JP2018148744A - Crew support device, crew support program, crew support system and crew support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support a crew who operates a train without using a ground unit.SOLUTION: A receiver 120 acquires a travel point coordinate value indicating a travel point of a train 101 by means of satellite positioning. A crew support device 110 determines whether the train 101 reaches a deceleration start point based on the travel coordinate value. A brake control device 130 starts deceleration of the train 101 when it is determined that the train 101 reaches the deceleration start point.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for supporting driving of a train crew.

Conventionally, the driver determines a deceleration zone and applies a brake in the deceleration zone. In addition, the driver determines the stop prohibition section and does not stop the train in the stop prohibition section.
Depending on the railway company, a communication device called a car upper is mounted on the train, a communication device called a ground child is installed on the sleepers of the track, and the train decelerates by communicating between the car upper and the ground child. Control is performed.

  Patent Document 1 discloses a driving support system using a ground element.

JP-A-8-340607

When the driver determines the deceleration zone and decelerates and stops the train, the deceleration start position and the stop position differ depending on the driver. And the difference between the deceleration start position and the stop position by the driver causes an overrun at the home and a large shake at the curve, and in the worst case, leads to an accident. The deceleration start position and the stop position depend not only on the driver's technique but also on the driver's health and fatigue.
The determination of the stop prohibition section also depends on the driver's skill, health and fatigue. If the driver accidentally stops the train in the stop-prohibited section, there is a possibility that the diagram will be greatly disturbed.
Judgment during driving in the deceleration zone and the stop prohibited zone increases the load on the driver. Therefore, an accident occurs in the worst case.

  When train deceleration control is performed using ground elements, a large number of ground elements must be installed on the route. In addition, the inspector must visit the site to inspect the ground element from end to end. Therefore, the train deceleration control using the ground unit requires a lot of construction costs and maintenance costs.

  An object of this invention is to enable it to support the crew member who drives a train, without using a ground element.

The crew support device of the present invention is
A reception unit for receiving a traveling coordinate value that is a coordinate value indicating a traveling point of a train and obtained by satellite positioning;
A determination unit that determines whether the train has reached a deceleration start point based on the received travel coordinate value;
A deceleration unit that starts deceleration of the train when it is determined that the train has reached a deceleration start point.

  According to the present invention, deceleration of the train starts when the train reaches the deceleration start point without performing communication with the ground unit. Therefore, it is possible to support a crew member who operates the train without using the ground unit.

1 is a configuration diagram of a crew member support system 100 according to Embodiment 1. FIG. 1 is a configuration diagram of a crew member support apparatus 110 in Embodiment 1. FIG. FIG. 3 is a relationship diagram of a travel point 103, a stop point 104, and a deceleration start point 105 in the first embodiment. 3 is a flowchart of a crew member support method according to the first embodiment. FIG. 3 shows a driver seat monitor 140 in the first embodiment. FIG. 4 is a diagram showing stop point data 191 in the first embodiment. The flowchart of the deceleration start determination process (S120) in Embodiment 1. FIG. The figure which shows the stop position of the train 101 in the past. The figure which shows derailment of the train 101 in the past. FIG. 10 is a relationship diagram of a travel point 103, a stop impossible point 107, and a section notification point 108 in the second embodiment. 10 is a flowchart of a crew member support method according to the second embodiment. FIG. 6 shows a driver seat monitor 140 in the second embodiment. The figure which shows the stop stop area data 192 in Embodiment 2. FIG. The flowchart of the section notification determination process (S210) in Embodiment 2. The hardware block diagram of the crew member assistance apparatus 110 in embodiment.

  In the embodiments and the drawings, the same reference numerals are assigned to the same elements and corresponding elements. Description of elements having the same reference numerals will be omitted or simplified as appropriate. The arrows in the figure mainly indicate the flow of data or the flow of processing.

Embodiment 1 FIG.
The form which supports the crew member who drives a train is demonstrated based on FIGS. 1-7.

*** Explanation of configuration ***
Based on FIG. 1, the structure of the train 101 and the crew member assistance system 100 is demonstrated.
The train 101 is a railway vehicle.
The train 101 includes a crew member support system 100.

The crew member support system 100 is a system that supports a crew member's work on the train 101, in particular, driving of the train 101 by a driver.
The crew support system 100 includes a crew support device 110, a receiver 120, a brake control device 130, and a driver seat monitor 140 in a train 101. The crew support system 100 also includes an antenna 102 outside the train 101.
The crew member support device 110 is connected to the receiver 120, the brake control device 130, and the driver seat monitor 140 via a signal line.
The receiver 120 is connected to the antenna 102 via a signal line.

The receiver 120 is a positioning receiver in the satellite positioning system.
The antenna 102 is an antenna for receiving a positioning signal transmitted from a positioning satellite.

The satellite positioning system is also called GNSS (Global Navigation Satellite Systems).
A positioning satellite is an artificial satellite for positioning in a satellite positioning system. For example, the positioning satellite is a quasi-zenith satellite.
The positioning signal is a positioning signal transmitted from a positioning satellite.

The brake control device 130 is a device that controls the brake of the train 101.
The driver seat monitor 140 is a monitor provided in the driver seat of the train 101.

  The crew member support device 110 is a device that supports a crew member's work on the train 101, particularly a driver's operation of the train 101.

Based on FIG. 2, the structure of the crew member assistance apparatus 110 is demonstrated.
The crew support device 110 is a computer including hardware such as a processor 901, a memory 902, an auxiliary storage device 903, and an input / output interface 904. These hardwares are connected to each other via signal lines.

The processor 901 is an IC (Integrated Circuit) that performs arithmetic processing, and controls other hardware. For example, the processor 901 is a CPU (Central Processing Unit), a DSP (Digital Signal Processor), or a GPU (Graphics Processing Unit).
The memory 902 is a volatile storage device. The memory 902 is also called main memory or main memory. For example, the memory 902 is a RAM (Random Access Memory). Data stored in the memory 902 is stored in the auxiliary storage device 903 as necessary.
The auxiliary storage device 903 is a nonvolatile storage device. For example, the auxiliary storage device 903 is a ROM (Read Only Memory), a HDD (Hard Disk Drive), or a flash memory. Data stored in the auxiliary storage device 903 is loaded into the memory 902 as necessary.

  The input / output interface 904 is a port to which the receiver 120, the brake control device 130, and the driver seat monitor 140 are connected.

  The crew member support apparatus 110 includes software elements such as a determination unit 111, a deceleration unit 112, and a notification unit 113. A software element is an element realized by software.

The auxiliary storage device 903 stores a crew member support program for causing the computer to function as the determination unit 111 and the speed reduction unit 112. The crew support program is loaded into the memory 902 and executed by the processor 901.
Further, the auxiliary storage device 903 stores an OS (Operating System). At least a part of the OS is loaded into the memory 902 and executed by the processor 901.
That is, the processor 901 executes the crew support program while executing the OS.
Data obtained by executing the crew support program is stored in a storage device such as the memory 902, the auxiliary storage device 903, a register in the processor 901, or a cache memory in the processor 901.

The memory 902 functions as the storage unit 114 that stores data. However, another storage device may function as the storage unit 114 instead of the memory 902 or together with the memory 902.
The input / output interface 904 functions as the reception unit 115 that receives an input. Further, the input / output interface 904 functions as the output unit 116 that outputs data.

  The crew member support apparatus 110 may include a plurality of processors that replace the processor 901. The plurality of processors share the role of the processor 901.

  The crew support program can be stored in a computer-readable manner on a nonvolatile storage medium such as a magnetic disk, an optical disk, or a flash memory. A non-volatile storage medium is a tangible medium that is not temporary.

*** Explanation of operation ***
The operation of the crew support system 100, in particular, the operation of the crew support apparatus 110 corresponds to a crew support method. Further, the procedure of the crew support method by the crew support device 110 corresponds to the procedure of the crew support program.

Based on FIG. 3, the outline | summary of a crew member assistance method is demonstrated.
In the crew member support method, when the train 101 reaches the deceleration start point 105, the train 101 starts to decelerate. At the same time, the crew member is notified of the deceleration of the train 101.

A point where the train 101 is traveling is referred to as a traveling point 103.
Specifically, the position of the antenna 102 when the train 101 is traveling is the traveling point 103. The antenna 102 is provided in the center in the width direction of the train 101.

The stop point 104 is a point determined as a point where the train 101 stops.
Specifically, stop point 104 is the intersection of the stop line _{L S} and the center line _{L C.}
The stop line L _S is a line indicating the stop position of the train 101. The stop position is a position determined as a position to stop the train 101 at the platform of the stop station. The stop station is a station where the train 101 stops on the route on which the train 101 travels.
Center line _{L C} is a line passing through the center of the line 106.

The deceleration start point 105 is a point determined as a point where the train 101 starts to decelerate.
Specifically, the deceleration starting point 105 is a point away from the stop point 104 by a first prescribed distance _{D R1} in the center line _{L C.}

The first specified distance _DR1 is a distance from the stop point 104 to the deceleration start point 105.
The first specified distance _DR1 is calculated in advance using the stop coordinate value and the deceleration start coordinate value.
The stop coordinate value is a coordinate value indicating the stop point 104. Specifically, the coordinate value is represented by latitude and longitude.
The deceleration start coordinate value is a coordinate value indicating the deceleration start point 105.
The stop coordinate value and the deceleration start coordinate value are obtained in advance by surveying.

The first current distance _DC1 is a distance from the travel point 103 to the stop point 104.
The first current distance _DC1 is calculated using the travel coordinate value and the stop coordinate value each time the travel point 103 is positioned.
The travel coordinate value is a coordinate value indicating the travel point 103.

Based on FIG. 4, a crew member support method will be described.
The crew member support method of FIG. 4 is executed for each deceleration start point 105.

In step S110, the receiver 120 measures the travel point 103 of the train 101.
Specifically, the receiver 120 receives a positioning signal via the antenna 102, and positions the travel point 103 of the train 101 by satellite positioning. Satellite positioning is positioning performed using a satellite positioning system.

  And the receiver 120 outputs a running coordinate value. The output travel coordinate value is input to the crew support device 110.

In step S120, the crew member support apparatus 110 determines whether the train 101 has reached the deceleration start point 105 based on the input travel coordinate value.
When the train 101 reaches the deceleration start point 105, the process proceeds to step S130.
If the train 101 has not reached the deceleration start point 105, the process proceeds to step S110.
Details of the deceleration start determination process (S120) will be described later.

In step S <b> 130, the deceleration unit 112 starts decelerating the train 101.
Specifically, the deceleration unit 112 outputs a deceleration command via the output unit 116. The deceleration command is a command for instructing the brake control device 130 to start deceleration of the train 101. The output deceleration command is input to the brake control device 130. When a deceleration command is input to the brake control device 130, the brake control device 130 starts deceleration of the train 101 by controlling the brake of the train 101.

In step S140, the notification unit 113 notifies the crew member of the deceleration of the train 101.
Specifically, the notification unit 113 outputs a deceleration message via the output unit 116. The deceleration message is a message that informs the train 101 of deceleration. The output deceleration message is input to the driver seat monitor 140. When a deceleration message is input to the driver seat monitor 140, the driver seat monitor 140 displays a deceleration message. Further, the driver seat monitor 140 outputs a warning sound.

FIG. 5 shows the driver's seat monitor 140 on which a deceleration message is displayed.
The driver's seat monitor 140 displays a deceleration message “Decelerate”.
Thereby, the driver can be notified of the deceleration of the train 101.

The train 101 starts to decelerate when the train 101 reaches the deceleration start point 105 by the crew member support method of FIG. At the same time, the crew member is notified of the deceleration of the train 101.
The train 101 that has started to decelerate is stopped at the stop point 104 by the driver's operation.

Based on FIG. 6, the stop point data 191 used in the deceleration start determination process (S120) will be described.
The stop point data 191 has a record (row) for each stop station of the train 101.
The record has columns for a number, a stop station, a deceleration start coordinate value, a stop coordinate value, and a first specified distance.
The number column indicates a number for identifying the record.
The stop station column indicates the station name of the stop station.
The column of the deceleration start coordinate value indicates the deceleration start coordinate value.
The stop coordinate value column indicates the stop coordinate value.
The column of the first specified distance indicates the first specified distance _DR1 .
The stop point data 191 is stored in the storage unit 114 in advance.

The details of the deceleration start determination process (S120) will be described based on FIG.
In step S <b> 121, the accepting unit 115 accepts the travel coordinate value input from the receiver 120 to the crew support system 100.

In step S122, the determination unit 111 acquires the stop coordinate value and the first specified distance _DR1 at the next stop station from the stop point data 191.

In step S123, the determination unit 111 calculates the distance from the travel point 103 to the stop point 104 using the travel coordinate value received in step S121 and the stop coordinate value acquired in step S122. The calculated distance is the first current distance _DC1 .

In step S124, the determination unit 111 compares the first current distance _{D C1} calculated in step S123 and the first predetermined distance _{D R1} obtained in step S122.
When the first current distance _{D C1} is less than the first predetermined distance _{D R1,} the process proceeds to step S125.
When the first current distance _{D C1} is less than the first predetermined distance _{D R1,} the process proceeds to step S126.

  In step S125, the determination unit 111 determines that the train 101 has reached the deceleration start point 105.

  In step S <b> 126, the determination unit 111 determines that the train 101 has not reached the deceleration start point 105.

*** Effects of Embodiment 1 ***
Conventionally, the deceleration and stop of the train 101 depend on the skill of the driver or the health condition.
8, seasoned driver, we are possible to stop the train 101 at a position close to the stop line L _S (dashed line). However, shallow driver experience, there is a possibility that stopping the train 101 from the stop line L _S in distant places (dashed line).
In FIG. 9, when the deceleration of the train 101 is delayed, the train 101 may derail.
On the other hand, in the first embodiment, the train 101 automatically decelerates when the train 101 reaches the deceleration start point 105. Thereby, the skill difference of the driver can be filled. And a driver | operator's load can be reduced. As a result, accidents can be reduced.

Embodiment 2. FIG.
With respect to the form for suppressing the stop of the train in the stop-disabled section, differences from the first embodiment will be mainly described based on FIGS. 10 to 14.

*** Explanation of configuration ***
The configuration of the crew member support system 100 is the same as the configuration described in the first embodiment (see FIG. 1).
The configuration of the crew member support apparatus 110 is the same as the configuration described in the first embodiment (see FIG. 2).

*** Explanation of operation ***
The crew support system 100 and the crew support apparatus 110 perform the following crew support method in addition to the crew support method described in the first embodiment.

Based on FIG. 10, the outline | summary of a crew member assistance method is demonstrated.
In the crew member support method, when the train 101 reaches the section notification point 108, the crew member is notified that the train 101 has approached the unstoppable section 109.

The stop impossible section 109 is a section determined as a section in which the train 101 should not stop. A specific stopless section 109 is a section called an air section.
The stop impossible point 107 is a point in the stop impossible section 109. Specifically, it is the head point of the stop impossible section 109.
The section notification point 108 is a point determined as a point for notifying that the vehicle is approaching the stop impossible section 109, and is located in front of the stop impossible section 109.

The second specified distance _DR2 is a distance from the stop stop point 107 to the section notification point 108.
The second specified distance _DR2 is calculated in advance using the stop impossible coordinate value and the deceleration impossible coordinate value.
The stop impossible coordinate value is a coordinate value indicating the stop impossible point 107.
The undecelerated coordinate value is a coordinate value indicating the section notification point 108.
The vehicle stop impossible coordinate value and the deceleration impossible coordinate value are obtained in advance by surveying.

The second current distance _DC2 is the distance from the travel point 103 to the stop impossible point 107.
The second current distance D _C2 is calculated by using the travel coordinate value and the stop impossible coordinate value every time the travel point 103 is positioned.

Based on FIG. 11, a crew member support method will be described.
The crew member support method of FIG. 11 is executed for each section notification point 108.

Step S110 is as described in the first embodiment (see FIG. 4).
In step S110, the travel coordinate value is input to the crew support device 110.

In step S210, the crew member support apparatus 110 determines whether the train 101 has reached the section notification point 108 based on the input travel coordinate value.
When the train 101 reaches the section notification point 108, the process proceeds to step S220.
If the train 101 has not reached the section notification point 108, the process proceeds to step S110.
Details of the section notification determination process (S210) will be described later.

In step S220, the notification unit 113 notifies the crew member that the train 101 is approaching the stop impossible section 109.
Specifically, the notification unit 113 outputs a section notification message via the output unit 116. The section notification message is a message notifying that the train 101 is approaching the stop-disabled section 109. The output section notification message is input to the driver seat monitor 140. When the section notification message is input to the driver seat monitor 140, the driver seat monitor 140 displays the section notification message. Further, the driver seat monitor 140 outputs a warning sound.

FIG. 12 shows the driver's seat monitor 140 on which the section notification message is displayed.
The driver's seat monitor 140 displays a section notification message “You are approaching a stop-disabled section”.
As a result, the driver can be informed that the train 101 is approaching the unstoppable section 109.

Based on FIG. 13, the stop impossible section data 192 used in the section notification determination process (S210) will be described.
The stop impossible section data 192 includes a record (row) for each stop impossible section 109.
The record has columns of a number, a stop impossible section, a section notification coordinate value, a stop impossible coordinate value, and a second specified distance.
The number column indicates a number for identifying the record.
The column of the stop impossible section shows an identifier for identifying the stop impossible section.
The section notification coordinate value column shows the section notification coordinate value.
The column of the coordinate value that cannot be stopped indicates the coordinate value that cannot be stopped.
The column of the second specified distance indicates the second specified distance _DR2 .
The stop stop section data 192 is stored in the storage unit 114 in advance.

The details of the section notification determination process (S210) will be described based on FIG.
In step S <b> 211, the reception unit 115 receives the travel coordinate value input from the receiver 120 to the crew support system 100.

In step S <b> 212, the determination unit 111 acquires the stop impossible coordinate value and the second specified distance DR _< b> 2 in the next stop impossible section 109 from the stop impossible section data 192.

In step S213, the determination unit 111 calculates the distance from the travel point 103 to the unstoppable point 107 using the travel coordinate value received in step S211 and the unstoppable coordinate value acquired in step S212. The calculated distance is the second current distance _DC2 .

In step S214, the determination unit 111 compares the second predetermined distance _{D R2} a second current distance _{D C2} obtained at step S212 which is calculated in step S213.
When the second current distance _{D C2} is less than the second predetermined distance _{D R2,} the process proceeds to step S215.
When the second current distance _{D C2} is less than the second predetermined distance _{D R2,} the process proceeds to step S216.

  In step S215, the determination unit 111 determines that the train 101 has reached the section notification point 108.

  In step S <b> 216, the determination unit 111 determines that the train 101 has not reached the section notification point 108.

*** Effects of Embodiment 2 ***
When the train 101 approaches the stop impossible point 107, the driver can be alerted not to stop the train 101.
Thereby, stop of the train 101 at the stop impossible point 107 can be suppressed.

*** Supplement to the embodiment ***
In the embodiment, the function of the crew member support apparatus 110 may be realized by hardware.
FIG. 15 shows a configuration when the functions of the crew member support apparatus 110 are realized by hardware.
The crew support device 110 includes a processing circuit 990. The processing circuit 990 is also called a processing circuit.
The processing circuit 990 is a dedicated electronic circuit that implements the determination unit 111, the deceleration unit 112, the notification unit 113, and the storage unit 114.
For example, the processing circuit 990 is a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, a logic IC, GA, ASIC, FPGA, or a combination thereof. GA is an abbreviation for Gate Array, ASIC is an abbreviation for Application Specific Integrated Circuit, and FPGA is an abbreviation for Field Programmable Gate Array.

  The crew member support apparatus 110 may include a plurality of processing circuits that replace the processing circuit 990. The plurality of processing circuits share the role of the processing circuit 990.

  The embodiments are exemplifications of preferred forms and are not intended to limit the technical scope of the present invention. The embodiment may be implemented partially or in combination with other embodiments. The procedure described using the flowchart and the like may be changed as appropriate.

  100 Crew Support System, 101 Train, 102 Antenna, 103 Travel Point, 104 Stop Point, 105 Deceleration Start Point, 106 Track, 107 Stop Point, 108 Section Notification Point, 109 Stop Point, 110 Crew Support Device, 111 Judgment Unit , 112 Deceleration unit, 113 Notification unit, 114 Storage unit, 115 Reception unit, 116 Output unit, 120 Receiver, 130 Brake control device, 140 Driver's seat monitor, 191 Stop point data, 192 Unstoppable section data, 901 Processor, 902 Memory, 903 auxiliary storage device, 904 input / output interface, 990 processing circuit.

Claims (13)

A reception unit for receiving a traveling coordinate value that is a coordinate value indicating a traveling point of a train and obtained by satellite positioning;
A determination unit that determines whether the train has reached a deceleration start point based on the received travel coordinate value;
A crew member support apparatus comprising: a deceleration unit that starts deceleration of the train when it is determined that the train has reached a deceleration start point. The determination unit calculates a distance from the travel point to the stop point as a first current distance using the received travel coordinate value and a stop coordinate value indicating the stop point, and sets the first current distance as the first current distance. The crew member support device according to claim 1, wherein it is determined that the train has reached a deceleration start point when the first current distance is equal to or less than the first specified distance as compared with a specified distance. The crew member support apparatus according to claim 1 or 2, further comprising a notification unit that notifies a crew member of deceleration of the train when it is determined that the train has reached a deceleration start point. The crew member support apparatus according to claim 3, wherein the notification unit displays a deceleration message notifying the deceleration of the train on a driver seat monitor. The crew member support apparatus includes a notification unit that notifies a crew member,
The determination unit determines whether or not the train has reached a section notification point located before the stop-disabled section based on the received travel coordinate value,
The crew member support device according to claim 1, wherein the notification unit notifies a crew member that the train has approached the unstoppable section when it is determined that the train has reached the section notification point. The crew member support device according to claim 5, wherein the notification unit displays a section notification message informing that the train has approached the stop-disabled section on a driver's seat monitor. A reception unit for receiving a traveling coordinate value that is a coordinate value indicating a traveling point of a train and obtained by satellite positioning;
A determination unit that determines whether or not the train has reached a section notification point located in front of the unstoppable section based on the accepted travel coordinate value;
A crew member support apparatus comprising: a notification unit that notifies a crew member that the train has approached the unstoppable section when it is determined that the train has reached the section notification point. A determination unit that determines whether the train has reached a deceleration start point, based on a coordinate value indicating a traveling point of the train and a coordinate value obtained by satellite positioning.
A crew support program for causing a computer to function as a deceleration unit that starts deceleration of the train when it is determined that the train has reached a deceleration start point. A determination unit that determines whether or not the train has reached a section notification point located before a stop-stopable section, based on a coordinate value indicating a train travel point and a coordinate value obtained by satellite positioning; ,
A crew support program for causing a computer to function as a notification unit for notifying a crew member that the train has approached the stop-disabled section when it is determined that the train has reached the section notification point. A receiver that obtains a traveling coordinate value indicating a traveling point of the train by satellite positioning;
A crew member support device for determining whether the train has reached a deceleration start point based on the travel coordinate value;
A crew support system comprising: a brake control device that starts deceleration of the train when it is determined that the train has reached a deceleration start point. A receiver that obtains a traveling coordinate value indicating a traveling point of the train by satellite positioning;
A crew member support device that determines whether the train has reached a section notification point located in front of the stop-disabled section based on the travel coordinate value;
A crew member support system comprising: a driver seat monitor for notifying a crew member that the train has approached the unstoppable section when it is determined that the train has reached the section notification point. The receiver obtains the traveling coordinate value indicating the traveling point of the train by satellite positioning,
The crew support device determines whether the train has reached a deceleration start point based on the travel coordinate value,
A crew member support method in which a brake control device starts deceleration of the train when it is determined that the train has reached a deceleration start point. The receiver obtains the traveling coordinate value indicating the traveling point of the train by satellite positioning,
The crew support device determines whether the train has reached the section notification point located before the stop-stopable section based on the travel coordinate value,
A crew member support method in which a driver's seat monitor notifies a crew member that the train has approached the unstoppable section when it is determined that the train has reached the section notification point.

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