JP2008206369A - Incorrect passage prevention support device, incorrect passage prevention backup method, and computer program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stop a train safely even if large-scale equipment is not introduced at a terrestrial side. <P>SOLUTION: A running speed and a running position of the train 1 are obtained using a pulse signal output from a speed generator 7, and information (route information 600, distance information 700 between stations) held beforehand at a train 1 side. It is determined whether the train 1 can be stopped or not according to a running curve 302, based on a result obtained by comparing a running state of the train 1 thus obtained with the running curve 302. As a result of such determination, if the train 1 can not be stopped according to the running curve 302, a brake mechanism 8 is controlled to apply an emergency brake. Consequently, the train 1 can be stopped safely in case of emergency, even if the large-scale device is not introduced at the terrestrial side. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an erroneous passage prevention support apparatus, an erroneous passage prevention support method, and a computer program, and is particularly suitable for use in assisting a driver in driving a train.

  In the field of railways, conventionally, an ATS (Auto Train Stop) device is known that automatically stops a train when the train is traveling beyond a specified speed. As this ATS apparatus, Patent Document 1 discloses the following technique. First, a ground element is installed at predetermined intervals in the traveling direction of the train, and a signal transmitted from the ground element is received by a vehicle element provided on the train side. And the reception interval of the signal from the ground unit installed in the mutually adjacent position is measured on the train side, and when the measured reception interval is equal to or less than a predetermined time, a brake command is output to the train To do.

JP-A-6-327105

However, the ATS apparatus as described above has a problem that a large facility must be introduced on the ground side.
Further, in the ATS device as described above, the train is forcibly stopped based on a command from the ground side regardless of the driver's intention. Therefore, there is a problem that it is difficult to support the driving of the train by the driver while utilizing the skill of the driver.

The present invention has been made in view of such problems, and a first object is to enable a train to be stopped safely without introducing a large-scale facility on the ground side. To do.
A second object is to enable the driver to support the driving of the train while utilizing the skill of the driver.

  The erroneous passage prevention support device of the present invention is an erroneous passage prevention support device mounted on a train, and acquires the current traveling speed of the train based on an output value of a speed detection device mounted on the train. Train speed acquisition means, operation curve acquisition means for acquiring in advance the operation curve showing the relationship between the train travel speed and the train travel distance, and the train speed acquisition means are acquired before the train operation. Based on the current travel speed, the travel curve deriving means for deriving the current travel position of the train and the current travel speed obtained by the train speed obtaining means are used to acquire the train. The stop determination means for determining whether or not the train can be stopped by the driving operation of the driver of the train according to the operation curve, and the stop determination means to stop the train. If it is determined not to be possible to, and having a forced stop means for forcibly stopping the train.

  The erroneous passage prevention support method of the present invention includes a train speed acquisition step of acquiring the current traveling speed of the train based on an output value of a speed detection device mounted on the train, the traveling speed of the train, Based on the operation curve acquisition step of acquiring the operation curve indicating the relationship with the travel distance of the train in advance before the operation of the train and the current travel speed acquired by the train speed acquisition step, the current of the train Using the current travel speed obtained by the travel position deriving step for deriving the travel position and the train speed obtaining step, the train is operated by the driver of the train according to the operation curve obtained by the operation curve obtaining step. The stop determination step for determining whether or not the vehicle can be stopped by the driving operation of the vehicle and the stop determination step for stopping the train If it is determined not to be possible, a forced stop step of forcibly stopping the train, characterized in that mounted on the information processing apparatus performs the train.

  The computer program of the present invention includes a train speed acquisition step for acquiring the current traveling speed of the train based on an output value of a speed detection device mounted on the train, the traveling speed of the train, and the traveling of the train. Based on the driving curve acquisition step for acquiring the driving curve indicating the relationship with the distance in advance before the operation of the train and the current driving speed acquired by the train speed acquiring step, the current driving position of the train is determined. Using the current travel speed obtained by the derived travel position deriving step and the train speed obtaining step, the train is operated by the driver of the train according to the operation curve obtained by the operation curve obtaining step. The stop determination step for determining whether or not the vehicle can be stopped by the stop and the stop determination step stop the train. Doo is when it is determined not to be possible, a forced stop step of forcibly stopping the train, characterized in that to be executed by the onboard computer in the train.

  According to the present invention, whether or not the train can be stopped according to the operation curve is determined on the train side, and when the train cannot be stopped, the train is forcibly stopped. Therefore, the train can be safely stopped without introducing a large-scale facility on the ground side.

  According to another feature of the present invention, one of a plurality of operation curves is selected based on the traveling speed of the train, and it is determined whether or not the train can be stopped according to the selected operation curve. . Therefore, it can be determined whether or not the train can be stopped based on the driving curve according to the driver's habit. Therefore, it becomes possible to support the driving of the train by the driver while utilizing the skill of the driver.

  In addition, according to another feature of the present invention, it is determined whether or not the train can be stopped after notifying the warning information according to the traveling position of the train, so that the train is forcibly stopped. It is possible to make the driver recognize that there is a possibility of being made Therefore, it becomes possible to support the driving of the train by the driver while utilizing the skill of the driver.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram illustrating an example of a schematic configuration of a train on which an erroneous passage prevention support device is mounted.
In FIG. 1, a train 1 includes an erroneous passage prevention support device 2, a door opening / closing control device 3, a mascon 4, a brake handle 5, a changeover switch 6, a speed generator 7, and a brake mechanism 8. Yes.

The door opening / closing control device 3 is, for example, for controlling opening / closing of a door provided in the train 1 based on an operation of a switch provided in a conductor compartment (not shown).
The master controller 4 includes, for example, a handle for a driver to operate when starting and accelerating the train 1, and performs processing according to the operation of the handle.
The brake handle 5 is for a driver to operate, for example, when the train 1 is decelerated and stopped.
The changeover switch 6 is for operation by an operator such as a driver when changing the traveling direction of the train 1.

The speed generator 7 is an example of a speed detection device, and generates a pulse signal according to the rotation of the wheel 9 of the train 1.
The brake mechanism 8 is for decelerating and stopping the train 1. In the present embodiment, the brake mechanism 8 decelerates and stops the train 1 by decelerating the rotation of the wheels 9 using air pressure or frictional force.
The erroneous passage prevention support device 2 notifies the traveling state of the train 1 or forcibly stops the train 1 when the train 1 is traveling exceeding the speed, so that the driver can train 1 It is intended to support driving. As shown in FIG. 1, the erroneous passage prevention support device 2 includes a control device 21, a selection circuit 22, speed detection circuits 23 a and 23 b, a setting / notification device 24, and a card slot 25.

  The control device 21 is for performing overall control of the erroneous passage prevention support device 2. The control device 21 includes, for example, a CPU, a ROM, a RAM, a hard disk, and an interface. For example, the CPU executes a control program stored in the ROM or the hard disk by using the RAM or the like. Overall control of the erroneous passage prevention support device 2 is performed. Further, the CPU can acquire information (data) stored in the IC card 31 inserted into the card slot 25 and can execute a control program using the acquired information. In the present embodiment, the control device 21 controls the entire train 1 as well as the erroneous passage prevention support device 2.

The selection circuit 22 is for selecting the speed detection circuits 23 a and 23 b according to the type of the speed generator 7.
The speed detection circuits 23a and 23b generate, for example, a speed signal indicating the speed of the train 1 based on the number of pulse signals input from the speed generator 7 via the selection circuit 22 per unit time. The signal is output to the control device 21.
As described above, in the present embodiment, a plurality of speed detection circuits 23a and 23b are provided according to the type of the speed generator 7, so that one wrong passage prevention support is provided for different types of speed generators. The apparatus 2 can be applied.

The setting / notification device 24 is operated by a staff member such as a driver when performing settings for the erroneous passage prevention support device 2, or performs various notifications using sounds and displays to a staff member such as a driver. Is to do.
FIG. 2 is a diagram illustrating an example of an external configuration of the setting / notifying device 24. Specifically, FIG. 2A is a view of the setting / notifying device 24 as viewed from the front, and FIG. 2B is a side view of the setting / notifying device 24 (direction A in FIG. 2A). It is the figure seen from.

As shown in FIG. 2A, on the front side of the setting / notifying device 24, a speaker 24a that emits sound, a display unit 24b that includes a 7-segment display and a dot display, and an operation unit that includes a numeric keypad 24c. Further, as shown in FIG. 2 (b), a next station stop indicator lamp 24 d is provided on the side surface of the setting / notifying device 24. The next station stop indicator lamp 24d illuminates a transparent board on which the characters "next station stop" are printed from the inside of the setting / notifier 24 so that the station where the train 1 stops next is approaching. To the driver. In the following description, a station where the train 1 stops next is referred to as a next station as necessary.
As described above, in the present embodiment, for example, an operation unit is realized using the setting / notification device 24.

FIG. 3 is a diagram conceptually illustrating an example of the operation of the erroneous passage prevention support device 2.
In FIG. 3, the train 1 leaves the station and travels toward the next station 301. When the train 1 passes the point of 1 [km] to the next station 301, the erroneous passage prevention support device 2 performs the first output. That is, the erroneous passage prevention support device 2 uses the next station stop indicator lamp 24d shown in FIG. 2B to stop at the station where the train 1 passes next, or to the station (next station 301). Notify the driver that you are approaching. In addition, the timing which alert | reports using the next station stop indicator lamp 24d is not limited when the train 1 passes the point of 1 [km] to the next station 301.

  The erroneous passage prevention support device 2 selects one of the three operation curves (run curves) 302a to 302c according to the traveling speed of the train 1. The driving curve 302 shows the relationship between the speed of the train 1 from the first station to the last station and the travel distance of the train 1. FIG. 3 shows an example in which the operation curve 302b is selected.

FIG. 4 is a diagram illustrating an example of the operation curves 302a to 302c.
The operation curve 302a shown in FIG. 4A is selected when the traveling speed of the train 1 is 40 [km / h] or more and less than 65 [km / h].
The operation curve 302b shown in FIG. 4B is selected when the traveling speed of the train 1 is 65 [km / h] or more and less than 85 [km / h].
The driving curve 302c shown in FIG. 4C is selected when the traveling speed of the train 1 is 85 [km / h] or higher.

As described above, if in accordance with the traveling speed of train 1, to select one of three operating curves 302a~302c, as shown in FIG. 4, the same position x ₀ train 1 is traveling Even so, depending on the traveling speed of the train 1, the braking distance of the train 1 (the distance until the speed of the train 1 becomes 0 (zero)) varies.
Note that the number of driving curves 302 to be selected and the range of the traveling speed of the train 1 that is a criterion for selecting the driving curve 302 are not limited to those described above.

  Returning to FIG. 3, after the first output using the next station stop indicator lamp 24 d is performed as described above, the erroneous passage prevention support device 2 is determined from the traveling speed and the traveling position of the train 1. Is plotted on the graph of the operation curve 302b selected as described above, and the “train 1 travel history 303a” is created. Based on the point 304a determined from the current speed and the current position of the train 1, the train When the vehicle 1 travels at the current speed, the distance from which the traveling history 303a and the driving curve 302b overlap is obtained. Then, the erroneous passage prevention support device 2 obtains a time ΔT determined from the distance ΔX and the current speed of the train 1, and performs the second output when the obtained time ΔT becomes a threshold value (for example, 3 seconds) or less. In other words, the erroneous passage prevention support device 2 makes it impossible to stop the train 1 according to the operation curve 302 by making a buzzer using the speaker 24a shown in FIG. The driver is notified that the emergency brake is applied.

  Thereafter, when the point 304b determined from the current speed or the like of the train 1 coincides with the driving curve 302b (or is located above the driving curve 302b), the erroneous passage prevention support device 2 It is determined that the train 1 cannot be stopped at the specified stop position. That is, it is determined that the normal braking operation by the driver cannot stop the train 1 according to the driving curve 302b. And the erroneous passage prevention support device 2 applies an emergency brake and forcibly stops the train 1. Thereby, it is possible to prevent the train 1 from passing through the next station 301 by mistake. When the emergency brake is applied in this way, the content of the operation curve 302 and the strength of the emergency brake are such that the train 1 stops before the farthest end 305a of the platform 305 of the next station 301. It has been established.

  In this embodiment, when the traveling speed of the train 1 is less than 40 [km / h], it is not determined whether the train 1 can be stopped according to the operation curve 302. This is because if the traveling speed of the train 1 is less than 40 [km], it is considered that no major problem will occur even if the erroneous passage prevention support device 2 is not used.

FIG. 5 is a block diagram illustrating an example of a functional configuration of the erroneous passage prevention support device 2.
In FIG. 5, the operation on / off determination unit 501 determines the start and end of processing performed by the erroneous passage prevention support device 2 based on the operation content of the changeover switch 6. The operation on / off determination unit 501 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  When the operation on / off determining unit 501 determines that the process by the erroneous passage prevention support device 2 is to be started, the column number input notification instructing unit 502 instructs the setting / informing device 24 to notify the input of the train number. The notification instruction signal to be transmitted is transmitted to the setting / notification device 24. The setting / notification device 24 that has received this notification instruction signal plays a sound for prompting the input of the train number via the speaker 24a. The column number input notification instruction unit 502 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  The train number acquisition unit 503 acquires the train number input in accordance with the operation of the operation unit 24c of the setting / notification device 24 after the voice for prompting the input of the train number flows. The train number input in accordance with the operation of the operation unit 24c of the setting / notifying device 24 is displayed on a 7-segment display provided in the operation unit 24c of the setting / notifying device 24. The column number acquisition unit 503 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

The stop station determination unit 504 collates the train number acquired by the line number acquisition unit 503 with the route information stored in the route information storage unit 505. FIG. 6 is a diagram illustrating an example of route information stored in the route information storage unit 505.
As shown in FIG. 6, the route information 600 is information including a train number, a line section, the number of trains, and a stop station. In the present embodiment, the train 1 can be identified by the train number and the line section. Thus, the reason why the train 1 is identified by the train number and the line section is that a train having the same train number may be operated in different line sections. The number of trains is the number of train cars identified by the train number and line section. Moreover, a stop station is the information regarding the stop station of the train identified by a train number and a line section. In the present embodiment, it is assumed that information on the stop station includes information on the length of the platform at the stop station.

  As described above, a plurality of route information to which the same train number is assigned may be stored in the route information storage unit 505. Therefore, the stop station determination unit 504 determines whether or not a plurality of route information including the same train number as the train number acquired by the row number acquisition unit 503 is stored in the route information storage unit 505. As a result of this determination, when there is only one route information including the same train number as the train number acquired by the row number acquisition unit 503 in the route information storage unit 505, the stop station included in the route information The stop station of the train 1 is discriminated based on the information on the train.

On the other hand, when there are a plurality of route information including the same train number as the train number acquired by the train number acquisition unit 503 in the route information storage unit 505, the stop station determination unit 504 is the train acquired by the train number acquisition unit 503. Based on the information about the stop station given to the route information including the same line area as the line area acquired by the line area acquiring unit 507 as described later among a plurality of route information including the same train number as the number. The stop station of the train 1 is determined.
The stop station determination unit 504 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The route information storage unit 505 is realized by using a hard disk or the like provided in the control device 21, for example.

  When the stop station determination unit 504 determines that the line information storage unit 505 has a plurality of route information including the same train number as the train number acquired by the column number acquisition unit 503, the line station input notification instruction unit 506 A notification instruction signal for instructing notification for prompting entry of a ward is transmitted to the setting / notifier 24. The setting / notification device 24 that has received this notification instruction signal plays a sound for prompting the input of the line section through the speaker 24a. The line segment input notification instruction unit 506 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  The line segment acquisition unit 507 acquires the line segment input in accordance with the operation of the operation unit 24c of the setting / notification device 24 after the voice for prompting the input of the line segment flows. The line segment input in accordance with the operation of the setting / informing device 24 is displayed on a dot display provided in the operation unit 24c of the setting / informing device 24. The line section acquisition unit 507 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  When the stop station discriminating unit 504 discriminates the stop station of the train 1, the train number notification instructing unit 508 sets a notification instruction signal for instructing notification for prompting the input of the number of trains of the train 1. It transmits to the alarm device 24. The setting / notifying device 24 that has received this notification instruction signal plays a sound for prompting the input of the number of both cars via the speaker 24a. The knitting both number input notification instruction unit 508 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

The knitting car number acquisition unit 509 acquires the knitting car number input in accordance with the operation of the operation unit 24c of the setting / notifier 24 after the sound for prompting the input of the knitting car number flows. Note that the number of knitting trains input in accordance with the operation of the operation unit 24 c of the setting / notifying device 24 is displayed on a dot display provided in the operation unit 24 c of the setting / notifying device 24.
Then, the number-of-knitting-cars acquisition unit 509 determines whether the acquired number of cars-of-knitting matches the number of cars-of-knitting in the route information including the stop station determined by the stop station determination unit 504. As a result of the determination, if the acquired number of trains does not match the number of trains in the route information to which the stop station determined by the stop station determination unit 504 is assigned, the train number acquisition unit 509 receives an input error. A notification instruction signal for instructing the notification is transmitted to the setting / notifier 24. The setting / notification device 24 that has received this notification instruction signal plays a sound for notifying that there is an input error and a sound for prompting re-input of the train number via the speaker 24a. The knitting both number acquisition unit 509 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  When the number of trains acquired by the train number acquisition unit 509 matches the number of trains in the route information including the stop station determined by the stop station determination unit 504, the stop position determination unit 510 Based on both the number, the information on the length of the platform of the stop station determined by the stop station determination unit 504, and the inter-station distance information related to the distance between stations stored in the inter-station distance information storage unit 511, The stop position at each stop station of the train 1 is obtained. The stop position determination unit 510 uses the number of trains of the train 1 to determine the stop position at each stop station of the train 1 because the stop position at the stop station may differ depending on the number of trains of the train 1. Because.

FIG. 7 is a diagram illustrating an example of the inter-station distance information 700 stored in the inter-station distance information storage unit 511. In this embodiment, the distance from the terminal 305b of the platform 305 at the departure station to the terminal 305b of the platform 305 at the arrival station is the inter-station distance. Here, the terminal 305b of the platform 305 refers to the end opposite to the traveling direction of the train 1 among the ends of the platform 305 (see FIG. 3). For example, the distance between stations “A-B” is the distance from the end of the platform at station A to the end of the platform at station B.
The stop position determination unit 510 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The inter-station distance information storage unit 511 is realized by using a hard disk or the like provided in the control device 21, for example.

  The speed acquisition unit 512 is for acquiring the speed of the train 1 based on the signal transmitted from the speed detection circuit 23. In the present embodiment, the speed acquisition unit 512 intermittently receives signals transmitted from the speed detection circuit 23 at intervals of approximately 0.2 [sec], for example, and based on the received signals, the speed of the train 1 To get. The speed acquisition unit 512 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  The idling / sliding determination unit 513 is for determining whether or not the train 1 is traveling in a state where the wheels 9 are idling. Specifically, the idling determination unit 513 indicates that the absolute value of the difference between the speed acquired by the speed acquisition unit 512 last time and the speed acquired by the speed acquisition unit 512 this time (that is, the absolute value of acceleration) is the idling sliding stop speed. When it is equal to or greater than the threshold value stored in the storage unit 514, it is determined that the train 1 is traveling with the wheel 9 idling.

Here, as the threshold value stored in the idling and sliding stop speed storage unit 514, a value that cannot exist in normal traveling is set. As described above, the speed acquisition unit 512 receives the signal transmitted from the speed detection circuit 23 at approximately 0.2 [sec] intervals. For example, during this 0.2 [sec], the train The absolute value of the speed of 1 cannot change by 10 [km / h] or more. Therefore, in this embodiment, for example, 10 [km / h] is stored in the idling sliding stop speed storage unit 514 as a threshold value. However, this threshold value is not limited to this, and can be appropriately determined according to the performance of the train 1 or the like.
The idling / sliding determination unit 513 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. Further, the idling sliding stop speed storage unit 514 is realized by using, for example, a hard disk provided in the control device 21.

  When it is determined by the idling / sliding determination unit 513 that the train 1 is not running and the train 1 is not traveling, the train position calculation unit 515 determines the speed acquired by the speed acquisition unit 512 and the wheel diameter. Based on the diameter (or radius) of the wheel 9 of the train stored in the storage unit 516 and the stop position determined by the stop position determination unit 510, the current position of the train 1 and the next stop position of the train 1 Find the distance to.

  On the other hand, the train position calculation unit 515, when the idling / sliding determination unit 513 determines that the train 1 is running with the wheel 9 idling, the speed (wheel) Assuming that the train 1 is traveling at a speed acquired immediately before it is determined that the train 1 is traveling in the state where the train 9 is idle, the speed acquired by the speed acquisition unit 512 and the wheel diameter Based on the diameter (or radius) of the wheel 9 of the train stored in the storage unit 516 and the stop position determined by the stop position determination unit 510, the current position of the train 1 and the next stop position of the train 1 Find the distance to.

Specifically, the train position calculation unit 515, for example, based on the speed acquired by the speed acquisition unit 512 and the diameter (or radius) of the train wheel 9 stored in the wheel diameter storage unit 516, the previous time. Find the distance from the stop position. And the train position calculation part 515 calculates | requires the distance from the calculated | required present position to the next stop position while calculating | requiring the present position of a train from the calculated | required distance.
The train position calculation unit 515 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The wheel diameter storage unit 516 is realized by using a hard disk or the like provided in the control device 21, for example.

  If the running curve selecting unit 517 determines that the train 1 is not running with the wheels 9 running idle by the idling / sliding judging unit 513, according to the speed obtained this time by the speed obtaining unit 512, One of the three storage curves 302a to 302c stored in the operation curve storage unit 518 is selected.

  On the other hand, when it is determined by the idling / sliding determination unit 513 that the train 1 is running with the wheels 9 idling, the driving curve selection unit 517 trains at the speed acquired by the speed acquisition unit 512 at the previous time. Assuming that 1 is traveling, one of the three storage curves 302a to 302c stored in the operation curve storage unit 518 is selected according to the speed acquired by the speed acquisition unit 512 last time.

Specifically, in the present embodiment, as shown in FIG. 4, when the traveling speed of the train 1 is 40 [km / h] or more and less than 65 [km / h], the operation curve 302a is selected, When the traveling speed of the train 1 is 65 [km / h] or more and less than 85 [km / h], the driving curve 302b is selected, and the traveling speed of the train 1 is 85 [km / h] or more. The operation curve 302c is selected.
The operation curve selection unit 517 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The operation curve storage unit 518 is realized by using, for example, a hard disk provided in the control device 21.

The first output determination unit 519 determines whether the “distance from the current position of the train 1 to the next stop position” obtained by the train position calculation unit 515 is equal to or less than a threshold value. As a result of this determination, when the “distance from the current position of the train 1 to the next stop position” is equal to or less than the threshold value, the first output determination unit 519 determines to perform the first output and instructs the first output. An instruction signal is transmitted to the setting / notification device 24. The setting / notification device 24 that has received this instruction signal notifies the driver that the train 1 is approaching the next station 305 using the next station stop indicator lamp 24d. Note that, as described above, in the present embodiment, when the train 1 passes the point of 1 [km] to the next station 305, the first output is performed, so the threshold used by the first output determination unit 519 is 1 [Km]. However, this threshold value is not limited to 1 [km].
The first output determination unit 519 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

When the idle running determination unit 513 determines that the train 1 is not running with the wheels 9 idling, the tail cut speed determination unit 520 determines that the speed acquired by the speed acquisition unit 512 is It is determined whether or not the threshold value is greater than or equal to the threshold value stored in the speed storage unit 521.
On the other hand, when the idling determination unit 513 determines that the train 1 is running with the wheels 9 idling, the bottom speed determination unit 520 indicates that the speed acquired by the speed acquisition unit 512 last time is It is determined whether or not the threshold value is greater than or equal to the threshold value stored in the speed storage unit 521.

As described above, in the present embodiment, when the traveling speed of the train 1 is less than 40 [km / h], it is not determined whether the train 1 can be stopped according to the operation curve 302. ing. Therefore, the threshold value stored in the tail cut speed storage unit 521 is 40 [km / h]. However, this threshold value is not limited to this, and can be appropriately determined according to the performance of the train 1 or the like.
The bottom cutting speed determination unit 520 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. In addition, the skirt cut-off speed storage unit 521 is realized by using, for example, a hard disk provided in the control device 21.

The second output determination unit 522 determines that the speed acquired by the speed acquisition unit 512 this time or the previous time is greater than or equal to the threshold stored in the base speed storage unit 521 by the bottom speed determination unit 520. Then, it is determined whether or not to perform the second output.
Specifically, the second output determining unit 522, when the idling / sliding determining unit 513 determines that the train 1 is not traveling with the wheels 9 idling, the speed acquired by the speed acquiring unit 512 this time Based on the point 304a determined from the “current position of the train 1” obtained by the train position calculation unit 515, when the train 1 travels at the speed acquired by the speed acquisition unit 512 this time, how much distance is left Thus, it is determined whether or not the traveling history 303a and the driving curve 302 selected by the driving curve selection unit 507 overlap. The erroneous passage prevention support device 2 calculates a time ΔT determined from the distance ΔX and the current speed of the train 1.

  On the other hand, when the idling determination unit 513 determines that the train 1 is running with the wheels 9 idling, the second output determination unit 522 uses the speed acquired by the speed acquisition unit 512 and the train position. Based on the point 304a determined from the “current position of the train 1” obtained by the calculation unit 515, when the train 1 travels at the speed acquired by the speed acquisition unit 512 last time, the remaining distance is It is determined whether the history 303a and the operation curve 302 selected by the operation curve selection unit 507 overlap. The erroneous passage prevention support device 2 calculates a time ΔT determined from the distance ΔX and the current speed of the train 1.

  Then, the second output determination unit 522 determines whether or not the time ΔT obtained as described above is equal to or less than the threshold value stored in the second output information storage unit 523. If the time ΔT is equal to or less than the threshold value stored in the second output information storage unit 523, the second output determination unit 522 determines to perform the second output.

  The second output determination unit 522 also determines whether or not the brake handle 5 has been operated after the first output has been made. When it is determined that the second output is to be performed and it is determined that the brake handle 5 has been operated after the first output is made, the second output determination unit 522 instructs the second output in the first mode. An instruction signal is transmitted to the setting / notification device 24. The setting / notifying device 24 that has received this instruction signal sounds a buzzer sound in the first mode using the speaker 24a.

  On the other hand, if it is determined that the second output is to be performed and it is determined that the brake handle 5 has not been operated after the first output has been made, the second output determination unit 522 outputs the second output in the second mode. An instruction signal for instructing is transmitted to the setting / notifying device 24. The setting / notifying device 24 that has received this instruction signal sounds a buzzer sound in the second mode using the speaker 24a.

Here, it is preferable that the buzzer sound of the second aspect is a louder sound than the buzzer sound of the first aspect, for example. This is because when the brake handle 5 is not operated after the first output is made, it is necessary to urge the driver more strongly. However, if the driver's operation can be evoked more strongly, the buzzer sound of the second aspect does not necessarily have to be louder than the buzzer sound of the first aspect, for example. For example, the length of the buzzer sound may be longer than that of the second mode than that of the first mode.
The second output determination unit 522 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The second output timing information storage unit 523 is realized by using, for example, a hard disk provided in the control device 21.

The emergency brake instruction unit 524 determines that the speed acquired by the speed acquisition unit 512 at this time or the previous time is greater than or equal to a threshold stored in the base speed storage unit 521 by the base speed determination unit 520. Determine whether to apply the emergency brake.
Specifically, the emergency brake instruction unit 524 determines the speed acquired by the speed acquisition unit 512 this time when the idling / sliding determination unit 513 determines that the train 1 is not traveling with the wheels 9 idling. As the current traveling speed of 1, the emergency brake position shown in the following equation (1) is calculated.
Emergency brake position = (current train speed) ² / (7.2 x deceleration) (1)
Here, the deceleration is determined by the braking performance of the train 1, and is stored in advance by the emergency brake instruction unit 524.
Then, the emergency brake instruction unit 524 has the driving curve selected by the driving curve selection unit 507 at a point 304b determined from the calculated emergency brake position and the speed acquired by the speed acquisition unit 512 (current speed of the train 1). 302 is determined (or positioned above the operation curve 302).

On the other hand, when the idle running determination unit 513 determines that the train 1 is running with the wheels 9 running idle, the emergency brake instruction unit 524 uses the speed acquired by the speed acquisition unit 512 last time as the current traveling speed. As described above, the emergency brake position is calculated using the above-described equation (1), and when the emergency brake position is calculated, a point 304b determined from the speed (current speed of the train 1) previously acquired by the speed acquisition unit 512 is a driving curve selection unit 507 It is determined whether or not it matches the operation curve 302 selected in (or located above the operation curve 302).
As a result of the above determination, when the point 304b coincides with the driving curve 302 (or is located on the upper side of the driving curve 302), the emergency brake instructing unit 524 causes the train 1 to move to the specified stop position in the driver's brake operation. The brake mechanism 8 is instructed to apply an emergency brake. As a result, an emergency brake is applied.
The emergency brake instruction unit 524 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21. The emergency brake instruction unit 524 stores the deceleration by using, for example, a ROM.

The current position reset unit 525 determines whether the door provided in the train 1 has been opened based on a signal from the door opening / closing control device 3. As a result of this determination, when the door provided on the train 1 is opened, the current position resetting unit 525 determines that the train 1 has stopped at the next station, and the train position calculation unit 515 calculates “current of train 1 Reset “Position”. Thus, in the present embodiment, the current position of the train 1 is obtained for each station that stops.
The current position reset unit 525 is realized by the CPU executing a control program stored in a ROM or the like provided in the control device 21.

  The brake reset unit 526 determines whether or not a predetermined operation has been performed on the brake handle 5 after an emergency brake instruction is given by the emergency brake instruction unit 524. If a predetermined operation is performed on the brake handle 5 as a result of this determination, the brake mechanism 8 is instructed to reset the operation of the emergency brake.

  The erroneous passage prevention support device 2 may include a storage unit that stores information obtained as described above as an operation history. Further, at least information stored in the route information storage unit 505, the inter-station distance information storage unit 511, the idling sliding stop speed storage unit 514, and the driving curve storage unit 518 is obtained from the IC card 31 inserted into the card slot 25. It is acquired in advance before the operation of the train 1. In the present embodiment, the information stored in the IC card 31 is taken from, for example, an EDP (Electronic Data Processing Computer). As described above, in this embodiment, for example, an operation curve acquisition unit is realized using the operation curve storage unit 518, and an external card storage medium is realized using the IC card 31.

Next, an example of the operation of the erroneous passage prevention support apparatus 2 will be described with reference to the flowchart of FIG.
First, in step S <b> 1, the operation on / off determination unit 501 stands by until a predetermined operation is performed on the changeover switch 6, thereby waiting until the processing performed by the erroneous passage prevention support device 2 can be started. When a predetermined operation is performed on the changeover switch 6 and the processing performed by the erroneous passage prevention support device 2 can be started, the process proceeds to step S2.

In step S <b> 2, the train number input notification instruction unit 502 transmits a notification instruction signal instructing notification for prompting the input of the train number to the setting / notifier 24. Thereby, the setting / notification device 24 plays a sound for prompting the input of the train number via the speaker 24a.
Next, in step S3, the line number acquisition unit 503 waits until a train number is input in accordance with the operation of the operation unit 24c of the setting / notification device 24. And if a train number is inputted, it will progress to Step S4.

  In step S4, the stop station determination unit 504 determines whether or not a plurality of route information including the same train number as the train number determined to be input in step S3 is stored in the route information storage unit 505. . As a result of this determination, when only one route information including the same train number as the train number determined to be input in step S3 is stored in the route information storage unit 505, steps S5 and S6 are omitted. Then, the process proceeds to step S7 described later.

  On the other hand, when a plurality of route information including the same train number as the train number determined to have been input in step S3 is stored in the route information storage unit 505, the process proceeds to step S5. In step S <b> 5, the line segment input notification instruction unit 506 transmits a notification instruction signal instructing notification for prompting input of the line segment to the setting / notifier 24. Thereby, the setting / notification device 24 plays a sound for prompting input of the line section through the speaker 24a.

Next, in step S <b> 6, the line segment acquisition unit 507 waits until a line segment is input according to the operation of the operation unit 24 c of the setting / notification device 24. When the line section is input, the process proceeds to step S7.
If it progresses to step S7, without performing the process of step S5, S6, the stop station determination part 504 will be based on the information regarding the stop station in the route information containing the same train number as the train number determined to be input by step S3. The stop station of the train 1 is determined. On the other hand, if it progresses to step S7 after performing the process of step S5, S6, the stop station determination part 504 is the route information containing the same train number as the train number determined to be input by step S3, Comprising: Step S6 The stop station of the train 1 is determined based on the information about the stop station in the route information including the same line section as the line section determined to have been input in step (1). As described above, in the present embodiment, for example, the stop station information acquisition unit is realized by the process of step S7.

Next, in step S <b> 8, the formation number notification instruction unit 508 transmits a notification instruction signal instructing notification for prompting input of the number of formations of the train 1 to the setting / notification device 24. As a result, the setting / notification device 24 plays a sound for prompting the input of the number of both cars via the speaker 24a.
Next, in step S9, the number of both-knitting acquisition unit 509 waits until the number of both-knitting is input according to the operation of the operation unit 24c of the setting / notifying device 24. When the number of both knitting is input, the process proceeds to step S10. When the process proceeds to step S10, the formation number acquisition unit 509 matches the number of formations determined to have been input in step S9 with the number of formations included in the route information to which the stop station determined in step S7 is assigned. It is determined whether or not to do.

  As a result of the determination, if the number of trains determined to have been input in step S9 does not match the number of trains included in the route information assigned with the stop station determined in step S7, the process proceeds to step S11. . When the processing proceeds to step S <b> 11, the knitting train number acquisition unit 509 transmits a notification instruction signal instructing notification of an input error to the setting / notifier 24. Accordingly, the setting / notification device 24 plays a sound for notifying that there is an input error and a sound for prompting re-input of the train number via the speaker 24a.

On the other hand, if the number of trains determined to have been input in step S9 matches the number of trains included in the route information assigned with the stop station determined in step S7, the process proceeds to step S12. In step S12, the stop position determination unit 510 determines the number of trains included in the route information to which the stop station determined in step S7 is assigned, and information on the platform length of the stop station determined in step S7. And the stop position in each stop station of the train 1 is calculated | required based on the distance information between the stations regarding the distance between the stations memorize | stored in the distance information storage part 511 between stations.
As described above, in the present embodiment, for example, the formation number acquisition means is realized by the processing of steps S8 to S10, and the stop position information acquisition means is realized by the processing of step S12.

Next, in step S13 of FIG. 8-2, the speed acquisition unit 512 determines whether or not the signal transmitted from the speed detection circuit 23 has been acquired, and whether or not the traveling speed of the train 1 has been acquired. judge. As a result of this determination, when the traveling speed of the train 1 is not acquired, the process proceeds to step S27 described later. As described above, in the present embodiment, for example, a train speed acquisition unit is realized by the process of step S13.
On the other hand, when the speed of the train 1 is acquired, the process proceeds to step S14. In step S14, the idling determination unit 513 determines whether the absolute value of the difference between the speed acquired this time in step S13 and the speed acquired last time is equal to or greater than the threshold stored in the idling stop speed storage unit 514. It is determined whether or not the train 1 is traveling in a state where the wheels 9 are idle.
As described above, in the present embodiment, for example, the speed change acquisition unit and the speed determination unit are realized by the process of step S14.

  As a result of the determination, if the train 1 is running with the wheels 9 running idle, the process proceeds to step S15. In step S15, the train position calculation unit 515, the speed acquired last time in step S13, the diameter (or radius) of the train wheel 9 stored in the wheel diameter storage unit 516, and the stop determined in step S12. Based on the position, the current position of the train 1 and the distance to the next stop position of the train 1 are obtained. Then, the process proceeds to step S17. As described above, in the present embodiment, for example, the travel position deriving unit is realized by the process of step S15.

  On the other hand, when the train 1 is traveling with the wheels 9 idling, the process proceeds to step S16. In step S15, the train position calculation unit 515 determines the speed acquired this time in step S13, the diameter (or radius) of the train wheel 9 stored in the wheel diameter storage unit 516, and the stop determined in step S12. Based on the position, the current position of the train 1 and the distance to the next stop position of the train 1 are obtained. Then, the process proceeds to step S17. As described above, in the present embodiment, for example, the travel position deriving unit is realized by the process of step S16.

In step S17, the operation curve selection unit 517 selects any one of the three storage curves 302a to 302c stored in the operation curve storage unit 518. Specifically, when it is determined in step S14 that the train 1 is running with the wheels 9 idling, the driving curve selection unit 517 determines the driving curve according to the speed acquired last time in step S13. One of the three storage curves 302a to 302c stored in the storage unit 518 is selected. On the other hand, if it is determined in step S14 that the train 1 is running with the wheels 9 running idle, the train is stored in the driving curve storage unit 518 according to the speed acquired this time in step S13. One of the three memory curves 302a to 302c is selected.
As described above, in the present embodiment, for example, an operation curve selection unit is realized by the process of step S17.

Next, in step S18, the first output determination unit 519 determines whether or not the “distance from the current position of the train 1 to the next stop position” obtained by the train position calculation unit 515 is equal to or less than a threshold value. Thus, it is determined whether or not it is time to perform the first output. As a result of this determination, if it is not the timing to perform the first output, the process returns to step S13 described above and waits until the speed of the train 1 is acquired.
On the other hand, if it is time to perform the first output, the process proceeds to step S19. In step S 19, the first output determination unit 519 transmits an instruction signal instructing the first output to the setting / notifying device 24. Thereby, the setting / notification device 24 notifies the driver that the train 1 is approaching the next station 305 using the next station stop indicator lamp 24d. As described above, in the present embodiment, for example, the first notification unit is realized by the process of step S19.

  Next, in step S <b> 20, the bottom speed determination unit 520 determines whether or not the current speed of the train 1 is equal to or greater than a threshold value (bottom speed) stored in the bottom speed storage unit 521. Specifically, when it is determined in step S14 that the train 1 is not running with the wheel 9 idling, the bottom speed determination unit 520 determines that the speed acquired by the speed acquisition unit 512 this time is It is determined whether or not the speed is exceeded. On the other hand, in step S14, when it is determined that the train 1 is not running with the wheel 9 idling, the skirt speed determination unit 520 determines that the speed acquired by the speed acquisition unit 512 last time is equal to or higher than the skirt speed. It is determined whether or not there is. As a result of this determination, when the speed acquired by the speed acquisition unit 512 is not equal to or higher than the bottom speed, the process returns to step S13 described above and waits until the speed of the train 1 is acquired. As described above, in the present embodiment, for example, the second traveling speed determination unit is realized by the process of step S20.

On the other hand, when the speed acquired by the speed acquisition unit 512 last time is equal to or higher than the bottom speed, the process proceeds to step S21. In step S21, the second output determination unit 522 determines that the time ΔT determined from the distance ΔX shown in FIG. 3 and the current speed of the train 1 is equal to or less than the threshold value stored in the second output information storage unit 523. It is determined whether or not there is a second output. Specifically, when it is determined in step S14 that the train 1 is not traveling with the wheel 9 idling, the second output determination unit 522 determines the distance ΔX and the speed acquisition unit 512 shown in FIG. Determines whether the time ΔT determined from the speed acquired this time is equal to or less than the threshold value stored in the second output information storage unit 523. On the other hand, when it is determined in step S14 that the train 1 is running with the wheels 9 idling, the second output determination unit 522 acquires the distance ΔX shown in FIG. 3 and the speed acquisition unit 512 previously acquired. It is determined whether the time ΔT determined from the determined speed is equal to or less than the threshold value stored in the second output information storage unit 523.
As described above, in the present embodiment, for example, a time deriving unit is realized by the process of step S21.

  As a result of this determination, if it is not time to perform the second output, the processing of steps S22 to S24 is omitted, and the process proceeds to step S25 described later. On the other hand, if it is time to perform the second output, the process proceeds to step S22. In step S22, the second output determination unit 522 determines whether or not the brake handle 5 has been operated after the first output is made in step S19. As described above, in the present embodiment, for example, the operation determination unit is realized by the process of step S22.

  If the result of this determination is that the brake handle 5 has been operated, the process proceeds to step S23, where the second output determining unit 522 transmits an instruction signal instructing the second output to the setting / notifying device 24 in the first mode. Thereby, the setting / informing device 24 sounds the buzzer sound in the first mode using the speaker 24a. Then, the process proceeds to step S25. As described above, in the present embodiment, for example, the second notification unit is realized by the process of step S23.

On the other hand, when the brake handle 5 is not operated, the process proceeds to step S24, and the second output determination unit 522 transmits an instruction signal for instructing the second output to the setting / notifier 24 in the second mode. Thereby, the setting / notification device 24 sounds a buzzer sound in the second mode using the speaker 24a. Then, the process proceeds to step S25. As described above, in the present embodiment, for example, the second notification unit is realized by the process of step S23.
In step S25, the emergency brake instruction unit 524 determines whether it is necessary to apply the emergency brake.

Specifically, when it is determined in step S14 that the train 1 is traveling with the wheels 9 idling, the emergency brake instruction unit 524 uses the speed acquired by the speed acquisition unit 512 as the current traveling speed ( 1) The point 304b determined from the emergency brake position calculated using the equation and the speed acquired by the speed acquisition unit 512 last time coincides with the driving curve 302 selected in step S17, or the driving selected in step S17. It is determined whether or not an emergency brake needs to be applied by determining whether or not the vehicle is positioned above the curve 302.
On the other hand, when it is determined in step S14 that the train 1 is not traveling with the wheels 9 idling, the speed acquisition unit 512 calculates the speed acquired this time as the current traveling speed using the equation (1). A point 304b determined from the emergency brake position and the speed acquired by the speed acquisition unit 512 this time coincides with the driving curve 302 selected in step S17, or is positioned above the driving curve 302 selected in step S17. It is determined whether or not it is necessary to apply an emergency brake.
As described above, in the present embodiment, for example, the stop determination unit is realized by the process of step S25.

If the result of this determination is that there is no need to apply an emergency brake, step S26 is omitted and the process returns to step S13 described above. On the other hand, if it is necessary to apply the emergency brake, the process proceeds to step S26. In step S26, the emergency brake instruction unit 524 instructs the brake mechanism 8 to apply the emergency brake. As a result, an emergency brake is applied. And it returns to step S13 and waits until the speed of the train 1 is acquired.
As described above, in the present embodiment, forcible stop means is realized by the process of step S26, for example.

  If it is determined in step S13 that the speed of the train 1 has not been acquired, the process proceeds to step S27. In step S27, the current position reset unit 525 determines whether the door provided in the train 1 has been opened based on a signal from the door opening / closing control device 3. If the result of this determination is that the door provided on the train 1 is not open, the process returns to step S13 and waits until the speed of the train 1 is acquired.

On the other hand, when the door provided in the train 1 is opened, the process proceeds to step S28. In step S28, the current position reset unit 525 determines that the train 1 has stopped at the next station, and resets the “current position of the train 1” obtained by the train position calculation unit 515.
Next, in step S29, the brake reset unit 526 determines whether or not the emergency brake instruction unit 524 has performed a predetermined operation on the brake handle 5. As a result of this determination, when a predetermined operation is not performed on the brake handle 5, the process returns to step S13 and waits until the speed of the train 1 is acquired.

On the other hand, when a predetermined operation is performed on the brake handle 5, the process proceeds to step S30. In step S30, the brake reset unit 526 instructs the brake mechanism 8 to reset the operation of the emergency brake.
Finally, the operation on / off determination unit 501 determines whether or not to end the process performed by the erroneous passage prevention support device 2 by determining whether or not a predetermined operation is performed on the changeover switch 6. As a result of this determination, if the process performed by the erroneous passage prevention support device 2 is not terminated, the process returns to step S13 and waits until the speed of the train 1 is acquired. On the other hand, when the process performed by the erroneous passage prevention support device 2 is terminated, the process according to the flowchart of FIG. 8 is terminated.

  As described above, in the present embodiment, the traveling speed and traveling position of the train 1 are the pulse signal output from the speed generator 7 and the information previously stored on the train 1 side (route information 600, inter-station distance information). 700). Then, it is determined whether or not the train 1 can be stopped according to the operation curve 302 based on the result of comparing the obtained traveling state of the train 1 and the operation curve 302. As a result of this determination, when the train 1 cannot be stopped according to the driving curve 302, the brake mechanism 8 is controlled to apply the emergency brake. Therefore, the train 1 can be safely stopped in an emergency without introducing a large facility on the ground side.

  Further, in the present embodiment, any one of the three operation curves 302a to 302c corresponding to the speed of the train 1 is selected, and the traveling speed and the traveling position of the train 1 are compared with the selected operation curve. Therefore, it is possible to select an operation curve according to the driver's habit of the train 1. Therefore, the train 1 can be forcibly stopped only in an emergency while utilizing the skill of the driver of the train 1.

  Further, in the present embodiment, it is determined whether or not the train 1 is traveling with the wheels 9 idling. If the train 1 is traveling with the wheels 9 idling, the wheels 9 are idling. Assuming that the train 1 is traveling at the immediately preceding speed, the traveling speed of the train 1 is determined. Then, the travel position of the train 1 is obtained using the determined travel speed, and the train 1 is stopped according to the operation curve 302 based on the result of comparing the travel speed and the travel position of the train 1 with the operation curve 302. Judgment whether or not. Therefore, even when the train 1 is idle, the train 1 can be safely stopped.

  Further, in the present embodiment, when the traveling speed of the train 1 is equal to or higher than the threshold (bottom cutting speed), it is determined whether or not the train 1 can be stopped according to the operation curve 302. Does not determine whether the train 1 can be stopped according to the driving curve 302. Therefore, the train 1 is not forcibly stopped if no major problem occurs even if the wrong passage prevention support device 2 is not used. Therefore, the train 1 can be forcibly stopped only in an emergency while maintaining the pride for the driver's driving.

  Further, in the present embodiment, after the next station stop indicator lamp 24d is used to notify the driver that the train 1 is approaching the next station (after the first output is performed), the driving curve Whether or not the train 1 can be stopped according to 302 is determined. Therefore, the driver's operation can be aroused before the train 1 is forcibly stopped. Therefore, it becomes possible to keep the pride for the driving of the driver.

  In the present embodiment, if it is determined that the train 1 cannot be stopped according to the driving curve 302 when the train 1 continues to travel at the current speed for 3 seconds, a buzzer sound is generated using the speaker 24a. Then, after the buzzer is sounded (after the second output is performed), it is determined whether or not the train 1 can be stopped according to the driving curve 302. Therefore, it is possible to inform the driver that the time until the train 1 is forcibly stopped is short. Accordingly, it is possible to arouse an early play operation of the driver.

  In the present embodiment, the mode of the second output is made different depending on whether or not the brake handle 5 is operated after the first output is performed and before the second output is performed. Therefore, when the brake handle 5 has not been operated after the first output has been performed, the driver's operation can be more strongly evoked.

Further, in the present embodiment, the stop position of the train 1 is obtained in consideration of the number of trains 1 in the train. Therefore, the stop position of the train 1 can be obtained more accurately.
Moreover, in this embodiment, since the train number, the line section, and the number of trains are input by operating the setting / notifier 24 provided in the train 1, information is received from the ground side. Even if it does not exist, the train driving device 2 can identify the train 1 on which it is mounted.

  In addition, at least the route information storage unit 505, the inter-station distance information storage unit 511, the idling sliding stop speed storage unit 514, and the operation curve storage unit 518 are operated by the train 1 from the IC card 31 inserted into the card slot 25. Information was acquired in advance. Therefore, for example, information obtained in advance by EDP or the like can be sucked into the IC card 31. Therefore, the work burden for storing information in the route information storage unit 505, the inter-station distance information storage unit 511, the idling sliding stop speed storage unit 514, and the driving curve storage unit 518 can be reduced.

  In this embodiment, the train number and the line section are input to the setting / notifier 24. However, if the information for identifying the train 1 is input, the train number and the line section are not necessarily input. There is no need to enter. For example, if train numbers do not overlap in a plurality of line sections, only the train number may be input among the train numbers and the line sections.

  Further, in the present embodiment, the information stored in the route information storage unit 505, the inter-station distance information storage unit 511, the idling sliding stop speed storage unit 514, and the driving curve storage unit 518 is an IC inserted into the card slot 25. The card 31 is acquired in advance before the train 1 is operated. However, information other than these may be acquired from the IC card 31. For example, information to be stored in at least one of the wheel diameter storage unit 516, the skirt speed storage unit 521, and the second output timing information storage unit 523 may be acquired from the IC card 31.

  Further, in the present embodiment, the start and end of the operation of the erroneous passage prevention support device 2 are determined based on the operation of the changeover switch 6, but it is not always necessary to do so. For example, when the power switch provided in the erroneous passage prevention support device 2 is turned on, the operation of the erroneous passage prevention support device 2 starts. When the power switch is turned off, the operation of the erroneous passage prevention support device 2 is performed. You may make it complete | finish.

  Further, as in this embodiment, if it is determined whether or not the number of trains input based on the operation of the setting / notifier 24 is correct, the actual number of trains of the train 1 and the erroneous passage prevention support It is preferable to prevent the stop position of the train 1 from being obtained in a state where the number of trains managed by the device 2 is different, but it is not always necessary that the trains input based on the operation of the setting / notifier 24 There is no need to determine if the number is correct. On the contrary, the number of trains in the train 1 is not included in the route information 600, but the number of trains input based on the operation of the setting / notifier 24 is used to prevent the wrong number of trains 1 from passing. May be recognized.

In the present embodiment, both the notification according to the first aspect and the notification according to the second aspect in the second output are buzzer sounds. However, according to the notification according to the first aspect and the second aspect in the second output. At least one of the notifications may be a sound other than the buzzer sound.
In the present embodiment, the case where the master controller 4 and the brake handle 5 are separately provided has been described as an example, but a combination of them may be used.
In the present embodiment, the case where the control device 21 is configured by one information processing device has been described as an example. However, the control device 21 may be configured by a plurality of information processing devices.

Further, the emergency brake position may be calculated in consideration of the gradient value indicating the gradient of the track in the platform portion of the stop station of the next station. In this case, the emergency brake instruction unit 524 calculates the emergency brake position using the following equation (2) instead of the above equation (1).
Emergency brake position = (current train speed) ² /{7.2×(deceleration+gradient value / 30)} (2)

  Here, the slope value is a value corresponding to x when the up grade or the down grade of the track in the platform portion of the next stop station is represented by “x / 1000”. For example, “3/1000” indicates that the track in the platform portion of the stop station is installed in an ascending slope that goes up 3 [m] after 1000 [m]. In the case of a downward gradient, the gradient value x is a negative value.

In addition, the emergency brake instruction unit 524 uses the current position of the train 1 instead of the emergency brake position, and the point determined from the current position of the train 1 and the current speed of the train 1 matches the driving curve 302. It may be determined whether or not the vehicle is positioned above the operation curve 302 (whether or not the travel history 303 overlaps the operation curve 302).
In addition, the value according to the gradient of the track | line in the platform part of the station where the train 1 stops is set to the gradient value shown to (2) Formula. For example, if there is no slope of the track in the platform part of the station where the train 1 stops, 0 (zero) is set as the slope value, and the slope of the track in the platform part of the station where the train 1 stops is an upward slope. For example, a positive value is set as the gradient value, and a negative value is set as the gradient value if the gradient of the track in the platform portion of the station where the train 1 stops is an uphill gradient. The gradient value can be stored in advance as route information in the route information storage unit 505 shown in FIG. 5, for example. That is, in the route information 600 shown in FIG. 6, the information regarding the stop station can include the slope value of the track at the platform portion of the station.

  The embodiment of the present invention described above can be realized by a computer executing a program. Further, a means for supplying the program to the computer, for example, a computer-readable recording medium such as a CD-ROM recording such a program, or a transmission medium for transmitting such a program may be applied as an embodiment of the present invention. it can. A program product such as a computer-readable recording medium in which the program is recorded can also be applied as an embodiment of the present invention. The above program, computer-readable recording medium, transmission medium, and program product are included in the scope of the present invention.

  In addition, the above-described embodiments are merely examples of implementation in carrying out the present invention, and the technical scope of the present invention should not be construed as being limited thereto. That is, the present invention can be implemented in various forms without departing from the technical idea or the main features thereof.

It is a figure which shows embodiment of this invention and shows an example of schematic structure of the train by which the erroneous passage prevention assistance apparatus was mounted. It is a figure which shows embodiment of this invention and shows an example of the external appearance structure of a setting and alerting | reporting device. It is a figure which shows embodiment of this invention and illustrates an example of operation | movement of an erroneous passage prevention assistance apparatus notionally. It is a figure which shows embodiment of this invention and shows an example of an operation curve. It is a block diagram which shows embodiment of this invention and shows an example of a function structure of an incorrect passage prevention assistance apparatus. It is a figure which shows embodiment of this invention and shows an example of the route information memorize | stored in the route information storage part. It is a figure which shows embodiment of this invention and shows an example of the distance information between stations memorize | stored in the distance information storage part between stations. It is a flowchart which shows embodiment of this invention and demonstrates an example of operation | movement of an erroneous passage prevention assistance apparatus. 7 is a flowchart illustrating the embodiment of the present invention and continuing from FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Train 2 False passage prevention support device 4 Masscon 5 Brake handle 7 Speed generator 8 Brake mechanism 9 Wheel 21 Card slot 24 Setting / notifier 25 Card slot 31 IC card

Claims (15)

An erroneous passage prevention support device mounted on a train,
Train speed acquisition means for acquiring the current traveling speed of the train based on an output value of a speed detection device mounted on the train,
An operation curve acquisition means for acquiring an operation curve indicating a relationship between a travel speed of the train and a travel distance of the train in advance before operation of the train;
Based on the current travel speed acquired by the train speed acquisition means, travel position deriving means for deriving the current travel position of the train;
Using the current traveling speed acquired by the train speed acquisition means, it is possible to stop the train by the driving operation of the train driver according to the driving curve acquired by the driving curve acquisition means. Stop determination means for determining whether or not,
An erroneous passage prevention support device, comprising: a forced stop means for forcibly stopping the train when the stop determination means determines that the train cannot be stopped. The operation curve acquisition means acquires a plurality of operation curves according to the current traveling speed of the train,
Based on the current travel speed acquired by the train speed acquisition means, the operation curve selection means for selecting one of the plurality of operation curves acquired by the operation curve acquisition means,
The stop determination means determines whether the train can be stopped by a driving operation of the driver of the train according to the driving curve selected by the driving curve selection means. The false passage prevention support device according to claim 1. Speed change acquisition means for acquiring a temporal change in travel speed acquired by the train speed acquisition means;
Speed determining means for determining whether or not the absolute value of the temporal change in travel speed acquired by the speed change acquiring means is equal to or greater than a threshold value;
The stop determination means is acquired by the speed change acquisition means when it is determined by the speed determination means that the absolute value of the temporal change in travel speed acquired by the speed change acquisition means is equal to or greater than a threshold value. It is determined whether or not the train can be stopped using the travel speed acquired by the train speed acquisition means before the absolute value of the time change of the travel speed becomes equal to or greater than a threshold value. The false passage prevention support device according to claim 1 or 2. A second traveling speed determining means for determining whether or not the current traveling speed acquired by the train speed acquiring means is equal to or greater than a threshold;
The stop determination means stops the train when the second travel speed determination means determines that the current travel speed acquired by the train speed acquisition means is equal to or greater than a threshold value. 4. It is determined whether or not the vehicle is possible, and if not, it is not determined whether or not the train can be stopped. 5. Wrong passage prevention support device. In accordance with the current travel position derived by the travel position deriving means, there is a notification means for notifying warning information to the driver of the train,
The said stop determination means determines whether it is possible to stop the said train after the alerting | reporting by the said alerting | reporting means is made, The any one of Claims 1-4 characterized by the above-mentioned. Incorrect passage prevention support device. The notification means outputs first warning information for notifying that the next stop position is approaching when the distance to the next stop position of the train reaches a preset distance. Output means;
And second output means for outputting second warning information for notifying that the train may be forcibly stopped after the output by the first output means is made. The false passage prevention support device according to claim 5, wherein the wrong passage prevention support device is provided. Stop position information acquisition means for acquiring stop position information related to the stop position of the train in advance before operation of the train;
Based on the current travel speed acquired by the train speed acquisition means, the current travel position derived by the travel position deriving means, and the operation curve stored by the operation curve storage means, according to the operation curve. A time deriving means for deriving information on a time when the train cannot be stopped by a driving operation of the train driver;
The travel position deriving unit is configured to perform the current travel of the train based on the current travel speed acquired by the train speed acquisition unit and the stop position based on the stop position information acquired by the stop position information acquisition unit. Deriving the distance from the position to the next stop position of the train,
The first output means outputs the first warning information when the distance derived by the distance deriving means reaches a preset distance,
The said 2nd output means outputs the said 2nd warning information, when the time until it comes to the time derived | led-out by the said time deriving means becomes below a threshold value, The 2nd warning information is output. Incorrect passage prevention support device. After the first warning information is output by the first output unit, the train driver has an operation determination unit that determines whether an operation related to the control of the train speed has been performed by the driver of the train. ,
The second output means is determined by the operation determination means to determine that an operation related to the control of the train speed has been performed and an operation related to the control of the train speed has not been performed. 8. The erroneous passage prevention support apparatus according to claim 6 or 7, wherein the second warning information is output in a different manner depending on the case. Stop position information acquisition means for acquiring stop position information related to the stop position of the train in advance before operation of the train;
Stop station information acquisition means for acquiring stop station information related to the stop station of the train in advance before the operation of the train;
The train number acquisition means for acquiring in advance the train number information relating to the number of trains of the train before the train is operated,
The stop position information acquisition unit is configured to stop the train at the stop station based on the stop station information acquired by the stop station information acquisition unit and the train number information acquired by the train number acquisition unit. The position is derived in advance before the train operation,
The travel position deriving means is based on the speed obtained by the train speed obtaining means and the stop position derived by the stop position information obtaining means, from the current travel position of the train, The wrong passage prevention support device according to any one of claims 1 to 8, wherein a distance to the stop position is derived. An operation means operated by a user to input train identification information for identifying the train,
The said stop station information acquisition means acquires the stop station information regarding the stop station of the train identified by the train identification information input based on operation of the said operation means previously before the said train operation, It is characterized by the above-mentioned. The false passage prevention support device according to claim 9.   The driving curve to be acquired by the driving curve acquisition unit, the stop station information to be acquired by the stop station information acquisition unit, and the number of trains to be acquired by the number of trains acquisition unit are the same external The false passage prevention support device according to claim 10, wherein the wrong passage prevention support device is taken in from a card storage medium.   The stop determination means uses the current travel speed acquired by the train speed acquisition means and the deceleration determined by the brake performance of the train according to the operation curve acquired by the operation curve acquisition means. It is determined whether it can be stopped by driving | operation operation of the driver of the said train, The false passage prevention assistance apparatus of any one of Claims 1-11 characterized by the above-mentioned.   The stop determination means uses the current traveling speed acquired by the train speed acquisition means, the deceleration of the train, and the slope value indicating the slope of the track at the next stop station of the train, 13. The erroneous passage according to claim 12, wherein it is determined whether or not the train can be stopped by a driving operation of a driver of the train according to the driving curve acquired by a curve acquiring unit. Prevention support device. A train speed acquisition step for acquiring the current traveling speed of the train based on an output value of a speed detection device mounted on the train,
An operation curve acquisition step for acquiring an operation curve indicating a relationship between the travel speed of the train and a travel distance of the train in advance before the operation of the train;
Based on the current travel speed acquired by the train speed acquisition step, a travel position derivation step for deriving the current travel position of the train;
Using the current travel speed acquired in the train speed acquisition step, the train can be stopped by the driving operation of the driver of the train according to the operation curve acquired in the operation curve acquisition step. A stop determination step for determining whether or not,
When it is determined by the stop determination step that the train cannot be stopped, the information processing device mounted on the train performs a forced stop step of forcibly stopping the train. Missed passage prevention support method. A train speed acquisition step for acquiring the current traveling speed of the train based on an output value of a speed detection device mounted on the train,
An operation curve acquisition step for acquiring an operation curve indicating a relationship between the travel speed of the train and a travel distance of the train in advance before the operation of the train;
Based on the current travel speed acquired by the train speed acquisition step, a travel position derivation step for deriving the current travel position of the train;
Using the current travel speed acquired in the train speed acquisition step, the train can be stopped by the driving operation of the driver of the train according to the operation curve acquired in the operation curve acquisition step. A stop determination step for determining whether or not,
When it is determined by the stop determination step that the train cannot be stopped, a forced stop step for forcibly stopping the train is executed by a computer mounted on the train. Computer program.

Images