Train operating equipment and train operating method
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- HITACHI LTD
- Filing Date
- 2023-03-07
- Publication Date
- 2026-08-03
AI Technical Summary
【0011】 本発明によれば、停電などの緊急事態発生時にも蓄電装置の残量内でより多くの列車を緊急走行可能にする緊急走行ダイヤを作成することができる。
Smart Images
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Abstract
Description
[Technical Field]
[0001] This invention relates to a train operating device and a train operating method designed for emergencies such as power outages. [Background technology]
[0002] When a power outage occurs, the power supply from the power company to the substation stops, and the train comes to an emergency stop. Furthermore, it may take a long time for the power supply to be restored, which could trap passengers inside the train for an extended period.
[0003] To prevent this, ground-based or on-board energy storage systems may be introduced. By introducing these energy storage systems, it becomes possible to send trains to the nearest station in an emergency, and the time passengers are trapped during a power outage can be reduced.
[0004] However, once power is supplied from the battery storage system after a power outage, the auxiliary equipment on the train consumes power, and the remaining battery capacity decreases moment by moment. Therefore, it is necessary to quickly decide on the order of emergency runs and transition to emergency runs as soon as possible. However, it is difficult to quickly determine in what order to run trains in emergency mode to allow as many trains as possible to operate.
[0005] One example of a technology that can solve this problem is Patent Document 1. Patent Document 1 proposes a train running instruction means that uses an onboard energy storage device to instruct a train to run to a station in an emergency. This train running instruction means determines priority according to the distance between the train and the station, the occupancy rate of each train, and the type of train, and creates an emergency running schedule. [Prior art documents] [Patent Documents]
[0006] [Patent Document 1] Japanese Patent Publication No. 2012-40955 [Overview of the project] [Problems that the invention aims to solve]
[0007] By utilizing the technology described in Patent Document 1, it becomes possible to quickly determine an emergency running schedule and to quickly transition to emergency running. However, while Patent Document 1 mentions that when the amount of stored power for train auxiliary equipment decreases to an amount that does not allow any trains waiting between stations to reach a station, the remaining stored power is supplied to the auxiliary equipment of trains waiting between stations, it does not mention determining the emergency running schedule while taking into account the power of the train auxiliary equipment.
[0008] Furthermore, in the event of an emergency such as a power outage, it is conceivable that the signaling system may not be functioning properly. In such cases, trains would have to travel at a low speed to the nearest station, requiring a significant amount of time for all trains to complete their journey. If the journey takes a long time, it is unavoidable that the remaining charge in the battery storage system will decrease due to the use of auxiliary power. Therefore, if the emergency schedule is determined based solely on the distance to the station and passenger load without considering auxiliary power, the number of trains that can run may be reduced.
[0009] The object of the present invention is to provide a train operation device and a train operation method that enable more trains to be run in an emergency within the remaining capacity of the energy storage device when an emergency occurs, such as a power outage, and a substation is not functioning. [Means for solving the problem]
[0010] To solve the above problems, one representative train operation device of the present invention comprises: a train stopping position acquisition unit that acquires the stopping position of a train on the line; a battery storage unit remaining charge acquisition unit that acquires the remaining charge of a battery storage unit that supplies power to the train; an auxiliary power acquisition unit that acquires auxiliary power for the train; and an emergency running schedule creation unit that, in the event of an emergency including a power outage, creates an emergency running schedule for the train based on the train's stopping position, the remaining charge of the battery storage unit, and the train's auxiliary power. The emergency train schedule creation unit determines whether emergency train operations can be completed for all or some trains on the line based on the remaining battery capacity of the storage device. If it cannot be completed, it outputs auxiliary power limiting commands to limit the auxiliary power of trains in order of priority, starting with the trains with the highest priority, based on the priority of train occupancy rate and train characteristics. It is. [Effects of the Invention]
[0011] According to the present invention, it is possible to create an emergency operation schedule that enables more trains to operate emergently within the remaining amount of the power storage device even when an emergency such as a power failure occurs.
Brief Description of Drawings
[0012] [Figure 1] It is a block diagram showing a configuration example of a train operation device according to Embodiment 1 of the present invention. [Figure 2] It is a diagram showing an example of a flowchart of processing executed by an emergency operation schedule creation unit. [Figure 3] It is a diagram showing an example of an emergency operation ramp curve. [Figure 4] It is a block diagram showing a configuration example of a train operation device according to Embodiment 2 of the present invention. [Figure 5] It is a block diagram showing a configuration example of a train operation device according to Embodiment 3 of the present invention.
Modes for Carrying Out the Invention
[0013] <The train stopping position acquisition unit 101 acquires the stopping position of each train that has made an emergency stop on the target line and outputs it as stopping position information 111. The train stopping positions may be those acquired from the operation management system or the signal safety system, or they may be those received via wireless communication from the train position recognized by the on-board equipment. In other words, the train stopping position acquisition unit 101 may be installed on the ground or on the train.
[0016] The battery storage device remaining charge acquisition unit 102 acquires the remaining charge of battery storage devices capable of supplying power to trains on the target line and outputs it as battery storage device remaining charge information 112. The battery storage device remaining charge acquisition unit 102 may be installed on the ground or on the train, depending on the location of the battery storage device.
[0017] The auxiliary power acquisition unit 103 acquires the auxiliary power of each train located on the target line and outputs it as auxiliary power information 113. Since the auxiliary power may fluctuate instantaneously depending on the type and operating status of the equipment used in the train, it is desirable to calculate and use the average power value over the past few minutes to tens of minutes. The auxiliary power acquisition unit 103 is installed on the train side.
[0018] The emergency driving schedule creation unit 104 receives stopping position information 111, battery storage device remaining charge information 112, and auxiliary equipment power information 113, creates and outputs an emergency driving schedule 114, and outputs an auxiliary equipment power limit command 124 as needed. Details of the processing of the emergency driving schedule creation unit 104 will be described later. In addition, the emergency driving schedule creation unit 104 is generally installed on the ground side.
[0019] The train control device 105 controls the train according to the input emergency running schedule 114, and if an auxiliary engine power limit command 124 is input, it controls the train according to the emergency running schedule 114 while reducing the power consumption of the auxiliary engine based on the auxiliary engine power limit command 124. The train control device 105 may be installed on the ground or on the train.
[0020] Figure 2 shows an example of a flowchart of the process executed by the emergency response schedule creation unit 104. The entity executing this flowchart is the emergency response schedule creation unit 104, but this entity will not be described further below.
[0021] In step S200, in order to search for trains that require emergency travel, it is determined whether or not an emergency travel is necessary based on the emergency stopping position of each train. One possible method for determining whether an emergency run is necessary is to check if a predetermined number of train doors are approaching the platform. If so, an emergency run is not necessary; if not, an emergency run is necessary.
[0022] From step S201 onward, various calculation processes are performed on trains that were determined to require emergency operation in step S200.
[0023] Step S201 calculates the emergency running curve for each train from the time it leaves the emergency stopping position until it arrives at the next station. The emergency driving run curve is designed, for example, as shown in Figure 3, to accelerate to the emergency speed limit, then maintain that emergency speed limit at a constant speed, and finally decelerate to stop at the next station. Alternatively, an energy-saving run curve incorporating coasting or other methods may be created as the emergency driving run curve.
[0024] Step S202 is the emergency running power consumption E for each train. Run Calculate. Emergency driving power consumption E Run This is the amount of electricity consumed when driving based on the emergency driving run curve, and its calculation formula is shown in equation (1).
number
[0025] Here, the power P of the control drive device Run is shown by the following formula (2). Also, the auxiliary power P APS is input from the auxiliary power acquisition unit 103.
Equation
[0026] In step S203, the emergency running order is set. The setting method can be arbitrary. For example, it may be set in ascending order of train numbers.
[0027] In step S204, the waiting time T Wait of each train is calculated. The calculation formula for the waiting time T Wait is shown by the following formula (3).
Equation
[0028] Step S205 is the standby power consumption E of each train. Wait Calculate the standby power consumption E. Wait The formula for this calculation is shown in equation (4) below.
number
[0029] In step S206, the total power consumption of all trains is E Sum Calculate the total power consumption E. Sum The formula for this calculation is shown in equation (5) below.
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[0030] In step S207, the amount of power that the energy storage device can output and the total power consumption of all trains calculated in step S206 E are used. Sum The system compares the two and, if the amount of power that the energy storage device can output is greater (Y), it is determined that all trains can run and the system proceeds to step S208. If the total power consumption of all trains is greater (N), it is determined that all trains cannot run and the system proceeds to step S209. Furthermore, if there are multiple energy storage devices capable of supplying power to the train, it is desirable to use the sum of the total power output from all of these devices for the determination.
[0031] In step S208, the departure and arrival times for each train are calculated and output to each train as the emergency running schedule 114. Departure time C Start The calculation formula is as follows: Equation (6) below, and the arrival time C End The calculation formulas are shown in equation (7) below.
number
[0032] In step S209, it is determined whether or not there are any possible emergency driving sequence patterns that can be tried. If it is determined that there are no patterns (Y), the process proceeds to step S211; if it is determined that there are patterns (N), the process proceeds to step S210.
[0033] In step S210, the emergency running sequence for each train is updated, and the process proceeds to step S204. One possible method for updating is to systematically set all emergency running sequences that have not yet been tried.
[0034] In step S211, it is determined whether or not there are any trains for which auxiliary power can be reduced further. If it is determined that there are no such trains (Y), the process proceeds to step S208; if it is determined that there are such trains (N), the process proceeds to step S212.
[0035] In step S212, the auxiliary power P of each train used for calculating energy consumption is reduced in order from the train with the highest priority. APS Update. Auxiliary power P APS When reducing power consumption, it is desirable to ensure that the power consumed by devices related to vehicle control is kept to a minimum while limiting the power consumption of lighting equipment, air conditioning systems, and other devices.
[0036] Furthermore, regarding the priority given to trains whose auxiliary power consumption is reduced, it is desirable to set the priority so that trains with high airtightness that can maintain comfort for a while even if the air conditioning is turned off (for example, Shinkansen and conventional line express trains), trains with low occupancy rates when using air conditioning, and trains with high occupancy rates when using heating are given higher priority, taking passenger comfort into consideration.
[0037] In step S213, if an update of the auxiliary power occurred in step S212, an auxiliary power limit command 124 is output to the target train.
[0038] The configuration of this embodiment 1 makes it possible to create an emergency running schedule with high precision, taking into account the auxiliary power. Furthermore, even if it is not possible for all trains to run in an emergency while maintaining the auxiliary power at a standstill, a command can be issued to reduce the auxiliary power of high-priority trains, allowing more trains to run.
[0039] In this embodiment 1, we described a method for creating an emergency response schedule by trying all possible emergency response sequences. However, it is not always necessary to perform calculations in a brute-force manner every time.
[0040] For example, on subway lines where trains arrive and depart at regular intervals, the positions of two trains coincide approximately once every few minutes. Also, if the season is the same, the power consumption of auxiliary equipment does not change significantly.
[0041] Therefore, when an emergency run is performed, the emergency run sequence used to create the emergency run schedule can be stored in a database in a format that allows it to be referenced by season and time of day. When an emergency such as a power outage occurs during the same season and time of day, the emergency run sequence can be retrieved from the database, and a return run schedule can be created based on the retrieved emergency run sequence. Alternatively, a search algorithm such as a local optimization method may be used to obtain the emergency running sequence with the lowest total power consumption among those searched, and a deadheading schedule may be created. [Examples]
[0042] Figure 4 is a block diagram showing the configuration of a train operation device according to Embodiment 2 of the present invention. The train operation system according to Embodiment 2 consists of a train stopping position acquisition unit 401, a battery storage device remaining charge acquisition unit 102, an auxiliary equipment power acquisition unit 103, an emergency running schedule creation unit 104, and a train control device 105. Here, the components other than the train stopping position acquisition unit 401 are the same as in Embodiment 1, so their explanation is omitted.
[0043] The train stopping position acquisition unit 401 uses the position and speed of each train immediately before an emergency such as a power outage as a starting point to estimate the stopping position if the train continues to travel at the deceleration rate during emergency braking, and outputs the estimated stopping position as stopping position information 111.
[0044] According to this embodiment 2, even in situations where systems that acquire train positions, such as signaling systems and operation management devices, stop due to emergencies such as power outages, it becomes possible to estimate train positions and create emergency train schedules. [Examples]
[0045] Figure 5 is a block diagram showing the configuration of a train operation device according to Embodiment 3 of the present invention. The train operation system according to Embodiment 3 consists of a train stopping position acquisition unit 101, a battery storage device remaining charge acquisition unit 102, an auxiliary power acquisition unit 503, an emergency running schedule creation unit 104, and a train control device 105. Here, the configurations other than the auxiliary power acquisition unit 503 are the same as in Embodiment 1, so their explanation is omitted.
[0046] The auxiliary power acquisition unit 503 has a database of auxiliary power that can be referenced by season, day of the week, time of day, etc. (shown as the auxiliary power database in Figure 5), and in the event of an emergency such as a power outage, it refers to this database to acquire auxiliary power by season, day of the week, time of day, etc., and outputs it as auxiliary power information 113.
[0047] According to this embodiment 3, even on lines where there is no means to acquire the auxiliary power of trains in real time, it becomes possible to create a highly accurate emergency running schedule that takes into account the auxiliary power of trains.
[0048] Regarding the installation of the train operation equipment described in Examples 1 to 3 above, it is acceptable to have the train operation equipment components mixed on the ground and on the train, whether on the ground or on the train. Furthermore, the above embodiments will encompass at least the following technical matters. <Technical matters 1> A train operation system comprising: a train stopping position acquisition unit for acquiring the stopping position of a train on the line; a battery storage unit for acquiring the remaining battery capacity of a battery storage unit that supplies power to the train; an auxiliary power acquisition unit for acquiring auxiliary power for the train; and an emergency running schedule creation unit for creating an emergency running schedule for the train based on the train's stopping position, battery storage unit's remaining capacity, and the train's auxiliary power in the event of an emergency, including a power outage.
[0049] <Technical matters 2> The train operation device described in Technical Item 1 above, wherein the emergency running schedule creation unit determines whether emergency running can be completed for all or some trains on the line based on the remaining charge of the energy storage device, and if it cannot be completed, outputs auxiliary power limiting commands to limit the auxiliary power in order from the trains with the highest priority, according to a priority based on at least one of the train occupancy rate and the characteristics of the trains.
[0050] <Technical matters 3> The train operation device described in technical item 1 or 2 above further comprises a train control device that controls trains based on an emergency running schedule and, when an auxiliary power limiting command is output, also limits the auxiliary power of the train based on said auxiliary power limiting command.
[0051] <Technical matters 4> A train operation device as described in any of the above technical items 1 to 3, wherein the train stopping position acquisition unit estimates the stopping position of the train after an emergency, including a power outage, from the train's position and speed immediately before the emergency, including a power outage.
[0052] <Technical matters 5> A train operation device as described in any of the above technical items 1 to 4, wherein the auxiliary power acquisition unit has a database of train auxiliary power that can be referenced for at least one of the season, day of the week, and time of day, and acquires train auxiliary power by referring to the database for at least one of the season, day of the week, and time of day in the event of an emergency, including a power outage.
[0053] <Technical matters 6> A train operation method that, in the event of an emergency including a power outage, creates an emergency schedule for trains based on the stopping position of trains on the line, the remaining charge of the power storage device that supplies power to the trains, and the auxiliary power of the trains.
[0054] <Technical matter 7> The train operation method described in Technical Item 6 above involves determining whether emergency operation of all or some trains on the line can be completed based on the remaining charge of the energy storage device. If it cannot be completed, an auxiliary power limiting command is issued to limit the auxiliary power of trains in order of priority, starting with the trains with the highest priority, according to the priority for reducing auxiliary power based on at least one of the train occupancy rate and the characteristics of the trains.
[0055] <Technical matters 8> The train operation method described in technical item 6 or 7 above, wherein the train is controlled based on the emergency running schedule, and when an auxiliary power limiting command is issued, the auxiliary power of the train is also limited based on said auxiliary power limiting command.
[0056] <Technical matters 9> A train operation method described in any of the above technical items 6 to 8, wherein the stopping position of the train after the emergency, including a power outage, occurs is estimated from the train's position and speed immediately before the emergency, including a power outage, occurs.
[0057] <Technical matters 10> A train operation method as described in any of the above technical items 6 to 9, wherein a database of train auxiliary power that can be referenced for at least one of the season, day of the week, and time of day is established, and the train auxiliary power is obtained by referring to the database for at least one of the season, day of the week, and time of day in the event of an emergency, including a power outage.
[0058] The present invention is not limited to the above-described Examples 1 to 3, but includes various modifications that do not depart from the spirit of the invention. For example, the present invention is not limited to having all the configurations described in Examples 1 to 3, but also includes configurations in which some of those configurations are omitted. Furthermore, it is possible to add or replace parts of the configuration of one embodiment with the configuration of another embodiment. [Explanation of Symbols]
[0059] 101,401...Train stopping position acquisition unit, 102...Energy storage device remaining charge acquisition unit, 103, 503... Auxiliary equipment power acquisition unit, 104... Emergency driving schedule creation unit, 105...Train control system
Claims
1. A train stopping position acquisition unit that acquires the stopping position of trains on the line, A battery storage device remaining charge acquisition unit acquires the remaining charge of the battery storage device that supplies power to the aforementioned train, A unit for acquiring auxiliary power for the aforementioned train, An emergency running schedule creation unit creates an emergency running schedule for the train based on the train's stopping position, the remaining charge of the battery storage device, and the auxiliary power of the train, in the event of an emergency including a power outage. Equipped with, The emergency running schedule creation unit determines whether emergency running can be completed for all or some trains on the line based on the remaining charge of the battery storage device. If it cannot be completed, it outputs auxiliary power limiting commands to limit the auxiliary power in order from the trains with the highest priority, according to the priority for reducing the auxiliary power based on at least one of the train occupancy rate and the characteristics of the trains. A train operation device characterized by the following features.
2. A train operation device according to claim 1, A train control device that controls the train based on the emergency running schedule, and, when the auxiliary power limit command is output, also limits the auxiliary power of the train based on the auxiliary power limit command. Furthermore, the train operation equipment is equipped with additional features.
3. A train operation device according to claim 1 or 2, The train stopping position acquisition unit estimates the stopping position of the train after the emergency, including the power outage, occurs, based on the train's location and speed immediately before the emergency, including the power outage, occurs. A train operation device characterized by the following features.
4. A train operation device according to claim 1 or 2, The auxiliary power acquisition unit has a database of the auxiliary power of the train that can be referenced for at least one of the season, day of the week, and time of day, and acquires the auxiliary power of the train by referring to the database for at least one of the season, day of the week, and time of day in the event of an emergency, including a power outage. A train operation device characterized by the following features.
5. In the event of an emergency, including a power outage, an emergency running schedule is created for the train based on the stopping position of the train on the line, the remaining charge of the power storage device that supplies power to the train, and the auxiliary power of the train. The system determines whether emergency operation of all or some trains on the line can be completed based on the remaining charge of the storage device. If it cannot be completed, it outputs auxiliary power limiting commands to limit the auxiliary power of trains in order of priority, starting with the trains with the highest priority, based on the priority of train occupancy and the characteristics of the trains. A train operation method characterized by the following features.
6. A train operation method according to Claim 5, The train is controlled based on the aforementioned emergency running schedule, and when the auxiliary power limit command is issued, the auxiliary power of the train is also limited based on the said auxiliary power limit command. A train operation method characterized by the following features.
7. A train operation method according to claim 5 or 6, The stopping position of the train after the emergency, including the power outage, occurs is estimated from the train's location and speed immediately before the emergency, including the power outage, occurs. A train operation method characterized by the following features.
8. A train operation method according to claim 5 or 6, A database of auxiliary power for the train is established, which can be accessed for at least one of the following: season, day of the week, and time of day. In the event of an emergency, including a power outage, the auxiliary power for the train is obtained by referring to the database for at least one of the following: season, day of the week, and time of day. A train operation method characterized by the following features.