WO2023188564A1 - Train control system and train control method - Google Patents

Abstract

This train control system that is provided to a train movable on a prescribed route and that controls said train comprises: a position acquisition unit that acquires an on-rail position of the train; a database that stores therein a plurality of operation patterns, relationships between signal aspects of ground traffic lights and speed limits, and the plurality of ground traffic lights and a plurality of blocking sections on said route; a camera that captures an image of a ground traffic light in a blocking section at the on-rail position and that outputs aspect information; and an on-board control unit for calculating, on the basis of the speed limits corresponding to the aspect information, a traveling permitted position and a travelable route that enables travel to said traveling permitted position, and for controlling the traveling of the train on the basis of the traveling permitted position and the travelable route.

Description

Train control system and train control method

The present invention relates to a train control system and a train control method.

In order to operate trains automatically, it is necessary to introduce an ATO (Automatic Train Operation) system, which is a train control system that assigns operational targets such as the target arrival time to the next station to the train and causes the train to run according to these targets. It is being considered. In many ATO systems, when a particular train is determined to be delayed from the time on the timetable, or when the train operation management system determines when (time), where (position), and how fast (speed) it will arrive, When a train is given a target (time, position, speed), it recreates the target run curve (driving pattern) and controls its speed to reach the target.

For example, in Patent Document 1, when a train is operated automatically, a target speed is automatically calculated from the reference travel time between stations and the travel time of the own train in order to run according to the schedule, and By taking into consideration weather conditions, train delays, etc., and issuing commands such as power running, braking, and elliptical running, it is possible to change the driving method according to the situation and drive according to the situation. It is disclosed that

Japanese Patent Application Publication No. 11-255126

By the way, in railway sections where the number of passengers per day is small, such as in rural areas, trains can be detected using continuous track detection and signal indications displayed inside the train, similar to those in railway sections with a large number of passengers in urban areas. It is difficult to introduce safety devices such as ATC (Automatic Train Control) for cost reasons. For this reason, it is common to use an ATS (Automatic Train Stop) that controls trains at arbitrary points using beacons and wayside signals. In addition, the ATO system does not cooperate with an operation management device that can grasp the operation status of each train and compare the actual operation status with the operation plan. It is conceivable to perform automatic operation using only the device.

In the technology described in Patent Document 1, the signal appearance of a traffic light installed on the ground is recognized by a camera, and the relationship between the traffic light position registered in a database, the traffic light appearance, and the speed limit, and the position detection means are used. The system calculates the speed at which the train should run, but since it is not possible to grasp the relationship between the train in front and the oncoming train on a single track, it is difficult to maintain the distance between trains in the event of a delay.

A train control system according to an aspect of the present invention is a train control system that is installed on a train moving on a predetermined route and controls the train, and includes a position acquisition unit that acquires the position of the train, and a plurality of train A database that stores the pattern, the relationship between the signal display of the wayside signal and the speed limit, a plurality of wayside signals and a plurality of block sections on the route, and a photographic representation of the wayside signal of the block section at the line location. Based on a camera that outputs display information and the speed limit corresponding to the display information, calculates a drive permission position and a driveable route that allows travel to the drive permission position, and an on-board control unit that controls traveling of the train based on a travelable route, and the on-board control unit is configured to control the change when the display of the display information changes to a display other than progress. a measuring unit that measures a time interval from when the current state of the current information changes again, and a block section in which the preceding train is located is searched from the database based on the current state information at the time of the measurement. and a prediction unit that predicts the average speed of the preceding train based on the time interval and the block section searched by the search unit, the prediction unit predicts the average speed predicted by the prediction unit. The running of the train is controlled based on.
In the train control method according to an aspect of the present invention, when the display of the display information of the wayside signal in the block section where the train is on the track changes to a display other than progress, the display information is changed from the time of the change. The time interval until the indication changes again is measured, and based on the indication information at the time of the measurement, the block section where the preceding train is located is searched from a database that stores a plurality of block sections on the route. Then, the average speed of the preceding train is predicted based on the time interval and the searched block section, and the running of the train is controlled based on the predicted average speed.

According to the present invention, since the average speed of preceding trains can be predicted, deviations in train spacing from the plan can be suppressed, and the occurrence of congestion can be reduced.

FIG. 1 is a diagram showing an embodiment of a train control system according to the present invention. FIG. 2 is a diagram showing the relationship among a train, a travelable route, and a travel permission position when stopping points are set between stations up to a predetermined stop station. FIG. 3 is a diagram showing the relationship between the running positions of the preceding train and the own train and the display of the wayside signal at time t1. FIG. 4 is a diagram showing the relationship between the running positions of the preceding train and the own train and the display of the wayside signal at time t2=t1+Δt. FIG. 5 is a diagram showing an example of the running pattern of the own train and the preceding train from time t11 to time t13. FIG. 6 is a diagram showing another example of the running pattern of the own train and the preceding train from time t11 to time t13. FIG. 7 is a flowchart illustrating an example of control processing. FIG. 8 is a flowchart showing processing subsequent to the processing of FIG. FIG. 9 is a flowchart illustrating an example of control processing in Modification 1. FIG. 10 is a flowchart showing processing subsequent to the processing of FIG. FIG. 11 is a flowchart for explaining modification example 2.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and are omitted and simplified as appropriate for clarity of explanation. Furthermore, in the following description, the same or similar elements and processes may be denoted by the same reference numerals, and redundant explanations may be omitted. The content described below is merely an example of the embodiment of the present invention, and the present invention is not limited to the embodiment described below, and can be implemented in various other embodiments. It is possible.

FIG. 1 is a diagram showing an embodiment of a train control system according to the present invention, and is a block diagram showing a schematic configuration of the train control system 10. As shown in FIG. The train control system 10 of this embodiment is an on-board control device mounted on a train 11, and causes the train 11 traveling on a track 121 to drive along a travel trajectory 126. The train control system 10 includes an on-board control section 100, a camera 110, a database 111, and a position acquisition section 112.

The camera 110 is equipped with an imaging device such as a CMOS image sensor, and photographs the ground signal 124 in the direction of travel of the block section where the line is located. Then, the camera 110 recognizes the photographed appearance of the ground signal 124 and outputs the recognized appearance information to the on-board control unit 100. The position acquisition unit 112 acquires the position of the train 11 on the line. As the position acquisition unit 112, for example, a GPS device mounted on the train 11 is used. Alternatively, the position may be calculated by acquiring speed information from a speedometer included in the train 11 and integrating the speed over time. The database 111 includes driving patterns, information regarding ground signals (positions of traffic lights and types of traffic lights), block sections on driving routes, the relationship between signal indications and the speed limit 125, and points where the speed limit is 0 km/h ( (stopping point) etc. are stored.

The on-board control unit 100 includes a measurement unit 101, a calculation unit 102, and a search unit 103. The functions and operations of the measurement section 101, the calculation section 102, and the search section 103 will be described later. The on-board control unit 100 operates the train at a speed lower than the speed limit 125 and the speed at which the travel permission position 123 is set to 0 km/h based on the arrival station 122, the travel permission position 123, and the driving pattern stored in the database 111. Control. The travel trajectory 126 represents the trajectory on which the train 11 actually travels (or has traveled), with the vertical axis representing the speed of the train 11 and the horizontal axis representing the position of the train 11. Note that in the speed limit 125 as well, the vertical axis is the speed of the train 11 and the horizontal axis is the position of the train 11.

The on-vehicle control unit 100 includes a microcomputer, a processor, and a similar arithmetic device, and a ROM, a RAM, a flash memory, a hard disk, an SSD, a memory card, an optical disk, and a similar storage device. The functions of the measurement section 101, calculation section 102, search section 103, etc. are realized by executing the program.

FIG. 2 is a diagram showing the relationship among trains, possible travel routes, and travel permission positions when stopping points are set between stations up to a predetermined stop station. FIG. 2 shows a case where the above ground signal 124A is displayed as stopped (hereinafter referred to as a stopped signal) due to the presence of a preceding train (not shown). If the ground signal is in a stopped state, there is a point in the block section where the line is located where the speed limit is 0 km/h. That is, there is a point where the speed limit is 0 km/h closer to the train 11 than the ground signal 124A indicating a stop signal.

If there is a point where the speed limit is 0 km/h in the travel section up to the arriving station 122 due to the presence of the preceding train (not shown), the on-board control unit 100 determines the point where the speed limit is 0 km/h. The travel permission position 123A before updating is set further outward than the stop point, that is, on the side where the train 11 is on the line rather than the stopping point. Then, the on-board control unit 100 sets a travelable route 120A between the train 11's on-track position and the travel permission position 123A.

After that, when the preceding train runs, the wayside signal 124B changes to a stop indication and the wayside signal 124A changes from a stop indication to a caution indication, and the speed limit changes from the pre-update speed limit 125A to the post-update speed limit 125B. do. In accordance with the change to the speed limit 125B, the on-board control unit 100 sets an updated travel-permitted position 123B with the reached station 122 as the upper limit, and a travel-permitted route 120B after the updated travel-permitted position. Then, the on-vehicle control unit 100 performs driving according to the updated travel trajectory 126B at the updated travel permission position at a speed less than the updated speed limit 125B.

3 and 4 are diagrams showing the relationship between changes in the running positions of the preceding train and the own train and changes in the signal display of wayside signals. In this embodiment, explanation will be given using an example where the ground signal has three indications (blue, yellow, red), but regardless of the number and types of indications that can be expressed, for example, in addition to block signals, departure signals and Includes all ground signals such as traffic lights, relay signals, and shunting signals. The own train 11A and the preceding train 11B are traveling on the track 121 in the right direction in the figure. FIG. 3 is a diagram showing the relationship between the running positions of the preceding train 11B and the own train 11A and the display of the wayside signal at time t1. FIG. 4 is a diagram showing the relationship between the running positions of the preceding train 11B and the own train 11A and the display of the wayside signal at time t2=t1+Δt.

In general, a wayside signal indicates the progress of a train if the route ahead is open (hereinafter referred to as a progress indicator), and if the preceding train is on the track, it indicates the progress of the train ahead. Indicates a stop sign when a train enters the block section where the train is located. Furthermore, for block sections located outside of the stop indication, the ground signal indicates the next lowest speed limit (in the case of three indications, a caution indication) after the stop indication. In this way, in the block section between the stop indication and the progress indication, the speed limit basically differs by one step.

At time t1 shown in FIG. 3, the own train 11A is on the block section B1, and the preceding train 11B is on the block section B4. Ground signals 124A, 124D, and 124E indicate progress. The ground signal 124C indicates a stop condition. The ground signal 124B indicates a caution condition.

At time t2=t1+Δt shown in FIG. 4, the preceding train 11B has moved to block section B5, and the own train 11A has moved to block section B3. In this situation, ground signals 124B and 124D are showing a stop indication. Ground signals 124A and 124C indicate caution conditions. The ground signal 124E shows the progress status.

(Operation explanation)
Next, we will explain the operation of the onboard control unit 100 when there is a point where the speed limit is 0 km/h between the train's location on the line and the station it arrives at, as shown in FIG. 2, due to the influence of the preceding train. . The onboard control unit 100 constantly recognizes the display of a wayside signal in front of the train in the block section where the train is running using the camera 110, and the train runs in a driving pattern that is less than the speed limit indicated by the wayside signal. Note that the indication shown by the ground signal indicates the speed limit for the section inside the ground signal. For example, in the case of FIG. 2, the indication shown by the ground signal 124A indicates the speed limit of the block section between the ground signal 124A and the ground signal 124B.

When the train enters the next block section by running, if it is recognized that the above ground signal is indicating something other than proceeding due to the influence of the preceding train 11B, the onboard control unit 100 operates as follows. . The onboard control unit 100 changes the driving pattern of the own train 11A to a driving pattern in which the speed is less than the current speed limit by the time the own train 11A enters the block section corresponding to the above ground signal. In addition, the onboard control unit 100 starts time measurement by the measurement unit 101 at the time when the camera 110 recognizes that the above-ground signal indicates that the signal is not proceeding, and within the range of the block section where the own train 11A is located, Next, we measure the time it takes to recognize a change in the appearance of ground signals.

Here, there are the following two situations in which a change in appearance is recognized by the camera 110. The first case is when the block section in which the own train 11A is located changes and the recognized wayside signal changes to another wayside signal with a different presentation, regardless of the influence of the running of the preceding train 11B. The second case is a case where the block section where the preceding train 11B is located changes and the display of the ground signal recognized by the camera 110 changes.

For example, to explain the above-mentioned first display change with reference to FIG. 3, it corresponds to a case where the own train 11A enters the next block section B2 while the preceding train 11B is on the block section B4. In this case, the display of the ground signal recognized by the camera 110 changes from a progress display to a caution display. Since the ground signal 124B at which the vehicle enters is in a caution display, the measurement unit 101 measures the time from the time of entry until the next change in the display of the ground signal.

The search unit 103 of the onboard control unit 100 searches for the block section where the preceding train 11B is located based on the recognized display of the wayside signal and the block section information registered in the database. Then, the calculation unit 102 of the on-board control unit 100 predicts the average speed of the preceding train 11B based on the distance of the block section B4 in which the preceding train 11B traveled and the measured time between the changes in the display measured by the measuring unit 101. do. Further, the onboard control unit 100 changes the driving pattern of the own train 11A based on the average speed of the preceding train 11B predicted by the calculation unit 102, in order to avoid the driving interval between the preceding train 11B and the preceding train 11B being narrowed. .

Incidentally, the time measurement by the measurement unit 101 starts from the time when the camera 110 recognizes a change in the appearance of the ground signal. Therefore, the prediction accuracy when measuring time based on the change in appearance recognized by the camera 110 increases as the time from when the ground signal changes to when the change in appearance is recognized by the camera 110 is shorter. This will be explained in detail using FIG. 5.

FIG. 5 shows that at time t11 the preceding train 11B moves from block section B3 to block section B4 and the wayside signal 124B changes to a caution indication, and then at time t13 the preceding train 11B leaves block section B4 and the wayside signal 124B is a diagram illustrating the situation until the display changes to the progress display. The ground signal 124B changes from a stop indication to a caution indication at time t11 when the preceding train 11B enters the block section B4. At this time, since the own train 11A is in the block section B1, the camera 110 does not recognize the ground signal 124B. The camera 110 recognizes the display (caution display) of the ground signal 124B at time t12 when the own train 11A enters the block section B2. Then, the camera 110 recognizes that the display of the wayside signal 124B changes from a caution display to a progress display at time t13 when the preceding train 11B leaves the block section B4.

In this case, the time from when the ground signal 124B changes to the warning indication until it changes to the proceeding indication is t13-t11. On the other hand, after the own train 11A enters the block section B2 and the camera 110 recognizes the caution indication on the wayside signal 124B, the camera 110 watches as the indication on the wayside signal 124B changes from a caution indication to a progress indication. The time it takes for this to be recognized is t13-t12. The difference between these two times is: difference=(t13-t11)-(t13-t12)=t12-t11. In other words, the shorter the difference = t12 - t11, which is the time from when the display on the wayside signal 124B changes to a caution display until the camera 110 recognizes it, the higher the prediction accuracy of the average speed of the preceding train 11B. .

Moreover, since the time measurement by the measurement unit 101 is performed only within the range of the block section where the train is located, the time measurement ends midway when the own train 11A leaves the block section where the train is located. Therefore, the shorter the time from the end of the measurement until the preceding train 11B leaves the block section and the wayside signal changes its appearance, the higher the average speed prediction accuracy becomes. This will be explained in detail using FIG. 6.

In FIG. 6, at time t11, the preceding train 11B moves from block section B3 to block section B4, and the wayside signal 124B changes from a stop indication to a caution indication. At the time of the display change (t11), the camera 110 of the own train 11A located in the block section B2 recognizes the change in the display. Thereafter, at time t12 when the preceding train 11B is on the block section B4, the own train 11A moves from the block section B2 to the block section B3. Since the ground signal recognized by the camera 110 changes from the ground signal 124B indicating a caution indication to the ground signal 124C indicating a stop indication, the camera 110 recognizes that the indication has changed from a caution indication to a stop indication. After that, when the preceding train 11B leaves the block section B4 at time t13, the wayside signal 124C changes from a stop indication to a caution indication.

In this case, the timing of the measuring unit 101 based on the recognition of the change in the appearance of the camera 110 is the time when the own train 11A recognizes the caution indication of the wayside signal 124B (that is, the change in indication from the stop indication to the caution indication). This is carried out in the on-line section (block section B2) at t11. Therefore, at time t12 when the own train 11A finishes traveling in the block section B2, the time measurement by the measuring unit 101 ends midway. The measured time when the process ends halfway is t12-t11. However, since the ground signal 124B changes from the caution indication to the proceed indication at time t13, the measurement time is shortened by the difference=t13-t12. That is, it can be seen that the shorter the time from when the time measurement ends midway until the ground signal 124B changes to the progress indicator, the higher the prediction accuracy of the average speed becomes.

FIGS. 7 and 8 are flowcharts showing an example of the control process executed by the on-vehicle control unit 100. The control processing shown in FIGS. 7 and 8 is repeatedly executed again even after it is once finished. Note that supplementary explanation will be given as appropriate using FIG. 5 as a specific example. In step S<b>200 in FIG. 7 , the on-board control unit 100 acquires display information of ground signals from the camera 110 . The display information is information indicating whether the display recognized by the camera 110 is a progress display, a caution display, or a stop display. The on-vehicle control unit 100 is equipped with a storage device as described above, and it is assumed that the storage device is provided with a first memory and a second memory for storing display information. When the display information is acquired in step S200, the display information stored in the first memory is moved to the second memory, and then the data in the first memory is rewritten with the acquired display information.

In step S201, the on-vehicle control unit 100 determines whether the display information acquired in step S200 and stored in the first memory described above is a progress display. In step S201, if it is determined that the display information is a progress display (Y), the series of control processing ends. When the ground signal indicates progress, it is possible to travel as planned, so the current travel permitted position and driving pattern are maintained. On the other hand, if it is determined in step S201 that the display information is a display other than progress (N), step S202 is executed.

In the example shown in FIG. 5, at time t11 (progress display), after the determination in step S201 is (Y) and the series of control processing is once completed, it is restarted from START. If it is determined (N) in step S201 at time t12 (attention indication), the process advances to step S202. At this time, the above-mentioned first memory stores the currently recognized caution indication, and the second memory stores the previously recognized progress indication.

In step S202, the on-vehicle control unit 100 determines whether the display information is a stop display. In step S202, if it is determined that the display information is a stop display (Y), the process advances to step S203. If the ground signal is in a stopped state, there is a point in the block section where the line is located where the speed limit is 0 km/h. Therefore, in step S203, the on-board control unit 100 changes the current travel permission position and driving pattern to a travel permission position and driving pattern that allow the vehicle to travel to the outside of the ground signal where the speed limit is 0 km/h. On the other hand, if it is determined in step S202 that the display information indicates a state other than stop (N), the process advances to step S204.

In step S204, the on-vehicle control unit 100 determines whether the display information stored in the first memory is different from the display information stored in the second memory, that is, whether the recognized display has changed. Determine whether or not. In step S204, if it is determined that the presentation has changed (Y), the process advances to step S205, and if it is determined that the presentation has not changed (N), the series of control processing ends.

To explain using the example shown in FIG. 5, when the own train 11A enters the block section B2 at time t12, the process proceeds from step S201 to step S202 to step S204. At this time, since the first memory stores the caution indication and the second memory stores the progress indication, it is determined in step S204 that the indication has changed (Y), and the process advances to step S205.

In step S205, the on-board control unit 100 determines whether the ground signal recognized by the camera 110 is an applicable ground signal. In step S205, if it is determined that the traffic light is applicable (Y), the process advances to step S206, and if it is determined that the traffic signal is not applicable (N), the series of control processing is ended. In the next control process that starts again, the measurement operation is restarted from the beginning.

Here, the applicable ground signal is a ground signal that is placed near the station where you arrive, and whose display always changes, such that the stop display is inward of the station you arrive at. At terminal stations, there is a ground signal (inside signal) that always indicates a stop on the inside of the arriving station, and when the own train 11A approaches the arriving station, it will stop moving regardless of the presence or absence of the preceding train 11B. It becomes a manifestation of. If changes in the display of signals such as station signals are used as timing start and end conditions for predicting the average speed of preceding trains, incorrect judgments will be made. Based on the information, it is determined whether the ground signal is an applicable ground signal (a ground signal other than a ground signal that always displays an indication other than progress).

In step S206, the on-vehicle control unit 100 starts time measurement by the measurement unit 101. In the example of FIG. 5, timing is started when the own train 11A enters the block section B2 (time t12). After starting time measurement in step S206, the process advances to step S301 in FIG.

In step S301 in FIG. 8, the onboard control unit 100 determines whether the own train 11A has completed the block section in which it is located, that is, whether it has entered the next block section. In step S301, if it is determined that the current block section has not been completed (N), the process proceeds to step S304, and if it is determined that the current block section has been completed (Y), the process proceeds to step S302.

First, the case where the process proceeds from step S301 to step S304 will be described. In step S<b>304 , the on-board control unit 100 acquires the ground signal display information from the camera 110 . When the display information is acquired in step S304, the display information stored in the first memory is moved to the second memory, and then the data in the first memory is rewritten with the acquired display information. Next, in step S305, the on-vehicle control unit 100 compares the display information in the first memory with the display information in the second memory and determines whether the display recognized by the camera 110 has changed. do. In step S305, if it is determined that the presentation has changed (Y), the process proceeds to step S306, and if it is determined that the presentation has not changed (Y), the process returns to step S301.

The processing from step S301 to step S304 will be explained using FIG. 5 as an example. In the example shown in FIG. 5, time measurement is started at time t12 as described above. Before the own train 11A passes through the block section B2, the preceding train 11B passes through the block section B4 at time t13, and the wayside signal 124B changes from a caution indication to a proceed indication. Therefore, the process advances from step S301 to step S304, and display information is acquired from the camera 110. As a result, the display information in the first memory is a progress display and the display information in the second memory is a caution display, and it is determined in step S305 that the display has changed (Y), and the process advances to step S306.

In addition, if the own train 11A finishes running in the block section B2 before time t13, the block section B2 in which the train is currently running is finished in step S301 before it is determined that the current status has changed in step S305 ( (Y), and the process proceeds to step S302.

In step S306, as in step S205 described above, the on-board control unit 100 determines whether the ground signal recognized by the camera 110 is an applicable ground signal. If it is determined in step S306 that the signal is an applicable traffic signal (Y), the process advances to step S307, and the time measurement by the measuring unit 101 is ended. On the other hand, if it is determined in step S306 that the traffic signal is not an applicable traffic signal (N), the series of control processing ends.

In step S308, the onboard control unit 100 determines whether or not a low level signal is expected in the next block section when traveling using the current driving pattern, that is, compares it with the block section where the line is currently located. Whether or not the speed limit in the next block section is expected to be lower is determined by considering the distance of the block section where the preceding train 11B is located, the speed of the own train 11A, the distance of the block section where the train is located, etc. do. In step S308, if it is determined that a low-level manifestation is expected (Y), the process advances to step S310, and if it is determined that a low-level manifestation is not expected (N), the process advances to step S309.

When the process advances from step S308 to step S309, since a low level indication is not expected in the next block section, the on-board control unit 100 changes the current driving pattern to a driving pattern that can reduce delays within the speed limit, and continuously The control process ends.

When the process advances from step S308 to step S310, the calculation unit 102 of the onboard control unit 100 searches the database 111 for the distance of the block section where the preceding train 11B is located, and calculates the distance of the block section and the measurement unit 101. The average speed of the preceding train 11B is predicted based on the measured time. In step S311, the on-board control unit 100 changes the driving pattern to one that can reduce the approach to the preceding train 11B (shortening the driving interval) based on the average speed predicted in step S310, and ends the series of control processing.

On the other hand, a case will be described in which it is determined in step S301 that the block section in which the own train 11A is located has ended (Y) and the process proceeds to step S302. In step S302, the on-vehicle control unit 100 ends the time measurement by the measurement unit 101 midway. In step S303, the on-board control unit 100 selects the average speed prediction value that is the highest speed from among the plurality of average speeds predicted by the calculation unit 102 while traveling on the track 121, and sets the average speed prediction value to the highest average speed prediction value. Based on this, the current driving pattern is changed to one that can reduce the shortening of the driving interval with the preceding train 11B.

The control processing shown in FIGS. 7 and 8 is repeatedly executed while the vehicle is traveling on the track 121, so an average speed prediction value is obtained each time the time measurement is repeated. The reason why the average speed predicted value for the highest speed condition is selected from the predictable range is to prevent delays due to changes in driving pattern due to incorrect determination due to variations in prediction accuracy. Once step S303 is executed, the series of control processing ends.

According to the train control system 10 of the present embodiment, when a delay occurs, etc., by monitoring changes in the display of wayside signals, the approximate position and average speed of the preceding train can be predicted, and the own train and the preceding train can be predicted. It becomes possible to calculate a driving pattern that does not shorten the driving interval between the two. As a result, even in an ATO system in which the operation management device and the on-board control device are not linked, it is possible to prevent train intervals from deviating from the plan and reduce the occurrence of congestion.

(Modification 1)
In the embodiment described above, the time between indication changes was measured in the range of the block section where the own train 11A was located, and the average speed of the preceding train was calculated based on the measurement time measured in one block section. Therefore, as shown in step S301→step S302 in FIG. 8, when the own train 11A finishes traveling in the block section in which it is located, the time measurement by the measuring unit 101 ends midway.

In modification example 1, when the own train runs through multiple block sections while the preceding train runs from one end of one block section to the other, the time measured in each block section is added up to determine the time of the preceding train. Estimated travel time. 9 and 10 are flowcharts illustrating an example of control processing in the first modification. In modification 1, as shown in FIG. 10, step S303 in FIG. 8 is deleted and control is changed to proceed from step S302 to step S206 in FIG. 9. Note that the other processes in FIGS. 9 and 10 are the same as those in the flowcharts shown in FIGS. 7 and 8, so the different processes will be described below with reference to FIG. 6.

In FIG. 6, when the indication recognized by the camera 110 (the indication of the ground signal 124B) changes from the stop indication to the caution indication at time t11, it is determined (Y) in step S204 of FIG. 9, and step S205→ Proceeding to step S206, time measurement by the measuring unit 101 starts. Then, from time t11 to time t12, the process of step S301→step S304→step S305→step S301 is repeated.

When the own train 11A moves from block section B2 to block section B3 at time t12, the process proceeds from step S301 in FIG. 10 to step S302, and timekeeping is interrupted. Remember the measurement time when the process is interrupted, as it will be used for calculations later. At the time of suspension, the own train 11A passed through the block section B2, so the camera 110 recognizes the stop indication of the wayside signal 124C. Therefore, a stop indication is stored in the first memory, and a caution indication is stored in the second memory.

When the process in step S302 is completed, the process advances to step S206 in FIG. 9, and measurement by the measurement unit 101 is started again. Thereafter, the process proceeds from step S301 to step S304, and display information is acquired in step S304. As can be seen from FIG. 6, the display information acquired from the camera 110 is a stop display, so when step S304 is executed, the data in the second memory is rewritten from a caution display to a stop display, and the data in the first memory and Both of the data in the 2 memories are in a stopped state. Therefore, it is determined (N) in step S305 and the process advances to step S301.

From time t12 to time t13 in FIG. 6, the display information recognized by the camera 110 is a stopped display, so the processing of step S301 → step S304 → step S305 → step S301 is repeated until time t13 is reached. Then, at time t13 when the preceding train 11B moves from the block section B4 to the block section B5, the recognized display information (display of the wayside signal 124C) changes from a stop display to a caution display. As a result, it is determined (Y) in step S305, and the process proceeds from step S305 to step S306 to step S307, and the time measurement by the measuring unit 101 ends in step S307.

The measurement result when the time measurement is interrupted in step S302 is (t12-t11), and the measurement result when the time measurement is finished in step S307 is (t13-t12). The on-vehicle control unit 100 determines that the measurement results (t12-t11) and measurement results (t13-t12) obtained in this way are temporally continuous data. Then, the value obtained by adding these values (t13-t11) is regarded as the time that the preceding train 11B traveled in one block section B4, and is used to calculate the average speed of the preceding train 11B.

In addition, if Modification Example 1 is applied to the case where the own train 11A is in block section B3 instead of block section B2 at time t13, as shown by the broken line in FIG. 5, the following will occur. It will behave like this. In this case, while the preceding train 11B runs from one end of the block section B4 to the other end, the own train 11A runs from the block section B1 to the block section B3. Therefore, after time measurement starts at time t11, the end of the block section running of the own train 11A occurs twice: from B1 to B2 and from B2 to B3. That is, the time measurement interruption process in step S302 occurs twice. The preceding train 11B travels from one end of one block section B4 to the other end by adding the two measured times obtained by the two time measurement interruptions and the measured time obtained when the measurement ends at time t13. The time required for

In this way, when the own train 11A runs across multiple block sections, more accurate measurement time can be obtained by adding the time measured in each block section, and the average speed of the preceding train 11B can be calculated by adding up the time measured in each block section. can be predicted with higher accuracy.

(Modification 2)
FIG. 11 is a flowchart for explaining modification example 2. In the second modification, when the vehicle passes through a block section, the measurement is not ended midway through time measurement, but the measurement unit 101 performs measurement over consecutive block sections. Therefore, in the second modification, FIG. 11 is used in place of FIG. 8 among the flowcharts of FIGS. 7 and 8 described above. Note that FIG. 11 is the flowchart of FIG. 8, with steps S302 and S303 deleted and step S302B added. Since the other processes are the same as those in FIG. 8, the parts that are controlled differently will be explained below. Note that this will be explained with reference to FIGS. 5 and 6.

Timing by the measuring unit 101 starts at time t11 when the preceding train 11B moves from the block section B3 to the block section B4 in FIG. When the own train 11A leaves the block section B2 at time t12 in FIG. 6, the process proceeds from step S301 in FIG. 11 to step S302B. Then, in step S302B, the on-vehicle control unit 100 acquires display information from the camera 110. Since the indication recognized by the camera 110 changes from the caution indication to the stop indication at time t12, the stop indication is stored in the first memory, and the caution indication is stored in the second memory.

When the process of step S302B is completed, the process advances to step S304 and the display information is acquired again. As a result, the data in the first memory and the second memory both show a stopped state, and it is determined in step S305 that the state has not changed (N). That is, when the own train 11A moves to the block section B3 at time t12, the process proceeds as follows: step S301 → step S302B → step S304 → step S305 → step S301. From time t12 to time t13, the process of step S301→step S304→step S305→step S301 is repeated.

At time t13 in FIG. 6, when the preceding train 11B moves from the block section B4 to the block section B5, the display on the wayside signal 124C changes from a stop display to a caution display. As a result, the display recognized by the camera 110 of the own train 11A changes, so it is determined in step S305 that the display has changed (Y), and the process proceeds from step S306 to step S307, and the time measurement by the measurement unit 101 ends. . The measured time at this time is t13-t11, which means that the time during which the preceding train 11B traveled in the block section B4 has been measured. Therefore, the average speed calculation in step S310 can be performed with high accuracy.

In the case of the example shown in FIG. 6, the time measurement by the measurement unit 101 was performed across two block sections B2 and B3, but the time measurement may be performed over more than two block sections. be. For example, this is a case where the own train 11A is located in the block section B3 instead of the block section B2 at time t13, like the own train 11A indicated by the broken line in FIG.

In this case, when the own train 11A passes through the block section B2, the process proceeds from step S301 in FIG. The attention indication is memorized. After that, when the display information is acquired in step S304, the data in the first memory and the second memory both become a stopped display. As a result, the processes of step S301→step S304→step S305→step S301 are repeated until time t13 when the preceding train 11B passes through the block section B4 and the wayside signal 124C changes to a caution display.

At time t13 in FIG. 5, when the preceding train 11B moves from block section B4 to block section B5, the process proceeds from step S305 to step S306 to step S307, and time measurement by the measuring unit 101 ends. That is, time measurement by the measurement unit 101 is performed across three block sections from block section B1 to block section B3, and a measured time (t13-t11) is obtained.

Furthermore, although some specific modifications (alternatives) are listed below, the present invention may further combine these modifications. For example, a signal given by a staff member may be used instead of a ground signal. In addition, the on-board control device learns the optimal driving pattern for reducing the shortening of driving intervals and reducing the increase in delays in driving when delays occur based on past driving results by season, day of the week, time of day, and driving section, and stores it in a database. However, if conditions such as date and time and average speed prediction of preceding trains match, the optimal driving pattern may be selected from the prediction range based on the learned results.

According to the embodiments and modifications of the present invention described above, the following effects are achieved.

(C1) As shown in FIGS. 1 to 8, etc., the train control system 10 is a train control system 10 that is installed on a train 11 moving on a predetermined route (track 121) and controls the train 11. A position acquisition unit 112 that acquires the on-track position of the train 11, and stores a plurality of driving patterns, a relationship between the signal display of a wayside signal and a speed limit, a plurality of wayside signals 124 on the track 121, and a plurality of block sections. A camera 110 that photographs ground signals in the block section at the track location and outputs current information, and a travel permission position 123 and a travel permission position 123 based on the speed limit corresponding to the current information. an on-board control unit 100 that calculates a travelable route 120 that allows the train to travel, and controls the travel of the train 11 based on the travel permission position 123 and the travelable route 120; A measurement unit 101 that measures a time interval (measured time) from the time of change to the time when the presentation of the presentation information changes again when the presentation of the presentation information changes to a presentation other than progress; A search unit 103 searches the database 111 for the block section in which the preceding train is located based on current information at the time of the train. and a calculation unit 102 that predicts the average speed of the train 11, and controls the running of the train 11 based on the average speed predicted by the calculation unit 102.

In this way, the average speed of the preceding train is predicted from the time from when the current information changes until the current state of the current information changes again and from the block section where the preceding train is located. Therefore, based on the predicted average speed of the preceding train 11B, for example, it is possible to control the running of the own train 11A so that the driving interval between the own train 11A and the preceding train 11B does not become short.

(C2) In (C1) above, as shown in FIGS. 1 to 8, the onboard control unit 100 determines the driving interval between the preceding train and the preceding train based on the predicted average speed from a plurality of driving patterns stored in the database 111. A driving pattern that can reduce shortening is selected, and the driving pattern of the own train 11A is changed to the selected driving pattern (steps S303, S311). As a result, it is possible to prevent the train 11A from shortening the driving interval, which would cause the own train 11A to get too close to the preceding train 11B.

(C3) In (C1) above, as shown in FIGS. 5 to 8, the onboard control unit 100 determines whether the preceding train Predict the average speed of 11B. For example, in the own train 11A shown in FIG. 5, the measurement unit 101 starts timing at time t12 when it enters block section B2, and starts timing at time t13 while the train is in the same block section B2 based on a change in the state of the wayside signal 124B. finish. Then, the calculation unit 102 calculates the average speed of the preceding train 11B from the obtained measurement time and the distance of the block section B4 in which the preceding train 11B traveled.

(C4) In (C1) above, as shown in FIGS. The on-board control unit 100 determines whether or not the signal is a ground signal whose signal appearance always changes, and if it is determined that the signal appearance is a ground signal whose signal appearance always changes, it restarts the measurement operation by the measurement unit 101 from the beginning. If changes in the appearance of a signal such as an in-house signal are used as timing start and end conditions for predicting the average speed of the preceding train, incorrect judgments will be made. Therefore, as in steps S205 and S306, be sure to If it is determined that it is a ground signal that changes, the control is terminated, and the control is restarted to start the measurement operation from the beginning.

(C5) In (C1) above, as shown in FIGS. -t11) and (t13-t12), add the two measurement times (t12-t11) and (t13-t12) obtained in the two consecutive block sections B2 and B3, The calculation unit 102 predicts the average speed of the preceding train 11B based on the addition result. In this way, by adding the two measurement times obtained in the two consecutive block sections B2 and B3, the average speed of the preceding train 11B can be predicted with higher accuracy.

(C6) In (C1) above, as shown in FIGS. 1, 6, 7, 11, etc., the onboard control unit 100 excludes changes in the display information of the display information before and after the own train 11A passes through the block section. Then, the measurement unit 101 measures the time interval until the change in appearance. In modification 2, by adopting the processes from step S301 to step S305 in FIG. 11, for example, the change in appearance before and after time t12 in FIGS. 5 and 6 is not recognized as a change in appearance, and the change in appearance is The time measurement is performed after being excluded from the Thereby, the time measurement by the measurement unit 101 is performed over a plurality of block sections, and more accurate time measurement can be performed.

(C7) In (C2) above, as shown in FIGS. 1, 6 to 8, etc., the onboard control unit 100 calculates the average speed predicted by the calculation unit 102 while the own train 11A is moving on the route. The fastest average speed is selected, and based on the selected fastest average speed, a driving pattern that can reduce the shortening of the driving interval with the preceding train 11B is selected. By selecting the predicted average speed value for the highest speed condition from the predictable range, it is possible to prevent delays caused by changing the driving pattern due to incorrect determination due to variations in prediction accuracy.

(C8) As shown in Figures 1 to 8, etc., there is a method of controlling a train moving on a predetermined route, in which the display information of the aboveground signal of the block section in which the own train 11A is located is other than progress. When the display changes, the time interval from the time of the change until the display of the display information changes again (from step S204 to step S307), and based on the display information at the time of measurement, The block section where the preceding train 11B is located is searched from the database 111 that stores a plurality of block sections on the route, and the average speed of the preceding train 11B is predicted based on the time interval and the searched block section (step S310), and the running of the own train 11A is controlled based on the predicted average speed (step S311).
As a result, based on the predicted average speed of the preceding train 11B, it becomes possible to control the traveling of the own train 11A so that the driving interval between the own train 11A and the preceding train 11B does not become short, for example.

The embodiments and various modifications described above are merely examples, and the present invention is not limited to these contents as long as the characteristics of the invention are not impaired. Various changes and modifications can be made by those skilled in the art within the scope of the technical idea disclosed in the present invention, and various modifications are included. Further, the embodiments described above are examples given to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Furthermore, it is possible to add, delete, or replace some of the configurations of the embodiments described above with other configurations.

DESCRIPTION OF SYMBOLS 10... Train control system, 11... Train, 11A... Own train, 11B... Preceding train, 100... Onboard control section, 101... Measurement section, 102... Calculation section, 103... Search section, 110... Camera, 111... Database, 112... Position acquisition unit, 120, 120A, 120B... Drivable route, 121... Railroad, 122... Arrival station, 123, 123A, 123B... Driving permitted position, 124, 124A to 124E... Ground signal, 125, 125A, 125B... Speed limit, 126, 126A, 126B...Travel trajectory, B1-B5...Block section

Claims (8)

1. A train control system installed on a train moving on a predetermined route to control the train,
   a position acquisition unit that acquires the on-track position of the train;
   a database that stores a plurality of driving patterns, a relationship between a signal display of a ground signal and a speed limit, a plurality of ground signals and a plurality of block sections on the route;
   a camera that photographs a ground signal in a block section of the line location and outputs current information;
   Based on the speed limit corresponding to the current information, a travel permitted position and a travelable route that allows traveling to the travel permitted position are calculated, and the train is moved based on the travel permitted position and the travelable route. an on-vehicle control unit that controls the running of the vehicle;
   The on-board control section includes:
   a measuring unit that measures a time interval from the time of the change until the display of the display information changes again when the display of the display information changes to a display other than progress;
   a search unit that searches the database for a block section in which a preceding train is located based on the current information at the time of the measurement;
   a prediction unit that predicts the average speed of the preceding train based on the time interval and the block section searched by the search unit,
   A train control system that controls running of the train based on the average speed predicted by the prediction unit.
2. The train control system according to claim 1,
   The on-board control section includes:
   From the plurality of driving patterns stored in the database, selecting a driving pattern that can reduce the shortening of the driving interval with the preceding train based on the average speed,
   A train control system that changes a driving pattern of the train to a selected driving pattern.
3. The train control system according to claim 1,
   The on-board control section includes:
   A train control system that predicts the average speed based on the time interval measured while the train is traveling within a block section in which the train is located.
4. The train control system according to claim 1,
   The on-board control section includes:
   further comprising a determination unit that determines, based on the database, whether the ground signal photographed by the camera is a ground signal whose signal appearance always changes when entering a block section;
   In the train control system, the on-board control unit restarts the measurement operation by the measurement unit from the beginning when the determination unit determines that the signal is a ground signal in which the signal appearance always changes.
5. The train control system according to claim 1,
   When continuity is recognized in the plurality of time intervals measured for each of two or more consecutive block sections, the on-board control unit may be configured to further comprising an adder that adds and outputs the time intervals;
   The train control system wherein the prediction unit predicts the average speed based on the output of the addition unit.
6. The train control system according to claim 1,
   The on-board control section includes:
   A train control system that causes the measurement unit to measure the time interval while excluding changes in the display information of the display information before and after the train passes through a block section.
7. The train control system according to claim 2,
   The on-board control section includes:
   selecting the fastest average speed from the plurality of average speeds predicted by the prediction unit while the train is moving on the route;
   A train control system that selects a driving pattern that can reduce the shortening of a driving interval with the preceding train based on the selected fastest average speed.
8. A train control method for a train moving on a predetermined route, the method comprising:
   When the display of the display information of the above ground signal in the block section where the train is located changes to a display other than progress, measure the time interval from the time of the change until the display of the display information changes again. death,
   Searching for a block section where the preceding train is located from a database storing a plurality of block sections on the route based on the current information at the time of the measurement,
   predicting the average speed of the preceding train based on the time interval and the searched block section;
   A train control method that controls running of the train based on the predicted average speed.

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