Train control system

Abstract

To provide a train control system that determines an acceleration start time and controls the speed so that a train can pass through a railroad crossing at the maximum permissible speed.SOLUTION: One of train control systems of the present invention is a train control system for controlling a train running on a track having a railroad crossing, and it comprises: an operation communication unit that receives information on the scheduled time of alarm, which is the time at which the alarm of the railroad crossing is scheduled to start; and a planning unit that calculates the scheduled time of passage of the railroad crossing to be passed, on the basis of the scheduled time of alarm. If the present speed and the present position of the train, the remaining time, which is the difference between the present time and the scheduled time of passage, and the remaining distance, which is the distance between the present position and the railroad crossing to be passed, satisfy a predetermined relationship, the planning unit determines an acceleration start time, which is the time at which the train starts accelerating, and if the predetermined relationship is not satisfied, it instructs the train to decelerate.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a train control system. [Background technology]

[0002] In the railway field, there is a control method based on the train position in controlling railroad crossings. That is, a railroad crossing warning is started when the train passes a predetermined position regardless of the train's speed. In contrast, there is a control method that ensures the railroad crossing warning time required for safety by considering the train's speed and vehicle performance. For example, Patent Document 1 discloses a train control system that determines the railroad crossing passing time by considering the scheduled warning start time and the required warning time for a given railroad crossing, and controls the train's speed so that the train can pass the railroad crossing at the railroad crossing passing time without unnecessary deceleration. In this system, the scheduled warning start time for starting the railroad crossing warning is received, and the time that is calculated by adding the required warning time to the scheduled warning start time is calculated as the passing time of the railroad crossing. The upper limit speed Va at which the train can pass the railroad crossing at the calculated passing time is calculated, and the train's speed is controlled according to the calculated upper limit speed Va.

[0003] Patent Document 2 discloses a train control system that, when the required warning time is insufficient, decelerates early to ensure the warning time and pass through the railroad crossing at a high speed. Here, an acceleration pattern is created to reach the railroad crossing at a planned speed Vm, which is assumed as the speed at which the railroad crossing will be passed, and the time Ta(vi) from each speed Vi on the acceleration pattern to reach the railroad crossing and the distance L1(vi) to the railroad crossing are calculated for each speed. The speed of the train is controlled so that it reaches the acceleration pattern at speed V while satisfying the condition that the remaining warning time required for the current speed V of the train is ≦Ta(v), and after reaching the acceleration pattern, it accelerates according to the acceleration pattern to pass through the railroad crossing at the planned speed Vm. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-196369 A [Patent Document 2] Patent No. 7045287 Summary of the Invention [Problem to be solved by the invention]

[0005] If train passage through a railroad crossing is controlled solely based on the train's position, then there is a problem that if a delay occurs due to an accident or other reason, the train's speed will slow down more than expected, taking the train longer than expected to reach the railroad crossing, and lengthening the railroad crossing warning period.

[0006] In addition, when the upper limit speed until the train reaches the crossing is calculated taking into account the train's speed and train performance, the train travels according to the calculated upper limit speed, and the train reaches the crossing at the crossing passing time, so it is possible to ensure the necessary warning time from the start of the warning. However, in the method disclosed in Patent Document 1, the calculated upper limit speed is lower than the maximum allowable speed, so that it takes longer for the train to pass the crossing, which results in a problem of prolonging the crossing warning time. In addition, the method disclosed in Patent Document 1 also has the problem of requiring high calculation load processing, such as solving a quadratic equation or approximating by repeated calculations, to calculate the upper limit speed.

[0007] On the other hand, there is a method disclosed in Patent Document 2 as a method for maximizing the speed at which a vehicle approaches a railroad crossing. The method disclosed in Patent Document 2 assumes only acceleration immediately before entering the railroad crossing, so even if the required warning time can be secured by accelerating faster in advance, such acceleration control is not performed. This poses the problem that it may result in a delay in the railroad crossing warning time.

[0008] Therefore, an object of the present invention is to provide a train control system that determines the acceleration start time and controls speed so that the train can pass through a railroad crossing at the maximum allowable speed. [Means for solving the problem]

[0009] In order to solve the above problems, one train control system of the present invention is a train control system that controls a train running on a track having a railroad crossing, and includes an operation communication unit that receives information on a scheduled alarm time, which is the time when an alarm for the railroad crossing is scheduled to begin, and a planning unit that calculates the scheduled passage time of a railroad crossing that the train is scheduled to pass through based on the scheduled alarm time, and the planning unit determines an acceleration start time, which is the time when the train will start accelerating, if the current speed of the train, the current position, the remaining time, which is the difference between the current time and the scheduled passage time, and the remaining distance, which is the distance between the current position and the railroad crossing that the train is scheduled to pass through, satisfy a specified relationship, and instructs the train to decelerate if the specified relationship is not satisfied. Effect of the Invention

[0010] According to the present invention, it is possible to perform speed control by determining the acceleration start time so that the vehicle can pass through a railroad crossing at the maximum allowable speed. Problems, configurations and effects other than those described above will become apparent from the following description of the preferred embodiment of the invention. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram showing the configuration of a train control system. [Diagram 2] FIG. 2 shows an acceleration control table including information related to acceleration control and a railroad crossing information table including information related to railroad crossings, both held in the storage unit. [Diagram 3] FIG. 3 is a diagram showing an example of the speed of a train accelerated using the train control system in the first embodiment of the present invention. [Figure 4] FIG. 4 is a diagram showing the state of the boundary when (Equation 2) is satisfied. [Diagram 5] FIG. 5 is a diagram showing a case where an acceleration distance cannot be ensured between the current position and the railroad crossing. [Figure 6] FIG. 6 is a diagram showing a flowchart of the acceleration / deceleration control process performed by the acceleration / deceleration control device. [Figure 7]FIG. 7 is a diagram showing an example of the speed of a train accelerated using the train control system in the second embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] "Scheduled alarm time" means the time when the crossing alarm is scheduled to begin. "Track" means the road along which trains travel and includes railways and tracks. The "warning time" is the time from when the warning starts until the train or the like arrives at the crossing. This time is set for each crossing based on conditions such as the size of the crossing.

[0014] [Example 1] The configuration of a train control system in a first embodiment of the present invention will be described with reference to Figures 1 and 2. Figure 1 is a diagram showing the configuration of a train control system 100. Figure 2 is a diagram showing an acceleration control table 201 including information related to acceleration control stored in a storage unit, and a railroad crossing information table 202 including information related to railroad crossings.

[0015] (System Configuration) As shown in FIG. 1, the train control system 100 includes an acceleration / deceleration control device 101, a traffic management device 107, and a train control device 108. The train control system 100 controls a train that runs on a track having a railroad crossing. For example, the acceleration / deceleration control device 101 and the train control device 108 are installed on the train, and the traffic management device 107 is installed outside the train. The traffic management device 107 manages the operation status of the train within the management section. The traffic management device 107 sends information about the train's operation to the acceleration / deceleration control device 101. In the first embodiment, the traffic management device 107 sends information about the scheduled alarm time, which is the scheduled time when a railroad crossing alarm is to be started. The scheduled alarm time can be set to, for example, the time when the train passes a railroad crossing controller when traveling according to a run curve. The acceleration / deceleration control device 101 is a device that controls the acceleration of the train. The train control device 108 controls the operation of the train, such as acceleration and deceleration, based on the output signal of the acceleration / deceleration control device 101.

[0016] The acceleration / deceleration control device 101 includes a storage unit 102, an information acquisition unit 103, a planning unit 104, an operation information communication unit 105, and a control information communication unit 106. The operation information communication unit 105 receives information on operation management including the scheduled time of alarm transmission transmitted from the operation management device 107. The operation information communication unit 105 transmits the information on the scheduled time of alarm transmission to the planning unit 104. The storage unit 102 stores a railroad crossing information table related to the railroad crossing including the position of the railroad crossing on the train track, the warning time set for each railroad crossing, and the maximum speed Vm allowed at the railroad crossing. The storage unit 102 also holds an acceleration control table of the acceleration time Ta and acceleration distance La required to accelerate from the current speed, which is the speed at the present time, to the railroad crossing passing speed at which the railroad crossing to be passed is to be passed. The information acquisition unit 103 extracts necessary information from the storage unit 102 in response to a request from the planning unit 104. The planning unit 104 calculates the time and distance required to reach the railroad crossing passing speed.

[0017] FIG. 2 is a diagram showing an acceleration control table 201 including information related to acceleration control held by the storage unit 102, and a railroad crossing information table 202 including information related to railroad crossings. The acceleration control table 201 has information indicating the relationship between the current speed Vc, the acceleration time Ta, and the acceleration distance La. For example, a train with a current speed Vc reaches a predetermined speed when accelerated according to the acceleration time Ta and acceleration distance La indicated by the acceleration control table 201. The acceleration time Ta and acceleration distance La are calculated using the acceleration of the train. Here, Vc is shown in increments of 5, but the increment width of Vc may be determined according to the accuracy of Ta and La required when calculating Tc. If it is desired to increase the accuracy of Tc in order to calculate the time to reach the railroad crossing with high accuracy, the increment width of Vc may be made fine, and if rough acceleration accuracy is not a problem, the increment width of Vc may be made coarse. If the current speed Vc is between the increment widths, a value of an increment speed higher than the current speed may be used, or a method such as linear interpolation may be used for interpolation. When taking into account the effect of gradient on acceleration, Ta and La can be calculated assuming the steepest downward gradient among the gradients before the railroad crossing.

[0018] In the first embodiment, the predetermined speed is the railroad crossing speed, which is the maximum speed Vm permitted when passing through the railroad crossing. Although only one acceleration control table 201 is shown here, it is also possible to provide a table for each maximum speed Vm. It is also possible to provide a table for each condition based on track conditions such as the curvature and gradient of the travel section. The contents of the table may also be updated according to the maximum speed Vm of the railroad crossing to be passed and the operation status of the train.

[0019] The railroad crossing information table 202 has information indicating the position of the railroad crossing on the track, the warning time, and the maximum speed Vm. The position of the railroad crossing on the track can be specified, for example, by the distance along the line, but the first embodiment is not limited to this. It can also be specified by the distance traveled from the departure station to the railroad crossing in a section between the departure station and the arrival station. The warning time is the time from the start of the warning to the arrival of the train at the railroad crossing in question. It is set according to the shape of the railroad crossing, and is set to 35 seconds in one example. The maximum speed Vm can also be said to be the upper limit of the speed at which a train can pass through the railroad crossing in question.

[0020] Note that the acceleration control table 201 and the railroad crossing information table 202 are merely examples, and are not limited to these. It is also possible to include information other than that shown here. Furthermore, the storage unit 102 can hold other information in addition to the acceleration control table 201 and the railroad crossing information table 202.

[0021] (System Operation) Fig. 3 is a diagram showing an example of the speed of a train accelerated using the train control system in the first embodiment of the present invention. In Fig. 3, the vertical axis indicates the speed of the train 301, and the horizontal axis indicates the position or time to the crossing 302. In this example, the train 301 is at a current position x0 and a current time T0, and the train control system is used. The diagram shows how the speed of the train 301 changes from the current position x0 to the position x3 of the crossing 302 when the train 301 is at the current position x0 and at the current time T0. As shown in Fig. 3, the train 301 moves at a constant speed at the current speed Vc for a distance Lc and a time Tc, then accelerates for a distance La and a time Ta, reaches a maximum speed Vm at which the train 301 can pass the crossing 302, and travels for a distance Lm and a time Lm (note that Lc is also referred to as a constant speed movement distance, and Tc is also referred to as a constant speed movement time). In other words, if the current speed Vc of the train 301, the current position x0, the remaining time which is the difference between the current time To and the scheduled passing time described later, and the remaining distance which is the distance between the current position x0 and the railroad crossing which the train is scheduled to pass through satisfy a predetermined relationship, the planning unit 104 determines the acceleration start time which is the time when the train 301 starts accelerating, and if the predetermined relationship is not satisfied, the planning unit 104 instructs the train 301 to decelerate. More specifically, the planning unit 104 calculates the acceleration start time on the condition that the train runs at the current speed Vc until the acceleration start time as described later, accelerates from the acceleration start time until it reaches the railroad crossing passing speed, and enters the railroad crossing at the railroad crossing passing speed. The derivation of such a speed change will be described.

[0022] The planning unit 104 acquires the location of the crossing through which the train 301 is scheduled to pass and the warning time for the crossing. Here, the location of the crossing through which the train 301 is scheduled to pass can be extracted, for example, by acquiring the current location x0 of the train 301 and based on the current location and the crossing information table 202 in the storage unit 102. The current location of the train 301 can be acquired using a method using a track circuit or a normal technique such as an axle counter or GPS.

[0023] The planning unit 104 also calculates a scheduled passage time, which is the time to start passing through the railroad crossing, by adding the warning time to the scheduled issuance time. The planning unit 104 calculates the difference between the scheduled passage time and the current time T0 as the remaining time T to the railroad crossing. Furthermore, the planning unit 104 calculates the difference between the position of the railroad crossing and the current position of the train 301 as the remaining distance L to the railroad crossing.

[0024] The planner 104 refers to the acceleration control table 201 via the information acquirer 103, and extracts the acceleration distance La and acceleration time Ta corresponding to the current speed Vc. Here, if it is assumed that the train moves at a constant speed except during the acceleration period, the following relationship (Equation 1) holds.

[0025]

number

[0026] By rearranging (Equation 1), the following (Equation 2) is derived.

[0027]

number

[0028] The planner 104 can calculate the uniform motion time Tc using Equation 2. Here, the uniform motion time Tc is the time for which uniform motion can be continued at the current speed Vc, and is also the time required from the current time T0 until acceleration starts. The planner 104 calculates the acceleration start time by adding the uniform motion time Tc to the current time T0. Acceleration of the train 301 starts at the acceleration start time, thereby enabling the train 301 to travel according to the speed curve shown in FIG. 1.

[0029] The planning department 104 transmits the calculated information on the acceleration start time, acceleration time Ta, and acceleration distance La to the train control device 108 via the control information communication unit 106. When the acceleration start time has elapsed, the train control device 108 starts acceleration control based on the acceleration distance La and acceleration time Ta. When the speed of the train 301 reaches the maximum speed Vm, the train control device 108 performs a constant-speed motion at the maximum speed Vm. The train 301 enters the level crossing 302 at the maximum speed Vm.

[0030] (Conditions for speed change) Next, the conditions for which (Equation 2) holds are derived. (Equation 2) does not necessarily hold for any train position, train speed Vc, remaining distance L, and remaining time T. For example, it is assumed that the remaining time T is long and when moving at a constant speed with the current speed Vc, the train enters the level crossing 302 before the remaining time T elapses. Even if the constant-speed motion time Tc is calculated using (Equation 2) under such conditions, the speed curve shown in FIG. 1 cannot be realized.

[0031] (Equation 2) is an equation that holds on the premise that the train can accelerate to the maximum speed Vm before reaching the level crossing 302. Here, FIG. 4 is a diagram showing the boundary state when (Equation 2) holds. Here, the train 301 is at the current position x0a and the current time T0, and the state of the speed change of the train 301 until it reaches the position x2a of the level crossing 302 when using the train control system is shown. The train 301 accelerates from the position x1a and reaches the maximum speed Vm at the position x2a of the level crossing 302. In FIG. 4, the case where the level crossing 302 is reached after passing the acceleration distance La, that is, the case where Lc + La = L, is shown. On the other hand, if Lc + La > L, it is a state where the necessary acceleration distance La cannot be secured before reaching the level crossing 302. Therefore, the condition for (Equation 2) to hold is the case where Lc + La < L. Here, Lc = Vc × Tc, and using the relationship Tc = T - Ta shown in FIG. 4, the following (Equation 3) can be derived.

Equation

[0032] When the planning unit 104 refers to the acceleration control table 201, it checks whether the condition in (Equation 2) is satisfied. If it is satisfied, it calculates the constant-speed motion time Tc using (Equation 3). If it is not satisfied, the planning unit 104 determines that the current speed Vc is high and instructs the train control device 108 to decelerate the train via the control information communication unit 106. At this time, a predetermined deceleration can be used. After the train decelerates, it is checked whether (Equation 3) is satisfied in the next calculation cycle. That is, the planning unit 104 instructs the train to decelerate until the above (Equation 3) is satisfied.

[0033] Furthermore, other cases where (Equation 2) is not satisfied are shown. FIG. 5 is a diagram showing a case where the acceleration distance La cannot be secured between the current position x0 and the level crossing 302. Here, the train 301 is at the current position x0b and the current time T0, and the state of the speed change of the train 301 until it reaches the position x2b of the level crossing 302 when using the train control system is shown. The train 301 could not reach the maximum speed Vm at the position x2b of the level crossing 302 unless it started accelerating from a position x1b that is farther from the level crossing 302 than the position x0b. As shown in FIG. 5, even when starting to accelerate from the current position x0b and not being able to reach the maximum speed Vm by the time it reaches the position of the level crossing 302, (Equation 2) is not satisfied. Whether the state of FIG. 5 is present can be determined by comparing L with La corresponding to the current speed Vc in the acceleration control table 201. If L < La, it is in the state of FIG. 5 and it can be determined that (Equation 2) is not satisfied.

[0034] In FIG. 5, the planning unit 104 can also perform acceleration control corresponding to the current speed Vc, but in order to pass the railroad crossing 302 as quickly as possible, it is desirable for the train 301 to accelerate as much as possible. In this case, the planning unit 104 refers to the speed at which the acceleration distance La on the acceleration control table 201 is equal to or greater than the remaining distance L, and sets the acceleration time Ta on the acceleration control table 201 at that time as the candidate acceleration time Ta1. For example, in the acceleration control table 201 of FIG. 2, when L=300, the candidate acceleration time Ta1=27 seconds. When the candidate acceleration time Ta1≦the remaining time T, the planning unit 104 determines that the time required for acceleration remains and therefore acceleration is possible, and instructs the train control device 108 to accelerate the train via the control information communication unit 106. When Ta1>T, the planning unit 104 instructs the train control device 108 to decelerate via the control information communication unit 106.

[0035] The above processing of the acceleration / deceleration control device 101 is premised on the assumption that the delay in the information on the scheduled time of issuance received from the traffic management device 107 is equal to or less than a predetermined value. After receiving the scheduled time of issuance, the above processing of the acceleration / deceleration control device 101 makes it possible to perform control such as determining the acceleration start time and issuing a deceleration instruction, but control cannot be performed if the information has not been received. If the train reaches the crossing without being able to perform control, there is a possibility that the required warning time cannot be secured, and in that case, the acceleration / deceleration control device 101 must instruct the train to decelerate. Specifically, the planning unit 104 calculates the deceleration β of the train 301 that satisfies the following (Equation 4) for the remaining distance L to the approaching crossing 302, and instructs the train control device 108 to decelerate via the control information communication unit 106.

[0036]

number

[0037] By configuring the acceleration / deceleration control device 101 as described above, it is possible to ensure a predetermined warning time and maintain safety, while reaching the crossing at the highest possible speed at an appropriate timing that matches the received scheduled warning time. This makes it possible to prevent the time it takes for the train 301 to pass the crossing 302 from becoming longer, and to prevent an increase in the crossing warning time, which is the time during which the warning is initiated and the crossing is closed.

[0038] The acceleration / deceleration control device 101 may be installed on the ground or on the train. When installed on the ground, the control information communication unit 106 may communicate with the train control device 108 wirelessly.

[0039] (Operation flow chart) 6 is a diagram showing a flowchart of the acceleration / deceleration control process performed by the acceleration / deceleration control device 101. The acceleration / deceleration control device 101 periodically executes the flow shown in FIG.

[0040] Step 601: The operation information communication unit 105 receives information on the scheduled time of report generation from the operation management device 107. If the information on the scheduled time of report generation has not yet been received, the operation information communication unit 105 sets a non-reception flag indicating that the information has not yet been received.

[0041] Step 602: The planning unit 104 refers to the railroad crossing information table 202 in the storage unit 102 based on the current position of the train 301 via the information acquisition unit 103. The information acquisition unit 103 identifies the position of the railroad crossing 302 that the train is scheduled to pass through, and acquires railroad crossing information including the required warning time and the maximum allowable speed Vm at the railroad crossing 302.

[0042] Step 603: The planning unit 104 calculates the scheduled passage time of the railroad crossing that the train is scheduled to pass through, based on the railroad crossing information and the scheduled alert time. The planning unit 104 adds the warning time acquired in step 602 to the scheduled alert time received in step 601 to calculate the scheduled passage time, which is the time when the train is scheduled to pass through the railroad crossing. If the information on the scheduled alert time has not been received, the planning unit 104 cannot calculate the scheduled passage time, and leaves it unknown.

[0043] Step 604: The planner 104 refers to the acceleration control table 201 in the memory 102 based on the current speed Vc of the train 301 via the information acquirer 103. The planner 104 acquires the acceleration time Ta and acceleration distance La corresponding to the current speed Vc based on the acceleration control table 201.

[0044] Step 605: The planning unit 104 calculates the remaining distance L, which is the distance between the current position of the train 301 and the position of the railroad crossing 302 that the train is scheduled to pass, which was acquired in step 602. The planning unit 104 also calculates the remaining time T, which is the difference between the current time and the scheduled passage time calculated in step 603. If the scheduled time of issuance has not been received, the planning unit 104 cannot calculate the remaining time, and leaves it unknown.

[0045] Step 606: The planning unit 104 checks the reception status of the scheduled report time by referring to the unreceived flag of the operation information communication unit 105. If the unreceived flag is set and the scheduled report time has not been received (Yes in step S606), the process proceeds to step 614, and if the unreceived flag is not set and the scheduled report time has been received (No in step S606), the process proceeds to step 607.

[0046] Step 607: The planning unit 104 compares the remaining distance L with La to determine whether a distance required for accelerating to the maximum speed Vm remains. If La is smaller than L (Yes in step 607), the process proceeds to step 608. If La is larger than L (No in step 607), the process proceeds to step 611.

[0047] (When the distance required to accelerate to the maximum speed Vm is secured) Step 608: The planning unit 104 determines whether a predetermined condition is satisfied in order to determine whether deceleration is necessary. The predetermined condition is determined by (Equation 3), that is, Vc(T - Ta) + La < L. In other words, it is also possible to say that the predetermined condition is that the sum of the distance traveled at the current speed Vc until the acceleration start time and the distance from the current speed Vc to reach the level crossing passing speed is smaller than the remaining distance. When (Equation 3) is satisfied (Yes in step 608), deceleration is not necessary and it is possible to calculate the time Tc for traveling at the current speed Vc, and the process proceeds to step 609. When (Equation 3) is not satisfied (No in step 608), deceleration is necessary and the process proceeds to step 610.

[0048] Step 609: The planning unit 104 calculates the constant-speed motion time Tc, which is the time for continuing the constant-speed motion in the state of the current speed Vc, using (Equation 2), and calculates the time obtained by adding the constant-speed motion time Tc to the current time T0 as the acceleration start time. The planning unit 104 transmits the calculated acceleration start time to the train control device 108 via the on-vehicle communication unit 206, and instructs acceleration based on the acceleration start time, the acceleration time Ta, and the acceleration distance La.

[0049] Step 610: When the planning unit 104 determines that the predetermined condition is not satisfied, that is, when it determines that (Equation 3) is not satisfied, it determines that the current speed Vc is high, and instructs the train control device 108 to decelerate the train via the control information communication unit 106. At this time, it is possible to use a predetermined deceleration. Then, the process returns to step 604 again, and the acceleration / deceleration control operation is repeated.

[0050] (When the distance for accelerating to the maximum speed Vm cannot be secured) Step 611: The train cannot pass the level crossing at the maximum speed Vm, but it is desirable to accelerate and pass the level crossing as much as possible. In order to accelerate the train as much as possible, the planning unit 104 acquires the candidate acceleration time Ta1 from the acceleration control table 201. The remaining distance L is compared with La on the acceleration control table 201, and Ta when La is equal to or greater than L is acquired as the candidate acceleration time Ta1.

[0051] Step 612: The planner 104 compares the candidate acceleration time Ta1 acquired in step 611 with the remaining time T. If Ta1 is smaller than T (Yes in step 612), acceleration is possible, and the process proceeds to step 613 to accelerate. If Ta1 is larger than T (No in step 612), the remaining time is insufficient to perform acceleration control in the acceleration control table 201 corresponding to the candidate acceleration time Ta1, and therefore deceleration control is performed, and the process proceeds to step 610.

[0052] Step 613: The planner 104 instructs the train control device 108 via the control information communication unit 106 to perform acceleration corresponding to Ta1 in the acceleration control table 201 .

[0053] Step 614: If the scheduled time of issuance has not been received, the planning unit 104 outputs a control command to decelerate so as to stop before the railroad crossing. That is, since it is necessary to stop the train before the railroad crossing, the planning unit 104 judges whether (Equation 4) is satisfied for the remaining distance L, the deceleration β, and the current speed Vc, and if it is satisfied (Yes in step 614), deceleration is necessary, so the process proceeds to step 615. If it is not satisfied (No in step 614), no control is necessary, so the process returns to step 601 to confirm receipt of information on the scheduled time of issuance.

[0054] Step 615: The planner 104 instructs the train control device 108 via the control information communication unit 106 to decelerate at a deceleration rate β, and returns to step 601 to confirm receipt of information on the scheduled time of issuance of the alarm.

[0055] The acceleration / deceleration control shown in FIG. 6 is performed periodically until the train arrives at the next station.

[0056] (Action and effect) The above process determines whether deceleration is necessary or possible depending on the current state of the train, and calculates the acceleration start time, allowing the train to reach the crossing at the highest possible speed while ensuring the required warning time and maintaining safety. This prevents the time it takes for the train to pass the crossing from becoming longer, and makes it possible to prevent an increase in the crossing warning time. Furthermore, the planning unit 104 can select acceleration control that matches the current speed from the acceleration control table 201 and instruct the train control. Since the motion can be selected without performing complex calculations, it becomes possible to control the train motion without imposing a calculation load. In this way, according to the present invention, it is possible to determine the acceleration start time and perform speed control so that the vehicle can pass through the railroad crossing at the maximum allowable speed.

[0057] [Example 2] In the second embodiment, a control that consumes less energy compared to the first embodiment will be described. In the first embodiment, deceleration is performed until (Equation 3) is satisfied, but since the deceleration is followed by acceleration, the energy consumption increases. Therefore, in the second embodiment, when (Equation 3) is not satisfied, the speed at which the train reaches the crossing is set to a speed lower than the maximum speed Vm, and the train approaches the crossing without deceleration. In other words, the planning unit 104 reduces the crossing speed when the sum of the distance traveled at the current speed Vc until the acceleration start time and the distance traveled from the current speed Vc to the crossing speed by accelerating exceeds the remaining distance L. This state is shown in FIG. 7. FIG. 7 is a diagram showing an example of the speed of the train accelerated using the train control system in the second embodiment of the present invention. In this embodiment, the configuration of the acceleration / deceleration control device 101 is the same as in the first embodiment, and the processing of the planning unit 104 is changed. Specifically, the processing of steps 608 and 609 in the first embodiment is changed as follows.

[0058] Figure 7 illustrates a state where (Equation 3) does not hold, in which the speed at the time of reaching the crossing is reduced from the maximum speed Vm to the final speed Vr, so that the vehicle reaches the crossing without decelerating by traveling the remaining distance L in the remaining time T. The distance and time required to accelerate from the current speed Vc to the final speed Vr are denoted by Lr and Tr, respectively.

[0059] When (Equation 3) holds, the process is the same as in the first embodiment, so a description of the process in that case will be omitted.

[0060] If (Equation 3) does not hold, deceleration is necessary if the vehicle is to travel at the current speed Vc for T seconds and cross the railroad crossing. The planning unit 104 calculates the final speed Vr, which is smaller than the maximum speed Vm, and the quasi-acceleration distance Lr, which is the acceleration distance required to accelerate from the current speed Vc to the final speed Vr, based on the acceleration control table 201. The acceleration control table 201 is a table of the acceleration time Ta and acceleration distance La determined based on the difference between Vc and Vm. Therefore, the time Tr and distance Lr required to accelerate from the current speed Vc to the final speed Vr can be calculated by adding the speed by which the maximum speed Vm is reduced to the final speed Vr to the current speed Vc and referring to the acceleration control table 201. Specifically, for example, if the current speed Vc is 5 and the speed reduced by 5 from the maximum speed Vm is set as the final speed Vr, the acceleration time Ta and acceleration distance La when the current speed Vc is 10 can be set as the quasi-acceleration time Tr and quasi-acceleration distance Lr, respectively, by adding 5 to the current speed Vc. The calculated quasi-acceleration time Tr and quasi-acceleration distance Lr are subjected to a determination similar to that of (Equation 4). That is, it is determined whether the following equation is satisfied.

[0061]

number

[0062] If (Equation 5) is satisfied, it is possible to accelerate to the target speed Vr and reach the railroad crossing, so the uniform motion time Tc is calculated. The uniform motion time Tc is the time it takes to travel the remaining distance L minus Lr at a speed Vc, so it can be calculated using the following equation.

[0063]

number

[0064] If (Equation 5) does not hold, the reaching speed Vr is further decreased and the quasi-acceleration time Tr and the quasi-acceleration distance Lr are updated. In other words, the reaching speed Vr is decreased until (Equation 5) holds. The amount of decrease in the reaching speed Vr may be determined in advance according to the required accuracy of Tc.

[0065] (Action and effect) By changing the processing of the planner 104 as described above, it is possible to reduce deceleration and achieve control with less energy consumption compared to the first embodiment.

[0066] [Other Examples] The present disclosure also includes the following aspects. (Aspect 1) A train control system for controlling a train running on a track having a railroad crossing, An operation communication unit that receives information on a scheduled warning time, which is a time when a warning for the railroad crossing is scheduled to begin; A planning unit that calculates a scheduled passage time of a railroad crossing that the vehicle is scheduled to pass through based on the scheduled time of issuance of the alert; Equipped with The planning unit determining an acceleration start time, which is a time at which the train starts accelerating, when the current speed of the train, the current position, the remaining time which is the difference between the current time and the scheduled passing time, and the remaining distance which is the distance between the current position and the railroad crossing which the train is scheduled to pass, satisfy a predetermined relationship; A train control system characterized in that, if the predetermined relationship is not satisfied, the train is instructed to decelerate. (Aspect 2) an information acquisition unit that identifies the railroad crossing that the train is scheduled to pass through based on a current position of the train and acquires railroad crossing information about the railroad crossing that the train is scheduled to pass through; a memory unit that holds an acceleration control table having an acceleration time and an acceleration distance required for accelerating the train from a current speed to a railroad crossing speed at which the train will pass through the railroad crossing; A train control device for controlling the operation of the train; Further equipped with The planning unit Calculating a scheduled passage time of the railroad crossing that the vehicle is scheduled to pass based on the railroad crossing information and the scheduled time of issuance; Extracting the acceleration time and the acceleration distance based on the acceleration control table; Calculating a remaining time, which is the difference between a current time and the scheduled crossing time, and a remaining distance, which is the distance between the current position and the scheduled crossing; If the acceleration distance is smaller than the remaining distance and a predetermined condition is satisfied, Calculating a uniform motion time, which is the time for which uniform motion is continued at the current speed; Add the uniform motion time to the current time to set the acceleration start time; Instructing the train control device to accelerate based on the acceleration start time, the acceleration time, and the acceleration distance; If the acceleration distance is smaller than the remaining distance and the predetermined condition is not satisfied, The train control system according to aspect 1, wherein the train control system instructs the train control device to decelerate. (Aspect 3) 3. The train control system according to claim 1, wherein the crossing passing speed is a maximum speed permitted at the crossing that the train is to pass. (Aspect 4) A train control system according to any one of aspects 1 to 3, wherein the planning unit calculates the acceleration start time under the condition that the train will run at the current speed until the acceleration start time, accelerate from the acceleration start time until it reaches the railroad crossing passing speed, and enter the railroad crossing that the train is scheduled to pass at the railroad crossing passing speed. (Aspect 5) A train control system according to any one of aspects 1 to 4, wherein the specified condition is that the sum of the distance traveled at the current speed until the acceleration start time and the distance traveled by accelerating from the current speed to reach the railroad crossing passing speed is smaller than the remaining distance. (Aspect 6) The train control system according to any one of aspects 1 to 5, wherein the planning unit outputs a control command to decelerate so as to stop the train before the railroad crossing if the scheduled issuance time has not been received. (Aspect 7) The train control system according to any one of aspects 1 to 6, wherein the planning unit corrects the acceleration distance and the acceleration time based on a maximum downward gradient just before the railroad crossing that the train is scheduled to pass through. (Aspect 8) The train control system of any one of aspects 1 to 7, wherein the planning unit reduces the railroad crossing speed when a sum of the distance traveled at the current speed until the acceleration start time and the distance traveled by accelerating from the current speed to reach the railroad crossing speed exceeds the remaining distance. [Explanation of symbols]

[0067] 100...Train control system 101...Acceleration / deceleration control device 102...Storage section 103…Information acquisition department 104…Planning Department 105…Transportation Information and Communications Department 106…Control information and communication section 107...Operation control device 108...Train control device 201...Acceleration control table 202…Crossing information table 301...Train 302…Railroad crossing

Claims

1. A train control system for controlling a train running on a track having a railroad crossing, An operation communication unit that receives information on a scheduled warning time, which is a time when a warning for the railroad crossing is scheduled to begin; A planning unit that calculates a scheduled passage time of a railroad crossing that the vehicle is scheduled to pass through based on the scheduled time of issuance of the alert; Equipped with The planning unit determining a railroad crossing speed at which the train passes through the railroad crossing at a current time that is higher than a current speed of the train; If the current speed of the train, the current position, the remaining time which is the difference between the current time and the scheduled crossing time, and the remaining distance which is the distance between the current position and the railroad crossing which the train is scheduled to cross satisfy a relationship that the train will reach the railroad crossing in a time shorter than the remaining time if the train accelerates to the railroad crossing speed without decelerating and travels the remaining distance, then the train will arrive at the railroad crossing in a time shorter than the remaining time; A train control system characterized in that, if the relationship is not satisfied, the train is instructed to decelerate.

2. an information acquisition unit that identifies the railroad crossing that the train is scheduled to pass through based on a current position of the train and acquires railroad crossing information about the railroad crossing that the train is scheduled to pass through; a storage unit for storing an acceleration control table having an acceleration time and an acceleration distance required for accelerating the train from a current speed to a railroad crossing speed at which the train is to pass through the railroad crossing; A train control device for controlling the operation of the train; Further equipped with The planning unit Calculating a scheduled passage time of the railroad crossing that the vehicle is scheduled to pass based on the railroad crossing information and the scheduled time of issuance; Extracting the acceleration time and the acceleration distance based on the acceleration control table; Calculating a remaining time, which is the difference between a current time and the scheduled crossing time, and a remaining distance, which is the distance between the current position and the scheduled crossing; When the acceleration distance is smaller than the remaining distance and when the vehicle accelerates to the crossing speed during the acceleration time within the remaining distance without decelerating, the vehicle will reach the crossing in a time shorter than the remaining time. Calculating a uniform motion time, which is the time for which uniform motion is to continue at the current speed, Add the uniform motion time to the current time to set the acceleration start time; Instructing the train control device to accelerate based on the acceleration start time, the acceleration time, and the acceleration distance; If the acceleration distance is smaller than the remaining distance and the condition is not satisfied, 2. The train control system according to claim 1, wherein the deceleration is instructed to the train control device.

3. 3. A train control system according to claim 2, wherein the crossing speed is a maximum speed permitted at the crossing that the train is to pass.

4. The train control system according to claim 2, wherein the planning unit calculates the acceleration start time under the condition that the train will travel at the current speed until the acceleration start time, accelerate from the acceleration start time until it reaches the railroad crossing passing speed, and enter the railroad crossing that the train is scheduled to pass at the railroad crossing passing speed.

5. The train control system according to claim 2, wherein the specified condition is that the sum of the distance traveled at the current speed until the acceleration start time and the distance traveled by accelerating from the current speed to reach the railroad crossing passing speed is smaller than the remaining distance.

6. The train control system according to any one of claims 2 to 5, characterized in that the planning unit corrects the acceleration distance and the acceleration time based on a maximum downward gradient just before the railroad crossing that the train is scheduled to pass.

7. The train control system according to claim 4, characterized in that the planning unit reduces the railroad crossing speed when the sum of the distance traveled until the acceleration start time at the current speed and the distance traveled until the railroad crossing speed is reached by accelerating from the current speed exceeds the remaining distance.

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