JP3645946B2 - Train stop position control method and apparatus for moving block system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a technique for stopping a train group.
[0002]
[Prior art and problems to be solved by the invention]
Currently, in railway transportation, the transportation capacity is increased by increasing the train operation density. In this case, instead of the conventional fixed block control, in the moving block control, the train boundary is moved forward by lowering the train speed, and the following train is moved as close as possible to the preceding train to increase the operation density. ing.
[0003]
In this moving blocking system, the subsequent train is stopped at a slow speed to a position that is a certain minimum safety margin distance (for example, 15 m) away from the tail of the preceding train being stopped.
As a result, if the preceding train stops for a long time due to some abnormality, a high-density stop train group is formed 15 m apart from the stopped train.
[0004]
For this reason, there is a problem that the subsequent train stops at a place where there is no evacuation facility such as a station, which gives passengers anxiety and makes a smooth transition to alternative transportation impossible.
When the preceding train stops, it is difficult to understand whether it is a planned or abnormal event, and there is a high risk that the trains will be jammed one after another in the high-density transportation line. In such a case, there may be a problem that the uneasy state as described above is propagated to the tail.
[0005]
Therefore, the present invention can control the stop of a train so that passengers do not feel uneasy or do not disturb the transition to alternative transportation when the train is not allowed to stop due to an abnormality. The purpose is to.
[0006]
Means for Solving the Problems, Embodiments of the Invention, and Effects of the Invention
The present invention, which has been made to achieve such an object, provides a stop position control method for a succeeding train when a preceding train stops at a certain minimum safety margin distance to a maximum operation speed in a moving block type train stop position control method. The stop position control method of the moving block system, characterized in that the optimum stop position is determined within the range of the stop possible distance of the vehicle, and the stop cause of the preceding train occurs in the line section A point that can be a stop candidate for the succeeding train when the stop train is caused by an abnormality, and when the cause of the stop of the preceding train is caused by an abnormality that has occurred in a line section, the predetermined minimum If the memorized point exists within the range of the safety margin distance to the maximum possible driving speed, the memorized point is set as the stop target position. Characterized by a point corresponding to the ability distance and the vehicle stopping target position.
[0007]
Here, the stoppable distance can be calculated by the following equation.
[0008]
[Expression 1]
Stopping distance Dmax = (Vmax ² / 2B)
Vmax is the maximum operation speed and B is the train deceleration. The deceleration of the train is determined by the train-side capacity such as the number of train trains and the brake capacity and the ground equipment-side conditions such as the track gradient.
[0009]
In this case, the maximum operation speed Vmax may be calculated using a different value for each train, but may be based on the maximum operation speed in the line section. That is, when the maximum operating speed differs for each train depending on the type of express train or ordinary train, the stop target position may be calculated based on the individual maximum operating speed, or such individual The maximum operating speed of the fastest train in the line section may be used for the above calculation conditions instead of the maximum operating speed.
[0010]
For the deceleration B, the condition with the worst deceleration may be set as the common condition in the line section.
On the other hand, as the optimum position, for example, a station or a shelter can be cited. If it is a station or evacuation center, passengers will not be anxious even if they stop for a long time, and convenience can be provided when they want to change to another transportation system. Conversely, when there are level crossings, tunnels, etc. within the above range, an optimal position may be determined so as to avoid this. For example, if a train is stopped at a railroad crossing, road traffic may be significantly obstructed, and stopping in a tunnel causes anxiety to passengers. In addition, when there is a feeder boundary within the above range, this may be set as the stop target position. By not allowing the following train to enter the previous feeder boundary, it is possible to eliminate the situation where the power supply to the succeeding train adversely affects the departure of the preceding train when the train in the previous feeder section is restarted. This is because it is convenient.
[0011]
In addition, what is necessary is just to perform the determination of an appropriate position when such an appropriate point does not exist arbitrarily.
According to the train stop position control method of the present invention, since the subsequent train is not necessarily brought close to the minimum safety margin distance, even if the speed is limited by the preceding train at the time of restart, the influence is reduced. On the other hand, since the stop target position is determined within the stoppable distance at the maximum operation speed, the following trains are not separated more than necessary, and the length of the stop train group is not increased. Thereby, the number of trains affected by the stop of the preceding train is not increased more than necessary.
[0012]
In addition, according to the simulation, as shown in FIG. 1, a few minutes after the vehicle stops at any position within the range of the minimum safe margin distance to the maximum stopable distance (within the arrow A in the figure) There is no difference when comparing the position and speed of trains. Therefore, according to the method of the present invention, the target stop position can be arbitrarily set within a certain range, instead of being fixed at the minimum safety margin distance that has been considered to be the least prone to delay. While selecting a point that does not cause anxiety to passengers or a point that does not adversely affect road traffic, there is a remarkable effect of not delaying the time until the delay finally recovers. And when the preceding train stops due to an abnormality, as described above, remarkable effects such as eliminating passengers' anxiety and eliminating adverse effects on road traffic can be achieved.
[0013]
In this train stop position control method, when the cause of the stop of the preceding train is not abnormal, the stop target position of the subsequent train may be set as the minimum safety margin distance. This is because if the preceding train is scheduled to stop, it will not stop indefinitely, so that the following train is brought closer and the delay range as far back as possible is not widened. That is, the stop target position may be set with the minimum safety margin distance fixed as in the prior art only when it is known that the stop of the preceding train is clearly scheduled stop. .
[0014]
In realizing the train stop position control method of the present invention as described above, the following system configuration may be employed.
That is, in the train stop position control device of the moving block system, the minimum safety margin distance giving means for giving the minimum safety margin distance that can bring the subsequent train closest to the preceding train, and the maximum operation speed of the line Stopable distance giving means for giving a stoppable distance, stop detection means for detecting the stop of the preceding train, and when the stop of the preceding train is detected, it is equal to or more than the minimum safety margin distance from the stop position of the preceding train and A stop permission range calculating means for calculating a range within the stop allowable distance as a stop permission range, a stop target position calculating means for calculating a stop target position within the stop permission range, and a train speed at the stop target position as 0. The speed control curve calculating means for calculating the speed control curve of the subsequent train, and the speed of the subsequent train according to the calculated speed control curve. A speed control means for controlling the stopping cause detection means for detecting the vehicle stop causes the preceding train, can be a stop candidates for succeeding train when stopping cause of preceding train is due to abnormality occurring in the line section A stop candidate point storing means for storing a point, and the stop target position calculating means uses the position of the minimum safety margin distance as the stop target position when the cause of the stop of the preceding train is not abnormal, If the cause of the stop is due to an abnormality occurring in the line section, the stored contents of the stop candidate point storage means are referred to, and if there is a stop candidate point within the stop permission range, the point is If it is set as the target stop position and does not exist, a train stop position control device of a moving block system may be adopted in which a point corresponding to the stopable distance is set as the target stop position.
[0015]
According to this device, when the stop detection unit detects the stop of the preceding train, the stop permission range calculation unit calculates the stop permission range based on the minimum safety margin distance and the stoppable distance. In this case, the minimum safety margin distance and the stoppable distance may be calculated each time based on the condition of the track gradient or the like, or a fixed value is stored in advance and is given in the form of reading it out. It may be.
[0016]
When the stop permission range is calculated, the stop target position is calculated within this range. As mentioned above, if there is a station, etc., the stop target position should be avoided. If there is no station, avoid the railway crossing and tunnel. Any calculation condition may be set in advance in such a manner as above. As a merit of keeping the position farthest away, there is no speed limit by the preceding train at the time of re-starting, so it can be accelerated suddenly with a full notch. By suddenly accelerating at full notch, there is no further speed limit on the following trains, and eventually it is possible to restart all of the stopped trains at the same time with full notch acceleration. This is because it is possible to avoid a situation in which a stop train occurs at the end.
[0017]
That is, in this train stop position control device, the stop cause detection means for detecting the stop cause of the preceding train, and the stop candidate for the succeeding train when the stop cause of the preceding train is caused by an abnormality occurring in the line A stop candidate point storage means for storing possible points, and the stop target position calculation means sets the position of the minimum safety margin distance as the stop target position when the cause of the stop of the preceding train is not abnormal, When the cause of stoppage of the preceding train is due to an abnormality that has occurred in the line section, the stored content of the stop candidate point storage means is referred to, and if there is a stop candidate point within the stop permission range, The point may be a stop target position, and if it does not exist, a point corresponding to the stoppable distance may be set as a stop target position.
[0018]
According to the present invention described above, when the preceding train stops, when the cause of the stop is due to an abnormality, there is no concern for passengers, and adverse effects on road traffic and the like can be avoided. The remarkable effect is demonstrated. In addition, there is no delay in the position and speed of the following train as compared to the case where the conventional stopping method (method of stopping near the minimum safety margin distance) is adopted within a relatively short period after the start of the diamond recovery operation. Therefore, the effect of relieving anxiety and the like can be achieved while suppressing the spread of the backward delay, achieving a quick delay recovery, and exhibiting a very remarkable effect.
[0019]
【Example】
Next, examples of the present invention will be described.
The embodiment relates to an ATO (automatic train operation) system of a ground control system in an electric railway, and transmits information between each train TR0, TR1,... And the ATO computer 10 as shown in FIG. An on-vehicle information transmission device 20 is installed along the track RL. The ATO computer 10 inputs the position / speed information Q1 of each train TR0, TR1,... Via this ground vehicle on-board information transmission device 20, and the speed control command Q0 for each train TR0, TR1,. Is output. The on-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.
[0020]
Conceptually speaking, as shown in FIG. 3, the ATO computer 10 inputs position / speed information Q <b> 1 from each train and integrates information in the information integration unit 11 that integrates information. Based on the information, a stop target position determination logic unit 13 that logically determines a stop target position of each train, a train control unit 15 that outputs a speed control command Q0 for each train according to the stop target position determined in this way, It has. In addition to the arithmetic processing for calculating such a stop target position, the ATO computer 10 is based on information integrated by the information integration unit 11 and is normally performed in an ATO system such as a speed limit for each train. Of course, the control is also performed, but since the control is the same as that of a general system, the description thereof is omitted.
[0021]
The stop target position determination logic unit 13 includes a normal diagram storage unit 31 that stores the operation diagram registered with respect to the time axis for the position / speed control conditions of each train at the time of normal operation for the line section, The intra-district point information storage unit 33 that stores information related to points in the line such as the location of the shelter, the level crossing, the position of the tunnel, the position of the feeding boundary, and the information about the gradient of the line, and the highest point of the line An operation condition storage unit 35 that stores conditions (hereinafter referred to as “operation conditions”) that should be referred to during operation, such as a train-specific deceleration Bt determined from the operation speed Vmax and the braking capacity of each train, and the minimum safety margin distance SM. And are connected.
[0022]
The stop target position determination logic unit 13 determines the stop target position of each train with respect to the preceding train based on the position / speed information of each train input from the information integration unit 11 according to the following logic.
As shown in FIG. 4, first, based on the position / speed information, it is determined whether there is a stopped train (S10). If there is no stopped train, the processing of this routine is terminated as it is.
[0023]
When there is a stopped train, the position / speed information of the train and the operation diagram stored in the normal diagram storage unit 31 are compared to determine whether the stop is as planned ( S20). When the stop is as scheduled, the minimum safety margin distance SM is read from the operation condition storage unit 35 (S30), and the rear of the preceding train is set as the stop target position by the SM (S40).
[0024]
On the other hand, when it cannot be determined that the stop is as planned, the maximum operating speed Vmax and the train-specific deceleration Bt are read from the operation condition storage unit 35 (S50), and the in-line point information storage unit 33 is read out. Then, the gradient condition of the track is read out, the deceleration coefficient Kb is calculated from the gradient condition of the track (S60), and the stop possible distance Dmax is calculated by the following equation (S70). Note that information is stored in advance as a table so that Kb = 1 when the gradient = 0, Kb> 1 for the upward gradient, and Kb <1 for the downward gradient, and this is referred to by the gradient. To calculate.
[0025]
[Expression 2]
^{Dmax = {Vmax 2 / (2Bt} · Kb)}
If the stop possible distance Dmax can be calculated in this way, the minimum safety margin distance SM is read (S80), and SM to Dmax are set as the stop permission range (S90).
[0026]
Next, the positions of the station and the shelter are read out from the point information storage unit 33 in the line area (S100). If the station and the evacuation site can be read out, it is determined whether or not these are within the above-mentioned stop permission range (S110). If it exists, it is set as a stop target position (S120). On the other hand, if it does not exist, the crossing and tunnel positions are read (S130). And it is determined whether these exist in the above-mentioned stop permission range (S140). If it exists, avoid this and set the rear side as the stop target position (S150). If these stations or railroad crossings do not exist within the stop permission range, the stop target position is set based on the stop possible distance Dmax (S160).
[0027]
If the stop target position can be set in this way, the speed limit curve of the following train is formed so that the speed = 0 at this position (S170), and this is output to the corresponding succeeding train (S180).
The succeeding train determines a train position / speed control curve (a so-called run curve) so as not to exceed the speed limit curve, and executes the train position / speed control based on this. As a method for determining the run curve, a method in a known ATO system may be applied as it is.
[0028]
As a result of the configuration as described above, according to the present embodiment, when the preceding train stops, the subsequent train does not fix its stop target position unless it is clear that the stop is not due to an abnormality. Within the range of the minimum safety margin distance SM to the maximum travel speed Vmax of the line section, the stopable distance Dmax, the evacuation facility such as a station is given the highest priority, and then priority is given to avoiding a tunnel, etc. In this case, the following train is stopped by separating Dmax. As a result, when the cause of the stop of the preceding train is not solved, the passengers of the following train are not made uneasy, and the effect of not causing the traffic congestion is exhibited.
[0029]
In addition, as described with reference to FIG. 1, as long as the vehicle stops within this range, after the diamond recovery operation is started, the state with the most advanced recovery can be achieved.
As mentioned above, although one Example of this invention was described, this invention may be implemented in another aspect, and such an aspect is also included in the technical scope of this invention unless it deviates from the summary of this invention. It is.
[0030]
For example, when the stop permission range of SM to Dmax is calculated, this is given to the train, and the driver may stop the train at an arbitrary position within this range, and may be implemented as a semi-automated system. .
[Brief description of the drawings]
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is an explanatory diagram showing a simulation result of an operation effect of the present invention.
FIG. 2 is an overall configuration diagram of a system according to an embodiment.
FIG. 3 is a configuration diagram of a main part of an ATO computer of the system according to the embodiment.
FIG. 4 is a flowchart of a main routine in the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... ATO computer, 11 ... Information integration part, 13 ... Stop target position determination logic part, 15 ... Departure control part, 20 ... Information transmission apparatus between ground vehicles, 31 ... Normal time diagram storage unit, 33... Line point information storage unit, 35... Operation condition storage unit, TR0 to TR3.

Claims (3)

In the movement blocking train stop position control method, the optimal stop position is determined within the range of the fixed minimum safety margin distance to the maximum stop speed range for the stop position of the subsequent train when the preceding train stops. The stop position control method of the moving block system, characterized in that the stop of the preceding train is caused by an abnormality that has occurred in the line section. A point that can be a stop candidate is stored, and when the cause of the stop of the preceding train is due to an abnormality that has occurred in the line area, If the memorized point exists within the range, the point is set as the stop target position, and if not, the point corresponding to the stopable distance is set as the stop target position. Train stop position control method of a mobile blocking method according to claim.   2. The movement blocking method according to claim 1, wherein when the cause of stopping of the preceding train is not abnormal, the stopping target position of the following train is set as the minimum safety margin distance. Train stop position control method. In the moving stop type train stop position control device,
A minimum safety margin distance giving means for giving a minimum safety margin distance at which the subsequent train can be brought closest to the preceding train;
A stopping distance providing means for giving a stopping distance according to the maximum operation speed of the line section;
Stop detection means for detecting the stop of the preceding train;
When a stop of the preceding train is detected, a stop permission range calculating unit that calculates a range that is not less than the minimum safety margin distance and within the stop possible distance from the stop position of the preceding train as a stop permission range;
Stop target position calculating means for calculating a stop target position within the stop permission range;
Speed control curve calculating means for calculating a speed control curve of the following train so that the train speed at the stop target position is 0;
Speed control means for controlling the speed of the following train according to the calculated speed control curve ;
Stop cause detection means for detecting the stop cause of the preceding train,
A stop candidate point storage means for storing a point that can be a stop candidate of the subsequent train when the cause of the stop of the preceding train is caused by an abnormality that has occurred in the line,
The stop target position calculating means sets the position of the minimum safety margin distance as the stop target position when the stop cause of the preceding train is not abnormal.
When the cause of the stop of the preceding train is due to an abnormality occurring in the line section, the stored content of the stop candidate point storage means is referred to, and if there is a stop candidate point within the stop permission range, A train stop position control apparatus of a moving block system characterized in that a point corresponding to the stopable distance is set as a stop target position when the point is set as a stop target position .

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