JP6839066B2 - Train control system and operation management device - Google Patents

Description

The present invention relates to a train control system and an operation management device, and is suitable for application to, for example, a train control system and an operation management device that control a train stop when a feeder stop occurs.

When an emergency stop is required for a train, it is necessary to consider many conditions in determining the stop position, and it is difficult to obtain the optimum stop position. In this regard, based on the total risk, which is the sum of the risk depending on the point after the train stops and the risk of the train impacting or derailing, the optimal stop is at the point with the lowest total risk until the next station. A system for obtaining a position is disclosed (see Patent Document 1).

Japanese Unexamined Patent Publication No. 2014-193098

However, when a feeder stop occurs when the supply of electric power for running is stopped, when the stop position is determined by the risk-only account as in the system described in Patent Document 1, the train follows the stop position. A situation that cannot be attached can occur.

The present invention has been made in consideration of the above points, and an object of the present invention is to propose a train control system and an operation management device capable of stopping a train at an appropriate point when a feeder stop occurs.

In order to solve such a problem, in the present invention, a train control system including a train and an operation management device for managing the operation of the train, wherein the operation management device is a power source for running the train. When the supply is stopped and a power stop occurs, the train is braked at the shortest time based on the on-line data including the position and speed data of the train and the train data including the vehicle performance and weight data of the train. The stoptable section between the shortest stoptable point, which is a stoptable point, and the coastable reachable point, which is a point that can be reached by coasting, is calculated, and the line data including the above-mentioned existing line data and low-risk point data. Based on, it is determined whether or not the train can be stopped at the low risk point in the stoptable section, and when it is determined that the train can be stopped at the low risk point, the low risk A stop command to stop at the point was transmitted to the train, and the train was stopped based on the stop command.

Further, in the present invention, it is an operation management device that manages the operation of a train, and includes a controller that performs processing, and the controller is used when a power stop occurs when the supply of electric power for running the train is stopped. Based on the on-line data including the position and speed data of the train and the train data including the vehicle performance and weight data of the train, the shortest stoptable point which is the shortest stoptable point by the brake. , The stoppable section between the coastal reachable point, which is a reachable point by coasting, is calculated, and among the stoppable sections, based on the on-line data and the route data including the data of the low-risk point. When it is determined whether or not the train can be stopped at the low-risk point and it is determined that the train can be stopped at the low-risk point, a stop command to stop at the low-risk point is issued to the train. I tried to send it to.

According to the above configuration, when a feeder stop occurs, the train can be stopped at a low-risk point in the stoptable section.

According to the present invention, a highly safe train control system can be realized.

It is a figure which shows an example of the structure of the train control system by 1st Embodiment. It is a figure which shows an example of the structure of the operation management apparatus by 1st Embodiment. It is a figure for demonstrating the stoptable section by 1st Embodiment. It is a figure which shows an example of the flowchart which concerns on the stop possible section calculation processing by 1st Embodiment. It is a figure which shows an example of the flowchart which concerns on the train stop control processing in a feeder stop section by 1st Embodiment. It is a figure which shows an example of the flowchart which concerns on the train stop control processing in front of a feeder stop section by 1st Embodiment.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

(1) First Embodiment In FIG. 1, 1 indicates a train control system according to the first embodiment as a whole. The train control system 1 includes an operation management device 10, a ground ATP (Automatic Train Protection) 11, and a train 12. The train 12 includes an on-board control device 13 including a battery 14. The number of trains 12 does not have to be one, and a plurality of trains may be present.

The operation of each device in the normal operation of the train 12 will be described below.

The on-board control device 13 of the train 12 detects the position of the train 12 and the speed of the train 12, and wirelessly transmits the on-line data to the ground ATP 11. The on-line data includes data such as the position, speed, and train length 15 of the train 12.

The ground ATP 11 acquires in-line data transmitted wirelessly from the train 12 and obtains a stop limit point 16 which is a limit point at which the train 12 can travel safely (can travel without colliding with the train 12 in front). It is transmitted to the train 12 by radio. The train 12 receives the stop limit point 16 and implements a moving block control that follows the train 12 ahead in real time. The moving block control by the ground ATP 11 is performed for all the trains 12 to be controlled. For example, regarding the stop limit point 16, the ground ATP 11 is from a database (not shown) in which the stop limit point 16 associated with the state (position, brake characteristics, gradient, etc.) of the train 12 is stored. , The stop limit point 16 corresponding to the state of the train 12 is searched and acquired.

Further, the ground ATP 11 transmits the on-line data of all trains 12 and the stop limit point 16 created by the ground ATP 11 to the operation management device 10.

The operation management device 10 has route data. The route data stores data such as station positions, slopes, curves, permissible stop points, and feeder stop sections. Here, the permissible stop point is a place where the train 12 is not normally allowed to stop, but the train 12 stops only when the feeding stop of the power supply for running the train 12 occurs. This is a place where it is permissible to do so. More specifically, the permissible stop point is a section such as a tunnel or a bridge where the risk of disaster increases due to the train staying, or a section where the entry of the train 12 is prohibited. In the following, stations and stop allowance points are collectively referred to as low-risk points.

The operation management device 10 creates automatic operation control information (for example, station passage, stop command, departure deterrence) based on the in-line data of all trains 12 acquired from the ground ATP 11 and the route data, and via the ground ATP 11. It is transmitted to each train 12 by radio. Further, the operation management device 10 has train data storing data such as vehicle performance and weight of each train 12.

The on-board control device 13 acquires automatic operation control information and a stop limit point 16 from the ground ATP 11, and automatically controls the speed, stop, and departure of the train 12. The on-board control device 13 can be operated for a certain period of time by the provided battery 14 even within the feeder stop section.

FIG. 2 is a diagram showing an example of the configuration of the operation management device 10. The operation management device 10 includes a CPU (Central Processing Unit) 101, a RAM (Random Access Memory) 102, an HDD (Hard Disk Drive) 103, and a communication IF (Interface) 104.

The CPU 101 is a processor (an example of a controller) that controls the operation of the entire operation management device 10. The RAM 102 is composed of, for example, a semiconductor memory and is used for storing various programs, and is also used as a work memory of the CPU 101. For example, the function (program module) of the operation management device 10 is realized by the CPU 101 reading a program stored in the HDD 103, ROM (Read Only Memory: not shown) or the like into the RAM 102 and executing the program. Some of the functions of the operation management device 10 may be realized by dedicated hardware such as a circuit.

The HDD 103 stores the above-mentioned route data, train data, and the like. The communication IF 104 is composed of, for example, a NIC (Network Interface Card), and performs protocol control during communication with the terrestrial ATP 11.

According to the train control system 1, when a feeder stop occurs, the train 12 can be stopped at a low-risk point in the stoptable section. Subsequently, the stoptable section will be described with reference to FIG.

FIG. 3 is a diagram for explaining a stoptable section. The speed change 20 indicates a speed change when the train 12 brakes from the current position 21, and the shortest stoptable point 22 indicates a point where the train can stop at the shortest time by braking. The speed change 23 indicates a speed change when the train 12 coasts from the current position 21, and the coast reachable point 24 indicates a point reachable by coasting.

The stoptable section 25 indicates a section in which the train 12 can be stopped. When the stop limit point 16 is located before the coast reachable point 24 when viewed from the current position 21 of the train 12, the stoptable section 25 of the train 12 is between the shortest stoptable point 22 and the stop limit point 16. It becomes a section. Further, when the stop limit point 16 is located farther than the coasting reachable point 24 when viewed from the current position 21 of the train 12, the stoptable section 25 of the train 12 is the shortest stoptable point 22 and the coasting reachable point 24. It becomes a section between.

FIG. 4 is a diagram showing an example of a flowchart relating to the stoptable section calculation process. The process shown in FIG. 4 is performed on all trains 12 existing in the feeder stop section and before the feeder stop section. In a certain section, the stoptable section calculation process is started when the feeder stop occurs.

In step S11, the operation management device 10 determines whether or not the speed of the target train is "0". When the operation management device 10 determines that the speed of the target train is "0", the process ends, and when it determines that the speed of the target train is not "0", the operation management device 10 shifts the process to step S12.

In step S12, the operation management device 10 determines whether or not the target train is traveling in front of the train stop section based on the route data and the existing line data acquired from the ground ATP11. When the operation management device 10 determines that the target train is traveling before the train stop section, the process shifts to step S14, and when it is determined that the target train is not traveling before the train stop section, step S13. Move the process to.

In step S13, the operation management device 10 calculates the speed change 23 when the target train coasts from the current position 21 based on the route data, the train data, and the on-line data acquired from the ground ATP11, and by coasting. The coasting reachable point 24, which is a reachable point, is calculated. The coasting reachable point 24 is calculated by the operation management device 10 with respect to the tip position of the train 12.

In step S14, the operation management device 10 calculates the speed change 20 when the target train brakes from the current position 21 based on the route data, the train data, and the on-line data acquired from the ground ATP11, and brakes. 22 is calculated as the shortest stoptable point, which is the shortest stop point. The operation management device 10 calculates the shortest stoptable point 22 with respect to the rear end position of the train 12.

In step S15, the operation management device 10 can stop the target train based on the shortest stoptable point 22 obtained in step S14, the coasting reachable point 24 obtained in step S13, and the stop limit point 16 from the ground ATP11. The section 25 is calculated. More specifically, when the stop limit point 16 is located before the coasting reachable point 24, the operation management device 10 sets the section between the shortest stoptable point 22 and the stop limit point 16 as the stoptable section 25. To do. Further, when the stop limit point 16 is located farther from the coast reachable point 24, the operation management device 10 sets the section between the shortest stop reachable point 22 and the coast reachable point 24 as the stop reachable section 25. When the process proceeds to step S14 in step S12, the stoptable section 25 is a section between the shortest stoptable point 22 and the stop limit point 16.

By changing the stoptable section according to the stop limit point in this way, it becomes possible to avoid a collision between the trains 12 in the stop control of the train 12 when the feeder stop occurs.

FIG. 5 is a diagram showing an example of a flowchart relating to the train stop control process in the feeder stop section. The process shown in FIG. 5 is performed on all trains 12 existing in the feeder stop section when the feeder stop occurs. However, the final security of the target train is premised on the fact that the ground ATP11 always secures it.

In step S21, the operation management device 10 allows the target train to travel to the next station (more broadly, the previous station) based on the route data, the stoptable section 25, and the existing line data from the ground ATP11, and Determine if it is possible to stop at the next station. When the operation management device 10 determines that the target train can travel to the next station and can stop at the next station, the process shifts to step S27, and the target train cannot travel to the next station or cannot stop at the next station. If it is determined that there is, the process is moved to step S22.

In step S22, the operation management device 10 determines whether or not the target train can travel until it passes through the electric train stop section based on the route data, the stoptable section 25, and the existing line data from the ground ATP11. When the operation management device 10 determines that the target train can travel outside the traveling direction of the train stop section, the operation management device 10 ends the process and determines that the target train cannot travel outside the travel direction of the train stop section. If so, the process is moved to step S23.

In step S23, the operation management device 10 determines whether or not the target train can stop at the permissible stop point in the train stop section based on the route data, the stoptable section 25, and the existing line data from the ground ATP11. To do. When the operation management device 10 determines that the target train can stop at the permissible stop section in the train stop section, the operation management device 10 shifts the process to step S24 and cannot stop the target train at the permissible stop point in the train stop section. If it is determined, the process is moved to step S26.

In step S24, the operation management device 10 transmits a stop command to stop at a stop allowable point in the feeder stop section to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information.

In step S25, the on-board control device 13 of the target train stops the target train based on the automatic operation control information received from the operation management device 10.

In step S26, the operation management device 10 transmits a stop command to stop at the point closest to the station to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information.

In step S27, the operation management device 10 transmits a stop command to stop at the next station to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information.

In this way, when a feeder stop occurs, the stoptable section 25 is calculated in consideration of the shortest stoptable point 22, the coasting reachable point 24, and the stop limit point 16 of each train 12 in the feeder stop section. By automatically controlling the stop of each train 12 at a low-risk point, it is possible to reduce the disaster risk of the entire route.

FIG. 6 is a diagram showing an example of a flowchart relating to the train stop control process before the feeder stop section. The process shown in FIG. 6 is performed on all trains 12 existing in front of the feeder stop section. However, the final security of the target train is premised on the fact that the ground ATP11 always secures it.

In step S31, the operation management device 10 determines whether or not the target train can be stopped before the train stop section based on the route data, the stoptable section 25, and the existing line data from the ground ATP11. When the operation management device 10 determines that the target train can stop before the train stop section, the process shifts to step S32, and when it determines that the target train cannot stop before the train stop section, the step The process is transferred to S38.

In step S32, the operation management device 10 determines whether or not the target train can stop at the next station before the train stop section based on the route data, the stoptable section 25, and the existing line data from the ground ATP11. To do. When the operation management device 10 determines that the target train can stop at the next station before the train stop section, it shifts the process to step S37 and cannot stop at the next station before the target train stop section. If it is determined, the process is moved to step S33.

In step S33, the operation management device 10 determines whether or not the target train can stop at a stop allowable point before the train stop section based on the route data, the stoptable section 25, and the existing line data from the ground ATP11. judge. When the operation management device 10 determines that the target train can stop at the stop allowable point before the train stop section, it shifts the process to step S34 and cannot stop at the stop allow point before the target train stop section. If it is determined that, the process is moved to step S36.

In step S34, the operation management device 10 transmits a stop command to the effect that the train stops at a stop allowable point before the feeder stop section to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information.

In step S35, the on-board control device 13 of the target train stops the target train based on the automatic operation control information received from the operation management device 10.

In step S36, the operation management device 10 transmits a stop command to stop at the point closest to the station before the feeder stop section to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information. To do.

In step S37, the operation management device 10 transmits a stop command to stop at the next station before the feeder stop section to the on-board control device 13 of the target train via the ground ATP 11 as automatic operation control information.

In step S38, the operation management device 10 shifts the process to the train stop control process in the feeder stop section shown in FIG.

In this way, when a feeder stop occurs, the shortest stop possible point 22, coasting reachable point 24, and stop limit point 16 of each train 12 are taken into consideration for all trains 12 existing up to the feeder stop section. By calculating the stoptable section 25 and automatically controlling the stop of each train 12 at a low-risk point in front of the feeder stop section, it is possible to reduce the disaster risk of the entire line.

However, when the battery 14 provided in the on-board control device 13 of the target train is depleted, the mechanical brake automatically operates to end the process of FIG. 4, FIG. 5, or FIG.

Further, a stop command is sent to the train 12 stopped between stations, and a departure deterrent command is sent to the train 12 stopped at the station via the ground ATP 11 to the on-board control device 13 of each train 12. Then, the stopped state of each train 12 is maintained.

According to the present embodiment, when a feeder stop occurs, the train 12 can be stopped at a low-risk point in the stoptable section, so that a highly safe train control system 1 can be realized.

(2) Other Embodiments In the above-described embodiment, the case where the present invention is applied to the train control system 1 has been described, but the present invention is not limited to this, and various other train controls are described. It can be widely applied to the system.

Further, the present invention is not limited to the above-described embodiment, and includes various modifications.

For example, even if the train 12 running in front of the feeder stop section can be stopped before the feeder stop section, it may enter the feeder stop section depending on the situation of the train in front, the stop risk, and the like. It may stop within the electric stop section. For example, for a train 12 running in front of a feeder stop section, if there is a station in the feeder stop section, it is possible to travel to the station, and if it is possible to stop at the station, the train stops so as to stop at the station. Control may be performed.

Further, for example, it is possible to continuously calculate the stoptable section 25 from the occurrence of the feeder stop to the stop of the train 12 and stop the train 12 at the optimum stop position.

Further, for example, instead of calculating the stoptable section 25 after the feeder stop occurs, the stoppable section 25 at each position of each train 12 may be registered in the database in advance and referred to.

The above-mentioned configurations may be appropriately changed, combined, or omitted without exceeding the gist of the present invention.

1 ... Train control system, 10 ... Operation management device, 11 ... Ground ATP, 12 ... Train, 13 ... On-board control device, 14 ... Battery.

Claims (6)

A train control system including a train and an operation management device for managing the operation of the train.
The operation management device includes on-line data including data on the position and speed of the train and data on the vehicle performance and weight of the train when the supply of electric power for running the train is stopped. Based on the train data including, the stoptable section between the shortest stoptable point, which is the shortest stoptable point by the brake, and the coastal reachable point, which is the reachable point by coasting, is calculated. Based on the on-line data and the route data including the data of the low-risk point, it is determined whether or not the train can be stopped at the low-risk point in the stoptable section, and the train can be stopped at the low-risk point. When it is determined that the train can be stopped, a stop command to stop at the low risk point is transmitted to the train.
The train stops based on the stop command,
A train control system characterized by that. The low-risk point is a place or station that is neither a section where the risk of disaster increases due to the train staying nor a section where the entry of the train is prohibited.
The train control system according to claim 1. When the operation management device determines that it cannot stop at the low-risk point, it transmits a stop command to the train to stop at the point closest to the station.
The train control system according to claim 2, wherein the train control system is characterized in that. When the stop limit point, which is the limit point at which the train can travel without colliding with the train in front of the train, is between the shortest stop possible point and the coast reachable point, the operation management device is the shortest. The section from the stoptable point to the stop limit point is calculated as the stoptable section.
The train control system according to claim 1. Based on the on-line data, the train data, and the stoptable section, the operation management device determines whether or not the train can be stopped at the low-risk point in front of the section where the feeder stop occurs. If it is determined that the train can be stopped at the low-risk point before the section where the feeder stop occurs, the train will stop at the low-risk point before the section where the feeder stop occurs. Send a stop command to the train,
The train control system according to claim 1. An operation management device that manages train operations
Equipped with a controller to perform processing
The controller
Based on on-line data including data on the position and speed of the train and train data including data on vehicle performance and weight of the train when a feeder stop occurs when the supply of power for running the train is stopped. Then, the stoptable section between the shortest stoptable point, which is the shortest stoptable point by the brake, and the coastal reachable point, which is the reachable point by coasting, is calculated.
Based on the line data and the route data including the data of the low-risk point, it is determined whether or not the train can be stopped at the low-risk point in the stoptable section, and the train is determined at the low-risk point. When it is determined that the train can be stopped, a stop command to stop at the low risk point is transmitted to the train.
An operation management device characterized by this.

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