JP2021154754A - Automatic train control system and automatic train control method - Google Patents

Abstract

To prevent stopping of a subsequent train between stations caused by stopping of a preceding train at a station.SOLUTION: An automatic train control system 100 which makes a subsequent train 103B stop in front of a station, when the subsequent train 103B reaches a preliminarily determined location during stopping of a preceding train 103A at a station comprises an estimation device 170 and a train control system. The estimation device estimates a predicted departure time that is a time when the preceding train 103A is predicted to depart from the station. The train control system which controls traveling of the subsequent train 103B controls a speed of the subsequent train 103B so that a time when the subsequent train 103B reaches the location is later than the predicted departure time.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to an automatic train control system and an automatic train control method.

Conventionally, in a railway system, a centralized traffic control on the ground calculates a travelable position and an allowable speed of a following train from the position information and speed information of the preceding train, and wirelessly transmits the calculated information to the following train to control the train. There is a technology to do.

For example, Patent Document 1 describes a wireless train control system that uses mobile closure. This wireless train control system calculates the optimum speed pattern of the following train from the position and speed of the preceding train and the position of the following train, and notifies the following train of the speed pattern.

Japanese Unexamined Patent Publication No. 2000-108903

Since the conventional wireless train control system does not estimate or calculate until the time when the preceding train departs from the station, the following train stops between stations in the vicinity of the station. When the following train stops between stations, the timetable is disturbed and the power consumption increases due to the restart.

Therefore, one or a plurality of aspects of the present disclosure is intended to prevent the following train from stopping between stations due to the preceding train stopping at the station.

The automatic train control system according to one aspect of the present disclosure includes a train control system that controls the operation of a preceding train and a following train traveling behind the preceding train, an estimation device that communicates with the train control system, and a station. When the following train reaches a predetermined point while the preceding train is stopped at the station, the following train is moved to the station. An automatic train control system that stops in front of the train. The train control system estimates the occupancy rate of passengers on the preceding train before the preceding train arrives at the station, and determines the occupancy rate. A speed pattern that is transmitted to the estimation device and indicates a change in the speed scheduled until the following train arrives at the station is calculated, and the speed pattern is transmitted to the estimation device. An imaging device that captures an image of a station, and an image analysis device that estimates the number of people waiting for boarding from the image, which is the number of people waiting to board the preceding train, and transmits the number of people waiting for boarding to the estimation device. The predecessor train receives the number of people waiting for boarding, the boarding rate, and the speed pattern, and the preceding train is based on the number of passengers getting on and off the station for each time zone in the past. By specifying the number of passengers in the time zone of arriving at the station and subtracting the number of people waiting for boarding from the specified number of passengers, the number of people getting off is specified, and the number of people waiting for boarding and the number of people waiting for boarding are specified. And, by estimating the boarding / alighting time of the preceding train at the station from the boarding rate and adding the boarding / alighting time to the arrival time of the station of the preceding train, it is predicted that the preceding train departs from the station. When the estimated departure time is estimated, the arrival time at the point is calculated from the speed pattern, and the arrival time at the point is before the estimated departure time. Sends an instruction to control the speed of the following train and the estimated departure time to the train control system, the train control system receives the instruction and the estimated departure time, and the following train receives the instruction and the estimated departure time. It is characterized in that the speed of the following train is controlled so that the time of reaching the point is later than the predicted departure time.

The automatic train control method according to one aspect of the present disclosure includes a train control system that controls the operation of a preceding train and a following train traveling behind the preceding train, an estimation device that communicates with the train control system, and a station. It is equipped with a video analysis system that is installed and communicates with the estimation device, and when the following train reaches a predetermined point while the preceding train is stopped at the station, the following train is placed in front of the station. This is an automatic train control method performed by an automatic train control system that stops at, and the train control system estimates the occupancy rate of passengers on the preceding train before the preceding train arrives at the station. , The occupancy rate is transmitted to the estimation device, the train control system calculates a speed pattern indicating a transition of the speed scheduled until the following train arrives at the station, and the speed pattern is calculated by the estimation device. The image analysis system captures an image of the station, estimates the number of people waiting for boarding from the image, which is the number of people waiting to board the preceding train, and estimates the number of people waiting for boarding. The number of passengers is transmitted to the device, the estimation device receives the number of people waiting for boarding, the boarding rate, and the speed pattern, and the estimation device indicates the number of passengers getting on and off the station for each time zone in the past. Therefore, the number of passengers getting on and off in the time zone when the preceding train arrives at the station is specified, and the number of people waiting for boarding is subtracted from the specified number of passengers getting on and off to specify the number of people getting off and getting off. The boarding / alighting time of the preceding train at the station is estimated from the number of people, the number of people waiting for boarding, and the boarding rate, and the estimation device adds the boarding / alighting time to the arrival time of the station of the preceding train. The estimated departure time, which is the time when the preceding train is predicted to depart from the station, is estimated, and the estimation device calculates the point arrival time, which is the time when the following train arrives at the point, from the speed pattern. When the arrival time at the point is before the estimated departure time, an instruction for controlling the speed of the following train and the estimated departure time are transmitted to the train control system, and the train control system receives the instruction. Upon receiving the instruction and the estimated departure time, the train control system controls the speed of the following train so that the time when the following train reaches the point is later than the estimated departure time. And.

According to one or more aspects of the present disclosure, it is possible to prevent the following train from stopping between stations due to the preceding train stopping at the station.

It is a block diagram which shows the overall structure of the automatic train control system roughly. It is a block diagram which shows schematic structure of the 1st vehicle-mounted control device. It is a side view for demonstrating the vehicle of the preceding train. (A) and (B) are block diagrams showing a hardware configuration example. It is a block diagram which shows the structure of the 2nd vehicle-mounted control device schematicly. It is a block diagram which shows schematic structure of the ground control device. It is a block diagram which shows schematic structure of the image analysis apparatus. It is a block diagram which shows the structure of the estimation apparatus schematicly. It is a graph for demonstrating the recalculation of a velocity pattern. It is a flowchart which shows the process which the estimation device determines the necessity of speed control of the following train. FIG. 5 is a flowchart showing a process in which the second on-vehicle control device according to the first embodiment recalculates a speed pattern. FIG. 5 is a flowchart showing a process in which the second on-vehicle control device according to the second embodiment recalculates a speed pattern.

Embodiment 1.
FIG. 1 is a block diagram schematically showing the overall configuration of the automatic train control system 100 according to the actual form 1.
The automatic train control system 100 includes a first on-board control device 110A, a second on-board control device 110B, a ground control device 130, a video analysis system 150, and an estimation device 170.

Here, the first on-board control device 110A is mounted on the preceding train 103A, and the second on-board control device 110B is mounted on the following train 103B.
Then, the automatic train control system 100 stops the following train 103B in front of the station when the following train 103B traveling behind the preceding train 103A reaches a predetermined point while the preceding train 103A is stopped at the station. Let me. Such control is performed by, for example, the ground control device 130.

The ground control device 130, the video analysis system 150, and the estimation device 170 are connected by a network 101.
The ground control device 130 can communicate with the first on-board control device 110A and the second on-board control device 110B via the radio base station 102. The radio base station 102 wirelessly communicates with the first on-board control device 110A and the second on-board control device 110B.

The first on-board control device 110A controls the traveling of the preceding train 103A mounted on the vehicle.
FIG. 2 is a block diagram schematically showing the configuration of the first on-vehicle control device 110A.
The first on-vehicle control device 110A includes a first communication unit 111A, a first in-vehicle communication unit 112A, a first storage unit 113A, and a first control unit 114A.

The first communication unit 111A communicates with the ground control device 130 via the radio base station 102.
The first in-vehicle communication unit 112A communicates with other devices in the preceding train 103A. For example, the first in-vehicle communication unit 112A communicates with the sensor 104d, which will be described later.
The first storage unit 113A stores data and programs required for processing by the first on-board control device 110A. For example, the first storage unit 113A stores the timetable information showing the timetable showing the operation plan of the preceding train 103A.

The first control unit 114A controls the processing in the first on-board control device 110A.
For example, the first control unit 114A transmits the position information indicating the position of the preceding train 103A and the state information indicating the state of the preceding train 103A including the speed of the preceding train 103A via the first communication unit 111A. , Send to the ground control device 130.
The position of the preceding train 103A may be specified by a well-known technique. For example, the on-board element (not shown) mounted on the preceding train 103A communicates with the ground element (not shown) provided in the traveling path of the preceding train 103A, so that the preceding train 103A becomes the ground element. It is possible to detect that the position where the is provided is reached.
Further, the speed of the preceding train 103A may also be specified by a well-known technique. For example, the speed of the preceding train 103A can be calculated from the speed generator or the wheel rotation speed of the preceding train 103A.

In addition, the first control unit 114A estimates the occupancy rate of passengers on the preceding train 103A before the preceding train 103A arrives at the station. The occupancy rate indicates the percentage of people actually occupying the preceding train 103A with the occupancy capacity as 100.
For example, as shown in FIG. 3, in the vehicle 104 of the preceding train 103A, an air spring 104c exists between the passenger compartment 104a and the bogie 104b. The air spring 104c changes the air pressure according to the weight, and creates an environment with few steps by matching the height of the guest room 104a with the platform of the station. At the position of the air spring 104c, there is a sensor 104d that measures the air pressure. The sensor 104d transmits the air pressure information indicating the measured air pressure to the first on-board control device 110A.

Then, the first control unit 114A receives the air pressure information from the sensor 104d via the first in-vehicle communication unit 112A. The first control unit 114A estimates the weight of the cabin 104a from the air pressure indicated by the air pressure information, and estimates the occupancy rate in the vehicle 104 by comparing it with the average weight. The first control unit 114A sends the occupancy rate information indicating the estimated occupancy rate to the ground control device 130 via the first communication unit 111A.

A part or all of the first control unit 114A described above includes, for example, a memory 10 and a CPU that executes a program stored in the memory 10, as shown in FIG. 4 (A). It can be configured by a processor 11 such as Central Processing Unit). Such a program may be provided through a network, or may be recorded and provided on a recording medium. That is, such a program may be provided as, for example, a program product.

Further, a part or all of the first control unit 114A may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, or an ASIC, as shown in FIG. 4 (B). It can also be configured by a processing circuit 12 such as an Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).
As described above, the first control unit 114A can be realized by the processing network.

The first communication unit 111A can be realized by a wireless communication interface for wireless communication.
Further, the first in-vehicle communication unit 112A can be realized by an in-vehicle communication interface that communicates using a communication line provided in the vehicle.
Further, the first storage unit 113A can be realized by a storage device such as an HDD (Hard Disk Drive).

Returning to FIG. 1, the second on-board control device 110B controls the traveling of the following train 103B mounted on the vehicle.
FIG. 5 is a block diagram schematically showing the configuration of the second on-vehicle control device 110B.
The second on-vehicle control device 110B includes a second communication unit 111B, a second in-vehicle communication unit 112B, a second storage unit 113B, and a second control unit 114B.

The second communication unit 111B communicates with the ground control device 130 via the radio base station 102.
The second in-vehicle communication unit 112B communicates with other devices in the following train 103B.
The second storage unit 113B stores data and programs required for processing by the second on-board control device 110B. For example, the second storage unit 113B stores the timetable information showing the timetable showing the operation plan of the following train 103B.

The second control unit 114B controls the processing in the second on-board control device 110B.
For example, the second control unit 114B transmits the position information indicating the position of the following train 103B and the state information indicating the state of the following train 103B including the speed of the following train 103B via the second communication unit 111B. , Send to the ground control device 130.
The position and speed of the following train 103B may be detected in the same manner as that of the preceding train 103A.

Further, the second control unit 114B specifies the speed of the following train 103B and the permissible speed for each section in the traveling path to the next station.
Further, the second control unit 114B receives the preceding train position information indicating the position of the preceding train 103A and the speed indicating the speed of the preceding train 103A from the ground control device 130 via the second communication unit 111B. The preceding train speed information which is information, the recalculation instruction which is an instruction to recalculate the speed pattern, and the departure predicted time information indicating the departure predicted time of the preceding train 103A are acquired.

The second control unit 114B calculates a speed pattern indicating a change in the speed scheduled before the following train 103B arrives at the station.
For example, the second control unit 114B uses the speed of the following train 103B, the permissible speed for each section, the position of the preceding train, the speed of the preceding train, and the arrival time of the next station to accelerate the acceleration performance of the following train 103B and the following. From the deceleration performance of the train brake, the speed pattern of the following train 103B to the next station is specified.

Specifically, the second control unit 114B sets the preceding train 103A in advance with respect to the preceding train 103A when the preceding train 103A stops, based on the acceleration performance of the following train 103B and the deceleration performance of the brake of the following train 103B. The speed at which the following train 103B can brake and stop is calculated at each point up to the next station while securing a predetermined interval. The second control unit 114B continuously represents the speed calculated at each point to generate a speed pattern. Then, the second control unit 114B sends the speed pattern information indicating the generated speed pattern to the ground control device 130 via the second communication unit 111B.

When the second control unit 114B receives the recalculation instruction and the estimated departure time information from the estimation device 170 via the second communication unit 111B, it is the time when the following train 103B reaches a predetermined point. The speed of the following train 103B is controlled so that the arrival time at the point is later than the estimated departure time indicated by the estimated departure time information.
For example, the second control unit 114B recalculates a plurality of speed patterns indicating the transition of the speed scheduled until the following train 103B arrives at the station so that the point arrival time is later than the departure predicted time. .. Then, the second control unit 114B controls the speed of the following train 103B by adopting the speed pattern that arrives at the station in the shortest time among the plurality of speed patterns.

A part or all of the second control unit 114B described above includes, for example, a memory 10 and a CPU for executing a program stored in the memory 10, as shown in FIG. 4 (A). It can be configured by the processor 11 of the above. Such a program may be provided through a network, or may be recorded and provided on a recording medium. That is, such a program may be provided as, for example, a program product.
Further, a part or all of the second control unit 114B may be configured by the processing circuit 12, for example, as shown in FIG. 4 (B).
As described above, the first control unit 114A can be realized by the processing network.

The second communication unit 111B can be realized by a wireless communication interface for wireless communication.
Further, the second in-vehicle communication unit 112B can be realized by an in-vehicle communication interface that communicates using a communication line provided in the vehicle.
Further, the second storage unit 113B can be realized by a storage device such as an HDD.

FIG. 6 is a block diagram schematically showing the configuration of the ground control device 130.
The ground control device 130 includes a first ground device communication unit 131, a second ground device communication unit 132, a storage unit 133, and a control unit 134.

The first ground device communication unit 131 communicates with the first on-board control device 110A and the second on-board control device 110B via the radio base station 102.
The second ground device communication unit 132 communicates with the estimation device 170 via the network 101.

The storage unit 133 stores data and programs required for processing by the ground control device 130.

The control unit 134 controls the processing in the ground control device 130.
For example, the control unit 134 acquires position information, state information, and speed pattern information from the first on-board control device 110A and the second on-board control device 110B via the first ground device communication unit 131. Then, the position information, the state information, and the speed pattern information are sent to the estimation device 170 via the second ground device communication unit 132.
Further, the control unit 134 acquires the preceding train position information, the preceding train speed information, the recalculation instruction and the departure predicted time information via the second ground device communication unit 132, and the first ground device communication unit 131. The preceding train position information, the preceding train speed information, the recalculation instruction, and the estimated departure time information are sent to the following train 103B via the above.

A part or all of the control unit 134 described above is composed of, for example, a memory 10 and a processor 11 that executes a program stored in the memory 10, as shown in FIG. 4A. can do. Such a program may be provided through a network, or may be recorded and provided on a recording medium. That is, such a program may be provided as, for example, a program product.
Further, a part or all of the control unit 134 may be configured by the processing circuit 12 as shown in FIG. 4B, for example.
As described above, the control unit 134 can be realized by the processing network.
Each of the first ground device communication unit 131 and the second ground device communication unit 132 can be realized by a communication interface.
Further, the storage unit 133 can be realized by a storage device.

Returning to FIG. 1, the video analysis system 150 includes network cameras 151A, 151B, 151C and a video analysis device 160.
Since each of the network cameras 151A, 151B, and 151C is configured in the same manner, if it is not necessary to distinguish each of the network cameras 151A, 151B, and 151C, each of the network cameras 151A, 151B, and 151C can be used as a network camera. It's called 151.
The network camera 151 and the video analysis device 160 are connected to a network 152 such as a LAN (Local Area Network).

The network camera 151 is an imaging device installed at a station and capturing an image of the station.
For example, the network camera 151 is arranged on the platform of a station and images a person boarding the preceding train 103A from the station.
Although three network cameras 151A, 151B, and 151C are shown in FIG. 1, the number of network cameras 151 is not limited to three, and may be one or more. However, in order to accurately grasp the number of people boarding the preceding train 103A from the station, it is desirable that a plurality of network cameras 151 are arranged on the platform.

The video analysis device 160 estimates the number of people waiting to board the train 103A from the video captured by the network camera 151, and estimates the number of people waiting to board the train, which indicates the number of people waiting to board the train. Send to 170.
FIG. 7 is a block diagram schematically showing the configuration of the image analysis device 160.
The video analysis device 160 includes a first video device communication unit 161, a second video device communication unit 162, a storage unit 163, and a control unit 164.
The first video device communication unit 161 communicates with the estimation device 170 via the network 101.
The second video device communication unit 162 communicates with the network camera 151 via the network 152.

The storage unit 163 stores data and programs required for processing in the video analyzer 160.
The control unit 164 acquires image information indicating the captured image from the network camera 151 via the second video device communication unit 162. Then, the control unit 164 estimates the number of people waiting for boarding, which is the number of people waiting for boarding on the platform, by analyzing the image indicated by the image information. For example, the control unit 164 may detect people in the image by pattern matching, machine learning, or the like, and estimate the number of detected people as the number of people waiting for boarding.
The control unit 164 sends information on the number of people waiting for boarding, which indicates the estimated number of people waiting for boarding, to the estimation device 170 via the first video device communication unit 161.

A part or all of the control unit 164 described above is composed of, for example, a memory 10 and a processor 11 that executes a program stored in the memory 10, as shown in FIG. 4A. can do. Such a program may be provided through a network, or may be recorded and provided on a recording medium. That is, such a program may be provided as, for example, a program product.
Further, a part or all of the control unit 164 may be configured by the processing circuit 12 as shown in FIG. 4B, for example.
As described above, the control unit 164 can be realized by the processing network.
Each of the first video device communication unit 161 and the second video device communication unit 162 can be realized by a communication interface.
Further, the storage unit 163 can be realized by a storage device.

FIG. 8 is a block diagram schematically showing the configuration of the estimation device 170.
The estimation device 170 includes a communication unit 171, a storage unit 172, and a control unit 180.
The communication unit 171 communicates with the ground control device 130 and the video analysis device 160 via the network 101. The communication unit 171 is also referred to as a third communication unit.

The storage unit 172 stores data and programs required for processing by the estimation device 170.
For example, the storage unit 172 stores boarding / alighting statistical data 173, people flow model data 174, boarding rate information 175, number of people waiting for boarding information 176, and state information 177.

The boarding / alighting statistical data 173 is information on the number of boarding / alighting passengers indicating the number of passengers getting on / off the station for each time zone in the past.
The human flow model data 174 is data that models the movement of people in order to estimate the time required for getting on and off from the number of passengers getting on and off at the station and the occupancy rate of the train 103.

The occupancy rate information 175 is information indicating the occupancy rate of the preceding train 103A.
The number of people waiting for boarding information 176 is information indicating the number of people waiting for boarding at the station.
The state information 177 is information indicating the states of the preceding train 103A and the following train 103B.

The control unit 180 controls the processing in the estimation device 170.
For example, the control unit 180 includes an boarding / alighting time estimation unit 181, a departure prediction time estimation unit 182, and a speed control determination unit 183.

The boarding / alighting time estimation unit 181 estimates the boarding / alighting time of the preceding train 103A.
For example, the boarding / alighting time estimation unit 181 specifies the number of passengers in the time zone when the preceding train 103A arrives at the station from the boarding / alighting statistical data 173. The boarding / alighting time estimation unit 181 specifies the number of people waiting for boarding of the preceding train 103A by subtracting the number of people waiting for boarding indicated in the number of people waiting for boarding information 176 from the number of people waiting for boarding. Identify.
Further, the boarding / alighting time estimation unit 181 specifies the boarding rate of the preceding train 103A by referring to the boarding rate information 175.

Then, the boarding / alighting time estimation unit 181 estimates the boarding / alighting time from the specified number of people getting off, the specified number of passengers, and the specified boarding rate.
For example, the boarding / alighting time estimation unit 181 estimates the boarding / alighting time in the combination of the specified number of people getting off, the specified number of passengers, and the specified boarding rate by referring to the person flow model data 174. The person flow model data 174 may be data indicating an estimated value of boarding / alighting time in combination with the number of people getting off, the number of people getting on board, and the boarding rate.

The departure predicted time estimation unit 182 estimates the departure predicted time, which is the time when the preceding train 103A is predicted to depart from the station.
For example, the departure predicted time estimation unit 182 estimates the departure predicted time of the preceding train 103A by adding the estimated boarding / alighting time to the time when the preceding train 103A arrives at the station.

By referring to the speed pattern indicated by the speed pattern information from the following train, the speed control determination unit 183 reaches the point which is the time when the following train arrives at the signal receiving point which is the point where the signal information is received in front of the station. Calculate the time. The speed control determination unit 183 compares the time of arrival at the point of the following train with the estimated time of departure of the preceding train, and if the time of arrival at the point is before the estimated time of departure, recalculates the speed pattern of the following train. Judge that it is necessary.

When it is necessary to recalculate the speed pattern of the following train, the speed control determination unit 183 provides the recalculation instruction which is an instruction to recalculate the speed pattern and the departure prediction time information indicating the departure prediction time of the preceding train. It is sent to the ground control device 130 via the communication unit 171.

A part or all of the control unit 180 described above is composed of, for example, a memory 10 and a processor 11 that executes a program stored in the memory 10, as shown in FIG. 4A. can do. Such a program may be provided through a network, or may be recorded and provided on a recording medium. That is, such a program may be provided as, for example, a program product.
Further, a part or all of the control unit 180 may be configured by the processing circuit 12 as shown in FIG. 4B, for example.
As described above, the control unit 180 can be realized by the processing network.
The communication unit 171 can be realized by a communication interface.
Further, the storage unit 172 can be realized by a storage device.

FIG. 9 is a graph for explaining the recalculation of the speed pattern.
The vertical axis of the graph shown in FIG. 9 is the velocity, and the horizontal axis of the graph represents the distance. In FIG. 9, the speed pattern 31 of the following train 103B from the departure station 21 to the arrival station 22 is shown.

The section from the departure station 21 to the arrival station 22 is divided into a first section 41, a second section 42, and a third section 43, and subsequent trains in each of these sections 41 to 43. It is assumed that the permissible speeds 51, 52, and 53, which are the maximum speeds of 103B, are set in advance. Therefore, the following train 103B travels at a speed of an allowable speed of 51 or less in the first section 41, travels at a speed of an allowable speed of 52 or less in the second section 42, and is permitted in the third section 43. You must travel at a speed of 53 or less.

When the following train 103B is present at the arrival station 22 and the preceding train 103A is present, for example, at the signal receiving point P1 provided between the second section 42 and the third section 43, the following train When the 103B receives the signal information, the following train 103B cannot enter the arrival station 22. Therefore, the second on-board control device 110B generates the speed pattern 32 by recalculating the speed pattern. Then, the second on-board control device 110B travels the following train 103B according to the speed pattern 32 calculated again after the point Q1 of the speed pattern 31, so that the speed is 0 km at the stop point P2 in front of the arrival station 22. The following train 103B is decelerated so as to be / h. As a result, the following train 103B stops at the stop point P2.

Therefore, the speed control determination unit 183 of the estimation device 170 sets the time when the preceding train 103A is predicted to depart from the arrival station 22 while the following train 103B is in the first section 41. If the arrival time at the point, which is the time when the following train 103B reaches the signal reception point P1 in the speed pattern 31, is before the estimated departure time, the recalculation instruction and the estimated departure time information are sent to the ground control device. It is given to the second on-board control device 110B via 130.

The second control unit 114B of the second on-board control device 110B responds to the recalculation instruction from the estimation device 170 so that the following train 103B arrives at the signal reception point P1 after the estimated departure time. Calculate the speed pattern again. The speed pattern calculated here is referred to as the correction speed pattern 33. Then, the second on-board control device 110B arrives at the arrival station 22 without stopping before the arrival station 22 by traveling the following train 103B according to the modified speed pattern 33 after the point Q2 of the speed pattern 31. can do.

FIG. 10 is a flowchart showing a process in which the estimation device 170 determines the necessity of speed control of the following train.

First, the boarding / alighting time estimation unit 181 identifies the boarding rate of the preceding train 103A from the boarding rate information 175 stored in the storage unit 172, and the following train 103B is stored from the boarding waiting number information 176 stored in the storage unit 172. The number of people waiting for boarding on the platform of the arrival station, which is the next station to stop, is specified (S10).

Next, the boarding / alighting time estimation unit 181 estimates the boarding / alighting time of the preceding train 103A (S11). For example, the boarding / alighting time estimation unit 181 specifies the number of passengers in the time zone for estimating the boarding / alighting time of the preceding train 103A from the boarding / alighting statistical data 173, and from the specified number of boarding / alighting passengers, the boarding / waiting waiting specified in step S10. By subtracting the number of people, the number of people getting off the preceding train 103A is specified, and the number of people waiting for boarding is specified as the number of passengers. Then, the boarding / alighting time estimation unit 181 estimates the boarding / alighting time in the combination of the specified number of people getting off, the specified number of passengers, and the specified boarding rate by referring to the person flow model data 174.

Next, the departure predicted time estimation unit 182 estimates the departure predicted time of the preceding train 103A (S12). For example, the departure predicted time estimation unit 182 estimates the departure predicted time of the preceding train 103A by adding the estimated boarding / alighting time to the time when the preceding train 103A arrives at the station.

Next, the speed control determination unit 183 refers to the speed pattern indicated by the speed pattern information from the following train 103B, so that the following train 103B reaches the signal receiving point, which is the point where the signal information is received in front of the station. The point arrival time, which is the time, is calculated (S13).

Next, the speed control determination unit 183 determines whether or not the arrival time at the point of the following train 103B is later than the estimated departure time of the preceding train 103A (S14). If the arrival time of the following train 103B is later than the estimated departure time of the preceding train 103A (Yes in S14), the following train 103B does not stop between the stations, so that the process ends. On the other hand, if the time of arrival at the point of the following train 103B is before the predicted departure time of the preceding train 103A (No in S14), the process proceeds to step S15.

In step S15, the speed control determination unit 183 determines that the speed control of the following train 103B is necessary because the following train 103B will stop between the stations as it is. Therefore, the speed control determination unit 183 sends the recalculation instruction, which is an instruction to recalculate the speed pattern, and the departure prediction time information indicating the departure prediction time of the preceding train 103A to the ground control device 130 via the communication unit 171. send.

FIG. 11 is a flowchart showing a process in which the second on-board control device 110B recalculates the speed pattern.
The second communication unit 111B of the second on-board control device 110B receives the recalculation instruction from the estimation device 170 and the estimated departure time of the preceding train 103A via the ground control device 130 and the radio base station 102 ( S20). The received recalculation instruction and the estimated departure time of the preceding train 103A are given to the second control unit 114B.

The second control unit 114B sets a predetermined allowable speed for each predetermined section with respect to the traveling path to the arrival station (S21).
Next, the second control unit 114B sets the point arrival time, which is the time when the following train 103B reaches the signal receiving point, to be later than the departure predicted time of the preceding train 103A (S22). For example, the second control unit 114B sets the point arrival time so as to be later than the predicted departure time of the preceding train 103A by a predetermined time.

Then, the second control unit 114B sets the speed of the predetermined section to be equal to or less than the permissible speed set in the section, and the time when the following train 103B reaches the signal receiving point is the point arrival time. In addition, a plurality of speed patterns are calculated again. Specifically, first, the second control unit 114B sets the time when the following train 103B reaches the signal receiving point based on the acceleration performance of the following train 103B and the deceleration performance of the brake of the following train 103B. The speed of the following train 103B is specified so as to be. Next, after the signal reception point, the second control unit 114B sets the preceding train 103A to the preceding train 103A when the preceding train 103A stops, based on the acceleration performance of the following train 103B and the deceleration performance of the brake of the following train 103B. On the other hand, the speed at which the following train 103B can brake and stop is calculated at each point up to the next station by securing a predetermined distance interval. The second control unit 114B continuously represents the speed calculated as described above to generate a speed pattern.
Here, the plurality of speed patterns may be calculated by changing at least one of the brake timing, the brake strength, the number of brakes, the timing of acceleration, the magnitude of acceleration, and the number of accelerations. ..

Then, the second control unit 114B adopts one speed pattern that arrives at the arrival station in the shortest time from the plurality of speed patterns (S24).

As described above, according to the first embodiment, the following train 103B can prevent the preceding train 103A from having to stop between stations because the preceding train 103A is stopped at the arrival station.

In the first embodiment, the ground control device 130 wirelessly communicates with the on-board control device 110, but the first embodiment is not limited to such an example. For example, the ground control device 130 may use a track circuit to communicate with the first on-board control device 110A or the second on-board control device 110B.
The first embodiment is a system that can be applied as energy saving of automatic driving of an automobile or prevention of traffic congestion in that it predicts congestion and changes a speed pattern as necessary to promote coasting.

Embodiment 2.
As shown in FIG. 1, the automatic train control system 200 according to the actual form 2 includes a first on-board control device 110A, a second on-board control device 210B, a ground control device 130, and an image. It includes an analysis system 150 and an estimation device 170.
The first on-board control device 110A, the ground control device 130, the video analysis system 150, and the estimation device 170 of the automatic train control system 200 according to the second embodiment are the first of the automatic train control system 100 according to the first embodiment. This is the same as the on-board control device 110A, the ground control device 130, the video analysis system 150, and the estimation device 170.

As shown in FIG. 5, the second on-board control device 210B includes a second communication unit 111B, a second in-vehicle communication unit 112B, a second storage unit 113B, and a second control unit. It is equipped with 214B.
The second communication unit 111B, the second in-vehicle communication unit 112B, and the second storage unit 113B of the second on-vehicle control device 210B in the second embodiment are the second on-vehicle control device 110B in the first embodiment. This is the same as the second communication unit 111B, the second in-vehicle communication unit 112B, and the second storage unit 113B.

The second control unit 214B in the second embodiment performs almost the same processing as the second control unit 114B in the first embodiment, but adopts one speed pattern from the plurality of speed patterns calculated again. Is different.
The second control unit 114B in the first embodiment adopts one speed pattern that arrives at the arrival station in the shortest time from a plurality of speed patterns.
On the other hand, the second control unit 214B in the second embodiment adopts the operation pattern with the least energy consumption within a range that does not lag behind the operation plan of the following train 103B from the plurality of speed patterns.

The second control unit 214B determines the time series of acceleration in the speed pattern of the following train 103B from the power consumption of the motor of the following train 103B, the vehicle weight of the following train 103B, the track shape, and the estimated arrival time at the arrival station. It may be specified and the amount of power consumed in the specified acceleration time series may be calculated.

FIG. 12 is a flowchart showing a process in which the second on-board control device 210B recalculates the speed pattern.
Among the processes included in the flowchart shown in FIG. 12, the same processes as those included in the flowchart shown in FIG. 11 are designated by the same reference numerals as those in FIG. 11 and are detailed. The explanation is omitted.
The processing of steps S20 to S23 of the flowchart shown in FIG. 12 is the same as the processing of steps S20 to S23 of the flowchart shown in FIG.
However, after the process of step S23 of FIG. 12, the process proceeds to step S34.

In step S34, the second control unit 214B adopts the most energy-saving speed pattern from the plurality of speed patterns within a range that does not lag behind the operation plan of the following train 103B. Since the operation plan of the following train 103B defines the time when the following train 103B should arrive at the station, the second control unit 214B may adopt the speed pattern within a range not delayed from that time.

As described above, according to the second embodiment, a more energy-saving speed pattern can be adopted when there is a margin in time according to the situation of the operation plan of the following train 103B.

The processing performed by the first control unit 114A of the first on-board control device 110A and the second control units 114B and 214B of the second on-board control devices 110B and 210B described above are performed. The control unit 134 of the ground control device 130 may perform the processing by sending necessary information to the ground control device 130. In other words, the processing performed by the first control unit 114A of the first on-board control device 110A and the processing performed by the second control units 114B and 214B of the second on-board control devices 110B and 210B. This may be performed by any control unit of the train control system including the first on-board control device 110A, the second on-board control device 110B, 210B, and the ground control device 130. In this case, the control system controls the operation of the preceding train 103A and the following train 103B.

100,200 Automatic train control system, 101 network, 102 radio base station, 103A preceding train, 103B following train, 110A first on-board control device, 111A first communication unit, 112A first in-vehicle communication unit, 113A first 1 storage unit, 114A first control unit, 110B, 210B second on-board control device, 111B second communication unit, 112B second in-vehicle communication unit, 113B second storage unit, 114B, 214B second Control unit, 130 ground control device, 131 first ground device communication unit, 132 second ground device communication unit, 133 storage unit, 134 control unit, 150 video analysis system, 151 network camera, 160 video analysis device, 161 1st video device communication unit, 162 2nd video device communication unit, 163 storage unit, 164 control unit, 170 estimation device, 171 communication unit, 172 storage unit, 180 control unit.

Claims (4)

A train control system that controls the operation of the preceding train and the following train that runs behind the preceding train, an estimation device that communicates with the train control system, and a video analysis that is installed at the station and communicates with the estimation device. An automatic train control system comprising a system, wherein when the following train reaches a predetermined point while the preceding train is stopped at the station, the following train is stopped in front of the station.
The train control system
Before the preceding train arrives at the station, the occupancy rate of the passengers on the preceding train is estimated, and the occupancy rate is transmitted to the estimation device.
A speed pattern indicating a change in the speed scheduled until the following train arrives at the station is calculated, and the speed pattern is transmitted to the estimation device.
The video analysis system
An image pickup device that captures the image of the station and
A video analysis device that estimates the number of people waiting to board the preceding train from the video and transmits the number of people waiting to board the train to the estimation device.
The estimation device
Upon receiving the number of people waiting for boarding, the boarding rate, and the speed pattern,
The number of passengers in the time zone when the preceding train arrives at the station is specified from the number of passengers information indicating the number of passengers getting on and off the station for each time zone in the past, and the boarding is performed from the specified number of passengers. By subtracting the number of people waiting, the number of people getting off is specified, and the time of getting on and off the preceding train at the station is estimated from the specified number of people getting off, the number of people waiting for boarding, and the boarding rate.
By adding the boarding / alighting time to the arrival time of the station of the preceding train, the estimated departure time, which is the time when the preceding train is predicted to depart from the station, is estimated.
An instruction to calculate the point arrival time, which is the time when the following train arrives at the point, from the speed pattern, and control the speed of the following train when the point arrival time is before the estimated departure time. And the estimated departure time to the train control system.
The train control system receives the instruction and the estimated departure time, and controls the speed of the following train so that the time when the following train reaches the point is later than the estimated departure time. The featured automatic train control system. When the train control system receives the instruction and the estimated departure time, the following train arrives at the station so that the time when the following train arrives at the point is later than the estimated departure time. A plurality of speed patterns indicating the planned speed transitions are recalculated, and among the plurality of speed patterns, the speed pattern that arrives at the station in the shortest time is adopted to control the speed of the following train. The automatic train control system according to claim 1, wherein the train is to be used. When the train control system receives the instruction and the estimated departure time, the following train arrives at the station so that the time when the following train arrives at the point is later than the estimated departure time. A plurality of speed patterns indicating the planned speed transitions are recalculated, and among the plurality of speed patterns, the time when the following train arrives at the station is not delayed in the operation plan of the following train. The automatic train control system according to claim 1, wherein the speed pattern of the following train is controlled by adopting the speed pattern having the lowest energy consumption in the range. A train control system that controls the operation of the preceding train and the following train that runs behind the preceding train, an estimation device that communicates with the train control system, and a video analysis system that is installed at the station and communicates with the estimation device. An automatic train control method performed by an automatic train control system that stops the following train in front of the station when the following train reaches a predetermined point while the preceding train is stopped at the station. And
The train control system estimates the occupancy rate of passengers on the preceding train before the preceding train arrives at the station, and transmits the occupancy rate to the estimation device.
The train control system calculates a speed pattern indicating a change in the speed scheduled until the following train arrives at the station, and transmits the speed pattern to the estimation device.
The video analysis system captures an image of the station, estimates the number of people waiting for boarding, which is the number of people waiting to board the preceding train, and transmits the number of people waiting for boarding to the estimation device. ,
The estimation device receives the number of people waiting for boarding, the boarding rate, and the speed pattern.
The estimation device identifies the number of passengers in the time zone when the preceding train arrives at the station from the number of passengers information indicating the number of passengers getting on and off the station for each time zone in the past, and the specified boarding / alighting device. By subtracting the number of people waiting for boarding from the number of passengers, the number of people getting off is specified, and the boarding / alighting time of the preceding train at the station is estimated from the specified number of people getting off, the number of people waiting for boarding, and the boarding rate.
The estimation device adds the boarding / alighting time to the arrival time of the station of the preceding train to estimate the estimated departure time, which is the time when the preceding train is predicted to depart from the station.
The estimation device calculates a point arrival time, which is the time when the following train arrives at the point, from the speed pattern, and when the point arrival time is before the estimated departure time, the following train The instruction to control the speed and the estimated departure time are transmitted to the train control system.
The train control system receives the instruction and the estimated departure time, and receives the instruction.
An automatic train control method, characterized in that the train control system controls the speed of the following train so that the time when the following train arrives at the point is later than the estimated departure time.

Images