Train control system and train control method

Abstract

This invention provides a technology for controlling train speed while taking into account the time required to accelerate from a station, compensating for any insufficient stopping time, and ensuring that the necessary warning time is secured. [Solution] The train control system of the present invention is a train control system that causes a train to travel a section from a station to a level crossing near the station according to a predetermined run curve, and comprises an additional time calculation unit that calculates an additional time corresponding to the time the train departs the station earlier than scheduled, and a speed limit calculation unit that calculates a second run curve that is delayed by an additional time compared to a first run curve when the train departs the station on time when traveling the section. The second run curve may include, within the distance of the section, a second distance where the train travels at a constant speed second speed lower than the first speed at which it passes the level crossing on the first run curve, and a first distance where it accelerates from the second speed and passes the level crossing at the first speed.

Description

Technical Field

[0001] The present invention relates to a train control system and a train control method.

Background Art

[0002] In the railway field, the control of level crossings is generally performed based on the position of the train. That is, when the train passes through a level crossing control point, which is a predetermined position, an alarm for the level crossing is started. By the way, for some level crossings near stations, if an alarm for the level crossing is started after the train departs from the station, there are cases where the required alarm time from the start of the alarm to the arrival of the train cannot be ensured. For such level crossings, since it is necessary to start the alarm while the train is stopped at the station, a level crossing control point is set in front of the stop position of the station, and further, by setting the time from passing through the level crossing control point to starting the alarm as a time element, the level crossing control is started while the train is stopped at the station, and the required alarm time is ensured. At this time, the time element is set on the premise that the train stops at the station for a time longer than a predetermined stop time determined in advance.

[0003] On the other hand, there is a known method of controlling a train by setting a limited speed so that the required alarm time can be ensured in consideration of the distance from the current position of the train to the level crossing and the required alarm time. For example, in Patent Document 1, at the instructed alarm start time, the time obtained by adding the required alarm time from the start of the alarm to the arrival of the train is set as the scheduled time to pass through the level crossing, and the instructed speed is calculated as the speed at which the train arrives at the level crossing at the scheduled time to pass through the level crossing, and the speed of the train is controlled according to the instructed speed, thereby ensuring the required alarm time after the start of the alarm for the level crossing.

[0004] Also, Patent Document 2 discloses a technique in which the speed at which the train enters the level crossing is set to the maximum allowable speed while ensuring the required alarm time after the start of the alarm.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

[0006] At level crossings near stations where warnings are initiated while a train is stopped at the station, the time element for initiating the warning is set on the premise that the train will stop at the station for a predetermined period of time or longer, and it is not generally anticipated that the train will depart with a stopping time less than the predetermined time. On the other hand, in the event of a disruption to the schedule due to an accident or other reason, there may be situations where it is desirable to have the preceding train depart with a stopping time less than the predetermined time in order to allow the following train to enter the station.

[0007] If a train departs a station before the scheduled stopping time, one possible solution to compensate for the insufficient stopping time and reduce the train's speed is to set a speed limit between the station and the level crossing. However, while both Patent Documents 1 and 2 disclose technologies that enable a train to reach the level crossing at the scheduled time by traveling at the indicated speed, thus ensuring the necessary warning time from the start of the warning, they determine the indicated speed without considering the train's current speed, and do not take into account the time required to accelerate from a low speed to the indicated speed. As a result, there is a problem in that the warning time becomes unnecessarily long.

[0008] Therefore, the present invention aims to provide a technology for controlling the speed of a train while taking into account the time required to accelerate from a station, compensating for any insufficient stopping time, and ensuring that the necessary warning time is secured. [Means for solving the problem]

[0009] To solve the above problems, one representative train control system of the present invention is a train control system that runs a train in a predetermined run curve from a station to a level crossing near the station, and includes an additional time calculation unit that calculates an additional time corresponding to the time the train departs the station earlier than scheduled, and a speed limit calculation unit that calculates a second run curve that is delayed by an additional time compared to a first run curve when the train departs the station on time, in order to run the section. [Effects of the Invention]

[0010] In this invention, for level crossings near stations where the alarm must be activated while the train is stopped at the station, even if the train departs with a stopping time less than the prescribed stopping time, the insufficient stopping time can be compensated for, and the necessary alarm time can be secured. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 shows an example of the configuration of the train control system in this embodiment. [Figure 2] Figure 2 shows an overview of the train control system in this embodiment. [Figure 3] Figure 3 shows an example of the processing flow of the speed limit calculation unit in this embodiment. [Modes for carrying out the invention]

[0012] The following describes embodiments of the present invention based on the drawings. However, the present invention is not limited by these embodiments. [Examples]

[0013] (composition) First, the configuration of the train control system in this embodiment will be explained using Figure 1. Figure 1 shows an example of the configuration of the train control system in this embodiment.

[0014] The train control system of this embodiment is configured to include a speed limit calculation device 201 and a train control device 207.

[0015] The speed limit calculation device 201 includes a level crossing information storage unit 202, a level crossing information acquisition unit 203, a speed limit calculation unit 204, an additional time calculation unit 205, and an on-vehicle communication unit 206, and is connected to the train control device 207.

[0016] The level crossing information storage unit 202 includes a database function for storing information related to level crossings. The information related to level crossings includes, as information related to level crossings near stations, for example, the position of the level crossing, the distance L of the section from the station to the level crossing, the maximum limit speed Vm of the section from the station to the level crossing, the initial value Vr of the limit speed, the acceleration distance La required to accelerate from the station stop state to the maximum limit speed Vm, and the like.

[0017] The level crossing information acquisition unit 203 has a function of acquiring information related to level crossings from the level crossing information storage unit 202 based on the current position information of the train and the like acquired from the train control device 207 via the on-vehicle communication unit 206.

[0018] The speed limit calculation unit 204 has a function of generating a second rank curve based on the information related to level crossings from the level crossing information acquisition unit 203, the additional time (described later) from the additional time calculation unit 205, and the like.

[0019] The additional time calculation unit 205 has a function of calculating, as the additional time, the time corresponding to the time insufficient for the predetermined stop time when the train departs from the station before the predetermined stop time.

[0020] The train control device 207 is mounted on the train, exchanges information necessary for the operation of the train with each device, and has a function of running the train on a predetermined rank curve. When the speed limit calculation device 201 is arranged on the ground, the train control device 207 communicates via the on-vehicle communication unit 206 (wireless), and when it is arranged on the train 101, it communicates via the on-vehicle communication unit 206 (in-train network).

[0021] (Outline of the process 1) Next, the outline of the processing of the speed limit calculation device 201 will be described using FIG. 2. FIG. 2 is a diagram showing the outline of the processing of the train control system in this embodiment. In this embodiment, there is a level crossing 102 near the station 100, and the train 101 normally travels from the station 100 to the level crossing 102 on the first ramp curve C1.

[0022] Here, when the train 101 departs from the station 100 with a dwell time less than the predetermined dwell time, since the dwell time is short, the train will reach the level crossing 102 earlier than expected as it is, and the warning time required from the start of the warning until the train reaches the level crossing cannot be ensured. To avoid this, in this embodiment, before reaching the level crossing 102, a second ramp curve C2 is calculated in which the train speed on the first ramp curve is reduced and traveled. Specifically, the insufficient dwell time is used as an additional time, and a restricted speed Vr and a distance Lr traveled at the restricted speed Vr are set such that the travel time of the train 101 from the station 100 to the level crossing 102 increases by the additional time.

[0023] As shown in FIG. 2, in the second ramp curve, the maximum restricted speed of the section from the station 100 to the level crossing 102 is Vm, the restricted speed is Vr, the distance traveled at the restricted speed Vr is Lr, the distance required to accelerate from the stop state to the maximum restricted speed Vm is La, the section distance from the station 100 to the level crossing 102 is L, and further an additional time ΔT is set. In order to ensure the required warning time, the difference between the travel time of the first ramp curve C_{1} and the travel time of the second ramp curve C_{2} should be the additional time ΔT.

[0024] As can be seen from Figure 2, the additional time ΔT can be considered as the difference between the time it takes to travel the distance Lr at the maximum speed limit Vm in the first run curve C1 and the time it takes to travel the distance Lr at the speed limit Vr in the second run curve C2, and can therefore be calculated by the following equation (1). Note that the curve from a standstill to the maximum speed limit Vm in the first run curve C1 and the curve from the speed limit Vr to the maximum speed limit Vm in the second run curve C2 are not strictly the same curve because the acceleration start speeds are different, but in practice, the difference is small enough that they can be treated as identical, as in this embodiment.

[0025]

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[0026] Since the maximum speed limit Vm is predetermined for each section, if the speed limit Vr is fixed, the distance Lr traveled at the speed limit Vr can be calculated using equation (2) above, and a second run curve can be generated.

[0027] (Process Overview 2) The overview of the above processes will be explained below in accordance with the functions of each processing unit included in the train control system of this embodiment.

[0028] The speed limit calculation device 201 first calculates the additional time ΔT in order to generate a second run curve. The calculation of the additional time ΔT is performed by the additional time calculation unit 205. The stopping time of the train at station 100, which is the premise for calculating the additional time ΔT, can be calculated, for example, by the time from when the speed of train 101 becomes 0 until it is no longer 0, or the time from when the doors of train 101 open until they close, and how to calculate it can be determined according to the operation of train 101. In order to calculate the stopping time, the additional time calculation unit 205 receives the speed and door status of train 101 from the train control device 207 via the onboard communication unit 206.

[0029] The additional time calculation unit 205 receives information necessary for calculating the stopping time from the train control device 207, uses the received information to calculate the stopping time of train 101, and if the calculated stopping time is shorter than the predetermined stopping time which is a fixed value set in advance for each station, the difference is set as the additional time ΔT. If the calculated stopping time is longer than the fixed value, the additional time ΔT is set to 0. The additional time calculation unit 205 passes the calculated additional time ΔT to the speed limit calculation unit 204.

[0030] The speed limit calculation unit 204 calculates the distance Lr traveled at the initial speed limit Vr by referring to the additional time ΔT received from the additional time calculation unit 205 and the level crossing information stored in the level crossing information storage unit 202.

[0031] The information about the level crossing 102 near the station that the speed limit calculation unit 204 references includes, as described above, the maximum speed limit Vm for the section from the station to the level crossing, the initial value of the speed limit Vr, the acceleration distance La required to accelerate from a station stop to the maximum speed limit Vm, and the distance L for the section from the station to the level crossing 102. The speed limit calculation unit 204 reads this information from the level crossing information storage unit 202 via the level crossing information acquisition unit 203.

[0032] The speed limit calculation unit 204 calculates the distance Lr from equation (2) using ΔT received from the additional time calculation unit 205 and the maximum speed limit Vm and initial speed limit Vr read from the level crossing information storage unit 202. If the calculated Lr satisfies Lr + La ≤ L, it means that the vehicle can accelerate to the maximum speed limit Vm within the section, so the initial value Vr is set as the speed limit Vr, and the distance traveled at the initial value Vr is set as Lr. On the other hand, if Lr + La ≤ L is not satisfied, it means that the initial speed limit Vr is too large, and the distance to accelerate to the maximum speed limit Vm is insufficient, so the initial value Vr is adjusted. For this, the following equation (3), obtained by rearranging equation (1) with Lr = L - La, is used.

[0033]

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[0034] In this embodiment, if Lr + La ≤ L is not satisfied, a second run curve is generated using Vr calculated in equation (3) above as the final speed limit Vr, and Lr as the distance traveled at the final speed limit Vr.

[0035] In this embodiment, equation (3) was used when Lr + La ≤ L was not satisfied. However, instead of setting an initial value Vr and calculating Lr, an initial value of Lr may be predetermined and the speed limit Vr may be calculated using equation (3). However, since it would be burdensome for the driver if the speed limit Vr changed each time, this embodiment, in which the initial value of the speed limit Vr is fixed and the distance Lr is made variable, is generally preferable.

[0036] As described above, the speed limit calculation unit 204 generates the second run curve and transmits the determined second run curve to the train control device 207 via the onboard communication unit 206. Upon receiving the second run curve, the train control device 207 controls the train's speed according to the received second run curve. Speed ​​control by the train control device 207 may use an automatic operation system such as ATO, or the second run curve may be displayed in the driver's cab of the train 101, and the driver may control the speed according to the displayed information.

[0037] The initial speed limit Vr should be set to a speed that is easy for the driver to recognize and operate. Alternatively, to allow following trains approaching the station to enter the station smoothly, the speed limit Vr may be set to begin after the preceding train has departed the station and traveled a certain distance.

[0038] (Processing flow) Next, the processing flow of this embodiment will be explained using Figure 3. Figure 3 shows an example of the processing flow of the speed limit calculation unit in this embodiment. This processing flow begins when train 101 departs the station.

[0039] (Step 301) When the train departs from the station, the additional time calculation unit 205 calculates the stopping time at the station based on information received from the train control device 207 via the onboard communication unit 206. The calculated additional time ΔT is passed to the speed limit calculation unit 204.

[0040] (Step 302) The speed limit calculation unit 204, having received the additional time ΔT from the additional time calculation unit 205, determines whether the additional time ΔT > 0. If ΔT > 0, there is insufficient stopping time, and speed control is required for the first run curve C1, so the process proceeds to step 303. If ΔT = 0, the necessary warning time can be secured even if the vehicle continues to drive, so the process ends.

[0041] (Step 303) Using equation (2) above, calculate the distance Lr traveled at the initial speed limit Vr such that an additional time ΔT is required.

[0042] (Step 304) In step 303, determine whether the relationship between the distance Lr calculated in step 303, the acceleration distance La (the distance required to accelerate from a station stop to the maximum speed limit Vm), and the distance L from the station to the level crossing holds true (Lr + La > L). If Lr + La > L, it means that the distance required to accelerate to the maximum speed limit Vm cannot be secured, so proceed to step 305 to lower the initial speed limit Vr. If Lr + La ≤ L, it means that the distance required to accelerate to the maximum speed limit Vm can be secured, so proceed directly to step 306.

[0043] (Step 305) The distance Lr is recalculated as Lr = L - La, and the speed limit Vr is newly calculated using the above equation (3).

[0044] (Step 306) A second run curve C2 is generated, including the distance Lr and speed limit Vr calculated in step 303 or 305. After confirming this curve based on various conditions, it is transmitted via the onboard communication unit 206 to the train control device 207, and the processing is completed.

[0045] This makes it possible to determine whether enough distance is available to accelerate to the maximum speed limit Vm if the train departs with less stopping time than the scheduled stopping time, calculate a second speed limit to reduce the train's speed to compensate for the insufficient stopping time, and ensure the necessary warning time.

[0046] (modified version) Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications are possible without departing from the spirit of the present invention.

[0047] For example, in the embodiment described above, the speed limit Vr for traveling a distance Lr was set to a constant speed, but it is not limited to this, and it is also possible to use a speed mode in which the speed changes in steps or a speed mode in which the speed changes smoothly.

[0048] This disclosure includes the following aspects:

[0049] (Aspect 1) In a train control system that causes a train to travel from a station to a level crossing near the station according to a predetermined running curve, An additional time calculation unit that calculates an additional time corresponding to the time when the train departed the station earlier than scheduled, The system includes a speed limit calculation unit that calculates a second run curve that is delayed by the additional time compared to a first run curve when the train departs the station on time for the aforementioned section. A train control system characterized by the following features.

[0050] (Aspect 2) A train control system according to embodiment 1, The second run curve includes, within the distance of the section, a second distance over which the train travels at a constant speed lower than the first speed at which it passes the level crossing on the first run curve, and a first distance over which it accelerates from the second speed to the first speed and passes the level crossing. A train control system characterized by the following features.

[0051] (Aspect 3) A train control system according to embodiment 1 or 2, The additional time calculation unit calculates the stopping time of the train at the station, and if the calculated stopping time is insufficient compared to a predetermined stopping time, the insufficient stopping time is set as the additional time. A train control system characterized by the following features.

[0052] (Aspect 4) A train control system according to embodiment 2 or 3, In the speed limit calculation unit, the second distance or the second speed is determined such that the difference between the time it takes for the train to travel the distance corresponding to the second distance according to the first run curve and the time it takes to travel the second distance according to the second run curve becomes the additional time. A train control system characterized by the following features.

[0053] (Appendix 5) A train control system according to any of embodiments 2 to 4, In the speed limit calculation unit, the second speed is set in advance, and the second distance is calculated using the first speed, the second speed, and the additional time. A train control system characterized by the following features.

[0054] (Aspect 6) A train control system according to any of embodiments 2 to 4, In the speed limit calculation unit, the second distance is set in advance, and the second speed is calculated using the first speed, the second distance, and the additional time. A train control system characterized by the following features.

[0055] (Aspect 7) A train control system according to embodiment 5, In the speed limit calculation unit, if the sum of the distance required for the train to accelerate from a standstill to the first speed and the second distance is longer than the distance of the section, the second speed is adjusted to be lower than a preset speed. A train control system characterized by the following features.

[0056] (Pattern 8) A train control system according to any one of embodiments 1 to 7, Information regarding the second run curve or notch operation for traveling on the second run curve will be displayed in the driver's cab of the train. A train control system characterized by the following features.

[0057] (Aspect 9) A train control system according to any one of embodiments 1 to 7, The automatic driving system controls the speed according to the second run curve. A train control system characterized by the following features.

[0058] (Aspect 10) In a train control method for driving a train along a predetermined run curve from a station to a level crossing near the station, The additional time calculation unit calculates the additional time corresponding to the time the train departed the station earlier than scheduled, The speed limit calculation unit calculates a second run curve such that, in order for the train to travel through the aforementioned section, it will be delayed by the aforementioned additional time compared to the first run curve, which is the run curve when the train departs the station on time. A train control method characterized by the following features.

[0059] (Aspect 11) A train control method according to embodiment 10, Information regarding the second run curve or notch operation for traveling on the second run curve will be displayed in the driver's cab of the train. A train control method characterized by the following features.

[0060] (Aspect 12) A train control method according to embodiment 10, The automatic driving system controls the speed according to the second run curve. A train control method characterized by the following features. [Explanation of Symbols]

[0061] 100: Station 101: Train 102: Railroad crossing 201: Speed ​​limit calculation device 202: Level Crossing Information Memory Unit 203: Level Crossing Information Acquisition Unit 204: Speed ​​limit calculation unit 205: Additional time calculation unit 206: Onboard Communications Unit 207: Train control device

Claims

1. In a train control system that causes a train to travel from a station to a level crossing near the station according to a predetermined running curve, An additional time calculation unit that calculates an additional time corresponding to the time when the train departed the station earlier than scheduled, The system includes a speed limit calculation unit that calculates a second run curve that is delayed by the additional time compared to a first run curve when the train departs the station on time for the aforementioned section. A train control system characterized by the following features.

2. A train control system according to claim 1, The second run curve includes, within the distance of the section, a second distance over which the train travels at a constant speed lower than the first speed at which it passes the level crossing on the first run curve, and a first distance over which it accelerates from the second speed to the first speed and passes the level crossing. A train control system characterized by the following features.

3. A train control system according to claim 1, The additional time calculation unit calculates the stopping time of the train at the station, and if the calculated stopping time is insufficient compared to a predetermined stopping time, the insufficient stopping time is set as the additional time. A train control system characterized by the following features.

4. A train control system according to claim 2, In the speed limit calculation unit, the second distance or the second speed is determined such that the difference between the time it takes for the train to travel the distance corresponding to the second distance according to the first run curve and the time it takes to travel the second distance according to the second run curve becomes the additional time. A train control system characterized by the following features.

5. A train control system according to claim 2, In the speed limit calculation unit, the second speed is set in advance, and the second distance is calculated using the first speed, the second speed, and the additional time. A train control system characterized by the following features.

6. A train control system according to claim 2, In the speed limit calculation unit, the second distance is set in advance, and the second speed is calculated using the first speed, the second distance, and the additional time. A train control system characterized by the following features.

7. A train control system according to claim 5, In the speed limit calculation unit, if the sum of the distance required for the train to accelerate from a standstill to the first speed and the second distance is longer than the distance of the section, the second speed is adjusted to be lower than a preset speed. A train control system characterized by the following features.

8. A train control system according to any one of claims 1 to 7, Information regarding the second run curve or operating information for driving according to the second run curve will be displayed in the driver's cab of the train. A train control system characterized by the following features.

9. A train control system according to any one of claims 1 to 7, The automatic driving system controls the speed according to the second run curve. A train control system characterized by the following features.

10. In a train control method for driving a train along a predetermined run curve from a station to a level crossing near the station, The additional time calculation unit calculates the additional time corresponding to the time the train departed the station earlier than scheduled, The speed limit calculation unit calculates a second run curve such that, in order for the train to travel through the aforementioned section, it will be delayed by the aforementioned additional time compared to the first run curve, which is the run curve when the train departs the station on time. A train control method characterized by the following features.

11. A train control method according to claim 10, Information regarding the second run curve or operating information for driving according to the second run curve will be displayed in the driver's cab of the train. A train control method characterized by the following features.

12. A train control method according to claim 10, The automatic driving system controls the speed according to the second run curve. A train control method characterized by the following features.

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