JP7591978B2 - Train control device and train control method - Google Patents

Description

The present invention relates to a train control device and a train control method.

Railway depots and other facilities have many sidings for storing vehicles, and require a large amount of land. Furthermore, maintaining the track facilities for many sidings is very costly. For this reason, from the perspective of building sustainable railway facilities, there is a need to limit the size of sidings for storing vehicles within a range that does not interfere with railway operations, and to limit the costs required for depots and other facilities.
In order to reduce the use of storage lines, it is necessary to secure alternative facilities and create operation plans for them.

Patent Document 1 is an invention for creating an operation plan that reduces the use of storage lines and controlling trains. This publication discloses a target timetable creation device that changes a timetable that represents a control target for a train according to a predicted result of travel demand that indicates the destination and the number of passengers at each station where the train stops for each time period. The target timetable creation device has a violation point extraction program P01a that calculates the congestion degree of a train based on predicted demand information that represents the predicted result of travel demand, and extracts a violation point where the congestion degree is outside a predetermined allowable range. The target timetable creation device also has a timetable correction program P01b that changes the operation timetable, including changing the destination of the train, so that the congestion degree of the violation point is within the allowable range or approaches the allowable range.
Among these, a system is described that comprehensively manages each track in the vehicle depot and storage lines according to passenger demand and proposes optimal operation plans.

JP 2019-73146 A

The technology described in Patent Document 1 enables efficient operation including each siding track by proposing a train schedule (hereinafter abbreviated as "timetable") that includes the use of sidings. However, in Patent Document 1, control is performed on the assumption that all existing sidings will be used. For this reason, it is not intended to reduce sidings at depots, etc. Furthermore, it is not envisaged that new siding tracks will be set up on the main line depending on the train operation status.

The objective of the present invention is to provide a train control device that can set up temporary storage tracks on the main line depending on the train operation status.

In order to solve the above problems, one representative train control device of the present invention is a train control device capable of setting a train storage track on a main line, in which the storage track is set in a section of the main line having a facility capable of switching tracks, tracks other than the storage track are set as running-permitted tracks, and a train to be operated (hereinafter referred to as an "operating train") is operated on the running-permitted tracks,
The system has an operation plan creation unit that creates an operation restriction route plan for causing a train to be stored (hereinafter referred to as a "stored train") to be stored on the storage track.

According to the present invention, it is possible to provide a train control device that can set up temporary storage tracks on a main line depending on the train operation status.
Problems, configurations and effects other than those described above will become apparent from the description of the following embodiments.

FIG. 1 is a schematic diagram illustrating a main line, crossover tracks, and storage tracks. FIG. 2 is a schematic diagram illustrating the main line, the actual crossing tracks, and the storage tracks. FIG. 3 is a schematic diagram for explaining the setting of storage track candidates when there are multiple crossover tracks. FIG. 4 is a flowchart for explaining a method for extracting storage track candidates when there are multiple crossover tracks. FIG. 5 is a schematic configuration diagram of a train control device according to a third embodiment of the present invention. FIG. 6A is a flowchart illustrating the processing of the operation plan creation unit 102. FIG. 6B is another flowchart illustrating the processing of the operation plan creation unit 102. FIG. 7A is a diagram showing a schematic diagram of the routes of up- and down-bound trains on a line in which a section X that is a candidate for a storage track is set. FIG. 7B is a diagram showing a schematic diagram of the routes of upbound and downbound trains on the line after the storage track candidate is switched to a storage line. FIG. 8 is a flowchart for explaining the process of the delay time evaluation unit 103. FIG. 9 is a flowchart for explaining the process of the retention release evaluation unit 104. FIG. 10 is a schematic diagram illustrating the flow of train operation when a train is released from storage.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiment. In addition, in the description of the drawings, the same parts are denoted by the same reference numerals.
In this disclosure, "main line" refers to a track used for commercial operation, i.e., a track on which vehicles carrying passengers, etc. run.
"Storage track" means a track on a main line for temporarily parking rolling stock.
"Crossover" means a branch track consisting of two sets of switches and tracks that are provided to connect two adjacent tracks. Usually, it is a track that connects an up line and a down line. However, any track structure that substantially connects two adjacent tracks is included in the crossover in this disclosure.
"Switching" means that a train uses the above-mentioned crossing to move onto another nearby track.

First Embodiment
Hereinafter, a first embodiment will be described with reference to Figures 1 and 2. Figure 1 is a schematic diagram illustrating a main line, a crossover track, and a storage track.
In Fig. 1, the up line 10 and the down line 20 shown by solid lines are used for commercial operation and correspond to the main line. Since crossover tracks A and B are provided in the section shown in Fig. 1, for example, a down train T can use crossover tracks A and B to travel from the down line 20, via the up line 10, and reach the down line 20 again by setting the down train route 50 shown by dotted lines as a route for which running is permitted. Therefore, as shown in Fig. 1, section X can be used as a storage track to store a stored train.

Figure 2 is a schematic diagram explaining the main track, the actual crossover track, and the storage track. Figure 2 differs from Figure 1 in that an actual crossover track is used to connect two adjacent tracks. In the following explanation, components that are the same as or equivalent to those in Figure 1 above are given the same reference numerals, and their explanation will be simplified or omitted.

2, stations A, B, and C are located on the line, and platforms AH1, AH2, BH1, BH2, BH3, CH1, and CH2 are provided at each station. Lines are provided at stations A and B for drawing trains from up track 10 and down track 20. In this case, by using the lines for drawing trains, for example, by setting down train route 51 shown by a dotted line as the running permission line, down track T can travel from down track 20 via up track 10 and reach down track 20 again.
In other words, the track for pulling in trains as shown in Fig. 2 has a track structure that essentially connects two adjacent tracks. As shown in Fig. 2, the section X that serves as the storage track can also be set across stations.

In this way, by utilizing sections of the main line that have facilities that can be switched, setting up permitted tracks and storage tracks, and creating an operation restriction route plan that allows operating trains to run on the permitted tracks and leaves stored trains on the storage tracks, it is possible to reduce the use of storage tracks at the depot.
Furthermore, since the storage tracks in this embodiment can be provided in various sections on the main line, they can be flexibly installed and removed according to the storage demand. This not only reduces the number of storage tracks, but also enables efficient operation plans to be created.

Second Embodiment
The second embodiment differs from the first embodiment in that the train control device has a storage line candidate extraction unit. In the following description, the same or equivalent components as those in the above-mentioned embodiment are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

<Storage line candidate extraction unit>
First, the prerequisites for the storage line candidate extraction unit will be described with reference to FIG. 1 and FIG.
In FIG. 1, the switch used for the crossover has a side where the tracks branch off and a side where the tracks merge, and switching is possible only when traveling from the merging side to the branching side.

In the example of Figure 1, train T1 can switch to the up track 10 via crossover B, and can return to the down track 20 via crossover A. However, train T2 on the up track cannot switch from the up track 10 to the down track 20 via crossover A, and cannot return to the up track 10 via crossover B.

For this reason, in order to extract storage track candidates, first, the section sandwiched between the branching sides of the turnouts is extracted as shown in Figure 1. By extracting storage track candidates in this way, it becomes possible for trains to run via crossings and avoid the storage track candidates.
The position of each switch and information on whether the switch faces in the up or down direction can be obtained from the route design information.

Although FIG. 1 illustrates an example of a line with only two crossover tracks, the same concept can be applied to a line with multiple crossover tracks to extract multiple storage track candidates.
Next, a case where there are a plurality of crossover wires will be described with reference to FIG.
3 is a schematic diagram for explaining the setting of storage track candidates when there are multiple crossing tracks. In a line with multiple crossing tracks, multiple storage track candidates with some overlapping sections can be extracted.
As shown in Fig. 3, section Y, which will be the storage track, is the section sandwiched between the crossover line C and the branch side of the switch of the crossover line E, and section X, which will be the storage track, is the section sandwiched between the crossover line D and the branch side of the switch of the crossover line E. Sections X and Y are set to overlap between crossover line D and crossover line E.

Next, an example of the function of the storage line candidate extraction unit will be described with reference to FIG.
FIG. 4 is a flowchart for explaining a method for extracting storage track candidates when there are multiple crossover tracks.
The storage track candidate extraction unit compares the track number and the direction of the branch side of two switches for all switches included in the line design information. If two switches have the same track number, the directions of the branch sides are opposite, and the branch sides face each other, the section between the switches is extracted as a storage track candidate.
To achieve this, for example, the following steps shown in FIG. 4 can be adopted.

Step 451 is a loop that performs repeated processing for each switch position for all switches included in the route design information. This processing ends after performing the processing for all switches included in the route design information.

Step 452 is a step for determining a turnout that can constitute a storage track for the turnout being referred to in the loop processing of step 451. In step 452 as well, the process is repeated for each position for all the turnouts included in the line design information.
Specifically, the line number and direction of the branch side of the switch currently being referenced in the loop processing of step 451 are compared with the line number and direction of the branch side of the switch currently being referenced in the loop processing of step 452. If the two have the same line number, the branch sides have opposite directions, or the branch sides face each other, the process proceeds to step 454; otherwise, the process returns to the loop processing of step 452.
In step 454, the section between the switch being referenced in the loop processing of step 451 and the switch being referenced in the loop processing of step 452 is added as a storage track candidate, and the process proceeds to the loop processing of step 452.
In this manner, for every turnout on the main line, it is possible to extract all turnouts that can be paired with it to form a storage track.
Then, the storage line candidate extraction unit outputs these lines as storage line candidates.

Third Embodiment
The third embodiment differs from the first and second embodiments in that the train control device has a simulation function. In the following description, the same or equivalent components as those in the above-mentioned embodiments are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

<Train control device>
Fig. 5 is a schematic diagram of a train control device according to a third embodiment of the present invention. The train control device 100 shown in Fig. 5 is composed of a train operation state acquisition unit 101, an operation plan creation unit 102, a delay evaluation unit 103, a storage release evaluation unit 104, a judgment unit 105, a train control unit 106, and a simulation calculation unit 107.

The train operation status acquisition unit 101 acquires information on the running positions, speeds, and delays relative to the operation plan diagram (hereinafter referred to as the "planned schedule") of all trains running on the line controlled by the train control device 100, and creates train operation status information 111. The train operation status information 111 is then output from the train operation status acquisition unit 101 to the operation plan creation unit 102, the delay evaluation unit 103, and the storage release evaluation unit 104.

The operation plan creation unit 102 acquires train operation status information 111 and creates an operation restriction route plan 112 used to designate a section of the main line as a storage track. The operation restriction route plan 112 is then output from the operation plan creation unit 102 to the delay evaluation unit 103, the storage release evaluation unit 104, and the judgment unit 105.
The operation restriction route plan 112 includes route plans and timetables for each train, including out-of-service trains, and information on which positions on the main line should be set as storage tracks. The operation plan creation unit 102 will be described in detail later.

The delay evaluation unit 103 acquires train operation status information 111 and an operation restriction route plan 112, and calculates an evaluation value 113 for a case where operation is continued with a part of a main line designated as a storage track, triggered by the occurrence of a delay. The evaluation value 113 is then output from the delay evaluation unit 103 to the judgment unit 105.
The evaluation value 113 includes information such as the amount of power consumption, the number of people affected by the delay, and other costs incurred by the delay. The delay evaluation unit 103 will be described in detail later.

The storage release evaluation unit 104 acquires the train operation status information 111 and the operation restriction route plan 112, and calculates a storage release route plan 114A, which is a route plan when the storage track set on the main line is released and the line is changed to a route permitted for running, triggered by the occurrence of a delay, and an evaluation value 114B when the storage track set on the main line is released and the line is changed to a route permitted for running. Then, the storage release evaluation unit 104 outputs the evaluation value 114 to the judgment unit 105 as information combining the storage release route plan 114A and the evaluation value 114B.
The evaluation value 114 includes information such as the amount of power consumption, the number of people affected by the delay, and other costs incurred due to the delay.
The storage release route plan 114A includes route plans and timetables of each train including a deadhead train, and information on which storage line on the main line to release the train from. The storage release evaluation unit 104 will be described in detail later.

The judgment unit 105 obtains an evaluation value 114 that is a compilation of an evaluation value 113 in the case where operation is continued with a portion of the main line designated as a siding track, a siding release route plan 114A that is a route plan in the case where the siding track set on the main line is released, and an evaluation value 114B in the case where the siding track set on the main line is released, and sets a route plan 115 to be finally adopted. The final route plan 115 is then output from the judgment unit 105 to the train control unit 106. Details of the judgment unit 105 will be described later.

The train control unit 106 obtains the final route plan 115 and controls all trains on the line targeted by the train control device according to the final route plan 115. Details of the train control unit 106 will be described later.

The simulation calculation unit 107 acquires the simulation conditions 117 , performs a specified train operation simulation, and outputs a simulation result 127 .
The simulation calculation unit 107 has a function of calculating the position and speed of all trains at each time based on design information about the vehicles, such as vehicle weight and tractive force, route design information, such as track gradient and curves, speed limits and switch positions, planned timetables for each train, and operation restriction route plans.

<Operation Planning Department>
6A and 6B are flowcharts illustrating the processing of the operation plan creation unit 102. Hereinafter, the details of the processing of the operation plan creation unit 102 will be described with reference to FIG. 6A.
The process of Fig. 6A may be started at any timing. For example, the process may be started by a person pressing a start switch, or may be started at a predetermined cycle. In addition, the process may be started by receiving a command to start the process in cooperation with a traffic management device or the like.

In step 201, the train control device extracts storage track candidates, which are sections that are candidates for storage tracks, from the sections of the line that are the subject of control. The method for extracting storage track candidates is the same as in the second embodiment, so a description thereof will be omitted.

Step 202 is a repetitive process in which the following process is repeated for the number of storage line candidates extracted in step 201. When the repetitive process is completed for the number of storage line candidates, the process proceeds to step 205. When there are multiple storage line candidates, it is preferable that the order of the repetitive process is such that the process is executed in descending order of priority among the storage line candidates.
Since storage track candidates exist in various locations within the line section and with various capacities, the convenience of the storage track varies from one storage track to another.

<Priority setting>
There are several possible methods for setting priorities. If siding tracks are installed on the main line, commercial operations cannot be performed on the siding tracks, and a detour using crossing tracks is required. For this reason, if siding tracks are installed on the main line in areas with high train demand, there is a risk that delays will occur. On the other hand, if siding tracks are installed in areas with low train demand, it will be necessary to operate deadhead trains to the area, consuming energy for the round trip.

For this reason, for example, if the emphasis is on minimizing the amount of power consumption required to operate trains, it is desirable to increase the priority of potential siding tracks so as to reduce the distance that parked trains must travel from the siding tracks to locations where there is demand for commercial operation. In other words, by giving the highest priority to potential siding tracks that are close to terminal stations with high demand for commercial operation, the overall travel distance can be minimized, making it possible to reduce power consumption. It is then desirable to set the priority of siding tracks that are farther away from terminal stations lower.

In addition, when the priority is to prevent delays from becoming more severe when they do occur, it is desirable to give the highest priority to sections with few trains running, for example, siding tracks close to terminal sections. In other words, in sections with few trains running, once a delay occurs, it is easy for the delay to become more severe, so it is necessary to quickly send parked trains back into service. For this reason, it is desirable to give a higher priority to siding track candidates in sections with few trains running, and to set a lower priority as the section approaches a higher number of trains running, for example, a terminal station with high demand.

Furthermore, if you want to reduce the distance traveled while preventing delays from expanding when delays occur, you can consider giving the highest priority to the storage track candidates that exist between the first stations in the section where the number of trains starts to decrease. This is because, for example, if the first stations are far from a metropolitan area and the number of trains starts to decrease, the distance for forwarding is relatively short and the number of trains in operation is small, making it easy to forward trains to sections where delays are likely to expand. From here on, you can also consider a method of setting the priority by comprehensively considering the relationship between the number of trains in the section and the distance to the destination of the demand for forwarding.
In addition, if the priority is placed on protecting vehicles from disaster risks, one possible setting method would be to work in cooperation with weather information provided by meteorological observation agencies to lower the priority of potential storage tracks located near sections with a relatively high risk of heavy rain and flooding, or to lower the priority of potential storage tracks located near sections with a high disaster potential that may be affected by tsunamis in the event of an earthquake, etc.

In addition, for lines where multiple trains need to be operated coupled together, a possible setting method would be to give a higher priority to storage track candidates that can ensure the length required to store coupled trains, and a lower priority to storage track candidates that can only ensure the length required to store trains without splitting them.

<Addition of storage routes>
In step 203, the storage track candidate is added as a storage track together with the storage time condition to the latest operation restriction route plan. Then, the process proceeds to step 204.
<Simulation execution>
In step 204, conditions for a train operation simulation are set based on the latest operation restriction route plan, and are output to the simulation calculation unit 107 as simulation conditions 117. Then, when the simulation result 127 output from the simulation calculation unit 107 is received, the process proceeds to step 205.

<Simulation Judgment 1>
In step 205, it is determined that the number of formations of out-of-service trains that cannot be stored is equal to or less than the allowable value and that no train delay will occur during the storage time as a result of the train operation simulation in step 204. If it is confirmed in step 205 that the number of formations of out-of-service trains that cannot be stored is equal to or less than the allowable value and that no delay will occur, the answer is Yes and the process proceeds to step 206. If the number of formations of out-of-service trains that cannot be stored is equal to or less than the allowable value or a delay has occurred in step 205, the answer is No and the process proceeds to step 206.
As a method for determining whether a train has been delayed, a delay may be determined if the train is late by even one second, or an arbitrarily set allowable late arrival time may be set, and a delay may be determined if a train arrives later than this time, and it may be confirmed that no delay has occurred if the delay is within the allowable late arrival time.

In step 206, it is determined whether a delay has occurred and whether the number of train sets that cannot be stored is equal to or less than the allowable value as a result of the train operation simulation in step 204. If a delay has occurred, the result is No, and the process proceeds to the repetition of step 202.
Also, if no delay has occurred but the number of train sets that cannot be stored is not below the allowable value, the answer is Yes and the process proceeds to step 209.
The method of determining train delays can be based on criteria similar to those used in step 205 described above.

<Simulation Judgment 2>
In the simulation judgment 1, the method of performing step 206 after step 205 has been described, but the order of steps 205 and 206 may be reversed.
FIG. 6B is a flowchart of determination 2 of the simulation, which explains the processing of the operation plan creation unit 102.
Fig. 6B differs from Fig. 6A in that the order of steps 205 and 206 in Fig. 6A is reversed. In the following description, the same or equivalent components as those in Fig. 6A above are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

In the example of Fig. 6B, step 206 determines whether or not the number of train sets that cannot be stored is equal to or less than the allowable value as a result of the train operation simulation in step 204. If the number of train sets that cannot be stored is equal to or less than the allowable value, the determination is Yes and the process proceeds to step 205.
If the number of train sets that cannot be stored is not below the allowable value, the answer is No and the process proceeds to step 209.

In step 205, it is determined that the number of train sets that cannot be stored is equal to or less than the allowable value, and that no train delays will occur during the storage time, based on the results of the train operation simulation in step 204. If it is confirmed in step 205 that the number of train sets that cannot be stored is equal to or less than the allowable value, and that no delays will occur, the process judges Yes and proceeds to step 208. If a delay has occurred in step 205, the process judges No and proceeds to the repeat process of step 202.

In addition, the method of judging train delays can set the judgment criteria in the same manner as in step 205 in simulation judgment 1.
Regarding the method of setting the allowable number of train sets for non-revenue trains that cannot be stored, if the line has a large number of trains and is prone to the delay expanding when a delay occurs, a large value should be set, whereas if the line has a small number of trains and is unlikely to cause the delay to expand when a delay occurs, it is desirable to set it to 0 in consideration of energy conservation.

In the above explanation, the viewpoints of whether or not the number of trains that cannot be stored is equal to or less than the allowable value and whether or not a delay has occurred have been explained as a flowchart using two steps, step 205 and step 206. However, step 205 and step 206 may be processed in a single step.
That is, steps 205 and 206 may be integrated into a step of selectively proceeding to one of the following three routes based on the result of the train operation simulation in step 204.
(A) If it is confirmed that the number of train sets that cannot be stored is within the allowable value and no delay will occur, proceed to step 208.
(B) If no delay will occur but the number of train sets that cannot be stored is not below the allowable value, proceed to step 209.
(C) If a delay occurs, proceed to the repeat process of step 202.

In step 209, a storage track is added to the conditions of the train operation simulation in step 204, and the process proceeds to step 204. When adding a storage track in step 209, it is desirable to add the storage track in the order of priority described in step 202.

Step 207 is the process to be performed when the train operation simulation fails to find a storage track candidate that will not cause delays. In this case, even if the best storage track candidate is adopted as the storage track, it has been found that delays will occur or the necessary out-of-service trains will not be able to be stored. For this reason, in step 207, the operation restriction route plan at the start of the process is output, and the process ends.

Step 208 outputs the final operation restriction route plan and ends the process. In other words, step 208 is the process performed when the train operation simulation finds conditions under which a siding track can be set without causing a delay. In this case, the operation restriction route plan includes route information for each train, including out-of-service trains, and setting information for the siding track, assuming that a siding track will be set.

<Train operation simulation>
Next, the flow of the train operation simulation performed in step 204 in FIGS. 6A and 6B will be described with reference to FIGS. 7A and 7B.

FIG. 7A is a diagram showing a schematic diagram of routes of trains going in the up and down directions on a line in which a section X that is a candidate for a storage track is set.
FIG. 7B is a diagram showing a schematic diagram of the routes of upbound and downbound trains on the line after the storage track candidate is switched to a storage line.
The train operation simulation is started with the initial state being the position and speed of each train acquired from the train operation status acquisition unit 101 in Fig. 5. In the initial state, the section X of the storage track candidate is still a running permitted track, and trains can run on it. In other words, each train is operating commercially according to a predetermined planned timetable.

When the calculation steps of the train operation simulation progress and a deadhead train T3 that has completed its commercial operation occurs, the deadhead train travels toward the nearest candidate storage track section X, weaving its way between commercial trains.
At this time, the deadhead train may run toward the nearest storage track candidate at the end of commercial operation using a planned timetable for deadhead trains that predetermines the running time between stations and the arrival and departure times at each station. Also, the deadhead train may run toward the storage track candidate in a manner following the preceding commercial train while keeping a sufficiently safe distance from the commercial train.

From the time when the deadhead train T3 reaches the section X of the candidate storage track, this section is switched from a running-permitted track to a storage track, and it is set so that trains T4 other than the deadhead train T3 to be stored cannot enter.
In addition, when a storage track is filled with trains and no more trains can be stored there, it is preferable for subsequent trains to not target that storage track, but to target the nearest available storage track instead.
Furthermore, when a storage track is filled with trains and no more trains can be stored there, and there are no other available storage tracks, it is desirable for subsequent out-of-service trains not to target that storage track, but to continue to travel on the main line, weaving between the gaps in service vehicles.

After section X is switched from a running track to a storage track, as shown in FIG. 7B , a down train T that is not a deadhead train switches to the up track 10 at the crossover track B, and travels along the down train route 50, passing through the crossover track A and returning to the down track 20 again.
After that, when the train demand increases again and all the trains parked in section X, which is set as a storage track, depart from section X, section X is returned to the state of Fig. 7A and switched to a running-permitted track. Finally, the simulation ends when a commercial train runs on section X and arrives at the station.
In addition, when the simulation is completed, the simulated delay times of each train are tallied in comparison with the previous planned timetable.

In addition, the trains placed on the storage tracks depart from the storage tracks by calculating backwards the running time from the storage tracks to the station where commercial operations are to be resumed so that they can arrive at the station where commercial operations are to be resumed at the time commercial operations are to be resumed. When trains are sent out at the time of resuming commercial operations, they may also run according to a predetermined out-of-service timetable, or they may run between commercial trains.
In the above explanation, only commercial trains have been mentioned, but the train operation simulation may also be carried out including maintenance vehicles, etc.

<Delay Time Evaluation Section>
The details of the processing of the delay time evaluation unit 103 in FIG. 5 will be described with reference to FIG.
FIG. 8 is a flowchart for explaining the process of the delay time evaluation unit 103.
In step 501, the delay evaluation unit 103 determines whether or not there is a train that is experiencing a delay, based on the delay information of each train against the planned timetable acquired from the train operation status acquisition unit 101. If there is a train that is experiencing a delay, the result is Yes, and the process proceeds to step 502. If there is no train that is experiencing a delay, the result is No, and the process ends without outputting an evaluation value.

In step 502, the delay evaluation unit 103 predicts the delay time if the storage track is continued without being released, based on the position and speed of each train obtained from the train operation status acquisition unit 101 and the operation restriction route plan 112 obtained from the operation plan creation unit 102.
For this reason, the conditions for the train operation simulation in the case where the storage track is continued at the time of performing the simulation are created as simulation conditions 117, and output to the simulation calculation unit 107. Then, after receiving the simulation results 127 output from the simulation calculation unit 107, the process proceeds to step 503.

In step 503, the delay evaluation unit 103 outputs the evaluation value calculated in the train operation simulation in step 502 as the evaluation value 113 in the case where operation is continued with a portion of the main line designated as a storage track, and ends the process.

<Detention Release Evaluation Department>
The details of the process of the retention release evaluation unit 104 in FIG. 5 will be described with reference to FIG.
FIG. 9 is a flowchart for explaining the process of the retention release evaluation unit 104.
In step 601, the storage release evaluation unit 104 determines whether or not there is a train that is delayed based on the delay information of each train against the planned timetable acquired from the train operation status acquisition unit 101. If there is a train that is delayed, the process proceeds to step 602 as Yes, and if there is no train that is delayed, the process ends as No.

In step 602, if a train is delayed, the storage release evaluation unit 104 predicts the delay time if the storage track is released based on the position and speed of each train obtained from the train operation status acquisition unit 101 and the operation restriction route plan 112 obtained from the operation plan creation unit 102.
For this reason, the conditions for the train operation simulation in the case where the storage track is released at the time of performing the simulation are created as simulation conditions 117 and output to the simulation calculation unit 107.
Then, after receiving the simulation result 127 output from the simulation calculation unit 107, the process proceeds to step 603. The train operation simulation in step 602 will be described in detail later.

In step 603, the parking release evaluation unit 104 outputs the evaluation value calculated in the simulation in step 602 as the evaluation value 114B in the case where the parking track set on the main line is released, and also outputs the parking release route plan 114A, which is the route plan in the case where the parking track set on the main line is released, and ends the process.

<Train operation simulation>
The train operation simulation in step 602 will now be described in detail.
The train operation simulation in step 602 calculates the positions and speeds of all trains at each time based on vehicle design information such as vehicle weight and tractive force, route design information such as track gradient, curves, and speed limits, planned timetables for each train, and route restrictions.

The flow of the train operation simulation when the train is released from storage will be explained below.
FIG. 10 is a schematic diagram for explaining the flow of train operation when the train is released from storage. The train operation simulation is started with the position and speed of each train input from the train operation state acquisition unit 101 as the initial state. At the start of the simulation, the storage track is immediately switched to the running track, and the storage train is made to run as a deadhead train. In this case, in order to minimize the running route of the deadhead train, it is desirable to move the deadhead trains T5 to T8 in the order of (1), (2), and (3) in the figure, as shown in FIG. 10. That is, (1) move from the storage track to the down side of the crossover A. (2) perform a turnaround operation to move to the up track 10 via the crossover A, and move to the down track 20 via the crossover B. (3) perform a turnaround operation to return to the section X, which is the original storage track. It is desirable to adopt such routes (1) to (3).

However, it takes some time for the deadhead train to turn around before traveling on crossing line A and after traveling on crossing line B. For this reason, if multiple formations are stored in section X, if all the stored trains are turned around at the same place, it may take a considerable amount of time before other trains can run on section X. In that case, the deadhead train may be run further beyond crossing line A on the down track 20, and the crossing line C beyond that may also be used to switch to the up track 10.
Then, if the simulation detects a time when the delay time of a commercial train falls within a predetermined value, it is determined that the delay will converge, and an operation restriction route plan can be created in which section X is set as a storage track again and deadhead trains that have returned to the storage track are stored in sequence.

Finally, the simulation ends at the same time as the train operation simulation ended in step 502 of the delay evaluation unit 103, and the delay times of each train and the power consumption of all trains are tallied and output as evaluation values.

<Judgment Department>
The determination unit 105 will be described in detail below.
The judgment unit 105 adopts the operation restriction route plan 112 that designates a portion of the main line as a storage track as the route plan until an evaluation value 113 for continuing operation while a portion of the main line is designated as a storage track and an evaluation value 114B for removing the storage track set on the main line are input.
For this reason, an operation restriction route plan that designates a portion of the main line as a storage track is output to the train control unit 106 as the final route plan 115.

On the other hand, when an evaluation value 113 for continuing operation with a section of the main line designated as a siding track and an evaluation value 114B for removing the siding track set on the main line are input, the superiority of both evaluation values is evaluated, and if it is determined that the former is superior, an operation restriction route plan 112 for designating a section of the main line as a siding track is output to the train control unit 106 as a final route plan 115.
On the other hand, in other cases, a storage release route plan 114A, which is a route plan when the storage track set on the main line is released, is output to the train control unit 106 as the final route plan 115.

One possible method for evaluating the superiority of evaluation values is to convert the power consumption and the impact of delay into costs, compare the total of both costs, and judge the one with the smaller value to be superior.

For example, when calculating costs from the amount of power consumed, it is sufficient to multiply the amount of power consumed by the electricity rate. Regarding the impact of delays, a method can be considered in which estimated values of fare revenue lost due to passengers choosing other routes or means of transport, costs required for alternative transport, etc. are stored in a database in advance for each delay time, and these can be used to calculate costs.
Regarding the impact of delays, a method has been proposed to calculate the economic loss to passengers due to extra travel time using the time value and delay time, so this method may be used for calculation.

<Train Control Unit>
The train control unit 106 controls all trains on the line targeted by the train control device according to the final route plan 115. The train control unit 106 handles the siding tracks in the same way as during train operation simulation. That is, when a siding track is set, the siding track section is initially treated as a route permitted to run, and when a dead-by train reaches the siding track, the siding track section is treated as a siding track that other trains cannot enter. Then, when all the dead-by trains have left the siding track, the section is again treated as a route permitted to run, and commercial trains are allowed to enter.

＜Effects＞
According to this embodiment, by providing sidings on the main line during times when the number of vehicles in use is low, it is possible to minimize the number of sidings at vehicle depots, etc.
The number of commercial vehicles on the main line can vary by about double over the course of a day, so if this increase or decrease in the number of commercial vehicles can be utilized to set up storage tracks on the main line, it will be possible to secure a considerable amount of storage track, which is expected to have a significant effect on reducing the need for fixed storage tracks at depots and the like.
In addition, during the time period when the siding tracks are set on the main line, some delays may occur on the main line. In that case, the setting of the siding tracks on the main line may become a bottleneck in resolving the delay, and there is a risk that the delay may increase. In this embodiment, in order to prevent such a situation from occurring, a simulation is used to determine the need to release the siding tracks when a delay occurs, and it is possible to accurately determine whether or not the siding tracks on the main line need to be released. This makes it possible to provide a train control system that can reduce the number of siding tracks used.

In addition, there are various viewpoints as to where the storage track should be set and where the storage track should be continued or released. For example, representative viewpoints include power consumption, delay time for user convenience, and disaster risk. In the present embodiment, these viewpoints can be freely selected and set, so that it is possible to meet various needs.
This technology can contribute to reducing the number of storage tracks used on existing lines, but by applying it to new lines currently under construction, it can also contribute to the partial opening of sections that are not connected to train depots.

<Additional Information>
The present invention is not limited to the above-described embodiments, and includes various modifications within the scope of the gist of the present invention. For example, the present invention is not limited to those having all the configurations described in the above-described embodiments, and includes those in which some of the configurations have been deleted. In addition, it is possible to add or replace some of the configurations of one embodiment with the configurations of another embodiment.

101...Train operation status acquisition unit 102...Operation plan creation unit 103...Delay evaluation unit 104...Detention release evaluation unit 105...Judgment unit 106...Train control unit 111...Train operation status information 112...Operation restriction route plan

Claims (13)

A train control device capable of setting a train storage track on a main line,
In a section of the main line having a switching facility, a storage track is set up;
Setting tracks other than the storage tracks as running permitted tracks,
A train to be operated (hereinafter referred to as an "operation train") is caused to run on the running-permitted track,
A train control device having an operation plan creation unit that creates an operation restriction route plan for a train to be stored (hereinafter referred to as a "stored train") on the storage track. The train control device according to claim 1,
The train control device has a storage line candidate extraction unit,
The train control device is characterized in that the storage line candidate extraction unit compares the track number and branch side direction of two switches included in the line design information, and if both have the same track number, the branch sides face each other in opposite directions, and the branch sides face each other, extracts the section between the switches as a storage line candidate. The train control device according to claim 2,
The train control device has a simulation calculation unit,
The simulation calculation unit performs a simulation based on the operation restriction route plan created by the operation plan creation unit,
The train control device is characterized in that, when the operation plan creation unit confirms in the simulation that no train delays will occur, the train control device controls operating trains and stored trains in accordance with the operation restriction route plan. The train control device according to claim 3,
The train control device has a delay time evaluation unit and a storage release evaluation unit,
The delay evaluation unit calculates an evaluation value (hereinafter referred to as an "operation restriction evaluation value") in the case where the storage track is continued without being released when a delay occurs,
The retention release evaluation unit creates a route plan (hereinafter referred to as a "retention release route plan") in the case where the retention track is released when a delay occurs, and calculates an evaluation value (hereinafter referred to as a "retention release evaluation value") in the case where the retention release route plan is adopted,
The train control device is characterized in that it determines whether the operation restriction route plan or the storage release route plan is to be adopted based on a comparison between the operation restriction evaluation value and the storage release evaluation value. The train control device according to claim 4,
The train control device is characterized in that the operation restriction evaluation value and the storage release evaluation value are calculated based on a delay time of the operating train, or based on the power consumed by the operation of the operating train and the stored train, or based on the number of people boarding the delayed train. In the train control device according to claim 4 or 5,
The train control device is characterized in that the storage release evaluation unit starts creating the storage release route plan when it detects that the train cannot run in a manner that satisfies the operation restriction route plan while the train is running in accordance with the operation restriction route plan. In the train control device according to any one of claims 4 to 6,
The detention release evaluation unit performs a simulation using the simulation calculation unit,
This train control device is characterized by creating an operation restriction route plan that switches a track that has been released from the storage track back to the storage track when it is confirmed in the simulation that no train delays will occur for a specified period of time. In a train control device having a storage route candidate extraction unit and an operation plan creation unit,
The storage route candidate extraction unit
For the turnouts included in the line design information, the track numbers and the directions of the turnouts of the two turnouts are compared with each other,
If both are the same track number, the directions of the branching sides are opposite, and the branching sides face each other, the section between the turnouts is extracted as a candidate for storage track,
The operation plan creation unit,
A storage line is set from the extracted storage line candidates,
Setting tracks other than the storage tracks as running permitted tracks,
A train to be operated (hereinafter referred to as an "operation train") is caused to run on the running-permitted track,
A train control method comprising: creating an operation restriction route plan for causing a train to be stored (hereinafter referred to as a "stored train") to be stored on the storage track. 9. The train control method according to claim 8,
The train control device has a simulation calculation unit,
The simulation calculation unit performs a simulation based on the operation restriction route plan created by the operation plan creation unit,
A train control method, characterized in that the operation plan creation unit controls operating trains and stored trains in accordance with the operation restriction route plan when it is confirmed in the simulation that no train delays will occur. The train control method according to claim 9,
The train control device has a delay time evaluation unit and a storage release evaluation unit,
The delay evaluation unit calculates an evaluation value (hereinafter referred to as an "operation restriction evaluation value") in the case where the storage track is continued without being released when a delay occurs,
The detention release evaluation unit creates a route plan (hereinafter referred to as a "detention release route plan") in the case where the detention track is released when a delay occurs, and calculates an evaluation value (hereinafter referred to as a "detention release evaluation value") in the case where the detention release route plan is adopted,
The train control method is characterized in that the train control device determines whether to adopt the operation restriction route plan or the storage release route plan based on a comparison between the operation restriction evaluation value and the storage release evaluation value. The train control method according to claim 10,
The train control method is characterized in that the operation restriction evaluation value and the storage release evaluation value are calculated based on a delay time of the operating train, or based on the power consumed by the operation of the operating train and the stored train, or based on the number of people boarding the delayed train. The train control method according to claim 10 or 11,
The train control method is characterized in that the storage release evaluation unit starts creating the storage release route plan when it detects that the train cannot run in a manner that satisfies the operation restriction route plan while the train is running in accordance with the operation restriction route plan. A train control method according to any one of claims 10 to 12,
The detention release evaluation unit performs a simulation using the simulation calculation unit,
This train control method is characterized by creating an operation restriction route plan for switching a track that has been released from the storage track back to the storage track when it is confirmed in the simulation that no train delays will occur for a specified period of time.

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