JPS6334281A - Train-delay increase preventive system - Google Patents
Train-delay increase preventive systemInfo
- Publication number
- JPS6334281A JPS6334281A JP61177819A JP17781986A JPS6334281A JP S6334281 A JPS6334281 A JP S6334281A JP 61177819 A JP61177819 A JP 61177819A JP 17781986 A JP17781986 A JP 17781986A JP S6334281 A JPS6334281 A JP S6334281A
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- Prior art keywords
- train
- passengers
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- time
- departure
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Links
- 230000003449 preventive effect Effects 0.000 title 1
- 238000001514 detection method Methods 0.000 claims description 21
- 230000005540 biological transmission Effects 0.000 claims description 17
- 230000003111 delayed effect Effects 0.000 claims description 17
- 238000000034 method Methods 0.000 claims description 15
- 230000001934 delay Effects 0.000 claims description 14
- 230000002265 prevention Effects 0.000 claims description 8
- 238000004891 communication Methods 0.000 claims description 6
- 239000011159 matrix material Substances 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000004088 simulation Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
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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) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は地下鉄等多数の来客を高密度輸送する鉄道に
おいて、自然発生的な小さな遅延が乗客の集中を引き起
し、遅延が増大していく現象を防止するだめの列車遅延
増大防止方式に関するものである。[Detailed Description of the Invention] [Field of Industrial Application] This invention is useful for railways that transport a large number of passengers at high density, such as subways, where naturally occurring small delays cause a concentration of passengers, resulting in increased delays. The present invention relates to a method for preventing increases in train delays.
従来のこの種列車遅延増大防止方式の列車運行管理シス
テムとして第５図に示すものがめった。A conventional train operation management system of this type that prevents increases in train delays is shown in Figure 5.
図において、１０は駅制御装置で、列車の着発を検出す
る着発時刻検出装置１１、列車に発車を指令する発車指
令装置１２、計画ダイヤを記憶するダイヤ記憶装置１３
によって構成されている。また、２０は制御対象である
列車、４０は駅間の情報通信を担当する情報伝送系であ
る。In the figure, 10 is a station control device, which includes an arrival/departure time detection device 11 that detects the arrival and departure of a train, a departure command device 12 that instructs the train to depart, and a timetable storage device 13 that stores the planned timetable.
It is made up of. Further, 20 is a train to be controlled, and 40 is an information transmission system in charge of information communication between stations.
次忙動作について説明する。まず、各駅の着発時刻検出
装置１１は、その駅における到着列車の着発のたびに、
ダイヤ記憶装置１３に予め記憶されている計画ダイヤの
着発時刻と照合し発車の遅延の検出を行う。そこで遅延
が検出されると、駅間に設けられた情報伝送系４０を通
して次駅の発車指令装置１２に遅延情報を伝送する。次
駅の発車指令装置１２は、前記遅延情報を受けるとめら
かじめ列車運行のシミュレーションを行って対策を決め
るか、担当者の経験的判断に基づいて設定された制御量
だけ、先行列車を待たせる等の運行方式をとる。Next busy action will be explained. First, the arrival/departure time detection device 11 at each station detects the arrival/departure time of each train at that station.
Delays in departure are detected by comparing the arrival and departure times of the planned timetable stored in advance in the timetable storage device 13. When a delay is detected, the delay information is transmitted to the departure command device 12 at the next station through the information transmission system 40 provided between the stations. Upon receiving the delay information, the departure command device 12 at the next station either performs a simulation of smooth train operation and decides on countermeasures, or waits for the preceding train by a control amount set based on the empirical judgment of the person in charge. Adopt a method of operation such as
従来の列車遅延増大防止方式は以−Ｆのように行われて
いるので、遅延増大現象の主因である車内乗客数やホー
ムの待客数といった旅客量とは無関係に、列車の遅延時
間だけから運行方式を判断して制御量を決定していた。The conventional train delay increase prevention method is implemented as shown below, so it can be calculated based only on the train delay time, regardless of the number of passengers on board and the number of passengers waiting on the platform, which are the main causes of increased delays. The amount of control was determined by determining the operation method.
すなわち、各駅、各列車の旅客量とは関係なく、制御量
はあらかじめシミュレーション結果あるいは経験的判断
に基づいて決定されるため制御手段が大まかとなり、そ
の場の状況を刻々取り込んで判断する等の適切な制御が
できないという問題点があった。In other words, the control amount is determined in advance based on simulation results or empirical judgment, regardless of the passenger volume at each station and each train, so the control means are rough, and appropriate decisions such as taking into account the on-the-spot situation moment by moment are necessary. The problem was that it was not possible to control the
この発明は上記のような問題点を解消するためになされ
たもので、遅延列車の遅延増大を防止するとともに、先
行列車の乗客におよばず迷惑をできるだけ少なくするよ
うにした列車遅延増大防止方式を得ることを目的とする
。This invention was made in order to solve the above-mentioned problems, and it provides a method for preventing increases in train delays that not only prevents delays of delayed trains but also minimizes inconvenience to passengers of preceding trains. The purpose is to obtain.
この発明にかかる列車遅延増大防止方式は、各列車に列
車内の乗客数を検出する乗客数検出装置、およびその検
出情報を最寄りの駅に伝える第１の情報伝送系と、駅間
の情報通信を担当する第２の情報伝送系と、各駅にプラ
ットホームの待客数を検出する待客数検出装置、計画ダ
イヤを記憶するダイヤ記憶装置、列車の停車時間の実測
値を記憶する停車時間記憶装置、列車の着発時刻を検出
する着発時刻検出装置、およびこれらの諸装置からの情
報を処理し列車に発車指令を出力する発車指令装置とを
設けるようにしたものでおる。The train delay increase prevention method according to the present invention includes a passenger number detection device for each train that detects the number of passengers in the train, a first information transmission system that transmits the detected information to the nearest station, and an information communication system between stations. a second information transmission system that is in charge of this, a waiting passenger number detection device that detects the number of waiting passengers on the platform at each station, a timetable storage device that stores the planned timetable, and a stop time storage device that stores the measured value of the train stopping time. , an arrival/departure time detection device for detecting the arrival/departure time of a train, and a departure command device for processing information from these various devices and outputting a departure command to the train.
この発明における列車遅延増大防止方式は、各駅ごとに
毎日の列車運行から得られる通過客数、降車客数、乗車
客数及び停車時間との関係を予め停車時間記憶装置に格
納しておき、各駅に備えられた着発時刻検出装置がその
時の列車運行状況を計画ダイヤと比較することによって
遅延量を検出すると、駅間の情報伝送系を通じて該遅延
量の情報を次駅の発車指令装置に伝達する。そして、次
駅の発車指令装置はこの列車遅延量の情報を受けると、
その駅のダイヤ記憶装置、停車時間記憶装置からの情報
および、対列車間の情報伝送系を通じて送られてくる遅
延列車の乗客数検出装置からの情報とをもとにして先行
列車の待ち時間を決定し、遅延列車への乗客の集中回避
と、遅延の増大を防止する。The train delay increase prevention method in this invention stores in advance the relationship between the number of passing passengers, the number of alighting passengers, the number of boarding passengers, and the stopping time obtained from the daily train operation at each station in a stopping time storage device, and When the arrival/departure time detection device detects the amount of delay by comparing the train operation status at that time with the planned timetable, it transmits information on the amount of delay to the departure command device at the next station through the information transmission system between stations. Then, when the departure command device at the next station receives this information on the amount of train delay,
The waiting time of the preceding train is calculated based on information from the station's timetable storage device, stop time storage device, and information from the passenger number detection device of the delayed train sent through the information transmission system between trains. This will help prevent passengers from concentrating on delayed trains and increasing delays.
以下、この発明の一実施例を図について説明する。図中
、第５図と同一の部分は同一の符号をもって図示した第
１図において、１４は列車停車時間の実測値を記憶する
停車時間記憶装置、１５はプラットホームの待客数を検
出する待客数検出装置、２１は列車の乗客数を検出する
乗客数検出装置、３０は制御対象である列車２０と最寄
りの駅との間の情報通信を担当する第１情報伝送系、４
０は駅間の情報通信を担当する第２情報伝送系である。An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, the same parts as in FIG. 5 are indicated by the same reference numerals. In FIG. 21 is a passenger number detection device for detecting the number of passengers on a train; 30 is a first information transmission system responsible for information communication between the train 20 to be controlled and the nearest station; 4
0 is a second information transmission system in charge of information communication between stations.
次に動作について説明する。最初に各駅ごとの毎日の通
過客数、乗車客数、降車客数と列車の停車時間との関係
蓄積に関する動作について説明する。まず、各駅の発車
指令装置１２は、列車の着発のたびに、第１情報伝送系
３０を介して送られてくる列車の乗客数検出装置２１で
検出した人数と待客数検出装置１５が捕えた人数との変
化から、通過客数Ｐ１降車客数Ａ１乗車客数Ｂを求め、
これらＰ 、Ａ 、Ｂの数値に対してどのような列車の
停車時間Ｔが必要であったかを蓄積し、その最小値Ｔ＋
ｎｉｎ、と最大値Ｔｍａｘ、を次のようなマトリクスＴ
として停車時間記憶装置１４に蓄えておく。Next, the operation will be explained. First, we will explain the operation related to the accumulation of relationships between the daily number of passengers passing by, the number of passengers getting on, and the number of passengers getting off at each station and the stopping time of the train. First, the departure command device 12 at each station checks the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of passengers detected by the number of waiting passengers detected by the number of passengers detected by the number of passengers detected by the number of waiting passengers detected by the number of passengers detected by the number of passengers on the train 15 sent via the first information transmission system 30 every time a train arrives or departs. From the change in the number of people captured, calculate the number of passing passengers P1, the number of alighting passengers A1, the number of boarding passengers B,
Accumulate what kind of train stopping time T was required for these values of P, A, and B, and calculate the minimum value T+
nin, and the maximum value Tmax, as the following matrix T
It is stored in the stop time storage device 14 as a stop time.
■）
このマトリクスＴによれば、通過客数２人のとき降車客
数Ａ人が降りて乗車客数８人が乗るためには、最小’Ｉ
”ｍｉｎ、 （Ａ 、Ｂ 、Ｐ ）秒、最大Ｔ ｍａｘ
、（Ａ 。■) According to this matrix T, when the number of passing passengers is 2, in order for the number of passengers A to get off the train and the number of passengers to get on the train to be 8, the minimum 'I
”min, (A, B, P) seconds, maximum T max
, (A.
Ｂ、Ｐ）秒の停車時間が必要であることがわかる。It can be seen that a stopping time of B, P) seconds is required.
次に、このマトリクスＴを用いて先行列車の待ち時間を
決定する動作について説明する。各駅の着発時刻検出装
置１１は、その駅での列車の着発のたびに、ダイヤ記憶
装置１３に記憶されている計画ダイヤの着発時刻と照ら
し合わせて発車の遅延の検出を行う。遅延が検出されれ
ば、第２情報伝送系４０を介して次駅の発車指令装置１
２に遅延情報を伝送する。次駅の発車指令装置１２は、
この遅延情報を受けると、ダイヤ記憶装置１３、停車時
間記憶装置１４からの情報および第１情報伝送系を介し
て送られてくる遅延列車の乗客数検出装置２１の情報を
もとに、第２図に示す手順で先行列車の待ち時間を決定
する。ここで、遅延を検出した駅を１駅、次駅をｌ−１
−１駅、遅延時間をＩ）とすると、まず、ステップ５１
において、遅延列車の■＋１駅における通過客数と降車
客数の推定値を求める。このとき、遅延列車はまだＩ＋
１駅に到着していないので、あくまでも推定値である。Next, the operation of determining the waiting time of the preceding train using this matrix T will be explained. The arrival/departure time detection device 11 at each station detects a delay in departure each time a train arrives at that station by comparing it with the arrival/departure time of the planned timetable stored in the timetable storage device 13. If a delay is detected, the departure command device 1 at the next station is sent via the second information transmission system 40.
The delay information is transmitted to 2. The departure command device 12 at the next station is
When this delay information is received, the second The waiting time of the preceding train is determined by the procedure shown in the figure. Here, the station where the delay was detected is 1 station, and the next station is l-1.
-1 station, delay time I), first, step 51
, calculate the estimated number of passengers passing through and getting off at ■+1 station of the delayed train. At this time, the delayed train is still I+
Since we have not arrived at one station, this is just an estimate.
しかし、地下鉄は一般に短い時隔て同一車種の列車が運
行されている運行形態をとっていることから、ある列車
の乗客数と降車客数の比は、時間帯が同じ列車では等し
いと仮定すると、遅延列車の乗客数検出装置２１から伝
えられる乗客数から通過客数と降車客数が推定できる。However, since subways generally have trains of the same type operating at short intervals, assuming that the ratio of the number of passengers on a given train to the number of passengers getting off the train is the same for trains operating in the same time slot, delay The number of passing passengers and the number of passengers getting off the train can be estimated from the number of passengers transmitted from the train passenger number detection device 21.
次に、ステップ５２において、面舵ステップ５１で推定
した通過客数と降車客数をもとにマトリクス゛ｒから、
Ｉ＋１駅の計画停車時間Ｔｓで遅延列車の乗車できる人
数を求める。マトリクスＴにおいて、Ｔｍａｘ。Next, in step 52, from the matrix r based on the number of passing passengers and the number of passengers getting off the train estimated in step 51,
Find the number of people who can board a delayed train at the planned stopping time Ts at I+1 station. In matrix T, Tmax.
を基準とすると、Ｔｓ秒では少なくともＢｍｉｎ、の客
が乗車でき、Ｔｍ１ｎ、を基準にすると、Ｔｓ秒では多
くともＢｍａｘ、人しか乗車できないことがわかる。つ
まり、Ｔｓ秒間にＢｍｉｎ、人〜Ｂｍａｘ、人が乗車で
きることになる。次に、ステップ５３では、先行列車の
待ち時間の最大値Ｗｍａｘ、と最小値Ｗｍ１ｎ。If Ts is the standard, at least Bmin passengers can board the train, and if Tm1n is the standard, then at most Bmax passengers can board the train in Ts seconds. In other words, Bmin people to Bmax people can board the vehicle in Ts seconds. Next, in step 53, the maximum value Wmax and minimum value Wm1n of the waiting time of the preceding train are determined.
を算出する。まず、ステップ５２で求めた乗車可能な人
数（Ｂｍｉｎ、人〜Ｂ ｍａ ｘ 、人）がＩ＋１駅に
到着するのに要する時間を求める。この時間は、乗車客
数ＢをＩ＋１駅への乗客到着率ｐ（人／秒）で割るとと
によシ得られる。いいかえれば、遅延列車は、Ｂ／ｐ秒
内に到着した人を乗車させることができる。従って、先
行列車は、第２情報伝送系４０を経て送られてきた遅延
情報の遅延列車の発時刻からＢ ／ ９秒だけ逆算した
時刻まで待てばよいことになる。たとえば、Ｂｍｉｎ、
人の場合には第３図に示すように先行列車の待ち時間は
Ｗｍａｘ。Calculate. First, the time required for the number of people who can board the train (Bmin, person to Bmax, person) determined in step 52 to arrive at the I+1 station is determined. This time can be obtained by dividing the number of passengers B by the passenger arrival rate p (persons/second) at the I+1 station. In other words, a delayed train can accommodate people who arrive within B/p seconds. Therefore, the preceding train only has to wait until the time calculated backward by B/9 seconds from the departure time of the delayed train in the delay information sent via the second information transmission system 40. For example, Bmin,
In the case of a person, the waiting time for the preceding train is Wmax, as shown in Figure 3.
秒となり、Ｂｍａｘ、人の場合には第４図に示すように
先行列車の待ち時間はＷｍ１ｎ、秒となる。ただし、Ｈ
け時隔を示す。このことにより、遅延増大を防止するに
は、先行列車の待ち時間Ｗｌを（１）式満足するように
決定すればよい。In the case of Bmax, the waiting time of the preceding train is Wm1n, seconds, as shown in FIG. 4. However, H
Indicates the time interval. Therefore, in order to prevent an increase in delay, the waiting time Wl of the preceding train may be determined so as to satisfy equation (1).
Ｗｍ１ｎ、 （Ｗ １ （Ｗｍａｘ、 −−（１１
今、かりにＷ ｌ ＝ Ｗｍａｘ、とすると、遅延列車
はＩ＋１駅でＢｍｉｎ、人の客を乗せればよい。これに
は、’ｆ’ｍａｘ、を基準としてＴｓ秒が必要であった
が、Ｔｍ１ｎ、秒を基準とすれば、これより少ないＴｓ
ｓ秒でよいことになる。従って、この場合には遅延列車
は、Ｉ＋１駅でΔ−Ｔｓ−Ｔｓｓ秒だけ遅延を回復でき
る。捷た、Ｗ ｌ ＝ Ｗｍ１ｌ 、とじても、Δ−〇
となり、（１）式のようにＷｌを決定することによって
、遅延増大が防止できることが保証される。さて、この
先行列車の待ち時間Ｗｌは、ステツブ５４〜ステツプ５
５を経て決定されるが、列車群制御の立場からは、さら
に遅延列車の遅延増大防止を最優先にしながら、その他
の列車（％に先行列車）が遅延列車よりも大きな遅延を
被らないようにすること（条件ｌ）、および列車の時隔
差を整えること（条件２）が必要である。これらから、
Ｉ＋１駅で先行列車の待ち時間Ｗｌは、条件ｌからは（
２）式が
Ｗｌ（Ｄ−Δ ・・・・・・・・・・・・・・・
（２）また、条件２からは（３）式
％式％（３）
の制約が必要となる。（３）式の制約の方が（２）式の
制約よりもきついが、両式とも満足されることを望むか
、少なくとも（２）式の制約が満足されればよいとする
かは、評価に対する考え方の問題となる。Wm1n, (W 1 (Wmax, --(11
Now, if W l = Wmax, then the delayed train only needs to pick up Bmin passengers at I+1 station. This required Ts seconds based on 'f'max, but if Tm1n, seconds was used as the standard, Ts seconds was less than this.
s seconds would be sufficient. Therefore, in this case, the delayed train can recover the delay by Δ-Ts-Tss seconds at the I+1 station. Even if W l = Wm1l , it becomes Δ−〇, and by determining Wl as in equation (1), it is guaranteed that an increase in delay can be prevented. Now, the waiting time Wl of this preceding train is calculated from step 54 to step 5.
5, but from the perspective of train group control, the top priority is to prevent delayed trains from increasing delays, while also ensuring that other trains (previous trains in %) do not suffer greater delays than delayed trains. (Condition 1) and to adjust the time difference between trains (Condition 2). From these,
From condition l, the waiting time Wl of the preceding train at I+1 station is (
2) The formula is Wl(D-Δ ・・・・・・・・・・・・・・・
(2) Also, from condition 2, the constraint of formula (3) is required. Although the constraint in equation (3) is stricter than the constraint in equation (2), it is important to evaluate whether it is desired that both equations be satisfied, or at least the constraint in equation (2) should be satisfied. It's a matter of how you think about it.
以上より、実際に先行列車の待ち時間Ｗｌは、まず、ス
テップ５４でＷ １ ＝ Ｗｍａｘ、とおき、ステップ
５５で（２）式あるいは（３）式の制約が満たされるま
でＷｌをΔＷずつ減少させて行き決定できる。このとき
、Ｗ ｌ ＝ Ｗｍ１ｎ 、ならばΔ＝Ｏとなるので、
少なくとも（２）式は満足される。また、Ｗｍ１ｎ 、
（Ｄ／２であれば（３）式も満たされる。このように
ステップ５４．５５で、Ｗｌを決定した後、ステップ５
６では、先行列車の待時間ｗｉが決定されたことによっ
て逆に求まる乗車（可能）客数ＢをもとにＴｍ１ｎ、を
基準として、マトリクスＴから遅延列車の停車時間を決
定する。そして、ステップ５７で、これまでに決定した
先行列車の待ち時間、遅延列車の停車時間に対応した時
刻に対応する列車に発車指令を出力する。From the above, the actual waiting time Wl of the preceding train is determined by first setting W 1 = Wmax in step 54, and decreasing Wl by ΔW in step 55 until the constraint of equation (2) or equation (3) is satisfied. You can decide accordingly. At this time, if W l = Wm1n, then Δ=O, so
At least equation (2) is satisfied. Also, Wm1n,
(If D/2, equation (3) is also satisfied. In this way, after determining Wl in steps 54 and 55, step 5
At step 6, the stopping time of the delayed train is determined from the matrix T, with Tm1n as a reference, based on the number of boarding (possible) passengers B, which is obtained inversely by determining the waiting time wi of the preceding train. Then, in step 57, a departure command is output to the train corresponding to the time corresponding to the waiting time of the preceding train and the stopping time of the delayed train determined so far.
なお、上記は先行列車の制御量の決定を各駅で行う場合
について説明したが、中央制御所を設け、そこで集中的
に制御を行うようにしてもよい。また、地下鉄の場合に
ついて説明したが、特にこれに限定されるものではなく
並行な時隔ダイヤをもつ交通システムにおいては同様の
効果を奏する。In addition, although the case where the control amount of the preceding train is determined at each station has been described above, a central control center may be provided and the control may be performed centrally there. Further, although the case of a subway has been described, the present invention is not particularly limited to this, and the same effect can be achieved in a transportation system having parallel timetables.
以上のように、この発明によれば毎日の列車運行形態か
ら旅客量と停車時間の関連を学習し、その学習結果を用
いて遅延列車の旅客量に応じて、列車の遅延増大を阻止
できるようにしたので、先行列車の発車時刻を決定でき
、先行列車の乗客がこうむる迷惑を軽減するように考慮
して発車時刻を決定できる効果がある。寸だ、この発明
によれば、その場の列車運行と客状況とに応じて適切な
運行制御が可能でおるので、列車遅延増大現象の防止や
安定した輸送力の確保に大きな効果がある。As described above, according to the present invention, it is possible to learn the relationship between passenger volume and stop time from daily train operation patterns, and use the learning results to prevent increases in train delays according to the passenger volume of delayed trains. Therefore, the departure time of the preceding train can be determined, and the departure time can be determined in consideration of reducing the inconvenience caused to the passengers of the preceding train. In fact, according to this invention, it is possible to perform appropriate train operation control according to the current train operation and passenger situation, which has a great effect on preventing increased train delays and ensuring stable transportation capacity.
第１図はこの発明の一実施例による列車遅延増大防止方
式を採用した列車運行管理システムの構成図、第２図は
第１図の発車指令装置の動作フローチャート、第３図及
び第４図はこの発明による先行列車の制御量の決定方法
を示す説明図、第５図は従来の列車運行管理システムの
構成図である。
図において、１０は駅制御装置、１１は着発時刻検出装
置、１２は発車指令装置、１３はダイヤ記憶装置、１４
は停車時間記憶装置、１５は待客数検出装置、２０は列
車、２１は乗客数検出装置、３０．４０は第１．第２の
情報伝送系である。
第４図
天性）・１車 遅延列車手続補正書
（自発）
１．事件の表示 特願昭６１−１７７８１９号２、
発明の名称 列車遅延増大防止方式３、補正をする
者
事件との関係 特許出願人
住 所 東京都千代田区丸の内二丁目２番３号名
称 （６０１）三菱電機株式会社代表者 志岐守哉
６、補正の内容
明細書をつぎのとおり訂正する。FIG. 1 is a block diagram of a train operation management system that employs a train delay increase prevention system according to an embodiment of the present invention, FIG. 2 is an operation flowchart of the departure command device shown in FIG. 1, and FIGS. 3 and 4 are FIG. 5 is an explanatory diagram showing a method for determining the control amount of a preceding train according to the present invention, and is a configuration diagram of a conventional train operation management system. In the figure, 10 is a station control device, 11 is an arrival/departure time detection device, 12 is a departure command device, 13 is a timetable storage device, and 14
15 is a stop time storage device, 15 is a waiting passenger number detection device, 20 is a train, 21 is a passenger number detection device, 30.40 is a first . This is the second information transmission system. Figure 4) ・1 vehicle Delayed train procedure amendment form (voluntary) 1. Indication of the incident: Patent Application No. 177819/1989 2,
Name of the invention Train delay increase prevention method 3, relationship with the amended case Patent applicant address 2-2-3 Marunouchi, Chiyoda-ku, Tokyo Name (601) Mitsubishi Electric Corporation Representative Moriya Shiki 6, The statement of contents of the amendment is amended as follows.
Claims (3)
置と列車に発車を指令する発車指令装置及び計画ダイヤ
を記憶するダイヤ記憶装置とを実装した駅制御装置を備
え、前記各駅間の情報通信を情報伝送系によつて行うよ
うにした列車遅延増大防止方式において、前記各列車内
の乗客数を乗客数検出装置によつて検出し、該検出され
た乗客数検出情報を第１の情報伝送系によつて最寄りの
駅に伝送する一方、前記各駅に設けた駅制御装置を介し
て各駅間の情報通信を第２の情報伝送系によつて行い、
かつ該駅制御装置内に待客数検出装置を設けてプラット
ホームの待客数を検出する他、停車時間記憶装置によつ
て列車の停車時間の実測値を記憶するようにしたことを
特徴とする列車遅延増大防止方式。(1) A station control device equipped with an arrival/departure time detection device for detecting the arrival and departure of a train at each station, a departure command device for instructing a train to depart, and a timetable storage device for storing a planned timetable; In the train delay increase prevention method in which information communication is performed by an information transmission system, the number of passengers in each train is detected by a passenger number detection device, and the detected number of passengers detection information is transmitted to a first A second information transmission system transmits information to the nearest station, while a second information transmission system performs information communication between each station via a station control device installed at each station,
In addition, a waiting passenger number detection device is provided in the station control device to detect the number of waiting passengers on the platform, and a stopping time storage device stores the actual measured value of the stopping time of the train. A method to prevent increases in train delays.
での人数と待客数検出装置での人数とから、その時の通
過客数、降車客数、乗車客数を求めて列車の停車時間を
算定し、前記該当駅での列車の着発のたびにダイヤ記憶
装置に記憶されている計画ダイヤと着発時刻を着発時刻
検出装置によつて照合し、前記駅での列車遅延時間を検
出するようにしたことを特徴とする特許請求の範囲第１
項記載の列車遅延増大防止方式。(2) Calculate the stopping time of the train by calculating the number of passing passengers, the number of alighting passengers, and the number of boarding passengers at that time from the number of passengers detected by the number of passengers detection device and the number of passengers detected by the number of waiting passengers transmitted from the departure command device. , each time a train arrives at or departs from said station, the planned timetable stored in the timetable storage device and the arrival/departure time are checked by the arrival/departure time detection device, and the train delay time at said station is detected. Claim 1 characterized in that
Train delay increase prevention method described in .
ら、列車遅延情報を受けた次駅の発車指令装置はダイヤ
記憶装置と停車時間記憶装置からの情報及び第１の情報
伝送系を介して伝送されてくる遅延列車の乗客数検出装
置の情報とをもとに次駅での列車の待時間を決定するよ
うにしたことを特徴とする特許請求の範囲第１項記載の
列車遅延増大防止方式。(3) The departure command device at the next station receives the train delay information from the arrival/departure time detection device via the second information transmission system, and transmits the information from the timetable storage device and the stop time storage device to the first information transmission system. The train according to claim 1, characterized in that the waiting time of the train at the next station is determined based on the information from the passenger number detection device of the delayed train transmitted through the train. Delay increase prevention method.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61177819A JPS6334281A (en) | 1986-07-30 | 1986-07-30 | Train-delay increase preventive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61177819A JPS6334281A (en) | 1986-07-30 | 1986-07-30 | Train-delay increase preventive system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6334281A true JPS6334281A (en) | 1988-02-13 |
Family
ID=16037653
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61177819A Pending JPS6334281A (en) | 1986-07-30 | 1986-07-30 | Train-delay increase preventive system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6334281A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03143769A (en) * | 1989-10-27 | 1991-06-19 | Hitachi Ltd | Delay recovering system |
| JPH03197272A (en) * | 1989-12-27 | 1991-08-28 | Mitsubishi Electric Corp | Control method for train group |
| JPH06107179A (en) * | 1992-09-29 | 1994-04-19 | Hitachi Ltd | Train diagraming method and device |
| JPH0848250A (en) * | 1994-08-08 | 1996-02-20 | Hitachi Ltd | Train operation prediction device |
| JP2006143088A (en) * | 2004-11-24 | 2006-06-08 | Hitachi Ltd | Operation arrangement apparatus |
| JP2013247851A (en) * | 2012-05-30 | 2013-12-09 | Hitachi Ltd | Vehicle system |
-
1986
- 1986-07-30 JP JP61177819A patent/JPS6334281A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03143769A (en) * | 1989-10-27 | 1991-06-19 | Hitachi Ltd | Delay recovering system |
| JPH03197272A (en) * | 1989-12-27 | 1991-08-28 | Mitsubishi Electric Corp | Control method for train group |
| JPH06107179A (en) * | 1992-09-29 | 1994-04-19 | Hitachi Ltd | Train diagraming method and device |
| JPH0848250A (en) * | 1994-08-08 | 1996-02-20 | Hitachi Ltd | Train operation prediction device |
| JP2006143088A (en) * | 2004-11-24 | 2006-06-08 | Hitachi Ltd | Operation arrangement apparatus |
| JP2013247851A (en) * | 2012-05-30 | 2013-12-09 | Hitachi Ltd | Vehicle system |
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