JPH0688536B2 - Train operation control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation control device, and more particularly to a device for performing operation control suitable for energy-saving operation of a train.

[Background of the Invention]

A train group control method in a conventional operation control device is, as described in JP-A-55-160661, when a train is delayed for a certain time or more, the train is caused to travel in the shortest time and minute. I was instructing the pattern. However, in the conventional method, the delay can be recovered early, but there is a problem that the power consumption is greatly increased due to the reduction of the operating time.

[Object of the Invention]

An object of the present invention is to provide a train operation control device that provides a most energy-saving operation method for recovering a schedule when a train is delayed or arrives early.

[Outline of Invention]

Generally, in the railway system, as shown in FIG.
Multiple trains drive back to 1n.

Here, a timetable for obtaining the desired transportation capacity is created, but this timetable can be roughly determined based on the running time from the terminal station 11 of one train to the terminal station 1n and the transportation capacity of one train. .

Here, the running time Ttotal from the terminal station 11 to the terminal station 1n is represented by the sum of the running time Ti between each station, but the running time between each station is usually the case when running between stations at the maximum speed. It is set to a value with a margin of several percent with respect to the running time obtained in the above, and the vehicle is driven at a speed according to this running time.

Here, if a train is delayed, the train is run between stations at the maximum speed to reduce the running time, thereby recovering the delay.

Here, comparing the power consumption of trains when driving the same distance while changing the running time, it is generally known that a curve shown in FIG. 3 is drawn. This is when driving near the upper limit of vehicle performance in order to shorten the running time,
Loss increases and power consumption increases sharply. Further, by avoiding performing acceleration / deceleration control between stations as much as possible and increasing the ratio of coasting operation control, it is possible to reduce power consumption although the running time between stations is extended.

Therefore, as shown in FIG. 4, a relationship P = fi (t) between the running time t at a certain station i and the power consumption P is set, and the running time at the station i determined from the timetable is set as ti. In this case, it is assumed that the train entering the station i is delayed by ΔT. Here, when trying to recover the train delay only between the stations i, the power consumption during that time increases fi (ti-ΔT) -fi (ti). However, Δ
For example, when recovering the delay of T evenly among six stations, the total power consumption increase is Therefore, it is clear from the figure that it is smaller than the increase in power consumption when recovering the delay at one station.

It is also clear that the greater the number of stations that are restored, the more effective the energy saving becomes.

In addition, when the train arrives early, the conventional method has adopted a method in which the train is not started until the departure time determined by the timetable, but by turning this advance amount to the running time between stations, the same It is also clear that an energy saving effect can be obtained.

Example of Invention

 An embodiment of the present invention will be described below with reference to FIG.

By the loop 23 installed on the home track of the station, the recovery command device 21 of the train operation control device takes in the signal 5 detected by the train stop detection device 24 when the train 22 arrives at the station, and the train station control device 21 captures the signal 5 Input to the running time generating means 20. Acquisition time 6
And the arrival time 7 of the train 22 on the timetable are compared, and the difference, that is, the delay time 8 of the train 22 is obtained. After this, the value obtained by dividing the delay time 8 by the number of stations from the station to the terminal station is the shortened value 9 for the running time between the next stations, and the value subtracted from the standard running time 10 between the next stations is the next station. The running time between 31 and 31, via the data transmission unit,
Transmit to VHF equipment. The signal 32 transmitted to the VHF device is a line
It is taken into the ATO device 25 on the vehicle via the leaky coaxial cable 14 laid along the line 33. The ATO device 25 runs between the next stations according to the running time from the train operation control device 21 and performs desired delay recovery.

[Brief description of drawings]

FIG. 1 is a functional configuration diagram of a train operation control device according to an embodiment of the present invention, FIG. 2 is a conceptual diagram of a railway system, FIG. 3 is a relationship diagram between running time between stations and power consumption, and FIG. It is a figure which shows the amount of increase of power consumption when recovering delay between one station, and the amount of increase of power consumption when recovering between six stations. 5 …… Train detection signal, 6 …… Acquisition time, 7 …… Timetable arrival time generating means, 8 …… Delay time, 9 …… Target change value for running time between next stations, 10 …… Standard station Running time storage means,
14 …… Leaky coaxial cable, 20 …… Next-station running time generation means, 21 …… Recovery command device, 22 …… Train, 23 …… Train detection loop, 24 …… Train stop detection device, 25 …… Automatic operation control device, 31 …… Time between next stations, 32 …… Transmission data, 33
……line.

Claims (1)

[Claims] A train operation control device having a recovery command device (21), wherein a train (22) is controlled to travel between a plurality of stations by an automatic operation control device (25). The device (21) is a timetable arrival time generating means (7).
And a standard station running time storage means (10) and a next station running time generation means (20) for inputting a train arrival signal to the train arrival time generation means (7). ) Is for generating the arrival time on the timetable of the train (22) at the station, and the standard inter-station running time storage means (10) is for generating the standard running time between the next stations. Yes, the next station running time / minute generation means (20) determines from the arrival time of the train (22) to the station and the diamond arrival time from the diamond arrival time generation means (7) (deviation amount to the diamond) / (The number of stations to the terminal station) is calculated, the running time change target value (9) between the next stations is generated, and the standard station running time storage means (10) is generated Target value for changing the running time from the next station to the next station (9)
The train operation control device that subtracts the value and commands this value (31) to the automatic operation control device (25) of the train (22).