JPH078082B2 - Train operation command device - Google Patents

Description

Description: TECHNICAL FIELD OF THE INVENTION The present invention relates to a train operation command device which gives a driver of a train (including a train) guidance of driving operation.

[Technical background of the invention and its problems]

In recent years, trains, especially those connected to other lines, tend to exceed the scheduled time due to passenger congestion during the morning and evening rush hours, and when the train is terrible, arriving trains are already full. , There may be a situation where passengers waiting at the platform can't get up and can't start at that station forever and even stop.

In such a case, the succeeding train will not be waiting in the hall but will be temporarily stopped, so that the same state will be repeated one after another. Such a driving mode in which the vehicle arrives at the station by re-powering after being stopped once, the arrival time is extended and wasteful compared with the driving mode in which the vehicle arrives at the station smoothly without stopping. Problems such as energy consumption are occurring.

[Object of the Invention]

The present invention has been made in view of the above circumstances, and at the time of rush hour due to a crowded train schedule, even if there is congestion at the arrival station without stopping the succeeding train in the middle of the station, It is an object of the present invention to provide a train operation command device that can realize operation that allows a train to immediately enter the station once the train departs from the arrival station.

[Outline of Invention]

That is, in order to achieve the above object, the present invention is a train operation command device including a ground-side device and a car-side device, wherein the ground-side device includes a first counting means, a second counting means,
The first counting means counts an elapsed time from the preceding train leaving one station between the two stations to the succeeding train leaving the one station; The second counting means counts the on-rail time of the preceding train departing from the other station at the other station, and the computing means outputs from the first counting means and the second counting means and the ground side transmitting means. Input the notch-on operation information of the succeeding train departing from one station, determine the optimal travel time between the two stations of the succeeding train, and send it to the car upper side device via the ground side transmission means. Has an on-vehicle transmission means, an operation control means, and a comparison means, and the on-vehicle transmission means transmits the notch-on operation information of the train, receives the optimal travel time between stations from the ground-side transmission means, The operation control means inputs the optimum required travel time between stations output from the vehicle upper side transmission means. And outputs a corresponding optimal operating speed information, comparing means compares the train actual speed based on the optimum driving speed information, and configured to output the comparison output as Notchiofu command.

Then, the first counting means counts the time from the departure of the preceding train from one station to the departure of the succeeding train from that station, and the second counting means stops the preceding train at the other station. While calculating the time, the calculation means determines the optimum running time between the stations in which the subsequent train leaving the one station is in a running state without waiting for the entrance of the preceding train by the calculating means, and the following train Notch-on operation information by notch operation when departing from the one station is transmitted from the vehicle upper side transmission means to the ground side transmission means, and based on this notch on operation information, the ground side transmission means determines the optimum inter-station travel required by the arithmetic means. The time is transmitted to the vehicle upper side device via the vehicle upper side transmission means, and in the vehicle upper side device, the operation control means outputs the optimum driving speed information corresponding to the optimum traveling time required between stations,
The comparing means compares the actual speeds of the following trains with the optimum operating speed information as a reference, and when they match, gives a notch-off command.

Example of Invention

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

First, the basic concept of the present invention will be described.

Figure 2 shows the operating curve of a train running from station B to station A. In the figure, the vertical axis represents speed and the horizontal axis represents distance. S1 to S5 indicate traffic lights, and 1 indicates a standard speed curve between A station and B station. T _A indicates a preceding train and T _B indicates a succeeding train. Here, it is assumed that the preceding train T _A travels along the speed curve 1 from station B to station A.

FIG. 3 is a diagram showing a speed curve and a time curve of the train operation curve, and 1a in the drawing is a time curve corresponding to the speed curve 1 of the preceding train T _A. Also, the area on the time curve 1a with vertical thin lines represents the train length. R, Y, G
Indicates the display contents of the traffic light, R is a red signal, Y is a yellow signal, and G is a blue signal. Time curve 1a of the preceding train T _A
The traffic lights S1 to S5 are displayed as shown in the figure by traveling along.

It is assumed that the preceding train T _A is delayed and the departure time for A station is delayed due to the increase in the customer handling time at A station. In this case, if the succeeding train T _B arrives at station B and completes the treatment of customers, and leaves station B, the second train
When traveling in the standard speed pattern corresponding to the speed curve 1 as shown in the drawings and FIG. 3, it approaches the preceding train T _A , so as shown by the time curve 2a, the yellow signal Y is generated by the traffic light S ₃ ,
Also, the red light R will be received at the traffic light S ₂ ,
It will stop once before S ₂ .

When the preceding train T _A departs from A station and the last part of the train passes A station departure signal S1, the signal S2 changes to a yellow signal Y, so the following train T _B follows the curve 2 in Fig. 2. Re-powering A
Stop at the station. Therefore, at this time, the electric power consumption of the succeeding train T _B consumes an extra amount of power as much as that required for the re-powering as compared with the case of traveling along the standard speed curve 1.

By the way, according to the present invention, as one method of predicting the time when the train stops at A station which is a crowded station, A station home truck LA
It is considered that the train's on-track time is the on-track time of the preceding train's home track LA, and the last part of the preceding train T _A exits from B station's home track LB to A station's home track LA. Knowing the required time between stations, which is the time it takes for the last part of the train T _{A to} turn over, give the following train a running speed that does not hit the red signal at the traffic light S2, which causes the red signal to stop. Make it possible to arrive at Station A without hanging up.

The present invention will be described below based on the embodiment shown in FIG.

In the figure, 10 and 12 are track relays provided corresponding to the home trucks LB and LA, respectively. When the preceding train (T _{A in the} figure) is located at station B, the track relays 10 open their contacts and the home truck The contact closes when exiting the LB section. In addition, the track relay 12 is A for the preceding train (T _{C in the} figure).
When it is located at the station, the contact opens and the home truck LA at station A
The contact closes when exiting section. Reference numerals 11 and 13 denote counters. Of these, the counter 11 clears the count value and starts counting clock pulses when the contact of the track relay 10 changes from "open" to "closed". After the preceding train leaves the home track LB at B station, the subsequent train counts the time until it arrives at B station.

The counter 13 is cleared when the contact of the track relay 12 changes from "closed" to "open", starts counting clock pulses, and continues counting during the "open" period. This is a cumulative count of the time spent on the train at station A.

Reference numeral 14a is a required time calculation unit, 15 is a traveling time storage unit, and 25 is an A station on-rail time storage unit, and these processing units 14a, 15 and 25 constitute the calculation device 14. When the counter 13 finishes counting, the count value is taken in, and when it is stored in the A station on-rail time storage unit 25 and a notch operation signal described later is received, the storage information of the A station on-line time storage unit 25 and the Based on the count value of the counter 11, the station required time between the B station and the A station of the succeeding train is calculated, stored in the traveling time storage unit 15, and also transmitted.

Reference numeral 16 denotes a ground transmitter for transmitting the required time between stations obtained by the required time calculation unit 14a to the train side. Also,
Reference numeral 18 denotes a ground receiver, which receives a signal transmitted from the train side and gives it to the required time calculation unit 14a.

In addition, these 10, 11, 12, 13, 14, 16, 18 are the ground side devices UN1
Make up.

Reference numeral 17 denotes an on-board receiver provided on the train, which receives a signal transmitted from the ground transmitter 16. Reference numeral 19 denotes an on-board transmitter provided in the train, which transmits a signal from the train side to the ground side. Reference numeral 20 is a notch-off speed conversion unit, and 21 is a required time notch-off speed data storage unit, both of which are provided on the train side. The required time notch-off speed data storage unit 21 stores the optimum running speed of the preceding train that does not wait for a red light according to the required time corresponding to the required station-to-station station between B station and A station. 20
Has a function of reading the optimum traveling speed corresponding to the received information about the required time between stations from the required time notch-off speed data storage unit 21.

The optimum traveling speed is set to a maximum speed that allows the operator to drive the car by notch operation once before leaving station B and arrive at station A.

22 is a speed generator installed in the train, 23 is a comparison with the speed information corresponding to the train speed output from the speed generator 22 based on the optimum traveling speed read from the required time notch-off speed data storage unit 21 Then, when the train speed reaches the reference value, a comparator that outputs a notch-off command, 24 is a master control handle for train operation, and when this master control handle 24 is notch-on operated The onboard transmitter 19 transmits a notch-on signal to the ground receiver 18.

In addition, these 17,19,20,21,22,23,24 are the vehicle upper device UN2
Make up.

Next, the operation of the present apparatus having the above configuration will be described.

It is assumed that the preceding train T _C has arrived at the _A station, the preceding train T _A has arrived at the B station, and the train T _B is behind the preceding train T _A.

Suppose now that the preceding train T _V has departed from station A and the last part of the train has left home truck LA at station A. Then home truck LA
The orbital relay 12 of the "closed", which causes the counter 13
Ends the counting of clock pulses. The counter 13 clears the count value as soon as the train enters the home track LA, and starts counting clock pulses. Therefore, the count value at the end of counting is the time of the preceding train T _{C at} the station A station. Will be shown. When the counter 13 finishes counting, the required time calculation unit 14a fetches the count value of the counter 13 and stores the count value in the A station on-rail time storage unit 25. In this way, since the count value of the counter 13 is stored in the A station on-rail time storage unit 25 every time the train departs from the A station, the A station on-line time storage unit 25 is stored.
Will always be updated and stored in the latest station A station time.

On the other hand, when the B station preceding train T _A is starting, thereby since the last portion of the distal matrix vehicle T _A is orbit relay 10 at the time of leaving the B station home track LB becomes "open", the counter 11 contents Clear and start counting.

Next, train T _B enters station _B , stops and finishes customer treatment, and B
Suppose you have left the station. At that time, the driver operates the master control handle 24 to turn on the notch for the operation, and at the time of the notch-on operation, the notch-on operation information is transmitted to the ground via the onboard transmitter 19.

Then, the transmitted notch-on signal is received by the ground receiver 18 and sent to the required time calculation unit 14a. When the notch-on signal is received, the required time hydrochloric acid unit 14 calculates the required time between stations from station B to station A as follows.

First, as shown in FIG. 3, the required time calculation unit 14 reads out the already known required time between stations T _A1 obtained by the preceding train from the running time storage unit 15, and the time T of the preceding train T _{C at} the station. _A2 is read from the A station on-rail time storage unit 25.

Then, after the preceding train T _A leaves Station B, the succeeding train T _B
Elapsed time t _B0 until B leaves station B is obtained from the count value of counter 11, and the required time t _B1 between subsequent trains T _B between stations is calculated from the following equation based on these.

If t _B1 = (t _A1 + t _A2 ) −t _B0 t _X > t _B1, then t _B1 = t _X t _X <t _B1 then t _B1 = t _B1 However, t _X is when traveling on standard speed curve 1. This is the standard time required between stations.

The inter-station required time t _B1 thus obtained is sent to the required time storage unit 15 and updated and stored therein, and then used for calculation of the inter-station required time of the succeeding train. Also, t _B1 is the terrestrial transmitter 1
It is sent to the car from 6. In the train T _B , the on-board receiver 17 receives the transmitted station-to-station required time t _B1 information and sends it to the notch-off speed conversion unit 20.

Then, the notch-off speed conversion unit 20 determines that the time required between stations t _B1
The optimum notch-off speed information corresponding to is read out from the notch-off speed data storage unit 21 for a required time, and this is given to the comparator 23 as a speed reference value.

On the other hand, the speed of the train T _B is detected by the tachometer generator 22, it is supplied to the comparator 23. Accordance connexion, when the speed of the train T _B with comparator 23 compares the two reaches the reference value, issues an output. This output is used as a notch off command, and the notch off command is used to display the notch off on the driver's cab to instruct the driver to perform the notch off. By this instruction, if you do notch off operation, you will be able to travel with a speed curve that is suitable for the current operating condition and can be traveled in the required time between stations of B station → A station, and you will hit the red light stop at A station. You will be able to arrive without it.

When the train has an automatic operation device, the notch is automatically turned off by the notch off command, so that the train can be automatically operated within the required time between stations.

Orbit relay when train T _B leaves home truck LB at station _B
Since 10 is "closed", the counter 11 clears the count value and newly starts counting. In this way
Measure the on-line time of the preceding train at the crowded station, and measure the elapsed time from the departure of the preceding train at the station in front of the crowded station to the departure of the following train, and based on these, the succeeding train The station-to-station required time between station B and station A in a traveling state where there is no red light stop due to the approach to the preceding train is calculated, and the required station-to-station required time for each preset station-to-station required time is also calculated. And the train speed is compared based on this optimum traveling speed, and when the train speed reaches the reference speed, by stopping the train operation of the train, the customer handling time at the crowded station and the preceding train It becomes possible to operate on the optimum following train running curve considering the relationship with the time interval, so even at rush hour, it is possible to eliminate the red light stop of the following train due to the delay of the preceding train due to congestion at the station, Enel due to repeated stoppages Other that can be energy-saving operation by suppressing the waste of, so smoothly it is possible to achieve the station entrance, which trains the stoppage time of a uniform crowded station is improved operation status such as in the case of prolonged.

The present invention is not limited to the embodiments described above and shown in the drawings, and can be carried out by appropriately modifying it within a range not changing the gist of the invention. For example, the required time is stored in the notch-off speed data storage unit 21. In the case of the pattern shown in Fig. 3, the optimum notch-off table is required between stations because the last part of the preceding train T _{A has} already entered the home track LA of station _A before the following train T _B leaves station B. At time t _A1, if the train is tracked by the track relays 10 and 12 and each track circuit relay between stations B-A, the actual time required between stations for the preceding train T _A can be easily obtained. If time is used, the calculation accuracy can be improved.

〔The invention's effect〕

As described above in detail, according to the present invention, at the time of rush hour, at the optimum speed that can avoid the red light stop waiting for the subsequent train to enter the station due to the departure delay of the preceding train due to the delay in getting on and off, It is possible to provide a train operation command device having features such that it can be operated, and accordingly, smooth and energy-saving operation can be performed.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG.
FIG. 3 is a diagram showing an example of a running pattern and a running curve of a train. 10,12 ... Orbital relay, 11,13 ... Counter, 14 ... Required time calculation unit, 15 ... Running time storage unit, 16 ... Ground transmitter, 17 ... Onboard receiver, 18 ... Ground receiver, 19 ... Vehicle Upper transmitter, 20 ... Notch-off speed conversion unit, 21 ... Required time notch-off speed data storage unit, 22 ... Speed generator, 23 ... Comparator, 24 ... Master control handle, 25 ... A station on-line time storage unit, LA, LB… Home truck, T _A , T _B , T _C … train.

Claims (1)

[Claims] 1. A ground-side device (UN1) and a vehicle-side device (UN2)
A train operation instructing device comprising: a ground-side device (UN1), a first counting means (11), and a second counting device (11).
The counting means (13), the calculating means (14), and the ground-side transmitting means (16, 18) are provided, and the first counting means (11) has the preceding train leaving one station between the two stations. The second counting means (13) counts the time of the preceding train leaving the other station at the other station, and the computing means ( 14) displays the outputs of the first counting means (11) and the second counting means (13) and the notch-on operation information of the succeeding train departing from one station from the ground side transmission means (16, 18). Input the value to find the optimum travel time between two stations of the succeeding train, and send it via the ground-side transmission means (16, 18) to the upper device (UN
2), the vehicle-side device (UN2) has vehicle-side transmission means (17, 19), operation control means (20, 21), and comparison means (23). 17, 19) transmits the train notch-on operation information, receives the optimal travel time between stations from the ground-side transmission means (16, 18), and the operation control means (20, 21) transmits the train-side transmission means ( 17,19) The optimum running time between stations is input and the corresponding optimum operating speed information is output. The comparison means (23) compares the actual train speeds based on this optimum operating speed information. A train operation command device that outputs the comparison output as a notch-off command.