Train operation support system

Abstract

To provide a train operation support system that can suppress a peak electricity load by dispersing timings for a plurality of trains that are on a rail in one substation section to start.SOLUTION: A train operation support system, which provides information for supporting operation of a train in an electric railroad system to a train, is provided with: an operation control apparatus that stores diagram information in which departure times at respective stations for a train that runs on a rail in an operation line section for each operation line section and controls operation of the train; an on-board device which has radio communication means and is loaded on the train; and a ground-based apparatus provided with information communication means, which can grasp a position of the train running in the operation line section and obtains station-departure time information included in the diagram information from the operation control apparatus. The ground-based apparatus and the on-board device are configured to communicate information through a radio communication network. The ground-based apparatus generates and transmits information or a command for prohibiting power-running start to an on-board device of any of two or more trains which are on a rail in an electricity supply section of one substation and for which a timing for starting power-running is approaching.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a train operation support system, and in particular to a train operation support technology that is useful for adjusting the powering start timing of each train when multiple trains are present in one substation section, thereby suppressing peak power loads in each substation section. [Background technology]

[0002] In electric railways, overhead contact lines, including feeders, are laid along the tracks, and power is supplied to the feeders from substations, but there is a limit to the amount of power that a single substation can output.In railway lines in the metropolitan area and elsewhere, in order to ensure the required transportation volume, especially during morning and evening rush hours, the number of trains in operation increases, and multiple trains run simultaneously within a single substation section. Furthermore, because there are multiple stations within a single substation section, there are more opportunities for multiple trains to depart the station at the same time (start powering). When there are many trains departing at the same time, a large current flows through the feeder wires, increasing the peak power load seen from the substation, and there is a risk that the power supply capacity of the substation may be exceeded.

[0003] In order to cope with the power load peaks that occur when multiple trains running within a single substation section are powered simultaneously as described above, it is necessary to increase the power supply capacity of the substation or to build additional substations, but such measures are not economical as they involve significant increases in costs. Therefore, an invention has been proposed in which, when there are multiple trains with the same scheduled departure times, departure priorities are set for the multiple trains, and the departure times of the multiple trains are controlled in accordance with the set priorities, thereby staggering departure timing and suppressing power load peaks, thereby avoiding the need to increase substation capacity or build additional substations (see Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-198443 Summary of the Invention [Problem to be solved by the invention]

[0005] In the invention of Patent Document 1, a determination is made based on the train schedule as to whether there are any trains departing from the station at the same time, and by giving top priority to the departure of trains with the greatest delay, disruptions to the train schedule are suppressed, while when there is no delay, top priority is given to the train that can run at the greatest acceleration based on information such as the position of the preceding train, track configuration, and train performance. However, the number of passengers at multiple stations within one substation section varies, and the time required for boarding and alighting also varies. Therefore, if the highest priority is given to the departure of a train with a long delay time as in the invention of Patent Document 1, there is a problem in that if a train that stops at a station with a long boarding and alighting time is delayed, giving the highest priority to the departure of that train may actually increase the delay of the entire group of trains.

[0006] Furthermore, while automated driving systems have been introduced in recent years, it is expected that in addition to automated trains (ATO-equipped vehicles), non-automated trains (non-ATO-equipped vehicles) will also operate on railway lines where automated driving systems have been introduced. However, there are cases where only ATO-equipped vehicles or only non-ATO-equipped vehicles are present within a single substation section, or where ATO-equipped and non-ATO-equipped vehicles are mixed. Furthermore, there are cases where an area from which a single substation outputs power is mixed with ATO-enabled and non-ATO-equipped line sections. Therefore, control, commands, and operational assistance are required for trains operating within a single substation area depending on whether the train is ATO-equipped or non-ATO-equipped. However, Patent Document 1 does not describe control, commands, or operational assistance in such cases.

[0007] The present invention has been made in response to the above-mentioned problems, and its purpose is to provide a train operation support system that can suppress power load peaks by shifting the timing of departure (start of powering), thereby avoiding the need to increase the power supply capacity of substations or to build additional substations. Another object of the present invention is to provide a train operation support system that can suppress power load peaks by shifting departure timings even when only ATO-equipped vehicles or only non-ATO-equipped vehicles exist within a substation section, or when ATO-equipped vehicles and non-ATO-equipped vehicles are mixed. [Means for solving the problem]

[0008] In order to solve the above problems, the present invention provides: A train operation support system provides information to trains to support their operation in an electric railway system in which electric power sent from a substation is supplied to trains via electric wires laid along railway tracks, a train operation management device that stores timetable information for each train line section, which information includes the departure times of trains from each station on that line section, and manages train operations; an on-board device having a wireless communication means and mounted on the train; a ground device that includes an information communication means and is capable of grasping the positions of a plurality of trains running on the line and acquiring station departure time information included in the timetable information from the traffic management device; The ground device and the on-board device are configured to be able to communicate information with each other via a wireless communication network, The ground device is configured to generate and transmit information or a command to prohibit the start of powering operation to the on-board device of any of two or more trains that are located in the power supply section of one substation and whose powering operation start time is close.

[0009] According to the train operation assistance system configured as described above, the ground equipment generates and transmits information or a command to prohibit the start of powering operation to the on-board equipment of one of two or more trains that are located in the power supply section of one substation and have similar powering operation start times. This makes it possible to suppress power load peaks by staggering the timing of the departure (start of powering operation) of the two or more trains, thereby avoiding the need to increase the power supply capacity of the substation or to build additional substations.

[0010] Preferably, the on-board device comprises a position detection means for detecting the track position of the train itself and a storage means for storing vehicle identification information of the train itself, The ground device receiving, via the wireless communication network, vehicle status information including at least track location information and vehicle identification information from the on-board device of a train running on a line section; The system is configured to receive station departure time information contained in the timetable information from the operation management device, and based on the received timetable information, extract multiple trains that are stopped at stations from the group of trains currently on the line for each power supply section of each substation, estimate the order of departure from the station, set trains to be subject to load balancing control, and generate and send information or a command to the on-board device of later trains to prohibit the start of powered operation. With this configuration, it is possible to prevent a situation in which multiple trains stopping at stations start powering operation at the same time, resulting in an increase in the power load peak at the substation.

[0011] Preferably, the system further comprises a power supply management device that grasps and manages the power supply of a plurality of substations provided corresponding to the line section, The ground equipment is configured to acquire information regarding the supply power for each power supply section of each substation from the supply power management device, generate information or a command to prohibit the start of power running based on the acquired information, and transmit the information or command to the on-board equipment of the corresponding train. According to this configuration, the timing of departure (start of power running) of one of two or more trains can be shifted depending on the state of power supply at the substation, thereby making it possible to suppress peak power loads.

[0012] Furthermore, it is preferable to have an information conversion device that is connected to the wireless communication network and that can communicate with on-board devices installed on trains that are not capable of automatic operation via a ground-to-vehicle communication system that is different from the wireless communication network, When the multiple trains running on the operating line include trains that can be operated automatically and trains that cannot be operated automatically, the ground equipment is configured to be able to transmit information or a command prohibiting the start of powered operation to the on-board equipment installed on the trains that cannot be operated automatically via the information conversion device and the ground-to-train communication system. With this configuration, even when only ATO-equipped vehicles or only non-ATO-equipped vehicles exist within one substation section, or when ATO-equipped vehicles and non-ATO-equipped vehicles are mixed, the timing of departure (start of powering operation) can be shifted to suppress power load peaks. [Effects of the Invention]

[0013] The train operation support system according to the present invention can suppress peak power loads by shifting departure (start of powering) timing without increasing delays of the entire group of trains, thereby avoiding the need to increase the power supply capacity of substations or to build additional substations. It also has the effect of suppressing peak power loads by shifting departure timings even when only ATO-equipped cars or only non-ATO-equipped cars exist within a single substation section, or when both ATO-equipped and non-ATO-equipped cars exist. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a system configuration diagram showing an embodiment of a train operation support system according to the present invention. [Figure 2] FIG. 2 is a sequence diagram showing an example of an information communication procedure between component devices in the train operation assistance system of the embodiment. [Figure 3] 3 is a flowchart showing an example of a procedure of a control process executed by an ATO on-board device constituting the train operation support system of the embodiment. [Figure 4]4 is a flowchart showing specific steps of a control object setting process and a powering control condition generating process that are performed in a "normal mode" in the flowchart of FIG. 3. [Figure 5] 4 is a flowchart showing specific steps of a control object setting process and a powering control condition generating process that are performed in a "limited mode" in the flowchart of FIG. 3. [Figure 6] 4 is a flowchart showing specific steps of a control object setting process and a powering control condition generating process that are performed in the "external backup mode" in the flowchart of FIG. 3. DETAILED DESCRIPTION OF THE INVENTION

[0015] An embodiment of a train operation assistance system according to the present invention will now be described with reference to the drawings, in which: Figure 1 is a block diagram showing an example of the overall configuration of a train operation assistance system according to the embodiment; As shown in Figure 1, the train operation assistance system of this embodiment is composed of a power supply system 10 that sends power to an electric power line (feeder line) FL laid along the railway line and supplies power to a train T via the electric power line FL, an on-board system 20 that is mounted on the train T and has an automatic operation control function, and a train operation management system 30 that grasps the position and route of the train, monitors whether it is running according to the timetable, outputs route information to a signal safety system (not shown), and transmits various control information to the train T while it is running.

[0016] Of these, the power supply system 10 comprises a plurality of substations 11 installed at predetermined distances along the railway line and a power management device 12 that controls and manages the power sent from each substation to the electric power line FL, and the substations 11 and the power management device 12 are connected to each other via a substation network 13 so that data can be transmitted and received. The electric power line FL may be an overhead contact line (catenary) or a third rail.

[0017] On the other hand, the on-board system 20 of a train with automatic operation functions includes a wireless mobile station 21 that performs wireless communication with the train traffic control system 30, an ATO on-board unit 22 that generates a running pattern (ATO pattern) based on information such as the estimated time of arrival at the next station from the train traffic control system 30 and generates control information for controlling the drive unit (motor) and brake unit to run according to the running pattern, a vehicle information management unit 23 that exchanges information with the ATO on-board unit 22 and manages the position information of the train itself, and a running control unit 24 that controls the motor and brake unit. The vehicle information management unit 23 includes a memory device in which the ATO pattern and the like are stored.

[0018] The train operation assistance system of this embodiment allows trains that do not have automatic operation functions (non-automatically operated trains) to run using power from the power supply system 10, and is configured to transmit information for operation assistance even to non-automatically operated trains. Although not particularly limited, in the on-board system 20 of an automatically operated vehicle (ATO vehicle) equipped with an ATO on-board device 22, the wireless mobile station 21 and the ATO on-board device 22 are connected by an ATO on-board network 25, and the vehicle information management device 23 and the driving control device 24 are connected by a vehicle information management network 26. Furthermore, the ATO on-board device 22 and the vehicle information management device 23 are communicably connected by a transmission path 27 such as a cable. On the other hand, the on-board system 20 of a train without an automatic driving function (non-ATO vehicle) is composed of the wireless mobile station 21, the vehicle information management device 23, and the driving control device 24.

[0019] Furthermore, although not shown, each train T is equipped with a tachograph that detects the number of rotations of the wheels in order to calculate the running speed and running distance, and the ATO on-board equipment 22 calculates the running speed of the train based on the signal from the tachograph and performs running control. Also, the ATO on-board equipment 22 (or the vehicle information management device 23 in the case of a non-ATO vehicle) has the function of calculating the running distance of the train based on the signal from the tachograph and calculating the on-track position from the running distance and the starting position, and the calculated position information is transmitted to the train traffic control system 30 by the wireless mobile station 21.

[0020] The train traffic control system 30 has a database that stores, for each train number, planned timetable information including information on departure times from each station, scheduled arrival times at the next station, and information on scheduled arrival times at the next station and delay times from the scheduled times. The train traffic control system 30 also has a traffic control device 31 that refers to the planned timetable information in the database based on information on train track locations and keeps track of the locations of all trains within its jurisdiction by linking them with train numbers, an ATO ground device 32 that has the function of transmitting control information to the ATO on-board device 22 of each train, and a wireless base station 33 that performs wireless communication between the ATO on-board device 22 and the ATO ground device 32. The ATO ground device 32 has a database that stores substation feeding section numbers and location information.

[0021] The train traffic control system 30 is also provided with a wireless information converter 34 that wirelessly receives and converts location information and the like from non-ATO vehicles within its jurisdiction and transmits the converted information to the traffic control device 31, and an overhead line power information collector 35 that collects information on the power output and refinement information of each substation 11 from the power management device 12 of the power supply system 10 via a transmission path 40. The ATO ground equipment 32 is connected to the traffic control device 31, wireless base station 33, wireless information converter 34, and overhead line power information collector 35 via a ground communication network 36 so that data can be transmitted and received between them. Although not shown, a timetable management device having a database storing planned timetable information may be provided separately from the operation management device 31, and the operation management device 31 may monitor the train operation status on each line and create actual timetable information based on the planned timetable obtained from the timetable management device, and the ATO ground device 32 may obtain the actual timetable information from the operation management device 31.

[0022] Furthermore, in this embodiment, the wireless communication performed by the ATO ground device 32 is a dedicated wireless communication that uses the same communication method as the wireless communication performed by the wireless information conversion device 34 but a different frequency band. Also, the wireless communication performed by the wireless information conversion device 34 can use an existing wireless communication called digital train radio. The wireless communication between the wireless information conversion device 34 and the train can be performed directly, but in this embodiment, it is performed via the wireless base station 33. The ATO on-board equipment 22 and the ATO wayside equipment 32 can each be configured with a microprocessor (MPU), a non-volatile storage device such as ROM for storing programs executed by the MPU, a readable / writable storage device such as RAM, network communication means, etc. The wireless information conversion device 34 can be configured with a server device, and stores tables for converting the different types of information and command formats used by ATO and non-ATO vehicles into mutually recognizable information and commands.

[0023] In the train operation assistance system of this embodiment, when there are multiple stations in one substation section and trains are stopped at multiple stations, in order to avoid a significant increase in the power load on the substation due to multiple trains departing at the same time, the system is configured to have a function of sending a departure wait command or information to the next train to delay the departure time of trains other than the train scheduled to depart first (the next train).

[0024] Furthermore, in the train operation assistance system of this embodiment, when at least a portion of the route to be controlled is an ATO-applied section on which automatically operated vehicles (ATO vehicles) equipped with ATO on-board equipment 22 run, three control modes are provided to assume a situation in which non-ATO vehicles or ATO vehicles with automatic operation disabled run on that section, and the system is configured to execute one of the control modes depending on the situation. One of the three control modes is a control mode (normal mode) that is executed when all trains in one substation section (including up and down trains) are ATO cars. The other control modes are a control mode (limited mode) that is executed when trains in one substation section include ATO cars and non-ATO cars, and a control mode (external backup mode) that is executed when all trains in one substation section are non-ATO cars.

[0025] Next, an outline of the sequence of data communication between the ATO ground equipment 32 and the traffic management device 31, power management device 12, and ATO on-board device 22 that constitute the train operation support system of this embodiment will be described with reference to FIG. When the system is started, the ATO ground device 32 of the train operation control system 30 first requests information on the actual timetable for the route to be controlled from the operation control device 31, receives the information sent from the operation control device 31, and stores it in a memory device (steps S1, S2). In addition, the ATO ground equipment 32 transmits an ATO control command including information on departure times and inter-station running patterns to the ATO on-board equipment 22 of all ATO vehicles running on the route to be controlled, and receives vehicle status information including vehicle ID (vehicle identification information) and train position information (kilometers) transmitted in response from the ATO on-board equipment 22, and stores it in a storage device (steps S3, S4).

[0026] In addition to the above-mentioned communication with ATO cars, the ATO wayside equipment 32 requests vehicle status information, including information for distinguishing trains and train location information, from the vehicle information management device 23 of the non-ATO cars, and the vehicle information management device 23 of the non-ATO cars transmits its own vehicle status information (steps S5 and S6). At this time, the type of information and command format may differ between ATO cars and non-ATO cars. For example, the information for distinguishing trains is a vehicle ID for ATO cars, and a train number for non-ATO cars. Furthermore, location information may be expressed in kilometers, in track circuit location (track circuit number), or in meters (m). Regarding commands, for example, the number of bits or the header format may differ. Therefore, in the train operation assistance system of this embodiment, communication between the ATO ground equipment 32 and non-ATO vehicles is performed via the wireless information conversion device 34, which converts commands and information and transmits them as commands of a type and format that each device can handle. The ATO ground equipment 32 then stores the vehicle status information received from the vehicle information management device 23 of the non-ATO vehicle via the wireless information conversion device 34 in a storage device.

[0027] Next, the ATO ground device 32 requests the power management device 12 to check whether the substation is in a power supply throttle state, and grasps the power supply state of each substation section (steps S7, S8). Then, it repeatedly stores the above request and the received vehicle state information for trains running on the line to be controlled, and requests the power management device 12 to check the power supply throttle state of the substation and grasps the power supply state.

[0028] Then, provided that the line is not in a throttled state, a determination is made based on the status information of trains running on the target line to determine whether there are multiple trains stopping at stations at the same time in each substation section. If there are multiple trains stopping at stations, a target train setting process is executed to set pairs of trains to be subjected to load balancing processing (step S9). Furthermore, for the paired trains, a process is executed to generate advance notice of departure time changes and to transmit the advance notice to the corresponding trains. Note that although the sequence in FIG. 2 describes the determination of whether or not power supply throttle is being applied being performed before step S9, as will be explained later, this throttle determination can be performed during the processing in step S9.

[0029] Next, a powering restriction condition generation process is executed (step S10), which generates and transmits a command to instruct a departure wait (delay in departure time) to trains that are present in the section of the substation that has not been narrowed down and that have been paired in step S9. On the other hand, if power supply is being throttled at any of the substations, temporary speed restriction information for each substation section is transmitted to all trains in the same line section (step S11). The details of the load distribution control target train setting process (hereinafter referred to as target train setting process) in step S9 executed by the ATO ground device 32 and the powering restriction condition generation process in step S10 will be explained using the flowcharts of Figures 3 to 6.

[0030] FIG. 3 shows an example of a specific procedure for the target train setting process in step S9 in the control sequence diagram of FIG. It is assumed that communication connection between the ATO ground equipment 32 and the ATO on-board equipment 22 is completed before the target train setting process is started. Also, before the target train setting process is started, a preparatory process (step S20) is executed in which feeding section numbers and location information indicating substations and substation sections existing within the target area of ​​the system are read from the database, and various parameters for load balancing control are set by operating the keyboard. Note that this preparatory process (step S20) may be executed immediately after the system is started, i.e., before step S1 in Figure 2.

[0031] In the target train setting process, the ATO ground device 32 first reads from the storage device the actual timetable information, vehicle status information for each train (ATO cars and non-ATO cars), and substation power supply restriction information that have been received and stored in response to the requests and command transmissions in steps S1, S3, S5, and S7 of Figure 2 (step S21). Next, for the first substation section, it is determined whether or not there is a train currently on the line in that section (step S22A). If it is determined that there is no train currently on the line, the read information is reset and the process returns to step S21. On the other hand, if there is a train currently on the line in that substation section, the process proceeds to step S23 to determine the type of train, specifically, whether all the trains currently on the line are ATO cars or whether there are any non-ATO cars.

[0032] If it is determined in step S23 above that all trains on the line are ATO cars, the control mode is set to "normal mode" in step S24, and the process proceeds to step S28A, where a control target setting process is executed, mainly setting pairs of control target trains and transmitting departure time change information, and then the process proceeds to the first powering restriction condition generation process S29A (see FIG. 4). Also, if it is determined in step S23 that a non-ATO car is on the line in the substation section of interest, the process proceeds to step S25, where it is determined whether ATO and non-ATO cars are mixed in the substation section, or whether all trains are non-ATO cars.

[0033] If it is determined that there is a mixture of ATO and non-ATO cars, the process proceeds to step S26, where the control mode is set to "restricted mode," and then to step S28B, where control object setting processing is performed, mainly consisting of setting pairs of control object trains and transmitting departure time change information, and then to the second powering limit condition generation processing S29B (see FIG. 5). Also, if it is determined in step S25 that all trains are non-ATO cars, the process proceeds to step S27, where the control mode is set to "external backup mode," and then to step S28C, where control object setting processing is performed, mainly consisting of setting pairs of control object trains and transmitting departure time change information, and then to the third powering limit condition generation processing S29C (see FIG. 6).

[0034] When the above series of processes are completed, it is determined whether or not there is a train on the track in the second substation section (step S22B). The processes from step S22B onwards are the same as steps S23 to S29 described above, and therefore will not be illustrated or described again. Then, when these processes are completed, the above processes (S23 to S29) are repeatedly executed for all substation sections in the target area, such as the third substation section, the fourth substation section, and so on.

[0035] Next, the detailed contents of the control object setting processes S28A to S28C and the powering limit condition generation processes S29A to S29C executed by the ATO ground device 32 will be described with reference to FIGS. In the normal mode powering limit condition generation process 28A, as shown in Fig. 4, first, it is determined whether or not narrowing down has been performed based on the power supply status information of each substation from the power management device 12 (step S31). If it is determined that narrowing down has been performed at any substation, temporary speed limit information for each substation section is transmitted to all trains in the same line section, as described above (step S11).

[0036] On the other hand, if it is determined in step S31 that there is no substation for which narrowing has been performed, the process proceeds to step S32, where a train pair to be controlled is set from among multiple trains that are stopping at the station at the same time, based on the vehicle status information (scheduled departure time) of trains currently on the line in the substation section to be controlled that was read in step S21 in Figure 3. Specifically, the train that is scheduled to depart first among the trains stopping at the station is selected as the reference 1 train and the vehicle ID of that train is set, and the train that is scheduled to depart next after the reference 1 train is selected as the reference 2 train and the vehicle ID of that train is set.

[0037] In step S32, if there are three or more trains stopping at the station at the same time, multiple train pairs may be set, with the remaining trains being reference trains 2 and 3 for the reference train 1. By setting multiple pairs of trains to be controlled in one substation section in this way, it is possible to ensure the appropriate train departure order and maintain the offset time for the powering start time, even when there are multiple subsequent trains whose departure times are close to the departure time of the reference train 1.

[0038] Next, the ATO ground device 32 starts the powering restriction condition generation process S29A, and first refers to a table for determining inter-station recovery operation stored in the database, and executes a process to determine which of the three control functions (command generation and transmission) a, b, or c associated with determinations A, B, and C described below will be implemented for the trains of the train pair set in step S32 (step S33). The table for determining inter-station recovery operation stores the difference (allowable departure delay) between the required time for normal ATO operation between each station and the required time for recovery operation, and in step S33, the table is referenced based on the difference between the departure times of the reference first train and the reference second train to determine whether recovery operation is valid or invalid. Control functions a, b, and c are then selected based on the delay in the departure time of the reference first train and the valid / invalid determination result. The table for determining inter-station recovery operation also sets the allowable departure delay between each station, taking into account the distance between stations and station conditions (track gradient, curves, etc.).

[0039] In the next step S34, taking into consideration the impact on the departure time of the reference 2 train due to the delay in the departure time of the reference 1 train in the processing of step S33, if the reference 2 train is able to depart on time even after the departure time of the reference 1 train is adjusted, decision A is selected and the process proceeds to step S35. Also, if the reference 2 train is unable to depart on time and recovery operation is valid (possible), decision B is selected and the process proceeds to step S37. Furthermore, if the reference 2 train is unable to depart on time and recovery operation is invalid (impossible), decision C is selected and the process proceeds to step S39.

[0040] In step S35, which is entered when decision A is selected, advance notice information (control advance notice command) informing control of the departure time (powering start time) is generated and transmitted to the reference second train. Specifically, real-time information informing the current situation in the substation section is generated and transmitted, and the current time plus the powering prohibition time is set as the powering prohibition release time, which is repeatedly transmitted to the ATO on-board device 22 of the reference second train. At this time, the process proceeds to step S35 because it has been determined in step S34 that the reference 2 train can depart on time even after the adjustment of the departure time of the reference 1 train, and since the offset time required for the interval between the actual departure time of the reference 1 train and the planned departure time of the reference 2 train has been secured, a control notice command to the reference 2 train is sent with information added indicating that an offset adjustment of the departure time is not necessary. Then, proceed to step S36, and upon receiving the departure performance information of the reference first train, reset (cancel) the train pair to be controlled set in step S32, and return to step S21 in Figure 3 (*1).

[0041] In step S37, which is reached when decision B is selected in step S34, advance notice information (control advance notice command) informing control of the departure time (powering start time) is generated and transmitted to the reference second train, similar to step S35. Specifically, real-time information informing the current situation in the substation section is generated and transmitted, and the current time plus the powering prohibition time is repeatedly transmitted to the ATO on-board device 22 of the reference second train as the powering prohibition release time. At this time, the process proceeds to step S37 because it was determined in step S34 that the reference 2nd train cannot depart on time and that recovery operation is effective (possible), and a control command is generated in which the departure time of the reference 2nd train is the actual departure time (delay) of the reference 1st train plus the necessary offset time, and this command is sent to the reference 2nd train. Then, proceed to step S38, and upon receiving the departure performance information of the reference first train, reset (cancel) the train pair to be controlled set in step S32, and return to step S21 in Figure 3 (*2).

[0042] On the other hand, in step S39, which is reached when decision C is selected in step S34, advance notice information (control advance notice command) informing control of the departure time (powering start time) is generated and transmitted to the reference second train, similar to step S35. Specifically, real-time information informing the current situation in the substation section is generated and transmitted, and the current time plus the powering prohibition time is repeatedly transmitted to the ATO on-board device 22 of the reference second train as the powering prohibition release time. At this time, the transition to step S39 is due to the fact that it was determined in step S34 that the reference 2nd train cannot depart on time and recovery operation is invalid (impossible). Since the required offset time is added to the actual departure time (delay) of the reference 1st train, the departure time of the reference 2nd train cannot be expected to be restored, the train pair to be controlled set in step S32 is reset (cancelled) without waiting for the actual departure information of the reference 1st train to be received, and the process returns to step S21 in Figure 3 (*3).

[0043] FIG. 5 shows detailed processing contents of the process S28B for setting the control target in the limited mode and the process S29B for generating each powering limit condition in FIG. 3, which are executed by the ATO ground device 32. Steps S31 to S33 shown in Figure 5 are the same as steps S31 to S33 in the normal mode shown in Figure 4, so a duplicated explanation will be omitted. The difference between the flowchart shown in Figure 5 and the flowchart shown in Figure 4 is that the flowchart in Figure 5 includes step S41 between steps S32 and S33 in the flowchart in Figure 4, which determines the combination status of the train pair set in step S32 (which of the reference first train and reference second train is an ATO car), and that subsequent processing changes depending on the determination result in step S41.

[0044] If the ATO ground device 32 determines in step S41 that the reference first train is a non-ATO car and the reference second train is an ATO car, the ATO ground device 32 proceeds to step S33. Here, "non-ATO cars" includes cars that are originally ATO cars but for which automatic operation has been disabled. The processing procedure from step S33 onwards and the content of each process (S33 to S39) are almost the same as steps S31 to S39 shown in Figure 4. The only differences are that the departure time actual information for the reference first train, which is a non-ATO vehicle, is obtained via the wireless information conversion device 34, and that the control command generated by the ATO ground device 32 is transmitted to the reference second train via the wireless information conversion device 34. Note that if it is determined at the timing of determination in step S41 that both the reference first train and the reference second train are ATO vehicles, the process may proceed to step S33 in Figure 4, which shows the processing in normal mode.

[0045] On the other hand, if the ATO ground device 32 determines in step S41 that the reference first train is an ATO car and the reference second train is a non-ATO car, it proceeds to the processing of step S50. The processing in step S50 is a backup process in which ground-to-train communication is replaced with another radio communication when non-ATO vehicles are mixed in the control area, and the content is almost the same as steps S33 to S40. The difference is that in step S37 in the flowchart of Figure 4, which is executed when decision B is selected in the decision on the departure impact of the reference second train in step S34, a control command with the departure time as the departure time is sent directly to the reference second train, which is an ATO vehicle, whereas in step S37 in step S50 of Figure 5, a control command is sent to the reference second train, which is a non-ATO vehicle, via the radio information conversion device 34.

[0046] FIG. 6 shows detailed processing contents of the process S28C for setting the control target in the external backup mode and the process S29C for generating each powering limit condition in FIG. 3, which are executed by the ATO ground device 32. The flowchart shown in Fig. 6 itself is the same as the flowchart for normal mode shown in Fig. 4. The difference between the processing according to the flowchart shown in Fig. 6 and the processing according to the flowchart shown in Fig. 4 is that in Fig. 4, the vehicle status information read in step S32 is information received directly from the ATO vehicle to be controlled, whereas in Fig. 6, the vehicle status information read in step S32 is information received from the non-ATO vehicle to be controlled via the wireless information conversion device 34. Also, the control commands sent to the reference second train in steps S35, S37, and S39 are sent directly to the reference second train, which is an ATO vehicle, in the flowchart shown in Fig. 4, whereas in the flowchart shown in Fig. 6, they are sent to the reference second train, which is a non-ATO vehicle, via the wireless information conversion device 34.

[0047] Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and various modifications and variations are possible. For example, in the above embodiments, it has been described that the wireless communication performed by the ATO ground equipment 32 is dedicated wireless communication that uses the same communication method as the wireless communication performed by the wireless information conversion device 34 but a different frequency band, but the wireless communication performed by the ATO ground equipment 32 may use LTE (Long Term Evolution) used for mobile wireless communication, or communication between an ATO ground coil and an on-board coil, or may be a form in which information is sent and received using a signal carried on the current of a track circuit.

[0048] Furthermore, in the above embodiment, as an example, a specific control procedure was described in which the current load is distributed by staggering the departure timing of each train when there are multiple trains stopped at stations within one substation section. However, the present invention can also be applied to control in which the current load is distributed by staggering the timing at which each train starts powering when there are multiple trains stopped "between stations" within one substation section. [Explanation of symbols]

[0049] 10 Power Supply System 11 Substation 12 Power management device 13 Substation Network 20 On-board system (on-board equipment) 21 Wireless mobile station 22 ATO onboard equipment 23 Vehicle information management device 24 Driving control device 25 ATO on-board network 26 Vehicle Information Management Network 30 Train Operation Management System 31 Traffic control device 32 ATO ground equipment 33 Wireless base stations 34 Wireless information conversion device (information conversion device) 35 Overhead line power information collection device 36 Terrestrial Communications Network T train (carriage) FL tram line

Claims

1. A train operation assistance system that provides information to trains to assist their operation in an electric railway system in which electric power sent from a substation is supplied to the trains via electric wires laid along railway tracks, the system comprising: a train operation management device that stores timetable information for each train line section, which information includes the departure times of trains from each station on that line section, and manages train operations; an on-board device having a wireless communication means and mounted on the train; a ground device that includes an information communication means and is capable of grasping the positions of a plurality of trains running on the line and acquiring station departure time information included in the timetable information from the traffic management device; The ground device and the on-board device are configured to be able to communicate information with each other via a wireless communication network, The ground equipment generates and transmits information or a command to the on-board equipment of any of two or more trains that are located in a power supply section of one substation and have close times to start powering operation, to prohibit the start of powering operation.

2. the on-board device includes a position detection means for detecting the track position of the train itself and a storage means for storing vehicle identification information of the train itself; The ground device is receiving, via the wireless communication network, vehicle status information including at least track location information and vehicle identification information from the on-board device of a train running on a line section; 2. The train operation assistance system according to claim 1, further comprising: receiving station departure time information included in timetable information from the operation management device; extracting multiple trains that are stopped at stations from the trains in each power supply section of each substation based on the received timetable information, predicting the order of departure from the station; setting trains to be subject to load balancing control; and generating and transmitting information or a command to the on-board device of a later train that prohibits the start of powering operation.

3. A power supply management device is provided that grasps and manages the power supply of a plurality of substations that are provided corresponding to the operating line section, 3. The train operation assistance system according to claim 2, wherein the ground equipment acquires information on the supply power for each power supply section of each substation from the supply power management device, generates information or a command to prohibit the start of powering operation based on the acquired information, and transmits the information or command to the on-board equipment of the corresponding train.

4. an information conversion device connected to the wireless communication network and capable of communicating with an on-board device mounted on a train that is not capable of automatic operation via a ground-to-vehicle communication system different from the wireless communication network; The train operation assistance system of claim 1, characterized in that when the multiple trains running on the operating line include trains that can be operated automatically and trains that cannot be operated automatically, the ground equipment is configured to be able to transmit information or a command prohibiting the start of powering operation to on-board equipment installed on trains that cannot be operated automatically via the information conversion device and the ground-to-train communication system.

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