JPS633528B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operation command device that provides guidance for train operation to a train driver. Reducing train operating power costs has been studied for some time, and has been done by predetermining optimal standard operating procedures and training drivers. However, in reality, it is often not possible to operate according to standard operation due to the number of passengers or changes in the operating schedule, and in such cases, the driver's intuition is relied upon. In order to back up this, a device has been devised in which a computer is installed on the vehicle, inputting changes in conditions known to the vehicle, determining the optimal driving notch, and instructing the driver how to handle it.

In this case as well, there may be cases where the speed of the train is limited by the signal due to the influence of the preceding train, and in that case, the power cost required for re-powering will be additionally consumed.

Figure 1 shows the running curve of a train traveling to station B. 1 is a standard operating curve, and it is assumed that the preceding train T _A traces this curve and travels to station A.

2a is a graph of curve 1 versus distance. The width shown by this diagonal line represents the train length.
The preceding train T _A stops at A station for a predetermined time and then departs.
At this time, the traffic lights S ₁ and S ₂ change from G to R to Y at the timing shown in FIG. 2, respectively. following train
When T _B departs from station B at a relatively short interval after the departure of the preceding train T _A , it receives the R signal at signal S ₁ Y and signal S ₂ as shown by curve 2 in Figures 1 and 2,
Stop before S ₂ . When the preceding train T _A departs and the last train passes the A station departure signal, signal S ₂
changes to Y, so the following train T _B runs again along curve 2 and stops at A station. At this time, the power consumption of the train T _B is greater than that required for repowering compared to the case where the train T B travels along the standard travel curve 1, resulting in a large loss.

The present invention eliminates this drawback and makes it possible to issue energy-saving instructions even in such cases.

Hereinafter, the present invention will be explained in detail based on the illustrated embodiments. FIG. 3 is a block diagram showing the configuration of an embodiment of the present invention. In the figure, the track relay 10 of the platform track circuit at each station is attracted when the preceding train T _A passes through this section. A counter 11 that is started by this signal is provided to count the time elapsed since the preceding train T _A departed. A signal 11a of this count value is transmitted from the ground transmitter 13 to the on-vehicle receiver 14. When the following train T _B passes the side of the antenna of this transmitter 13, it receives the signal 11a of this count value. When the following train T _B passes, the track relay 10 changes from OFF to ON again, so the counter 11 is reset and starts counting from 0 again.

When the following train T _B learns this count value, that is, t _c in FIG. 2, the preceding train calculation unit 15 subtracts t _c from the previously stored preceding train running time t _A to obtain t _B.
The notch-off speed corresponding to t _B is determined from the optimal notch-off table storage section 16 in which an optimal notch-off point is calculated in advance according to the value of t _B and stored in a table. That is, the vehicle will be operated on curve 3 in FIGS. 1 and 2.

When the remaining time is long, as shown in t _B ′ in Fig. 2, the notch-off speed is low, and when the remaining time is short, as shown in t _B ″, the notch-off speed is high. A notch-off command speed 18a is determined by a low priority circuit 18 by comparing the notch-off speed determined by a calculation unit 17 based on the conditions of the own train only.A comparator 20 compares this with a traveling speed 19a obtained from a speed generator 19. Then, when the train reaches that speed, a notch-off command 20a is output.

The optimum notch-off table may be stored in terms of notch-off distances instead of notch-off speeds, in which case subsequent comparisons will be made in terms of travel distances.

Furthermore, although the explanation here is based on an example of a vehicle using a notch command that is generally used in the past, in the case of a speed command type vehicle that has a constant speed driving function, the storage unit 16 stores the optimum speed and the command is also sent to a notch corresponding to the speed. In the case of a vehicle where the notch can be returned freely, a notch other than OFF can be commanded.

As described above, according to the present invention, a device is provided at the station to count the elapsed time after the departure of the preceding train, and this value is transmitted to the following train, and the following train receives this value and performs the standard operation up to the next station stored in advance. Using the hours and minutes and this count value, predict the time when the next station signal will be opened by the preceding train, and output the notch operation to the driver or automatic driving device to achieve the optimum operating speed according to the time up to that time. This not only reduces the probability that the following train will run under power again, but also consumes less energy than standard, and as shown in Figure 2, it has the effect of shortening the arrival time. .

[Brief explanation of the drawing]

Figures 1 and 2 are diagrams showing train operating curves,
FIG. 3 is a block diagram showing one embodiment of the present invention. T _A ...Preceding train, T _B ...Following train, 11... Counter, 13... Transmitter, 15... Preceding train calculation unit, 2
0a...Notch command signal.

Claims (1)

[Claims] 1. A counter that counts the elapsed time since the train departs from the station, a transmitter that transmits the count value of this counter to the following train, and a signal from this transmitter and a pre-stored standard to the next station. A train operation control device comprising: a driving time; and a device for giving a notch operation command corresponding to an optimum train speed to the following train.