JP7396911B2 - train operation safety device - Google Patents

Description

The present invention relates to a train operation safety device that performs control to notify a driver of problems related to train operation.

In railways, there is an emergency stop button on the station platform as one of the systems to notify the train driver when it is necessary to urgently stop nearby trains due to a problem with train operation (for example, a patented system). (See Reference 1). There are many other problems related to train operation, such as problems related to passengers falling from station platforms onto the tracks (detected by fall detection mats, etc.), and problems caused by falling rocks and landslides (detected by falling rock detection devices). ), problems caused by train derailments, and operational regulations related to weather such as wind speed and rainfall.

Japanese Patent Application Publication No. 2003-081091

The main method for notifying drivers of problems with train operation is to turn on or blink special signal emitters installed along railway lines. The driver who visually recognizes the lighting or blinking of the special signal light emitter must apply the brakes to stop the train at his or her own discretion. However, there may be cases where it is difficult to visually recognize the lighting or blinking of the special signal light emitter. For example, such weather conditions include dense fog and heavy rain. Regardless of the forward visibility from the driver's cab, it is extremely dangerous to miss the lighting or flashing of the special signal light emitter, as it can lead to an accident.

The present invention has been devised in view of the above-mentioned circumstances, and its object is to enable drivers to be reliably notified of problems related to train operation.

The first invention for solving the above problem is:
Track location management means (for example, track location management unit 202 in FIG. 6) that manages track location information including at least the position and traveling direction of each train whose cab is equipped with a notification device;
A storage means (for example, the storage unit 300 in FIG. 6) that stores the detection positions and detection types of multiple types of detection devices that detect problems related to train operation in association with identification information of the detection devices;
an acquisition unit (for example, the detection acquisition unit 204 in FIG. 6) that acquires a detection signal indicating identification information and a detection result of the detection device transmitted from the detection device;
Extracting means (for example, the train extraction unit 206 in FIG. 6) that extracts an approaching train approaching the detection position based on the detection position of the detection device that has transmitted the detection signal and the track location information;
When the detection signal is acquired by the acquisition means, a predetermined alarm indicating the detection type of the detection device that has transmitted the detection signal and the detection position of the detection device is sent to the notification device of the approaching train. An alarm control means (for example, the alarm control unit 208 in FIG. 6) that performs control to notify the driver of the approaching train from the train;
This is a train operation safety device equipped with

According to the first aspect of the invention, it is possible to reliably notify the driver of an approaching train of a problem with train operation. In other words, the train operation safety system extracts an approaching train approaching the detection position of the detection device that sent the detection signal, and from the notification device installed in the driver's cab of the approaching train, the detection type and detection position of the detection device are detected. Control is performed to notify the driver of a predetermined warning indicating the Thereby, the driver of the approaching train can grasp the approaching obstacle and the details of the obstacle by the notification from the notification device in the driver's cab inside the train, regardless of the forward visibility outside the train. Since it is possible to understand the location of the problem and the details of the problem, it is possible to calmly take appropriate measures.

The second invention is, in the first invention,
When the approaching train has not arrived at a station before reaching the detection position of the detection device that has transmitted the detection signal, or when it is stopping at the station before the approaching train, controlling the notification device to issue a notification to prevent departure of the person;
It is a train operation safety device.

According to the second invention, a notification is given to an approaching train that has not arrived or is stopping at a station before reaching the detection position of the detection device that has transmitted the detection signal, to prevent it from departing from the station before that. , it is possible to avoid stopping trains between stations due to obstructions.

A third invention is, in the first or second invention,
The extraction means has a first degree of approach to the detection position of the detection device that has transmitted the detection signal, and a second degree of approach that is farther than the first degree. Extracting the second-degree combined train as the approaching train,
The warning control means controls to cause the notification device to notify the first degree train of a deterrent warning, and to cause the notification device to notify the second degree train of a preliminary warning.
It is a train operation safety device.

According to the third invention, different warnings are notified depending on the degree of approach to the detection position of the detection device that has transmitted the detection signal, so that the driver of the approaching train is made aware of the difference in the degree of urgency, It is possible to call for step-by-step caution when approaching trouble spots.

A fourth invention is, in the third invention,
The track location information includes the speed of each train,
The extraction means determines the degree of approach based on the distance between the detection position of the detection device that has transmitted the detection signal and the train, and the speed of the train.
It is a train operation safety device.

According to the fourth invention, the degree of approach to the detection position of the detection device can be determined based on the distance between the train and the detection position of the detection device and the speed of the train. In other words, even if the distance to the detection position is the same, if the speed of the train differs, the time it takes to reach the detection position will also differ. Therefore, for example, it is possible to calculate the predicted arrival time to the detection position and determine the degree of approach to the detection position based on the predicted arrival time. The driver of the approaching train can immediately grasp the sense of urgency in terms of time until reaching the troubled location by the alert that is notified.

A fifth invention is any one of the first to fourth inventions,
The detection device includes a station-installed device that detects problems related to the safety of passengers getting on and off the train at the station.
It is a train operation safety device.

According to the fifth invention, it is possible to detect a hindrance to the safety of passengers getting on and off at a station as a hindrance to train operation, and to notify the driver of an approaching train. Examples of the station installation device include an emergency stop button that is installed on a station platform and uses a push signal as a detection signal, a fall detection mat that detects a person falling from the platform, and the like.

A sixth invention is any one of the first to fifth inventions,
The detection device includes a track obstruction detection device that detects objects that interfere with train running.
It is a train operation safety device.

According to the sixth aspect of the invention, it is possible to detect an object that obstructs train operation as a hindrance to train operation, and notify the driver of an approaching train. Track obstruction detection devices include, for example, rockfall detection devices that detect falling rocks, landslides, debris flows, avalanches, etc., limit obstruction detection devices that detect obstructions to building limits due to train derailments, automobiles falling onto the tracks, etc. These include train protection switches that will be installed.

A seventh invention is any one of the first to sixth inventions,
The detection device includes a weather detection device that detects wind speed regulation or rainfall regulation.
It is a train operation safety device.

According to the seventh invention, wind speed regulation or rainfall regulation can be detected as a hindrance to train operation, and the driver of an approaching train can be notified. The weather detection device is, for example, a device that has an anemometer or a rain gauge and detects when a measured value has reached a regulation value.

Application example of train operation safety device. A schematic diagram of the operation of the train operation safety device. An explanatory diagram of extraction of approaching trains. An explanatory diagram of extraction of approaching trains. An explanatory diagram of extraction of approaching trains. Functional configuration diagram of the train operation safety device. An example of detection device management information. Flowchart of train operation security processing.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiments described below, and the embodiments to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[System configuration]
FIG. 1 shows an application example of the train operation safety device 10 of this embodiment. The train operation safety device 10 of this embodiment is installed, for example, in a central control room, and communicates wirelessly with an on-board device 22 mounted on a train 20 running on a track via a communication network N, and installed along the railway. Wireless communication with the detected detection device 30 is possible. The train operation safety device 10 is a device for ensuring safe train operation by wirelessly communicating with the on-board device 22 and the detection device 30 of each train 20.

Furthermore, the train operation safety device 10 manages track location information including the position and speed of each train 20, and the traveling direction such as an up direction and a down direction. The "position" of a train is defined as a position on the track expressed in kilometers, but may also be geographical location information such as latitude and longitude. The train operation safety device 10 may obtain the track location information by wirelessly communicating with the onboard device 22 of each train 20, or may obtain the information from other devices such as a traffic control device installed in the central control room. You may obtain it.

The detection device 30 has a wireless communication device, and is capable of wireless communication with each device installed in the central control room, such as the train operation safety device 10 and the operation control device, via the communication network N. Furthermore, the detection device 30 is a device that detects a hindrance regarding train operation, and transmits a detection signal indicating a detection result of the hindrance to the train operation safety device 10 together with identification information such as a device ID.

The detection devices 30 include a plurality of types of devices that detect different types of obstacles. Specifically, the system includes a station-installed device that detects obstacles to the safety of passengers getting on and off the train at the station, a track obstacle detection device that detects objects that interfere with train running, and a weather detection device that detects wind speed regulations or rainfall regulations. included. Examples of the station installation device include an emergency stop button that is installed on a station platform and uses a push signal as a detection signal, a fall detection mat that detects a person falling from the platform, and the like. Track obstruction detection devices include, for example, rockfall detection devices that detect falling rocks, landslides, debris flows, avalanches, etc., limit obstruction detection devices that detect obstructions to building limits due to train derailments, automobiles falling onto the tracks, etc., and equipment installed along railway lines. train protection switches, etc. The weather detection device is, for example, a device that has an anemometer or a rain gauge and detects when a measured value has reached a regulation value.

FIG. 2 is a schematic diagram of the operation of the train operation safety device 10. As shown in FIG. 2, when the train operation safety device 10 receives a detection signal indicating the occurrence of a problem from the detection device 30, it identifies the detection device 30 that transmitted the detection signal based on the identification information received. A train 20 approaching the detection device 30 (hereinafter appropriately referred to as an "approaching train 20") is extracted. Then, a control signal is sent to notify the driver of the approaching train 20 of a predetermined alarm indicating the detection type and detection position of the identified detection device 30 from the notification device 24 installed in the driver's cab of the approaching train 20. , is transmitted to the on-board device 22 of the approaching train 20.

Here, the "detection type" is the content of the trouble detected by the detection device 30. The “detection position” is a location where the detection device 30 detects a problem. The "alarm indicating the detection type and detection position" is an alarm for notifying the driver of the train 20 that a problem related to train operation ahead has been detected and calling attention to it. Specifically, “the emergency stop button was pressed at A station (detection position) (detection type)”, “a rockfall occurred around xx km (detection position) in front of the 〇〇 tunnel (detection type)”, This is a warning that notifies the details of the detected disturbance and the location where it occurred, such as "strong wind warning (detection type) between stations B and C (detection location)."

Furthermore, there are two types of warnings: a deterrent warning that instructs the train 20 to perform restraints including stopping and deceleration, and a preview warning that provides a notice of this restraint warning. As will be described later, among these two types of warnings, the train 20 is notified of the warning depending on the degree of approach to the detection position of the detection device 30.

The notification device 24 is mounted on the driver's cab of the train 20 at a position where the driver can see it. For example, the notification device 24 may be configured to have an image display device such as a display, and may send a pattern or text message indicating the type of alarm, the name of the detection type, and the distance to the detection position. Alternatively, an image taken at the detection position by a camera (photographing device) installed at the detection position may be displayed. Alternatively, the notification device 24 may be configured to have an audio output device such as a speaker, and may output an audio message indicating the type of alarm, the name of the detection type, and the distance to the detection position, or may output a voice message indicating the type of alarm, the name of the detection type, and the distance to the detection position, or It is also possible to output an alarm sound. Furthermore, the notification device 24 may be configured to have one or more indicator lights, and these indicator lights may be turned on or blinked depending on the type of alarm. These are collectively referred to as "notifications."

The train operation safety device 10 extracts trains 20 as "approaching trains" based on the detection type of the detection device 30 that has transmitted the detection signal and the distance between the detection position of the detection device 30 and the train 20. judge.

[Extraction of approaching trains]
FIGS. 3 to 5 are diagrams illustrating extraction of approaching trains. 3 and 4 show an example of an emergency stop button in which the detection device 30 is an example of a station installation device, and FIG. 5 shows an example in which the detection device 30 is a weather detection device. As shown in FIGS. 3 to 5, each of the detection devices 30 has a deterrence alarm range that includes the detection position of the detection device 30, and a advance warning range adjacent to this deterrence alarm range. It is determined in relation to A train 20 that is approaching the detection position of the detection device 30 and located within this warning range is extracted as an approaching train.

The deterrent warning range is a range indicating that the degree of approach to the detection position of the detection device 30 is a first degree. The train operation safety device 10 extracts a train located within this deterrence warning range as a train approaching the first degree train, and transmits a control signal to notify a deterrence warning instructing restraint. Whether to instruct stop or deceleration as a deterrent warning is determined depending on the detection type of the detection device 30. In addition, the suppression alarm range includes the installation position of the existing special signal light emitter that is associated with activation (lighting up or flashing) in the event of a problem, depending on the detection type of the detection device 30, or includes the installation position of the existing special signal light emitting device, which is set to operate (lights up or flashes) in the event of a problem, depending on the detection type of the detection device 30. Good too. The special signal light emitting device may be operated together with the warning notification to the approaching train.

The advance warning range is a range indicating that the degree of approach to the detection position of the detection device 30 is a second degree that is farther than the first degree. The train operation safety device 10 extracts a train located within this advance warning range as an approaching train of the second degree train, and transmits a control signal to notify the advance warning. In addition, if a station (corresponding to the station before reaching the detection position of the detection device) is included in the advance warning range, trains that have not arrived at or are stopping at the station (previous station) will be ) will be included in the advance warning and will be notified of instructions to prevent departures from the airport.

As shown in FIG. 3, when the detection device 30 is an emergency stop button installed on a station platform, one or more emergency stop buttons 30A are installed on the station platform, and these emergency stop buttons 30A , is connected to a controller 32 having a wireless communication device by a communication cable. When the emergency stop button is pressed, a detection signal indicating that the emergency stop button 30A has been pressed is transmitted from the controller 32 to the train operation safety device 10. The deterrent warning range includes the station platform where the emergency stop button 30A, which is the detection position, is installed, and the edge on the approach side when the maximum normal brake (or emergency brake) is applied by a train approaching the station platform. The range is determined based on the braking distance until the train comes to a stop, and the advancing side end is the position where the train departing from the station platform is considered to have completely passed through the station premises. The advanced warning range is defined as a range adjacent to the entry side of the suppression warning range. "The train has completely passed through the station" means that the last position of the train has moved out of the station. The reason why the advance side of the deterrence warning range includes the station premises is that when the emergency stop button 30A is pressed due to an obstruction such as a door jamming immediately after a train departs, a deterrence warning is notified to the train and the train is stopped. It's for a reason.

In the example of FIG. 3, trains 20B and 20C located in the deterrence warning range and trains 20D and 20E located in the advance warning range are extracted as approaching trains. Then, the train operation safety device 10 notifies the trains 20B and 20C of a deterrent warning, and notifies the trains 20D and 20E of a preliminary warning. More specifically, trains 20B and 20C located within the deterrence warning range are notified of a warning instructing them to stop as a deterrence warning. In response to this notification, the driver of the train 20B stopping at the station continues to stop the train 20B, and the driver of the train 20C immediately applies the brakes to stop the train 20C. In addition, the station (the station before reaching the detection position of the detection device 30) is included in the advance warning range, and the train 20E stopping at this station is given a notice containing an instruction to prevent departure from the station. An alert will be notified. In response to this notification, the driver of the train 20E continues to stop the train 20E.

Note that Fig. 3 shows an example in which the approach direction to the station platform is one direction, but if the approach direction to the station platform such as an island platform is two directions, as shown in Fig. 4, the approach direction is Alarm ranges (suppression alarm range and advanced warning range) may be determined separately. In the example of FIG. 4, a deterrence warning range including the station platform where the emergency stop button 30A is installed and an advance warning range adjacent to the approach side of this deterrence warning range are determined for each direction of travel, downhill and uphill. ing. Then, trains 20B, 20C, 20G, and 20H located within the deterrence warning range are extracted as approaching trains, and a deterrence warning is notified. The train 20H has just left the station platform and has not yet passed through the station premises, and its tail end position is within the deterrence warning range. Further, trains 20D, 20E, and 20F located within the advance warning range are extracted as approaching trains, and a advance warning is notified. Trains 20A and 20I are not located in the warning range (deterrence warning range or advanced warning range), so they are not extracted as approaching trains.

Moreover, when the detection device 30 is a weather detection device, in the example shown in FIG. 5, the weather detection device 30B is configured to include an anemometer 34 and a controller 36 having a wireless communication device. The wind speed value measured by the anemometer 34 is output to the controller 36 at any time, and when the wind speed reaches a predetermined regulation value, a detection signal indicating that the wind speed has reached the regulation value is sent from the controller 36 to the train operation safety. transmitted to the device 10. The deterrent warning range is defined as a range that includes the existing regulation section, and is common to all directions of travel. The advance warning range is defined as a range adjacent to the approach side of the suppression warning range for each traveling direction.

In the example of FIG. 5, trains 20K, 20L, and 20O located in the suppression warning range and trains 20M and 20N located in the advance warning range are extracted as approaching trains. Then, the train operation safety device 10 notifies trains 20K, 20L, and 20O of a deterrent warning, and trains 20M and 20N of a preliminary warning. Note that the trains 20J and 20P are not located in the warning range (deterrence warning range or advance warning range), so they are not extracted as approaching trains. This is because driving regulations based on weather (wind speed and rainfall) are applied to trains running in restricted areas.

More specifically, trains 20K, 20L, and 20O located within the deterrence warning range are notified of a deterrence warning that instructs them to stop or decelerate depending on the details of the operation regulation (suspension of operation or speed regulation). . Based on this notification, the drivers of trains 20K, 20L, and 20O drive slowly in the restricted sections. Further, the trains 20M and 20N located within the advance warning range are notified of the advance warning. Based on this notification, the drivers of trains 20M and 20N either stop at a station before the restricted section, or drive slowly after entering the restricted section.

Note that the wind speed regulation value is divided into two types: a first regulation value where the content of the driving regulation is speed regulation, and a second regulation value which is higher than the first regulation value (higher wind speed) and where the content of the driving regulation is suspension of operation. There may be two levels: regulation value. Then, when the wind speed reaches the first regulation value but does not reach the second regulation value, the train operation safety device 10 issues a warning to instruct slow speed as a deterrent warning, and the second regulation value is reached. If this occurs, a warning instructing the driver to stop is issued as a deterrent warning. Furthermore, the weather detection device 30B may include a plurality of anemometers 34, and determine whether the regulation value is reached based on the measured values of each of these anemometers 34. Furthermore, the weather detection device 30B may be used as a rain gauge instead of the anemometer 34.

Although the example in which the detection device 30 is an emergency stop button or a weather detection device, which is an example of a device installed at a station, has been described, the same applies to detection devices 30 of other detection types. For example, fall detection mats, which are an example of station installation equipment, are installed at positions on the tracks where there is a risk of falling from the station platform, so like the case of emergency stop buttons, fall detection mats include the station platform where they are detected, as in the case of emergency stop buttons. A deterrence warning range is determined as follows, and an advance warning range adjacent to the approach side of the deterrence warning range is determined. Then, trains located within the deterrence warning range or advance warning range are extracted as approaching trains, and approaching trains located within the deterrence warning range are notified of a deterrence warning instructing them to stop, and trains located within the advance warning range are notified of the approaching train. Notify the alarm.

In addition, for rockfall detection devices, limit hindrance detection devices, and train protection switches, which are examples of track hindrance detection devices, the deterrence alarm range is determined to include the detection position of the detection device 30, and the deterrence alarm range is set adjacent to the approach side of the deterrence alarm range. Determine the range of advance warnings. Then, trains located within the deterrence warning range or advance warning range are extracted as approaching trains, and approaching trains located within the deterrence warning range are notified of a deterrence warning instructing them to stop, and trains located within the advance warning range are notified of the approaching train. Notify the alarm.

[Functional configuration]
FIG. 6 is a block diagram showing the functional configuration of the train operation safety device 10. According to FIG. 6, the train operation safety device 10 includes an operation section 102, a display section 104, a sound output section 106, a wireless communication section 108, a wired communication section 110, a processing section 200, and a storage section 300. It can be configured as a type of computer system.

The operation unit 102 is realized by, for example, an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal to the processing unit 200 according to the operation performed. The display unit 104 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays according to display signals from the processing unit 200. The sound output unit 106 is realized by, for example, an audio output device such as a speaker, and outputs various sounds according to the audio signal from the processing unit 200. The wireless communication unit 108 is realized by a wireless communication device, connects to the communication network N, and performs wireless communication with various external devices such as the on-board device 22 of each train 20 and the detection device 30. The wired communication unit 110 is realized by a wired communication device, and performs wired communication with various external devices such as a train operation management device.

The processing unit 200 is a processor realized by an arithmetic device or arithmetic circuit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array), and processes programs and data stored in the storage unit 300 and input from the operation unit 102. The overall control of the train operation safety device 10 is performed based on input data and the like. Furthermore, the processing unit 200 includes a track location management unit 202, a detection acquisition unit 204, a train extraction unit 206, and an alarm control unit 208 as functional processing blocks. Each of these functional units included in the processing unit 200 can be implemented in software by the processing unit 200 executing a program, or can be implemented using a dedicated arithmetic circuit. In this embodiment, the former will be described as being realized by software.

The track location management unit 202 manages track location information 310 including the position, speed, and traveling direction of each train 20. The track location information 310 may be acquired by performing wireless communication with the onboard device 22 of each train 20 via the wireless communication unit 108, or may be obtained from another device such as a traffic management device via the wired communication unit 110. It may also be acquired through wired communication.

The detection acquisition unit 204 acquires the detection signal transmitted from the detection device 30 and indicating the identification information of the detection device 30 and the detection result. The detection signal is received by wireless communication via the wireless communication unit 108.

The train extraction unit 206 extracts an approaching train approaching the detected position based on the detected position of the detection device 30 that has transmitted the detection signal and the track location information 310. In other words, a first degree train is at the first degree of approach to the detection position of the detection device 30 that transmitted the detection signal, and a second degree train is at the second degree, which is farther from the first degree. is extracted as an approaching train.

Specifically, a train that is approaching the detection position of the detection device 30 and located within the warning range defined by the detection device 30 is extracted as an approaching train. The warning range includes a first deterrence warning range, which indicates that the degree of approach to the detection position is close, and a second deterrence warning range, which is adjacent to this deterrence warning range and shows that the degree of approach to the detection position is farther than the first degree. and a preliminary warning range indicating the degree. The train extraction unit 206 extracts trains located within the deterrence warning range as trains approaching the first degree train, and extracts trains located within the advance warning range as trains approaching the second degree train (see FIGS. 3 to 5). ). The alarm range of the detection device 30 is predetermined as alarm range setting information (see FIG. 7) in the corresponding detection device management information 320.

When a detection signal is acquired by the detection acquisition unit 204, the alarm control unit 208 sends a predetermined alarm indicating the detection type and detection position of the detection device 30 that transmitted the detection signal from the notification device 24 of the approaching train. Performs control to notify the driver of an approaching train. In other words, the notification device 24 transmits a control signal that causes the notification device 24 to notify the approaching train, which is the first-degree train, from driving closer to the detection position, and the approaching train, which is the second-degree train, A control signal is transmitted to cause the notification device 24 to notify the advance warning. In addition, when the approaching train has not arrived at the station before reaching the detection position of the detection device 30 that has transmitted the detection signal, or when it is stopping at the station before, the alarm control unit 208 Control is performed to cause the notification device 24 to send a notification to prevent departure of the passenger.

The storage unit 300 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 200 integrally controls the train operation safety device 10. It stores programs, data, etc. for processing, and is also used as a work area for the processing section 200, and temporarily stores calculation results executed by the processing section 200, input data from the operation section 102, and the like. In this embodiment, the storage unit 300 stores a train operation safety program 302, track location information 310, and detection device management information 320.

FIG. 7 is a diagram showing an example of the detection device management information 320. As shown in FIG. 7, the detection device management information 320 includes, for each detection device 30, a device ID that is identification information of the detection device 30, a detection position of the detection device 30, a detection type, and alarm range setting information. , the previous station, and detection history information are stored in association with each other. The warning range setting information is information on the warning range defined for the detection device 30, and stores the suppression warning range and the advance warning range. The warning range is indicated by the location of its ends along the track expressed in kilometers. The detection history information is information regarding notification of a warning to the train 20 due to the transmission of a detection signal by the detection device 30, and includes the hindrance detection time, which is the acquisition time of the detection signal by the detection acquisition unit 204, the hindrance resolution time, and the hindrance. The train number of the approaching train extracted by the train extraction unit 206 during the period from detection to resolution is stored.

[Processing flow]
FIG. 8 is a flowchart illustrating train operation safety processing performed by the train operation safety device 10. This process is performed in parallel for each detection device 30 managed by the train operation safety device 10.

First, when the detection acquisition unit 204 acquires a detection signal transmitted from the detection device 30 (step S1: YES), the train extraction unit 206 extracts the detection signal based on the train location information 310 and the detection device management information 320 related to the detection device 30. extracts an approaching train approaching the detection position of the detection device 30 (step S3). That is, the first degree train located within the deterrence warning range determined by the detection device 30 is selected as the approaching train subject to the deterrence warning, and the second degree train located within the advance warning range is extracted as the approaching train subject to the advance notice warning. . Next, if there is an approaching train that has not arrived or is stopping at a station before the detection position among the approaching trains targeted for advance warning (step S5: YES), that approaching train is ordered to depart from the station before the detection position. It is set as a target for a deterrent warning to be suppressed (step S7). Then, the alarm control unit 208 controls the notification device 24 to notify the driver of the extracted approaching train, indicating the detection type and detection position of the detection device 30 (step S9). That is, the approaching train that is the target of the deterrent warning is notified of a deterrent warning that instructs restraint including stopping or deceleration, and the approaching train that is the target of the advance warning is notified of the advance warning.

Thereafter, it is determined whether the problem has been resolved based on the detection signal transmitted by the detection device 30, and if the problem has not been resolved (step S11: NO), the process returns to step S3 and the same process is repeated. If the problem has been resolved (step S11: YES), the alarm control unit 208 notifies the approaching train of the cancellation of the alarm (step S13). After that, the process returns to step S1.

[Effect]
As described above, according to the train operation safety device 10 of the present embodiment, it is possible to reliably notify the driver of an approaching train approaching the detection position of the detection device 30 of the trouble related to train operation detected by the detection device 30. can. In other words, when the train operation safety device 10 acquires a detection signal from the detection device 30, the notification device 24 of the approaching train 20 sends a message to the approaching train 20 approaching the detection position of the detection device 30. A control signal is transmitted to notify the driver of a predetermined warning indicating the type and detection position. Thereby, the driver of the approaching train 20 can grasp the location and contents of the approaching obstacle, regardless of the forward visibility outside the vehicle, by the notification from the notification device 24 in the driver's cab inside the train. By being able to understand the location and details of the problem, the driver can calmly take appropriate measures.

[Modified example]
Note that the applicable embodiments of the present invention are not limited to the above-described embodiments, and of course can be modified as appropriate without departing from the spirit of the present invention.

(A) Warning range In the above embodiment, the warning range (deterrent warning range and advance warning range) for extracting approaching trains is a fixed range defined by distance, but it can be changed depending on the train running situation etc. It may also be determined. Specifically, the warning range is a range based on the arrival time until the train reaches the detection position of the detection device 30. For example, the suppression warning range is a range in which the arrival time is less than a predetermined time T1, and the advance warning range is a range in which the arrival time is greater than or equal to the predetermined time T1 and less than T2 (>T1). That is, the first degree and the second degree, which are the degrees of approach to the detection position, are determined based on the distance between the train and the detection position of the detection device 30 and the speed of the train. The arrival time of the train to the detected position can be determined from the distance between the position of the train and the detected position and the speed of the train. The speed of the train may be the maximum speed determined according to train performance or train type (limited express, local train, etc.), or may be the actual running speed.

(B) Forced stop In addition, as a signal to be sent to the approaching train, an emergency brake instruction to forcefully stop the train is sent to the approaching train, which is a first-degree train, along with a control signal that causes the notification device 24 to notify a warning. A signal may also be transmitted. Since the first degree train can be forcibly stopped by the emergency brake without any operation by the driver, it is possible to stop the first degree train as quickly as possible. Furthermore, since the driver is also notified of the warning, he or she can respond appropriately to the automatic activation of the emergency brake without panicking.

(C) Detection device Although the detection device 30 is assumed to be a device installed along the railway, it can also be used as a protective radio installed on a train and handled by a train crew, or as a portable protective radio transmitter carried by a track maintenance worker. Good too. In the former case, the position of the train can be regarded as the detection position of the detection device, and the warning range can be defined as, for example, a range within a predetermined distance from the detection position. In the latter case, the detection position by the position detection function such as GPS of the protective radio transmitter may be used as the detection position of the detection device, or the entire area of maintenance work that has been applied for in advance may be used as the detection position. can. The alarm range can be defined as, for example, a range that is a predetermined distance or less from the detection position.

(D) Alarm Notification Furthermore, even when a detection device is not installed, such as during snow removal work along the railway line, it is also possible to notify an approaching train of a warning. That is, when performing snow removal work on or near the railroad tracks, a suppression warning range is set to include the work section as the warning range, and advance warning ranges adjacent to both ends of the suppression warning range are set. Then, trains located within the warning range are notified of a warning such as "Snow removal work in progress (detection type) in front of the △△ bridge (detection position)."

In addition, when a station platform is crowded, for example, the station staff can operate a warning button installed on the station platform, or the train operation safety device can be operated by a dispatcher to make the station platform more crowded. In addition to setting a deterrence warning range to include the warning range, set advance warning ranges adjacent to both ends of the warning range to notify trains approaching the station platform that "C station platform 2 (detection position) is crowded (detection type)" It is also possible to notify a warning with content such as ``.

(E) Detection Signal Further, the detection signal transmitted by the detection device 30 may include a failure detection signal based on a self-diagnosis function of the detection device 30.

10...Train operation safety device 102...Operation unit 104...Display unit 106...Sound output unit 108...Wireless communication unit 110...Wired communication unit 200...Processing unit 202...Train location management unit 204...Detection acquisition unit 206...Train extraction unit 208... Alarm control unit 300...Storage unit 302...Train operation safety program 310...Line location information 320...Detection device management information 20...Train 22...Onboard device 24...Notification device 30...Detection device 30A...Emergency stop button 32...Control device 30B... Weather detection device 34...Anemometer 36...Controller

Claims (5)

track location management means for managing track location information including at least the location and traveling direction of each train equipped with a notification device in the driver's cab;
The detection position of multiple types of detection devices that detect problems related to train operation , the detection type , the deterrence warning range including the detection position, the advance warning range adjacent to the deterrence warning range , and the identification information of the detection device. a storage means for storing information in association with the
an acquisition unit that acquires a detection signal indicating identification information and detection results of the detection device transmitted from the detection device;
Based on the track location information, all trains located within the deterrence warning range of the detection device that has transmitted the detection signal are set as first-degree trains, and all trains located within the advance warning range of the detection device. an extraction means for extracting as a second degree train ;
When the detection signal is acquired by the acquisition means, an alarm indicating the detection type of the detection device that transmitted the detection signal and the detection position of the detection device, for the first degree train. Control is performed to cause the notification device of the train to notify the driver of the train of a deterrence warning instructing the train to be restrained, and for the second-degree train to notify the driver of the train. alarm control means;
A train operation safety device equipped with The alarm control means is configured to control the alarm control means when the train extracted by the extraction means has not arrived at a station before reaching the detection position of the detection device that has transmitted the detection signal, or when the train is stopped at the station before reaching the detection position of the detection device that has transmitted the detection signal. , performing control to cause the notification device to issue a notification to inhibit departure from the nearest station;
The train operation safety device according to claim 1. The detection device includes a station-installed device that detects problems related to the safety of passengers getting on and off the train at the station.
The train operation safety device according to claim 1 or 2 . The detection device includes a track obstruction detection device that detects objects that interfere with train running.
The train operation safety device according to any one of claims 1 to 3 . The detection device includes a weather detection device that detects wind speed regulation or rainfall regulation.
The train operation safety device according to any one of claims 1 to 4 .

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