JPS6154358A - Train operation commanding device - Google Patents
Train operation commanding deviceInfo
- Publication number
- JPS6154358A JPS6154358A JP59176271A JP17627184A JPS6154358A JP S6154358 A JPS6154358 A JP S6154358A JP 59176271 A JP59176271 A JP 59176271A JP 17627184 A JP17627184 A JP 17627184A JP S6154358 A JPS6154358 A JP S6154358A
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- JP
- Japan
- Prior art keywords
- train
- station
- time
- notch
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 〔発明の技術分野〕 本発明は列車（ｔ￥Ｌ等を含む）の運転士に。[Detailed description of the invention] [Technical field of invention] The present invention is applicable to train drivers (including t\L trains, etc.).
運転操作のガイダンスを与える運転指令装置に関するも
のである。This invention relates to a driving command device that provides guidance for driving operations.
近年、鉄道において、特に曲線との接続１駅などにおい
ては、朝夕のランフ一時に、旅客の混雑により、駅での
停車時間が予定時間をオーバする傾向が強く、ひどい時
には、到漸列車がすでに満員で、ホームで待っていた旅
客が乗りきれず、いつまでも、その駅で出発できずに停
車しているような事態さえ、生ずることがある。In recent years, there has been a strong tendency for railways, especially at stations connected to curves, to exceed their scheduled stop times due to passenger congestion during the morning and evening rush hours. There may even be situations where the train is full and passengers waiting at the platform are unable to board the train, leaving the train at that station for an indefinite period of time without being able to depart.
このような時には、後続列車は場内待ちでよぎす＜、一
旦停止させられることがら１次々と同じ状態が繰り返え
されることになる。このような、一旦停止後、再カ行に
より駅に到着するような運転形態は、停止することｒｊ
（−スムーズに駅に到着するような運転形態と比べ、到
后時間が延びるのと、また、無駄なエネルギを消費する
などの問題が生じている。In such a case, the following train will wait inside the station and be stopped once, so the same situation will be repeated one after another. This type of driving, where the train stops once and then returns to the station to arrive at the station, must be stopped.
(-Compared to a mode of operation that allows for a smooth arrival at the station, there are problems such as the arrival time being extended and energy being wasted.
本発明は上記の事ｉ’＃ ｉＣ鑑みて成されたものであ
り、過笛な列車ダイヤによる９７７１時において、到着
駅での乗降混雑があっても後続列車を駅の途中で停止さ
せることすく、シかも、先行列車が上記到着、ｌ１全出
発したならば、該駅にすぐに進入することができるよう
にした運転全実現することのできる列車運転指令装置全
提供することを目的とする。The present invention has been made in view of the above-mentioned problems, and it is possible to prevent the following train from stopping midway through the station even if there is congestion at the arrival station at 9771 o'clock due to the busy train schedule. To provide a train operation command device capable of realizing a complete operation that can immediately enter a station when a preceding train has arrived or departed.
すなわち１本発明は上記目的を達成するため。 That is, 1. the present invention achieves the above object.
地上側に設けられ、先行列車が二駅間の一方の駅？出て
から後続列車が出発するまでの間の４経過時間を計数す
る第１の計数手段と一地上側に設けられ、他方の駅を出
発した先行列車の該他方の駅での在線時間を計数する第
２の計数手段と、前記一方の！訳を出発する後続列車の
ノツチオン操作時にこれら第１．第２の計数値全もとに
該後続列車に対する前記二駅間の・沢間最適走行所要時
間を演算する演算手段と１列車側ｉ’ｃ投けられ、 ｎ
ｉＪ記二、駅間の所要時間に対応する最適運転速度情報
を有すると共に前記演算手段の求めた前記駅間最適走行
所要時１川晴報を受けるとこれに対応する最適運転速度
情報全出力する手段と、この得られた最適運転速１■端
報を基量に該列車の速ツを比較し、その比１咬出力をノ
ツチオフ指令として出力する手段とより購成し、只ｌの
計数手段により先行列車が一方の、・訳全出発してから
後続列車が該駅を出発するまでの時間を計数し、まｆｃ
第２の計数手段により先行列車の他方の駅での１電車時
間を計数すると共にこれらの両隋報により演算手段にて
前記一方の訳全出発した後続列車が先行列車による駅入
場待ちの生じない走行状仏となる前記二駅間最酒所要時
間を求め、後続列車が前記−力の式を出発するぶのノツ
チ操作によるノツチ・１ま号全列車側より地上側へ送り
、このノツチ信号により地上側より前記演算手段の求め
た二駅間最適所要時間盾報を伝送手段を介して列車側に
送信し１列車側ではこの二駅間最適所要時間に対応する
二駅間走行速度１’ｉ！７報を出力する手段より、二駅
間走フ指令を与えるようにする。Is it installed on the ground side and the preceding train is at one station between two stations? A first counting means for counting the elapsed time from the time the train leaves the train to the departure of the following train; and a first counting means provided on the ground side to count the time the preceding train that has departed from the other station is on the line. a second counting means for counting, and one of said ! When operating the knots of the following train that is about to depart, these 1. Based on all the second counted values, a calculation means for calculating the optimum traveling time between the two stations and the Sawa area for the following train and one train side i'c are added, n
iJ record 2, it has optimal driving speed information corresponding to the required time between stations, and when it receives a clear report on the optimal traveling time between stations determined by the calculation means, it outputs all the optimal driving speed information corresponding thereto; and a means for comparing the speed of the train based on the obtained optimum operating speed 1 part information and outputting the ratio 1 bite force as a notch-off command, and a counting means. Count the time from when the preceding train departs from one station until the following train departs from the station, and
The second counting means counts one train time of the preceding train at the other station, and based on these two warnings, the calculating means calculates that the following train, which has completely departed, will not have to wait for the preceding train to enter the station. Determine the maximum time required between the two stations that will result in a running condition, and the following train will send the above-mentioned force formula to the ground side from the side of all No. 1 trains using the notch operation, and by this notch signal. The ground side transmits the information on the optimum time required between two stations determined by the calculation means to the train side via the transmission means, and the one train side calculates the traveling speed 1'i between two stations corresponding to the optimum time required between two stations. ! A two-station running command is given from the means for outputting the seventh report.
以下１本発明の一芙廁列について図面を参照しながら説
明する。Hereinafter, one aspect of the present invention will be explained with reference to the drawings.
はじめに本発明の基本的概念について説明しておく。First, the basic concept of the present invention will be explained.
第２図にＡ１よりＢ駅１で走行する列車の運転曲線を示
す。図におりて、縦軸は速度を、また、横軸は距離を示
す。Ｓ１〜Ｓ５は信号機を示し−また。１は入駅、Ｂ駅
間の標準の進度曲線？示す。１人は先行列車、 ＴＢ
は後続列車を示しており、ここでは先行列車ＴＡがこの
進度曲線１に沿ってＢ駅よりん駅まで走行したとするＯ
第３図は列車の運転曲線のうち一通度曲線と時間曲線を
示す図であり１図中１３は先行列車ＴＡ の速度曲線１
に対応した時間曲線である。Figure 2 shows the operating curve of a train running from A1 to B station 1. In the figure, the vertical axis represents speed, and the horizontal axis represents distance. S1 to S5 indicate traffic lights - also. Is 1 the standard progress curve between the entry station and B station? show. One person is on the preceding train, TB
indicates the following train, and here it is assumed that the preceding train TA has traveled along this progress curve 1 to B Station or Yorin Station. Figure 13 shows the speed curve 1 of the preceding train TA.
This is the time curve corresponding to .
またこの時１用曲線１ａＬｌｃおける縦細線を見こしで
ある領域は列車長を表わしている。Ｒ，Ｙ。Further, at this time, the area where the vertical thin line in the curve 1aLlc for 1 represents the train length. R,Y.
Ｇは信号機の表示自答を示しており、Ｒは赤信号、Ｙは
黄信号、Ｇは１′ｉ′信号の表示である。先行列車ＴＡ
の時間曲線１ａに沿った走行により各時位置では信号
機８１〜Ｓ５は図のような信号表示となる。G indicates a traffic light display, R indicates a red light, Y indicates a yellow light, and G indicates a 1'i' signal. Preceding train TA
As the vehicle travels along the time curve 1a, the traffic lights 81 to S5 display signals as shown in the figure at each time position.
先行列車ＴＡは混雑のため、Ａ駅での客扱い時間が延び
て入訳発車が遅れたとする。この場合、後続列車ＴＩｌ
はＢ駅に到着して客扱い完了後、Ｂ駅を出発したとする
と第２図および第３図に示す如き４度曲線１に対応した
標準の速１度パターンで走行した場合では先行列車ＴＡ
に接近するため１時間曲ｇ２ａで示す如く、信号璧Ｓ、
で黄信号Ｙを、また、信号機Ｓ、で赤（ｇ号Ｒを受ける
ことになり、信号用ｓ２の手前で一旦停止することＶｃ
ｑる。Assume that because the preceding train TA was congested, the waiting time for passengers at Station A was extended and the departure of the train was delayed. In this case, the following train TIl
If the train departs from B station after arriving at station B and completing passenger handling, the preceding train TA travels at the standard speed 1 degree pattern corresponding to 4 degree curve 1 as shown in Figures 2 and 3.
As shown in song g2a for 1 hour to approach the traffic light S,
You will receive a yellow signal Y at the traffic light Y, and a red signal (G R) at the traffic light S, so you must stop before the traffic light S2.
qru.
先行列車ＴＡ が入訳全出発して、その最後部Ｓ２は
黄信号Ｙに変るため、後続列車ＴＢ はｇ２図の曲線
２に沿って再カ行して入貢に停止する。従ってこの時、
後続列車ＴＢ の電力消費法は漂準の速度曲線１に沿り
て走行した場合ｔ′比べて再カ行に要した分だけ、余分
Ｃｌ力を消費することになる。The preceding train TA has completely departed and the last train S2 changes to yellow signal Y, so the following train TB travels again along curve 2 in diagram g2 and stops at the train stop. Therefore, at this time,
The power consumption method of the following train TB is that when it travels along the drifting speed curve 1, it will consume extra Cl power by the amount required for redirection compared to t'.
さて１本発明では混雑訳である人、駅で列車が停止する
時間を予測する一つの方法として、Ａ駅ホームトラック
ＬＡの在線時間？実績データでとらえて先行列車のホー
ムトラックＬＡでの在線時間と見做し、また、先行列車
ＴＡの最後部がＢ駅のホームトラックＬＢを抜けてＡ７
パのホームトラ７グＬＡＩＣ同列車ＴＡの最後部が入り
切るまでの時ｊＩＤである訳聞所要時ｒ」全知って。Now, in the present invention, one way to predict the time when a train will stop at a station due to congestion is to calculate the length of time the A station home track LA is on the track. Based on actual data, it is considered to be the time the preceding train was on the platform track LA, and the last part of the preceding train TA passed through the platform track LB of station B and reached A7.
Pa's home track 7g LAIC The time until the last part of the TA of the same train has entered.
信号にＳ２で赤信号にぶつからないようｒｊ ｉ 行速
度全後続列車に与え、これＫより、赤信号停止に引っ掛
ることなくＡ駅に到着できるようにする。At signal S2, all following trains are given rj i line speed so as not to hit the red light, and from this K, they can arrive at station A without getting stuck at the red light.
以下、第１図に示す実施例に基づいて本発明全説明する
。The present invention will be fully explained below based on the embodiment shown in FIG.
図において、 １０お−よび１２はホームトラックＬＢ
およびＬＡｉＣそれぞれ対応して設けられた軌道継電器
であり、軌道継電器１ｏは先行列車（図ではＴＡ）がＢ
、駅に立ｊ昂すると接点が開放し、ホームトラックＬＢ
の区間を抜けると接点が閉じる。また、 ＋１ｉｌＬ道
継電器１２は先行列車（図ではＴ。）がＮ、駅に位置す
ると接点が開放し、Ａ駅のホームトラックＬＡの区間を
抜けると接点が閉じる。１１．１３はカウンタであり。In the figure, 10 and 12 are home tracks LB
and LAiC, respectively, and track relay 1o is a track relay that is installed to correspond to the preceding train (TA in the figure).
, when you stand at the station, the contact opens and the home track LB
The contact closes when it passes through the section. Further, the contacts of the +1IL road relay 12 open when the preceding train (T in the figure) is located at the N station, and close when it passes through the section of the platform track LA at the A station. 11.13 is a counter.
これらのうち、カウンタ１１は前記軌道継電器１０の接
点が聞”から９閉”ｉＣ変化した時、カクントＡ直全ク
リアし、りｏ７クバルスのカウントを開始するもので、
先行列車がＢ駅のホームトラックＬＢを抜けてから、後
続列車がＢ駅に到着するまで時間全力クントするもので
ある。Among these, the counter 11 clears the entire range A when the contact of the track relay 10 changes from "open" to "9 closed" and starts counting 7 times.
From the time the preceding train leaves the platform track LB at Station B until the following train arrives at Station B, the train must wait as long as possible.
また、カウンタ１３は軌道継′屯器１２の接点が６閉”
から開”に変イヒした時、グリアし。In addition, the counter 13 indicates that the contact point of the track joint 12 is 6 closed.
When it changed to "open", I heard it.
グロックパルスのカウント全開始すると共に１開”の期
間中、カクントヲ続けるもので、先行列車のＮ２での在
線時−を県債カワントするものである。When the Glock pulse count starts, it continues to count during the 1-open period, and the time when the preceding train is on the N2 line is counted.
ノ４は所要時間演算部、１５は走行時分記憶部、２５は
Ｎ７在線時間記憶部であり、前記所要時間演算部１４は
前記カウンタ１３がカウントを終了するとそのカウント
値を取り込み、Ａ駅在線時ｌ記憶部２５ＶＣ，これを記
１．４させると共に後述するノツチ操作信号を受けると
、前記入駅在椋時間Ｇ己を巨部２５（っｇ己憶晴幸Ｕと
前コ己カウンタ１１のカウント値とともとＶＣ後続列車
のＢ駅→へ駅間における駅間所要時間を求め、これ全前
記駅間所要時分記憶部１５に記す、ｕさせ、また、これ
を送出する機能を有する。No. 4 is a required time calculation section, 15 is a travel time and minute storage section, and 25 is a train station time storage section. When the counter 13 finishes counting, the required time calculation section 14 takes in the count value and stores it at A station. When the storage section 25VC records this and receives the notch operation signal described later, the time at the station entered above is stored in the large section 25 (the memory of Haruyuki U and the count of the counter 11). It also has a function to obtain the inter-station travel time from station B to station of the VC following train, record it in the inter-station travel time storage section 15, and send it out.
１６は地上送信器であり、所要時間演算部１４の求めた
前記駅間所要時間を列車側に送信するものである。また
、１８は地上受信器であり１列Ｊｊｌ ＩＩＩ！Ｉから
送信された信号を受４ｇして所要時間演算部１４に与え
るものである。Reference numeral 16 denotes a ground transmitter, which transmits the inter-station required time determined by the required time calculating section 14 to the train side. Also, 18 is a ground receiver, which is one row Jjl III! It receives the signal transmitted from I and supplies it to the required time calculation section 14.
１７は列車に設けられた車上受信器で、地上送イざ器１
６より送信された信号全受信するものである。１９は列
車に設けられた車上送信器であり１列車側よりの信号を
地上側に送信するものである。２θはノツチオフ速度変
換部、２１は所要時分ノツチオフ通関データ記憶部であ
り。17 is an onboard receiver installed on the train, and ground transmitter 1
All signals transmitted from 6 are received. Reference numeral 19 denotes an on-board transmitter provided on the train, which transmits signals from one train side to the ground side. 2θ is a notch-off speed conversion unit, and 21 is a notch-off customs clearance data storage unit for the required time.
これらはいずれも列車側に設けられる。所要時分ノツチ
オフ速度データ記憶部２１はＢ駅→Ａ駅間の駅間所要時
間に対応してその所要時間別に先行列車による赤信号待
ちとなうなＩ／−１最適走行速度を記憶してあり、ノツ
チオフ速１ｙ変換郡２θは受信した駅間所要時間の博ｆ
、’ｄ Ｖｃ対応する最適走行速度をこの所要時間ノツ
チオフ、４１度）′−タ記憶部２１より読み出す機能を
有する。All of these are provided on the train side. The required time/minute notch-off speed data storage unit 21 stores the I/-1 optimum travel speed that will prevent the train from waiting at a red light due to a preceding train, corresponding to the required time between stations from station B to station A. , the notch-off speed 1y conversion group 2θ is the equation f of the received inter-station travel time.
, 'd Vc, the optimum traveling speed corresponding to this required time notch off, 41 degrees)' has a function of reading out from the data storage section 21.
尚、前記最適走行速度はＢ駅を出てＮ駅に到着するまで
ｌＣ１口のノツチ操作でカ行、慣性力による惰行で済む
ような最高速度？与えるものとする。Furthermore, is the above-mentioned optimum running speed the maximum speed at which you can move by operating the lC1 notch and coast due to inertia until you leave station B and arrive at station N? shall be given.
２２は列車に設けられた速度発電機、２３は前記所要時
分ノツチオフ速１式データ記１意部２１より読み出され
た最適走行速度上基準ｒこＢＩＪ記上上段発電機２２の
出力する列車速１度対厄のユ出；隻瞬報とを比較し１列
車速度が基準値ＶＣ達したとき。22 is a speed generator installed in the train, and 23 is a train output from the upper generator 22 based on the optimum running speed based on the optimum running speed read from the required time/minute notch-off speed 1 data storage unit 21. Speed 1 degree vs. bad luck: When the speed of 1 train reaches the reference value VC when comparing with the instantaneous signal.
ノツチオフ指令を出力する比較器、２４は列車の運転操
作用のマスクコントロールハンドルテアＩＪ −このマ
スタコントロールハンドル２４がノツチオン操作されて
カ行開始されたとき、前記車上送信器１９はノツチオン
信号全地上受信器１８へ送信するものである。A comparator 24 outputs a notch-off command, and 24 is a mask control handle IJ for operating the train. - When this master control handle 24 is operated to turn on the notch and a train is started, the on-board transmitter 19 transmits a notch-on signal all over the ground. It is transmitted to the receiver 18.
次に上記構成の本装置の作用について説明する。Next, the operation of this device having the above configuration will be explained.
入駅に先行列ＴＬＴｃが到着しており、−また。The first line TLTc has arrived at the station, and...again.
Ｂ駅に先行列車ＴＡが到着していて、先行列車ＴＡの後
方には列車ＴＢがあるものとする。It is assumed that a preceding train TA has arrived at station B, and a train TB is behind the preceding train TA.
今、入駅を先行列ｊＫＴｃが発車して最後部がＮ駅のホ
ームトラックＬＡ金抜けたとする。すると、ホームトラ
ンクＬ入の軌道継電器１２が”閉″しＣなり、これによ
りカウンタ１３はクロックパルスのカウントを終了する
。カウンタ１３は列厄がホームトラックＬ入に入ると同
時にカウント（直がクリアされて、り０ツクパルスのカ
クント全１）８始しており、従って、カウント・径了時
点でのカウント直は先行列車ＩｒＣのＡ駅在線時間を示
すことＶｃｙｚる。カウンタ１３がカウント終了すると
、所要時間演算部１４はカウンタ１３のカウント１直を
取り込み、このカウント値を入駅在線時間記憶部２５Ｖ
Ｃ記憶させる。Suppose that the first train jKTc departs from the entering station, and the last train runs out of the platform track LA at N station. Then, the track relay 12 connected to the home trunk L is "closed" and becomes C, so that the counter 13 finishes counting the clock pulses. Counter 13 starts counting at the same time as the train enters the home track L (the shift is cleared and the count of the 0tsuk pulse is 1). Indicates the time on the train at IrC station A.Vcyz. When the counter 13 finishes counting, the required time calculation unit 14 takes in the count 1 shift of the counter 13 and stores this count value in the arrival station station time storage unit 25V.
C memorize.
このようにして、Ａ駅を列車が出発するたびにカウンタ
１３のカウント値がＮ駅在腺時１田記りよ部２５ＶＣ記
憶されるので、このＮ駅在独時間記憶部２５ＶＣは常に
最新のん駅在線時間が更新記憶されることになる。In this way, each time a train departs from A station, the count value of the counter 13 is stored in the time at N station memory section 25VC, so this N station time at Germany memory section 25VC is always the latest one. The time at the station will be updated and stored.
一方、Ｂ駅を先行列Ｈ，ＴＡ が出発すると、該先行
列！ＴＡの最後部がＢ駅のホームトラックＬＢを抜けた
時点で軌道継電器１０が″開゛′となるのでこれにより
、カウンタ１ノは内Ｇ’ｒクリアすると共にカウントｌ
開始する。On the other hand, when the first queue H, TA leaves station B, the first queue H, TA! When the last part of TA passes through the platform track LB of station B, the track relay 10 becomes "open", and as a result, counter 1 clears G'r and counts l.
Start.
欠に列車ＴＢがＢ駅に進入し、停車してぶ扱いを終え、
Ｂ駅を出発したとする。その際、運転手上マスクコント
ロールハンドル２４金操イ乍してカ行のためにノツチ全
オン操江するが、このノツチオンの操作時にこのノツチ
オン信号が車上送信器１９ｔ−介して地上へ送信される
。In no time, train TB entered station B, stopped, and finished being treated as a train.
Suppose you depart from station B. At that time, the driver operates the upper mask control handle 24 and turns all the notches on for the flight, but when this notch is operated, this notch on signal is transmitted to the ground via the onboard transmitter 19t. .
するとこの送信されたノツチオン信号は地上受信器１８
で受信され、所要時間演算部１４へと送られる。ノツチ
オン信号を受けると、所要時間演算部１４は次のように
してＢ駅→Ｎ駅聞の駅間所要時間を演算する。Then, this transmitted notation signal is transmitted to the ground receiver 18.
and sent to the required time calculation section 14. Upon receiving the notification signal, the required time calculating section 14 calculates the required time between stations from station B to station N as follows.
まずはじめに所要時間演算部１４は第３図に示す如く、
先行列車により得られたすでに既知 □の駅間所要時間
ＴＡ、全走行時分記１．は部１５より読み出し、また先
行列車Ｔ。のん駅在線時間ＴＡｚｔ＆駅在線時間記憶部
２５から読み出す。First of all, as shown in FIG. 3, the required time calculation section 14
Already known information obtained from the preceding train: Required time TA between stations of □, total travel time 1. is read from part 15, and the preceding train T. Non station train time TAzt & station train time storage unit 25 is read out.
そして、先行列車ＴＡがＢ駅を出発してから。Then, after the preceding train TA departs from B station.
後続列車ＴＢ がＢ駅を出発するまで経過時間ｊＢｏ
ｔ”カウンタ１１のカウント値より得て、これらをもと
に後続列車ＴＩｌの駅間所要時間ｔ。。Elapsed time jBo until the following train TB departs from station B
t'' is obtained from the count value of the counter 11, and based on these, the required inter-station time t of the following train TI1 is determined.
全次式より計算する。Calculated from the total equation.
ｔ□＝ （ｔＡＪ＋ ｔＡ、） −ｔＢ。t□=(tAJ+tA,)-tB.
ｔｘ＞ｔＢｌすらば ｔＢＩ−１ｘ 咄＜ ’ Ｂｌｒｘらば １．、 ＝ ＩＢ。If tx > tBl, tBI-1x 咄< ’ Blrx Raba 1. , = IB.
但し−’Ｌ ｘは標準速度曲線１で走行した場合の駅間
標準所要時間である。However, -'L x is the standard required time between stations when traveling on standard speed curve 1.
このようにして求めた駅間所要時間ｔＢ、は所要時分記
憶部１５へ送られてここに更新記１．よされ、また、地
上送信器１６より車上へと送イｇされる。列車Ｔ１１で
は、この送信されて来たＪく開所要時間ｔＢ、隋報を車
上受信器１７ＶＣで受信し一ノッ千オフ速１丈変換部２
０に送出する。The inter-station travel time tB determined in this way is sent to the travel time storage section 15 and updated here in 1. It is also transmitted from the ground transmitter 16 onto the vehicle. In train T11, the on-board receiver 17VC receives the transmitted train opening time tB and warning information, and converts it to 1-knot-off speed 1-length converter 2.
Send to 0.
するとノツチオフ速ｊ！変換部２θはこの駅間所要時間
ｔＢ、 ｖｃ対応する最適ノツチオフ速１度の情報を所
要時分ノツチオフ速１度データ記しは部２１より読み出
し、これ′ｆｃ速廿の基準１直として比較器２３に与え
る。Then the notch off speed j! The conversion section 2θ reads out information on the optimum notch-off speed 1 degree corresponding to the required time tB and vc from the required time and notch-off speed 1 degree data recording section 21, and uses this information as the standard 1st shift for the fc speed in the comparator 23. give to
一方１列車ＴＢ の速度は速；ｙ発嵐暖２２Ｖこより検
出され、比較器２３に与えられる。従って。On the other hand, the speed of one train TB is detected from 22V of y and is fed to the comparator 23. Therefore.
比較器２３は両者を比較すると共に列１ｉ ｑ１８の速
度が基準ＩＵＫ達した時、出力を出す。この出力はノツ
チオフ指令として用いられ、このノツチオフ指令にて運
転台にノツチオフ表ボして運転士にノツチオフを指示す
る。この指示ｌこより。The comparator 23 compares the two and outputs an output when the speed of the column 1i q18 reaches the reference IUK. This output is used as a notch-off command, and this notch-off command causes the driver's cab to display a notch-off command to instruct the driver to turn off the notch. From this instruction.
ノツチオフ操作をすると現在の運行状聾に合う最悪Ｔ、
ｆ Ｂ駅→入駅間走行の大間所要時間で走行可能な速度
曲線で走行できることＫなり、Ｎ駅ＩＣは赤信号停止に
ぶつかることなく到看できることＶＣなる。If you operate the notch off, the worst case is T, which matches the current driving condition of deafness.
f K means that the train can travel on a speed curve that allows it to travel in the required time between station B and the entering station, and VC means that it can reach the N station IC without running into a red light stop.
列車が目勤達伝装置？有している場合にはノツチオフ指
令によりノツチ全自動オフきせることにより、上記駅間
所要時間で自動運転することができ、已。Is the train a Mekin Delivery Device? If the vehicle has the notch, the notch can be fully automatically turned off using the notch off command, allowing automatic operation within the above-mentioned time required between stations.
列車ＴＢが９１釈のホームトランクＬＢ？ｒ［けると軌
道継電器１０が１閉”となるので、カウンタ１）はカク
ントａをクリアして、新たにカヮントを開始する。この
ようにして、混雑駅での先行列車の駅在椋時間を計測し
、且つ、該混雑駅の手前の駅での先行列車の出発後、後
続列車の出発までの経過時間を測定し、これらをもとＩ
ｃ後続列Ｊｆｆ、全先行列車に対する接近による赤信号
停止のない走行状態でのＢ沢→入・ｙ＜間の５駅間所要
時間を求め、予め設定し７′ｃ駅聞新聞所要別の最適定
行速度を該求めた駅間所要時間をもとに抽出してこの最
ｊ五走行速度全基準に列車速度全比較し１列車速度が基
準速度に達したとき。Train TB is the home trunk LB with 91 interpretations? When the track relay 10 is closed, the counter 1) clears kacunto a and starts a new count.In this way, the station residence time of the preceding train at a crowded station can be calculated. Then, measure the elapsed time from the departure of the preceding train at the station before the crowded station until the departure of the following train, and based on these
c Following train Jff, find the required time between 5 stations between B-sawa → input and y< in a running state without red light stops due to approaching all preceding trains, set it in advance, and calculate the optimum time according to the 7'c station newspaper requirement. The regular traveling speed is extracted based on the determined inter-station travel time, and all train speeds are compared to this maximum traveling speed standard, and when one train speed reaches the standard speed.
該列車のカ行？、終了させることで−ｉ雑、駅での各扱
い時間や先行列車との時間間隔との関係全加味した最Ｊ
薗な後）続刊車走行曲線でのノ１転ができるようｌＣす
り、従ってラノノユアワ一時においても、駅混雑による
先行列車の遅れによる後続列車の赤信号停止を無くすこ
とかでさ、力行停止の繰り返えしによるエネルギの餓駄
？抑１ｔｉＩＩして省エネルギ運転できる池１円滑に駅
進入ケ図ることができるので、どの列車も−（、λに混
雑駅での停車時間が長びく場合などにおいて運行状況が
改善される。Where is the train going? , by terminating -i Miscellaneous, the maximum J
After the next edition) The IC is applied so that the next train can make one turn on the running curve. Therefore, even at Ranono Yuawa, the following train is prevented from stopping at a red light due to the delay of the preceding train due to station congestion. Energy starvation due to repetition? Since it is possible to smoothly enter the station, the operation situation is improved in cases where any train is stopped for a long time at a crowded station.
尚１本発明は上記し且つ一面にボす実施しリに限定する
ことなく、その要旨を変更しない範囲内で適宜変形して
実施し得るものであり、し１」えば所要時分ノツチオフ
速ぼデータ記慮錦ＶＣ記直させる最適ノツチオフテーブ
ル２１は第３図の如きパターンの場合、後続列車Ｔ［ｌ
がＢ駅？出発する以前に、すでに先行列車ＴＡＣＤ
最後部が入駅のホームトラックＬＡに入っているので。Note that the present invention is not limited to the embodiments described above and described in one aspect, but can be practiced with appropriate modifications within the scope of the gist. In the case of the pattern shown in FIG. 3, the optimal notch-off table 21 for rewriting the data storage VC is the following train T[l
Is that B station? Before departure, the preceding train TACD has already arrived.
The last part is on the platform track LA at the station you enter the station.
、入間所要時分ｔＡ□は執道継＝器ｌθ、１２およびＢ
−人駅１団の各軌道回路継電器により列車の追跡を行え
ば、容易に先行列車ＴＡのび間叉所要時間が得られるか
ら、この駅間実所要時間を使用すｎばより計算精度を向
上きせることができるようＶＣなる。, Iruma required time tA□ is Shido Tsugu = device lθ, 12 and B
- If trains are tracked using each track circuit relay of a group of stations, it is easy to obtain the time required for the TA of the preceding train, so using this actual time required between stations can further improve calculation accuracy. Become a VC so that you can do that.
以上詳述したように本発明によれば、ラノンユ１ｌＩ８
などにおいて１乗降の遅１帝による先行列車の出発ａれ
による後続列車の訳人揚侍ちの赤信号停止を可避するこ
とのでさる最ｊｊ度で、後イ元列二の運転を行うことが
でき、？乙って１円滑でしかも消エネルギ運耘を実施す
ることかでさ。As detailed above, according to the present invention, Lanonyu 1lI8
In such cases, it is possible to carry out the operation of the second train in the second train to avoid the red light stop of the translator of the following train due to the delay in getting on and off the first train due to the departure of the preceding train. Can you do it? The first thing to do is to implement a smooth and energy efficient operation.
るなどの持家を有する列車運１伝指令裂丘を提供するこ
とかでざる０It is not possible to provide train transportation 1 dispatcher who owns a house such as 0.
１１１２１は本発明の一笑兎例全示すブロノグ図・郊２
図２月３０は列逗の走行パターン及び運転１機の一列を
示す図である。
１０ 、１２・・・軌道継電器、１１．１３・・・カク
ンタ、ノ４・・・所要時間演Ｘ部、１５・・・走行時分
記憶部、１６・・・地上送信器、１７・・・亘上受信器
。
１８・・・地上受信器、１９山車上送信器、２０・・・
ノツチオフ速度変換部、２１゛・・所要時分ノクチオフ
速ｄデータ記憶部、２２・・・速度発電機、２３…比Ｍ
器、２４…マスタコントロ一ルハンドル％ 、９５．、
、ｋｔ式在線時間記１意部、ＬＡ、ＪヨＢ・・・ホーム
トラック−ＴＡ ｅ 、７ＣＢ ＃ Ｔｃ・・・列
車。
出願人代理人 弁理士 鈴 江 式 彦第１図
第２図
康
第３区
題11121 is a blog post showing all the examples of this invention.
FIG. 30 is a diagram showing the running pattern of a train and one train in operation. 10, 12...Trajectory relay, 11.13...Kakunta, No.4...Required time calculation section X, 15...Travel time and minute storage section, 16...Ground transmitter, 17... Wataru receiver. 18... ground receiver, 19 float transmitter, 20...
Notch-off speed converter, 21゛... Required time/minute notch-off speed d data storage section, 22... Speed generator, 23... Ratio M
Device, 24...Master control handle%, 95. ,
, KT type track time record 1 part, LA, JyoB... Home track - TA e, 7CB # Tc... Train. Applicant's agent Patent attorney Shikihiko Suzue Figure 1 Figure 2 Kang Section 3 Title
Claims (1)
ら後続列車が該一方駅を出るまでの経過時間を計数する
第１の計数手段と一地上側に設けられ、他方駅を出発し
た先行列車の該他方駅での在線時間を計数する第２の計
数手段と、前記一方駅を出発する後続列車のノッチオン
操作時に前記第１及び第２の計数手段の計数値をもとに
該後続列車の前記二駅間の駅間最適走行所要時間を求め
る演算手段と、列車側に設けられ、駅間最適走行所要時
間に対応する最適運転速度情報を有すると共に前記演算
手段の求めた駅間最適走行所要時間情報を受けるとこれ
に対応する最適運転速度情報を出力する手段と、この得
られた最適運転速度情報を基準に該列車の速度を比較し
、その比較出力をノッチオフ指令として出力する手段と
を備えて成る列車運転指令装置。A first counting means is provided on the ground side and counts the elapsed time from when the preceding train leaves one station between two stations until the following train leaves said one station; a second counting means for counting the on-track time of the preceding train that has departed from the other station, and based on the counts of the first and second counting means at the time of notch-on operation of the following train departing from the one station; a calculation means for determining the optimum inter-station travel time between the two stations of the following train; and a calculation means provided on the train side, having optimal operating speed information corresponding to the optimal inter-station travel time, and the station determined by the calculation means. a means for outputting optimum operating speed information corresponding to the optimal running time information received, and comparing the speed of the train based on the obtained optimum operating speed information and outputting the comparison output as a notch-off command; A train operation command device comprising means for
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59176271A JPH078082B2 (en) | 1984-08-24 | 1984-08-24 | Train operation command device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59176271A JPH078082B2 (en) | 1984-08-24 | 1984-08-24 | Train operation command device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6154358A true JPS6154358A (en) | 1986-03-18 |
| JPH078082B2 JPH078082B2 (en) | 1995-01-30 |
Family
ID=16010649
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59176271A Expired - Lifetime JPH078082B2 (en) | 1984-08-24 | 1984-08-24 | Train operation command device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH078082B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6490866A (en) * | 1987-10-02 | 1989-04-07 | Hitachi Ltd | Operation management system |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS541964A (en) * | 1977-06-03 | 1979-01-09 | Mitsubishi Electric Corp | Complex cyanide treating apparatus |
| JPS5413115A (en) * | 1977-06-27 | 1979-01-31 | Mitsubishi Electric Corp | Train service managing and controlling system |
| JPS5849007A (en) * | 1981-09-18 | 1983-03-23 | Toshiba Corp | Drive controller for train |
-
1984
- 1984-08-24 JP JP59176271A patent/JPH078082B2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS541964A (en) * | 1977-06-03 | 1979-01-09 | Mitsubishi Electric Corp | Complex cyanide treating apparatus |
| JPS5413115A (en) * | 1977-06-27 | 1979-01-31 | Mitsubishi Electric Corp | Train service managing and controlling system |
| JPS5849007A (en) * | 1981-09-18 | 1983-03-23 | Toshiba Corp | Drive controller for train |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6490866A (en) * | 1987-10-02 | 1989-04-07 | Hitachi Ltd | Operation management system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH078082B2 (en) | 1995-01-30 |
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