JPH0150625B2 - - Google Patents
Info
- Publication number
- JPH0150625B2 JPH0150625B2 JP56068150A JP6815081A JPH0150625B2 JP H0150625 B2 JPH0150625 B2 JP H0150625B2 JP 56068150 A JP56068150 A JP 56068150A JP 6815081 A JP6815081 A JP 6815081A JP H0150625 B2 JPH0150625 B2 JP H0150625B2
- Authority
- JP
- Japan
- Prior art keywords
- train
- departure
- time
- operation control
- deceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Landscapes
- Train Traffic Observation, Control, And Security (AREA)
Description
【発明の詳細な説明】
本発明は回生ブレーキ方式の列車を有する輸送
システムにおいて電力の回生率を高めるための列
車運行制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a train operation control device for increasing the regeneration rate of electric power in a transportation system having regenerative braking trains.
従来、回生ブレーキ方式の列車を運転させる場
合、回生電力をより有効に使用して回生率を上げ
るような列車の運行制御は採用されていない。こ
れは同一饋電区間内に複数の列車が在線していれ
ば列車間である程度回生電力の利用が果されると
いうことと、回生率を現状以上に上げようとする
ための設備投資は回生電力料金より非常に高くな
るということになる。 Conventionally, when operating a train using regenerative braking, train operation control that uses regenerated power more effectively to increase the regeneration rate has not been adopted. This means that if multiple trains are on the same railway section, regenerative power can be used to some extent between the trains, and that capital investment to increase the regeneration rate beyond the current level requires regenerative power. This means that the price will be much higher.
しかし省力化の目的で列車の運行や運転を集中
して自動化したシステムや自動化しようという輸
送システムにおいては、個々の列車の状態を完全
に把握して制御できるので電力回生率を上げるた
めの運行又は運転制御が、更に設備投資をしなく
ても可能となる。本発明は以上のような輸送シス
テムにおける回生ブレーキ式列車の電力回生率を
高くするための列車運行制御装置を提供すること
を目的とする。 However, in systems that centralize and automate train operation and operation for the purpose of labor saving, or in transportation systems that are attempting to automate, it is possible to completely grasp and control the status of individual trains, so it is possible to control operation or operation to increase the power regeneration rate. Operation control becomes possible without further capital investment. An object of the present invention is to provide a train operation control device for increasing the power regeneration rate of a regenerative brake type train in the above-mentioned transportation system.
以下、図面を参照して本発明の一実施例を説明
する。図に本発明の構成を示す。１は運行制御装
置であり、この運行制御装置は路線R1，R2上に
在線する列車C1，C2の位置を追跡し、ダイヤ通
りに進路を集中制御するためのもので、一般に
PTCと称する。２はCTC中央装置で、列車C1，
C2の位置や進路制御指令を伝送するためのもの
である。３は、このCTC中央装置２に対応する
駅CTC装置である。以下、CTC中央装置２と駅
CTC装置３をCTCと略称する。４は連動装置で
あり、列車C1，C2の位置やポイントの状態を検
知して信号機群を制御する信号保安装置である。
１０〜１５は各制御駅S1〜S3の路線R1，R2別に
設置される出発合図機で、前記運行制御装置１は
出発条件が成立するとCTC２，３を介して出発
合図を出力する。各列車C1，C2は駅S1〜S3を出
発するとき、連動装置４から出力される出発進路
信号と、出発合図があつて初めて出発できる。Ｌ
は路線R1，R2に対応して設置された架線であり、
駅S1〜S3間を同一饋電区間とするものである。 Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The figure shows the configuration of the present invention. 1 is an operation control device. This operation control device tracks the positions of trains C 1 and C 2 on routes R 1 and R 2 and centrally controls their routes according to the timetable.
It is called PTC. 2 is the CTC central unit, and trains C 1 ,
It is used to transmit C2 's position and course control commands. 3 is a station CTC device corresponding to this CTC central device 2. Below, CTC central unit 2 and station
The CTC device 3 is abbreviated as CTC. 4 is an interlocking device, which is a signal safety device that detects the positions and points of trains C 1 and C 2 and controls the signal group.
Reference numerals 10 to 15 are departure signal machines installed separately for routes R 1 and R 2 of each control station S 1 to S 3 , and the operation control device 1 outputs a departure signal via CTCs 2 and 3 when departure conditions are met. . When each train C 1 , C 2 departs from stations S 1 to S 3 , it can only depart after receiving a departure course signal outputted from the interlocking device 4 and a departure signal. L
are overhead wires installed corresponding to routes R 1 and R 2 ,
The area between stations S 1 and S 3 is the same train line.
以上の構成からなる自動運行制御システムにお
いては、運行制御装置１は、路線R1，R2の減速
地点を記憶しておき出発する列車C1がいたとき、
同一饋電区間Ｌ内の減速地点に接近中の列車C2
がいて、かつ該列車C2はｔ秒以内に減速地点に
進入するか減速区間の１つ前の区間にいれば出発
列車C1の出発合図をｔ秒又は減速区間に列車C2
が進入するまで遅らせることを行う。このような
出発制御を行うことにより減速する列車C2が発
生する回生電力を発進加速する列車C1に供給す
ることができる。従つてこのような制御ができる
列車運行回数分だけ電力の回生率を上げられる。
尚出発を遅らせる時間ｔは、遅延回復ができる範
囲内としておくようにする。 In the automatic operation control system having the above configuration, the operation control device 1 stores deceleration points on routes R 1 and R 2 and when there is a train C 1 to depart,
Train C 2 approaching the deceleration point within the same train section L
If the train C 2 enters the deceleration point within t seconds or is in the section before the deceleration section, the departure signal of the departing train C 1 is given to the train C 2 in t seconds or in the deceleration section.
The system is delayed until the target enters. By performing such departure control, regenerative power generated by the decelerating train C2 can be supplied to the starting and accelerating train C1 . Therefore, the power regeneration rate can be increased by the number of train operations that can be controlled in this way.
The time t for delaying departure should be within a range that allows for recovery from the delay.
このような運行制御を行うことにより列車の運
行を乱すことなく積極的に回生電力を加速電力に
流用できるので回生率を高くすることができる。 By performing such operation control, regenerated power can be actively used as acceleration power without disturbing train operation, so the regeneration rate can be increased.
以上のような自動運行制御システムに更に各列
車の速度制御が直接できる自動運転装置を加えた
システムにおいては、個々の列車に対する加減
速、発進の制御がよりきめこまかにできるので、
加速と減速の期間を確実にオーバラツプさせるこ
とにより、回生率をより高くすることができる。 In a system that adds an automatic operation device that can directly control the speed of each train to the automatic operation control system described above, it is possible to control the acceleration, deceleration, and departure of individual trains more precisely.
By ensuring that the acceleration and deceleration periods overlap, the regeneration rate can be increased.
図面は本発明を適用する装置の一実施例の構成
ブロツク図である。
C1，C2……列車、R1，R2……路線、Ｌ……架
線。
The drawing is a block diagram of an embodiment of an apparatus to which the present invention is applied. C 1 , C 2 ... Train, R 1 , R 2 ... Route, L ... Overhead line.
Claims (1)
する連動装置と、この連動装置によりある駅への
到着が検知された第１の列車を、ダイヤ通りの出
発時刻に出発させるよう制御する出発制御手段と
を有する列車運行制御装置において、 第１の列車の前記出発時刻に達した時に、前記
連動装置により第２の列車がその減速区間より手
前の所定区間以内に存在することが検知されたこ
とを条件に、第２の列車が前記減速区間に進入す
る時刻が列車運行上回復できる時刻である場合に
は、その時刻まで第１の列車の出発時刻を遅らせ
る出発時刻遅延手段を有することを特徴とする列
車運行制御装置。[Claims] 1. An interlocking device that detects the position of trains existing in the same electrification section, and a first train whose arrival at a certain station is detected by this interlocking device at the departure time according to the timetable. In a train operation control device having a departure control means for controlling the departure of the first train, when the departure time of the first train is reached, the interlocking device causes the second train to exist within a predetermined section before the deceleration section of the second train. If the time at which the second train enters the deceleration zone is a time at which train operation can be restored, the departure time of the first train is delayed until that time. A train operation control device characterized by having a delay means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56068150A JPS57182563A (en) | 1981-05-08 | 1981-05-08 | Method of controlling operation of train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56068150A JPS57182563A (en) | 1981-05-08 | 1981-05-08 | Method of controlling operation of train |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57182563A JPS57182563A (en) | 1982-11-10 |
| JPH0150625B2 true JPH0150625B2 (en) | 1989-10-31 |
Family
ID=13365421
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56068150A Granted JPS57182563A (en) | 1981-05-08 | 1981-05-08 | Method of controlling operation of train |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS57182563A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2017144907A (en) * | 2016-02-18 | 2017-08-24 | 株式会社日立製作所 | Operation management device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS562259A (en) * | 1979-06-21 | 1981-01-10 | Hitachi Ltd | Train operation controller |
-
1981
- 1981-05-08 JP JP56068150A patent/JPS57182563A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57182563A (en) | 1982-11-10 |
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