JPH0161003B2 - - 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 from station B to station A. 1 is the standard operating curve, and the preceding train
Suppose that T _A travels along this curve to station A.

2a is a graph of curve 1 versus distance. The width shown with diagonal lines represents the train length.
The preceding train T _A stops at A station for a predetermined time and then departs.
At this time, the signal lines 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 leaves station B at a relatively short interval after the departure of the preceding train T _A , as shown by curve 2 in Figures 1 and 2, it receives a Y signal at signal S ₁ and an R signal at signal S ₂ , and Stop before S ₂ . When the preceding train T _A departs and the last train passes the A station departure signal, the signal
Since S ₂ changes to Y, 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. In such a case, it is desirable to predict the change in signal appearance caused by the preceding train _TA and operate as shown in curve 3 in FIGS. 1 and 2. However, this is fine if the preceding train T _A stops at Station A, but if it is an express train passing through Station A, it will look like curve 4 in Figures 1 and 2, and the signal appearance will change accordingly. I'll come. Therefore, the method of controlling the following trains will also change.

The present invention eliminates these drawbacks and enables more energy-saving operation.

The present invention will be described in detail below based on the illustrated embodiments.

FIG. 3 is a block diagram showing the configuration of the present invention.

The track relay 10 of the platform track circuit at each station is turned on when the preceding train T _A passes through this section. A counter 11 that is started by this signal is installed so that the preceding train T _A
Count the hours and minutes that have passed since departure. On the other hand, an identification device with a natural resonance frequency that indicates the type of train, such as limited express, express, local, forwarding, etc., is installed on the vehicle, and when an excitation frequency is applied from the ground side, the response is determined by the resonance frequency. A vehicle type detection device 12, which is already in practical use in level crossing control and the like, is installed to detect the type of train, whether it is a passing train or a stopped train. This count value signal 11a and vehicle type information 1
2a to the following train T _B via the transmitter 13. When the following train T _B passes, the track circuit 10 changes from OFF to ON again, so the counter is reset and starts counting again from 0.

When the following train T _B learns of this count value signal 11a, that is, t _C in FIG. 2, the preceding train calculation unit 15 calculates
Subtract t _C from the standard operating time t _A stored in advance.
Find _tB . Here, _tA is the standard time required for a train to depart from one station until it departs from the next station, and is stored in advance. t _C corresponds to the departure interval time between the preceding train and the following train at a certain station.
Therefore, _tB is the predicted opening time from the time when the following train departs from a certain station until the time when the in-house signal of the next station opens (R→Y). 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 driven along curve 3 in FIGS. 1 and 2. However, the preceding train received by the on-board receiver 14
If the train type of T _A is a train that passes through station A, by setting the above-mentioned notch-off speed to a higher speed, the notch-off speed obtained in response to the preceding train T _A is invalidated, and the train only runs on its own. output according to the notch-off speed.

The own vehicle notch-off calculation unit 17 provides a notch-off speed that is determined independently of other trains based on a running curve between stations such as curve 1 in FIG.
Specifically, when a train departs from a certain station, it accelerates due to the power running of the electric motor, and the speed at which the running speed of the train exceeds the operating curve 1 is defined as the notch-off speed.

The low priority circuit 18 compares the notch-off speed calculated by the preceding train calculation section 15 with the notch-off speed calculated by the own train notch-off calculation section 17, and outputs the lower value of the notch-off speed. This notch-off speed is compared with the traveling speed 19a obtained from the speed generator 19, and when the train reaches that speed, a notch-off command 20a is output.

When the preceding train is a stopped train at the next station, the notch-off speed calculated by the preceding train calculation unit 15 is lower than the notch-off speed calculated by the own train notch-off calculation unit 17, and the low priority circuit 18 outputs The notch-off speed determined by the train calculation unit 15 is output. When the preceding train is a train passing through the next station, the notch-off speed calculated by the preceding train calculation unit 15 is set to an appropriate value higher than the notch-off speed calculated by the own train notch-off calculation unit 17.
The low priority circuit 18 outputs the notch-off speed calculated by the own train's notch-off calculation section 17.

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.

In addition, the explanation here is based on an example of a vehicle using a notch command, which is commonly used in the past, but in the case of a speed command type vehicle with a constant speed driving function, the memory 16 stores the optimum speed, and the command is also sent to the 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, when the preceding train is a stopped train at the next station, by appropriately lowering the notch-off speed of the following train, it not only reduces the probability that the following train will run again, but also Train operation control capable of shortening the arrival time of the following train to the next station by setting the not-off speed of the following train to the not-off speed determined by the own train's notch-off calculation unit when the train is passing through the next station. equipment can be provided.

[Brief explanation of drawings]

1 and 2 are diagrams showing train operating curves, and FIG. 3 is a block diagram showing an embodiment of the present invention. T _A ...Preceding train, T _B ...Following train, 11...
Counter, 12... Vehicle type detection device, 13... Transmitter, 15... Preceding train calculation unit, 20a... Notch command signal.

Claims (1)

[Scope of Claims] 1. Departure interval detection means provided on the ground side for detecting the departure interval time between a preceding train and a following train at a certain station; and detecting whether the preceding train is a passing train or a stopped train at the next station. A transmitting means for transmitting the departure interval time and the vehicle type of the preceding train to the top of the train; a receiving means provided on the top of the train for receiving a transmission signal from the transmitting means; and a means for detecting the station where the train is located. a standard operation time storage means for pre-memorizing the standard operation time required from departure to departure from the next station; own train speed command calculation means for calculating a train speed command according to the standard operation time; Signal opening time calculation means for calculating a predicted opening time from the time when a following train departs from a certain station until the signal at the next station opens based on the difference between the standard operation time and the departure interval time; an optimal speed command storage means for storing a predetermined optimal speed command; and, when the preceding train is a stopped train at the next station, an optimal speed command corresponding to the predicted traffic opening time calculated by the signal opening time calculation means; A train operation control device comprising: a speed command selection means which sets the speed command of the train as the speed command of the train, and sets the speed command of the own train speed command calculation means as the speed command of the train when the preceding train is a passing train at the next station.