JPH061243A - Train route control device - Google Patents

Abstract

PURPOSE:To avoid the long-term closed state of a railroad crossing adjacent to a station so as to reduce the railroad crossing waiting time and the degree of stagnation to the minimum. CONSTITUTION:The closed time Tc of a railroad crossing is detected by a closed time detecting. means 5, and the route control timing of a train to the railroad crossing is delayed according to the closed time Tc. The degree of stagnation J of vehicles or pedestrians in the state of waiting at the railroad crossing is detected by a stagnation detecting means 4, and whether to delay the route control timing is judged according to the degree of stagnation and the closed time Tc. The waiting time Tw of the vehicles or pedestrians at the railroad crossing is further computed by a railroad crossing waiting detector 2, and whether to delay the route control timing is judged according to the waiting time Tw and the closed time Tc.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train route control device for controlling a route of a train, and more particularly to a train route control device for changing a control timing of a traffic signal in consideration of a closing time of a railroad crossing.

[0002]

2. Description of the Related Art Generally, a railroad crossing is provided at a position where a railroad and a road intersect at a plane. Then, a train detector is arranged at a certain distance position in front of the railroad crossing along the railroad track. When a train passes through this position, an alarm sounds and a railroad crossing gate breaks down. Then, when the train crosses the railroad crossing, the gate is raised.

However, during the rush hour in the morning and evening on the railways in the suburbs, train operation intervals are short, so
Once the crossing of the railroad crossing gets off and crossing the track is prohibited,
It often happens that the breaker does not go up unless multiple trains pass by one train.

In particular, at a railroad crossing adjacent to a station, the train is stopped at the station, so the speed is low, and the time from when the railroad crossing is closed until the actual passage of the train becomes long.
In addition, trains that pass without stopping will slow down when passing through a station, and the closing time of railroad crossings will become even longer.

An on-site traffic light is provided on the approach road on the premises of the station, and a departure traffic light is installed on the departure road on the premises. Each of these traffic lights is red when the train is not approaching normally. Then, when the train passes the train detector position, each traffic light starts route control for the train. Then, when the departure signal is controlled to be blue, the railroad crossing is closed.

However, each of these traffic signals is a signal for ensuring smooth train operation and ensuring the safety of train operation, and when controlling each of these traffic signals, the closing time of adjacent railroad crossings is No consideration whatsoever.

[0007]

As described above, at a railroad crossing adjacent to a train station, the closing time of the railroad crossing is longer than that of a general railroad crossing, and a pedestrian or a driver of a vehicle crossing the railroad crosses a mental state. Make you irritated. In addition, the traffic congestion on the road to the railroad crossing will be worse.

The present invention has been made in view of the above circumstances, and substantially delays the timing of train progress control as necessary depending on the closing time of the railroad crossing, the traffic congestion on the road, the waiting time of the railroad crossing, and the like. Therefore, the opening time at the railroad crossing can be secured while ensuring the safety of train operation,
An object of the present invention is to provide a train route control device capable of reducing waiting time and traffic congestion as much as possible and giving a certain consideration to pedestrians and vehicles crossing railroad crossings.

[0009]

In order to solve the above problems, the train route control device of the present invention is, as shown in FIG. 1, a closing time detecting means 5 for detecting the closing time of a railroad crossing 1 and the closing time. An opening necessity determination means 6 for determining whether or not the opening of the railroad crossing is necessary based on the closing time detected by the detection means, and a route control timing for the railroad crossing when the opening or non-opening necessity determination means determines that the opening is required. And a route control means 9 for delaying.

In addition, in the train route control device of another invention, in addition to the closing time detecting means 5 and the route controlling means 9 described above, a traffic congestion detecting means 4 for detecting the degree of traffic congestion of a vehicle or a pedestrian waiting for a railroad crossing is provided. The opening / unnecessity determining means 6 determines whether or not the opening of the railroad crossing is required based on the degree of traffic congestion detected by the traffic jam detecting means and the closing time detected by the closing time detecting means.

In still another aspect of the invention, in addition to the closing time detecting means 5 and the course control means 9 described above, a crossing waiting detector 2 for detecting a waiting state of a vehicle or a pedestrian at a crossing, and this crossing waiting detector. Waiting time detection means 3 for calculating a waiting time from the duration time of the waiting detection signal from, and the waiting time detected by the waiting time detection means in the opening necessity determination means 6 and the closing time detection means. The necessity of opening the railroad crossing is determined based on the detected closing time.

[0012]

With the train route control device thus constructed, the closing time of the railroad crossing is measured by the closing time detecting means. Then, when the closing time exceeds, for example, a certain limit time, the opening necessity information is sent from the opening necessity judgment means to the path control means. Then, the route control means sends the route control timing to the railroad crossing. That is, since the timing at which the traffic light performs the control for permitting the passage of the train is delayed, the timing at which the railroad crossing is closed is delayed, and the railroad crossing closing time is substantially shortened.

According to another aspect of the present invention, the necessity / unnecessity-of-opening determination means determines that the railroad crossing needs to be opened based on not only the closing time of the railroad crossing but also the degree of traffic congestion on the road leading to the railroad crossing. . That is, even if the closing time is short, if the degree of traffic congestion is large, it is determined that opening is required immediately.

Furthermore, in another invention, it is determined that the opening of the railroad crossing is necessary by using the relationship between the waiting time of the vehicle or the pedestrian at the railroad crossing and the closing time. That is, if the waiting time of the vehicle or the pedestrian becomes long, it is judged that the opening is required immediately even if the closing time is short. in this way,
When the closing time is long, the waiting time is abnormally long, and the degree of traffic congestion is severe, the crossing closing time is substantially shortened.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a block diagram showing a schematic configuration of the train route control device of the embodiment. The station 10 is provided along the line 7a, and within the station 10 premises, the line 7a is divided into a main line 7b and a sub line 7c. Then, when it leaves the station 10, it becomes one again. A railroad crossing 1a is provided adjacent to the station 10 and intersects with the road 11. The train 12 advances in the direction of the arrow. Although the actual track 7a is a double track, only one of the up and down tracks is shown for simplicity of explanation.

A train detector 13 is provided at a railroad crossing starting point position along the track 7a in front of the station 10. Entry permission and which line 7b. An on-site traffic light 8a is provided for instructing whether to enter 7c, and a departure traffic light 8b is provided on a departure path on the premises. When the train 12 is not approaching, the traffic lights 8a and 8b are in the red uncontrolled state. When the traffic lights 8a and 8b are in the non-controlled state, the breaker of the railroad crossing 1a is in the open state. The breaker of the railroad crossing 1a closes when the train detector 13 detects the train 12 and the departure signal 8b is controlled to be blue.

When the train detector 13 detects the train 12, it outputs a low (L) level train detection signal to the station interlocking device 14. The station interlocking device 14 sends the L-level train detection signal to the closing time detection unit 5a in the control computer 15. Further, the station interlocking device 14 detects the state of the departure signal 8b, and when the departure signal 8b is blue, sends a high (H) level progress signal to the closing time detection unit 5a. When the departure signal 8b is red, a low (L) level stop signal is transmitted. Circuit closing time detection unit 5a of control computer 15
Indicates that the train detection signal is at L level and the progress signal is at H level.
When the level is reached, it is determined that the railroad crossing 1a has been closed, and the built-in timer starts counting the closing time Tc. Then, the measured closed circuit time Tc is sent to the next opening necessity determination unit 6a.

On the other hand, a plurality of optical sensors 2b for detecting a vehicle or a pedestrian passing through the road 11 are arranged in front of and behind the railroad crossing 1a on the road 11. Then, the detection signal of each optical sensor 2b is input to the crossing waiting detector 2a. The crossing waiting detector 2a judges that the vehicle or the pedestrian is stopped when the detection signal of each optical sensor 2b continues for a certain period of time, and outputs the H level waiting state signal to the waiting time detecting circuit 3a in the control computer 15. Send to. When the waiting state signal of H level is input, the waiting time detection circuit 3a starts measuring the waiting time Tw indicated by the duration. Then, the waiting time Tw being counted is sent to the next opening necessity determining unit 6a.

A traffic jam detector 4a is provided in the control computer 15. The congestion detection unit 4a is provided with a congestion degree table 4b shown in FIG. 3 and a clock circuit (not shown). Then, in the congestion degree table 4b, 24 hours a day is divided into seven time zones, and a congestion degree J of 0 to 1 is set for each time zone from experience. For example, since the traffic is lost from 0:00 to 4:00 in the middle of the night, the congestion level J is 0, and the congestion level is from 6:00 to 9:00 in the morning and 6:00 to 19:00 in the evening, which is the rush hour zone in the morning and evening. It is set to 0.8. Then, the congestion degree detection unit 4a sends out the congestion degree J corresponding to the corresponding time during the day to the opening necessity determination unit 6a.

A waiting time coefficient table 6b shown in FIG. 4 is provided in the opening necessity determining unit 6a. Then, in the waiting time coefficient table 6b, the waiting time Tw input from the waiting time detection circuit 3a is divided into five stages, and a waiting time coefficient K of 0 to 1 is assigned corresponding to each time. ing. For example, the waiting time coefficient K is 0.2 within 30 seconds, and the waiting time coefficient K of 0.4 is assigned to the waiting time Tw from 30 seconds to 1 minute. The maximum waiting time coefficient K of 1.0 is assigned to 3 minutes or more. Then, the necessity / unnecessity determination unit 6a
Determines whether or not crossing the railroad crossing is required at an arbitrary time t according to the following procedure.

(1) First, the waiting time coefficient K of the waiting time Tw at the current time t is read from the waiting time coefficient table 6b. At the same time, the congestion level J is read. Then, the larger value of both is set as the closing time coefficient α. α = | K, J | max (2) Next, the actual closing time Tc is added to this closing time coefficient α.
The monitoring check time Tb is calculated by multiplying by. Tb = αTc (3) Then, when the monitoring check time Tb exceeds a predetermined opening determination time Tmax, an H-level crossing required signal So is sent to the next route control section 9a.

It should be noted that the signal S, which is a signal required for level crossing once at the H level, is sent.
When "o" is output, the railroad crossing 1a is opened and the waiting time Tw is 0.
However, the H level railroad crossing required signal So is continuously output for a predetermined time such as 1 minute required for a fixed number of pedestrians or vehicles to pass the railroad crossing 1a. On the contrary, when the monitoring check time Tb is less than the opening determination time Tmax, the level crossing required communication signal So is not output.

When the route control section 9a receives the H-level crossing opening required signal So from the opening necessity determining section 6a,
Depending on the position of the train 12 on the track 7a, the route control for the train 12 is performed by the following procedure.

(1) When the train 12 that has passed the railroad crossing start point position where the train detector 13 is arranged in the station direction stops at this station 10, the departure signal 8b is not controlled. That is, the departure traffic light 8b maintains red which is an uncontrolled state. And, controlling only the traffic light 8a,
The color is changed from red to blue, and the train 12 is guided to the main line 7b or the sub line 7c only by the on-site traffic signal 8a. Then, the control of the departure signal device 8b starts immediately before the departure of the train 12 after reaching the station 10. Therefore, for example, red is converted to blue for the first time at this point.

That is, during the period until the train 12 passes the crossing start point position and reaches the station 10, the departure signal 8b has not been started yet and remains red. Therefore, the railroad crossing 1a is opened during this period. By the way, in the conventional railroad crossing, when the train 12 passes the railroad crossing starting point position, the departure signal device 8b is started to be controlled to change from red to blue, and the railroad crossing 1a is closed.

(2) For the train 12 passing through this station 10, the control of the departure signal 8b is not started for a certain period of time until the railroad crossing required signal So of H level is released to L level. That is, the railroad crossing 1a remains red, and the railroad crossing 1a is kept open for a certain period of time. When the level crossing required signal So is released to L level, the departure signal 8b
Control is started and changes from red to blue. As a result, the railroad crossing 1a is closed.

With the train route control device configured as described above, at the railroad crossing 1a adjacent to the station 10, pedestrians and vehicles may be in a waiting state for a long time, or even if the waiting time is short. When a large traffic jam occurs because the railroad crossing 1a is closed on the roads 11 around 1a, the railroad crossing 1a is opened for a predetermined time in consideration of the closing time Tc of the railroad crossing 1a up to the present time. Therefore,
Even if it is rush hour in the morning and evening, the situation that the railroad crossing 1a remains closed for a long time is solved. Therefore, the mental irritation of the pedestrian and the driver of the vehicle is eliminated to some extent.

The present invention is not limited to the above embodiment. In the embodiment, the congestion degree table 4b shown in FIG. 3 is used as the congestion detection means, but a monitoring camera is actually provided before and after the railroad crossing 1a to actually recognize the length of the line of vehicles waiting for the railroad crossing to actually recognize it. It is also possible to measure the degree of congestion.

Further, in the embodiment, the closing time detecting unit 5a and the station interlocking device 14 are provided as the closing time detecting means, and the closing time Tc is indirectly determined from the state of the train detector 13 and the traffic signals 8a and 8b. Measured, for example, level crossing 1a
Install a sensor on the circuit breaker to directly close the railroad crossing 1a
You may measure c.

Further, it is also possible to determine the closing time coefficient α of the railroad crossing only from the time zone, calculate the monitoring check time Tb, and determine whether or not the vehicle needs to be opened. Further simplification, it is possible to determine the necessity of opening only from the closing time Tc of the railroad crossing 1a.

[0032]

As described above, according to the train route control device of the present invention, the route control timing to the railroad crossing is adjusted as necessary from the waiting time of the railroad crossing, the degree of the traffic jam condition, and the closing time until now. By delaying, the opening time of the railroad crossing is secured. Therefore, even during rush hours in the morning and evening, waiting time and traffic congestion at railroad crossings can be reduced as much as possible while ensuring the safety of train operation, and pedestrians and vehicles crossing the railroad crossings can be given certain consideration.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a train route control device of the present invention,

FIG. 2 is a schematic diagram showing a schematic configuration of a train route control device according to an embodiment of the present invention,

FIG. 3 is a diagram showing a congestion degree table stored in a congestion detection unit in the apparatus of the embodiment,

FIG. 4 is a diagram showing a waiting time coefficient table stored in a communication necessity determination unit in the apparatus of the embodiment.

[Explanation of symbols]

1 ... Railroad crossing, 2 ... Railroad crossing waiting detector, 3 ... Waiting time detecting means, 4 ... Congestion detecting means, 5 ... Closing time detecting means, 6 ... Opening necessity judging means, 7 ... Track, 8 ... Traffic light, 9 ... Path Control means.

Claims (3)

[Claims] 1. A circuit closing time detecting means for detecting a circuit closing time of a railroad crossing, a circuit opening necessity determining means for judging whether or not the road crossing is required to be opened based on the circuit closing time detected by the circuit closing time detecting means, and the circuit opening. A train route control device comprising: a route control unit that delays a route control timing to a railroad crossing when the necessity determination unit determines that opening is required. 2. A closing time detecting means for detecting a closing time of a railroad crossing, a traffic jam detecting means for detecting a traffic jam level of a vehicle or a pedestrian waiting for the railroad crossing, and a traffic jam degree degree detected by the traffic jam detecting means. And the closing time detected by the closing time detection means, the necessity determination means for determining whether or not the opening of the railroad crossing is necessary, and when the opening or closing necessity determination means determines that it is necessary to open the railroad And a route control means for delaying the route control timing of the train route control device. 3. A closing time detecting means for detecting a closing time of a crossing, a crossing waiting detector for detecting a waiting state of a vehicle or a pedestrian at the crossing, and a duration of a waiting detection signal from the crossing waiting detector. Waiting time detecting means for calculating a waiting time from the waiting time, and opening for judging whether or not the opening of the railroad crossing is necessary from the waiting time detected by the waiting time detecting means and the closing time detected by the closing time detecting means A train route control device, comprising: necessity determination means; and route control means for delaying the route control timing to a railroad crossing when the necessity determination means determines that communication is required.