JPH11198815A - Train running simulation apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prepare the running curve of a subsequent train based on the running condition of a previous train by preparing the running curve of the subsequent train based on a speed limit corresponding to signal indication which a time interval curve indicates, and a speed limit determined between respective sections of a route. SOLUTION: The running curve of a previous train is first prepared. Cumulative required time up to a desired point is calculated based on the speeds at the respective points of the prepared running curve to obtain a time curve between time progress and the running position of the train. The time interval curve of the previous train is prepared based on the time curve. The run curve of a subsequent train is prepared in consideration of the signal indication which changes with running of the previous train. The running curve of the subsequent train is prepared so as to follow both of a speed limit by the signal indication and a speed limit predetermined between respective sections of a route, that is, so as to run at the speed limit or lower of whichever is smaller.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train running simulation apparatus for creating a train schedule in a transportation plan by rail.

[0002]

2. Description of the Related Art FIG.
7 is a flowchart illustrating a method of creating an operation curve by the conventional train traveling simulation device disclosed in Japanese Patent Publication No. 7-No. First, a notch-off limit curve indicating a speed limit determined from route conditions and the like is created (S1), and then a brake limit indicating a change in train speed when a brake is applied to run within the range of the notch-off limit curve. A curve is created (S2). Finally, an operation curve indicating a change in train speed when the train is traveled from the departure station to the arrival station within the range of the notch-off limit curve and the brake limit curve is created (S3).

A specific example of creating an operation curve will be described with reference to FIGS. For example, as shown in FIG. 12, between the departure station 1 and the arrival station 2, a downhill indicated by a recess is 3a.
Suppose that there are six places of 3f. The depth of the concave portion indicates the magnitude of the downhill slope. In addition, it is assumed that the speed limits of 4a to 4f are determined in advance at each point between stations based on route conditions such as curves. Generally, if the notch is turned off on a downhill, the train speed may continue to accelerate and exceed the speed limit. Therefore, it is necessary to set the speed at the end point of the downhill as the speed limit. Therefore, assuming that the notch is turned off so as to reach the speed limit at the end points a to e of the downhill,
According to the magnitude of the slope of each downhill, the speed calculation in the direction opposite to the train traveling direction is performed. Thereby, i ~ a, f ~
Notch-off limit curves 5a to 5e indicated by b, g to c, h to d, and j to e are created. This notch-off limit curve 5
For sections other than a to 5e, a straight line indicating the speed limit is used as a notch-off limit curve, and by combining these notch-off limit curves, a notch-off limit curve 5 for all sections from the departure station 1 to the arrival station 2 is obtained. Can be

Next, in order to make the train run at a speed equal to or lower than the notch-off limit curve 5, as shown in FIG. 13, attention is paid to the start points B to E of the concave portions of the speed limit change. Assuming that the brake is applied in such a way, the speed calculation in the direction opposite to the train traveling direction is performed. In addition, the train is stopped at the point A of the arrival station 2 (speed =
Suppose that the brake for 0) is applied. However,
The brakes used toward points B to E are loose limit brakes, and the brakes used toward point A are stop brakes. Thereby, F-A, J-B, G
-C, HD -D, IE -E brake limit curves 6a-
6e is created. The train must not run at a speed exceeding either the notch-off limit curve 5 or the brake limit curve 6 created in this way, and must run within the hatched area in the figure.

Next, the train leaves the departure station 1 and arrives at the arrival station 2
Then, an operation curve indicating a change in the operation speed until the operation stops is created. At this time, the train operation state is selected according to the state transition diagram shown in FIG. 14, and the train speed is calculated. For example, when the train departs from the departure station 1 from the speed 0, acceleration calculation is performed in a power running state, and a power running curve is created. Then, according to the state transition diagram, the powering curve is changed to the notch-off limit curve 5.
When it reaches, turn off the notch and transit to coasting calculation,
When the braking limit curve 6 is reached, a coasting section is provided and the process transits to brake calculation. Further, when the vehicle reaches the speed of the brake limit curve 6 in the coasting state, the state transits to the braking state, and when it reaches the speed limit of -15 km / h, the state transits to the power running. Furthermore, when the brake control end point is reached in the brake state, the brake is turned off and the vehicle shifts to coasting. FIG. 15 shows an example in which the train speed is calculated in accordance with the operation state selected in this way and an operation curve is created. In the figure, 7a to 7d are power running curves, and 8a to
8f is a coasting curve, 9a to 9c are brake curves, and an operating curve 10 is obtained by combining them.

[0006]

In the conventional train running simulation apparatus as described above, the operation curve is created in a state where the speed limit does not change. In many cases, the succeeding train runs with a short time interval, and in that case, the speed limit for the succeeding train changes every moment under the influence of the preceding train. Therefore, trains running on overcrowded diamonds
There is a problem that the vehicle cannot travel according to the operation curve created by the conventional method.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a train running simulation apparatus capable of creating a running curve of a succeeding train based on a running state of a preceding train. is there.

[0008]

In a train running simulation apparatus according to the present invention, a train departure station and a destination station of a preceding train follow a speed limit predetermined for each section of the line according to conditions such as station position and gradient. Means for calculating the running speed up to, creating a running curve, based on the running curve, means for creating a time curve showing the relationship between the running position of the preceding train and the passage of time, Means for obtaining a time interval curve indicating a signal indication of each traffic light on the route, which changes as the vehicle travels on the time curve, and a speed limit corresponding to the signal indication indicated by the time interval curve and each section of the route And means for creating an operating curve of the succeeding train based on the speed limit defined in (1).

[0009] Further, there is provided a means for changing the stop time of each station of the preceding train, and a means for reacquiring the signal indication of the traffic signal accordingly.

[0010] The present invention further comprises means for changing the operation time interval between the preceding train and the succeeding train, and means for reacquiring the signal display of the traffic light accordingly.

[0011] Further, the time interval curve of the following train is created based on the created operating curve of the succeeding train.

[0012] The operating curve of a train that continues further to the succeeding train is created based on the operating curve of the preceding train, with the train running ahead of each train as the preceding train.

Further, the operating curve and the time interval curve of each train are simultaneously displayed on the CRT so that the operator can change the operating curve.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 shows a configuration of a train running simulation apparatus according to an embodiment of the present invention. A computer 11 is connected to a CRT, a magnetic disk device, a keyboard, a mouse, a printer device, and a plotter device. I have. Inside the computer 11, an operation curve processing unit 12 for creating a train operation curve, a time interval curve processing unit 13 for creating a time interval curve indicating a signal indication of a traffic light that changes as the preceding train travels, Is configured.

The operation of the train running simulation apparatus thus configured will be described with reference to the flowchart of FIG. 2 and FIGS. First, the operation curve of the preceding train is created, but since there is no preceding train for this train, it is not necessary to consider the change in the signal presentation of the traffic light installed on the route , In the same manner as in the prior art shown in FIG. 12 (T1). Then, based on the speed of each point in the created driving curve, the accumulated required time to that point is calculated, and the relationship (time curve) between the passage of time and the running position of the train is obtained. The time increment of the accumulated time is obtained by the following equation. T = distance to the point / average speed = distance of calculated pitch / ((initial speed of calculated pitch V1 + final speed of calculated pitch V2) / 2) Based on this time curve, the leading train as shown in FIG. A time interval curve is created (T2). This is a time curve where the horizontal axis is time, the vertical axis is distance, the leading and trailing points of the preceding train are connected by a curve, and the distance axis is separated by the signal position existing on the route, train Shows the change of the signal indication of the traffic light on the rear side of the train after the last part of the traffic light passes through each traffic light. In the example of the figure, when the last part of the train passes the traffic light 3 at the point A, the traffic light 3 indicates R (red), the traffic light 2 changes from R to Y (yellow), and the traffic light 1 changes from Y to G (blue). Change. Corresponding speed limits are set for R, Y, and G of the signal indication, and the following train will run at or below the speed limit corresponding to the signal indication.

Next, an operation curve of the succeeding train is created in consideration of a signal indication that changes as the preceding train travels (T3). The operating curve of the following train is to comply with both the speed limit indicated by the signal and the speed limit predetermined for each section of the route, that is, to run at a speed less than the lower speed limit of them. Is drawn on. If the speed limit specified for each route is lower than the speed limit indicated by the signal indication, the operation curve will be created in the same manner as in the past, so the explanation will be omitted, and in the following explanation, they will be equal or Description will be made assuming that the speed limit according to the present indication is smaller. As shown in FIG. 4, the time zone after the subsequent train starts driving behind the preceding train is divided into t ₁ to t _{4 at} which the signal indication of the traffic light changes with the running of the preceding train. . First, in the time zone t ₁ , the traffic light 2 is R and the traffic light 1 is Y. Therefore, when the horizontal axis is distance and the vertical axis is speed as shown in FIG. Up to the limit speed corresponding to the signal presentation Y, and from the traffic light 2 to the limit speed corresponding to the R signal presentation. 6, subsequent train indicates the operating curve at the time period t ₁ from the start, which shows a state in which power running toward the speed limit of the Y. The method of creating the powering curve is the same as the method described above. For example, when the powering curve reaches the braking curve to the traffic light 2 indicating R, the powering curve shifts from coasting to braking. Change state.

Next, in the time zone t ₂ , the traffic light 3 indicates R, the traffic light 2 changes from R to Y, and the traffic light 1 changes from Y to G. Therefore, as shown in FIG. Up to the speed limit corresponding to the signal indication G, from the point of the signal 2 to the point of the signal 3, the speed limit corresponding to the signal indication Y, and from the signal 3 to the speed limit corresponding to the signal indication R. ing. Operating curve of the subsequent train powering so can travel below these limit speed, coasting, by selecting the brake, is created from the end point of the just created running curves time period t _1. In the time zone t ₃ , the traffic light 4
Since the traffic light 3 changes from R to Y and the traffic light 2 changes from Y to G, as shown in FIG. 8, up to the point of the traffic light 3, the speed limit corresponding to the signal indication G, and from the point of the traffic light 3 Speed limit corresponding to signal indication Y up to the point of signal 4,
The speed limit after the traffic light 4 is the speed limit corresponding to the signal indication R. Again, as can travel below these speed limit, to create the end point of the operation curve of just created time zone t ₂ the operating curve of a subsequent train. By sequentially performing the above operations for the time zone in which the subsequent train runs, the operation curve of the subsequent train is completed. In the above description, the signal indications are three indications of R, Y and G.
Other indications (R, Y, Y, G 4
Even if it is a public announcement). As described above, the operation curve of the following train is created in consideration of the signal indication that changes moment by moment with the traveling of the preceding train, so that the operation schedule of the overcrowded diagram affected by the preceding train is performed with high accuracy. be able to.

Embodiment 2 FIG. In the first embodiment, the description of the station between the first station and the last station and the stop time at the station are not mentioned. However, since each train stops at the middle station, the stop time is also taken into consideration. It is necessary to create a driving curve. In addition, when the stop time of the preceding train is changed, the time required to pass the traffic light in front of the train differs, so that the time zone of the speed limit for the succeeding train also changes. Also, when the stop time of the succeeding train is changed, the time zone of the speed limit similarly changes. Therefore, a user interface function is provided in the time interval curve processing unit 13 shown in FIG. 1 so that the stop time of each station of the preceding train and the succeeding train can be input from a keyboard or a mouse according to, for example, a graphic displayed on a CRT. By creating the interval curve including the stopped time, even if the stop time is changed, it is possible to create an operation curve corresponding to the change.

Embodiment 3 Further, even when the departure time interval between the preceding train and the succeeding train at the starting station is changed, the time zone of the speed limit received by the succeeding train changes. Also in this case, as in the second embodiment, the departure time interval can be input from a keyboard or a mouse by a user interface function, and a time interval curve corresponding to the input time interval is created, whereby the preceding train and the preceding train can be connected. Even when there is a change in the time interval with the following train, an operation curve corresponding to the change can be created.

Embodiment 4 Further, at the time of creating the operating curve of the succeeding train, a relationship between the passage of time and the running position of the train, that is, a time curve is created based on the operating curve, and as shown in FIG. By automatically creating the time curve of the train, it is possible to grasp the required travel time of the succeeding train that changes with the travel of the preceding train.

Embodiment 5 It should be noted that the first to the first embodiments
4 describes only two trains, a preceding train that does not need to be aware of the speed limit due to signal indication and a succeeding train that runs behind it, but the same applies to a plurality of trains that run further behind. To create a running curve. In this case, the operating curve created as the succeeding train may be the operating curve of the preceding train for the next succeeding train. The flow of the process in this case is shown in the flowchart of FIG. First, as in the first embodiment, an operation curve and a time interval curve of a preceding train starting first are created (T
1 and T2), and an operation curve of a succeeding train running next is created (T3). Next, a time interval curve of the following train is created based on the operation curve created in the process of T3 (U1). Here, if there is a subsequent train for which the time interval curve has not yet been created (No in U2), the subsequent train for which the time interval curve has been created in U1 is newly set as a preceding train (U
3) Return to the process of T3. When the time interval curves have been created for all the trains (when U2 is Yes), the process ends. As described above, an operation curve can be similarly created for traveling of three or more continuous trains.

Embodiment 6 FIG. The created operating curve and the created time interval curves of all trains are simultaneously displayed on a graphic display (CRT), and the user can change the operating curve from a keyboard, a mouse, or the like by a user interface function. To The operator is a CRT
Looking at the display condition of the traffic light of the interval curve displayed in the above section, based on experience and knowledge, make corrections such as lengthening the coasting section from the viewpoint of riding comfort and preventing switching between braking and powering in a short time. As a result, a more accurate operation plan can be performed.

[0023]

Since the present invention is configured as described above, it has the following effects.

Since the signal indication of each traffic signal which changes as the preceding train travels is obtained and the operation curve of the succeeding train is created according to the speed limit corresponding to the signal indication, the overcrowded schedule is set to a high level. You can plan with accuracy.

Further, when the stop time of each station of the preceding train is changed, the change of the signal indication of the traffic signal is obtained, and an operation curve is created based on the signal indication. Can easily be changed.

Further, when the operation time interval between the preceding train and the succeeding train is changed, a change in the signal presentation of the traffic signal is obtained, and an operation curve is created based on the signal presentation. In addition, it is possible to easily cope with a change in the operation time interval.

Further, since the time interval curve of the succeeding train is created based on the created operating curve, it is possible to ascertain the required travel time of the succeeding train that changes with the travel of the preceding train. it can.

Further, since the running curve of a train that continues further behind the succeeding train is created based on the running curve with the succeeding train being the preceding train, a highly accurate diagram can be easily created. be able to.

Further, since the operating curve and the time interval curve of each train are simultaneously displayed on the CRT so that the operator can change the operating curve, a more accurate operation plan can be made.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a train running simulation device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a processing flow of the train running simulation device according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a time interval curve of a preceding train.

FIG. 4 is a diagram showing a time zone in which a traffic light changes when a subsequent train runs.

FIG. 5 is a diagram showing a speed limit corresponding to a signal presentation in a time zone t ₁ of FIG. 4;

FIG. 6 is a diagram showing creation of an operating curve of a succeeding train in a time zone t ₁ of FIG. 4;

7 is a diagram showing the operating curve creation of subsequent trains in time slot t ₂ in FIG.

Is a diagram showing an operation curve creation of a subsequent train in FIG. 8 hours t ₃ in FIG.

FIG. 9 is a diagram showing a time interval curve showing time curves of a preceding train and a succeeding train simultaneously in the fourth embodiment of the present invention.

FIG. 10 is a flowchart showing a flow of processing for creating operating curves of a plurality of trains in Embodiment 5 of the present invention.

FIG. 11 is a flowchart showing a flow of processing by a conventional train running simulation device.

FIG. 12 is a diagram showing an operation curve created based on a notch-off limit curve.

FIG. 13 is a diagram showing an operation curve created based on a brake limit curve.

FIG. 14 is a diagram showing a state transition of an operation state.

FIG. 15 is a diagram showing an operation curve.

[Explanation of symbols]

11 calculator, 12 operation curve processing unit, 13 time interval curve processing unit.

Claims (6)

[Claims] 1. A travel speed from a departure station to an arrival station of a preceding train is calculated in accordance with a speed limit predetermined for each section of a line according to conditions such as a station position and a gradient, and a speed curve between the stations (hereinafter referred to as a speed curve). , An operating curve), a means for generating a time curve indicating the relationship between the running position of the preceding train and the passage of time based on the operating curve, and the preceding train runs on the time curve. Means for obtaining a time interval curve indicating a signal indication of each traffic light on the route, which varies with
And a means for creating an operating curve of a subsequent train based on the speed limit corresponding to the signal indication indicated by the time interval curve and the speed limit defined for each section of the route. Simulation device. 2. The train running simulation apparatus according to claim 1, further comprising means for changing the stop time of each station of the preceding train, and means for reacquiring the signal indication of the traffic light accordingly. 3. The system according to claim 1, further comprising: means for changing the operation time interval between the preceding train and the succeeding train; and means for reacquiring the signal indication of the traffic signal accordingly.
The train running simulation device according to the above. 4. The train running simulation apparatus according to claim 1, wherein a time interval curve of the subsequent train is created based on the created operation curve of the subsequent train. 5. The operating curve of a train that continues further to the succeeding train is created based on the operating curve of the preceding train, with the train running ahead of each train as the preceding train. Item 5. The train running simulation device according to any one of Items 1 to 4. 6. The train according to claim 1, wherein an operation curve and a time interval curve of each train are simultaneously displayed on a CRT so that an operator can change the operation curve. Driving simulation device.