to ensure smooth operation throughout the line area, the minimum operating time interval required for the station that will stop the longest (hereinafter referred to as the "longest stop") will be exceeded. The driving interval is applied uniformly to the entire line area.

By the way, a driving time interval (hereinafter, referred to as a "standard operation time interval") which is a reference in preparing the operation plan.
If it can be made as small as possible, the transportation capacity can be improved. However, if the operation schedule is set with the standard operation time interval set to the minimum operation time interval required at the longest stop station, the margin at the longest stop station section becomes small, and train delay easily occurs. Then, there was a problem that the delay of this train spreads to the succeeding trains while expanding, causing a phenomenon called "delay divergence phenomenon".

Therefore, in order to avoid such a delayed divergence phenomenon, conventionally, a sufficient margin is provided in the standard operation time interval of the operation plan, and the number of trains operated per unit time is increased. There was a problem that the transportation capacity of the railway section could not be improved.

Therefore, an object of the present invention is to make it possible to avoid the delayed divergence phenomenon even if the standard operation interval that influences the operation plan is shortened in order to improve the transportation capacity of the line section.

[0006]

Means for Solving the Problems, Embodiments of the Invention and Effects of the Invention A train operation time interval control method of the present invention is based on a predetermined operation time interval (reference operation time interval) defined for a line section. In the train operation time interval control method in which the train operation is set based on the operation plan and the position and speed of each train are controlled based on the operation plan to operate the train at the above operation time interval, the train is delayed to the preceding train. In the case of occurrence of the above, the position / speed control for the succeeding train is locally changed so as to increase the driving time gap with respect to the preceding train. In other words, if a delay occurs in the preceding train, the position of the following train should be deliberately delayed from the operation plan so that the arrival time of the following train at the point between the preceding train and the following train may be delayed.
The speed control is locally different from the position / speed control based on the operation plan.

In this train operation time gap control method, the position of the preceding train is considered in consideration of the degree of delay of the preceding train, the minimum operation time gap required for the current position of the succeeding train, and the margin time of the succeeding train. A goal for local changes in speed control may be determined. This is necessary only when it is necessary to really increase the driving interval of the succeeding train.

For example, although the preceding train is slightly delayed from the operation plan, if the delay is not so serious, it is not necessary to increase the operation interval of the following train. In addition, if the minimum operation gap required for the current position of the following train is very short, there will be a considerable margin until the succeeding train is speed-limited by the preceding train, so leave the operating gap as it is. You can leave it. Alternatively, if the succeeding train has a spare time for the operation plan, the driving time interval may be significantly increased. In this way, the adjustment of the driving time interval of the succeeding train with respect to the delay of the preceding train may be dynamically performed according to the situation.

By the way, if such a dynamic increase of the driving time interval for the succeeding train is not performed, the succeeding trains may be stopped one after another when the preceding train is stopped due to some abnormality. It ends up in a dumpling state. In this case, even if the preceding train re-starts, the succeeding train cannot start or accelerate until a sufficient distance can be maintained between the preceding train and the preceding train. It takes a long time to accelerate the train at the end of the dumpling train group to a desired speed because it takes time to restart the train once stopped and accelerate it. This is the delayed divergence phenomenon.

On the other hand, according to the method of the present invention, the state in which the preceding train continues to be stopped at the station for an unnecessarily long time,
If the train stops in the middle of the station, the driving interval of the following train is dynamically increased to prevent the dumpling of the following train group from forming immediately after the stopped preceding train. . And since the dumpling of the train group becomes difficult to form, reacceleration of the succeeding train group can be started from the running state,
The time required for the last train to return to the desired speed is rather short. And since the method that dynamically responds to the occurrence of delay is adopted in this way,
It is possible to set the standard operation time interval of the operation plan of the line section to a value as close as possible to the minimum required operation time interval at the longest stop, for example. As a result, according to the present invention, there is an effect that high-density transportation of the line section is enabled and transportation capacity can be enhanced.

After dynamically controlling the driving time gap in this way, in the above train driving time gap control method, with the delay recovery of the preceding train, the position / speed of the succeeding train is adjusted so as to return to or close to the original operation plan. It is more preferable to change the control again so as to shorten the driving time interval with respect to the preceding train.

More specifically, in the train operation interval control method of the present invention as described above, the operation interval is increased by decreasing the speed of the following train or extending the station stop time, It is advisable to shorten the driving interval by performing the power running operation in the coasting operation section.

In order to carry out these methods of the present invention, an operation plan is set on the basis of a predetermined operation time interval (reference operation time interval) defined for a line section, and each train is operated based on the operation operation plan. In a train operation time interval control device configured to operate a train at the above operation time intervals by performing position / speed control, a delay information acquisition means for acquiring information about train delay in a line section, and the delay The delay time target value giving means for giving a new target value of the driving time gap so as to increase the driving time gap between the train causing the noise and the succeeding train, according to the information on the delay, and the given new value. And a delay time control condition changing means for changing the position / speed control condition for the succeeding train to a locally different condition according to a target value of a different operation time interval. Good to use.

The delay information may be detected by analyzing the position / speed information of each train along the time axis. For example, it is possible to identify that a preceding train has started to stop at a station from position / speed information, detect that a delay has occurred when the state continues for more than the scheduled stop time, or No speed in the middle of the station
When there is a train, it can be detected as a delay. Further, the delay of the running train may be detected by comparing the position / speed information with the operation plan, not limited to the stop of the train. Then, depending on whether the delay is such that the vehicle is stopped or the traveling speed is decreasing, the degree of the delay may be acquired as information.

According to this train operation time interval control device, the target value of the operation time interval for the succeeding train is dynamically changed according to the delay of the preceding train. Then, according to the change of the target value, the speed of the succeeding train is decreased, the station stop time of the succeeding train is lengthened, and the like, thereby increasing the driving time interval.

Accordingly, also in this train operation time interval control device, the delay time target value giving means is the minimum operation time interval required for the current position of the following train and the delay time of the preceding train, and the current margin time. It is preferable to determine the new target value based on the above, and as the delay of the preceding train recovers, a new operation is performed for the following train so as to shorten the operation time interval with the preceding train. Recovery target value giving means for giving a target value for the time interval, and recovery time control condition changing means for changing the position / speed control condition for the succeeding train in accordance with the given new target value for the driving time interval Should be provided.

More specifically, according to an operation plan set on the basis of a predetermined driving time interval set for the line section, a position for determining the position / speed control condition for each train in the line section.・ The speed control condition determining means, the position / speed information acquiring means for acquiring the position / speed information of each train in the line area, the position / speed information of each acquired train and the operation plan are collated, and the line If the delay determination means that determines whether or not a delay has occurred in the train in the ward, and the occurrence of the delay,
On the basis of the position / speed information of the train following the train causing the delay, the delay information calculating means for obtaining the delay information including the place where the delay occurred and the degree of the delay based on the position / speed information of the train causing the delay. , A minimum train interval required for the current position of the subsequent train, and subsequent train information calculation means for obtaining information on a subsequent train including a spare time on the operation plan of the subsequent train, and information on the subsequent train, From the relationship with the delay information, the delay time target value calculating means for increasing the target value of the driving time gap to be taken by the following train with respect to the preceding train, and the delay / train position / speed information, Delay recovery state determination means for determining the recovery state, recovery time target value calculation means for shortening the target value of the driving interval calculated by the delay time target value calculation means according to the delay recovery state, and Delay time Control condition changing means for locally changing the condition of position / speed control for the succeeding train to a different condition according to the target value of the driving interval calculated by the value calculating means or the target value calculating means for recovery A train operation time interval control device characterized by

As the position / speed information acquisition means,
For example, each train is equipped with a speed generator, the speed signal from this is acquired, the speed is integrated to obtain the mileage,
It is possible to adopt a configuration in which the position is obtained by converting it into a kilometer (distance where Tokyo station is 0 km). Also,
It is also possible to install a position detecting device on the ground side, constantly detect the position of each train, and obtain the speed from the change in the position per unit time. Of course, not limited to this, various position / speed information acquisition means can be adopted.

According to this concrete train operation time interval control device, each train is controlled so as to maintain the standard operation time interval when normal operation without any delay is maintained in the line section. Position / speed control of Then, if a delay occurs in any of the trains, the above-mentioned abnormality in the position / speed information of the train, if repeated, the speed is 0 in the middle of the station, the speed is extremely slow compared to the operation plan, and the train is long. It is possible to detect a stop, etc. across the road, and to detect the location of the delay and the degree of the delay. Then, the succeeding train is specified from the delay occurrence place, and it is detected from the position / speed information of the succeeding train at which position and at what speed the succeeding train is currently traveling (or stopping). In this way, by knowing the current position and running state of the succeeding train, it is possible to obtain the current minimum required time interval for the succeeding train and the spare time for the operation plan.

When the information on the delay and the information on the succeeding train are prepared in this way, it is possible to compare these and obtain a condition for delaying the succeeding train so as not to stop due to the speed limitation of the preceding train. This allows
The target value for increasing the driving interval is obtained.

Also after this, by checking the position / speed information of the train causing the delay, it is possible to easily know whether or not the delay has begun to be recovered and how much the delay has been recovered. . With the delay recovery, it is no longer necessary to increase the operating time of the following train, so this time, conversely, the operating time of the following train will be shortened within the possible range, and The target value of the driving interval for eliminating the overall delay is obtained.

Then, according to the target value of the driving time gap obtained through recovery from the occurrence of these delays, the position / speed control condition of the succeeding train is temporarily and dynamically changed to a condition different from the original operation plan. Of. As described above, the method of changing the conditions of position / speed control is to increase the operating time interval by decreasing the speed of the following train or extending the station stop time, and in the coasting operation section of the following train. The position / speed control conditions may be determined so that the driving interval is shortened by performing the power running operation.

[0023]

Next, an embodiment of the present invention will be described. The embodiment is a ground control type ATO (au
As shown in FIG. 1, each train TR0, TR is related to a tomatic train operation system.
, ... and an ATO computer 10 for transmitting information between the above-ground on-vehicle information transmission devices 20 are installed along the track RL. This on-vehicle information transmission device 20
The ATO computer 10 sends each train TR0,
Enter the position / speed information Q1 of TR1, ...
The speed control command Q0 for 0, TR1, ... Is output. The on-board vehicle information transmission device 20 can be configured by, for example, a guide line laid along the track RL, a train radio, or the like.

Conceptually speaking, the ATO computer 10 has position / speed information Q1 from each train as shown in FIG.
And an information integration unit 11 that integrates information, and a time interval control determination logic unit 13 that logically determines a condition for operating time interval control based on the information integrated by the information integration unit 11. And a train control unit 15 that outputs a speed control command Q0 for each train in accordance with the thus-determined driving time interval control conditions. In addition to such driving time interval control, the ATO computer 10 also performs various controls normally performed in the ATO system such as speed limitation for each train based on the information integrated by the information integration unit 11. Needless to say, their control is the same as that of a general system, and therefore its explanation is omitted.

The time interval control decision logic unit 13 has an operation diagram in which the position / speed control conditions of each train during normal operation are registered with respect to the time axis based on the minimum operation time interval for the line section. Remembered This operation diagram is determined so that trains can be operated one after another at the minimum operation interval.

The time interval control decision logic unit 13 is the information integration unit 1.
Based on the position and speed information of each train input from 1,
The following logic determines the conditions for operating time interval control. As shown in FIG. 3, first, the position / speed information is compared with the operation diagram to determine whether or not there is a delayed train (S10). Specifically, when the position / speed of each train at the current time is deviated from the corresponding position / speed on the operation diagram in the delay direction by a predetermined amount or more, it is determined that a delay has occurred. For example, if the train position is correct at the current time, but the speed is slower than a predetermined speed, or if the position deviates from the operation diagram by more than a predetermined value, the position Alternatively, a train in which any one of the speeds deviates from a condition predicted in a normal state by a predetermined amount or more can be determined as a delay.

If it is determined that a delay has occurred, the place where the delay has occurred and the degree of the delay are calculated (S2).
0). The degree of delay can be calculated, for example, as the delay time for the operation diagram. When the place where the delay occurs and the degree of the delay can be calculated, a new target value of the driving time gap to be secured between the train causing the delay and the train immediately following the train is set (S30). This new target value is added to the calculated delay time, the minimum operation time interval when focusing only on the vicinity of the delay occurrence place, and when the succeeding train has an allowance time for the operation diagram, this Is also added. If the margin time is negative, it is not added.

The minimum operating time interval focusing only on the vicinity of the place where the delay occurs can be determined as follows, for example. First, when the delayed train is running at the current speed, the point at which the emergency brake is activated due to speed limitation when the following train follows the operation diagram is specified. Then, the operating time required when the vehicle runs at the current speed of the delayed train between the point and the current position of the delayed train is determined as the local minimum operating time interval.

When a new operating time interval target for the succeeding train is set in this way, the difference between this new operating time interval target and the minimum operating time interval set for the entire line section is calculated (S4).
0) Corresponding to this difference, the arrival time for each point between the current position of the following train and the current position of the delayed train will be later than the expected arrival time in the original operation diagram. Then, the operation diagram is locally changed to the following train (S50). Then, the position / speed control condition of the succeeding train is re-determined based on the locally changed operation diagram (S60).

In this case, for example, as shown in FIG. 4, the speed of the succeeding train is reduced and the originally scheduled time t is reached.
The position / speed control point is locally changed so that the position / speed point on the operation diagram in No. 1 is delayed as shown by the dotted line in the figure. Alternatively, when there is a stop station between the preceding train and the subsequent train that are causing a delay, the operation diagram is locally changed so as to delay the departure time at the stop station.

When the train following the delayed train is intentionally delayed in this way, it is again determined based on the position / speed information whether or not the train causing the delay has started the recovery operation (S70). In this determination, it is determined that the delayed recovery operation has started when the preceding train starts accelerating by grasping a temporal change in position / speed information. Until the delayed recovery operation is started, the processing from S10 onward is repeated. When the delayed recovery operation is started, the next process is performed.

In the next process, first, the recovery operation condition for the succeeding train is determined (S80). In the recovery operation, if there is a section where the following train coasts between the preceding train and the preceding train, the position / speed control condition for the section is changed from "coasting operation" to "powering operation". Further, if there is a stop station between them, the stop time at the station is shortened to the shortest time. In this way, for the following trains, the originally planned running conditions in the line section are changed to achieve delay recovery.

When the delayed recovery operation for the succeeding train is started, it is determined whether or not the operating time interval between the following train and the preceding train has been shortened to the minimum operating time interval (S90). When it is determined that the train has been shortened, this routine is exited so that the succeeding train is operated according to the position / speed control conditions originally planned for the line section.

According to the embodiment described above, when a train is delayed, the speed is reduced in advance or the stop time at the station is lengthened so that the train following the train does not come too close. As a result, the following train will not come too close to the delayed train. Therefore, since the succeeding train has a sufficient interval with respect to the preceding train, it is possible to immediately cause the succeeding train to start the delayed recovery operation in time with the start of the delayed recovery operation of the preceding train.

If such dynamic driving time interval control is not performed, the subsequent trains will be subject to the speed limitation one after another due to the delay of the preceding train, and the trains will make an emergency stop. Then, since the trains are too close to each other, even if the preceding train starts the delayed recovery operation, the succeeding train cannot immediately perform the delayed recovery operation. As a result, the delays of the following trains spread to the trains behind them one after another, causing the delays to diverge.

Therefore, in the case where such a dynamic driving time interval control is not performed, in order to prevent the divergence of the delay, a driving diagram is constructed so as to allow a sufficiently large margin in the original driving time interval. However, there was a limit to high density. On the other hand, in the above-described embodiment, it is possible to prevent the divergence of the delay toward the rear, and thus it is possible to set the minimum operation time interval at the time of creating the original operation diagram to the utmost limit. As a result, trains with higher density can be operated.

Although one embodiment of the present invention has been described above, the present invention may be implemented in other modes, and such a mode is also within the technical scope of the present invention without departing from the scope of the present invention. It is included.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a system according to an embodiment.

FIG. 2 is a configuration diagram of a main part of an ATO computer of the system of the embodiment.

FIG. 3 is a flowchart of a main routine in the embodiment.

FIG. 4 is an explanatory diagram showing an example of a delay method of a succeeding train in the embodiment.

[Explanation of symbols]

10 ... ATO computer, 11 ... Information integration section, 13 ... Departure procedure decision logic section, 15 ... Departure control section, 20 ... Ground-to-vehicle information transmission device, TR0-T
R3 ... train.

Claims (8)

[Claims] 1. A train at an operating time interval by setting an operation plan based on a predetermined operation time interval defined for a line section and controlling the position and speed of each train based on the operation time schedule. In the train operation time gap control method that performs the operation of the train, when the preceding train is delayed, the position / speed control for the succeeding train is performed locally to increase the driving time gap with the preceding train. A train operation time interval control method characterized by changing to. 2. The train operation time gap control method according to claim 1, wherein the degree of delay of the preceding train, the minimum operation time gap required for the current position of the succeeding train, and the margin time of the succeeding train are taken into consideration. A train operation time interval control method characterized by determining a target of local change of the position / speed control. 3. The train operation time-gap control method according to claim 1 or 2, wherein the position / speed control for the succeeding train is performed so as to return to or close to the original operation plan with the delay recovery of the preceding train. A train operation time interval control method characterized by changing the operation time interval between the train and the vehicle so as to shorten the time interval. 4. The train operation time interval control method according to claim 3, wherein the operation time interval is increased by decreasing the speed of the succeeding train or extending the station stop time, and the power running operation is performed in the coasting operation section of the succeeding train. A train operation time interval control method, characterized in that the operation time interval is shortened by allowing the operation time interval. 5. A train at the above-mentioned operating time intervals by setting an operation plan based on a predetermined operating time interval set for a line section and controlling the position and speed of each train based on the operation plan. In the train operation time gap control device adapted to perform the operation of the train, the delay information acquisition means for acquiring information on the train delay in the line section, and the operation time gap between the train causing the delay and the succeeding train,
A delay target value giving unit for giving a new target value of the driving time interval so as to increase according to the information about the delay; and a position for the following train according to the given new target value of the driving time interval. A train operation time interval control device comprising delay time control condition changing means for locally changing speed control conditions to different conditions. 6. The train operation gap control device according to claim 5, wherein the delay time target value giving means is a degree of delay of a preceding train, a minimum operation gap required for a current position of a succeeding train, and a current train. A train operation time interval control device characterized in that the new target value is determined based on the spare time. 7. The train operation gap control device according to claim 5 or 6, wherein as the delay of the preceding train recovers, a new operation gap with the preceding train is shortened for the succeeding train. Recovery target value giving means for giving a target value of various driving time intervals, and changing control conditions at recovery time for changing the position / speed control conditions for the succeeding train according to the given new target value of the driving time interval And a train operation time interval control device. 8. A position / speed control condition determining means for determining a position / speed control condition for each train in the line section according to an operation plan set on the basis of a predetermined driving time interval set for the line section. And position / speed information acquisition means for acquiring the position / speed information of each train in the line section, and the acquired position / speed information of each train and the operation plan are collated, and the train in the line section is delayed. Delay determining means for determining whether or not a delay has occurred, and when the occurrence of a delay is determined, delay information for determining the delay occurrence location and the degree of the delay based on the position / speed information of the train that caused the delay Based on the information calculation means and the position / speed information of the train following the train that has caused the delay, the minimum operating time interval required for the current position of the following train and the spare time in the operation plan of the following train. Information on subsequent trains including and The following train information calculating means, and the delay target value calculating means for increasing the target value of the driving time interval that the following train should take with respect to the preceding train based on the relationship between the information of the following train and the delay information. And a delay recovery state determination means for determining the recovery state of the delay from the position / speed information of the train that has caused the delay, and an operating time determined by the delay target value calculation means according to the recovery state of the delay. Recovery target value calculating means for shortening the target value of the distance, and a position / speed control condition for the succeeding train in accordance with the target value of the operation time interval calculated by the delay target value calculating means or the recovery target value calculating means. And a control condition changing means for locally changing the control condition to a different condition.