JPH06321114A - Train operation control system - Google Patents

Abstract

PURPOSE:To restore a train schedule to the original normal train schedule without causing service interruption by estimating each total amount of required electric energy in each train in each feeder section and restoring train schedule by comparing each total amount with capacity of each substation. CONSTITUTION:After train operation information via a controller 8 and a transmitter and receiver device 9 of a train 6, an antenna 10, and a cable 12 for LCX and substation information from a substation 14 are taken in a station device 2, they are transmitted to a central controller 4 via a transmission route 3. The central controller 4 displays operation information of each train on an operation terminal unit 5. On the other hand, a simulator 15 calculates each total amount of required electric energy of train in each feeder section based on each information. Each total amount is compared with capacity of a substation. Consequently, when each total amount exceeds the capacity of substation, start command is given to trains in order starting from the train at the head. If it does not exceed, start command is given to all trains simultaneously.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to train operation management capable of promptly returning to an original normal train schedule when the normal train schedule is restored from an abnormal situation caused by an accident or the like, without exceeding the substation capacity. It is about the system.

[0002]

2. Description of the Related Art FIG. 7 shows, for example, "Mitsubishi Electric Technical Report" (Vo
l. 61.2 / 1987) shows the configuration of a conventional train operation management system of this type, and as shown in the figure, based on the in-rail information of each train obtained via the relay interlocking device 1. The station device 2 tracks each train, and the tracking result is transmitted to the central management device 4 via the transmission path 3. Based on the tracking result information transmitted in this way, the central management device 4 displays the operating status of each train on the operation terminal 5 and transmits the status to the commander. Based on this transmitted information, the orderer grasps the number of trains entering each feeder section and compares the total amount of power required for each train with the substation capacity to determine whether there is any problem. We make timely decisions.

[0003]

Since the conventional train operation management system is constructed as described above, the dispatcher must constantly make judgments while watching the operation status of many trains. It is difficult to follow an emergency situation such as when the train is disturbed, and the required power amount of each train exceeds the substation capacity and trips, causing a power outage etc. There was a problem.
In addition, it is very difficult to predict future operation from the current operation status and to estimate the amount of electric power required for the train in each feeder section, and even if it can be done, it is extremely approximate and practical. However, there was a problem that it was not possible to deal with it and only follow-up measures could be taken.

The present invention has been made in order to solve the above problems, and when the normal train schedule is restored from an abnormal situation such as an accident, the required electric energy of each train for each feeder section is By predicting the total amount and repairing the train schedule while comparing each total amount with each substation capacity, the substation capacity can be quickly restored without causing power outages and the like due to excess train power requirements. It is an object of the present invention to provide a train operation management system capable of returning to the normal train schedule.

[0005]

[Means for Solving the Problems] Claim 1 according to the present invention
Train operation management system calculates the required electric energy of each train in each feeding section in advance, compares each total amount of required electric power with each substation capacity, and each total amount exceeds each substation capacity. In this case, the start command is given in order from the first train, and if the trains are not exceeded, the start command is given to all trains at once.

Further, the train operation management system according to claim 2 of the present invention predicts an operation schedule of each train after the present time based on the information stored in advance, and calculates the operation curve of each train on the operation schedule. Obtain the power consumption of each train by simulation, calculate the total amount of power consumption for each feeding section in time series from the above power consumption, and calculate the total amount of power consumption for each feeding section. If there are feeder sections where the total amount of power consumption for each feeder section exceeds the capacity of each substation,
A command to delay the start or run to a certain train is given to some trains corresponding to the amount of power shortage, and if there is no crossing section, a command to run all trains is given. .

Further, the train operation management system according to claim 3 of the present invention creates a repair plan for returning the train schedule to the original normal train schedule, and each train for each feeder section based on the repair schedule. Power consumption of each train is obtained by simulating the operation curve of, and the total amount of power consumption for each feeding section is calculated from the power consumption of each train,
The total amount of power consumption for each feeder section is compared with the capacity of each substation, and if there is a feeder section where the total amount of power consumption for each feeder section exceeds the capacity of each substation, restoration is performed. The plan is corrected and the above-mentioned operations are repeated, and when there is no crossing section, a running command is given to each train according to the repair plan.

In the train operation management system according to a fourth aspect of the present invention, the communication between the ground transceiver and the on-vehicle transceiver is performed by a leaky coaxial cable arranged along a track circuit and an on-board train. It is configured to be performed via an on-vehicle antenna provided in the.

[0009]

The train operation management system according to claims 1 to 3 of the present invention predicts each total amount of electric power required for each train for each feeder section, and compares each total amount with each substation capacity. By repairing the train schedule, the total amount of electric power required for each train will not exceed the capacity of each substation and will not cause a power outage, etc., and will be quickly restored to the normal train schedule.

[0010]

【Example】

Example 1. Embodiments of the present invention will be described below with reference to the drawings. 1 is a block diagram showing the configuration of a train operation management system in Embodiment 1 of the present invention. In the figure, the relay interlocking device 1, the station device 2, the transmission line 3, the central management device 4 and the operation terminal 5 are the same as those of the conventional device shown in FIG. 7.
6 is a train, 7 is a track circuit including rails on which the train runs, 8 is an on-board control device that detects the running condition of the train 6 and controls the operation of the train 6, and 9 is exchange information with the ground. An on-vehicle transmitting / receiving device 10 for transmitting / receiving the information is an antenna for transmitting a transmission from the on-vehicle transmitting / receiving device 9 and for receiving information transmitted from the ground.

11 is a ground transmitter / receiver installed on the ground, 12 is installed along the track circuit 7, and the antenna 10
The LCX cable (leakage coaxial cable) that receives the information from the on-vehicle transmitter / receiver 9 transmitted from the on-vehicle transmitter / receiver 9 and takes it into the ground transmitter / receiver 11 and transmits the information from the ground transmitter / receiver 11 to the antenna 10. ), 13 is an ATC ground device that transmits speed limit information to the train 6 from conditions such as the track circuit 7 and the preceding train, and 14 is a substation,
For the station device 2, for example, operation monitor information 14a such as a power failure
Is being sent. The reference numeral 15 determines stop and running states of the train 6 and the feeding state etc. from the operation information, ATC information and substation information etc. of the train 6 sent from the central control device 4 up to the present time, A simulator that calculates the required power amount for each feeder section by predicting the operating state and simulating the operation curve of each train, and compares the required power amount with the capacity of each substation 14, 16 Is a feeder circuit for supplying electric power from the substation 14 to the train 6.

Next, the operation of the train operation management system according to the first embodiment of the present invention configured as described above will be described. First, while the train is operating on the normal train schedule, train operation information via the on-vehicle control device 8, on-vehicle transceiver device 9, antenna 10, and LCX cable 12, each train from the relay interlocking device 1 On-rail information, ATC
After the ATC information from the ground device 13 and the substation information from the substation 14 are respectively taken into the station device 2,
It is transmitted to the central management unit 4 via the transmission line 3. Then, the central management device 4 displays the operation status of each train on the operation terminal 5 based on these pieces of information.

On the other hand, each of these pieces of information is always sent from the central management unit 4 to the simulator 15,
The simulator 15 constantly grasps the stoppage, running state, feeding state, etc. of the train 6 based on these pieces of information. Then, for example, when the train 6 in each feeder section is simultaneously activated after a power outage due to occurrence of an accident or the like, the simulator 15, as shown in FIG. The total amount of required electric power is calculated (step S ₁ ).

Next, the total amount of electric power required for the train 6 calculated in step S ₁ is compared with the capacity of the substation 14 that handles each feeding section (step S ₂ ). Then, as a result of the comparison, when the total amount of electric power required for the train 6 does not exceed the capacity of each substation 14, the central management device 4, the transmission line 3, the station device 2, and the ground transceiver device are included in all the trains 6. 1
1, the LCX cable 12, the antenna 10, the on-vehicle transmission / reception device 9, and the on-vehicle control device 8 are simultaneously given a track command (step S ₃ ), and each train 6 is simultaneously activated (step S ₃ ). ₄ ) be done.

On the other hand, as a result of the comparison, if any one of the total electric power required for the train 6 exceeds the capacity of the corresponding substation 14, the on-board control is performed via the same route as above. device 8, sequentially starting from the top train issues an instruction to perform (step S _5), each train 6 is sequentially activated on the basis of the command (step S _6). The command from the simulator 15 to the on-board control device 8 is given to the driver by the on-board control device 8 using a display screen or the like, or the condition is directly input to the train circuit of the train 6 and the condition is satisfied. If the above condition is satisfied, the driver starts the machine by inserting a mask.

According to the first embodiment, the total amount of electric power required for the train in each feeder section is calculated, and each total amount is compared with the corresponding capacity of each substation 14,
If any one of the total amounts exceeds the capacity of the corresponding substation 14, the start trains are sequentially issued and the respective trains 6 are sequentially started up. It is possible to prevent the situation such as doing, and to quickly return to the original normal timetable.

Example 2. FIG. 3 is a block diagram showing the configuration of the train operation management system in the second embodiment of the present invention. In the figure, the same parts as those in the first embodiment shown in FIG. 17 is a central management device 4
From the operation information of the train 6 up to the present time sent from, ATC information and substation information, etc., while judging the stop and running state of the train 6 and the feeding state, etc., predict the operation state of each train after the present time, This is a simulator for calculating each required electric energy for each feeding section by simulating an operation curve of each train and comparing each required electric energy with the capacity of each substation 14.

Next, the operation of the train operation management system according to the second embodiment of the present invention configured as described above will be described. First, the operation while the train is operating on the normal train schedule is the same as in the case of the above-mentioned first embodiment, so the description thereof will be omitted. However, for example, when the train schedule is disturbed by some accident or the like, As shown in FIG. 4, the simulator 17 first predicts the operation schedule of each train 6 after the present time based on each information input in advance (step S ₁ ).

Next, the electric power consumption of each train is calculated by simulating the operating curve of each train in the operating timetable predicted in step S ₁ (step S ₂ ), and each electric power consumption is calculated from these respective electric power consumption. time series calculated (step S ₃₎ the total amount of power consumption of each electric period. Then, the total amount of power consumption calculated in step S ₃ and the substation 1 that is in charge of each feeding section
Comparison with the capacity of 4 (step S ₄ ).

As a result of the comparison, when the total amount of power consumption for each feeding section does not exceed the capacity of the corresponding substation 14, the same route as in the case of the first embodiment is used. The train 6 is instructed to carry out a train operation according to the operation schedule predicted in step S ₁ (step S ₅ ).
On the other hand, as a result of the comparison, if the total amount of the required electric power in any of the feeding sections exceeds the capacity of the corresponding substation 14, that is, if YES, a part of the trains 6 corresponding to the insufficient electric power amount is supplied. start delay or da line command operation (step S ₆₎
And, again operation schedule new prediction returns to step S _1, are repeated the operations of steps S ₁ ~S _4, S ₆ until the comparison result in step S ₄ is determined to be NO.

According to the second embodiment, the total amount of power consumption for each feeding section is calculated in time series, and these total amounts are compared with the capacity of the substation 14 which handles each feeding section. Then, when any of the total amounts exceeds the capacity of the corresponding substation 14, the start delay or the double running operation is instructed to some of the trains 6 corresponding to the insufficient power amount. Even if the train schedule is disturbed due to an accident or the like, the train 6 is concentrated in a certain feeder section, the substation 14 corresponding to the feeder section is overloaded, re-trips, and a power failure occurs. As a result, it becomes possible to quickly return to the original normal timetable as in the case of the first embodiment.

Example 3. FIG. 5 is a block diagram showing the configuration of the train operation management system in the third embodiment of the present invention. In the figure, the same parts as those in the first embodiment shown in FIG. 18 is a central management device 4
From the operation information of the train 6 up to the present time sent from, ATC information and substation information, etc., while judging the stop and running state of the train 6 and the feeding state, etc., predict the operation state of each train after the present time, This is a simulator for calculating each required electric energy for each feeding section by simulating an operation curve of each train and comparing each required electric energy with the capacity of each substation 14.

Next, the operation of the train operation management system according to the third embodiment of the present invention configured as described above will be described. First, the operation while the train is operating on the normal train schedule is the same as in the case of the above-mentioned first embodiment, so the description thereof will be omitted. However, for example, when the train schedule is disturbed by some accident or the like, As shown in FIG. 6, the simulator 18 first creates a repair plan for quickly returning the train schedule to the original normal schedule based on the information input in advance (step S ₁ ).

Next, the power consumption of each train is calculated by simulating the operating curve of each train for each feeder section based on the repair plan created in step S ₁ (step S ₂ ). calculating a total power consumption of each feeding circuit sections from each power consumption (step S _3). Then, performed with the total amount of each feeding circuit section of the power consumption amount calculated in step S _3, compared with the capacity of the substation 14 having respectively receive the respective feeding circuit section (steps S _4).

As a result of the comparison, if the total amount of power consumption for each feeding section does not exceed the capacity of the corresponding substation 14, the same route as in the case of the above-described first embodiment is used. A running command (step S ₅ ) is issued to the train 6 based on the repair plan of the train schedule created in step S ₁ . On the other hand, as a result of the comparison, if the total amount of required power in any feeding section exceeds the capacity of the corresponding substation 14, that is, if YES, then the total amount of required power in each feeding section. Does not exceed the capacity of the corresponding substation 14,
A proposal for creating a new repair plan is made (step S ₆ ), the process returns to step S ₁ again, and a new repair plan is created, and then step S ₄ is repeated until the comparison result is judged to be NO. The operations of _{1 to} S ₄ and S ₆ are repeated.

According to the third embodiment described above, a repair plan for quickly returning the disordered train schedule to the original normal schedule is prepared,
The total amount of power consumption for each feeder section in this restoration plan is calculated, and each of these total amounts is compared with the capacity of the substation 14 that handles each feeder section. When the capacity of the substation 14 is exceeded, a new restoration plan is proposed again, so even if the train schedule is disturbed due to an accident, etc. Substation 14 concentrated and corresponding to the feeder section
Is prevented from being overloaded and re-tripped to cause a power failure, and the same effects as those of the above-described respective embodiments are exhibited.

Example 4. In each of the above embodiments, the communication between the on-vehicle transmitter / receiver 9 and the ground transmitter / receiver 11 is performed via the leaky coaxial cable 12 and the antenna 10 arranged along the track circuit 7. However, it is also possible to use an inductive radio or a space wave radio.

Example 5. Further, in each of the above-described embodiments, the case of the distributed management system has been described, but it goes without saying that the present invention can be applied to a centralized management system using a train centralized control device.

[0029]

As described above, according to claim 1 of the present invention, the required electric energy of each train in each feeding section is calculated in advance, and the total amount of the required electric energy and the substation capacity are calculated. If the total amount exceeds the capacity of each substation, a start command is given in order from the first train, and if the total amount does not exceed each substation capacity, a start command is given to all trains at once.

Further, according to claim 2 of the present invention, the operation schedule of each train after the present time is predicted based on the information stored in advance, and the operating curve of each train on the operation schedule is simulated. Calculate the power consumption of each train, calculate the total power consumption for each feeder section in time series from the above power consumption, and then calculate the total power consumption for each feeder section and each substation capacity. If there is a feeder section where the total amount of power consumption for each feeder section exceeds the capacity of each substation, some trains corresponding to the shortage of electricity will be delayed or delayed. Give driving commands,
When there is no crossing section, all trains will be instructed to travel

According to claim 3 of the present invention, a repair plan for returning the train schedule to the original normal train schedule is created, and the operation curve of each train for each feeder section based on the repair schedule is created. Calculate the power consumption of each train by simulating, calculate the total power consumption of each feeding section from the power consumption of each train, and calculate the total power consumption of each feeding section and each substation. If there is a feeding section where the total amount of power consumption for each feeding section exceeds the capacity of each substation, correct the repair plan and repeat the above operations. If there is no electricity section, give a travel command to each train according to the repair plan,

According to a fourth aspect of the present invention, in any one of the first to third aspects, the communication between the ground transceiver device and the on-vehicle transceiver device is arranged along the track circuit. Since it is done via the leaky coaxial cable and the on-board antenna that is installed on the car, the substation capacity can be quickly restored without causing power outages or the like due to excess train power requirements. It is possible to provide a train operation management system capable of returning to the normal train schedule.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a train operation management system according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing the operation of the train operation management system in FIG.

FIG. 3 is a block diagram showing a configuration of a train operation management system according to a second embodiment of the present invention.

FIG. 4 is a flowchart showing the operation of the train operation management system in FIG.

FIG. 5 is a block diagram showing a configuration of a train operation management system in Embodiment 3 of the present invention.

6 is a flowchart showing the operation of the train operation management system in FIG.

FIG. 7 is a block diagram showing a configuration of a conventional train operation management system.

[Explanation of symbols]

1 Relay interlocking device 2 Station device 3 Transmission line 4 Central management device 5 Operating terminal 6 Train 7 Track circuit 8 Onboard control device 9 Onboard transceiver 10 Antenna 11 Ground transceiver 12 LCX cable (leakage coaxial cable) 13 ATC ground equipment 14 Substation 15, 17, 18 Simulator 16 Feeding circuit S _{1 to} S ₆ steps

Claims (4)

[Claims] 1. When restarting after a power outage, the required electric energy of each train in each feeder section is calculated in advance, and
Compare the total amount of the required electric power with the substation capacity.If the total amount exceeds the substation capacity, give a start command in order from the first train. A train operation management system characterized in that it is designed to give a start command to all at once. 2. When the train schedule is disturbed, the train schedule of each train after the present time is predicted based on the information stored in advance, and the running curve of each train in the train schedule is simulated. Obtain the power consumption of each train, calculate the total amount of power consumption for each feeding section from the above power consumption in time series,
When the total amount of power consumption for each feeder section and the capacity of each substation are sequentially compared, and there is a feeder section where the total amount of power consumption for each feeder section exceeds the capacity of each substation. In addition, a command to delay the start or run to some trains is given to some trains that correspond to the amount of power shortage, and if there is no crossing section, a command to run all trains is given. A train operation management system characterized by that. 3. When a train schedule is disturbed, a repair plan for returning the train schedule to the original normal train schedule is created, and a running curve of each train for each feeder section is simulated based on the repair plan. By calculating the power consumption of each train by calculating the total power consumption of each train section from the power consumption of each train, the power consumption of each train section and each substation If there is a feeder section where the power consumption for each feeder section exceeds the capacity of each substation, the above repair plan is corrected and the above operations are repeated, A train operation management system characterized in that when there is no electric section, a travel command is given to each of the trains according to the repair plan. 4. Communication between the terrestrial transmitter / receiver and the on-vehicle transmitter / receiver is performed via a leaky coaxial cable arranged along the track circuit and an on-vehicle antenna arranged on the car. The train operation management system according to any one of claims 1 to 3, characterized in that.