TWI739161B - Train control device, train control system and method - Google Patents

Abstract

[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

Train control device, train control system and method

The embodiment of the present invention relates to a train control device, train control system and method.

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.

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]

[Patent Document 1] Japanese Patent No. 5414810 [Patent Document 2] Japanese Patent No. 5292202

[The problem to be solved by the invention]

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.

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]

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] The first embodiment

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 train control system 100 is roughly divided into a train 10 and a congestion monitoring device 11. The congestion monitoring device 11 communicates with the train 10 and estimates the congestion status of the station platform from the image of the station platform. The estimation result is used to predict the boarding and alighting time, and it is notified to the train 10 as the boarding and alighting time information.

In the above-mentioned structure, the train 10 constituting the train control system 100 includes: a train control device 12 that controls the train 10; a main controller 13 that controls the train 10 by driving operation; the present train control device 12 and main control The control transmission device 14 that transmits control commands such as acceleration commands and braking (brake) commands of the actuator 13; a drive/brake control device 17 that controls the motor 15, the brake device 16, etc. based on the control commands transmitted through the control transmission device 14 ; Speed generator (TG) 18; On-board accessories 19 that output ground accessories detection information; Power receiver 20 that receives ATC signals through the railway RL that constitutes the track circuit; detects the speed and travel position of the train 10 to output speed position detection The speed position detection device 21 of the signal SP; the current collector (pantograph) 22 for receiving and transmitting electric power between the overhead line LN; the communication device 23 for communicating with the congestion monitoring device 11; and the train 10 ATC on-board device 24 with automatic speed control.

The congestion monitoring device 11 is provided with a congestion state estimation unit 31, which inputs a photographic data DI outputted by photographing an image of a station platform with a camera CM, and performs image analysis of the image corresponding to the photographic data DI to estimate the station month The congestion condition of the platform (the number of people staying on the platform of the station) to output congestion information CI; and the boarding time predicting unit 32 based on the congestion condition of the station platform (the number of people staying on the station platform) estimated by the congestion condition estimation unit 31 The corresponding congestion information CI is used to predict the time of getting on and off the train, predict whether it exceeds the predetermined parking time corresponding to the train 10, and notify the train 10 through the communication device CD as the predicted time of getting on and off the train as the getting on and off time information RT.

In addition, the train control device 12 includes: a control instruction calculation unit [ATO (Automatic Train Operation) device] 12A, which performs automatic driving of the train 10; and a storage unit 12B, which stores information such as route information RD, operation information OP, vehicle performance, etc. Various information such as vehicle information TR; and a travel target setting unit 12C, which sets the travel based on the route information RD, operating information OP, vehicle information TR such as vehicle performance, etc., and the speed position detection signal SP read from the storage unit 12B Target and output the target travel time TRT.

In the above structure, the storage unit 12B stores the stop target position of each station, the slope and curve (radius of curvature) of the route, the speed limit information of each closed section and the closed length (distance of the closed section) as the route information RD. In addition, the storage unit 12B stores the parking stations of each type of operation, the scheduled departure time of each station, and the scheduled arrival route number as the operation information OP. In addition, the storage unit 12D renewably stores the train length of the current train, the characteristics of the acceleration corresponding to the acceleration command and the braking command, and the time constant corresponding to each acceleration command, braking command and the operating curve of the train 10 as a reference. The data, which is the reference time constant data, is used as the vehicle information TR.

In addition, the speed position detection unit 21 detects the speed of the train based on the TG pulse TP output by the speed generator (TG) 18 or the ground component detection information GD received from the ground component 25 through the on-board component 19 The position is output as the speed position information SP to the ATC on-board device 24 and the control command calculation unit 12A.

In addition, the ATC on-board device 24 is designed to ensure the train based on the speed and position information SP from the speed and position detection device 21 and the ATC signal (signal display) SA transmitted by the ATC ground device 26 input through the railway RL and the power receiver 20 The distance between 10 and the preceding train 10A and the speed limit is to compare the speed limit based on the ATC signal SA with the speed of the train 10 corresponding to the speed position information SP output by the speed position detection device 21. In this case, the ATC ground device 26 obtains online detection information SRL for detecting the line of the train 10 through the railway RL constituting the track circuit.

Then, when the speed of the train 10 exceeds the speed limit, the ATC on-board device 24 controls the transmission device 14 to output a braking command BC1 to the drive/brake control device 17. Here, the ATC ground device 26 detects the presence of trains in each enclosed section through the railway RL constituting the track circuit, and determines the ATC signal SA of each enclosed section according to the online conditions, and transmits the determined ATC signal SA through the railway RL Transfer to the ATC on-board device 24.

Next, the schematic structure of the drive/brake control device 17 will be described. The drive/brake control device 17 is derived from the brake command BC1 from the ATC onboard device 24, the acceleration command DC2 and the brake command BC2 from the control command calculation unit 12A, from the unillustrated main body operated by the unillustrated driving Among the acceleration command DC3 and the braking command BC3 of the controller (main controller) 13, the motor 15 is controlled based on the highest command on the brake side (drive command DCX or brake command BCX). The information on the generated amount of regenerative torque is notified to the brake device 16.

In addition, the drive/brake control device 17 is derived from the braking command BC1 from the ATC on-board device 24, the braking command BC2 from the control command calculation unit 12A, or from the main controller (main controller) 13 operated by the driver. Among the braking commands BC3, the braking device 16 is controlled based on the highest braking command on the braking side (the braking command with the largest braking force) and the regenerative torque generation information from the main circuit device to supplement (subsidy) only the motor 15 The regenerative braking cannot provide sufficient braking force.

The train 10 travels on the railway RL by driving or braking the wheels W by the motor 15 and the brake device 16 under the control of the drive/brake control device 17.

Next, the operation of the first embodiment will be described. First, the congestion condition estimation unit 31 of the congestion condition monitoring device 11 captures the photographed data DI of the camera CM installed on the station platform, performs image processing, and estimates the congestion degree of the station platform (the number of people staying on the platform), and outputs it as Crowded information CI. In this case, the camera CM is preferably provided with a plurality of cameras so as to capture the entire image of the station platform.

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.

Next, the boarding time predicting unit 32 of the congestion monitoring device 11 compares the congestion degree of the station platform estimated by the congestion estimation unit 31 with a predetermined first threshold value. Here, the first threshold value has a value at which it is estimated that the riding time will exceed the predetermined parking time when the estimated congestion degree exceeds this value.

Therefore, the congestion monitoring device 11 predicts that the boarding time will exceed the predetermined parking time when the estimated congestion of the station platform exceeds the first threshold, and informs the train via the communication device CD as the boarding time information RT. 10.

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 congestion estimation unit 31 measures the actual time of getting on and off from the platform image, based on As a result, the getting-on-the-vehicle time predictor 32 may be automatically adjusted.

In this way, the travel target setting unit 12C of the train control device that has received the boarding and alighting time information RT receives the boarding and alighting time information RT from the boarding and alighting time predicting portion 32 through the communication device CD. The travel target setting unit 12C predicts that the boarding and alighting time will not exceed the scheduled stop time based on the received boarding and alighting time information RT, and it sets it to The target travel time until the next station.

On the other hand, the travel target setting unit 12C performs processing by setting the operation mode to the return operation mode when the predicted boarding time exceeds the predetermined parking time. Here, details of the return operation mode will be described.

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 train 10, the travel target setting unit 12C sets the operation mode to the return operation mode . In the return operation mode, the travel target setting unit 12C converges the predicted boarding and alighting time TG to the stopping time (= the time from the time the train 10 arrives at the station to the predetermined departure time tst), for example, calculates from The predetermined travel time TRT between stations deducts the elapsed time after leaving the station. The remaining time of the predetermined travel time TRT between stations is the target travel time TR0, and a certain time (for example, 5 seconds) is further deducted, as shown in Figure 2(b) In general, the target travel time TR1 that is shorter than usual by a time Δt is set. In this case, the travel target setting unit 12C subtracts the predetermined travel time TRT between stations (for example, 5%), and then subtracts the elapsed time after leaving the station, and sets the ratio to the next station to be lower than usual. The target travel time TR1 may be shorter than the time Δt.

As a result of this, the control instruction calculation unit 12A will update the travel plan to arrive at the next station with the target travel time Δt shorter than usual. Furthermore, the control command calculation unit 12A calculates the acceleration command DC2 and the brake command BC2 to follow the updated travel plan, and informs the drive/brake control device 17 through the control transmission device 14.

As a result, the train 10 can arrive at the station earlier by Δt. Compared with the scheduled stop time TS0, the stop time can be extended by Δt (=prediction time of getting on and off delay + α), even if it takes time to get on and off due to congestion Extending more than usual can also suppress the delay in leaving the station. Therefore, as shown in Fig. 2(a), compared with the case of arriving on time and leaving the station delayed due to the time of getting on and off the train, the transmission of the delay of the subsequent train can be reduced or eliminated.

In addition, the control command calculation unit 12A, when the target speed exceeds the allowable speed, etc., and the target travel time cannot be observed within the range of the allowable travel plan, it can reach the next one in the shortest time within the range of the allowable travel plan. In the station mode, the acceleration command DC2 and the braking command BC2 are calculated and notified to the drive/brake control device 17 through the control transmission device 14.

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. .

In the above description, the congestion estimation unit 31 estimates the degree of congestion as congestion information, but it can also estimate the number of people staying on the platform, so that the boarding time predicting unit 32 predicts whether the boarding time will exceed the parking time based on the number of people staying on the platform. time.

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.

In addition, the congestion estimation unit 31 not only estimates the congestion degree of the station platform, but also detects users who may take time to get on and off the bus, such as wheelchair users, stroller users, and elderly users on crutches. That is, the disadvantaged to get on and off the car.

In other words, the boarding and boarding time predicting unit 32 detects that the boarding and boarding time is more likely to exceed the scheduled parking time when it detects that the boarding and boarding time will exceed the scheduled parking time. The purpose is that the boarding and boarding time may exceed the scheduled parking time. The time information of getting on and off the train is notified to the train 10 through the communication device CD.

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 train 10 can be made to arrive as early as possible, thereby suppressing the delay of departure. As a result, it is possible to reduce the transmission of delays in subsequent trains. In addition, it can also reduce the possibility of vulnerable people getting on and off the car in a hurry and cause a fall, or the possibility of being caught by the door before getting on and off the car, which can further improve the possibility of punctual operation safely.

In addition, there are cases where the number (track) of the train 10 that can be reached is plural. The congestion estimation unit 31 performs image recognition and text recognition displayed by the passenger guidance display device in the image of the station platform. Read the type of operation, destination, and departure time. The boarding and alighting time prediction unit 32 informs the travel target of information on whether the boarding and alighting time for each route number exceeds the predetermined parking time (for example, the delayed prediction time. If it is 0, there is no delay), together with the information of the scheduled arrival train Setting unit 12C.

The travel target setting unit 12C can estimate the scheduled arrival route number of the current train based on the type of operation and the destination set in the current train, and select the boarding and alighting time information of the route number. Therefore, even if the number of the train 10's reachable route (track) is plural, it is possible to suppress the departure delay based on the accurate getting on and off time information, and it is possible to reduce the transmission of the delay of subsequent trains.

[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 state estimation unit 31, but the second embodiment predicts the arrival of the train. The degree of congestion at the station, and based on the predicted value, predict whether the time of getting on and off the vehicle exceeds the predetermined parking time.

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 train control system 100A of the second embodiment differs from the train control system 100 of the first embodiment in that the travel target setting unit 12C informs the congestion monitoring device 11 of the remaining time SRT for the inter-station travel, and the congestion monitoring device 11 The boarding and alighting time prediction unit 32 predicts the boarding and alighting time based on the notified remaining time SRT for travel between stations.

First, the control instruction calculation unit 12A calculates the travel plan and the remaining time from the current train position to the station, and notifies the remaining time to the station of the calculated remaining time to the station via the communication device 23 as the inter-station travel remaining time information SRT to get on and off the train Time prediction unit 32. In this case, the control command calculation unit 12A may include the operating type of the current train including the remaining travel time information SRT between stations to notify the boarding and alighting time predicting unit 32.

The boarding and alighting time predicting unit 32 predicts the train based on the increase in the number of people on the platform and the remaining time to the station (corresponding to the operation type of the scheduled arrival train) corresponding to the notified remaining travel time information SRT between stations. The number of people stranded on the platform at the time of arrival. Then, the boarding and boarding time predicting unit 32 predicts that the boarding and boarding time exceeds the predetermined parking time when the predicted number of people on the platform at the time of the train arrival exceeds the predetermined parking time. The alighting time information RT is notified to the train 10 through the communication device CD.

As a result, the travel target setting unit 12C of the train 10 can set the return operation mode at an earlier point in time, and the train 10 can arrive at the station earlier. Therefore, compared with the first embodiment, the impact on subsequent trains can be further reduced. Delayed communication.

In addition, the boarding and boarding time predicting unit 32 predicts that the boarding and boarding time is less than the predetermined parking time for a certain amount of time if the predicted value of the number of people on the platform at the time of train arrival is lower than the predetermined value. The subject of stopping time for a certain period of time or more is used as the getting on and off time information RT, which can be notified to the train via the communication device CD.

Based on the boarding and alighting time information RT, the travel target setting unit 12C judges that when the predicted boarding and alighting time TG is less than the predetermined stopping time TS0 for a certain time or more, even if the train 10 arrives after a predetermined time delay from the target arrival time tg, it also judges So that there is no delay in the departure time, the operation mode is set to the slow operation mode. Fig. 4 is an explanatory diagram of the slow operation mode. As shown in FIG. 4(a), when the predicted boarding and disembarking time TG is less than the predetermined stopping time TS0 by a certain amount of time or more, the travel target setting unit 12C sets the operation mode to the slow operation mode. In the slow operation mode, the travel target setting unit 12C subtracts the time from the station from the predetermined travel time between stations, and adds a certain time Δt1 (for example, 5 seconds) to set the target travel time TR2.

The control command calculation unit 12A updates the travel plan to arrive at the next station with the target travel time TR2 longer than the target travel time TR0 in the normal operation mode, and calculates the acceleration command DC2 and the brake command BC2 to travel accordingly. As a result, the travel time for the same travel distance will be extended, so it can travel with less energy than usual. In this case, the train 10 will arrive at the station late, but the getting on and off time is short and it ends. Therefore, the stopping time can be effectively shortened without causing a delay in leaving the station.

In addition, the boarding and boarding time predictor 32 replaces the method of predicting the total number of people staying on the platform and comparing it with the first and second thresholds, and instead divides the platform into a plurality of areas to predict the number of people staying on the platform in each area. The degree of congestion may be compared with the first threshold and the second threshold. In this case, the boarding and alighting time predicting unit 32 predicts that the boarding and alighting time exceeds the predetermined parking time if one area of the platform to be reached exceeds the first threshold. In addition, the boarding and alighting time predicting unit 32 predicts that the boarding and alighting time is less than the predetermined parking time for a certain amount of time if all areas of the platform to be reached are lower than the second threshold value.

Thereby, even if the degree of congestion of the station platform is different, the boarding and alighting time predicting unit 32 can more accurately predict that the boarding and alighting time exceeds or falls below the predetermined parking time.

[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.

In the third embodiment, the boarding and alighting time predicting unit 32 predicts the number of people staying on the platform when the train arrives, and uses information indicating the relationship between the number of people staying on the platform and the time of getting on and off the train to predict the boarding and alighting after the train arrives. The time, which is used as the getting on and off time information RT, is notified to the train 10 through the communication device CD.

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 state estimation unit 31 in advance. The information about these relational expressions or comparison tables can be determined by investigating the relationship between the number of people staying on the platform and the time of getting on and off the train in advance.

In addition, the information about the relational expressions or the comparison table is that the congestion estimation unit 31 measures the actual boarding and alighting time from the platform image after the train arrives at the station, and predicts the boarding and alighting time based on the result The part 32 can be adjusted automatically.

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 time predicting section 32, and the boarding time predicting section 32 stores and indicates the month in advance. The information on the relationship between the number of people staying in the station, the ride rate and the time of getting on and off the train, the stored information can also be used to predict the time of getting on and off the train after the train arrives at the station.

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.

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 congestion estimation unit 31 measures the actual time of getting on and off the train from the platform image, and based on the result, The getting-on-the-vehicle time predictor 32 may be adjusted automatically.

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 time predicting unit 32 can more accurately predict the boarding and alighting time at such a station.

In addition, when the congestion estimation unit 31 detects a disadvantaged person who may take time to get on and off the car, the getting on and off time predicting unit 32 corrects the predicted boarding and alighting time to further extend (e.g., extend 5 seconds) can be set.

Furthermore, the travel target setting unit 12C, when the predicted value of the boarding and alighting time exceeds the predetermined stopping time, is a value obtained by subtracting the elapsed time after leaving the station from the predetermined travel time between stations, and further subtracting the predicted value of the boarding and alighting time exceeds the predetermined parking time. Set the target travel time based on the time component of the predetermined parking time. In addition, when the predicted value of the boarding and alighting time is lower than the predetermined stopping time, the travel target setting unit 12C is a value obtained by subtracting the time from the station from the predetermined travel time between the stations, and the predicted value of the boarding and alighting time is added. At the time of the component of the predetermined parking time, the target travel time is set and notified to the control command calculation unit 12A.

As a result of this, the control instruction calculation unit 12A updates the travel plan to extend or shorten the target travel time according to the difference between the predicted value of the boarding and alighting time predicted by the boarding and alighting time predicting unit 32 and the predetermined parking time. Arrive at the next station and calculate the acceleration command and braking command to proceed accordingly.

Then, when the control instruction calculation unit 12A predicts that the getting on and off time is longer than the scheduled stop time, it will not make the train 10 arrive earlier than offsetting the delay caused by the extension of the stop time, so it can be avoided. Useless increase in energy consumption necessary to make it arrive early. In addition, the control instruction calculation unit 12A can arrive within a range where the departure does not delay when the predicted boarding time is shorter than the predetermined parking time, so that it can travel more energy-efficiently.

[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.

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 train control system 100B of the fourth embodiment is different from the train control system 100A of the second embodiment in that the travel target setting unit 12C is based on the time from the departure of the previous train to the end of the platform track and the arrival factor. Set the target position TRP, target speed TRS, and target travel time TRR for the time until the train stops at the station and receives the position of the insurance brake (the position where the insurance brake must be actuated).

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 state estimation 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 image of the station platform, and outputs the congestion information CI to the boarding time prediction unit 32 (Step S11).

In this way, the boarding and alighting time predicting unit 32 predicts the time to the end of the boarding and alighting based on the increase or decrease of the number of people alighting from the preceding train and the number of people getting on the train corresponding to the congestion information CI (step S12).

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 time predicting unit 32 may use previously stored information indicating the relationship between the increase or decrease of the number of people getting on and off and the time until the end of the boarding and alighting. In this case, the increase or decrease of the number of people getting on and off the train may take into account the type of operation (shuttle, flat express, through train, etc.).

In addition, the prediction of the boarding and alighting time predicting unit 32 may take into consideration the boarding rate in addition to the increase or decrease in the number of people getting on and off the vehicle.

The information used for prediction by the boarding time predicting unit 32 may be determined by investigating the relationship between the increase or decrease of the number of people getting on and off and the time of getting on and off in advance. In addition, as the information used for prediction by the boarding and alighting time predicting unit 32, the congestion state estimating unit 31 measures the actual boarding and alighting time from the platform image after the arrival of the train 10, and based on the result, makes the boarding and alighting time The time predictor 32 may be automatically adjusted and determined.

As a result of this, the travel target setting unit 12C is based on the predicted value of the time to the end of the previous train’s boarding and alighting notified by the boarding and alighting time prediction unit 32, plus the time required for door closing and safety confirmation, and the previous The time from the departure of the train to the end of the platform track entry and exit (the front end of the train enters and exits from the platform track) is 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 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.

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 target setting unit 12C predicts the time from the departure of the previous train 10F to the end of the platform rail entry and exit (step S21).

Next, the travel target setting unit 12C receives the stop signal and obtains the safety brake application position PEB, and predicts the remaining time to reach the safety brake application position PEB (step S22).

Fig. 8 is an operation explanatory diagram of the fourth embodiment. More specifically, the travel target setting unit 12C obtains the position PEB where the stop signal is received and the safety brake is applied due to the stop signal of the preceding train 10F stopping at the stop of the train 10F from the route information stored in 12B (as shown in Figure 8(a)) The starting point of the closed section (2T)), based on the travel plan of the current train 10, predict the time to reach the location PEB.

Next, the travel target setting unit 12C compares: the time until the route number (track) of the previous train 10F is completed at the station platform, and the time when the train 10 receives the stop signal due to the stop of the previous train. The time until the position of the brake is insured is used to determine whether the preceding train 10F has finished entering and exiting the platform track, or whether the time until the preceding train 10F has finished entering and exiting the platform track is "the current train 10 has arrived due to the previous train The time to stop at the stop of 10 and apply the safety brake to the position PEB" is less than or equal to (step S23).

In the judgment of step S23, the entry and exit of the previous train 10F on the platform track has ended, or the time until the end of the entry and exit of the previous train 10F on the platform track has not caused the current train 10 to stop due to the stop of the previous train 10 To apply (action) insurance brake, set the target position TRP = the stop target position of the platform, set the target speed TRS = 0km/h (deceleration), set the target travel time TRR = the remaining time of the travel time between stations and end the process (Step S24). In this way, the control instruction calculation unit 12A adjusts the target travel time according to the number of people (or congestion) (predicted value) on the platform after the previous train has departed, as in the first to third embodiments. .

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.

As shown in Figure 9(a), for the travel curve RPL0 corresponding to the original travel plan, when the previous train 10F stops at the station, the current train 10 reaches the position PEB where the safety brake is applied, and it will be as The safety brake is applied as shown in the travel curve PRL1 to stop the current train 10, and the riding experience will be reduced.

And, as shown in Figure 9(b), the previous train 10F departs from the station, and before the platform rail entry and exit ends, when the current train 10 reaches the position PEB where the safety brake is applied, although the safety brake is applied, the safety brake is applied. Before the train 10 stops, the previous train 10F has ended the platform track entry and exit, as shown by the travel curve PRL1, the current train 10 will not stop, but will accelerate again, so the riding experience will still be reduced.

Here, in the judgment of step S23, the previous train 10F has not yet finished entering and exiting the platform track, and the time until the previous train 10F has finished entering and exiting the platform track is longer than the current train 10 arrives due to the arrival of the previous train 10 In the case of the time until the position where the safety brake is applied when the stop is stopped (step S23; No), there is a risk of applying (action) the safety brake, so the target position TRP=the safety brake is received due to the stop of the 10F train near the station in front Set the target speed TRS=the speed limit of the target position TRP when the previous train 10F ends the platform rail entry and exit, and the processing ends as the time until the previous train 10F ends the platform rail entry and exit (step S25).

The control command calculation unit 12A calculates the acceleration command and the braking command to make the train proceed accordingly in order to recalculate the travel plan that arrives after the target travel time for the target position and target speed.

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 front train 10F stops and receives the insurance brake, and the target speed TRS=the front train 10F end platform The speed limit of the target position TRP at the time of the entry and exit of the track is used as the time until the preceding train 10F ends the entry and exit of the platform track.

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 previous train 10F ends the month. The track will not reach the position PEB where the safety brake is applied until the entry and exit of the track.

Moreover, the train 10F in front reaches the position PEB where the safety brake is applied after the entry and exit of the platform track is completed. Therefore, as shown in Figure 10(b), compared with the situation in Figure 9(b), the train’s The speed reduction is small, and it can accelerate at the time point when the previous train 10F ends the entry and exit of the platform track, and it is easy to approach the travel curve PRL0 along the original travel plan, which suppresses the reduction in riding experience, and even suppresses deceleration and re-acceleration. As a result, it consumes more energy and can be parked on the platform.

As a result, at the time point when the train 10 reaches the target position, the previous train has finished entering and exiting the platform track, and the current train 10 can enter the platform. Therefore, the target position is set as the stop target position, and the target speed is set to 0km/h. , Set the target travel time to the remaining time of the travel time between stations, and recalculate the travel plan to make the train 10 travel to the station accordingly. In this case, since there is no time left, the fastest travel plan will be calculated.

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.

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 previous train 10F when it stops at the station. It is the current train 10F that ends the platform track If it is, it will move to the closed section of the channel terminal in the station as shown in Figure 11(b).

Then, the travel target setting unit 12C sets the time until the preceding train 10F ends the entry and exit of the platform track as the target travel time, and sets the position and speed when the train reaches the stop mode after the target travel time as the target position and target speed.

In this way, the train 10, even if the insurance system is digital ATC or CBTC, will not receive a stop signal due to the stop of the train in front and cause the insurance brake to operate, and can continue to travel.

[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 other train 10G that is stopping at a route number other than the scheduled arrival of the current train departs in a passage that interferes with the departure passage of the previous train earlier than the departure of the previous train 10F. It is not only the time point when the boarding and getting off of the previous train ends, but it is also necessary to predict the time point when the train completely enters and exits from the departure channel and the previous train becomes departable.

Therefore, in the fifth embodiment, first, the congestion estimation unit 31 detects not only the number of people staying on the platform, but also the type of operation, destination, and departure time from the display of the passenger guidance display device in the platform image of each route number. , Is there a train G that is stopping. Furthermore, the boarding and alighting time prediction unit 32 determines whether the boarding and alighting time exceeds the predetermined parking time (or the predicted value of the boarding and alighting time), the type of operation, the destination, the departure time, and whether there is a stopping train for the route number of the train that is not parked. It is also notified to the travel target setting unit 12C as information on the time of getting off and on the top of each route number; the predicted value of the remaining time until the end of getting on and off the train for the route number of the stopping train, the type of operation, the destination, the departure time, The presence or absence of a stopped train is notified to the travel target setting unit 12C as information on the up and down time of each route number.

As a result of these results, the travel target setting unit 12C first judges that the current train 10 has arrived at a route number consistent with the type of operation and destination set for the current train 10.

Fig. 13 is a processing flowchart of the fifth embodiment. In this case, it is judged whether there is a previous train 10F at the planned arrival route number of the current train 10 (step S31). In the determination of step S31, if 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 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 target setting unit 12C judges whether there is a train in another route number that is stopping (step S32) .

In the judgment of step S32, the travel target setting unit 12C sets the target in the case where no train in the other route number is stopped (step S32; No), the travel target setting unit 12C sets the target as in the first to third embodiments Travel time (step S38). In the judgment of step S32, the travel target setting unit 12C compares the scheduled departure time indicated by the passenger guidance of the two route numbers when the train is stopped in other route numbers (step S32; Yes) (step S33).

The travel target setting unit 12C judges whether the train 10F ahead of the current train 10 is scheduled to depart first based on the comparison result of the scheduled departure time (step S34). In the judgment of step S34, if the departure of the previous train 10F is scheduled first (step S34; Yes), the train that is parked at this other route number will not affect the current train 10 to the station. Therefore, the travel target setting unit 12C sets the target position, target speed, and target travel time in the same manner as in the fourth embodiment (step S39).

On the other hand, in the judgment of step S34, if the other train 10G in the stop of the other route number is scheduled to depart earlier than the train 10F before the current train 10 (step S34; No), the travel target is set The section 12C judges whether the departure channels of the trains 10F and 10G will interfere with the destination of the trains parked in the other route number and the route information stored in the storage section 12B (step S35).

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 target setting unit 12C sets the target position, target speed, and target travel time in the same manner as in the fourth embodiment (step S38).

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 target setting unit 12C is to get on and off the train The time predictor 32 predicts the remaining time until the end of the boarding and alighting for trains of other route numbers, and predicts the same way as the method of predicting the time from the previous train to the end of the platform track in the fourth embodiment. The time from when the trains of other route numbers end in and out of the departure channel (step S36).

Furthermore, the travel target setting unit 12C adopts the longer one of the predicted time from the train 10G of the other route number to the end of the departure passage and the predicted time from the previous train 10F to the end of getting on and off the train as The estimated time at which the preceding train 10 can depart (step S37). In this way, even if a train that is parked in another route number interferes with the departure path of the preceding train, it is possible to predict the time until the current train can enter the station, avoiding the feeling of boarding caused by an insurance brake in front of the station Deterioration, can suppress the increase in energy consumption caused by deceleration and re-acceleration.

[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 time predicting unit 32 is a component of the congestion monitoring device at the station, but as shown in FIG. 13, the boarding time predicting unit 32 may have the same structure. The getting-off time predictor 12D is placed on the car and becomes a constituent element of the train control device 12X.

In this case, the congestion monitoring device 11X adopts the following structure: it has a congestion situation estimation unit 31, and notifies the congestion information CI to the boarding and alighting time prediction unit 12D through the communication device CD and the communication device 23.

By adopting this structure, only the information exchange between the congestion condition estimation unit 31 and the getting-on-the-vehicle time prediction unit 12D is transmitted through the communication device CD, and the information exchange between the getting-on-vehicle time prediction unit 12D and the travel target setting unit 12C is transmitted through the communication device CD. The authorization only does not pass through the communication device, and the function and effect are the same as those of the first to fourth embodiments.

[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.

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.

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.

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.

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 information calculation device 11 of the present embodiment may be configured to be provided or distributed via a network such as the Internet.

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: Train 10F: The train in front 11,11X: Congestion monitoring device 12: Train control device 12A: Control command calculation unit 12B: Storage Department 12C: Goal Setting Department 12D: Prediction Department of Getting On and Off Time 13: backbone controller 14: Controlling the transmission device 15: Motor 16: Brake device 17: Drive/brake control device 18: Timing signal generator 19: Car accessories 21: Speed position detection device (speed position detection part) 22: Pantograph 23: Communication device 24: ATC on-board device 26: ATC ground device 31: Crowded Situation Estimation Department 32: Prediction department of getting on and off time

[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: Train

10F: The train in front

11: Congestion monitoring device

12: Train control device

12A: Control command calculation unit

12B: Storage Department

12C: Goal Setting Department

13: backbone controller

14: Controlling the transmission device

15: Motor

16: Brake device

17: Drive/brake control device

18: Timing signal generator

19: Car accessories

20: Power receiver

21: Speed position detection device (speed position detection part)

22: Pantograph

23: Communication device

24: ATC on-board device

25: Ground accessories

26: ATC ground device

31: Crowded Situation Estimation Department

32: Prediction department of getting on and off time

100: Train control system

BC1: Brake command

BC2: Brake command

BC3: Brake command

BCX: Brake command

CD: Communication device

CI: Crowded Information

CM: Camera

DC2: Acceleration command

DC3: Acceleration command

DCX: Drive instruction

DI: shooting data

GD: Accessories testing information

LD: Load device

LN: Wire

OP: Operation Information

RD: Route information

RL: Railway

RT: Get on and off time information

SA: ATC signal

SP: Speed position detection signal

SRL: Online testing information

TG: Time to get on and off

TP: Pulse

TR: Vehicle Information

TRT: Travel time

Claims (15)

A train control system including: a congestion monitoring device, which has: a congestion estimation unit that estimates the number of people on the platform using photographing data output by a camera that photographs a station platform; A boarding and alighting time prediction unit that predicts the boarding and alighting time and generates prediction information of the boarding and alighting time; a communication device that notifies the aforementioned prediction information to the traveling target setting unit; a train speed and position detection unit that detects the speed and position of the current train; a storage unit, It stores route information, vehicle information, and operation information; the aforementioned travel goal setting unit, which inputs the predicted result of the boarding and alighting time of the station platform where the current train is scheduled to stop, is based on the aforementioned predicted result and stored in the aforementioned storage unit Information to set the target travel time; and a train control device having a control command calculation unit based on the detection result of the train speed position detection unit, route information stored in the storage unit, vehicle information, and the target The travel time is used to calculate the control command to the drive/brake control device. The train control system according to claim 1, wherein the boarding and alighting time predicting unit predicts that the boarding and alighting time exceeds a predetermined stopping time when the number of people on the platform becomes more than a predetermined value. The train control system according to claim 1 or claim 2, wherein the control command calculation unit estimates the remaining time to the station, and notifies the congestion monitoring device, The aforementioned boarding and boarding time prediction unit predicts the number of people on the train when the train arrives based on the increase in the number of people on the platform and the reported remaining time to the station. When the number of people is more than a predetermined value, predict the number of people getting on and off The time exceeds the scheduled parking time. The train control system according to claim 1 or claim 2, wherein the congestion estimation unit uses the photographed data to detect the disadvantaged persons getting on and off the train, and the getting on and off time predicting unit detects the disadvantaged persons getting on and off the train. In case of situation, the predicted time to get on and off the vehicle exceeds the scheduled parking time. The train control system according to claim 1 or claim 2, wherein the travel target setting unit sets the current position from the current position in a way that when the predicted result of the getting on and off time exceeds the predetermined stopping time The target travel time to the next parking station is set to arrive on time when the predicted result of the boarding and alighting time does not exceed the predetermined parking time. The train control system according to claim 1 or claim 2, wherein the control command calculation unit estimates the remaining time to the station of the current train and informs the congestion monitoring device, and the boarding time predicting unit is Based on the increase in the number of people on the platform and the remaining time until the notified train arrives at the station, the number of people when the train arrives is predicted. When the number of people is less than the predetermined value, the prediction is The vehicle time is less than the scheduled parking time for a certain period of time or more. The train control system according to claim 6, wherein the travel target setting unit sets the time from the current position to the next when the predicted boarding time is less than the predetermined stopping time for a certain period of time or more. The target travel time to the stop. The train control system according to claim 1 or claim 2, wherein the control command calculation unit estimates the remaining time to the station of the current train and informs the congestion monitoring device, and the boarding time predicting unit is Based on the increase in the number of people on the platform and the remaining time until the notified train arrives at the station, the number of people when the train arrives is predicted, and the predicted value of the boarding time is calculated based on the number of people. The train control system according to claim 8, wherein the congestion condition estimation unit measures the actual value of the boarding and alighting time based on the imaging data of the camera after the train arrives, and the boarding and alighting time predicting unit is based on the arrival time The history of the number of people on the platform, the history of the actual value of getting on and off the train after the train arrives, and the predicted value of the number of people on the platform when the train arrives are used to calculate the predicted value of getting on and off time. The train control system according to claim 9, wherein the train control device includes a ride rate estimating unit for estimating ride rate, and the boarding and boarding time predicting unit is based on the platform when the train arrives. The history of the number of people, the history of the actual value of getting on and off the train after the train arrives, the history of the aforementioned ride rate, the predicted value of the number of people on the platform when the train arrives, and the aforementioned ride rate are used to calculate the predicted value of the boarding and alighting time. The train control system according to claim 1 or claim 2, wherein the travel target setting unit, when the predicted value of the boarding and alighting time is lower than the predetermined stopping time, is to arrive at the gap time late, otherwise The situation is to arrive on time to set the target travel time from the current location to the next stop. The train control system according to claim 1 or claim 2, wherein the congestion estimation unit extracts the operation type from the display of the passenger guidance display device in the photographed data output by the camera of the photographing station platform , Destination, departure time, the aforementioned travel target setting unit estimates the expected arrival route number of the current train based on the type of operation, destination, type of operation set on the current train, and destination extracted by the congestion estimation unit, and Set travel goals. The train control system according to claim 1 or claim 2, wherein the congestion estimation unit uses photographing data output by a camera photographing a station platform to estimate the number of people getting on and off the train at a stop. The boarding and boarding time prediction unit is estimated from the congestion estimation unit The number of people getting on and off the bus is used to estimate the remaining time until the end of the getting on and off. The travel goal setting unit is based on the route information stored in the storage unit, the operation information, and the remaining time estimated by the getting on and off time prediction unit. The position and speed at which the preceding train stops and the subsequent train receives the insurance brake are set as the target position and target speed, and the target travel time is set by predicting the time until the subsequent train can enter the station due to the departure of the preceding train. The train control system according to claim 13, wherein the travel target setting unit estimates the travel destination based on the type of operation of the route number extracted by the congestion estimation unit, the destination, and the route information stored in the storage unit The route through which the trains are parked for each route number enters and exits the station. A train control method is a method of implementing a train control system. The train control system includes: a congestion monitoring device installed on the ground side, and a train control device mounted on the train. The train control device has: detecting the speed and position of the current train The train speed position detection unit and the storage unit storing route information, vehicle information, and operation information are characterized by including: a process of estimating the number of people on the platform based on the shooting image output by the camera that shoots the station platform, based on the aforementioned The process of predicting the time of getting on and off the train based on the result of the estimation, the process of setting the target travel time based on the predicted result, the operation information stored in the storage unit, the detection result of the train speed position detection unit, the storage The route information, vehicle information and the aforementioned target travel time stored in the part are used to calculate the process of the control command to the drive/brake control device.

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