JPS62131867A - Train operation controller - Google Patents
Train operation controllerInfo
- Publication number
- JPS62131867A JPS62131867A JP60271523A JP27152385A JPS62131867A JP S62131867 A JPS62131867 A JP S62131867A JP 60271523 A JP60271523 A JP 60271523A JP 27152385 A JP27152385 A JP 27152385A JP S62131867 A JPS62131867 A JP S62131867A
- Authority
- JP
- Japan
- Prior art keywords
- train
- stations
- time
- control device
- station
- 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
Links
Landscapes
- 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】
〔発明の利用分野〕
本発明は、列車の運行制御装置に係り、特に、列車の省
エネルギ運転に好適な運行制御を行なう装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a train operation control device, and particularly to a device that performs operation control suitable for energy-saving train operation.
従来の運行制御装置における列車群の制御方式は、特開
昭55−160661号公報に記載のように、列車に一
定時分以上の遅延が発生した場合は、列車に最短の時分
で走行させるパターンを指示していた。しかし、従来の
方式では遅延の早期回復を行なえる反面、運転時分の短
縮のため大幅な消費電力の増加を伴うという問題があっ
た。As described in Japanese Patent Laid-Open No. 55-160661, the control method for train groups in conventional operation control devices is such that when a train is delayed for more than a certain amount of time, the train is made to run in the shortest possible time. He was giving me a pattern. However, while the conventional system can quickly recover from delays, it has had the problem of significantly increasing power consumption due to the reduction in operating time.
本発明の目的は、列車に遅延、または、早着が発生した
場合のダイヤの回復のための最も省エネルギとなる運転
方式を与える列車運行制御装置を提供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a train operation control device that provides the most energy-saving operation method for restoring the timetable when a train is delayed or arrives early.
一般に鉄道システムでは、第2図に示すように駅11〜
駅1nまでの間を複数の列車が折返し運転する。Generally, in a railway system, as shown in Figure 2, stations 11~
Multiple trains run back and forth between stations 1n and 1n.
ここで、所望する輸送力を得るだめのダイヤを作成する
が、このダイヤは一列車の端末駅11から端末駅1nま
での走行時分と一列車の輸送力によって概ね決定するこ
とができる。Here, a timetable is created to obtain the desired transportation capacity, and this timetable can be approximately determined based on the travel time of one train from the terminal station 11 to the terminal station 1n and the transportation capacity of one train.
ここで、端末駅11から端末駅1nまでの走行時分子t
otalは各駅間の走行時分子iの総和で表わされるが
、各駅間の走行時分は、通常、駅間を最高速度で走行し
た場合に得られる走行時分に対し、数%の余裕をもった
値に設定しており、この走行時分に応じ九速度で運転さ
れることKなる。Here, the numerator t when traveling from the terminal station 11 to the terminal station 1n
otal is expressed as the sum of the running time numerator i between each station, but the running time between each station is usually calculated with a margin of several percent compared to the running time obtained when traveling between stations at maximum speed. The vehicle is set to a certain value, and the vehicle is operated at nine speeds depending on the travel time.
ここで、列車に遅延が発生した場合は、駅間を最高速度
で走行させ、走行時分を短縮させることにより遅延の回
復をはかる。If a train is delayed, the train runs between stations at maximum speed to shorten the travel time to recover from the delay.
ここで、同じ距離を走行時分を変えて運転させた場合の
列車の消費電力を比較すると、一般に、第3図に示され
るカーブを描くことが知られている。これは走行時分を
短縮するために車両性能の上限に近づけ運転した場合、
ロスが増え、電力消費が急増する。また、駅間で出来る
だけ加減速制御を行なうことを避け、惰行運転制御の比
率を増すと、駅間の走行時分は延びるが電力消費量を抑
えることができる。Here, it is known that when comparing the power consumption of a train when the train is operated over the same distance at different running times, the curve shown in FIG. 3 is generally drawn. This means that if you drive close to the upper limit of vehicle performance in order to shorten driving time,
Loss increases and power consumption sharply increases. Moreover, if acceleration/deceleration control is avoided as much as possible between stations and the ratio of coasting operation control is increased, the travel time between stations will be extended, but power consumption can be suppressed.
よって、第4図に示すように、ある駅間iでの走行時分
tと消費電力Pとの関係をp=: f 1(t)とし、
ダイヤから定まる駅間iでの走行時分をtlとした場合
、駅間lに進入する列車がΔT遅延していたとする。こ
こで、列車の遅延を駅間iだけで回復しようとすると、
その間の消費電力はfi(ti−Δ’I’) −f i
(t i )増加する。しかし、ΔTの遅延を、例え
ば、六駅間で均等に回復させとなって、図から明らかに
、−駅で遅延を回復させる場合の消費電力の増加分より
も小さくなる。Therefore, as shown in Fig. 4, the relationship between traveling time t and power consumption P between stations i is set as p=: f 1 (t),
If the traveling time between stations i determined from the timetable is tl, it is assumed that a train entering between stations l is delayed by ΔT. Now, if we try to recover from train delays only by station distance i,
The power consumption during that time is fi (ti - Δ'I') - fi
(t i ) increases. However, if the delay of ΔT is restored evenly among, for example, six stations, it is clear from the figure that the increase in power consumption is smaller than the increase in power consumption when the delay is restored at the − station.
これは回復する駅数を多くすればする程、省エネの効果
が上がることも明らかである。It is also clear that the more stations that are restored, the greater the energy saving effect will be.
また、列車の早着が生じた場合、従来方式では、ダイヤ
で定まる発車時刻まで、列車を発車させない方式をとっ
ていたが、この進み量を駅間走行時分に回すことにより
、同様の省エネ効果が得られることも明らかである。In addition, when a train arrives early, the conventional system does not allow the train to depart until the departure time determined by the timetable. It is also clear that effects can be obtained.
以下、本発明の一実施例を第1図によシ説明する。 An embodiment of the present invention will be explained below with reference to FIG.
駅のホームトラック上に設置されたループ23により、
列車22の駅への到着を列車停止検知装置24が検知し
た信号5を列車運行制御装置21は取込み、取込み時刻
6と列車22のダイヤ上の着時刻7を比較し、その差、
即ち、列車22の遅延時分8を求める。この后、駅から
端末駅までの駅間数で遅延時刻8を割った値を次駅間の
走行時分の短縮値9とし、次駅間の標準走行時分10か
も引いた値を次駅間の走行時分31とし、データ伝送部
を介し、VHF装置に伝送する。VHF装置へ伝送され
た信号32は線路33に沿って布設された1浸同軸ケー
ブル14を介して車上のATO装置に取込まれる。AT
O装置は列車運行制御装置21からの走行時分に従い、
次駅間を走行し、所望の遅延回復を行なう。The loop 23 installed on the platform track of the station allows
The train operation control device 21 captures the signal 5 detected by the train stop detection device 24 when the train 22 arrives at the station, compares the capture time 6 with the arrival time 7 of the train 22 on the timetable, and calculates the difference between the two.
That is, the delay time 8 of the train 22 is determined. After this, the value obtained by dividing the delay time 8 by the number of stations from the station to the terminal station is the shortened travel time between the next stations, which is 9, and the value obtained by subtracting the standard travel time between the next stations, which is 10, is the value calculated as the next station. The travel time in between is 31 minutes, and the data is transmitted to the VHF device via the data transmission section. The signal 32 transmitted to the VHF device is taken into the ATO device on the vehicle via a single immersion coaxial cable 14 laid along the line 33. A.T.
The O device follows the running time from the train operation control device 21,
The train travels between the next stations and performs the desired delay recovery.
第1図は本発明の一実施例の列車運行制御装置の機能構
成図、第2図は鉄道システムの概念図、第3図は駅間走
行時分と消費電力の関係図、第4図は遅延を一駅間で回
復させた場合の消費電力の増加分と六駅間で回復させた
場合の消費電力の増加分な示す図である。
l・・・列車運行制御装置、2・・・列車、3・・・列
車検知用ループ、4・・・列車停止検知装置、5・・・
列車検知信号、6・・・取込み時刻、7・・・ダイヤ着
時刻、8・・・遅延時分、9・・・次駅間の走行時分の
短縮目標値、lO・・・標準駅間走行時分、11・・・
次駅間走行時分、12・・・伝送データ、13・・・線
路、14・・・漏浸同軸 2、−、ケーブル。Fig. 1 is a functional configuration diagram of a train operation control device according to an embodiment of the present invention, Fig. 2 is a conceptual diagram of the railway system, Fig. 3 is a relation between station-to-station running time and power consumption, and Fig. 4 is a diagram of the relationship between station-to-station running time and power consumption. FIG. 4 is a diagram showing an increase in power consumption when the delay is restored between one station and an increase in power consumption when the delay is restored between six stations. l... Train operation control device, 2... Train, 3... Train detection loop, 4... Train stop detection device, 5...
Train detection signal, 6...Intake time, 7...Timetable arrival time, 8...Delay time, 9...Target value for shortening travel time between next stations, 1O...Standard station interval Running time, 11 minutes...
Travel time between next stations, 12...Transmission data, 13...Line, 14...Leakage coaxial 2, -, cable.
Claims (1)
て、前記各列車の自動運転制御装置に対し、次駅間の走
行パターンを送信するための伝送制御装置をもち、前記
列車の遅延、早着が発生した際、(a)前記次駅間のダ
イヤ走行時分から次式で求まる時分の短縮ができるもの
を、前記次駅間の前記走行パターンとして指令する。 短縮時分=現在の列車のダイヤに対する遅延量/端末駅
までの駅間数(b)前記次駅間のダイヤ上の走行時分か
ら次式で求まる時分の増加ができるものを、前記次駅間
の走行パターンとして指令する。 増加時分=現在の列車のダイヤに対する進み量/端末駅
までの駅間数これらの制御指令を前記伝送制御装置を介
して列車に送信することを特徴とする列車運行制御装置
。[Scope of Claims] 1. In a railway system in which a group of trains shuttles between a plurality of stations, the railway system includes a transmission control device for transmitting a running pattern between the next stations to the automatic operation control device of each train, When a delay or early arrival of the train occurs, (a) one that can shorten the time calculated by the following formula from the timetable running time between the next stations is commanded as the running pattern between the next stations. Reduced time = Delay amount for the current train schedule / Number of stations between stations to the terminal station (b) The time that can be increased by the following formula from the traveling time on the timetable between the next stations is calculated as the next station. The command is given as a running pattern between the two. The train operation control device is characterized by transmitting these control commands to the train via the transmission control device.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60271523A JPH0688536B2 (en) | 1985-12-04 | 1985-12-04 | Train operation control device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60271523A JPH0688536B2 (en) | 1985-12-04 | 1985-12-04 | Train operation control device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS62131867A true JPS62131867A (en) | 1987-06-15 |
JPH0688536B2 JPH0688536B2 (en) | 1994-11-09 |
Family
ID=17501251
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP60271523A Expired - Lifetime JPH0688536B2 (en) | 1985-12-04 | 1985-12-04 | Train operation control device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0688536B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2014144754A (en) * | 2013-01-30 | 2014-08-14 | Mitsubishi Electric Corp | Railway train control system and automatic railway train driving device |
JP2017017857A (en) * | 2015-06-30 | 2017-01-19 | 株式会社東芝 | On-board system and ground system |
-
1985
- 1985-12-04 JP JP60271523A patent/JPH0688536B2/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2014144754A (en) * | 2013-01-30 | 2014-08-14 | Mitsubishi Electric Corp | Railway train control system and automatic railway train driving device |
JP2017017857A (en) * | 2015-06-30 | 2017-01-19 | 株式会社東芝 | On-board system and ground system |
Also Published As
Publication number | Publication date |
---|---|
JPH0688536B2 (en) | 1994-11-09 |
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