TWI739161B - Train control device, train control system and method - Google Patents
Train control device, train control system and method Download PDFInfo
- Publication number
- TWI739161B TWI739161B TW108134777A TW108134777A TWI739161B TW I739161 B TWI739161 B TW I739161B TW 108134777 A TW108134777 A TW 108134777A TW 108134777 A TW108134777 A TW 108134777A TW I739161 B TWI739161 B TW I739161B
- Authority
- TW
- Taiwan
- Prior art keywords
- time
- train
- boarding
- unit
- travel
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 15
- 238000001514 detection method Methods 0.000 claims abstract description 26
- 238000004364 calculation method Methods 0.000 claims abstract description 25
- 238000004891 communication Methods 0.000 claims description 19
- 238000012806 monitoring device Methods 0.000 claims description 19
- 230000008569 process Effects 0.000 claims description 7
- 239000000284 extract Substances 0.000 claims 1
- 238000003384 imaging method Methods 0.000 claims 1
- 230000005540 biological transmission Effects 0.000 abstract description 12
- 238000005265 energy consumption Methods 0.000 abstract description 5
- 238000010586 diagram Methods 0.000 description 22
- 230000001133 acceleration Effects 0.000 description 14
- 238000012545 processing Methods 0.000 description 14
- 230000003111 delayed effect Effects 0.000 description 5
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 description 4
- 101000610550 Homo sapiens Opiorphin prepropeptide Proteins 0.000 description 3
- 101001002066 Homo sapiens Pleiotropic regulator 1 Proteins 0.000 description 3
- 101000830696 Homo sapiens Protein tyrosine phosphatase type IVA 1 Proteins 0.000 description 3
- 102100024599 Protein tyrosine phosphatase type IVA 1 Human genes 0.000 description 3
- 230000009471 action Effects 0.000 description 3
- 230000014509 gene expression Effects 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 238000012937 correction Methods 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000605 extraction Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000010191 image analysis Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/12—Preparing schedules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2201/00—Control methods
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
[課題] 即使乘客較多或是有弱勢乘客,亦不會對後續列車傳達延遲,可抑制消耗能量的增加。 [解決手段] 實施形態的列車控制裝置,具備:列車速度位置檢測部,其檢測現列車的速度與位置;儲存部,其儲存路線資訊、車輛資訊及運行資訊;行進目標設定部,其輸入有現列車之停車預定車站之月台的上下車時間的預測結果,基於預測結果、儲存於儲存部的運行資訊來設定目標行進時間;以及控制指令算出部,其基於列車速度位置檢測部的檢測結果、儲存於儲存部的路線資訊、車輛資訊及目標行進時間,來算出對驅動/制動控制裝置的控制指令。[Question] Even if there are many passengers or disadvantaged passengers, there will be no delay in the transmission of subsequent trains, and the increase in energy consumption can be suppressed. [Solution] The train control device of the embodiment includes: a train speed and position detection unit, which detects the speed and position of the current train; a storage unit, which stores route information, vehicle information, and operation information; and a travel goal setting unit, which has inputs The prediction result of the platform boarding and boarding time of the scheduled stop of the current train is based on the prediction result and the operation information stored in the storage unit to set the target travel time; and the control command calculation unit based on the detection result of the train speed position detection unit , The route information, vehicle information and target travel time stored in the storage unit are used to calculate the control commands for the drive/brake control device.
Description
本發明的實施形態,是關於列車控制裝置、列車控制系統及方法。The embodiment of the present invention relates to a train control device, train control system and method.
近年來,自動列車運轉(ATO)裝置的導入有所進展。駕駛的負擔減輕、單人駕駛化的人事費刪減、以及無須駕駛的技術就能穩定地配合月台門位置來使列車停止,藉此防止停止位置修正所致之延遲發生等來使列車運行穩定化為目的。In recent years, the introduction of automatic train operation (ATO) devices has progressed. Reduced the burden of driving, reduced personnel costs for single driving, and the technology that does not require driving can stably match the position of the platform door to stop the train, thereby preventing the delay caused by the correction of the stop position, etc. to make the train run Stabilization is the purpose.
為了列車運行的穩定化,有必要使ATO遵守既定的車站間行進時間來使列車在車站間行進。為此,採用了以下方法:事先反覆進行行進試驗來調整關於車站間行進方式的控制參數,具有因應列車位置與速度來立出遵守既定車站間行進時間的行進計畫的功能(例如參照專利文獻1及專利文獻2)。此外,在乘客較多的尖峰時間帶,事先將ATO設定成回復運轉模式,藉此在停車時間延長而無法準時出發的情況,縮短車站間行進時間,謀求出發延遲所致之延遲的回復。 [先前技術文獻] [專利文獻]In order to stabilize the train operation, it is necessary for the ATO to observe the established travel time between stations to allow the train to travel between stations. To this end, the following method is adopted: repeated travel tests are carried out in advance to adjust the control parameters of the travel mode between stations, and it has the function of establishing a travel plan that adheres to the predetermined travel time between stations according to the position and speed of the train (for example, refer to the patent document 1 and Patent Document 2). In addition, in the peak time zone with many passengers, ATO is set to the recovery operation mode in advance, so that when the parking time is extended and the departure cannot be made on time, the travel time between stations is shortened, and the delayed response due to the departure delay is sought. [Prior Technical Literature] [Patent Literature]
[專利文獻1] 日本專利第5414810號公報 [專利文獻2] 日本專利第5292202號公報[Patent Document 1] Japanese Patent No. 5414810 [Patent Document 2] Japanese Patent No. 5292202
[發明所欲解決的課題][The problem to be solved by the invention]
但是,即使以回復運轉模式來行進,若前面的列車延遲的話,在接近下個車站時前面的列車依然還在車站內停車中,有著無法進入下個車站內的情況,得在車站前暫時減速乃至停止,等前面的列車出發後再加速來到達車站,成為加減速所致之搭乘感受的惡化或消耗能量增加的原因。However, even if you travel in the recovery mode, if the train in front is delayed, the train in front is still stopping in the station when it approaches the next station, and it may not be able to enter the next station, so you have to slow down temporarily in front of the station. Even stopping, waiting for the train in front to depart and then accelerating to arrive at the station, becomes the reason for the deterioration of riding experience or the increase of energy consumption due to acceleration and deceleration.
於是,本發明的目的,是提供列車控制裝置、列車控制系統及方法,即使乘客較多或是有上下車弱勢者,亦不會對後續列車傳達延遲,可抑制消耗能量的增加。 [用以解決課題的手段]Therefore, the object of the present invention is to provide a train control device, a train control system and a method, even if there are many passengers or vulnerable people getting on and off the train, there will be no delay in the subsequent train transmission, and the increase in energy consumption can be suppressed. [Means to solve the problem]
實施形態的列車控制裝置,具備:列車速度位置檢測部,其檢測現列車的速度與位置;儲存部,其儲存路線資訊、車輛資訊及運行資訊;行進目標設定部,其輸入有現列車之停車預定車站之月台的上下車時間的預測結果,基於預測結果、儲存於儲存部的運行資訊來設定目標行進時間;以及控制指令算出部,其基於列車速度位置檢測部的檢測結果、儲存於儲存部的路線資訊、車輛資訊及目標行進時間,來算出對驅動/制動控制裝置的控制指令。The train control device of the embodiment includes: a train speed and position detection unit which detects the speed and position of the current train; a storage unit which stores route information, vehicle information and operation information; and a travel target setting unit which inputs the stop of the current train The predicted result of the boarding and boarding time of the platform of the scheduled station, based on the predicted result and the operation information stored in the storage unit, to set the target travel time; and the control instruction calculation unit, which is based on the detection result of the train speed position detection unit and stored in the storage To calculate the control command to the drive/brake control device based on the route information, vehicle information, and target travel time of the vehicle.
[1]第1實施形態[1] The first embodiment
接著參照圖式來說明本發明之適合的實施形態。
圖1,是第1實施形態之列車控制系統的概略構造圖。
列車控制系統100,大致分的話是具備列車10與擁擠監視裝置11,擁擠監視裝置11是與列車10進行通訊,從拍攝車站月台的圖像來推測車站月台的擁擠狀況,基於擁擠狀況的推測結果來預測上下車時間,作為上下車時間資訊來通知給列車10。Next, a suitable embodiment of the present invention will be described with reference to the drawings.
Fig. 1 is a schematic configuration diagram of a train control system according to the first embodiment.
The
上述構造中,構成列車控制系統100的列車10,具備:進行列車10之控制的列車控制裝置12;由駕駛操作而進行列車10之控制的主幹控制器13;將來現列車控制裝置12及主幹控制器13的加速指令、制動(煞車)指令等之控制指令予以傳送的控制傳送裝置14;基於透過控制傳送裝置14而傳送之控制指令來控制馬達15、煞車裝置16等的驅動/制動控制裝置17;速度發電機(TG)18;輸出地面配件檢測資訊的車上配件19;透過構成軌道電路的鐵道RL來接收ATC訊號的電力接收器20;檢測列車10的速度及行進位置來輸出速度位置檢測訊號SP的速度位置檢測裝置21;在與架線LN之間進行電力之收授的集電器(集電弓) 22;在與擁擠監視裝置11之間進行通訊的通訊裝置23;以及進行列車10之自動速度控制的ATC車上裝置24。In the above-mentioned structure, the
擁擠監視裝置11,具備:擁擠狀況推測部31,其輸入有以攝影機CM拍攝車站月台的圖像而輸出的拍攝資料DI,進行與拍攝資料DI對應之圖像的圖像解析來推測車站月台的擁擠狀況(車站月台的滯留人數)而輸出擁擠資訊CI;以及上下車時間預測部32,其基於擁擠狀況推測部31所推測之車站月台的擁擠狀況(車站月台的滯留人數)所對應的擁擠資訊CI,來預測上下車時間,預測是否超過與列車10對應之既定的停車時間,並將預測的上下車時間作為上下車時間資訊RT來透過通訊裝置CD通知給列車10。The
且,列車控制裝置12,具備:控制指令算出部[ATO(Automatic Train Operation)裝置]12A,其進行列車10的自動駕駛;儲存部12B,其儲存路線資訊RD、運行資訊OP、車輛性能等之車輛資訊TR等之各種資訊;以及行進目標設定部12C,其基於從儲存部12B讀取出來的路線資訊RD、運行資訊OP、車輛性能等之車輛資訊TR等及速度位置檢測訊號SP來設定行進目標並輸出目標行進時間TRT。In addition, the
上述構造中,儲存部12B,是儲存各車站的停止目標位置、路線的坡度與曲線(曲率半徑)、各封閉區間的限制速度資訊與封閉長度(封閉區間的距離),來作為路線資訊RD。且,儲存部12B,是儲存各運轉種類的停車車站、各車站的發車預定時刻與預定到達路線編號,來作為運行資訊OP。此外,儲存部12D,是可更新地儲存現列車的列車長度、與加速指令及煞車指令對應之加速度的特性以及與每個加速指令、煞車指令及列車10之運轉曲線對應之成為基準的時間常數資料亦即基準時間常數資料,來作為車輛資訊TR。In the above structure, the
且,速度位置檢測部21,是基於速度發電機(TG)18所輸出的TG脈衝TP,或是從地面配件25透過車上配件19來接收的地面配件檢測資訊GD,來檢測列車的速度與位置,並作為速度位置資訊SP來輸出至ATC車上裝置24及控制指令算出部12A。In addition, the speed
且,ATC車上裝置24,為了基於來自速度位置檢測裝置21的速度位置資訊SP與透過鐵道RL及電力接收器20而輸入之ATC地上裝置26所傳送的ATC訊號(訊號顯示)SA來確保列車10與前面的列車10A之間的距離並限制行進速度,是將基於ATC訊號SA的限制速度、與速度位置檢測裝置21所輸出之速度位置資訊SP對應的列車10之速度進行比較。在該情況中,ATC地上裝置26,是透過構成軌道電路的鐵道RL來取得用來檢測列車10在線路上的在線檢測資訊SRL。In addition, the ATC on-
然後,ATC車上裝置24,在列車10的速度超過限制速度的情況,透過控制傳送裝置14來對驅動/制動控制裝置17輸出煞車指令BC1。在此,ATC地上裝置26,是透過構成軌道電路的鐵道RL來檢測各封閉區間有無列車在線上,並因應在線狀況來決定各封閉區間的ATC訊號SA,將所決定的ATC訊號SA透過鐵道RL傳送至ATC車上裝置24。Then, when the speed of the
接著說明驅動/制動控制裝置17的概略構造。
驅動/制動控制裝置17,是從來自ATC車上裝置24的煞車指令BC1、來自控制指令算出部12A的加速指令DC2及煞車指令BC2、來自由未圖示之駕駛所操作之未圖示之主幹控制器(主控器)13的加速指令DC3及煞車指令BC3之中,基於在煞車側最上位的指令(驅動指令DCX或煞車指令BCX),來控制馬達15,煞車時,將關於馬達15之再生扭矩發生量的資訊通知給煞車裝置16。Next, the schematic structure of the drive/
且,驅動/制動控制裝置17,是從來自ATC車上裝置24的煞車指令BC1、來自控制指令算出部12A的煞車指令BC2、或是來自駕駛所操作之主幹控制器(主控器)13的煞車指令BC3之中,基於在煞車側最上位的煞車指令(制動力最大的煞車指令)以及來自主電路裝置的再生扭矩發生量資訊,來控制煞車裝置16,以補足(補助)僅以馬達15的再生制動無法供足的制動力。In addition, the drive/
列車10,是在驅動/制動控制裝置17的控制下,藉由馬達15及煞車裝置16使車輪W驅動或是制動而在鐵道RL上行進。The
接著說明第1實施形態的動作。
首先,擁擠狀況監視裝置11的擁擠狀況推測部31,抓取設置在車站月台之攝影機CM的拍攝資料DI,進行圖像處理,推測車站月台的擁擠度(月台滯留人數),輸出作為擁擠資訊CI。在該情況中,攝影機CM,是以拍到車站月台全體圖像的方式設置複數台為佳。Next, the operation of the first embodiment will be described.
First, the congestion
在此,於擁擠度(車站月台之每單位面積的滯留人數等)之推測,使用有基於使用圖像辨識處理的人物抽出處理及基於人物抽出處理結果的擁擠度解析處理(人數解析處理),例如可利用RECAIUS(註冊商標)人物尋找器等之處理程式等。Here, for the estimation of the degree of congestion (the number of people staying per unit area of a station platform, etc.), there are people extraction processing based on the use of image recognition processing and congestion analysis processing based on the results of the human extraction processing (people analysis processing) For example, you can use the RECAIUS (registered trademark) character finder and other processing programs.
接著,擁擠狀況監視裝置11的上下車時間預測部32,將擁擠狀況推測部31所推測之車站月台的擁擠度與既定的第1閾値進行比較。在此,第1閾值,具有:當所推測的擁擠度超過此值的話則推測乘車時間會超過既定的停車時間的值。Next, the boarding
於是,擁擠狀況監視裝置11,在所推測之車站月台的擁擠度超過第1閾值的情況時,預測上下車時間會超過既定停車時間,並作為上下車時間資訊RT透過通訊裝置CD通知給列車10。Therefore, the
上述構造中,第1閾值,是事先調查擁擠度與上下車時間的關係來決定亦可,在列車之到站後以擁擠狀況推測部31從月台圖像計測實際的上下車時間,並基於其結果,使上下車時間預測部32自動調整亦可。In the above structure, the first threshold may be determined by investigating the relationship between the degree of congestion and the time of getting on and off in advance. After the arrival of the train, the
藉此,接收了上下車時間資訊RT的列車控制裝置之行進目標設定部12C,是從上下車時間預測部32透過通訊裝置CD來接收上下車時間資訊RT。行進目標設定部12C,在基於所接收之上下車時間資訊RT,預測上下車時間不會超過既定停車時間的情況,是從車站間的既定行進時間,扣除距離出車站後的時間,來設定到下個車站為止的目標行進時間。In this way, the travel target setting
相對於此,行進目標設定部12C,在預測上下車時間超過既定停車時間的情況,是將運轉模式設定成回復運轉模式來進行處理。
在此,詳細說明回復運轉模式。On the other hand, the travel target setting
圖2,是回復運轉模式的說明圖。
如圖2(a)所示般,當所預測之上下車時間TG超過既定停車時間TS0,而有發生列車10的延遲之虞的情況,行進目標設定部12C,將運轉模式設定成回復運轉模式。
回復運轉模式中,行進目標設定部12C,是以所預測之上下車時間TG收斂在停車時間(=從列車10到站的時刻到既定之出發時刻tst為止的時間)的方式,例如,算出從車站間的既定行進時間TRT扣除出站後的經過時間的既定之車站間行進時間TRT之剩餘時間亦即目標行進時間TR0,並進一步扣除一定時間(例如5秒),如圖2(b)所示般,設定出比通常還短上時間Δt的目標行進時間TR1。
在該情況中,行進目標設定部12C,是以一定比例減去車站間的既定行進時間TRT(例如縮短5%)之後,扣除出站後的經過時間,來設定到下個車站之比通常還短上時間Δt的目標行進時間TR1亦可。Fig. 2 is an explanatory diagram of the return operation mode.
As shown in Figure 2(a), when the predicted boarding and alighting time TG exceeds the predetermined stop time TS0, and there is a possibility of delay of the
該等之結果,控制指令算出部12A,會更新行進計畫,以比通常還要短上時間Δt的目標行進時間來到達下個車站。而且,控制指令算出部12A,會算出加速指令DC2及煞車指令BC2來遵循更新過的行進計畫來行進,並透過控制傳送裝置14來通知給驅動/制動控制裝置17。As a result of this, the control
其結果,列車10,可提早時間Δt到達車站,與既定的停車時間TS0相較之下,可使停車時間延長時間Δt(=上下車延遲預測時間+α),即使因擁擠而使上下車時間比通常還延長亦可抑制出車站的延遲。
於是,如圖2(a)所示般,與準時到達而使出站因上下車時間而延遲的情況相較之下,可使對後續列車之延遲的傳達降低或消失。As a result, the
且,控制指令算出部12A,在目標速度超過容許速度等而導致在容許之行進計畫的範圍內無法遵守目標行進時間的情況,以在容許之行進計畫的範圍內用最短時間到達下個車站的方式,算出加速指令DC2及煞車指令BC2,並透過控制傳送裝置14通知給驅動/制動控制裝置17。In addition, the control
該情況時,列車有可能無法提早到站,但可盡可能地延長停車時間,即使因擁擠導致之上下車時間比通常還延長亦可抑制出站的延遲,可降低對後續列車之延遲的傳達。In this case, the train may not arrive early, but the parking time can be extended as much as possible. Even if the boarding and disembarking time is longer than usual due to congestion, the delay in departure can be suppressed, and the delay in subsequent trains can be reduced. .
在以上的說明,擁擠狀況推測部31,是推測擁擠度來作為擁擠資訊,但亦可推測月台滯留人數,使上下車時間預測部32基於月台滯留人數來預測上下車時間是否會超過停車時間。In the above description, the
且,取代將車站月台全體的擁擠度與第1閾值比較的方式,而改用將車站月台分割成複數個區域,將各區域的擁擠度與第1閾值比較亦可。該情況是只要有一個區域超過第1閾值的話,就預測上下車時間超過既定停車時間即可。Also, instead of comparing the congestion degree of the entire station platform with the first threshold value, the station platform may be divided into a plurality of areas, and the congestion degree of each area may be compared with the first threshold value. In this case, as long as one area exceeds the first threshold, it is only necessary to predict that the boarding and boarding time exceeds the predetermined parking time.
且,擁擠狀況推測部31,不只是推測車站月台的擁擠度,亦可檢測輪椅使用者、嬰兒車使用者、撐柺杖之年長的使用者等之上下車可能需要花上時間的使用者亦即上下車弱勢者。In addition, the
亦即,上下車時間預測部32,在檢測到上下車弱勢者的情況,則預測上下車時間超過既定停車時間的可能性較高,將有上下車時間超過既定停車時間的可能性之主旨作為上下車時間資訊,透過通訊裝置CD通知給列車10。In other words, the boarding and boarding
其結果,即使是擁擠度不高的情況,亦可看透除了擁擠以外的原因所發生之上下車時間的延長,可讓列車10盡可能地早到藉此抑制出站的延遲。
於是,可降低對後續列車之延遲的傳達。此外,亦可降低上下車弱勢者慌忙上下車導致跌倒,或是來不及上下車而被門夾住等的可能性,可進一步安全地提升準時運轉的可能性。As a result, even if the degree of congestion is not high, it is possible to see through the extension of the boarding and disembarking time caused by reasons other than the congestion, and the
且,列車10之可到達的路線編號(軌道)有複數的情況,擁擠狀況推測部31,是進行車站月台之圖像內之旅客導引顯示裝置所顯示的圖像辨識及文字辨識,來讀出運轉種類、目的地、發車時刻。
上下車時間預測部32,是將每個路線編號的上下車時間是否超過既定停車時間的資訊(例如延遲預測時間。若為0則無延遲),與預定到達列車的資訊一併通知給行進目標設定部12C。In addition, there are cases where the number (track) of the
行進目標設定部12C,可基於在現列車所設定之運轉種類與目的地,推測現列車的預定到達路線編號,並選擇該路線編號的上下車時間資訊。於是,即使是列車10之可到達的路線編號(軌道)有複數的情況,亦可基於正確的上下車時間資訊來抑制出站的延遲,可降低對後續列車之延遲的傳達。The travel
[2]第2實施形態
接著說明第2實施形態。
上述第1實施形態,是基於以擁擠狀況推測部31所推測之車站月台的擁擠度,來預測上下車時間是否超過既定停車時間的實施形態,但本第2實施形態,是預測列車之到站時的擁擠度,並基於該預測值,來預測上下車時間是否超過既定停車時間的實施形態。[2] The second embodiment
Next, the second embodiment will be described.
The first embodiment described above is an embodiment that predicts whether the boarding time exceeds the scheduled stop time based on the congestion degree of the station platform estimated by the congestion
圖3,是第2實施形態之列車控制系統的概略構造圖。
圖3中,對與圖1之第1實施形態相同的部分附上相同的符號。
本第2實施形態之列車控制系統100A,與第1實施形態之列車控制系統100不同之處,是使行進目標設定部12C對於擁擠監視裝置11,通知車站間行進剩餘時間SRT,擁擠監視裝置11的上下車時間預測部32是基於所通知的車站間行進剩餘時間SRT來預測上下車時間。Fig. 3 is a schematic configuration diagram of the train control system of the second embodiment.
In FIG. 3, the same parts as in the first embodiment of FIG. 1 are assigned the same reference numerals.
The
首先,控制指令算出部12A,算出行進計畫與從現列車位置到車站為止的剩餘時間,將所算出之到車站為止的剩餘時間透過通訊裝置23作為車站間行進剩餘時間資訊SRT通知給上下車時間預測部32。該情況中,控制指令算出部12A,亦可將現列車的運轉種類包含在車站間行進剩餘時間資訊SRT來通知給上下車時間預測部32。First, the control
上下車時間預測部32,是基於月台滯留人數的增加程度、與所通知之車站間行進剩餘時間資訊SRT對應之到車站為止的剩餘時間(與預定到達之列車的運轉種類),來預測列車到達時的月台滯留人數。然後,上下車時間預測部32,在所預測之列車到達時的月台滯留人數超過第1閾值的情況,預測上下車時間超過既定停車時間,將預測上下車時間超過既定停車時間的主旨作為上下車時間資訊RT,透過通訊裝置CD通知給列車10。The boarding and alighting
其結果,列車10的行進目標設定部12C,可在更早的時間點設定回復運轉模式,列車10可更早到車站,故與第1實施形態相較之下,可進一步降低對後續列車之延遲的傳達。As a result, the travel
此外,上下車時間預測部32,若列車到達時之月台滯留人數的預測值低於第2閾值的話,則預測上下車時間低於既定停車時間一定時間以上,將預測上下車時間低於既定停車時間一定時間以上的主旨作為上下車時間資訊RT,透過通訊裝置CD通知給列車亦可。In addition, the boarding and boarding
基於上下車時間資訊RT,行進目標設定部12C,在預測上下車時間TG低於既定停車時間TS0一定時間以上的情況時,即使列車10比目標到達時刻tg還延遲了既定時間才到達,亦判斷成不會發生出發時刻的延遲,而將運轉模式設定成緩速運轉模式。
圖4,是緩速運轉模式的說明圖。
如圖4(a)所示般,在所預測之上下車時間TG低於既定停車時間TS0一定時間以上的情況時,行進目標設定部12C,將運轉模式設定成緩速運轉模式。
緩速運轉模式中,行進目標設定部12C,是從車站間之既定行進時間扣除距離出站之時間的值,並追加一定時間Δt1(例如5秒)來設定目標行進時間TR2。Based on the boarding and alighting time information RT, the travel
控制指令算出部12A,會更新行進計畫,以比通常運轉模式之目標行進時間TR0還延長的目標行進時間TR2來到達下個車站,並算出加速指令DC2及煞車指令BC2來依此行進。
其結果,相同的行進距離之行進時間會延長,故可比通常要省能量地行進。該情況時,列車10,是會晚到站,但上下車時間較短便結束故可有效地縮短停車時間,不會導致出站的延遲。The control
且,上下車時間預測部32,取代預測月台滯留人數全體來與第1閾值及第2閾值比較的方式,而改用將月台分割成複數個區域,預測各區域的月台滯留人數乃至擁擠度來與第1閾值及第2閾值比較亦可。
該情況中,上下車時間預測部32,若預定到達的月台中有一個區域超過第1閾值的話,就預測上下車時間超過既定停車時間。且,上下車時間預測部32,若在預定到達的月台之所有的區域都低於第2閾值的話,就預測上下車時間低於既定停車時間一定時間以上。In addition, the boarding and
藉此,即使是車站月台的擁擠程度不一樣的情況,上下車時間預測部32亦可更正確地預測上下車時間超過或是低於既定停車時間。Thereby, even if the degree of congestion of the station platform is different, the boarding and alighting
[3]第3實施形態 以上的各實施形態中,雖預測上下車時間是否超過既定停車時間,但本第3實施形態,是預測列車到站後之上下車時間的實施形態。[3] The third embodiment In each of the above embodiments, it is predicted whether the boarding time exceeds the predetermined stopping time, but the third embodiment is an embodiment for predicting the boarding and alighting time after the train arrives at the station.
本第3實施形態中,上下車時間預測部32,是預測列車到站時的月台滯留人數,使用表示月台滯留人數與上下車時間之關係的資訊,來預測列車到站後的上下車時間,並作為上下車時間資訊RT,透過通訊裝置CD通知給列車10。In the third embodiment, the boarding and alighting
該情況中,表示月台滯留人數與上下車時間之關係的資訊,是作為代入月台滯留人數來求出上下車時間的關係式,或是表示月台滯留人數與上下車時間之對應的對照表,來事先儲存在擁擠狀況推測部31。
關於該等之關係式或是對照表的資訊,是事先調查月台滯留人數與上下車時間之關係來決定即可。In this case, the information indicating the relationship between the number of people staying on the platform and the time of getting on and off is used as a relational expression that substitutes the number of people staying on the platform to find the time of getting on and off, or a comparison that shows the correspondence between the number of people staying on the platform and the time of getting on and off. The table is stored in the congestion
且,關於該等之關係式或是對照表的資訊,是在列車之到車站後以擁擠狀況推測部31從月台圖像計測實際的上下車時間,並基於其結果,使上下車時間預測部32自動調整亦可。In addition, the information about the relational expressions or the comparison table is that the
此外,將以應荷重裝置LD(參照圖1:相當於乘車率推測部)所推測(檢測)之乘車率通知給上下車時間預測部32,上下車時間預測部32,事先儲存表示月台滯留人數與乘車率與上下車時間之關係的資訊,使用該儲存的資訊,預測列車到站後的上下車時間亦可。In addition, the occupancy rate estimated (detected) by the load-bearing device LD (refer to FIG. 1: equivalent to the occupancy rate estimation section) is notified to the boarding
該情況中,表示月台滯留人數與乘車率與上下車時間之關係的資訊,是事先調查月台滯留人數與乘車率與上下車時間之關係來決定亦可。In this case, the information indicating the relationship between the number of people on the platform, the boarding rate, and the time of getting on and off may be determined by investigating the relationship between the number of people on the platform, the boarding rate, and the time of getting on and off in advance.
且,表示月台滯留人數與乘車率與上下車時間之關係的資訊,是在列車之到站後以擁擠狀況推測部31從月台圖像計測實際的上下車時間,並基於其結果,使上下車時間預測部32自動調整亦可。In addition, the information indicating the relationship between the number of people on the platform, the boarding rate, and the time of getting on and off the train, after the arrival of the train, the
例如,與其他路線的轉接車站,在早上通勤時,與來自其他路線的轉乘客相比之下往其他路線的轉乘客要多很多的情況,即使在車站月台等待的乘客僅為稍多的程度,但由於從滿車狀態的列車下車的人數非常多,故就結果來說會使上下車時間變長。
於是,亦考慮到轉乘來源之列車的乘車率,藉此使上下車時間預測部32,可更正確地預測在這種車站的上下車時間。For example, when commuting to other routes at a transit station, there are a lot more transit passengers from other routes than those from other routes, even though there are only slightly more passengers waiting on the platform of the station. However, because the number of people getting off from a full train is very large, it will take longer to get on and off the train as a result.
Therefore, taking into consideration the boarding rate of the train from which the transfer originated, the boarding and alighting
此外,擁擠狀況推測部31,在檢測到上下車可能需要花上時間的上下車弱勢者的情況,上下車時間預測部32,是將所預測之上下車時間往進一步延長的方向修正(例如延長5秒)來設定亦可。In addition, when the
而且,行進目標設定部12C,在上下車時間的預測值超過既定停車時間的情況,是從車站間的既定行進時間扣除出站後之經過時間的值,進一步扣除掉上下車時間的預測值超過既定停車時間之分量的時間,來設定目標行進時間。
且,行進目標設定部12C,在上下車時間的預測值低於既定停車時間的情況,是在從車站間的既定行進時間扣除距離出站之時間的值,追加有上下車時間的預測值低於既定停車時間之分量的時間,來設定目標行進時間,並通知給控制指令算出部12A。Furthermore, the travel
該等之結果,控制指令算出部12A,更新行進計畫,來以因應上下車時間預測部32所預測之上下車時間的預測值與既定停車時間之差而延長或短縮後的目標行進時間來到達下個車站,並算出加速指令、煞車指令來依此行進。As a result of this, the control
然後,控制指令算出部12A,在預測上下車時間比既定停車時間還要長的情況時,不會使列車10早到成比抵銷停車時間的延長所致之延遲還要早,故可迴避使其早到所必要之消耗能量之無用的增加。
且,控制指令算出部12A,在預測上下車時間比既定停車時間還短的情況,可在出發不會延遲的範圍來遅到,故可更省能量地行進。Then, when the control
[4]第4實施形態 上述各實施形態中,雖沒有考慮到前面的列車的狀況,但本第4實施形態,是考慮到靠站停車中之前面的列車的擁擠狀況來進行控制之情況的實施形態。[4] Fourth Embodiment In each of the above-mentioned embodiments, although the situation of the preceding train is not considered, the fourth embodiment is an embodiment in which the control is performed in consideration of the congestion situation of the preceding train while stopping at a station.
圖5,是第4實施形態之列車控制系統的概略構造圖。
圖5中,對與圖3之第2實施形態相同的部分附上相同的符號。
本第4實施形態之列車控制系統100B,與第2實施形態之列車控制系統100A不同之處,是使行進目標設定部12C基於前面的列車出發到月台軌道出入結束為止的時間以及到達因前面的列車的靠站停車而受到保險煞車之位置(保險煞車得作動的位置)為止的時間,來設定目標位置TRP、目標速度TRS、目標行進時間TRR。Fig. 5 is a schematic configuration diagram of a train control system according to a fourth embodiment.
In FIG. 5, the same parts as in the second embodiment of FIG. 3 are assigned the same reference numerals.
The
首先,說明第4實施形態的動作。
圖6,是第4實施形態之列車控制系統的處理流程圖。
構成列車控制系統100B的擁擠監視裝置11之擁擠狀況推測部31,是從車站月台圖像來推測從列車下車的人數、要搭上列車的人數,而將擁擠資訊CI輸出至上下車時間預測部32(步驟S11)。First, the operation of the fourth embodiment will be described.
Fig. 6 is a processing flowchart of the train control system of the fourth embodiment.
The congestion
藉此,上下車時間預測部32,基於與擁擠資訊CI對應之從前面的列車下車的人數與上車的人數之增減,來預測到上下車結束為止的時間(步驟S12)。In this way, the boarding and alighting
該情況中,不只是上下車人數的增減,還參考在前面的列車到達前所接收之乘車率或運轉種類來預測亦可。
上下車時間預測部32的預測,可使用事先儲存之表示上下車人數之增減與到上下車結束為止之時間的關係的資訊。在該情況中,上下車人數的增減,是考慮到運轉種類(區間車、平快車、直達車等)亦可。In this case, not only the increase or decrease of the number of people getting on and off the train, but also the prediction based on the ride rate or the type of operation received before the arrival of the preceding train.
The prediction of the boarding and alighting
且,上下車時間預測部32的預測,除了上下車人數的增減之外,還考慮到乘車率亦可。In addition, the prediction of the boarding and alighting
作為上下車時間預測部32之使用在預測的資訊,是事先調查上下車人數之增減與上下車時間的關係來決定即可。
且,作為上下車時間預測部32之使用於預測的資訊,是在列車10之到站後以擁擠狀況推測部31從月台圖像計測實際的上下車時間,並基於其結果,使上下車時間預測部32自動調整來決定亦可。The information used for prediction by the boarding
該等之結果,行進目標設定部12C,是對由上下車時間預測部32所通知之到前面的列車上下車結束為止的時間之預測值,加上關門與安全確認所需的時間、前面的列車出發而在月台軌道出入結束(前面的列車後端從月台軌道出入)為止的時間來預測,而設定目標位置TRP、目標速度TRS及目標行進時間TRR(步驟S13)。As a result of this, the travel
在此,關門與安全確認所需的時間,使用事先設定的標準值即可。且,從前面的列車出發到月台軌道出入結束為止的時間,可基於基準運轉曲線來求得。Here, the time required for closing the door and confirming safety can use the preset standard value. In addition, the time from the departure of the preceding train to the end of the platform track entry and exit can be obtained based on the reference operating curve.
在此,詳細說明目標位置TRP、目標速度TRS及目標行進時間TRR的設定處理。
圖7,是目標位置、目標速度及目標行進時間的設定處理流程圖。
首先,行進目標設定部12C,預測前面的列車10F出發到月台軌道出入結束為止的時間(步驟S21)。Here, the setting processing of the target position TRP, the target speed TRS, and the target travel time TRR will be described in detail.
Fig. 7 is a flowchart of the setting process of the target position, target speed, and target travel time.
First, the travel
接著,行進目標設定部12C,接收停止訊號並求出保險煞車施加的位置PEB,預測到達保險煞車施加的位置PEB為止的剩餘時間(步驟S22)。Next, the travel
圖8,是第4實施形態的動作說明圖。
更具體來說,行進目標設定部12C,是從儲存於12B的路線資訊,求出因前面的列車10F之靠站停車而接收停止訊號並施加保險煞車的位置PEB(圖8(a)所示之封閉區間(2T)的起點),基於現列車10的行進計畫,來預測到達該位置PEB為止的時間。Fig. 8 is an operation explanatory diagram of the fourth embodiment.
More specifically, the travel
接著行進目標設定部12C,是比較:前面的列車10F在車站月台之路線編號(軌道)出入結束為止的時間、該列車10因前面的列車的靠站停車而接收停止訊號的情況時到達施加保險煞車的位置為止的時間,來判斷前面的列車10F是否結束月台軌道的出入,或是,判斷前面的列車10F在月台軌道出入結束為止的時間是否為「現列車10到達因前面的列車10的靠站停車而施加保險煞車的位置PEB為止的時間」以下(步驟S23)。Next, the travel
步驟S23的判斷中,前面的列車10F在月台軌道的出入已結束,或是,到前面的列車10F出入月台軌道結束為止的時間沒有使現列車10因前面的列車10的靠站停車而施加(動作)保險煞車之虞,故使目標位置TRP=月台的停止目標位置,使目標速度TRS=0km/h(減速),使目標行進時間TRR=車站間行進時間的剩餘時間而結束處理(步驟S24)。
藉此,控制指令算出部12A,是在前面的列車出發後,如第1實施形態~第3實施形態般,因應月台滯留人數(或擁擠度)(的預測值),來調整目標行進時間。In the judgment of step S23, the entry and exit of the
在此,說明第4實施形態的效果。 圖9,是以往之現列車因前面的列車的靠站停車而受到停止訊號的情況時,被施加保險煞車之情況的說明圖。Here, the effect of the fourth embodiment will be described. Fig. 9 is an explanatory diagram of a case where a safety brake is applied when a conventional train receives a stop signal due to a stop of the previous train at a stop.
如圖9(a)所示般,對於與原本的行進計畫對應的行進曲線RPL0,在前面的列車10F於車站停車的情況時,現列車10到達施加保險煞車的位置PEB的情況,會如行進曲線PRL1所示般施加保險煞車,使現列車10停車,搭乘感受會降低。As shown in Figure 9(a), for the travel curve RPL0 corresponding to the original travel plan, when the
且,如圖9(b)所示般,前面的列車10F從車站出發,在月台軌道出入結束之前,現列車10到達施加保險煞車的位置PEB的情況時,雖會施加保險煞車但在現列車10停止之前前面的列車10F就已經結束月台軌道之出入的情況,會如行進曲線PRL1所示般,現列車10不會停車,但是會再次催動加速,故搭乘感受依然會降低。And, as shown in Figure 9(b), the
在此,步驟S23的判斷中,前面的列車10F尚未結束月台軌道的出入,且,到前面的列車10F結束月台軌道之出入為止的時間是超過現列車10到達因前面的列車10的靠站停車而施加保險煞車之位置為止的時間的情況時(步驟S23;No),有著施加(動作)保險煞車之虞,故使目標位置TRP=因前面的列車10F的靠站停車而受到保險煞車的位置PEB,使目標速度TRS=前面的列車10F結束月台軌道之出入時的目標位置TRP之限制速度,作為前面的列車10F結束月台軌道的出入為止的時間而結束處理(步驟S25)。Here, in the judgment of step S23, the
控制指令算出部12A,為了對目標位置、目標速度重新算出在目標行進時間後到達的行進計畫,是算出加速指令、煞車指令來使列車依此行進。The control
圖10,是第4實施形態的動作說明圖。
與圖9所示的情況不同,根據本第4實施形態,使目標位置TRP=因前面的列車10F的靠站停車而受到保險煞車的位置PEB,使目標速度TRS=前面的列車10F結束月台軌道之出入時的目標位置TRP之限制速度,作為前面的列車10F結束月台軌道之出入為止的時間。Fig. 10 is an operation explanatory diagram of the fourth embodiment.
Different from the situation shown in Fig. 9, according to the fourth embodiment, the target position TRP=the position PEB where the
於是,如圖10(a)所示般,相對於與原本的行進計畫對應的行進曲線RPL0,與新的行進計畫對應的行進曲線PRL1是以蛇行來減速,在前面的列車10F結束月台軌道之出入為止前不會到達施加保險煞車的位置PEB。Therefore, as shown in Fig. 10(a), with respect to the travel curve RPL0 corresponding to the original travel plan, the travel curve PRL1 corresponding to the new travel plan is decelerated by meandering, and the
而且,是在前面的列車10F結束月台軌道之出入之後才到達施加保險煞車的位置PEB,故如圖10(b)所示般,與圖9(b)的情況相較之下,列車的速度降低較少,可在前面的列車10F結束月台軌道之出入的時間點加速而容易接近沿著原本的行進計畫的行進曲線PRL0,抑制搭乘感受的降低,甚至能抑制減速與再加速所致之消耗能量的增加而可停車於月台。Moreover, the
其結果,在列車10到達目標位置的時間點,前面的列車已結束月台軌道的出入,現列車10可進入月台,故將目標位置設定成停止目標位置,將目標速度設定成0km/h,將目標行進時間設定成車站間行進時間的剩餘時間,並重新算出行進計畫來依此使列車10行進到車站為止。在該情況中,由於沒有剩餘時間故會算出最快的行進計畫。As a result, at the time point when the
上述構造中,保險系統為數位ATC或CBTC的情況時,為了不讓因前面的列車的靠站停車而接收停止訊號使保險煞車動作的情況,是將目標位置、目標速度、目標行進時間如下設定即可。In the above structure, when the insurance system is a digital ATC or CBTC, in order to prevent the stop signal from being stopped due to the stop of the preceding train, and the insurance brake is operated, the target position, target speed, and target travel time are set as follows That's it.
圖11,是保險系統為數位ATC或CBTC之情況之第4實施形態的動作說明圖。
在前面的列車10F的靠站停車中設定於站內通道之外的停止模式(圖11(a)所示之封閉區間(2T)的停止模式),是當前面的列車10F結束月台軌道的出入的話,會如圖11(b)所示般,移動至站內通道終端的封閉區間。Fig. 11 is an operation explanatory diagram of the fourth embodiment when the insurance system is a digital ATC or CBTC.
The stop mode (the stop mode of the closed section (2T) shown in Fig. 11(a)) is set in the stop mode of the
然後,行進目標設定部12C,將前面的列車10F結束月台軌道之出入為止的時間設定為目標行進時間,將在目標行進時間後列車到達停止模式之情況的位置與速度設定為目標位置與目標速度。Then, the travel
藉此,列車10,即使是保險系統為數位ATC或CBTC的情況,亦不會有因前面的列車的靠站停車而接收停止訊號使保險煞車動作的情況,可繼續行進。In this way, the
[5]第5實施形態
接著說明第5實施形態。
圖12,是第5實施形態的說明圖。
如圖12所示般,在現列車預定到達以外的路線編號處停車中之其他的列車10G,比前面的列車10F的出站還早在與前面的列車的出發通道干涉的通道出發的情況,不僅是前面的列車之上下車結束的時間點,還有必要預測該列車從出發通道完全出入而使前面的列車成為可出發的時間點。[5] The fifth embodiment
Next, the fifth embodiment will be described.
Fig. 12 is an explanatory diagram of the fifth embodiment.
As shown in Figure 12, the
因此,本第5實施形態中,首先擁擠狀況推測部31不僅是月台滯留人數,還從各路線編號之月台圖像之旅客導引顯示裝置的顯示來檢測運轉種類、目的地、發車時刻、有無停車中之列車G。
而且,上下車時間預測部32,針對沒有停車中之列車的路線編號將上下車時間是否超過既定停車時間(或上下車時間的預測值)、運轉種類、目的地、發車時刻、有無停車列車一併作為各路線編號之上下車時間資訊來通知給行進目標設定部12C;針對有停車中之列車的路線編號將到上下車結束為止的剩餘時間的預測值、運轉種類、目的地、發車時刻、有無停車列車一併作為各路線編號之上下車時間資訊來通知給行進目標設定部12C。Therefore, in the fifth embodiment, first, the
該等之結果,行進目標設定部12C,首先,判斷現列車10到達與現列車10所設定之運轉種類及目的地一致之路線編號。As a result of these results, the travel
圖13,是第5實施形態的處理流程圖。
該情況中,判斷在現列車10到達之預定到達路線編號處是否有前面的列車10F(步驟S31)。
在步驟S31的判斷中,若沒有列車(前面的列車)時(步驟S31;No),行進目標設定部12C,如第1實施形態~第3實施形態般,設定目標行進時間(步驟S38)。Fig. 13 is a processing flowchart of the fifth embodiment.
In this case, it is judged whether there is a
在步驟S31的判斷中,若在預定到達路線編號有列車(前面的列車)停車中時(步驟S31;Yes),行進目標設定部12C,判斷其他路線編號是否有列車為停車中(步驟S32)。In the judgment of step S31, if there is a train (the preceding train) in the scheduled arrival route number that is stopping (step S31; Yes), the travel
在步驟S32的判斷中,行進目標設定部12C,在其他路線編號沒有列車為停車中的情況(步驟S32;No),行進目標設定部12C,如第1實施形態~第3實施形態,設定目標行進時間(步驟S38)。
在步驟S32的判斷中,行進目標設定部12C,在其他路線編號有列車為停車中的情況(步驟S32;Yes),比較兩個路線編號之旅客導引表示的出發預定時刻(步驟S33)。In the judgment of step S32, the travel
行進目標設定部12C,是基於出發預定時刻的比較結果來判斷是不是現列車10之前面的列車10F那邊會先預定出發(步驟S34)。
在步驟S34的判斷中,在前面的列車10F那邊會先預定出發的情況(步驟S34;Yes),由於在該其他路線編號停車中的列車不會對現列車10到該車站為止的運行有所影響,故行進目標設定部12C是與第4實施形態同樣地設定目標位置、目標速度、目標行進時間(步驟S39)。The travel
另一方面,在步驟S34的判斷中,在該其他路線編號停車中之其他列車10G那邊會比現列車10之前面的列車10F還先預定出發的情況(步驟S34;No),行進目標設定部12C,是由在該其他路線編號停車中的列車之目的地、儲存於儲存部12B的路線資訊,來判斷該等列車10F、10G的出發通道是否會干涉(步驟S35)。On the other hand, in the judgment of step S34, if the
在步驟S35的判斷中,在該其他路線編號停車中的列車與在現列車亦即列車10之預定到達路線編號處停車中之前面的列車的出發通道沒有干涉的情況(步驟S35;No),行進目標設定部12C是與第4實施形態同樣地設定目標位置、目標速度、目標行進時間(步驟S38)。In the judgment of step S35, there is no interference between the train that is parked at the other route number and the departure channel of the train before the train that is parked at the scheduled arrival route number of the current train, that is, the train 10 (step S35; No), The travel
另一方面,在步驟S35的判斷中,在該其他路線編號停車中的列車與現列車亦即列車10的出發通道干涉的情況(步驟S35;Yes),行進目標設定部12C,是從上下車時間預測部32針對其他路線編號之列車來預測之到上下車結束為止的剩餘時間之預測值,與在實施例4預測前面的列車到結束月台軌道之出入為止之時間的方式同樣地,預測其他路線編號之列車到結束出發通道之出入為止的時間(步驟S36)。On the other hand, in the judgment of step S35, if the train stopped at the other route number interferes with the departure path of the current train, that is, the train 10 (step S35; Yes), the travel
而且,行進目標設定部12C,是將其他路線編號之列車10G到結束出發通道之出入為止的預測時間、前面的列車10F之到上下車結束為止的預測時間之中較長的那邊,採用為前面的列車10可出發的預測時間(步驟S37)。
藉此,即使是在其他路線編號停車中的列車與前面的列車的出發通道干涉的情況,亦能預測到現列車成為可進入車站為止的時間,迴避在車站前受到保險煞車所導致之搭乘感受的惡化,可抑制減速與再加速所致之消耗能量的增加。Furthermore, the travel
[6]第6實施形態
圖14,是第6實施形態之列車控制系統的概略構造圖。
上述第1實施形態~第5實施形態中,上下車時間預測部32是車站之擁擠監視裝置的構成要件,但如圖13所示般,可將具有與上下車時間預測部32相同構造的上下車時間預測部12D放置於車上,而成為列車控制裝置12X的構成要件。[6] The sixth embodiment
Fig. 14 is a schematic configuration diagram of a train control system according to a sixth embodiment.
In the first to fifth embodiments described above, the boarding
該情況中,擁擠監視裝置11X,是採用以下構造:具有擁擠狀況推測部31,透過通訊裝置CD及通訊裝置23,將擁擠資訊CI通知給上下車時間預測部12D。In this case, the
藉由採用這種構造,只是擁擠狀況推測部31與上下車時間預測部12D之間的資訊收授會透過通訊裝置CD,而上下車時間預測部12D與行進目標設定部12C之間的資訊收授變成不透過通訊裝置而已,作用及效果是與第1實施形態~第4實施形態相同。By adopting this structure, only the information exchange between the congestion
[7]總結 如以上說明般,根據上述各實施形態,可提供列車控制裝置,其從月台圖像來推測在下個站停車中之前面的列車到出發為止的時間,可正確地推測到成為可進入車站為止的時間,藉此迴避進入車站前的保險煞車動作。[7] Summary As explained above, according to each of the above-mentioned embodiments, a train control device can be provided, which estimates the time from the platform image to the departure of the preceding train at the next station, and can accurately estimate the time until the station becomes accessible. Time, to avoid the insurance brake action before entering the station.
雖說明了本發明的幾個實施形態,但該等實施形態係舉例而提示者,並沒有用來限定發明之範圍的意圖。該等新穎的實施形態,可藉由其他各種形態來實施,只要在不超脫發明之主旨的範圍內,可進行各種的省略、置換、變更。該等實施形態或其變形,係包含在發明的範圍或主旨,且包含在與申請專利範圍所記載的發明所均等的範圍。Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and changes can be made as long as they do not deviate from the spirit of the invention. These embodiments and their modifications are included in the scope or spirit of the invention, and are included in the scope equivalent to the invention described in the scope of the patent application.
本實施形態的列車控制裝置,是具備MPU等之控制裝置、ROM(Read Only Memory)或RAM等之儲存裝置、HDD、CD驅動裝置等之外部儲存裝置、顯示裝置、各種輸入裝置,是利用通常之電腦的硬體構造。The train control device of this embodiment is equipped with control devices such as MPU, storage devices such as ROM (Read Only Memory) or RAM, external storage devices such as HDD and CD drive devices, display devices, and various input devices. The hardware structure of the computer.
在本實施形態之列車控制裝置所實行的程式,是以可安裝的形式或可實行的形式之資料,記錄在CD-ROM、USB記憶體等之半導體記憶體裝置、DVD (Digital Versatile Disc)等之可用電腦讀取的記錄媒體來提供。The program executed by the train control device of this embodiment is data in an installable form or an executable form, recorded on a semiconductor memory device such as CD-ROM, USB memory, DVD (Digital Versatile Disc), etc. It can be provided by a recording medium that can be read by a computer.
且,在本實施形態之列車控制裝置所實行的程式,是構成為儲存在連接於網際網路等之網路的電腦上,經由網路下載藉此來提供亦可。且,在本實施形態之修正資訊算出裝置11所執行的程式,是構成為經由網際網路等之網路來提供或發佈亦可。In addition, the program executed by the train control device of the present embodiment is configured to be stored on a computer connected to a network such as the Internet, and may be provided by downloading it via the network. In addition, the program executed by the correction
且,本實施形態之列車控制裝置的程式,是構成為事先存進ROM等來提供亦可。In addition, the program of the train control device of the present embodiment may be provided by being stored in ROM or the like in advance.
10:列車
10F:前面的列車
11,11X:擁擠監視裝置
12:列車控制裝置
12A:控制指令算出部
12B:儲存部
12C:行進目標設定部
12D:上下車時間預測部
13:主幹控制器
14:控制傳送裝置
15:馬達
16:煞車裝置
17:驅動/制動控制裝置
18:定時訊號產生器
19:車上配件
21:速度位置檢測裝置(速度位置檢測部)
22:集電弓
23:通訊裝置
24:ATC車上裝置
26:ATC地上裝置
31:擁擠狀況推測部
32:上下車時間預測部10:
[圖1],是第1實施形態之列車控制系統的概略構造圖。 [圖2],是回復運轉模式的說明圖。 [圖3],是第2實施形態之列車控制系統的概略構造圖。 [圖4],是緩速運轉模式的說明圖。 [圖5],是第4實施形態之列車控制系統的概略構造圖。 [圖6],是第4實施形態之列車控制系統的處理流程圖。 [圖7],是目標位置、目標速度及目標行進時間的設定處理流程圖。 [圖8],是第4實施形態的動作說明圖。 [圖9],是以往之現列車因前面的列車的靠站停車而受到停止訊號的情況時,被施加保險煞車之情況的說明圖。 [圖10],是第4實施形態的動作說明圖。 [圖11],是保險系統為數位ATC或CBTC之情況之第4實施形態的動作說明圖。 [圖12],是第5實施形態的說明圖。 [圖13],是第5實施形態的處理流程圖。 [圖14],是第6實施形態之列車控制系統的概略構造圖。[Fig. 1] is a schematic configuration diagram of the train control system of the first embodiment. [Fig. 2] is an explanatory diagram of the return operation mode. [Fig. 3] is a schematic configuration diagram of the train control system of the second embodiment. [Fig. 4] is an explanatory diagram of the slow operation mode. [Fig. 5] is a schematic configuration diagram of the train control system of the fourth embodiment. [Fig. 6] is a processing flowchart of the train control system of the fourth embodiment. [Fig. 7] is a flowchart of the setting process of the target position, target speed, and target travel time. [Fig. 8] is an explanatory diagram of the operation of the fourth embodiment. [Figure 9] is an explanatory diagram of a case where the current train in the past received a stop signal due to the stop of the train in front, and the insurance brake was applied. [Fig. 10] is an operation explanatory diagram of the fourth embodiment. [Fig. 11] is an operation explanatory diagram of the fourth embodiment when the insurance system is digital ATC or CBTC. [Fig. 12] is an explanatory diagram of the fifth embodiment. [Fig. 13] is a processing flowchart of the fifth embodiment. [Fig. 14] is a schematic configuration diagram of the train control system of the sixth embodiment.
10:列車 10: Train
10F:前面的列車 10F: The train in front
11:擁擠監視裝置 11: Congestion monitoring device
12:列車控制裝置 12: Train control device
12A:控制指令算出部 12A: Control command calculation unit
12B:儲存部 12B: Storage Department
12C:行進目標設定部 12C: Goal Setting Department
13:主幹控制器 13: backbone controller
14:控制傳送裝置 14: Controlling the transmission device
15:馬達 15: Motor
16:煞車裝置 16: Brake device
17:驅動/制動控制裝置 17: Drive/brake control device
18:定時訊號產生器 18: Timing signal generator
19:車上配件 19: Car accessories
20:電力接收器 20: Power receiver
21:速度位置檢測裝置(速度位置檢測部) 21: Speed position detection device (speed position detection part)
22:集電弓 22: Pantograph
23:通訊裝置 23: Communication device
24:ATC車上裝置 24: ATC on-board device
25:地面配件 25: Ground accessories
26:ATC地上裝置 26: ATC ground device
31:擁擠狀況推測部 31: Crowded Situation Estimation Department
32:上下車時間預測部 32: Prediction department of getting on and off time
100:列車控制系統 100: Train control system
BC1:煞車指令 BC1: Brake command
BC2:煞車指令 BC2: Brake command
BC3:煞車指令 BC3: Brake command
BCX:煞車指令 BCX: Brake command
CD:通訊裝置 CD: Communication device
CI:擁擠資訊 CI: Crowded Information
CM:攝影機 CM: Camera
DC2:加速指令 DC2: Acceleration command
DC3:加速指令 DC3: Acceleration command
DCX:驅動指令 DCX: Drive instruction
DI:拍攝資料 DI: shooting data
GD:配件檢測資訊 GD: Accessories testing information
LD:荷重裝置 LD: Load device
LN:架線 LN: Wire
OP:運行資訊 OP: Operation Information
RD:路線資訊 RD: Route information
RL:鐵道 RL: Railway
RT:上下車時間資訊 RT: Get on and off time information
SA:ATC訊號 SA: ATC signal
SP:速度位置檢測訊號 SP: Speed position detection signal
SRL:在線檢測資訊 SRL: Online testing information
TG:上下車時間 TG: Time to get on and off
TP:脈衝 TP: Pulse
TR:車輛資訊 TR: Vehicle Information
TRT:行進時間 TRT: Travel time
Claims (15)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2019-026762 | 2019-02-18 | ||
JP2019026762A JP7273531B2 (en) | 2019-02-18 | 2019-02-18 | Train control system and method |
Publications (2)
Publication Number | Publication Date |
---|---|
TW202036192A TW202036192A (en) | 2020-10-01 |
TWI739161B true TWI739161B (en) | 2021-09-11 |
Family
ID=72118664
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
TW108134777A TWI739161B (en) | 2019-02-18 | 2019-09-26 | Train control device, train control system and method |
Country Status (4)
Country | Link |
---|---|
JP (1) | JP7273531B2 (en) |
KR (1) | KR20200100521A (en) |
CN (1) | CN111572600A (en) |
TW (1) | TWI739161B (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7366866B2 (en) * | 2020-09-02 | 2023-10-23 | 株式会社日立製作所 | Train driving support system and train driving support method |
KR102501432B1 (en) * | 2020-11-25 | 2023-02-21 | 한국철도기술연구원 | Railway driving data recording system for preventing railway accident and operating method using the same |
JP2022171331A (en) * | 2021-04-30 | 2022-11-11 | 株式会社日立製作所 | Arithmetic system and determination method |
JP2022175718A (en) * | 2021-05-14 | 2022-11-25 | 株式会社日立製作所 | Operation support system and operation support method |
CN113682352B (en) * | 2021-09-06 | 2023-05-09 | 中国铁道科学研究院集团有限公司 | Train flow calculation method, device, electronic equipment and storage medium |
CN113665640B (en) * | 2021-10-21 | 2022-01-25 | 中国铁道科学研究院集团有限公司通信信号研究所 | Method and system for adjusting train operation plan in dispatching section containing multidirectional stations |
CN114954572B (en) * | 2022-06-14 | 2024-04-19 | 通号城市轨道交通技术有限公司 | Automatic train dispatching method and device based on traction energy consumption statistics |
Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TW200825995A (en) * | 2006-12-07 | 2008-06-16 | Taipei Rapid Transit Corp | Crowd alarming device and method thereof |
TW201418087A (en) * | 2012-11-05 | 2014-05-16 | Univ Nat Taiwan Science Tech | An operation control method of rail train for saving electricity |
TWM479477U (en) * | 2013-08-12 | 2014-06-01 | Chunghwa Telecom Co Ltd | Cabin crowdedness information detection and display device |
CN104554349A (en) * | 2014-12-29 | 2015-04-29 | 北京易华录信息技术股份有限公司 | Method and system for providing second-level riding information to high-speed rail passengers |
CN104590323A (en) * | 2014-12-30 | 2015-05-06 | 北京易华录信息技术股份有限公司 | High-speed railway scheduling method and system realizing station dwell time change accurate to second |
CN104590320A (en) * | 2014-09-24 | 2015-05-06 | 北京易华录信息技术股份有限公司 | Method and system capable of ensuring accurate running of subway train according to schedule |
CN104648443A (en) * | 2014-12-19 | 2015-05-27 | 北京易华录信息技术股份有限公司 | Subway scheduling method and system capable of realizing exact second-level station dwell time change |
CN105270446A (en) * | 2014-07-17 | 2016-01-27 | 株式会社日立制作所 | Train management system |
TW201704054A (en) * | 2015-07-09 | 2017-02-01 | 東芝股份有限公司 | Train control device |
CN106541967A (en) * | 2016-10-19 | 2017-03-29 | 交控科技股份有限公司 | A kind of operation control method for train and system |
TW201814319A (en) * | 2016-09-26 | 2018-04-16 | 日商Where股份有限公司 | Position calculating method, distance calculating method, and beacon |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5414810B2 (en) | 1973-12-24 | 1979-06-09 | ||
JP2840993B2 (en) * | 1992-03-02 | 1998-12-24 | 株式会社日立製作所 | Train operation management system |
JP4399283B2 (en) * | 2004-01-30 | 2010-01-13 | 三菱電機株式会社 | Station congestion estimation system |
JP5292202B2 (en) | 2009-06-29 | 2013-09-18 | 株式会社日立製作所 | Train control system, ground vehicle cooperation control system |
JP6141035B2 (en) * | 2013-01-30 | 2017-06-07 | 三菱電機株式会社 | Train control system and automatic train operation device |
JP6116991B2 (en) * | 2013-05-01 | 2017-04-19 | 株式会社日立製作所 | Automatic train operation system, train operation support system and train operation management system |
EP3437957B1 (en) * | 2016-03-29 | 2021-12-01 | Mitsubishi Electric Corporation | Train traffic control system and train traffic control method |
-
2019
- 2019-02-18 JP JP2019026762A patent/JP7273531B2/en active Active
- 2019-09-26 TW TW108134777A patent/TWI739161B/en active
- 2019-10-11 KR KR1020190125968A patent/KR20200100521A/en not_active Application Discontinuation
- 2019-10-17 CN CN201910987109.1A patent/CN111572600A/en active Pending
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TW200825995A (en) * | 2006-12-07 | 2008-06-16 | Taipei Rapid Transit Corp | Crowd alarming device and method thereof |
TW201418087A (en) * | 2012-11-05 | 2014-05-16 | Univ Nat Taiwan Science Tech | An operation control method of rail train for saving electricity |
TWM479477U (en) * | 2013-08-12 | 2014-06-01 | Chunghwa Telecom Co Ltd | Cabin crowdedness information detection and display device |
CN105270446A (en) * | 2014-07-17 | 2016-01-27 | 株式会社日立制作所 | Train management system |
CN104590320A (en) * | 2014-09-24 | 2015-05-06 | 北京易华录信息技术股份有限公司 | Method and system capable of ensuring accurate running of subway train according to schedule |
CN104648443A (en) * | 2014-12-19 | 2015-05-27 | 北京易华录信息技术股份有限公司 | Subway scheduling method and system capable of realizing exact second-level station dwell time change |
CN104554349A (en) * | 2014-12-29 | 2015-04-29 | 北京易华录信息技术股份有限公司 | Method and system for providing second-level riding information to high-speed rail passengers |
CN104590323A (en) * | 2014-12-30 | 2015-05-06 | 北京易华录信息技术股份有限公司 | High-speed railway scheduling method and system realizing station dwell time change accurate to second |
TW201704054A (en) * | 2015-07-09 | 2017-02-01 | 東芝股份有限公司 | Train control device |
TW201814319A (en) * | 2016-09-26 | 2018-04-16 | 日商Where股份有限公司 | Position calculating method, distance calculating method, and beacon |
CN106541967A (en) * | 2016-10-19 | 2017-03-29 | 交控科技股份有限公司 | A kind of operation control method for train and system |
Also Published As
Publication number | Publication date |
---|---|
JP2020137227A (en) | 2020-08-31 |
CN111572600A (en) | 2020-08-25 |
TW202036192A (en) | 2020-10-01 |
JP7273531B2 (en) | 2023-05-15 |
KR20200100521A (en) | 2020-08-26 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
TWI739161B (en) | Train control device, train control system and method | |
WO2017168585A1 (en) | Train traffic control system and train traffic control method | |
KR101718806B1 (en) | Automatic calculation server for platform stop time of train, system and method thereof | |
US8774992B2 (en) | Operation support device and automatic operation device | |
CN107878513B (en) | Rescue method for unpositioning of unmanned train | |
EP2923913B1 (en) | Automatic train operation system | |
EP3744605B1 (en) | Railway train operation control method and system | |
JP6141035B2 (en) | Train control system and automatic train operation device | |
KR102269924B1 (en) | Train control device, method and recording medium | |
JP6973435B2 (en) | Operation control device, operation control method, and vehicle | |
KR101737738B1 (en) | System for analysing and transmission of subway image information | |
JP2018135018A (en) | Operation control system | |
JP2020160836A (en) | Operation control device, operation control method, and vehicle | |
WO2023092704A1 (en) | Collaborative formation train safety protection method, apparatus, device and system, and medium | |
CN113496590B (en) | Traffic system, operation management device, and operation management method | |
JP7131942B2 (en) | train control system | |
JP2021154754A (en) | Automatic train control system and automatic train control method | |
JP2022042138A (en) | Train operation support system and method for the same | |
JP4436073B2 (en) | Railway vehicle operation method and operation system | |
EP3363678B1 (en) | System and method for optimizing energy consumption of a guided vehicle during acceleration of the latter | |
JP7467241B2 (en) | Train Operation System | |
CN116547188B (en) | Railway system, operation management device, and operation management method | |
CN115384584B (en) | Rail train operation control system and method | |
EP4151492A1 (en) | Predictive air renovation system and method |