JP2012126156A - Travel control support method, and travel control support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support travel control for providing a shortening effect on warning time without reducing safety and without increasing cost.SOLUTION: When a train 2 approaches a railroad crossing 3, a pick-up device 21 transmits a position-speed information of its own train 2 at a predetermined interval to a railroad crossing control device 31. The railroad crossing control device 31 calculates railroad crossing arrival predicting time and brake pattern arrival predicting time based on a position and a speed of the train received from the pick-up device 21. The railroad crossing control device 31 compares prestored designed warning time with calculated railroad crossing arrival predicting time, compares prestored railroad crossing shutting completion time with calculated railroad crossing shutting completion time, and indicates so as to start a warning when a predetermined condition is satisfied. The railroad crossing control device 31 calculates a travel control pattern for accelerating the train 2 after starting the warning, to be transmitted to the pick-up device 21. The pick-up device 21 presents the calculated travel control pattern to a crew, and supports the travel control by the crew.

Description

  The present invention relates to a travel control support method for supporting travel control by a crew member in order to shorten an alarm time in a radio crossing control system that performs radio level crossing control using radio.

In recent years, research and development of a wireless train control system for performing train control using wireless communication has been actively conducted, and a wireless railroad crossing control method utilizing this has been proposed (Patent Document 1, Non-Patent Document). 1 to 3).
In the wireless railroad crossing control methods described in Patent Literature 1 and Non-Patent Literatures 1 and 2, a predicted railroad crossing arrival time and a brake pattern arrival prediction time are obtained from the train position and speed, and a predetermined warning time (from the start of the warning to the railroad crossing). The level crossing control is performed by comparing the minimum value of the time to reach) and the predicted level crossing control time, and the completion time of interruption (time from the start of alarm to completion of interruption) with the predicted arrival time of the brake pattern.
Non-Patent Document 3 describes a railroad crossing fixed time control system using GPS.

By the way, in level crossing control, the issue of level crossing without opening is still a big social problem. In level crossing control using a level crossing controller or the like that is currently widely used, alarm control is performed by detecting a train at an alarm start point and an end point set at a fixed position on the ground. The alarm start point is fixedly determined by the maximum speed there.
Patent Document 2 and Non-Patent Documents 4 and 5 describe that in railroad crossing control using a railroad crossing controller or the like, train travel control is performed so that upper and lower trains pass as much as possible on the railroad crossing. As a result, the entire alarm time can be shortened.
Non-Patent Document 6 describes that an evaluation function indicating the relationship between the frustration degree and the actual waiting time is introduced, and a plurality of level crossings are controlled as a group so as to optimize the evaluation value.

  In putting the above-described wireless train control system into practical use, a mechanism for increasing the effect of shortening the alarm time is desired.

Japanese Patent Publication No. 7-10667 Japanese Patent No. 4587833

Toshio Kumagai, Yuji Hirao, Yutaka Hasegawa, “Next-generation level crossing control system”, Railway Research Institute report, Vol. 4, no. 11, pp42-49, 1990 Yuji Hirao, Noriyuki Nishibori, Hiroyuki Minami, Yutaka Hasegawa, “Crossing control in the next generation operation control system (CARRAT)”, Railway Research Institute report, Vol. 7, no. 5, pp 25-31, 1993 Masatoshi Ikeda, Motoko Saito, “Trailing Time Control System Using GPS”, Railway Technology Union Symposium, J-RAIL2001 Lectures, pp 325-328, 2001 Satoshi Saito, Satoru Sone, Sou Takano, “Train group control method to ensure the opening time of the level crossing without opening in the double track section”, IEEJ Technical Committee, TER-03-14 / ITS-03-07, pp37- 42, 2003 Yuta Ueda, Hiroshi Mochizuki, Kiyoshi Takahashi, Hideo Nakamura, Masayoshi Sakai, Ryo Sato, "Optimization of train schedules for shortening of railroad crossing time", Railway Technology Union Symposium, Proceedings of J-RAIL2007, pp 373-374 , 2007 Kenichiro Sanada, Satoru Sone, Sou Takano, “Examination of a method to control multiple level crossings in a double track section as a group”, Proceedings of the Annual Conference of the Institute of Electrical Engineers of Japan, pp 279-280, 2005

  In the wireless railroad crossing control methods described in Patent Literature 1 and Non-Patent Literatures 1 and 2 described above, in order to perform safety-side control, the “crossing arrival prediction time” continues to accelerate according to the maximum performance of the vehicle after the start of the alarm When this is assumed, the time from the start of the alarm to the time the train reaches the railroad crossing is used so that this satisfies the “minimum value of the predetermined alarm time”. However, in the case of driving by a normal crew member, it is unlikely that the vehicle will continue to accelerate with the maximum performance of the vehicle after the alarm is started, and the actual alarm time is not the minimum value of the predetermined alarm time.

  On the other hand, it is also conceivable to perform control based on the speed at the time of the alarm start without assuming the acceleration from the start of the alarm until the train reaches the railroad crossing (assuming constant speed traveling). However, since it is usually necessary to accelerate after leaving the station or passing through the speed limit section, it is not possible to control uniformly.

  In addition, an appropriate traveling pattern that considers acceleration and deceleration is predicted and calculated from the positional relationship with the driving curve and the preceding train, and the on-board device performs speed check based on the calculated traveling pattern, and travels according to this traveling pattern. Sometimes, it is conceivable to perform alarm control so that the alarm time becomes the minimum value of the predetermined alarm time. However, in order to calculate the travel pattern, display it to the crew, and further check the speed, the equipment becomes complicated and the difficulty of the crew's driving operation increases, resulting in significant costs (expenses and human resources). Load).

  The present invention has been made in view of the above-described problems, and its object is to support traveling control that can provide an effect of shortening alarm time without degrading safety and without cost. It is to provide a traveling control support method that can be used.

In order to achieve the above-described object, the first invention is that the on-board device and the crossing control device perform wireless communication, and the on-board device transmits the position and speed of the train to the crossing control device. Based on the train position and speed received from the on-board device, the control device assumes a crossing arrival prediction time and a brake pattern arrival prediction time, respectively. Calculate the time it takes for the train to reach the railroad crossing and brake pattern, or calculate the predicted time for the onboard device to calculate the railroad crossing arrival prediction time and the brake pattern arrival prediction time based on the position and speed of the train Means and the crossing control device or the on-board device compare the design warning time stored in advance with the predicted crossing arrival time and A travel crossing control support method in a wireless level crossing control system, comprising: a warning crossing control system that compares a crossing completion time of a crossing to be predicted with a predicted arrival time of the brake pattern and instructs to start a warning when a predetermined condition is satisfied. The crossing control device calculates a travel control pattern for accelerating the train after the alarm is started and transmits the travel control pattern to the on-board device, or the on-board device calculates the travel control pattern. And a travel control pattern presentation step in which the on-board device presents the travel control pattern to a crew member.
According to the first aspect of the present invention, it is possible to support travel control that can provide an effect of shortening the alarm time without reducing safety and without cost.

In the travel control pattern calculation step according to the first aspect of the present invention, the train having the earliest predicted level crossing arrival time among trains for which the level crossing control device has received the position and speed is defined as the first train, and the train for the first train The first traveling control pattern, which is a traveling control pattern, is calculated so as to perform acceleration reflecting the acceleration characteristics of the train after the alarm is started, and further, the second train which is a train whose alarm time is close to or overlaps with the first train. A first determination is made to determine whether or not there is. If the first determination is affirmative, the first travel control pattern is not changed.
Thereby, even when the line section is a double track or a double track, it is possible to support traveling control that can provide an effect of shortening the alarm time.

In addition, in the travel control pattern calculation step according to the first aspect of the present invention, when the first determination is negative, the second travel control pattern that is the travel control pattern for the second train is It is calculated so as to perform acceleration reflecting the characteristics, and whether or not the alarm start time and the alarm stop time according to the first travel control pattern coincide with the alarm start time and the alarm stop time according to the second travel control pattern. When the second determination is affirmative and the second determination is affirmative, the second traveling control pattern is not changed.
As a result, a traveling control pattern in which the alarm time for two trains to pass the railroad crossing is substantially the length of one train is presented. Therefore, the warning time can be greatly shortened by performing the traveling control according to the traveling control pattern presented by each crew member.

In the travel control pattern calculation step according to the first aspect of the present invention, when the second determination is negative, the alarm time length according to the first travel control pattern and the alarm time length according to the second travel control pattern are determined. If the third determination is negative, and the third determination is negative, the longer the alarm time of the first traveling control pattern and the second traveling control pattern, A first change is made to change the first travel control pattern or the second travel control pattern so that the alarm start time and the alarm stop time coincide.
As a result, since the alarm start time and the alarm stop time of the two trains coincide with each other, a traveling control pattern in which the two trains pass through the railroad crossing at the same time is presented. Therefore, the warning time can be greatly shortened by performing the traveling control according to the traveling control pattern presented by each crew member.

In the travel control pattern calculation step according to the first aspect of the present invention, when the third determination is affirmative or when the first change cannot be made, the first travel control pattern and the second travel control pattern The second change for changing the first travel control pattern or the second travel control pattern is performed so that one alarm time is included in the other alarm time.
Thus, a traveling control pattern in which one alarm time is included in the other alarm time is presented. Therefore, by performing the traveling control according to the traveling control pattern presented by each crew member, the alarm time can be shortened while suppressing the influence on the train schedule.

In the travel control pattern calculation step according to the first aspect of the present invention, if the second change cannot be made, the one with the later alarm start time is permitted between the first travel control pattern and the second travel control pattern. If the third change is made so that it is delayed as much as possible within the possible range, and if the warning can be temporarily stopped as a result of the third change, the degree of influence on road traffic is determined using a predetermined evaluation function. It is evaluated and it is determined whether or not the first traveling control pattern and the second traveling control pattern are calculated so as to temporarily stop the alarm.
As a result, it is possible for road traffic to determine whether it is better to shorten the overall warning time or to stop the warning once. When the alarm is temporarily stopped, pedestrians and cars that are already waiting before the crossing can cross the level crossing, and pedestrians and cars that wait for a long time can be reduced.

According to a second aspect of the present invention, the on-board device and the crossing control device perform wireless communication, the on-board device transmits a train position and speed to the crossing control device, and the crossing control device includes the on-board device. Based on the position and speed of the train received from the train, the train reaches the railroad crossing and brake pattern from the start of the alarm when assuming the travel with the maximum acceleration pattern after the alarm starts as the predicted railroad crossing arrival time and the brake pattern arrival prediction time, respectively. A predicted time calculating means for calculating the crossing arrival predicted time and the brake pattern arrival predicted time based on the position and speed of the train, The on-board apparatus compares the design warning time stored in advance with the predicted level crossing arrival time, and stores the level crossing interruption completion time stored in advance and the A travel control support device that cooperates with a radio level crossing control system, comprising: alarm control means that compares predicted rake pattern arrival times and instructs to start an alarm when a predetermined condition is satisfied; The control device calculates a travel control pattern for accelerating the train after the alarm is started and transmits the travel control pattern to the on-board device. Alternatively, the on-board device calculates the travel control pattern, and the vehicle The upper apparatus includes a traveling control pattern presenting unit that presents the traveling control pattern to a crew member.
According to the second aspect of the present invention, it is possible to support traveling control that can provide an effect of shortening the alarm time without degrading safety and without cost.

  According to the present invention, it is possible to provide a travel control support method and the like that can support travel control that provides an effect of shortening the alarm time without reducing safety and without cost.

Overview of the radio crossing control system Figure showing the alarm start pattern in the section with no speed limit other than the maximum speed A figure that presents the running pattern itself The figure which shows an ATS-Ps operation indicator Presentation example of target travel speed using display method of ATS-Ps operation indicator The figure which shows the in-car signal of the one-step brake type ATC Example of presentation of target travel speed using display method of single brake ATC Flow chart showing details of driving control support processing The figure which shows the case where the alarm start time and the alarm stop time coincide The figure which shows the case where the length of the warning time is equal and the train arriving at the railroad crossing first is delayed The figure which shows the case where the alarm time length is not equal and the alarm time of a train with a short alarm time is increased. Diagram showing a case where the alarm start time and the alarm stop time cannot be matched and the alarm time is lengthened in order to suppress the influence on the train schedule etc. The figure which shows the case where the alarm start time and the alarm stop time cannot be matched and the alarm is temporarily stopped by delaying the train that reaches the railroad crossing later The figure which shows the traveling control pattern which makes the same traveling time as constant speed traveling The figure which shows the traveling control pattern in the speed limit section The graph which shows the alarm time shortening effect by Example 1 Graph showing alarm time when crossing arrival time difference is 0 seconds according to comparative example The graph which shows the alarm time in case the crossing arrival time difference by Example 2 is 0 second Graph showing alarm time when crossing arrival time difference is 15 seconds according to comparative example The graph which shows the alarm time in case of the crossing arrival time difference 15 seconds by Example 2 Graph showing alarm time when crossing arrival time difference is 30 seconds according to comparative example The graph which shows the warning time in the case of the railroad crossing arrival time difference 30 second by Example 2

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The traveling control support method of the present invention is executed in the wireless railroad crossing control system shown in FIG. In addition, the travel control support device (travel control support system) of the present invention executes processing in cooperation with the wireless railroad crossing control system shown in FIG.

FIG. 1 is a schematic diagram of a radio level crossing control system.
In the radio level crossing control system 1, onboard devices 21 a and 21 b are installed in trains 2 a and 2 b, and a level crossing control device 31 is installed around the level crossing 3. The on-board devices 21a and 21b are connected to the radio devices 22a and 22b, respectively. The level crossing control device 31 is connected to a wireless device 32, an alarm device 33, a breaker 34, and the like.
In the radio level crossing control system 1, the onboard devices 21a and 21b and the level crossing control device 31 perform level crossing control by wireless communication within and around the travel control range. Wireless communication between the on-board devices 21a and 21b and the level crossing control device 31 is performed via the wireless devices 22a, 22b, and 32.
Hereinafter, the trains 2a and 2b are collectively referred to as “train 2”. Further, the on-board devices 21a and 21b are collectively referred to as “on-board device 21”.

  When the train 2 approaches the railroad crossing 3, the on-board device 21 transmits the position / speed information of its own train 2 to the railroad crossing control device 31 at a predetermined interval. The on-board device 21 continues to transmit the position / speed information at least until it passes through the railroad crossing.

The level crossing control device 31 calculates a crossing arrival prediction time and a brake pattern arrival prediction time based on the train position and speed received from the on-board device 21.
The “level crossing arrival prediction time” is a prediction time until the train 2 reaches the position of the level crossing 3 from the current position. When the position / speed information can be received in real time from the train 2 by wireless communication as in the embodiment of the present invention, the level crossing control device 31 sets the “level crossing arrival prediction time” in order to perform safety-side control. From the current position and current speed, the approaching train 2 accelerates at the maximum acceleration (value determined by adding a gradient to the value determined for each performance of the train 2), and the maximum speed (for each performance of the line section or the train 2). The value is determined as the fastest time that can be reached when it is assumed that the railroad crossing 3 is approached by “within the constraint range” (hereinafter referred to as “maximum acceleration pattern”).

  “Brake pattern arrival prediction time” is the prediction time until the train 2 reaches the intersection with the brake pattern that stops before the railroad crossing 3 from the current position. The level crossing control device 31 generates a brake pattern and calculates a predicted brake pattern arrival time. The level crossing control device 31 calculates the “brake pattern arrival predicted time” as the fastest reachable time when it is assumed that the brake pattern is approached by the maximum acceleration pattern, similarly to the predicted level crossing arrival time.

  Instead of the level crossing control device 31, the on-board device 21 may calculate the level crossing arrival prediction time and the brake pattern arrival prediction time based on the position and speed of the own train 2.

Further, the level crossing control device 31 compares the pre-stored design warning time with the predicted level crossing arrival time calculated as described above, and stores the level crossing cutoff completion time stored in advance and the level crossing cutoff calculated as described above. Completion times are compared, and if a predetermined condition is satisfied, an instruction is given to start an alarm.
The “design alarm time” is the time from the start of the alarm by the alarm device 33 until the end of the shut-off operation by the breaker 34 and the time from the end of the shut-off operation by the breaker 34 until the train 2 reaches the railroad crossing 3 (In accordance with the interpretation standard related to Article 62, Paragraph 1 of the Ministerial Ordinance for establishing technical standards related to railways, 15 seconds and 20 seconds are standard.) It is a defined time. The design alarm time is preferably defined for each level crossing 3 because the optimum value varies depending on the number of circuit breakers 34 and whether the single line, the double line, or the double line. The design warning time is stored in the crossing control device 31.

“Interruption completion time” means the time from the start of alarm by the alarm device 33 to the end of the railroad crossing operation by the interrupter 34 (according to the interpretation standard related to Article 62, Paragraph 1 of the Ministerial Ordinance for establishing technical standards relating to railways) 15 seconds as a standard.) In order to ensure the time), the time is defined in advance when the radio level crossing control system 1 is designed. The shutoff completion time is desirably defined for each level crossing 3 as with the design alarm time. The interruption completion time is stored in the crossing control device 31.
In order to determine whether or not it is necessary to apply a brake pattern that stops before the level crossing 3, “determination result of whether there is a descent failure of the barrier rod or the presence of obstacles” is necessary. In addition, in order to determine whether or not there is a descent failure of the barrier and the presence of obstacles, “shutoff complete” is required. Therefore, the precondition for determining whether or not the brake pattern is necessary is that the crossing of the railroad crossing 3 is completed before the train 2 reaches the brake pattern.

The “predetermined conditions” are, for example, (1) “predicted level crossing arrival time> design warning time is not satisfied” or (2) “predicted level crossing arrival time> design warning time is satisfied and the brake pattern is reached One of the conditions is “estimated time> blocking completion time does not hold”.
However, for example, when a warning is already started because an opposing train is scheduled to pass the level crossing 3, the level crossing control device 31 does not instruct the start of the warning even if a predetermined condition is satisfied.

  Instead of the level crossing control device 31, the on-board device 21 stores the design warning time and the completion time of the interruption, compares the design warning time with the calculated predicted level crossing arrival time, and calculates the level crossing interruption completion time. It may be instructed to start an alarm when a predetermined level crossing is completed and a predetermined condition is satisfied. In this case, the on-board device 21 transmits a command to the crossing control device 31, determines whether or not the crossing control device 31 has already started an alarm, and controls the alarm device 33 and the breaker 34.

FIG. 2 is a diagram showing an alarm start pattern in a section where there is no speed limit other than the maximum speed. The acceleration curve 43 shown in FIG. 2 reflects the acceleration characteristics of the train 2. Normally, the train 2 has a large acceleration at a low speed, and the acceleration decreases as the speed increases (acceleration becomes dull).
The alarm start pattern 41 is a curve that reaches the railroad crossing 3 immediately after the elapse of the design alarm time when the train 2 travels with maximum acceleration based on the acceleration curve 43.
The pre-crossing stop pattern 42 is a curve that stops before the crossing (a position that takes into account the allowance distance from the crossing 3) when emergency braking is started.

  When the alarm is started by the alarm start pattern 41 shown in FIG. 2 and the acceleration is performed based on the acceleration curve 43, the alarm time can be significantly shortened as compared with the alarm control by the conventional level crossing controller. . Hereinafter, such a travel control pattern is referred to as an “alarm time reduction travel control pattern”.

In the embodiment of the present invention, the railroad crossing control device 31 calculates a traveling control pattern for accelerating the train 2 after the start of the alarm, and transmits it to the on-board device 21. Alternatively, the on-board device 21 calculates a travel control pattern for accelerating the train 2 after the alarm is started.
Then, the on-board device 21 presents the calculated traveling control pattern to the crew, and assists the traveling control by the crew.

FIG. 3 is a diagram presenting the running pattern itself. FIG. 4 is a diagram showing an ATS-Ps operation indicator. FIG. 5 is a presentation example of the target travel speed using the display method of the ATS-Ps operation indicator. FIG. 6 is a diagram showing an in-vehicle signal of a one-stage brake type ATC. FIG. 7 is an example of presentation of the target travel speed using the display method of the one-stage brake type ATC.
Note that the ATS-Ps operation indicator shown in FIG. 4 and the in-car signal of the one-stage brake type ATC shown in FIG. 6 are described in Non-Patent Document 7 (Japan Railway Electrical Engineering Association, “General Electric Signal Series 7 Railway”). Details of Signals for Electricians ATS • ATC [revised edition] ”, p48 (ATS-Ps operation indicator), pp165-167 (single-stage brake control system ATC)).

  As illustrated in FIG. 3, for example, the on-board device 21 may present a traveling control pattern to the crew using a liquid crystal display. Position on the horizontal axis, speed on the vertical axis, one point on the horizontal axis as the current position, travel control pattern up to a certain range forward (solid line), travel control pattern up to a certain range backward (solid line), and actual speed A value (broken line) may be illustrated and a method of scrolling in accordance with the progress of the train 2 may be used.

  Moreover, as shown in FIG. 5, you may show a traveling control pattern to a crew member, for example using the display method by the bar graph of the operation indicator of ATS (Automatic Train Stop: Automatic train stop device) -Ps. Here, as shown in FIG. 4, ATS-Ps generates a speed check pattern on the vehicle, and operates an emergency brake when the current train speed exceeds the speed check pattern. Since this speed check pattern may interfere with normal operation, the LED (Light Emitting Diode) in green (shown as a hatched pattern in FIGS. 4 and 5) from 0 km / h to the current train speed in the speed bar graph. : Light-emitting diode) The current check speed to the maximum value (140 km / h) of the bar graph is displayed with an orange LED (shown as a shaded pattern in FIGS. 4 and 5) to indicate the approach to the speed check pattern. It is structured to display to the crew. If the current traveling control pattern speed is displayed as shown in FIG. 5 in place of the current verification speed, it can be used as the traveling control pattern display device of the present invention.

Furthermore, as shown in FIG. 7, for example, a traveling control pattern is presented to a crew member by using a speed control information display method in an in-car signal of a one-stage brake control type ATC (Automatic Train Control). Also good. Here, as shown in FIG. 6, the one-stage brake control type ATC is an in-vehicle signal (green ○ light, which is shown as a hatched pattern in FIG. 6, and is shown in FIG. 6 (b), (c), (Lights up in (d))) and an in-vehicle signal instructing stop control (a red ◯ light, shown in FIG. 6 as a shaded pattern, and lit in FIG. 6 (a)), stop Is an in-vehicle signal (a red x light, none of which is lit in the example of FIG. 6). In an analog or digital speedometer, a speed control information indicator light (in FIG. 6) ATC brake operation speed and ATC brake release speed are displayed to the crew member.
FIG. 6A shows a stop display, FIG. 6B shows a progress display + stop pattern, FIG. 6C shows a progress display + speed limit, and FIG. 6D shows a progress display + A speed limiting pattern is illustrated.
As shown in FIG. 7, if the deceleration target speed and acceleration target speed of the current traveling control pattern are displayed instead of the ATC brake operating speed and the ATC brake releasing speed, it can be used as the traveling control pattern display device of the present invention. It becomes.
FIG. 7A illustrates a deceleration instruction, and FIG. 7B illustrates an acceleration instruction.

  Hereinafter, the traveling control support process will be described with reference to FIGS. 8 to 13. In order to make the explanation easy to understand, it is assumed that the railroad crossing control device 31 calculates travel control patterns for all the trains 2. Further, it is assumed that the line segment to be processed is a double line, and that the upper and lower lines pass through the same level crossing 3. However, all or part of the present invention can be applied to a single line or multiple lines.

FIG. 8 is a flowchart showing details of the travel control support process. The process shown in FIG. 8 is executed at predetermined time intervals.
In step 1, the railroad crossing control device 31 creates a warning control for shortening the warning time of the train 2 that is within the travel control range and has the earliest predicted level crossing arrival time from the trains 2 that have received the position and speed information. calculate. The predicted level crossing arrival time is calculated by the function of the radio level crossing control system 1 which is a premise of the travel control support process.
In the example shown in FIG. 1, the train 2 having the earliest predicted level crossing arrival time is the train 2a.

In step 2, the railroad crossing control device 31 determines whether there is a train 2 that has the earliest predicted level crossing arrival time and a train 2 whose warning time (range from the warning start time to the warning stop time) is close or overlapping. .
Since the alarm value is determined when the alarm is started, the train 2 actually passes through the railroad crossing 3 and the alarm stops, the alarm time in step 2 is determined according to the travel control pattern. Means the calculated value of Similarly, in the flowchart shown in FIG. 3, the alarm time means a calculated value when following the traveling control pattern.
For example, when there is a train 2 whose difference in predicted crossing arrival time is within a threshold, there is a train 2 whose warning time is close or overlapping (determination of step 2 is affirmative) ). In addition, for example, the determination criterion in step 2 may consider the train length of each train 2 in addition to the predicted level crossing arrival time.

If the determination in step 2 is negative (“none” in step 2), the railroad crossing control device 31 performs a traveling control pattern with only a single alarm time reduction control for the train 2 with the earliest predicted level crossing arrival time, that is, The alarm time shortening travel control pattern calculated in step 1 is transmitted without change (step 3), and the process is terminated.
In this case, the warning time can be significantly shortened by the crew of the train 2a performing travel control according to the warning time shortening travel control pattern.

If the determination in step 2 is affirmative (“Yes” in step 2), the railroad crossing control device 31 calculates a warning time-reduced travel control pattern for the second train 2 having a predicted level crossing arrival time (step 4).
In the example illustrated in FIG. 1, the train 2 with the second predicted level crossing arrival time is the train 2 b.
In the following, as shown in FIG. 1, it is assumed that the train 2 with the earliest estimated level crossing arrival time and the second train 2 face each other. In addition, the train 2 with the earliest estimated level crossing arrival time is described as “Train 2a”, and the second train 2 is described as “Train 2b”.

  In step 5, the railroad crossing control device 31 matches the alarm start time and the alarm stop time according to the alarm time reduction travel control pattern for the train 2a with the alarm start time and the alarm stop time according to the alarm time reduction travel control pattern for the train 2b. It is determined whether or not.

  If the determination in step 5 is affirmative (“YES” in step 5), the railroad crossing control device 31 performs a traveling control pattern with only alarm time reduction control for the train 2a and the train 2b, that is, step 1 and step 4. The alarm time shortening travel control pattern calculated in step 1 is transmitted as it is without changing (step 3), and the process is terminated.

FIG. 9 is a diagram illustrating a case where the alarm start time and the alarm stop time coincide. FIG. 9 is an example of a case where the determination in step 5 is affirmative.
In the example shown in FIG. 9, the lengths of the shortest alarm time when the acceleration / deceleration and the like are minimized for the trains 2a and 2b are equal, and the alarm start time and the alarm stop time are also the same.
As shown in FIG. 9, when the alarm start time and the alarm stop time according to the alarm time reduction travel control pattern match, the train 2a and the train 2b pass through the railroad crossing 3 at the same time. The effect of shortening the alarm time is maximized. Therefore, when the crew of the train 2a and the crew of the train 2b perform the traveling control according to the traveling control pattern for reducing the warning time, the warning time for the two trains 2 to pass through the crossing 3 is substantially equivalent to one. The length of the alarm time can be greatly shortened.

Returning to the description of FIG.
If the determination in step 5 is negative (“NO” in step 5), the railroad crossing control device 31 uses the alarm time shortening traveling control pattern for the train 2a and the alarm time shortening traveling control pattern for the train 2b. It is determined whether or not the length of time is equal (step 6).

  If the determination in step 6 is affirmative (“YES” in step 6), the railroad crossing control device 31 calculates a travel control pattern for a train whose alarm start is early according to the slow train (step 10). That is, at step 10, the railroad crossing control device 31 changes the alarm time shortening travel control pattern calculated at step 1 or step 4.

FIG. 10 is a diagram illustrating a case where the length of the warning time is equal and the train that arrives first at the railroad crossing is delayed. FIG. 10 is an example when the determination in step 10 is affirmative.
In the example shown in FIG. 10, the length of the shortest alarm time when the acceleration / deceleration or the like is minimized for the trains 2a and 2b is equal, but the alarm start time and the alarm stop time do not match. Therefore, the alarm start time of the train 2a is earlier than that of the train 2b. Therefore, the railroad crossing control device 31 changes the travel control pattern for the train 2a in order to match the alarm start times, and calculates the shortest alarm time delayed in accordance with the train 2b. Specifically, the railroad crossing control device 31 changes the travel control pattern so that the alarm start time of the train 2a matches the alarm start time of the train 2b.
As shown in FIG. 10, after the change, since the alarm start time and the alarm stop time coincide, the train 2a and the train 2b pass through the railroad crossing 3 at the same time. Therefore, the two trains 2 pass through the railroad crossing 3 when the crew of the train 2a performs traveling control according to the modified traveling control pattern, and the crew of the train 2b performs traveling control according to the warning time shortening traveling control pattern. The alarm time is substantially as long as one vehicle, and the alarm time can be greatly shortened.

Returning to the description of FIG.
If the determination in step 6 is negative (“NO” in step 6), the railroad crossing control device 31 calculates a travel control pattern for the train 2 with a short alarm time according to the long train 2 (step 7). That is, in step 7, the railroad crossing control device 31 changes the warning time shortening travel control pattern calculated in step 1 or step 4.

FIG. 11 is a diagram illustrating a case where the alarm time is not equal and the alarm time of a train with a short alarm time is increased. FIG. 11 is an example in which the determination in step 6 is negative.
In the example shown in FIG. 11, the length of the shortest alarm time of the train 2a and the train 2b is not equal. Therefore, the railroad crossing control device 31 changes the traveling control pattern so that the alarm time becomes equal in order to reduce the acceleration / deceleration of the train 2a associated with the travel control, and calculates the optimal alarm time extended in accordance with the train 2b. To do. Specifically, the railroad crossing control device 31 changes the travel control pattern so that the alarm start time and the alarm stop time of the train 2a coincide with the alarm start time and the alarm stop time of the train 2b.
The change of the traveling control pattern is such that additional acceleration / deceleration and delay are within an allowable range with respect to the standard driving curve. In order to make it within the allowable range, for example, a lower limit value of speed limit, a maximum value of speed reduction, a maximum value of instantaneous train delay, and the like are determined in advance.

  As shown in FIG. 11, since the alarm start time and the alarm stop time coincide with each other in the alarm time of the travel control pattern displayed on the changed driving support device (onboard device 21), the train 2a and the train 2b 3 will be passed at the same time. Therefore, when the crew of the train 2a performs travel control according to the changed travel control pattern, and the crew of the train 2b performs travel control according to the travel time shortened travel control pattern, the alarm time can be significantly shortened.

  In the example shown in FIG. 11, the traveling control pattern is changed so that the alarm times are equal. This is because it is desirable to present a traveling control pattern with as much margin as possible to the train 2a within a range not longer than the alarm time for the train 2b. However, if the purpose is only to shorten the alarm time, the traveling control pattern may be simply changed so that the alarm time for the train 2a is included in the alarm time for the train 2b.

Returning to the description of FIG.
In Step 8, the railroad crossing control device 31 determines whether or not the alarm start time and the alarm stop time according to the travel control pattern for the train 2a match the alarm start time and the alarm stop time according to the travel control pattern for the train 2b. . Here, the traveling control pattern to be determined is an alarm time shortening traveling control pattern when the changing process is not performed, and a traveling control pattern after the change when the changing process is performed.

If the determination in step 8 is affirmative (“YES” in step 8), the railroad crossing control device 31 sets the alarm start time and the alarm stop time of the two trains as much as possible for the train 2a and the train 2b. Is transmitted (step 9), and the process ends.
If the determination in step 8 is negative (“NO” in step 8), the crossing control device 31 proceeds to step 10. The process of step 10 is as described above.

  In step 11, the railroad crossing control device 31 determines whether or not the alarm start time and the alarm stop time according to the travel control pattern for the train 2a match the alarm start time and the alarm stop time according to the travel control pattern for the train 2b. . Here, the traveling control pattern to be determined is the same as in Step 8.

When the determination in step 11 is affirmative (“YES” in step 11), the railroad crossing control device 31 performs traveling control in which the alarm start time and the alarm stop time of the two trains are matched as much as possible with respect to the train 2a and the train 2b. The pattern is transmitted (step 9), and the process ends.
If the determination in step 11 is negative (“NO” in step 11), the crossing control device 31 proceeds to step 12.

In step 12, the railroad crossing control device 31 calculates a travel control pattern for delaying the train within a permissible range to the maximum extent for a train whose alarm start is slow. Here, “maximum delay within an allowable range” means, for example, that additional acceleration / deceleration and delay with respect to a standard driving curve are made full.
The process of step 12 is performed in order to determine whether or not the alarm for the two trains can be temporarily stopped. The significance of this determination is that, as will be described later, it may be desirable for road traffic to temporarily stop the warning rather than slightly reducing the overall warning time. That is, if the alarm can be temporarily stopped even for a short time, pedestrians and cars that are already waiting before the crossing 3 can cross the crossing 3 and the number of pedestrians and cars that wait for a long time is reduced. Because.

In step 13, the railroad crossing control device 31 determines whether or not the alarm can be temporarily stopped as a result of the change process in step 12.
If the determination in step 13 is negative ("NO" in step 13), the railroad crossing control device 31 has an earlier alarm start time and a later alarm stop of the alarm start time and the alarm stop time of each of the train 2a and the train 2b. A travel control pattern that matches the time as much as possible is calculated (step 14), and a travel control pattern that matches the alarm start time and the alarm stop time of the two trains is transmitted (step 9), and the process ends.

  FIG. 12 is a diagram illustrating a case where the alarm start time and the alarm stop time cannot be matched, and the alarm time is increased in order to suppress the influence on the train schedule and the like. FIG. 12 is an example of a case where the determination in step 13 is negative.

In FIG. 12, the warning time before the change for the train 2a is the warning time when the warning time is delayed to the minimum and maximum with the acceleration / deceleration and the like being full. The warning time before the change to the train 2b is a warning time when acceleration / deceleration is minimized.
In the example shown in FIG. 12, since the alarm start time and the alarm stop time cannot be matched, the alarm time of both the trains 2a and 2b is changed to be longer in order to suppress the influence on the train schedule and the like. Yes.

  As shown in FIG. 12, after the change, the alarm start times coincide, and the alarm time for the train 2a is included in the alarm time for the train 2b. Therefore, when the crew of the train 2a performs the traveling control according to the changed traveling control pattern, and the crew of the train 2b performs the traveling control according to the traveling time control pattern for reducing the warning time, the entire warning time is not extended. The influence on diamonds can be suppressed.

Returning to the description of FIG.
If the determination in step 13 is affirmative (“YES” in step 13), the crossing control device 31 compares the impact on road traffic (step 15), and the impact on road traffic is smaller for the continuous alarm. If it is determined (“continuous alarm is less affected” in step 15), the process proceeds to step 14, and if it is determined that the effect on road traffic is smaller when the alarm is temporarily stopped (“alarm temporarily stopped is less affected” in step 15). ), Go to Step 16. Details of the determination process in step 15 will be described later.
The process of step 14 is as described above.
In step 16, the railroad crossing control device 31 transmits a travel control pattern for further delaying a train whose alarm start is slow (step 16), and ends the process.

The determination process in step 15 will be described. In step 15, the level crossing control device 31 compares (1) a travel control pattern for temporarily stopping the alarm and (2) a travel control pattern for continuing the alarm.
The evaluation function for comparison is, for example, Non-Patent Document 6 (Kenichiro Sanada, Satoru Sone, Sou Takano, “Examination of a method for controlling multiple level crossings in a double track section as a group”, Lecture at the IEEJ National Conference The functions described in the 5th volume of the paper, pp 279-280, 2005) can be considered. Non-Patent Document 6 describes that human frustration degree D is an evaluation function from the user's point of view. The human irritability degree D is expressed as D = t ^ 2 (the square of t), where t is the actual waiting time.

For example, (1) In the travel control pattern in which the alarm is temporarily stopped, the alarm time for the train 2a is “30 seconds” and the alarm time for the train 2b is “30 seconds”. Further, (2) in the traveling control pattern in which the alarm is continued, the entire alarm time for the train 2a and the train 2b is set to “50 seconds”.
In this case, the irritation degree D1 in (1) is D1 = 30 ^ 2 + 30 ^ 2 = 1800. Further, the frustration degree D1 in (2) is D1 = 50 ^ 2 = 2500. Therefore, it is determined that (1) is less frustrating and has less impact on road traffic than (2).

  Of course, the evaluation function described above is merely an example, and other functions may be used. Further, the evaluation function may evaluate a physical phenomenon, such as the number of people who can pass or the number of people who can pass, instead of a psychological phenomenon like the degree of human frustration.

  FIG. 13 is a diagram showing a case where the alarm start time and the alarm stop time cannot be matched, and the alarm is temporarily stopped by delaying the train that reaches the railroad crossing later. FIG. 13 is an example of a case where the determination in step 15 is “the effect on road traffic is smaller when the alarm is temporarily stopped”.

In FIG. 13, the warning time before the change for the train 2a is the warning time when acceleration / deceleration is minimized. The warning time before the change to the train 2b is a warning time when acceleration / deceleration is minimized.
In the example shown in FIG. 13, the effect on road traffic is smaller when the alarm is temporarily stopped. Therefore, the alarm is temporarily stopped by delaying the train that reaches the railroad crossing later. That is, the warning time for the train 2b after the change is a warning time when the acceleration reduction or the like is full and the delay is maximized.

  As shown in FIG. 13, after the change, the warning time for the train 2a and the warning time for the train 2b do not overlap. Therefore, the crew of the train 2a performs the traveling control according to the modified traveling control pattern, and the crew of the train 2b performs the traveling control according to the traveling control pattern for reducing the alarm time, so that the warning is issued after the train 2a passes the railroad crossing 3. The vehicle can be stopped once, and the influence on road traffic can be reduced.

As described above, the railroad crossing control device 31 executes the travel control support process for the train 2 having the earliest level crossing arrival prediction time and the second fastest train 2.
In the above description, the railroad crossing control device 31 has explained the processing for the train 2 with the earliest predicted level crossing arrival time and the second fastest train 2. However, the second fastest train 2 and the third fastest train 2 have been described. It is also possible to execute the travel control support process for a set of other trains 2 such as the third fastest train 2 and the fourth fastest train 2.

  Next, a specific example of the travel control pattern will be described with reference to FIGS. 14 and 15. For easy understanding, FIG. 14 and FIG. 15 show the alarm time reduction travel control pattern for one train 2.

  FIG. 14 is a diagram illustrating a travel control pattern in which the travel time is the same as that of constant speed travel. The horizontal axis is the position, and the vertical axis is the speed. The “area for alarming road traffic” is calculated in consideration of the train length + the margin distance in addition to the design warning time and the interruption completion time described above.

The traveling control pattern 51 for constant speed traveling indicates the relationship between the train position and the train speed when traveling at constant speed throughout the traveling control range.
The alarm time shortening traveling control pattern 52 is calculated so that the traveling time of the entire traveling control range is the same as the traveling control pattern 51 of constant speed traveling.
In the warning time shortening traveling control pattern 52, the vehicle is decelerated by the regular maximum braking 62 from the deceleration start position 61 (before reaching the warning area for road traffic) until the speed limit is reached. Next, by the maximum acceleration 64 (shown reflecting the acceleration characteristics of the train 2) from the restriction release position 63 (immediately before reaching the warning area for road traffic) until the maximum speed is reached. To accelerate. Then, from the deceleration start position 65 (immediately after passing through the area for warning road traffic), the vehicle is decelerated by the regular maximum braking 66 until the normal speed in constant speed traveling is reached.

  Comparing the alarm time based on the traveling control pattern 51 for constant speed traveling with the alarm time based on the alarm time shortening traveling control pattern 52, the alarm starting point is slower in the alarm time shortening traveling control pattern 52, and the average speed during the alarm The alarm time shortening traveling control pattern 52 is faster. Therefore, it is understood that the alarm time shortening traveling control pattern 52 is shortened compared to the constant speed traveling control pattern 51.

  FIG. 15 is a diagram illustrating a travel control pattern in the speed limit section. As in FIG. 14, the horizontal axis represents position, and the vertical axis represents speed. Further, as in FIG. 14, the “area for warning for road traffic” is calculated in consideration of the train length + the margin distance in addition to the above-described design warning time and shut-off completion time. The difference from FIG. 14 is that the vicinity of the level crossing 3 is a speed limit section.

In the normal traveling control pattern 71, the vehicle is decelerated before reaching the speed limit section based on the speed check pattern after reaching the area where the warning is given to the road traffic.
In the warning time shortening traveling control pattern 72, the vehicle is decelerated until reaching the speed limit before reaching the area for warning the road traffic, and the vehicle travels at a constant speed until it passes through the speed limiting section.

  Comparing the alarm time based on the normal travel control pattern 71 and the alarm time based on the alarm time shortening travel control pattern 72, the alarm time shortening travel control pattern 72 has an alarm start point that is delayed and the alarm time is clearly shortened. Yes.

Hereinafter, Example 1 will be described with reference to FIG. Example 1 is a verification result of the alarm time reduction effect for a single train 2.
In Example 1, the constraint conditions shown in Table 1 were provided, and the alarm time reduction travel control pattern 52 shown in FIG. 14 was applied to a single train 2.

When the opposite train 2 is not taken into account, as shown in FIG. 14, the vehicle once decelerates before the crossing 3 and travels at the maximum acceleration (or the maximum speed of the line section) while approaching the crossing 3 and while passing through the crossing 3 If you can drive at the maximum speed of the line, you can achieve the optimal alarm time.
Based on the constraints in Table 1, FIG. 16 shows the warning time shortening effect under the vehicle performance and line condition shown in Table 2.

  FIG. 16 is a graph illustrating the alarm time reduction effect according to the first embodiment. As shown in FIG. 16, in the practical speed range where the average train speed before and after the railroad crossing 3 is 40 km / h or more, an optimal alarm time can be realized. Moreover, even at less than 40 km / h, the maximum time was 60 seconds or longer compared to the case of using the level crossing controller, and the maximum time was shortened by 40 seconds or longer compared with the case where the wireless type was not used. In terms of percentages, they are shortened by about 58% and about 49%, respectively, and it can be seen that the alarm time is significantly shortened.

Next, Example 2 will be described with reference to FIGS. Example 2 is a verification result of the alarm time reduction effect for a plurality of trains 2 facing each other.
Also in Example 2, the constraint conditions shown in Table 1 were provided, and the alarm time reduction effect was verified under the vehicle performance and line section conditions shown in Table 2.

  In the second embodiment, based on the result of the single train 2 in the first embodiment, when the entry timings to the travel control ranges of both trains 2 are the same, when the difference is 15 seconds, the difference is 30 seconds. For each, the alarm time was calculated. Depending on the speed difference between the preceding train 2 and the opposite train 2, there may be a case where the continuous alarm does not occur (the alarm is temporarily stopped). In this case, the warning time for both trains 2 was added up.

In the second embodiment, the traveling control that realizes the shortest warning time for the single train 2 in the first embodiment is basically performed, and the traveling control is performed on the railroad crossing 3 as much as possible according to the flowchart shown in FIG.
Moreover, in the comparative example with respect to Example 2, the alarm time was calculated when both trains 2 traveled at a constant speed through the travel control section.

  FIG. 17 and FIG. 18 are graphs showing the alarm time when the railroad crossing arrival time difference is 0 seconds according to the comparative example and the example 2, respectively. FIGS. 19 and 20 are graphs showing the alarm time when the railroad crossing arrival time difference is 15 seconds according to the comparative example and the embodiment 2, respectively. FIG. 21 and FIG. 22 are graphs showing the alarm time when the railroad crossing arrival time difference is 30 seconds according to the comparative example and the embodiment 2, respectively.

  As shown in FIGS. 17 to 22, in Example 2 in which the traveling control was performed according to the flowchart shown in FIG. 8, the alarm time was shortened as a whole as compared with the comparative example. When the traveling speed before and after the crossing 3 was 40 km / h or higher, the alarm time was within twice the optimum alarm time in Example 1 of 43.4 seconds. In particular, when the speed difference between the two trains 2 is up to about 20 km / h, the alarm time can be generally optimized, and it can be seen that the timing adjustment range for passing over the railroad crossing 3 is wide.

  The travel control support method (travel control support device) of the present invention can significantly reduce alarm time, such as during rush hours when a prestigious train is forced to run at a low speed by a station stop of a preceding train, or a bottleneck crossing, etc. It becomes.

  Although the foregoing description does not refer to a stop such as a station, the present invention can be similarly applied to a crossing near the station. For example, if there is a railroad crossing immediately after leaving the station, the train will accelerate in the first place, so there is no contradiction with the technical idea of the present invention. Also, for example, when there is a railroad crossing just before reaching the station, the train is selected as an excellent train or an ordinary train. And, for ordinary trains that stop at the station, if alarm control and mis-passage prevention control based on the stop are prepared, a travel control pattern is calculated, and the present invention is applied only to the superior train good.

  In addition, in preparation for the case where traveling in the vicinity of a railroad crossing has already deviated from the standard driving curve, the railroad crossing on the driving side is separated from the alarm control required on the safety side according to the distance from the preceding train and the train type. It is desirable to obtain the predicted arrival time or store a table of predicted crossing arrival times on driving from statistical data.

  Further, before the speed limit section such as a curve, the alarm start in the high speed range is accelerated depending on the predicted brake pattern arrival time. Therefore, as shown in FIG. 15, it is possible to avoid the start of the alarm from being accelerated by starting deceleration slightly before the speed limit. In this case, a delay occurs in the vicinity of the railroad crossing, so the crew member makes appropriate judgments such as allocating spare time for operation or allocating sufficient recovery capacity. It is also conceivable that the on-board device stores the operation schedule data and does not display the traveling control pattern for shortening the alarm when it is determined to be a delay.

The effects of the present invention described above are as follows.
1. By approaching the railroad crossing while accelerating, even if simple wireless railroad crossing control is performed, a great alarm time reduction effect can be obtained. Moreover, the warning time shortening effect can be further increased by passing each other on the railroad crossing.
2. Even if only simple wireless level crossing control is implemented, the alarm time can be greatly shortened, so the cost required for development (or improvement) of the level crossing control device can be reduced.
3. Since the on-board device that presents the travel control pattern is not a train control device such as ATC, it does not require fail-safety and can be developed (or improved) at low cost. In addition, it is possible to avoid a decrease in stability with respect to train operation even in the event of a failure or malfunction.
4). Even if the crew member does not follow the navigation information of the on-board device, the burden on the crew member (physical, The psychological burden is small. That is, there is no problem even if the crew member performs the travel control different from the navigation information in order to suppress the influence on the following train and the occurrence of the train delay when the control of the travel control pattern is lost.

  The preferred embodiments of the travel control support method according to the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to such examples. It will be apparent to those skilled in the art that various changes or modifications can be conceived within the scope of the technical idea disclosed in the present application, and these naturally belong to the technical scope of the present invention. Understood.

DESCRIPTION OF SYMBOLS 1 ......... Wireless crossing control system 2, 2a, 2b ......... Train 3 ......... Railroad crossing 21, 21a, 21b ......... Vehicle equipment 22a, 22b ......... Wireless device 31 ......... Railroad crossing control device 32 ... …… Wireless device 33 ………… Alarm 34 ……… Blocker

Claims (7)

The on-board device and the railroad crossing control device perform wireless communication,
The on-board device transmits the train position and speed to the crossing control device, and the crossing control device receives the predicted crossing arrival time and the brake pattern arrival based on the train position and speed received from the on-board device. As the predicted time, respectively, the time from the start of the alarm until the train reaches the railroad crossing and the brake pattern when the driving is assumed to be the maximum acceleration pattern after the start of the alarm is calculated. Predicted time calculating means for calculating the predicted level crossing arrival time and the brake pattern arrival predicted time based on speed;
The crossing control device or the on-board device compares the design warning time stored in advance with the predicted crossing arrival time, compares the pre-stored crossing cutoff completion time with the predicted brake pattern arrival time, and sets a predetermined condition. An alarm control means for instructing to start an alarm if satisfied,
A traveling control support method in a wireless railroad crossing control system comprising:
The level crossing control device calculates a travel control pattern for accelerating the train after the start of an alarm and transmits the travel control pattern to the on-board device, or the on-board device calculates the travel control pattern,
The on-board device presents a traveling control pattern presenting step for presenting the traveling control pattern to a crew member,
A driving control support method comprising:   The travel control pattern calculation step is the travel control pattern for the first train, with the train having the earliest predicted level crossing arrival time being the first train among trains for which the railroad crossing control device has received the position and speed. The first traveling control pattern is calculated so as to perform acceleration reflecting the acceleration characteristics of the train after the alarm is started, and further, there is a second train that is a train whose alarm time is close to or overlaps with the first train. 2. The travel control support method according to claim 1, wherein a first determination is made to determine whether or not the first travel control pattern is not changed when the first determination is affirmative.   In the travel control pattern calculation step, when the first determination is negative, the second travel control pattern that is the travel control pattern for the second train is subjected to acceleration reflecting the acceleration characteristics of the train after the alarm is started. And determining whether or not the alarm start time and the alarm stop time according to the first travel control pattern coincide with the alarm start time and the alarm stop time according to the second travel control pattern. The travel control support method according to claim 2, wherein the second travel control pattern is not changed when the second determination is affirmative.   In the travel control pattern calculation step, when the second determination is negative, it is determined whether the length of the alarm time according to the first travel control pattern is equal to the length of the alarm time according to the second travel control pattern. When the third determination is made and the third determination is negative, the alarm start time and the alarm stop time are based on the longer alarm time of the first travel control pattern and the second travel control pattern. The travel control support method according to claim 3, wherein a first change is made to change the first travel control pattern or the second travel control pattern so that the two coincide with each other.   In the travel control pattern calculation step, when the third determination is affirmative or when the first change cannot be made, one alarm time of the first travel control pattern and the second travel control pattern is set. 5. The travel control support method according to claim 4, wherein a second change is made to change the first travel control pattern or the second travel control pattern so as to be included in the other alarm time.   In the travel control pattern calculation step, when the second change cannot be made, the one with the later alarm start time among the first travel control pattern and the second travel control pattern is maximized within an allowable range. If the warning can be temporarily stopped as a result of the third change, the degree of influence on road traffic is evaluated using a predetermined evaluation function, and the warning is temporarily stopped. 6. The travel control support method according to claim 5, wherein whether or not to calculate the first travel control pattern and the second travel control pattern is determined. The on-board device and the railroad crossing control device perform wireless communication,
The on-board device transmits the train position and speed to the crossing control device, and the crossing control device receives the predicted crossing arrival time and the brake pattern arrival based on the train position and speed received from the on-board device. As the predicted time, respectively, the time from the start of the alarm until the train reaches the railroad crossing and the brake pattern when the driving is assumed to be the maximum acceleration pattern after the start of the alarm is calculated. Predicted time calculating means for calculating the predicted level crossing arrival time and the brake pattern arrival predicted time based on speed;
The crossing control device or the on-board device compares the design warning time stored in advance with the predicted crossing arrival time, compares the pre-stored crossing cutoff completion time with the predicted brake pattern arrival time, and sets a predetermined condition. An alarm control means for instructing to start an alarm if satisfied,
A travel control support device that cooperates with a radio level crossing control system comprising:
The level crossing control device calculates a travel control pattern for accelerating the train after the start of an alarm and transmits it to the on-board device, or the on-board device calculates a travel control pattern for calculating the travel control pattern;
The on-board device has a traveling control pattern presenting means for presenting the traveling control pattern to a crew member,
A travel control support device comprising: