KR20200100521A - Train control device, train control system, and method - Google Patents

Abstract

According to the present invention, even if there are many passengers or weak passengers, the increase in energy consumption is suppressed by not propagating the delay to subsequent trains. According to an embodiment of the present invention, a train control device comprises: a train speed position detection unit which detects the speed and position of a train; a storage unit for storing route information, vehicle information, and operation information; a running target setting unit for inputting a prediction result of the board/alight time in a station platform at which the train is scheduled to stop, and setting a target running time based on the prediction result and the operation information stored in the storage unit; and a control command calculation unit which calculates a control command for a driving/braking control device based on the detection result of the train speed position detection unit, the route information, vehicle information, and target running time stored in the storage unit.

Description

Train control device, train control system, and method TECHNICAL FIELD [TRAIN CONTROL DEVICE, TRAIN CONTROL SYSTEM, AND METHOD]

Embodiments of the present invention relate to a train control apparatus, a train control system, and a method.

In recent years, the introduction of an automatic train operation (ATO) device is in progress. It stabilizes train operation by reducing the burden on the driver, reducing labor costs due to independent driving, and preventing delays due to correction of the stop position by stopping the train according to the position of the home door stably regardless of the driver's skill. This is the purpose.

In order to stabilize train operation, it is also necessary to run the train between stations so that the ATO keeps a predetermined inter-station travel time. To do this, a method such as repeating the driving test in advance to adjust the control parameters related to the driving method between stations, or having a function of making a driving plan that keeps the driving time between stations according to the train position and speed is adopted (e.g. For example, see Patent Document 1 and Patent Document 2). Furthermore, by setting the ATO to the recovery driving mode in advance during congestion times with many passengers, when the stopping time is extended and the departure cannot be done on time, the travel time between stations is shortened, and the delay due to the departure delay can be recovered. Was doing.

Japanese Patent No. 5414810 Japanese Patent No. 5292202

However, even if driving in recovery mode, if the preceding train is delayed, the preceding train may not be able to enter the next station premises because the preceding train is still stopped when approaching the next station. After departing, they re-regressed and arrived at the station, which caused deterioration in ride comfort and increased energy consumption due to acceleration/deceleration.

Therefore, it is an object of the present invention to provide a train control apparatus, train control system, and method capable of suppressing an increase in energy consumption by not propagating a delay to subsequent trains even if there are many passengers or weaker passengers. To provide.

The train control device of the embodiment includes a train speed position detection unit that detects the speed and position of a child train, a storage unit that stores route information, vehicle information, and operation information, and a rising/falling time in a station groove at which the child train is scheduled to stop. The prediction result of is inputted, and a driving target setting unit that sets a target driving time based on the prediction result and the driving information stored in the storage unit, the detection result of the train speed position detection unit, the route information stored in the storage unit, and the vehicle And a control command calculation unit that calculates a control command for the driving/braking control device based on the information and the target travel time.

1 is a schematic configuration diagram of a train control system according to a first embodiment.
2 is an explanatory diagram of a recovery operation mode.
3 is a schematic configuration diagram of a train control system according to a second embodiment.
4 is an explanatory diagram of a continuous driving mode.
5 is a schematic configuration diagram of a train control system according to a fourth embodiment.
6 is a flowchart of a process of the train control system according to the fourth embodiment.
7 is a flowchart of a process for setting a target position, a target speed, and a target travel time.
8 is an operation explanatory diagram of the fourth embodiment.
9 is an explanatory diagram of a case in which a security brake is applied when a conventional child train receives a stop signal due to a station stop of a preceding train.
10 is an operation explanatory diagram of the fourth embodiment.
Fig. 11 is a diagram illustrating the operation of the fourth embodiment when the security system is digital ATC or CBTC.
12 is an explanatory diagram of a fifth embodiment.
13 is a processing flowchart of the fifth embodiment.
14 is a schematic configuration diagram of a train control system according to a sixth embodiment.

[1] First embodiment

Next, preferred embodiments of the present invention will be described with reference to the drawings.

1 is a schematic configuration diagram of a train control system according to a first embodiment.

The train control system 100 is largely distinguished from the train 10 and communicates with the train 10, estimates the congestion situation of the station groove from an image photographed of the station groove, and based on the estimation result of the congestion situation. A congestion monitoring device 11 is provided that predicts the travel time and notifies the train 10 as the travel time information.

In the above configuration, the train 10 constituting the train control system 100 includes a train control device 12 that controls the train 10, and the driver controls the train 10 by operation. (Main) controller 13, a control transmission device 14 that transmits control commands, such as a reverse command and a braking (brake) command, from the train control device 12 and the daytime controller 13, and a control Based on the control command transmitted through the transmission device 14, the drive/braking control device 17 that controls the motor 15, the brake device 16, etc., the speed generator (TG) 18, and the ground A vehicle box 19 that outputs detection information, a receiver 20 that receives an ATC signal through a rail RL constituting a track circuit, and a speed position detection signal by detecting the speed and driving position of the train 10 A communication device that communicates between the speed position detection device 21 that outputs the SP, a current collector (pantograph) 22 for transferring power between the temporary line LN, and the congestion monitoring device 11 (23) and an ATC on-board device 24 that performs automatic speed control of the train 10.

The congestion monitoring device 11 receives the imaging data DI output by the camera CM picks up and outputs an image of the reverse groove, performs image analysis of the image corresponding to the imaging data DI, and performs congestion in the reverse groove (the number of people staying in the reverse groove). ) Based on the congestion information CI corresponding to the congestion situation estimating unit 31 that estimates and outputs the congestion information CI, and the congestion situation of the station home (the number of people staying in the station home) estimated by the congestion situation estimating unit 31 Predicting the hoisting time, predicting whether to exceed a predetermined stopping time corresponding to the train 10, and notifying the predicted hoisting time as hoisting time information RT to the train 10 through the communication device CD A time prediction unit 32 is provided.

In addition, the train control device 12 includes a control command calculation unit [ATO (Automatic Train Operation) device] 12A for automatically driving the train 10, and vehicle information such as route information RD, operation information OP, and vehicle performance. Driving target based on the storage unit 12B storing various information such as TR, the route information RD, operation information OP, vehicle information such as vehicle performance, etc. and the speed position detection signal SP read from the storage unit 12B It is provided with a travel target setting unit 12C that sets and outputs a target travel time TRT.

In the above configuration, the storage unit 12B, as the route information RD, stores the stop target position of each station, the slope and curve of the route (curvature radius), speed limit information and the obstruction length (distance of the obstruction section) of each obstruction section. I remember it. Further, the storage unit 12B stores, as service information OP, the stops for each driving type, the scheduled departure/arrival time and the scheduled arrival number of each station. In addition, the storage unit 12D is a vehicle information TR, which serves as a reference corresponding to the train length of the own train, the characteristics of acceleration corresponding to the retrograde command and brake command, and the retrograde command, brake command, and driving curve of the train 10. Reference time constant data, which is time constant data, is stored in an updateable manner.

Further, the speed position detection unit 21 is based on the TG pulse TP output from the speed generator (TG) 18 or the ground person detection information GD received from the ground person 25 through the vehicle box 19. The speed and position are detected, and output as speed position information SP to the ATC on-board device 24 and the control command calculation unit 12A.

Further, the ATC on-board device 24 includes the speed position information SP from the speed position detection device 21, and an ATC signal (signal) inputted through the rail RL and the power receiver 20 and transmitted by the ATC ground device 26. Present) In order to limit the traveling speed by securing the distance between the train 10 and the preceding train 10A based on SA, the speed limit based on the ATC signal SA and the speed position detection device 21 are output. The speed of the train 10 corresponding to the speed position information SP is compared. In this case, the ATC ground apparatus 26 is acquiring the re-line detection information SRL for detecting that the train 10 is re-wired through the rail RL constituting the track circuit.

Then, the ATC on-board device 24 outputs a brake command BC1 to the drive/braking control device 17 via the control transmission device 14 when the speed of the train 10 exceeds the limit speed. Here, the ATC ground apparatus 26 detects the presence or absence of a train re-line in each blocked section through the rail RL constituting the track circuit, determines the ATC signal SA of each blocked section according to the re-line situation, and determines the determined ATC signal SA. It is transmitted to the ATC onboard device 24 via the rail RL.

Next, the outline configuration of the drive/braking control device 17 will be described.

The driving/braking control device 17 includes a brake command BC1 from the ATC onboard device 24, a reverse command DC2 and a brake command BC2 from the control command calculation unit 12A, and operated by a driver (not shown). The motor 15 is controlled based on the highest command (drive command DCX or brake command BCX) on the brake side of the reverse command DC3 and the brake command BC3 from the unused main controller (master controller) 13, At the time, information about the amount of regenerative torque generated by the motor 15 is notified to the brake device 16.

Further, the drive/braking control device 17 includes a brake command BC1 from the ATC onboard device 24, a brake command BC2 from the control command calculation unit 12A, or a main controller (master controller) 13 operated by the driver. Among the brake commands from BC3, based on the brake command (brake command with the largest braking force) and the amount of regenerative torque generated from the main circuit device, the regenerative brake of the motor 15 cannot be obtained. The braking device 16 is controlled to supplement (subsidize) the braking force.

In the train 10, under the control of the drive/braking control device 17, the wheels W are driven or braked by the motor 15 and the brake device 16 to travel on the rail RL.

Next, the operation of the first embodiment will be described.

First, the congestion situation estimating unit 31 of the congestion situation monitoring device 11 introduces the imaging data DI of the camera CM installed in the station groove to perform image processing, and estimates the congestion degree (the number of people staying in the home) of the station groove and congestion. Output as information CI. In this case, it is preferable to provide a plurality of camera CMs so that an image of the entire reverse groove can be introduced.

Here, for estimation of the degree of congestion (the number of people staying per unit area in the station groove, etc.), a person extraction process using image recognition processing and a congestion degree analysis process (person number analysis process) based on the result of the person extraction process are used. For example, a processing program such as RECAIUS (registered trademark) person finder can be used.

Next, the lift time prediction unit 32 of the congestion condition monitoring device 11 compares the congestion degree of the reverse groove estimated by the congestion condition estimating unit 31 with a predetermined first threshold. Here, the first threshold has a value predicted that the ride time will exceed a predetermined stopping time when the estimated congestion degree exceeds this value.

Therefore, the congestion condition monitoring device 11 predicts that the elevating time will exceed a predetermined stopping time when the estimated congestion degree of the station groove exceeds the first threshold value, and as the elevating time information RT, the train ( 10).

In the above configuration, the first threshold value may be determined by examining the relationship between the congestion degree and the elevating time in advance, and after the train arrives at the station, the congestion situation estimating unit 31 measures the actual elevating time from the home image, and the result You may make it adjust automatically by the lifting time prediction part 32 based on this.

Thereby, the travel target setting unit 12C of the train control device that has received the travel time information RT receives the travel time information RT from the travel time prediction unit 32 via the communication device CD. If it is predicted that the lifting time will not exceed the predetermined stopping time based on the received lifting time information RT, the travel target setting unit 12C subtracts the time from the station departure from the predetermined travel time between stations, and Set the target driving time to.

In contrast, when it is predicted that the elevating time will exceed the predetermined stopping time, the travel target setting unit 12C performs processing by setting the driving mode to the recovery driving mode.

Here, the recovery operation mode will be described in detail.

2 is an explanatory diagram of a recovery operation mode.

As shown in Fig. 2(a), when it is considered that there is a risk of delay of the train 10 due to the predicted lifting time TG exceeding the predetermined stopping time TS0, the driving target setting unit 12C operates Set the mode to recovery operation mode.

In the recovery driving mode, the travel target setting unit 12C, so that the predicted lifting time TG falls at the stop time (= the time from the time when the train 10 arrived at the station to the predetermined departure time tst), for example. The target travel time TR0, which is the remaining time of the predetermined travel time TRT between stations, is calculated by subtracting the elapsed time after the station departure from the predetermined travel time TRT between stations, and then subtracts a certain time (for example, 5 seconds) again, and FIG. As shown in ), a target travel time TR1 shortened by a time Δt than usual is set.

In this case, the travel target setting unit 12C reduces the predetermined travel time TRT between the stations by a certain ratio (for example, 5% reduction), and then subtracts the elapsed time after departure from the station, than usual to the next station. You may set the target travel time TR1 shortened by the time Δt.

As a result of these, the control command calculation unit 12A updates the travel plan so as to arrive at the next station at the target travel time shorter than usual by a time Δt. Then, the control command calculation unit 12A calculates the reverse command DC2 and the brake command BC2 so as to travel according to the updated travel plan, and notifies the drive/braking control device 17 via the control transmission device 14.

As a result, since the train 10 can arrive at the station by the time Δt, the stopping time can be lengthened by the time Δt (=estimated elevation delay + α) compared to the predetermined stopping time TS0. Even if the time is longer than usual, the delay of reverse departure can be suppressed.

Accordingly, as shown in (a) of FIG. 2, the propagation of the delay to the subsequent train can be reduced or eliminated as compared to the case where the departure of the station is delayed by the lifting time after arriving on time.

In addition, when the target driving time cannot be kept within the range of the allowable travel plan due to the target speed exceeding the allowable speed, etc., the control command calculation unit 12A follows in the shortest time within the range of the allowable travel plan. The reverse command DC2 and the brake command BC2 are calculated to arrive at the station, and notified to the drive/braking control device 17 via the control transmission device 14.

In this case, although there is a possibility that the train may not be able to arrive at the station, it is possible to increase the stopping time as much as possible, so that even if the boarding time is prolonged than usual due to congestion, the delay in departure from the station can be suppressed. It is possible to reduce the propagation of delay to the train.

In the above description, the congestion situation estimating unit 31 estimates the degree of congestion as congestion information, but the number of people staying at home is estimated, and the elevating time estimating unit 32 is based on the number of people staying at home, and the elevating time exceeds the stopping time. You may try to predict whether to do it.

In addition, instead of comparing the congestion degree of the entire inverted groove with the first threshold value, the congestion degree of each area may be compared with the first threshold value by dividing the inverted groove into a plurality of areas. In this case, if there is at least one area exceeding the first threshold, it is sufficient to predict that the lifting time will exceed the predetermined stopping time.

In addition, the congestion situation estimating unit 31 may not only estimate the congestion level of the station home, but also detect a weak person who is a user who may take time to get on and off, such as a wheelchair user, a stroller user, an elderly user with a cane.

In other words, the elevating time prediction unit 32 predicts that the elevating time is likely to exceed the predetermined stopping time when a weak person is detected, and indicates that the elevating time may exceed the predetermined stopping time. As a result, the train 10 is notified through the communication device CD.

As a result, even when the degree of congestion is not high, it is possible to predict an extension of the lifting time caused by factors other than congestion, and the delay of station departure can be suppressed by making the train 10 as early as possible.

Therefore, it is possible to reduce the propagation of delays to subsequent trains. In addition, it is possible to reduce the possibility of a fall due to a person who is not lifting up and descending in a hurry, or getting caught in a door because the lifting is not performed in time, and thus, the possibility of on-time driving more safely can be improved.

In addition, when there are a plurality of lines (tracks) on which the train 10 can arrive, the congestion situation estimation unit 31 performs image recognition and character recognition of the display of the passenger information display device in the image of the station home, Extract the departure time.

The elevating time predicting unit 32 provides information on whether or not the elevating time for each line exceeds a predetermined stopping time (for example, a delay predicted time; if it is 0, there is no delay), together with the information of the scheduled arrival train, setting a traveling target. Notify the part 12C.

The travel target setting unit 12C can estimate the arrival scheduled number of the host train based on the driving type and destination set in the host train, and select information on the travel time of the corresponding number. Accordingly, even when there are a plurality of lines (tracks) on which the train 10 can arrive, the delay of departure from the station can be suppressed based on the accurate lifting time information, and propagation of the delay to the subsequent train can be reduced.

[2] Second embodiment

Next, a second embodiment will be described.

The first embodiment described above was an embodiment in which, based on the congestion degree of the station groove estimated by the congestion situation estimating unit 31, predicts whether or not the elevating time will exceed a predetermined stopping time, but the second embodiment It is an embodiment in which the degree of congestion at the time of arrival at the station is predicted and, based on this predicted value, it is an embodiment of predicting whether or not the lifting time exceeds a predetermined stopping time.

3 is a schematic configuration diagram of a train control system according to a second embodiment.

In FIG. 3, the same reference numerals are assigned to portions similar to those in the first embodiment of FIG. 1.

The difference between the train control system 100A of the second embodiment and the train control system 100 of the first embodiment is that the travel target setting unit 12C is compared to the congestion monitoring device 11 with respect to the station-to-station travel remaining time SRT. Is notified, and the elevation time prediction unit 32 of the congestion monitoring device 11 predicts the elevation time based on the reported remaining station travel time SRT.

First, the control command calculation unit 12A calculates the travel plan and the remaining time from the location of the child train to the station arrival, and calculates the calculated remaining time until the station arrival through the communication device 23, the remaining travel time information SRT between stations. As a result, it is notified to the lifting time prediction unit 32. In this case, the control command calculation unit 12A may include the driving type of the own train in the inter-station travel remaining time information SRT and notify the rise/fall time prediction unit 32.

The ride time prediction unit 32, based on the degree of increase in the number of people staying in the home and the remaining time until arrival at the station corresponding to the reported remaining station travel time information SRT (and the driving type of the train scheduled to arrive) at the time of train arrival. Estimate the number of people staying at home. And when the number of people staying at home at the time of arrival of the predicted train exceeds the first threshold, the rising and falling time prediction unit 32 predicts that the rising and falling time will exceed a predetermined stopping time, so that the rising and falling time exceeds the predetermined stopping time. It is notified to the train 10 through the communication device CD that it is predicted that it is expected to be the rise and fall time information RT.

As a result, since the driving target setting unit 12C of the train 10 can set the recovery driving mode at a faster timing, the train 10 can arrive at the station more quickly, and therefore, compared to the first embodiment, the subsequent train can be used. It is possible to further reduce the propagation of the delay.

In addition, when the predicted value of the number of people staying at home at the time of arrival of the train is less than the second threshold, the rising and falling time prediction unit 32 predicts that the rising and falling time will be less than the predetermined stopping time by a certain amount of time or more, so that the rising and falling time is constant. It is also possible to notify the train through the communication device CD as the rise and fall time information RT to the effect that it is expected to be less than the time.

Based on the rising and falling time information RT, the travel target setting unit 12C, when it is predicted that the rising and falling time TG will be less than the predetermined stopping time TS0 by a predetermined time or more, the train 10 is delayed by a predetermined time from the target arrival time tg. Even if it arrives, it is determined that the delay of the departure time will not occur, and the driving mode is set to the continuous driving mode.

4 is an explanatory diagram of a continuous operation mode.

As shown in (a) of FIG. 4, when it is predicted that the predicted lifting time TG will be less than the predetermined stopping time TS0 by a predetermined time or more, the driving target setting unit 12C sets the driving mode to the continuous driving mode. do.

In the continuous driving mode, the travel target setting unit 12C adds a predetermined time Δt1 (e.g., 5 seconds) to a value obtained by subtracting the time from the station departure from the predetermined travel time between stations, and sets the target travel time TR2. Will be set.

The control command calculation unit 12A updates the travel plan so as to arrive at the next station at the target travel time TR2 extended from the target travel time TR0 in the normal driving mode, and transmits the retrograde command DC2 and the brake command BC2 to travel accordingly. Calculate.

As a result, since the traveling time is extended at the same traveling distance, it is possible to save energy and drive more than usual. In this case, the train 10 will be delayed at the station, but since the lifting time may be short, the effective stopping time can be shortened, and thus it does not lead to a delay in departure from the station.

In addition, instead of predicting the total number of people staying in the home and comparing them with the first threshold and the second threshold, the lifting time prediction unit 32 divides the home into a plurality of areas and predicts the number of people staying at the home or the degree of congestion in each area, And a second threshold.

In this case, the hoisting time prediction unit 32 predicts that the hoisting time will exceed the predetermined stopping time if there is at least one area exceeding the first threshold in the intended arrival groove. Further, the hoisting time predicting unit 32 predicts that the hoisting time will be less than the predetermined stopping time by a predetermined time or more if the second threshold is lowered in all areas of the intended arrival home.

Accordingly, even when the congestion state of the reverse groove is not uniform, the elevating time predicting unit 32 can more accurately predict whether the elevating time will exceed or fall below the predetermined stopping time.

[3] Third embodiment

In each of the above embodiments, it was predicted whether or not the hoisting time would exceed a predetermined stopping time, but the present third embodiment is an embodiment in which the hoisting time of the train after arriving at the station is predicted.

In the third embodiment, the elevating time predicting unit 32 predicts the number of people staying at home when the train arrives at the station, and uses information indicating the relationship between the number of people staying at home and the elevating time of the train after arriving at the station. The time is predicted and the train 10 is notified through the communication device CD as the rising/fall time information RT.

In this case, the information indicating the relationship between the number of people staying at home and the number of people staying at home is a relational expression for obtaining the number of people staying at home to obtain the number of people staying in the home, or a table representing the correspondence between the number of people staying at home and the time of going up and down. It is remembered in advance.

Information on these relational expressions or tables may be determined by examining the relationship between the number of people staying at home and the lifting time in advance.

In addition, for information on these relational expressions or tables, after the train arrives at the station, the congestion situation estimating unit 31 measures the actual hoisting time from the home image, and the hoisting time estimating unit 32 automatically adjusts based on the result. It is also possible to do it.

In addition, the ride rate estimated (detected) by the response load device LD (refer to Fig. 1: equivalent to the ride rate estimation unit) is notified to the ride time prediction unit 32, and the ride time prediction unit 32 informs the number of people staying at home and rides. Information indicating the relationship between the rate and the travel time may be stored, and the stored information may be used to predict the travel time after the train arrives at the station.

In this case, information indicating the relationship between the number of people staying at home, the ride rate, and the lifting time may be determined by examining the relationship between the number of people staying at home, the ride rate, and the lifting time in advance.

In addition, information indicating the relationship between the number of people staying at home and the ride rate and the ride time is obtained by the congestion situation estimation unit 31 after the train arrives at the station, measuring the actual ride time from the home image, and based on the result, the ride time prediction unit (32) may be adjusted automatically.

For example, at a connecting station with other lines, in the morning rush hour, if there are a lot more passengers connecting to other lines than transfer customers from other lines, the number of passengers waiting at the station's home will get off from a full train, even if it is slightly more. The number of people is very large, and as a result, the lift time is longer.

Accordingly, by taking into account the ride rate of the train of the transfer member, the lift time prediction unit 32 can more accurately predict the ride time at such a station.

In addition, when the congestion situation estimating unit 31 detects an elevating weak person that may take time to elevate, a correction is made to further extend the elevating time predicted by the elevating time predicting unit 32 (e.g., 5 seconds extension). ) To set.

And when the predicted value of the travel target setting unit 12C exceeds the predetermined stop time, the predicted value of the riding time is again the predetermined stop time from the value obtained by subtracting the elapsed time after the station departure from the predetermined driving time between stations. The target driving time is set by subtracting the excess time.

Further, in the case where the predicted value of the travel target setting unit 12C is less than the predetermined stopping time, the predicted value of the driving time is a value obtained by subtracting the time from the station departure from the predetermined travel time between stations. The amount of time less than that is added, the target travel time is set, and the control command calculation unit 12A is notified.

As a result of these, the control command calculation unit 12A makes a travel plan to arrive at the next station at the target travel time extended or shortened according to the difference between the predicted value of the lifting time predicted by the lifting time predicting unit 32 and the predetermined stopping time. It updates and calculates a reverse command/brake command to travel accordingly.

And the control command calculation unit 12A, when it is predicted that the rising and falling time will be longer than the predetermined stopping time, does not cause the train 10 to be settled more than offsetting the delay caused by the growth of the stopping time. You can avoid the wasteful increase in the energy consumed to do so.

Further, the control command calculation unit 12A can delay the departure within a range that does not delay the start when it is predicted that the lifting time is shorter than the predetermined stopping time, thereby saving energy and driving.

[4] Fourth embodiment

In each of the above embodiments, the condition of the preceding train is not considered, but the fourth embodiment is an embodiment in the case of performing control in consideration of the congestion condition of the preceding train at a station stop.

5 is a schematic configuration diagram of a train control system according to a fourth embodiment.

In Fig. 5, the same reference numerals are attached to the same parts as in the second embodiment of Fig. 3.

The difference between the train control system 100B of this fourth embodiment and the train control system 100A of the second embodiment is that the travel target setting unit 12C is used until the preceding train departs and advances to the home track. The target position TRP, target speed TRS, and target travel time TRR are set based on the time and the time until reaching the position where the security brake is applied (the position where the security brake is activated) by stopping at the station of the preceding train. .

First, the operation of the fourth embodiment will be described.

6 is a flowchart of a process of the train control system according to the fourth embodiment.

The congestion situation estimating unit 31 of the congestion monitoring device 11 constituting the train control system 100B estimates the number of people getting off the train and the number of people getting on the train from the station home image, and calculates the congestion information CI as the ride time. It outputs to the prediction unit 32 (step S11).

Thereby, the rising/falling time prediction unit 32 predicts the time until completion of the getting on/off based on the increase or decrease in the number of people getting off and the number of people getting on from the preceding train corresponding to the congestion information CI (step S12).

In this case, not only an increase or decrease in the number of passengers getting on and off, but also the ride rate and driving type received before the arrival of the preceding train may be predicted by reference.

In the prediction by the lift time prediction unit 32, information indicating a relationship between an increase or decrease in the number of lifters stored in advance and a time until completion of the lift can be used. In this case, the driving type (normal, rapid, express, etc.) may be considered for the increase or decrease in the number of passengers.

Further, in the prediction by the lift time prediction unit 32, the ride rate may be considered in addition to the increase or decrease of the number of passengers.

As the information used for prediction in the elevator time prediction unit 32, the relationship between the increase or decrease in the number of people going up and down and the rising and falling time may be determined in advance.

In addition, as information used for prediction in the ascent time prediction unit 32, after the train 10 arrives at the station, the congestion situation estimating unit 31 measures the actual lifting time from the home image, and based on the result The time prediction unit 32 may automatically adjust and determine.

As a result of these, the travel target setting unit 12C calculates the predicted value of the time until the completion of the ride of the preceding train notified from the ride time prediction unit 32, the time taken for door closing and safety confirmation, the preceding train departs and the home track. The time until advancing is completed (the rear end of the preceding train advances from the home track) is added and predicted, and the target position TRP, the target speed TRS, and the target travel time TRR are set (step S13).

Here, the time required for door closing and safety confirmation may use a preset standard value. In addition, the time from the departure of the preceding train to the completion of advancing to the home track can be obtained based on the reference driving curve.

Here, the setting process of the target position TRP, the target speed TRS, and the target travel time TRR will be described in detail.

7 is a flowchart of a process for setting a target position, a target speed, and a target travel time.

First, the travel target setting unit 12C predicts the time until the preceding train 10F departs and advances to the home track to complete (step S21).

Subsequently, the travel target setting unit 12C receives the stop signal, obtains the position PEB where the security brake is applied, and predicts the remaining time until reaching the position PEB where the security brake is applied (step S22).

8 is an operation explanatory diagram of the fourth embodiment.

More specifically, the travel target setting unit 12C receives a stop signal from the line information stored in the storage unit 12B by a station stop of the preceding train 10F, and the position PEB (Fig. The start end of the closed section 2T shown in a) is obtained, and the time until reaching this position PEB is predicted based on the travel plan of the child train 10.

Next, the driving target setting unit 12C receives the time until the preceding train 10F finishes advancing to the station home line (track), and the train 10 receiving a stop signal by the station stopping of the preceding train. In this case, the time until reaching the position where the security brake is applied is compared, and the time until the preceding train 10F completes advancing to the home track or the preceding train 10F completes advancing to the home track is the train It is judged whether or not (10) is less than or equal to the time until reaching the position PEB where the security brake is applied due to the station stopping of the preceding train 10 (step S23).

In the judgment of step S23, whether the preceding train 10F has completed advancing to the home track or the time until the preceding train 10F completes advancing to the home track is the time before the train 10 is Since there is no fear that the security brake will be applied (operated) due to the reverse stop, the target position TRP = the stop target position in the groove, the target speed TRS = 0 km/h (deceleration), and the target travel time TRR = the station It is set as the remaining time of the travel time, and the process ends (step S24).

Thereby, the control command calculation unit 12A adjusts the target travel time according to the number of people staying at home (or the degree of congestion) (predicted value of) after the preceding train departs, as in the first to third embodiments.

Here, the effects of the fourth embodiment will be described.

Fig. 9 is an explanatory diagram of a case in which a security brake is applied when a conventional child train receives a stop signal due to a station stop of a preceding train.

As shown in (a) of FIG. 9, with respect to the driving curve RPL0 corresponding to the original travel plan, when the preceding train 10F stops at the station, the position where the child train 10 applies the security brake. In the case of reaching PEB, as indicated by the travel curve PRL1, the train 10 stops when the security brake is applied, thereby reducing the ride comfort.

In addition, as shown in (b) of FIG. 9, when the child train 10 reaches the position PEB where the security brake is applied before the preceding train 10F leaves the station and advances to the home track, the security brake is applied. However, if the preceding train 10F has advanced to the home track before the child train 10 stops, the child train 10 does not stop, as indicated by the running curve PRL1, but moves back to the station and accelerates. Because of this, the ride comfort deteriorates.

Therefore, in the judgment of step S23, the time until the preceding train 10F has not completed the advance of the home track and the preceding train 10F completes advancing to the home track is the time before the train 10 is the preceding train 10. If the time to reach the position where the security brake is applied is exceeded due to a stop at the station at (Step S23; "No"), there is a fear that the security brake will be applied (activated), so the target position TRP = the preceding train Set the position PEB to receive the security brake by stopping at the station at (10F), and set the target speed TRS = the target position TRP when the preceding train 10F has advanced to the home track and set it as the speed limit in the preceding train 10F. ) Ends the processing as the time until the advance of the home track is completed (step S25).

The control command calculation unit 12A recalculates the travel plan for reaching the target position at the target speed and after the target travel time, and accordingly calculates a retrograde command/brake command so that the train runs.

10 is an operation explanatory diagram of the fourth embodiment.

Unlike the case shown in Fig. 9, according to the fourth embodiment, the target position TRP = the position PEB to receive the security brake by station stopping of the preceding train 10F, and the target speed TRS = the leading train 10F is home It is set as the speed limit at the target position TRP when advancing the track is completed, and is set as the time until the advance train 10F completes advancing to the home track.

Therefore, as shown in Fig. 10A, compared to the driving curve RPL0 corresponding to the original driving plan, the driving curve PRL1 corresponding to the new driving plan is decelerated to meander, and the preceding train 10F is There is no way to reach the PEB where the security brake is applied until the advance is complete.

And since the preceding train 10F reaches the position PEB where the security brake is applied after completing the advance of the home track, as shown in FIG. 10(b), compared to the case of FIG. 9(b), There is little reduction in speed, and it is possible to accelerate when the preceding train 10F finishes advancing to the home track and easily approach the driving curve PRL0 according to the original driving plan, thereby suppressing a decrease in ride comfort and It is possible to stop at the groove by suppressing the increase in energy consumption due to the regression.

As a result, at the timing when the train 10 reaches the target position, the preceding train completes advancing to the home track, so that the child train 10 can enter the home, so the target position is stopped, the target position is set to 0 km/h, The target travel time is set as the remaining time of the inter-station travel time to recalculate the travel plan, and the train 10 is driven to the station accordingly. In this case, since there is no remaining time, the fastest driving plan is calculated.

In the above configuration, when the security system is digital ATC or CBTC, in order to prevent the security brake from operating by receiving a stop signal by the station stopping of the preceding train, the target position, target speed, and target driving time are set as follows. do.

11 is a diagram illustrating the operation of the fourth embodiment when the security system is digital ATC or CBTC.

The stop pattern (stop pattern of the closed section 2T shown in Fig. 11(a)) set outside the course during the station stop of the preceding train 10F is when the preceding train 10F advances to the home track. , As shown in (b) of FIG. 11, it moves to the closed section at the end of the course in the field.

Further, the travel target setting unit 12C determines the time until the preceding train 10F advances to the home track, and determines the target driving time, and the position and speed when the train reaches the stop pattern after the target driving time. Set the target speed.

Thereby, even when the security system is a digital ATC or CBTC, the train 10 can continue running without receiving a stop signal by the station stopping of the preceding train and operating the security brake.

[5] The fifth embodiment

Next, a fifth embodiment will be described.

12 is an explanatory diagram of a fifth embodiment.

As shown in FIG. 12, when another train 10G stopping on a line other than the scheduled arrival of the own train departs from a course that competes with the departure course of the preceding train before the station departure of the preceding train 10F, It is necessary to predict not only the timing at which the ascending and descending of the preceding train is completed, but also the timing at which the train advances from the starting path and the preceding train can start.

Therefore, in the fifth embodiment, first, the congestion situation estimation unit 31 not only the number of people staying at home, but also the driving type, destination, departure time, and the train being stopped from the display of the passenger information display device of the home image of each line. The presence or absence of G is detected.

In addition, the ascending time predicting unit 32 is the ascending time information of each line, and for a line without a stopped train, whether the ascending time exceeds a predetermined stopping time (or a predicted value of the rising/descending time), and the line with the stopped train. With respect to, the predicted value of the remaining time until the completion of the ascending and descending is notified to the travel target setting unit 12C together with the driving type, destination, departure time, and presence or absence of a stopped train.

As a result of these, the driving target setting unit 12C first determines that the child train 10 will arrive at a line where the driving type set in the child train 10 and the destination match.

13 is a flowchart of the process according to the fifth embodiment.

In this case, it is determined whether or not the preceding train 10F is present on the scheduled arrival line to which the child train 10 arrives (step S31).

In the determination of step S31, when there is no train (the preceding train) (step S31; "No"), the travel target setting unit 12C sets the target travel time as in the first to third embodiments (step S38).

In the determination of step S31, when the train (predecessor train) is stopped on the scheduled arrival line (step S31; YES), the travel target setting unit 12C determines whether or not the train is stopping on another line ( Step S32).

In the determination of step S32, when the train is not stopped on another line (step S32; "No"), the travel target setting unit 12C is selected from the first embodiment to the third. As in the embodiment, the target travel time is set (step S38).

In the determination of step S32, when the train is stopped on another line (step S32; YES), the scheduled departure time of the passenger guidance display on both lines is compared (step S33). ).

The travel target setting unit 12C determines whether or not the preceding train 10F of the host train 10 is scheduled to start first based on the comparison result of the scheduled departure time (step S34).

In the determination of step S34, when the preceding train 10F is scheduled to depart first (step S34; YES), the travel target setting unit 12C determines that the train stopping at the other line is the own train 10 ), since it does not affect the operation to the station in question, the target position, the target speed, and the target travel time are set as in the fourth embodiment (step S39).

On the other hand, in the determination of step S34, when the other train 10G stopping at the other line is scheduled to depart earlier than the preceding train 10F of the own train 10 (step S34; "No"), it runs. The target setting unit 12C determines whether or not the departure routes of these trains 10F and 10G compete from the destination of the train stopping at the other line and the route information stored in the storage unit 12B (step S35). ).

In the determination of step S35, when the departure course of the train stopping at the other line and the preceding train stopping at the scheduled arrival line of the own train 10 does not compete (step S35; "No"), Like the fourth embodiment, the travel target setting unit 12C sets the target position, the target speed, and the target travel time (step S38).

On the other hand, in the determination of step S35, when the train stopping at the other line and the departure course of the own train 10 compete (step S35; "Yes"), the travel target setting unit 12C , From the predicted value of the remaining time until the completion of the ride, predicted by the ride time prediction unit 32 for the train of the other line, similar to the prediction of the time until the preceding train exits the home track in Example 4, The time until the train on the line No. 1 advances and completes the departure course is predicted (step S36).

And, the travel target setting unit 12C advances the longer one of the predicted time until advance and complete of the departure course of the train 10G of the other route and the predicted time until the ascending and descending of the preceding train 10F is completed. It is adopted as the predicted time at which the train 10 can depart (step S37).

In this way, even when the departure course of the preceding train and the train stopping on another line collide, the time until the own train becomes possible to enter the station is predicted to avoid deterioration of the ride comfort by receiving a security brake in front of the station. However, it is possible to suppress the increase in energy consumption due to deceleration and regression.

[6] The sixth embodiment

14 is a schematic configuration diagram of a train control system according to a sixth embodiment.

In the first to fifth embodiments, the lift time prediction unit 32 is used as a constituent element of the reverse congestion monitoring device, but as shown in FIG. 13, the same as the lift time prediction unit 32 It is possible to make it a constituent element of the train control device 12X by placing the up/down time prediction unit 12D having the configuration on the vehicle.

In this case, the congestion monitoring device 11X has a congestion situation estimating unit 31, and takes a configuration in which the congestion information CI is notified to the lift time prediction unit 12D through the communication device CD and the communication device 23, have.

By adopting such a configuration, information transfer between the congestion situation estimating unit 31 and the hoisting time predicting unit 12D is made through the communication device CD, and the hoisting time predicting unit 12D and the traveling target setting unit 12C It is only possible that information transfer between) is prevented from passing through the communication device, and the actions and effects are the same as those of the first to fourth embodiments.

[7] Summary

As described above, according to the above embodiments, by predicting the time from the home image to the departure of the preceding train stopping at the next station, and accurately estimating the time until the station entry becomes possible, the security brake operation before entering the station is avoided. A train control device can be provided.

Although several embodiments of the present invention have been described, these embodiments have been presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and summary of the invention, and are included in the invention described in the claims and their equivalents.

The train control device of the present embodiment includes a control device such as an MPU, a storage device such as a ROM (Read Only Memory) or a RAM, an external storage device such as an HDD and a CD drive device, a display device, and various input devices. It is provided and has a hardware configuration using an ordinary computer.

The program executed in the train control device of the present embodiment is a file in an installable or executable format, and is a computer-readable recording medium such as a semiconductor memory device such as a CD-ROM or a USB memory, or a digital versatile disk (DVD). Written in and provided.

Further, the program executed by the train control device of the present embodiment may be provided by storing it on a computer connected to a network such as the Internet and downloading it via the network. Further, the program executed in the correction information calculating device 11 of the present embodiment may be provided or distributed via a network such as the Internet.

Further, the train control device program of the present embodiment may be incorporated in advance into a ROM or the like and provided.

10: train
10F: Leading train
11, 11X: congestion monitoring device
12: train control device
12A: Control command calculation unit
12B: memory
12C: Driving target setting unit
12D: Lift time prediction unit
13: Weekly controller
14: control transmission device
15: motor
16: brake device
17: drive/brake control device
18: timing generator
19: tea box
21: speed position detection device (speed position detection unit)
22: pantograph
23: communication device
24: ATC onboard device
26: ATC ground device
31: congestion situation estimation unit
32: elevating time prediction unit

Claims (18)

Now, a train speed position detection unit that detects the train speed and position,
A memory unit for storing route information, vehicle information, and operation information;
A travel target setting unit for inputting a prediction result of the rising/falling time in the station home where the child train is scheduled to stop, and setting a target travel time based on the prediction result and running information stored in the storage unit;
A control command calculation unit that calculates a control command for a driving/braking control device based on the detection result of the train speed position detection unit, route information, vehicle information, and target travel time stored in the storage unit
With a train control device. The method of claim 1,
The travel target setting unit sets the target travel time from the current position to the next stop station so that when it is deemed that the prediction result of the lifting time exceeds the predetermined stopping time, the target travel time from the current position to the next stop station is set so as to be early arrival of a predetermined time,
Setting the target travel time so that when it is deemed that the prediction result of the lifting time does not exceed a predetermined stopping time,
Train control device. The method according to claim 1 or 2,
The driving target setting unit sets a target driving time from the current position to the next stop station so as to be delayed within the range of the predetermined time when it is considered that the prediction result of the lifting time is less than the predetermined stop time by a predetermined time,
Train control device. A congestion situation estimating unit that estimates the number of people on the home by using imaging data output from a camera that photographs the station's groove, and an elevator that predicts a lift time based on the estimation result of the congestion situation estimating unit to generate lift time prediction information. A congestion monitoring device having a time prediction unit and a communication device notifying the train of the prediction information,
Now, a train speed position detection unit that detects the train speed and position,
A memory unit for storing route information, vehicle information, and operation information;
A travel target setting unit for inputting a prediction result of the rising/falling time in the station home where the child train is scheduled to stop, and setting a target travel time based on the prediction result and running information stored in the storage unit;
A train control device having a control command calculation unit that calculates a control command for a drive/brake control device based on the detection result of the train speed position detection unit, route information, vehicle information, and target travel time stored in the storage unit
Equipped with a train control system. The method of claim 4,
The elevating time predicting unit predicts that the elevating time will exceed a predetermined stopping time when the number of people on the home becomes more than a predetermined value,
Train control system. The method according to claim 4 or 5,
The control command calculation unit estimates the remaining time until arrival at the station and notifies the congestion monitoring device,
The ride time prediction unit predicts the number of people at the time of train arrival based on the degree of increase in the number of people on the home and the notified remaining time until arrival at the station, and when the number of people is more than a predetermined value, the ride time determines a predetermined stop time. Predicted to exceed,
Train control system. The method according to claim 4 or 5,
The congestion situation estimating unit detects a person with a weak lift and descending using the imaged data,
The elevating time prediction unit predicts that the elevating time will exceed a predetermined stopping time when the elevating weak person is detected,
Train control system. The method according to claim 4 or 5,
The travel target setting unit sets the target travel time from the current position to the next stop station so that when it is deemed that the prediction result of the lifting time exceeds the predetermined stopping time, the target travel time from the current position to the next stop station is set so as to be early arrival of a predetermined time,
Setting the target travel time so that when it is deemed that the prediction result of the lifting time does not exceed a predetermined stopping time,
Train control system. The method according to claim 4 or 5,
The control command calculation unit estimates the remaining time until the station arrival of the child train and notifies the congestion monitoring device,
The ride time prediction unit predicts the number of people at the time of train arrival based on the degree of increase in the number of people on the home and the remaining time until the station arrival of the notified train, and when the number of people is less than a predetermined value, the ride time is a predetermined stop time. Is predicted to be less than a certain amount of time,
Train control system. The method of claim 9,
The driving target setting unit sets a target driving time from the current position to the next stop station so as to be delayed for a predetermined time when it is predicted that the lifting time will be less than a predetermined stop time by a predetermined time or more,
Train control system. The method according to claim 4 or 5,
The control command calculation unit estimates the remaining time until the station arrival of the child train and notifies the congestion monitoring device,
The ride time prediction unit predicts the number of people at the time of arrival of the train based on the degree of increase in the number of people on the home and the remaining time until the station arrival of the notified train, and calculates a predicted value of the ride time based on the number of people,
Train control system. The method of claim 11,
The congestion situation estimating unit measures the performance value of the up and down time based on the data captured by the camera after the train arrives
The elevating time predicting unit calculates an elevating time predicted value based on the history of the number of people on the home when the train arrives, the history of the actual value of the elevating time after the arrival of the train, and the predicted value of the number of people on the home when the train arrives,
Train control system. The method of claim 12,
The train control device includes a ride rate estimating unit for estimating a ride rate,
The ride time prediction unit includes a history of the number of people on the home at the time of arrival of the train, a history of the actual value of the ride time after the arrival of the train, the history of the ride rate, the predicted value of the number of people on the home at the time of arrival of the train, and the ride rate. To calculate the predicted value of the lifting time based on,
Train control system. The method according to claim 4 or 5,
The driving target setting unit sets a target driving time from the current position to the next stop station so that when the estimated climbing time is less than the predetermined stopping time, it is delayed by the amount that is less than the predetermined stopping time, and in other cases, the target driving time from the current position to the next stop is on time,
Train control system. The method according to claim 4 or 5,
The congestion situation estimating unit extracts a driving type, a destination, and a departure time from the display of the passenger information display device in the image pickup data output from the camera for imaging the station groove,
The driving target setting unit sets a driving target by estimating a scheduled arrival number of the child train based on the driving type and destination extracted by the congestion situation estimating unit, the driving type set for the child train, and the destination,
Train control system. The method according to claim 4 or 5,
The congestion situation estimating unit estimates the number of passengers of the train being stopped using imaging data output from a camera that photographs a station groove,
The elevating time prediction unit estimates a remaining time until completion of elevating from the number of passengers estimated by the congestion situation estimation unit,
The driving target setting unit determines the position and speed at which the next train receives the security brake by stopping at the station of the preceding train based on the route information, the driving information stored in the memory unit, and the remaining time estimated by the ride time prediction unit. And at the target speed, by predicting the time until the next train becomes possible to enter the station by the departure of the preceding train, the target driving time is set,
Train control system. The method of claim 16,
The driving target setting unit estimates a route through which the train stopping at each line exits the station based on the driving type and destination of the line extracted by the congestion situation estimation unit and the route information stored in the memory unit. system. A train having a congestion monitoring device installed on the ground side, a train speed position detection unit that detects the speed and position of the own train, and a memory unit that stores route information, vehicle information and operation information, and a train control device mounted on the train This is how it runs in the control system,
A process of estimating the number of people on the groove based on a captured image output from a camera that photographs the reverse groove;
A process of predicting a lift time based on the result of the estimation,
A process of setting a target driving time based on a result of the prediction and driving information stored in the memory unit,
A process of calculating a control command for a driving/braking control device based on the detection result of the train speed position detection unit, route information, vehicle information, and the target travel time stored in the memory unit
Equipped with, method.

Images