JPH061243A - Train route control device - Google Patents
Train route control deviceInfo
- Publication number
- JPH061243A JPH061243A JP16496992A JP16496992A JPH061243A JP H061243 A JPH061243 A JP H061243A JP 16496992 A JP16496992 A JP 16496992A JP 16496992 A JP16496992 A JP 16496992A JP H061243 A JPH061243 A JP H061243A
- Authority
- JP
- Japan
- Prior art keywords
- railroad crossing
- waiting
- crossing
- closing time
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は、列車の進路制御を行う
列車進路制御装置に係わり、特に踏切の閉路時間を考慮
して信号機の制御タイミングを変更するようにした列車
進路制御装置に関する。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】[0002]
【従来の技術】一般に、鉄道と道路が平面交差する位置
には踏切が設けられている。そして、線路に沿って踏切
手前の一定距離位置に列車検出器が配設されており、こ
の位置を列車が通過すると警報機が鳴って踏切の遮断機
が降りる。そして、列車が踏切を通過すると遮断機が上
がる。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.
【0003】しかし、都市近郊の鉄道における朝夕のラ
ッシュアワーにおいては、列車の運転間隔が短いので、
一旦踏切の遮断機が降りて線路の横断が禁止されると、
1台の列車の通過のみならず複数台の列車が通過しなけ
れば遮断機が上がらない状態が多発する。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.
【0004】特に、駅に隣接した踏切においては、列車
は駅に停車するので速度が低下しており、踏切が閉じら
れてから実際に列車が通過するまでの時間が長くなる。
また、停車せずに通過する列車も駅を通過する時は速度
を低下するので踏切の閉路時間がさらに長くなる。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.
【0005】なお、駅の構内の進入路には場内信号機が
設けられ、構内の出発路には出発信号機が配設されてい
る。これらの各信号機は列車が接近していない通常の状
態においては赤の状態である。そして、列車が列車検出
器位置を通過すると、各信号機が該当列車に対する進路
制御を開始する。そして、出発信号機が青に制御される
と、踏切は閉じられる。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.
【0006】しかし、これらの各信号機は列車運行を円
滑に行うとともに列車運行の安全性を確保するための信
号であり、これらの各信号機を制御する場合に隣接する
踏切の閉路時間に対しては何等配慮されていない。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】[0007]
【発明が解決しようとする課題】このように、駅に隣接
した踏切においては、一般の踏切に比較してに踏切の閉
路時間がより長くなり、踏切を渡る歩行者や車両の運転
手に精神的苛立ちを覚えさせる。また、踏切に至る道路
の渋滞が一層ひどくなる。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.
【0008】本発明はこのような事情に鑑みてなされた
ものであり、踏切の閉路時間や道路の渋滞状態や踏切の
待ち時間等から必要に応じて列車進行制御のタイミング
を遅らせることによって、実質的に、列車の運行上の安
全を確保した状態で踏切における開通時間を確保でき、
待ち時間や渋滞を極力低減でき、踏切を渡る歩行者や車
両に対しても一定の配慮ができる列車進路制御装置を提
供することを目的とする。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】[0009]
【課題を解決するための手段】上記課題を解消するため
に本発明の列車進路制御装置は、図1に示すように、踏
切1の閉路時間を検出する閉路時間検出手段5と、この
閉路時間検出手段にて検出された閉路時間から踏切に対
する開通の要否を判断する開通要否判断手段6と、この
開通要否判断手段が開通必要と判断したとき、列車の踏
切への進路制御タイミングを遅らせる進路制御手段9と
を備えたものである。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.
【0010】また別の発明の列車進路制御装置において
は、上述した閉路時間検出手段5,進路制御手段9に加
えて、踏切待ち状態の車両又は歩行者の渋滞程度を検出
する渋滞検出手段4を備え、開通要否判断手段6におい
て、渋滞検出手段にて検出された渋滞程度度と閉路時間
検出手段にて検出された閉路時間とから踏切に対する開
通の要否を判断するようにしている。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.
【0011】さらに別の発明においては、上述した閉路
時間検出手段5,進路制御手段9に加えて、踏切におけ
る車両又は歩行者の待ち状態を検出する踏切待ち検出器
2と、この踏切待ち検出器からの待ち検出信号の継続時
間から待ち時間を算出する待ち時間検出手段3とを備
え、開通要否判断手段6において、待ち時間検出手段に
て検出された待ち時間と前記閉路時間検出手段にて検出
された閉路時間とから踏切に対する開通の要否を判断し
ている。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】[0012]
【作用】このように構成された列車進路制御装置であれ
ば、踏切の閉路時間は閉路時間検出手段にて計測され
る。そして、この閉路時間が例えば一定の限度時間を越
えると、開通要否判断手段から進路制御手段へ開通必要
の情報が送られる。すると、進路制御手段は列車の踏切
への進路制御タイミングを送らせる。すなわち、信号機
が列車の通過を許可する制御を行うタイミングが遅れる
ので、踏切が閉じるタイミングが遅れ、実質的に踏切閉
路時間が短縮される。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.
【0013】また、別の発明においは、開通要否判断手
段が踏切の開通必要とする判断を、前記踏切の閉路時間
のみならず、踏切に通じる道路の渋滞程度との関係で判
断している。すなわち、たとえ閉路時間が短かったとし
ても渋滞程度が大きい場合は、直ぐに開通必要と判断さ
れる。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.
【0014】さらに、別の発明においては、踏切におけ
る車両や歩行者の待ち時間と閉路時間都の関係を用いて
踏切の開通を必要と判断している。すなわち、車両や歩
行者の待ち時間が長くなると、たとえ閉路時間が短かっ
たとしても直ぐに開通必要と判断される。このように、
閉路時間が長かったり、待ち時間が異常に長かっり、渋
滞程度がひどかった場合は、実質的に踏切閉路時間が短
縮される。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】[0015]
【実施例】以下本発明の一実施例を図面を用いて説明す
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.
【0016】図2は実施例の列車進路制御装置の概略構
成を示すブロック図である。線路7aに沿って駅10が
設けられており、駅10構内において、線路7aは本線
7bと副線7cとに別れる。そして、駅10を出る位置
で再び1本になる。また駅10に隣接して道路11と交
差する踏切1aが設けられている。列車12は矢印方向
に進行する。なお、実際の線路7aは複線であるが、説
明を簡単にするために上り又は下りの一方の線路しか示
していない。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.
【0017】駅10の手前の線路7aに沿った踏切始動
点位置に列車検出器13が設けられている。駅構内の進
入路には進入許可及びどの線7b.7cに入るかを指示
する場内信号機8aが設けられ、構内の出発路には出発
信号機8bが配設されている。そして、列車12が接近
していない状態においては、各信号機8a,8bは赤の
非制御状態である。そして、この各信号機8a,8bが
非制御状態にある場合、踏切1aの遮断機は開いた状態
である。なお、踏切1aの遮断機は列車検出器13が列
車12を検出し、かつ出発信号機8bが青に制御された
状態で閉じる。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.
【0018】列車検出器13は列車12を検出するとロ
ー(L)レベルの列車検出信号を駅連動装置14へ出力
する。駅連動装置14はそのLレベルの列車検出信号を
制御コンピュータ15内の閉路時間検出部5aへ送出す
る。また、駅連動装置14は出発信号機8bの状態を検
出して、出発信号機8bが青の場合、ハイ(H)レベル
の進行信号を閉路時間検出部5aへ送出する。また、出
発信号8bが赤の場合、ロー(L)レベルの停止信号を
送出する。制御コンピュータ15の閉路時間検出部5a
は、列車検出信号がLレベル状態で、かつ進行信号がH
レベルになると、踏切1aが閉路されたと判断して、内
蔵しているタイマでもって閉路時間Tcの計時を開始す
る。そして、計時している閉路時間Tcを次の開通要否
判定部6aへ送出する。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.
【0019】一方、道路11における踏切1aの前後位
置には道路11を通行する車両や歩行者を検出するため
の複数の光センサ2bが配設されている。そして、各光
センサ2bの検出信号は踏切待ち検出器2aへ入力され
る。踏切待ち検出器2aは各光センサ2bの検出信号が
一定時間継続すると車両又は歩行者が停止していると判
断して、Hレベルの待ち状態信号を前記制御コンピュー
タ15内の待ち時間検出回路3aへ送出する。待ち時間
検出回路3aはHレベルの待ち状態信号が入力される
と、その継続時間で示される待ち時間Twの計時を開始
する。そして、計時している待ち時間Twを次の開通要
否判定部6aへ送出する。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.
【0020】また、制御コンピュータ15内には渋滞検
出部4aが設けられている。この渋滞検出部4a内には
図3に示す渋滞度テーブル4bと図示しない時計回路と
が設けられている。そして、渋滞度テーブル4bにおい
ては、1日24時間を7つの時間帯に分割して、各時間
帯毎に経験から0〜1の渋滞度Jがそれぞれ設定されて
いる。例えば深夜の0時から4時までは人通りが無くな
るので渋滞度Jは0であり、朝夕のラッシュアワー帯で
ある朝の6時から9時までと夕方の16時から19時ま
でが渋滞度0.8に設定されている。そして、渋滞度検
出部4aは1日中該当時刻に対応する渋滞度Jを開通要
否判定部6aへ送出している。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.
【0021】開通要否判定部6a内には図4に示す待ち
時間係数テーブル6bが設けられている。そして、この
待ち時間係数テーブル6bにおいては、待ち時間検出回
路3aから入力されている待ち時間Twを5段階に分割
して、各時間に対応して、0から1までの待ち時間係数
Kを割付けている。例えば30秒以内の場合は待ち時間
係数Kは0.2であり、30秒から1分までの待ち時間
Twに対しては0.4の待ち時間係数Kを割付けてい
る。そして、3分以上に対しては最大の1.0の待ち時
間係数Kを割付けている。そして、開通要否判定部6a
は任意の時刻tにおける踏切開通の要否判断を次に示す
手順に従って行う。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.
【0022】(1) ます、現在時刻tにおける待ち時間
Twの待ち時間係数Kを待ち時間係数テーブル6bから
読出す。同時に渋滞度Jを読取る。そして、両者の大き
い方の値を閉路時間係数αとする。 α=|K,J|max (2) 次に、この閉路時間係数αに実際の閉路時間Tc
を乗算した監視チェック時間Tbを求める。 Tb=α・Tc (3) そして、この監視チェック時間Tbが予め定められ
た開通判断時間Tmax を越えるとHレベルの踏切開通必
要信号Soを次の進路制御部9aへ送出する。(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 = αTc (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.
【0023】なお、一旦Hレベルの踏切開通必要信号S
oを出力すると、踏切1aが開通して待ち時間Twが0
になるが、一定人数の歩行者や車両が踏切1aを通過す
るのに必要な1分等の所定時間だけHレベルの踏切開通
必要信号Soを継続して出力する。逆に、監視チェック
時間Tbが開通判断時間Tmax 以下の場合は踏切開必要
通信号Soは出力されない。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.
【0024】進路制御部9aは開通要否判定部6aから
Hレベルの踏切開通必要信号Soを受領すると、現在、
列車12が線路7a上のどの位置に存在するかによって
次の手順でもって列車12に対する進路制御を実施す
る。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.
【0025】(1) 列車検出器13が配設された踏切始
動点位置を駅方向に通過した列車12がこの駅10に停
車する場合は、出発信号機8bは制御開始されない。す
なわち、この出発信号機8bは非制御状態である赤を維
持している。そして、場内信号機8aのみを制御して、
赤から青へ変更し、この場内信号機8aのみで該当列車
12を本線7b又は副線7cに導く。そして、出発信号
器8bに対する制御は列車12が駅10に到達した後の
出発直前に開始する。よって、例えばこの時点で初めて
赤から青に変換する。(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.
【0026】すなわち、列車12が踏切始動点位置を通
過して駅10に到達するまでの期間出発信号機8bはま
だ制御開始されなくて赤のままである。よってこの期間
においては踏切1aは開通される。ちなみに、従来の踏
切においては、踏切始動点位置を列車12が通過すると
出発信号器8bが制御開始されて赤から青になり、踏切
1aは閉路される。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.
【0027】(2) この駅10を通過する列車12に対
しては、Hレベルの踏切開通必要信号SoがLレベルへ
解除されるまでの一定期間、出発信号機8bの制御を開
始しない。すなわち赤のままであり、踏切1aは、その
一定期間開、開通状態を維持する。そして、踏切開通必
要信号SoがLレベレへ解除されると、出発信号機8b
の制御が開始され、赤から青に変化する。その結果、踏
切1aは閉路される。(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.
【0028】このように構成された列車進路制御装置で
あれば、駅10に隣接した踏切1aにおいて、歩行者や
車両が長時間待ち状態になったり、また、たとえ待ち時
間が少なかったとしても踏切1a前後の道路11におい
て踏切1aが閉路されたために大きな渋滞が発生した場
合には、現在までの踏切1aの閉路時間Tcを考慮し
て、踏切1aが所定時間だけ開通される。したがって、
たとえ朝夕のラッシュアワーであっも長時間踏切1aが
閉じたままとなる事態が解消される。よって、歩行者や
車両の運転手の精神的苛立ちがある程度解消される。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.
【0029】なお、本発明は上述した実施例に限定され
るものではない。実施例においては、渋滞検出手段とし
て図3に示す渋滞度テーブル4bを用いたが、実際に踏
切1aの前後に監視カメラを設けて、踏切待ちの車両の
列の長さをパターン認識して実際の渋滞度を測定するこ
とも可能である。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.
【0030】また、実施例においては、閉路時間検出手
段として、閉路時間検出部5aと駅連動装置14とを設
け、列車検出器13および各信号機8a,8bの状態か
ら閉路時間Tcを間接的に測定したが、例えば踏切1a
の遮断機にセンサを取付けて直接踏切1aの閉路時間T
cを測定してもよい。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.
【0031】さらに、時間帯のみから踏切の閉路時間係
数αを求め、監視チェック時間Tbを計算して、開通要
否判定を行うことも可能である。さらに簡素化して、踏
切1aの閉路時間Tcのみから開通要否判定を行うこと
も可能である。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】[0032]
【発明の効果】以上説明したように本発明の列車進路制
御装置によれば、踏切の待ち時間や渋滞状態の程度や現
在までの閉路時間から必要に応じて列車の踏切への進路
制御タイミングを遅らせることによって、踏切の開通時
間を確保している。したがって、たとえ朝夕のラッシュ
アワーであっても列車の運行上の安全を確保した状態で
踏切における待ち時間や渋滞を極力低減でき、踏切を渡
る歩行者や車両に対しても一定の配慮ができる。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.
【図1】 本発明の列車進路制御装置を示す機能ブロッ
ク図、FIG. 1 is a functional block diagram showing a train route control device of the present invention,
【図2】 本発明の一実施例に係わる列車進路制御装置
の概略構成を示す模式図、FIG. 2 is a schematic diagram showing a schematic configuration of a train route control device according to an embodiment of the present invention,
【図3】 同実施例装置における渋滞検出部に記憶され
た渋滞度テーブルを示す図、FIG. 3 is a diagram showing a congestion degree table stored in a congestion detection unit in the apparatus of the embodiment,
【図4】 同実施例装置における開通要否判定部に記憶
された待ち時間係数テーブルを示す図。FIG. 4 is a diagram showing a waiting time coefficient table stored in a communication necessity determination unit in the apparatus of the embodiment.
1…踏切、2…踏切待ち検出器、3…待ち時間検出手
段、4…渋滞検出手段、5…閉路時間検出手段、6…開
通要否判定手段、7…線路、8…信号機、9…進路制御
手段。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)
手段と、この閉路時間検出手段にて検出された閉路時間
から前記踏切に対する開通の要否を判断する開通要否判
断手段と、この開通要否判断手段が開通必要と判断した
とき、列車の踏切への進路制御タイミングを遅らせる進
路制御手段とを備えた列車進路制御装置。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.
手段と、前記踏切待ち状態の車両又は歩行者の渋滞程度
を検出する渋滞検出手段と、この渋滞検出手段にて検出
された渋滞程度度と前記閉路時間検出手段にて検出され
た閉路時間とから前記踏切に対する開通の要否を判断す
る開通要否判断手段と、この開通要否判断手段が開通必
要と判断したとき、列車の踏切への進路制御タイミング
を遅らせる進路制御手段とを備えた列車進路制御装置。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.
手段と、前記踏切における車両又は歩行者の待ち状態を
検出する踏切待ち検出器と、この踏切待ち検出器からの
待ち検出信号の継続時間から待ち時間を算出する待ち時
間検出手段と、この待ち時間検出手段にて検出された待
ち時間と前記閉路時間検出手段にて検出された閉路時間
とから前記踏切に対する開通の要否を判断する開通要否
判断手段と、この開通要否判断手段が開通必要と判断し
たとき、列車の踏切への進路制御タイミングを遅らせる
進路制御手段とを備えた列車進路制御装置。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.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16496992A JP3167426B2 (en) | 1992-06-23 | 1992-06-23 | Train route control device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP16496992A JP3167426B2 (en) | 1992-06-23 | 1992-06-23 | Train route control device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH061243A true JPH061243A (en) | 1994-01-11 |
JP3167426B2 JP3167426B2 (en) | 2001-05-21 |
Family
ID=15803321
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP16496992A Expired - Fee Related JP3167426B2 (en) | 1992-06-23 | 1992-06-23 | Train route control device |
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Country | Link |
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JP (1) | JP3167426B2 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003040111A (en) * | 2001-07-27 | 2003-02-13 | Nippon Signal Co Ltd:The | Railroad crossing control system |
JP2008042981A (en) * | 2006-08-02 | 2008-02-21 | Hitachi Ltd | Train control method and train controller |
JP2010179739A (en) * | 2009-02-04 | 2010-08-19 | Daido Signal Co Ltd | Prc device |
JP6981716B1 (en) * | 2020-08-15 | 2021-12-17 | 哲矢 森田 | Bypass road between two adjacent railroad crossings and how to use it |
-
1992
- 1992-06-23 JP JP16496992A patent/JP3167426B2/en not_active Expired - Fee Related
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003040111A (en) * | 2001-07-27 | 2003-02-13 | Nippon Signal Co Ltd:The | Railroad crossing control system |
JP2008042981A (en) * | 2006-08-02 | 2008-02-21 | Hitachi Ltd | Train control method and train controller |
JP2010179739A (en) * | 2009-02-04 | 2010-08-19 | Daido Signal Co Ltd | Prc device |
JP6981716B1 (en) * | 2020-08-15 | 2021-12-17 | 哲矢 森田 | Bypass road between two adjacent railroad crossings and how to use it |
JP2022033068A (en) * | 2020-08-15 | 2022-02-28 | 哲矢 森田 | Bypass road between two adjacent railroad crossings and utilization method thereof |
Also Published As
Publication number | Publication date |
---|---|
JP3167426B2 (en) | 2001-05-21 |
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