Control information output device, control information output method, and control information output program

Abstract

This will reduce the risk of an aircraft falling onto a train. [Solution] The control information output device receives fall information indicating that the aircraft has begun to fall, including information about the fall time, which is the time when the aircraft falls to a reference altitude, and information about the fall point, which is the position of the aircraft at the time when the aircraft falls to the reference altitude. Based on the running state information indicating the running state of the train and the fall information, it determines avoidance control, which is control for the train to avoid a collision with the aircraft, and outputs control information, which is information for controlling the train in accordance with the avoidance control.

Description

Technical Field

[0001] The present disclosure relates to a control information output device, a control information output method, and a control information output program.

Background Art

[0002] The utilization of flying vehicles such as flying cars and UAVs (unmanned aerial vehicles) is being considered. According to the document "Operation Concept of Flying Cars" in the "Public-Private Council for the Air Mobility Revolution" of the Ministry of Land, Infrastructure, Transport and Tourism, a flying car is defined as "a next-generation, user-friendly and sustainable means of air transportation realized by aviation technologies such as electrification and automation, and operation modes such as vertical takeoff and landing."

[0003] However, there is a risk of falling for flying vehicles. Falling can occur, for example, due to failures, operational errors, battery depletion, weather conditions, etc.

[0004] As a method for reducing the risk of falling of a flying vehicle, for example, there is the method described in Patent Document 1. Patent Document 1 describes that a flight control device detects a target that needs to avoid a collision with the flying vehicle due to the falling of the flying vehicle, and controls the flying vehicle so as not to collide with the target.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] When a flying vehicle flies over the railway track of a train, there is a possibility that the flying vehicle may fall on the train. For example, when a railway company operates a flying vehicle, an operation of flying the flying vehicle over the railway track owned by the railway company can be considered.

[0007] However, even if one attempts to control a falling aircraft using the method described in Patent Document 1, it is not guaranteed that the aircraft will be controlled. For example, if the aircraft is malfunctioning, it may be uncontrollable. Also, for example, if a flying car falls while flying autonomously, even if the operator attempts to manually control the flying car, they may not be able to control the aircraft.

[0008] The purpose of this disclosure is to provide a control information output device, a control information output method, and a control information output program that enable the reduction of the risk of an aircraft falling onto a train, in view of the above-mentioned problems. [Means for solving the problem]

[0009] In one embodiment of the present disclosure, the control information output device includes: a receiving unit that receives fall information indicating that an aircraft has begun to fall, including a fall time which is the time when the aircraft falls to a reference altitude and information regarding the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude; a determination unit that determines avoidance control, which is control for the train to cause the train to avoid a collision with the aircraft, based on running state information indicating the running state of the train and the fall information; and an output unit that outputs control information which is information for controlling the train in accordance with the avoidance control.

[0010] In another embodiment of the present disclosure, the control information output method includes a control information output device that receives fall information indicating that an aircraft has begun to fall, including information about the fall time which is the time when the aircraft falls to a reference altitude and information about the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude, and based on the running state information indicating the running state of the train and the fall information, determines avoidance control which is control for the train to cause the train to avoid a collision with the aircraft, and outputs control information which is information for controlling the train in accordance with the avoidance control.

[0011] In another aspect of this disclosure, the control information output program provides a computer with a receiving function that receives fall information including information indicating that an object has begun to fall, a fall time which is the time when the object falls to a reference altitude, and a fall point which is the position of the object at the time when the object falls to the reference altitude; a decision function that determines avoidance control, which is control for the train to cause the train to avoid a collision with the object, based on running state information indicating the running state of the train and the fall information; and an output function that outputs control information, which is information for controlling the train in accordance with the avoidance control. [Effects of the Invention]

[0012] This disclosure makes it possible to reduce the risk of an aircraft falling onto a train. [Brief explanation of the drawing]

[0013] [Figure 1] This figure shows an example configuration of the control information output device disclosed herein. [Figure 2] This figure shows an example of the operation flow of the control information output device disclosed herein. [Figure 3] This figure shows an example of a group of devices related to the control information output device of this disclosure. [Figure 4] This figure shows an example of a group of devices related to the control information output device of this disclosure. [Figure 5] This figure shows an example configuration of the control information output device disclosed herein. [Figure 6] This figure shows an example of the information included in the fall information of this disclosure. [Figure 7] This diagram shows the relationship between the point of impact and the position of train 50. [Figure 8] This diagram shows the relationship between the point of impact and the position of train 50. [Figure 9] This diagram shows the relationship between the point of impact, the position of the train, and the point of separation. [Figure 10] This figure shows an example of the operation flow of the control information output device disclosed herein. [Figure 11]It is a diagram showing an example of the hardware configuration of each embodiment of the present disclosure.

Embodiments for Carrying Out the Invention

[0014] [First Embodiment] The first embodiment of the present disclosure will be described.

[0015] Note that a specific example of the control information output device 10 in the first embodiment is the control information output device 20 in the second embodiment described later.

[0016] First, using FIG. 1, a configuration example of the control information output device 10 will be described. FIG. 1 is a diagram showing a configuration example of the control information output device 10. The control information output device 10 includes a reception unit 11, a determination unit 12, and an output unit 13.

[0017] The reception unit 11 receives drop information. The drop information indicates that the flying object has started to drop. The drop information includes information regarding the drop time and drop location of the flying object. The drop time is the time when the flying object drops to the reference altitude. The drop location is the position of the flying object at the time when the flying object drops to the reference altitude. The determination unit 12 determines avoidance control based on the traveling state information and the drop information. The traveling state information indicates the traveling state of the train. The avoidance control is control for the train to avoid a collision with the flying object. The output unit 13 outputs control information. The control information is information for controlling the train according to the avoidance control.

[0018] Next, an example of the operation flow of the control information output device 10 will be described. FIG. 2 shows an example of the operation flow of the control information output device 10.

[0019] The receiving unit 11 receives fall information (step S101). The fall information indicates that the aircraft has begun to fall. The fall information includes information about the time and location of the aircraft's fall. Based on the running status information and the fall information, the determination unit 12 determines avoidance control to cause the train to avoid a collision with the aircraft (step S102). The output unit 13 outputs control information for controlling the train according to the avoidance control (step S103).

[0020] As described above, in the first embodiment of this disclosure, the control information output device 10 includes a receiving unit 11, a determination unit 12, and an output unit 13. The receiving unit 11 receives fall information. The fall information indicates that the aircraft has begun to fall. The fall information includes information regarding the time and location of the fall of the aircraft. The fall time is the time when the aircraft falls to a reference altitude. The location of the fall is the position of the aircraft at the time it falls to the reference altitude. The determination unit 12 determines avoidance control based on the running state information and the fall information. The running state information indicates the running state of the train. Avoidance control is control to the train to cause it to avoid a collision with the aircraft. The output unit 13 outputs control information. The control information is information for controlling the train in accordance with the avoidance control.

[0021] In this way, the control information output device 10 determines avoidance control to prevent the train from colliding with the aircraft and outputs control information to control the train according to the avoidance control. As a result, the train is controlled to avoid a collision with the aircraft. Therefore, it becomes possible to reduce the risk of the aircraft falling onto the train.

[0022] [Second Embodiment] Next, the control information output device 20 in the second embodiment of this disclosure will be described. Note that the control information output device 20 in the second embodiment is a specific example of the control information output device 10 in the first embodiment.

[0023] First, Figure 3 shows an example of a group of devices related to the control information output device 20.

[0024] The flying object 60 is a flying object. The flying object 60 could be, for example, a flying car or a UAV.

[0025] Train 50 includes a control device 51 and a train information acquisition device 52. The control device 51 controls the train. The train information acquisition device 52 acquires train information that can be obtained in train 50. The train information is information related to train 50. The train information that can be obtained in train 50 may include running status information.

[0026] The running status information is information indicating the running status of train 50. The running status information includes information on the current position of train 50. The information on the current position of train 50 may include information on the altitude of train 50. Furthermore, the information on the current position of train 50 may be the position of the front of train 50, or the position of other parts of train 50. In addition, the running status information may further include information such as the current speed, acceleration, and direction of travel of train 50. Furthermore, some or all of the running status information may be acquired by the train information providing device 72.

[0027] The train information acquisition device 52 can use any method to acquire running status information. For example, running status information may be acquired by GNSS (Global Navigation Satellite System) or the like. The train information acquisition device 52 may also transmit the acquired running status information to the train information provision device 72.

[0028] Furthermore, the train information obtainable from train 50 may include weight information. The weight information is information regarding the weight of passengers in each car included in train 50. The weight information may also include, for example, the number of passengers in each car included in train 50.

[0029] The control information output device 20 outputs control information, which is information for controlling the train 50. The control information output device 20 outputs the control information to, for example, the control device 51. The control device 51 then controls the train 50 according to the control information. The control information may also be a control signal.

[0030] The control information output device 20 may be included in the train 50, as shown in Figure 3. Alternatively, the control information output device 20 may be located outside the train 50, as shown in Figure 4. Furthermore, the control information output device 20 may be distributed both inside and outside the train 50. Figure 4 shows another example of a group of devices related to the control information output device 20.

[0031] The control information output device 20 outputs control information for train 50. The control information output device 20 may output control information for two or more trains 50. If the control information output device 20 and train 50 are associated one-to-one, the control information output device 20 outputs control information for the train 50 associated with the control information output device 20. For example, if the control information output device 20 is included in train 50, the control information output device 20 outputs control information for the train 50 that includes the control information output device 20.

[0032] If two or more trains are associated with the control information output device 20, the control information output device 20 outputs control information for each of the trains associated with it. For example, if the control information output device 20 is located outside the train, it outputs control information for each of the two or more trains associated with it.

[0033] The control information output device 20 is connected to the aircraft information providing device 71 and the train information providing device 72 via a communication line 80. The communication line 80 may be a wired communication line or a wireless communication line.

[0034] Furthermore, the control information output device 20 is connected to the control device 51 and the train information acquisition device 52 either directly or via the communication line 80. If the control information output device 20 is located outside the train 50, the control information output device 20 is connected to the control device 51 and the train information acquisition device 52 via wireless communication.

[0035] The aircraft information provider 71 provides aircraft information to the control information output device 20. The aircraft information is information relating to the flight of the aircraft 60. The aircraft information includes at least fall information. The fall information indicates that the aircraft 60 has begun to fall. Specific examples of fall information will be described later. The aircraft information may further include information about the aircraft 60 such as its name, identification information, manager, and planned flight path.

[0036] The method for detecting the start of the fall of the aircraft 60 is arbitrary. For example, the aircraft information provider 71 may detect that the aircraft 60 has started to fall. Alternatively, the aircraft information provider 71 may receive a notification from the aircraft 60 indicating that the aircraft 60 has started to fall. For example, the pilot on board the aircraft 60 may transmit the start of the fall of the aircraft 60 via a notification means (not shown) included in the aircraft 60.

[0037] Furthermore, the aircraft 60 may use information acquired by the aircraft 60 to detect the start of its descent and notify the aircraft information provider 71 that the start of its descent has been detected. The aircraft information provider 71 may also detect the start of the aircraft 60's descent based on information transmitted from the aircraft 60, the aircraft 60's position information, etc. The start of the aircraft 60's descent may also be detected based on images taken by cameras installed within the aircraft 60's flight range.

[0038] The train information provider 72 provides train information to the control information output device 20. The train information provider 72 provides the control information output device 20 with train information about the train 50 associated with the control information output device 20. The train information provider 72 may also receive train information acquired by the train information acquisition device 52. The train information provider 72 may then provide the train information acquired by the train information acquisition device 52 to the control information output device 20.

[0039] Furthermore, the train information providing device 72 may acquire train information that can be obtained by the train information providing device 72. For example, the train information providing device 72 may detect the current position of the train 50 based on information from train position detection means (not shown) installed at stations or on the tracks.

[0040] Furthermore, the train information provided by the train information provision device 72 may include operational information. Operational information is information related to train operation control. Operational information may include, for example, information on the scheduled operation timetable for train 50. Changes due to delays, etc., of train 50 may be reflected in the scheduled operation timetable information as they occur.

[0041] Furthermore, the train information provided by the train information providing device 72 may include train configuration information. Train configuration information is information about the train configuration of train 50. Train configuration information may include, for example, information on the length of train 50 from the front to the rear. Train configuration information may also include, for example, information on the length from the front of train 50 to the coupling point. Train configuration information may also include, for example, information on the number of cars included in train 50. Train configuration information may also include, for example, information on the length of the cars included in train 50. Train configuration information may also include, for example, information on the length of the coupling points included in train 50. Train configuration information may also include information on the height of train 50.

[0042] Next, Figure 5 shows an example of the configuration of the control information output device 20 of this embodiment.

[0043] The control information output device 20 includes a receiving unit 21, a determination unit 22, and an output unit 23.

[0044] The receiving unit 21 receives fall information. The fall information indicates that the aircraft 60 has begun to fall. The receiving unit 21 receives fall information from the aircraft information providing device 71.

[0045] The fall information includes information about the time and location of the fall of the flying object 60. The time of fall is the time when the flying object 60 falls to the reference altitude. The location of the fall is the position of the flying object 60 at the time it falls to the reference altitude. The reference altitude is the altitude of the ground or the altitude of the top surface of the train 50. Note that altitude may be elevation. The fall information includes, for example, information about the following: The following information includes information that can be used to estimate the time and location of the fall of the flying object 60. Figure 6 is a diagram showing an example of the information included in the fall information. The fall information may include information about the time and location of the fall of the flying object 60. • Time when aircraft 60 began to fall (time when fall began) • The position of the flying object 60 when it began to fall (start point of fall) (for example, latitude / longitude / altitude (H)) • Flight speed (V') of the aircraft 60 just before it begins to fall. • The flight direction of the aircraft 60 in the horizontal plane immediately before it began to fall. • The flight angle (θ) of the aircraft 60 with respect to the horizontal plane just before it begins to fall.

[0046] The decision unit 22 determines avoidance control based on the train 50's running status information and the falling information. Avoidance control is control to the train 50 to cause it to avoid a collision with the flying object 60. The method for determining the avoidance control will be described later.

[0047] The output unit 23 outputs control information. The control information is information for controlling the train 50 according to the determined avoidance control. The control information may be, for example, a control signal for the train 50. The control information may also include display information for showing information about the avoidance control to the crew and passengers of the train 50.

[0048] Next, we will explain how the decision unit 22 determines whether or not to perform avoidance control. The decision unit 22 may determine whether or not to perform avoidance control before performing the avoidance control decision. If the decision unit 22 determines that avoidance control is necessary, it may perform the avoidance control decision.

[0049] If a train 50 is associated with the control information output device 20 on a one-to-one basis, the determination unit 22 may determine whether or not avoidance control is necessary for the train 50 associated with the control information output device 20. Furthermore, if there are two or more trains associated with the control information output device 20, the determination unit 22 may identify the train for which avoidance control is necessary.

[0050] The decision unit 22 may determine whether or not avoidance control is necessary based on at least one of the train 50's operation information and running status information. For example, the decision unit 22 may determine that a train that is within a predetermined distance from the ground directly below the point of impact at the time of impact start is a train for which avoidance control is necessary. In this case, the predetermined distance may be a fixed value determined in advance. For example, the predetermined distance may be the maximum possible distance between the position where a train that may collide with the flying object 60 is located at the time of impact start and the ground directly below the point of impact start.

[0051] Furthermore, the determination unit 22 may determine, for example, that a train that is scheduled to pass within a predetermined distance from the point of impact during the period from the start of impact until a predetermined time has elapsed is a train for which avoidance control is required. In this case, the predetermined distance may be a fixed value determined in advance. For example, the predetermined distance may be the maximum possible distance between the position where the flying object 60 may fall and the ground directly below the point of impact. The predetermined distance may also be changed according to the impact information. The predetermined time may also be a fixed value determined in advance or may be changed according to the impact information. For example, the predetermined time may be the maximum possible value of the time from when the flying object 60 starts to fall until it hits the ground.

[0052] Furthermore, for example, the decision unit 22 may estimate the landing location and time of the flying object 60 based on the landing information, and determine that trains scheduled to pass the landing location at the landing time are trains for which avoidance control is required. The method for estimating the landing location and time will be described later.

[0053] Furthermore, the decision unit 22 may determine whether or not to perform avoidance control based on the position of the railway tracks. Alternatively, the decision unit 22 may determine whether or not to perform avoidance control based on the position of the railway tracks, and if it determines that avoidance control is necessary, it may further determine whether or not to perform avoidance control based on the position of the train 50. However, if it is assumed that the aircraft 60 will be flying over the railway tracks, the determination based on the position of the railway tracks may not be necessary.

[0054] For example, the decision unit 22 may determine that avoidance control is necessary if, at the time of the start of the fall, a railway line exists within a predetermined distance from the point of fall. The predetermined distance may be a fixed value determined in advance, or it may be changed according to the fall information. For example, the predetermined distance may be the maximum horizontal distance that the aircraft 60 may travel before it hits the ground.

[0055] Furthermore, for example, the decision unit 22 may estimate the landing site of the aircraft 60 based on the landing information and determine that avoidance control is necessary if there is a railway line at the landing site.

[0056] Next, an example of the method for determining avoidance control in the determination unit 22 will be described. The method for determining avoidance control is not limited to the following method. Furthermore, when the determination unit 22 determines whether or not avoidance control is necessary, it will determine avoidance control if it determines that avoidance control is necessary.

[0057] (1) Estimation of fall time and fall time First, the determination unit 22 estimates the fall time Td of the flying object 60. The fall time Td is the time from when the flying object 60 starts to fall until it reaches a reference altitude. The determination unit 22 also calculates the fall time by adding the fall time Td to the start time of the flying object 60's fall. The fall time is the time when the flying object 60 reaches the reference altitude. The reference altitude is the altitude of the ground or the altitude of the top surface of the train 50. Note that altitude may also be the elevation.

[0058] The determination unit 22 can calculate the fall time Td using, for example, the following formula (Equation 1).

[0059]

number

[0060] The fall distance y is the distance from the starting position of the aircraft 60 to the reference altitude. If the altitude H information included in the information of the starting position of the aircraft 60 is based on sea level (0 meters), then the fall distance y is the value obtained by subtracting the reference altitude (sea level) from the altitude H.

[0061] Furthermore, if the altitude H information included in the information on the starting position of the falling object 60 indicates the relative distance from the ground, then if the reference altitude is the altitude of the ground, the falling distance y is the altitude H. Also, if the reference altitude is the altitude of the top surface of the train 50, then the falling distance y is the value obtained by subtracting the height of the train 50 from the altitude H.

[0062] The control information output device 20 may receive information on the height of the train 50 from the train information providing device 72, or it may obtain it from internal or external storage means (not shown) of the control information output device 20. The control information output device 20 may also receive information on the reference altitude and the elevation of the ground directly below the fall start position from, for example, the train information providing device 72. In this case, the train information providing device 72 may be able to provide elevation information for the tracks and points near the tracks. The train information providing device 72 may also obtain information on the reference altitude from internal or external storage means of the control information output device 20.

[0063] (2) Estimation of the landing point Furthermore, the determination unit 22 estimates the landing point of the flying object 60. The landing point is the position of the flying object 60 at the time it falls to the reference altitude. The determination unit 22 can estimate the distance L from the reference point to the landing point using, for example, the following formula (Equation 2). The reference point is the point at the reference altitude directly below the landing start position.

[0064]

number

[0065] The decision unit 22 may terminate the decision on avoidance control if the landing point of the flying object 60 is not within a predetermined distance from the railway tracks. Here, the predetermined distance may be the range that would be affected if the flying object 60 were to fall.

[0066] (3) Identification of the travel position at the time of the fall Next, the determination unit 22 determines the position of the train 50 at the time of the aircraft 60's fall. The position is the position of the train 50 if it had traveled as planned at the time the receiving unit 21 received the fall information.

[0067] The determination unit 22 may, for example, obtain the running position of the train 50 at the time of the fall by acquiring operational information from the train information providing device 72.

[0068] The determination unit 22 may also acquire train 50 running status information (current position, direction of travel, speed, etc.) from the train information acquisition device 52 or the train information provision device 72 to estimate the running position of train 50 at the time of the fall.

[0069] The decision unit 22 determines that if the position of the last car of the train 50 at the time of impact is ahead of the point where the flying object 60 will fall relative to the direction of travel of the train 50, then the possibility of the flying object 60 falling in front of or on the train 50 is low. Therefore, in this case, the decision unit 22 may terminate the decision on avoidance control for the train 50.

[0070] The determination unit 22 can calculate the position of the last car of train 50, for example, from the position of the front car of train 50 and the length of train 50. Alternatively, the determination unit 22 can calculate the position of the last car of train 50, for example, from the position of the front car of train 50, the number of cars included in train 50, and the length of the cars. The determination unit 22 may obtain the train formation information from the train information providing device 72, or from internal or external storage means of the control information output device 20.

[0071] (4) Estimation of stopping time and stopping position Next, the determination unit 22 estimates the stopping time and stopping position of the train 50. The stopping position is the position where the train 50 will stop if its brakes are controlled. The stopping time is the time when the train 50 will stop if its brakes are controlled.

[0072] The determination unit 22 calculates the stopping time from the stopping time. The determination unit 22 also calculates the stopping position from the stopping distance. The stopping distance is the distance that train 50 travels from the time the brakes of train 50 are controlled until train 50 comes to a stop. The stopping time is the time from the time the brakes of train 50 are controlled until train 50 comes to a stop.

[0073] The determination unit 22 can calculate the stopping distance Ds using, for example, the following formula (Equation 3).

[0074]

number

[0075]

number

[0076] The decision unit 22 can obtain the current speed v of train 50 from the train information acquisition device 52. The decision unit 22 can also obtain the deceleration β from the train information provision device 72. The deceleration β varies depending on the type of train car. Therefore, an internal or external storage means of the control information output device 20 may store the correspondence between the deceleration β and the type of train car. The decision unit 22 may then obtain the deceleration β associated with the type of train car 50 from the storage means.

[0077] The deceleration β may be changed depending on the weather. For example, the decision unit 22 may obtain weather information from the train information providing device 72. Alternatively, the decision unit 22 may obtain information from the train information acquisition device 52 regarding whether it is raining or snowing where the train 50 is traveling. In this case, the train information acquisition device 52 may detect whether it is raining or snowing where the train 50 is traveling by any method.

[0078] Furthermore, the determination unit 22 may obtain the gradient S corresponding to the current position of the train 50 from the train information providing device 72. In this case, the train information providing device 72 can provide gradient information for each point on the track. Also, the coefficient K is a fixed value depending on the type of train. Also, the coasting time t is a fixed value depending on the type of train.

[0079] The determination unit 22 then estimates the stopping time of the train 50. The stopping time is calculated by adding the stopping time and the added time to the time the fall started. The added time is the time from the time the fall started until the brakes were controlled, plus a margin. The time from the time the fall started until the brakes were controlled includes the time from when the receiving unit 21 receives the fall information, when the avoidance control is decided by the determination unit 22, when the control information is output by the output unit 23, and when the brakes are controlled by the control device 51. The added time may be a fixed value.

[0080] Furthermore, the determination unit 22 may simplify the calculations in equations (Equation 3) and (Equation 4) by using a lookup table stored in an internal or external storage means of the control information output device 20. For example, the lookup table in this case may show the correspondence between stopping time Ts and stopping distance Ds for each train type, depending on the speed v and gradient S. In addition, this lookup table may be prepared for each weather condition.

[0081] Furthermore, the determination unit 22 estimates the stopping position of the train 50. The determination unit 22 can estimate the stopping position as the position the train 50 has traveled to, based on the stopping distance Ds from the train 50's current position.

[0082] (5) Estimation of the shortest time of passage at the landing site Furthermore, the determination unit 22 estimates the shortest passing time. The shortest passing time is the time when the rear of train 50 passes the landing point when train 50 is accelerated to its fastest speed. The determination unit 22 can calculate the shortest passing time from the current speed v, maximum acceleration, and fastest speed of train 50. The maximum acceleration and fastest speed are predetermined for each train 50 or for each train type. Note that the landing point used in this estimation may be an area centered on the landing point, taking into account errors and the size of the flying object 60.

[0083] (6) Decision on avoidance control Next, the decision unit 22 determines avoidance control for train 50. The avoidance control options include at least one of stop control, acceleration control, and separation control. Stop control is a control that stops train 50. Acceleration control is a control that accelerates train 50. Separation control is a control that separates train 50 into a front configuration and a rear configuration, and stops the rear configuration. Separation of train 50 is performed by releasing the coupling at least one of the coupling points included in train 50. The front configuration is the part in front of the coupling point to be released. The rear configuration is the part behind the coupling point to be released. The control devices 51 are distributed among the cars that make up train 50, and can control the front configuration and the rear configuration even after the train has been separated.

[0084] Figures 7 and 8 show the relationship between the landing point and the position of train 50. As shown in Figure 7, if the position of the last car of train 50 at the time of landing is ahead of the landing point of the flying object 60 relative to the direction of travel of train 50, the possibility of the flying object 60 landing in front of or on train 50 is low. Therefore, in this case, the decision unit 22 decides not to perform avoidance control for train 50. Note that the landing point used in this decision may be a range centered on the landing point, taking into account errors and the size of the flying object 60.

[0085] Furthermore, if the avoidance control options include stop control, the decision unit 22 determines stop control as the avoidance control if it estimates that stopping the train 50 will cause the front of the train 50 to stop before the landing point of the flying object 60. More specifically, as shown in Figure 8, the decision unit 22 determines stop control as the avoidance control if the landing point (estimated in (2)) is ahead of the stopping position of the front of the train 50 (estimated in (4)) in the direction of travel of the train 50.

[0086] Furthermore, if the avoidance control options include acceleration control, the decision unit 22 determines acceleration control as the avoidance control when it estimates that the time of fall of the aircraft 60 will be later than the shortest passage time. More specifically, the decision unit 22 determines acceleration control as the avoidance control when the time of fall of the aircraft 60 (estimated in (1)) is later than the shortest passage time (estimated in (5)).

[0087] Furthermore, if the avoidance control options include separation control, the decision unit 22 determines separation control as the avoidance control when it is estimated that the flying object 60 will fall onto the train 50.

[0088] Furthermore, if the avoidance control options include stopping control, the decision unit 22 prioritizes stopping control over separation control and decides on avoidance control. In other words, if stopping train 50 can prevent the flying object 60 from falling onto train 50, the decision unit 22 prioritizes stopping train 50 over separating train 50.

[0089] Furthermore, if the avoidance control options include acceleration control, the decision unit 22 prioritizes acceleration control over separation control and decides on it as the avoidance control. In other words, if accelerating the train 50 can prevent the flying object 60 from falling onto the train 50, the decision unit 22 prioritizes accelerating the train 50 over separating the train 50.

[0090] (7) Determination of separation points If the decision unit 22 decides on separation control as an avoidance control, it determines the separation point. The separation point is the coupling point among the coupling points included in the train 50 that will be released.

[0091] Separation control is a control method that separates the train 50 into a forward configuration and a rear configuration, and stops the rear configuration. The forward configuration is maintained in motion or accelerated. As a result of separation control, a gap is created between the forward configuration and the rear configuration. This gap will hereafter be called the separation gap. The determination unit 22 determines the separation point such that the landing point of the flying object 60 is included in the separation gap.

[0092] An example of how to determine the separation point will be explained using Figure 9. Figure 9 is a diagram showing the relationship between the drop point, the position of the train, and the separation point.

[0093] In Figure 9, (a) shows the position of train 50 at the separation control time. The separation control time is the time when separation control is instructed to train 50. When separation control is instructed, the control device 51 of train 50 releases the coupling at the separation point and stops the rear configuration.

[0094] (b) is the landing site of the flying object 60. The landing site is estimated in "(2) Estimation of the landing site".

[0095] (c) is the stopping position of the leading end of train 50 when separation control is instructed to train 50 at the separation control time. When separation control is performed, the coupling is released and then the brakes of the rear configuration are applied. Therefore, the distance between (a) and (c) is the stopping distance estimated in "(4) Estimation of stopping time and stopping position" plus the distance that train 50 travels from the separation control time until the brakes are applied.

[0096] The time from the separation control time until the brakes are applied may hereafter be referred to as the separation time. The distance traveled by train 50 during the separation time may hereafter be referred to as the separation distance. The separation time may be a fixed value. The determination unit 22 can also calculate the separation distance by, for example, multiplying the current speed v of train 50 by the separation time.

[0097] The determination unit 22 can calculate the stopping position of each coupling point based on (c) the stopping position of the front of train 50 and information indicating the position of the coupling point. The information indicating the position of the coupling point is included in the train formation information. The stopping position of the coupling point calculated here corresponds to the stopping position of the front of the rear configuration when the coupling point is released. In separation control, it is desirable to be able to stop the front of the rear configuration before the drop point. Therefore, with respect to the direction of travel of train 50, coupling points whose stopping position is behind the drop point become candidates for separation points. In the case of Figure 9, coupling points 2 to 4 are candidates for separation points based on their stopping positions.

[0098] (d) is the leading position of train 50 at the time of impact, assuming normal operation of train 50. (d) is identified in "(3) Identification of the running position at the time of impact". Based on (d) the running position of train 50 and information indicating the position of the coupling points, the determination unit 22 can calculate the running position of each coupling point. The running position of the coupling point calculated here corresponds to the running position of the last car of the forward configuration when the coupling point is released. In separation control, it is desirable that the last car of the forward configuration is ahead of the impact point at the time of impact. Therefore, with respect to the direction of travel of train 50, coupling points whose running position is ahead of the impact point become candidates for separation points. In the case of Figure 9, coupling points 1 to 3 are candidates for separation points based on their running positions.

[0099] The determination unit 22 determines the coupling point that is common to both the candidate separation point based on the stopping position and the candidate separation point based on the traveling position as the separation point.

[0100] If there are two or more common connection points, the determination unit 22 may determine a connection point that satisfies a predetermined condition as a separation point.

[0101] The predetermined conditions may include, for example, a condition regarding the length of the separation gap. The determination unit 22 may, for example, determine that a connection point where the length of the separation gap is equal to or greater than a predetermined length (first length) is a connection point that satisfies the predetermined conditions. The first length may be a fixed value corresponding to the size of a typical aircraft 60, or it may be a value that changes depending on the size of the aircraft 60 when it begins to fall.

[0102] Furthermore, the decision unit 22 may decide to accelerate the forward configuration if there are no connection points where the length of the separation gap is greater than or equal to the first length. Also, the decision unit 22 may decide to accelerate the forward configuration if the distance between the front end of the separation gap and the landing point is shorter than a predetermined length (second length). The second length is shorter than the first length. The second length may be a fixed value corresponding to the size of a typical aircraft 60, or it may be a value that changes depending on the size of the aircraft 60 when it starts to fall.

[0103] Furthermore, if there are two or more connection points that satisfy the predetermined conditions, or if none of the connection points satisfy the predetermined conditions, the determination unit 22 may determine the connection point with the longest separation gap as the separation point.

[0104] Furthermore, if there are two or more connection points that satisfy the predetermined conditions, or if none of the connection points satisfy the predetermined conditions, the determination unit 22 may determine the connection point that is closer to the center of the separation gap as the separation point, based on the positions of both ends of the separation gap. In this case, in the example of Figure 9, connection point 3 is determined as the separation point.

[0105] Furthermore, the predetermined conditions may include, for example, conditions relating to the weight of the vehicles. The conditions relating to the weight of the vehicles may be based on the number of passengers in each vehicle that makes up train 50. The heavier train 50 is, the longer it takes for train 50 to come to a stop. As a result, when train 50 is separated into a front configuration and a rear configuration, if the heavier vehicles are included in the front configuration, the rear vehicles can stop faster than if the heavier vehicles are included in the rear configuration. For this reason, the determination unit 22 may, for example, determine that a coupling point where vehicles with more passengers than a predetermined value make up the front configuration is a coupling point that satisfies the predetermined conditions.

[0106] For example, in Figure 9, the coupling points common to both the candidate separation points based on the stopping position and the candidate separation points based on the traveling position are coupling point 2 and coupling point 3. In this state, if there is a vehicle between these two coupling points with more passengers than a predetermined value, the determination unit 22 may determine coupling point 3, which is behind this vehicle, as the separation point. This results in a heavier vehicle being included in the front configuration than usual, making it easier for the rear vehicles to stop.

[0107] The number of passengers in each car may be calculated, for example, based on images captured by surveillance cameras installed inside the train. Alternatively, the number of passengers in each car may be calculated based on the number of passengers boarding and alighting at each station. Furthermore, the cars may be equipped with a function to measure the weight of passengers. The calculation of the number of passengers may be performed by the control information output device 20, the train information provision device 72, or the train information acquisition device 52.

[0108] Furthermore, the determination unit 22 has an arbitrary method for determining the separation point when there are no common coupling points between the candidate separation points based on the stopping position and the candidate separation points based on the running position. For example, if there are no common coupling points, the determination unit 22 may determine the coupling point closest to the front among the candidate separation points based on the stopping position as the separation point.

[0109] If no candidate separation points exist based on the stopping position, the point of impact will be between the stopping position of the last car of train 50 and the stopping position of the coupling point closest to the last car. In this case, the decision unit 22 may, for example, decide on acceleration control instead of separation control as an avoidance control.

[0110] Furthermore, if there are no candidate separation points based on the running position, the point of impact will be between the running position of the front of the train 50 and the running position of the coupling point closest to the front. In this case, the decision unit 22 may, for example, decide on stop control instead of separation control as an avoidance control.

[0111] The method for determining avoidance control in the determination unit 22 has been described so far. The determination unit 22 may perform the above calculations each time it receives fall information. Alternatively, the determination unit 22 may determine avoidance control using, for example, a lookup table that shows the correspondence between various parameters used in the calculation and the avoidance control. Alternatively, the determination unit 22 may determine the separation location using, for example, a lookup table that shows the correspondence between various parameters used in the calculation and the separation location.

[0112] Next, the output of control information will be explained. The output unit 23 outputs control information according to the decision of the determination unit 22.

[0113] If avoidance control is determined to be stop control, the control information includes information for stopping train 50. Information for stopping train 50 may include, for example, information instructing train 50 to stop. Also, if avoidance control is determined to be acceleration control, the control information includes information for accelerating train 50. Information for accelerating train 50 may include, for example, information instructing train 50 to accelerate.

[0114] If avoidance control is determined to be separation control, the control information includes information for disconnecting the connection point determined to be the separation point and stopping the rear configuration. The control information may include, for example, information instructing separation control and information indicating the connection point determined to be the separation point. The control device 51 disconnects the connection point determined to be the separation point and stops the rear configuration according to the control information.

[0115] Furthermore, if the avoidance control is determined to be stop control or separation control, the output unit 23 may output a signal to the train information device 72 or the control device of the following train to stop the train following train 50.

[0116] Furthermore, if the avoidance control is determined to be a stop control or a separation control, the control information may include information to inform passengers that the train will make an emergency stop. For example, if the avoidance control is determined to be a separation control, the control information may include information to announce the emergency stop of the train in the rear configuration. Also, if the control device 51 of train 50 is instructed to perform avoidance control by the control information, it may make an emergency stop announcement in the rear configuration.

[0117] Furthermore, if avoidance control is determined to be separation control, the control information may include information instructing the deactivation of the automatic brake due to the uncoupling. Some trains are equipped with a function that automatically applies the train's brakes if the coupling at a coupling point is released for any reason. On the other hand, in separation control, after the coupling at the separation point is released, a separation gap is created when the rear configuration stops and the front configuration continues to move. Therefore, in separation control, control is performed to prevent the automatic brake from being activated due to the uncoupling.

[0118] Information instructing the deactivation of the automatic brake due to uncoupling may, for example, be information instructing the closing of at least the front end of the brake pipe at the separation point. Information instructing the deactivation of the automatic brake due to uncoupling may also be information instructing the closing of both ends of the brake pipe at the separation point. The brake pipe is continuously routed through the vehicles that make up the train. As long as the air pressure of the compressed air filling this brake pipe is maintained, the brake remains in a released state. When the train is uncoupled, the air pressure drops due to the separation of the brake pipe, and the brakes are automatically activated. When performing separation control, the control device 51 closes the brake pipes at both ends of the separation point before uncoupling, so that the air pressure inside the brake pipe is maintained even after the brake pipe is separated, and thus the automatic brake due to uncoupling can be deactivated.

[0119] Furthermore, if the control device 51 of train 50 is instructed to perform separation control, it may, in the separation control, disable the automatic brake due to uncoupling before uncoupling. Disabling the automatic brake due to uncoupling may be done by closing at least the front end or both ends of the brake pipe at the separation point.

[0120] Furthermore, if avoidance control is determined to be separation control, the control information may include information instructing the locking of the through door installed at the separation point. Also, if the control device 51 of train 50 is instructed to perform separation control, it may lock the through door installed at the separation point before uncoupling during the separation control. This reduces the possibility of passengers falling from the passageway due to separation control.

[0121] Furthermore, the control information may include guidance information for the crew and passengers of train 50. The guidance information may, for example, be information for displaying guidance images on display devices that the crew and passengers refer to. The guidance images may be displayed on the display device by the control device 51 of train 50.

[0122] For example, the guidance information may include information indicating that evasive control will be performed. The guidance information may also include information indicating the progress of the evasive control. Furthermore, if the evasive control is a separation control, the guidance information may include information indicating the separation point. This allows for the provision of information regarding the evasive control to the crew and passengers.

[0123] Furthermore, guidance information may include information on guiding passengers after the vehicle has stopped, if the avoidance control is a stop control or separation control. For example, guidance information may include information indicating the content of passenger guidance by the crew, or information indicating the passengers' own actions. Guidance information may include, for example, information on guidance timing and guidance route. This makes it possible to provide crew members and passengers with information on appropriate actions in relation to avoidance control.

[0124] Furthermore, the guidance information may include information indicating the actions the crew should take after the aircraft 60 falls. These actions after the fall may include, for example, measures to prevent fire or the spread of fire caused by the falling aircraft 60.

[0125] Next, an example of the operation flow of the control information output device 20 will be explained using Figure 2.

[0126] The receiving unit 21 receives the falling information (step S101 in Figure 2). The decision unit 22 determines avoidance control to cause the train to avoid a collision with the flying object based on the running state information and the falling information (step S102). The output unit 23 outputs control information to control the train according to the avoidance control (step S103).

[0127] Next, an example of the operation flow of the determination unit 22 of the control information output device 20 will be explained using Figure 10. Figure 10 shows an example of the operation flow of the determination unit 22 of the control information output device 20.

[0128] The decision unit 22 may determine whether or not to perform avoidance control before performing the operation shown in Figure 10. If the decision unit 22 determines whether or not to perform avoidance control, it will perform avoidance control if it determines that avoidance control is necessary.

[0129] In Figure 10, the determination unit 22 first estimates the fall time Td of the flying object 60 based on the fall information. The determination unit 22 also calculates the fall time (step S201). Next, the determination unit 22 estimates the landing point of the flying object 60 based on the fall information (step S202).

[0130] Next, the determination unit 22 determines the position of the train 50 at the time of the aircraft 60's fall based on the travel status information (step S203). The determination unit 22 also estimates the stopping time and stopping position of the train 50 (step S204). Furthermore, the determination unit 22 estimates the shortest passing time (step S205).

[0131] The decision unit 22 then determines avoidance control for train 50 (step S206). If the decision unit 22 determines separation control as the avoidance control, it also determines the separation point (step S207).

[0132] As described above, in the second embodiment of this disclosure, the control information output device 20 includes a receiving unit 21, a determination unit 22, and an output unit 23. The receiving unit 21 receives fall information. The fall information indicates that the aircraft has begun to fall. The fall information includes information regarding the time and location of the fall of the aircraft. The fall time is the time when the aircraft falls to a reference altitude. The location of the fall is the position of the aircraft at the time it falls to the reference altitude. The determination unit 22 determines avoidance control based on the running state information and the fall information. The running state information indicates the running state of the train. Avoidance control is control to the train to cause it to avoid a collision with the aircraft. The output unit 23 outputs control information. The control information is information for controlling the train in accordance with the avoidance control.

[0133] In this way, the control information output device 20 determines avoidance control to prevent the train from colliding with the aircraft and outputs control information to control the train according to the avoidance control. As a result, the train is controlled to avoid a collision with the aircraft. Therefore, it becomes possible to reduce the risk of the aircraft falling onto the train.

[0134] Furthermore, the avoidance control options include at least one of stop control, acceleration control, and separation control. Stop control reduces the risk of the aircraft 60 falling onto the train 50 by stopping the train 50. Acceleration control reduces the risk of the aircraft 60 falling onto the train 50 by accelerating the train. Separation control reduces the risk of the aircraft falling onto the train even if collision avoidance is not possible with stop control or acceleration control.

[0135] [Example Hardware Configuration] This section describes an example of hardware resource configurations for realizing the control information output devices (10, 20) in each embodiment of the present disclosure described above using a single information processing device (computer). Note that the control information output device may be realized using at least two information processing devices, either physically or functionally. Furthermore, the control information output device may be realized as a dedicated device. Also, only some functions of the control information output device may be realized using an information processing device.

[0136] Figure 11 is a schematic diagram showing an example of the hardware configuration of an information processing device capable of realizing the control information output device of each embodiment of the present disclosure. The information processing device 90 includes a communication interface 91, an input / output interface 92, an arithmetic unit 93, a storage device 94, a non-volatile storage device 95, and a drive device 96.

[0137] For example, the receiving unit 11 and output unit 13 in Figure 1 can be implemented using a communication interface 91 and a computing device 93. Also, the determination unit 12 can be implemented using a computing device 93.

[0138] The communication interface 91 is a communication means for the control information output device of each embodiment to communicate with an external device by wire and / or wireless. If the control information output device is implemented using at least two information processing devices, these devices may be connected via the communication interface 91 to enable mutual communication.

[0139] The input / output interface 92 is a human-machine interface, such as a keyboard as an example of an input device, or a display as an output device.

[0140] The arithmetic unit 93 is implemented by a general-purpose CPU (Central Processing Unit) or microprocessor, as well as multiple electrical circuits. The arithmetic unit 93 can, for example, read various programs stored in the non-volatile memory device 95 into the memory device 94 and execute processing according to the read programs.

[0141] The storage device 94 is a memory device such as RAM (Random Access Memory) that can be accessed by the arithmetic unit 93, and stores programs and various data. The storage device 94 may be a volatile memory device.

[0142] The non-volatile storage device 95 is a non-volatile storage device such as ROM (Read Only Memory) or flash memory, and is capable of storing various programs and data.

[0143] The drive device 96 is, for example, a device that processes data reading and writing to the recording medium 97, which will be described later.

[0144] The recording medium 97 is any recording medium capable of recording data, such as an optical disc, magneto-optical disc, or semiconductor flash memory.

[0145] Each embodiment of the present disclosure may be implemented, for example, by configuring a control information output device with the information processing device 90 illustrated in Figure 11, and supplying this control information output device with a program capable of realizing the functions described in each embodiment above.

[0146] In this case, the embodiment can be realized by having the arithmetic unit 93 execute the program supplied to the control information output device. Furthermore, it is also possible to configure some, rather than all, of the functions of the control information output device in the information processing device 90.

[0147] Furthermore, the above program may be recorded on the recording medium 97, and the control information output device may be configured such that the program is stored in the non-volatile storage device 95 as appropriate during the shipping or operation phase of the control information output device. In this case, the method of supplying the above program may be to install it into the control information output device using an appropriate jig during the manufacturing phase before shipping or during the operation phase. Alternatively, the method of supplying the above program may be to use a general procedure such as downloading it from an external source via a communication line such as the Internet.

[0148] Some or all of the above embodiments may also be described as follows, but are not limited to the following:

[0149] (Note 1) A receiving unit that receives fall information indicating that an aircraft has begun to fall, including information about the fall time which is the time when the aircraft falls to a reference altitude and information about the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude, A decision unit determines avoidance control, which is a control for the train to cause the train to avoid a collision with the flying object, based on running state information indicating the running state of the train and the falling information. An output unit that outputs control information which is information for controlling the train in accordance with the avoidance control, A control information output device equipped with the following features.

[0150] (Note 2) The avoidance control options include at least one of stop control, acceleration control, and separation control. The aforementioned stop control is a control that stops the train, The acceleration control is a control that accelerates the train, The separation control involves disengaging at least one of the coupling points included in the train, thereby separating the train into a forward configuration, which is the part in front of the coupling point that is disengaged, and a rear configuration, which is the part behind the coupling point that is disengaged, and stopping the rear configuration. The control information output device described in Appendix 1.

[0151] (Note 3) If the avoidance control option includes the stop control, The determination unit determines the stop control as the avoidance control when it is estimated that stopping the train will cause the front of the train to stop before the landing point of the flying object. The control information output device described in Appendix 2.

[0152] (Note 4) If the avoidance control option includes the acceleration control, The determination unit determines the acceleration control as the avoidance control when it estimates that the time of the aircraft's fall will be later than the shortest passing time, which is the time when the last car of the train passes the landing point of the aircraft when the train is accelerated to its fastest speed. A control information output device as described in Appendix 2 or Appendix 3.

[0153] (Note 5) If the avoidance control option includes the separation control, The determination unit determines the separation control as the avoidance control when it is estimated that the flying object will fall onto the train. A control information output device described in any one of the appendices 2 to 4.

[0154] (Note 6) The determination unit determines the connection point to be released when the separation control is determined to be the avoidance control. A control information output device described in any one of the appendices 2 through 5.

[0155] (Note 7) The determination unit determines whether or not to accelerate the forward configuration when the separation control is determined to be the avoidance control. A control information output device described in any one of the appendices 2 through 6.

[0156] (Note 8) If the separation control is determined to be the avoidance control, the control information includes information instructing the disabling of the automatic brake by releasing the coupling. A control information output device as described in any one of the appendices 2 through 7.

[0157] (Note 9) The information instructing the deactivation of the automatic brake by releasing the coupling includes information instructing the closing of at least the front end of the brake pipe at the coupling point where the coupling is released. The control information output device described in Appendix 8.

[0158] (Note 10) If the separation control is determined to be the avoidance control, the control information includes information instructing the locking of the through door installed at the coupling point to be released. A control information output device described in any one of the appendices 2 through 9.

[0159] (Note 11) When the separation control is determined to be the avoidance control, the determination unit uses weight information, which is information regarding the weight of passengers in each vehicle included in the train, to determine the coupling point where the coupling is released. A control information output device described in any one of the appendices 2 through 10.

[0160] (Note 12) The decision unit determines whether or not the avoidance control decision is necessary, and if it is determined that the avoidance control decision is necessary, it makes the avoidance control decision. A control information output device as described in any one of the appendices 1 through 11.

[0161] (Note 13) The control information includes guidance information for at least one of the train's crew and / or passengers. The guidance information includes at least one of the following: information indicating that avoidance control will be performed, information indicating the progress of the avoidance control, and information regarding passenger guidance. A control information output device described in any one of the appendices 1 through 12.

[0162] (Note 14) The control information output device, The system receives fall information that indicates the aircraft has begun to fall, including information about the fall time, which is the time when the aircraft falls to a reference altitude, and information about the fall location, which is the position of the aircraft at the time when the aircraft falls to the reference altitude. Based on the running status information indicating the train's running state and the falling information, avoidance control is determined, which is control for the train to cause the train to avoid a collision with the flying object. The system outputs control information, which is information for controlling the train in accordance with the avoidance control described above. Method for outputting control information.

[0163] (Note 15) On the computer, A receiving function that receives fall information including information indicating that an aircraft has begun to fall, the fall time which is the time when the aircraft falls to a reference altitude, and the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude, A decision function that determines avoidance control, which is a control for the train to cause the train to avoid a collision with the flying object, based on running state information indicating the running state of the train and the falling information, An output function that outputs control information, which is information for controlling the train in accordance with the avoidance control, A control information output program that enables this.

[0164] Furthermore, some or all of the configurations described in Appendices 2 to 13, which are subordinate to Appendice 1 above, may also be subordinate to Appendices 14 and 15 in the same way as those described in Appendices 2 to 13. Moreover, not limited to Appendices 1, 14, and 15, some or all of the configurations described as appendices may also be subordinate to various hardware, software, various recording means for recording software, or systems, without departing from the embodiments described above.

[0165] Although the present disclosure has been described above with reference to embodiments, the present disclosure is not limited to the embodiments described above. Various modifications to the structure and details of the present disclosure can be made as can be understood by those skilled in the art within the scope of the present disclosure. Furthermore, each embodiment can be combined with other embodiments as appropriate. [Explanation of symbols]

[0166] 10, 20 Control Information Output Device 11, 21 Receiving section 12, 22 Decision Section 13, 23 Output section 50 trains 51 Control device 52 Train information acquisition device 60 flying objects 71 Aircraft information providing device 72 Train information provision device 80 Communication lines 90 Information Processing Equipment 91 Communication Interface 92 Input / Output Interfaces 93 Arithmetic unit 94 Storage device 95 Non-volatile memory devices 96 Drive unit 97 Recording media

Claims

1. A receiving unit that receives fall information indicating that an aircraft has begun to fall, including information about the fall time which is the time when the aircraft falls to a reference altitude and information about the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude, A decision unit determines avoidance control, which is a control for the train to cause the train to avoid a collision with the flying object, based on running state information indicating the running state of the train and the falling information. An output unit that outputs control information which is information for controlling the train in accordance with the avoidance control, A control information output device equipped with the following features.

2. The avoidance control options include at least one of stop control, acceleration control, and separation control. The aforementioned stop control is a control that stops the train, The acceleration control is a control that accelerates the train, The separation control involves disengaging at least one of the coupling points included in the train, thereby separating the train into a forward configuration, which is the part in front of the coupling point that is disengaged, and a rear configuration, which is the part behind the coupling point that is disengaged, and stopping the rear configuration. The control information output device according to claim 1.

3. If the avoidance control option includes the stop control, The determination unit determines the stop control as the avoidance control when it is estimated that stopping the train will cause the front of the train to stop before the landing point of the flying object. The control information output device according to claim 2.

4. If the avoidance control option includes the acceleration control, The determination unit determines the acceleration control as the avoidance control when it estimates that the time of the aircraft's fall will be later than the shortest passing time, which is the time when the last car of the train passes the landing point of the aircraft when the train is accelerated to its fastest speed. The control information output device according to claim 2.

5. If the avoidance control option includes the separation control, The determination unit determines the separation control as the avoidance control when it is estimated that the flying object will fall onto the train. A control information output device according to any one of claims 2 to 4.

6. The determination unit determines the connection point to be released when the separation control is determined to be the avoidance control. The control information output device according to claim 5.

7. If the separation control is determined to be the avoidance control, the control information includes information instructing the disabling of the automatic brake by releasing the coupling. The control information output device according to claim 2.

8. If the separation control is determined to be the avoidance control, the control information includes information instructing the locking of the through door installed at the coupling point to be released. A control information output device according to claim 2 or claim 7.

9. The control information output device, The system receives fall information that indicates the aircraft has begun to fall, including information about the fall time, which is the time when the aircraft falls to a reference altitude, and information about the fall location, which is the position of the aircraft at the time when the aircraft falls to the reference altitude. Based on the running status information indicating the train's running state and the falling information, avoidance control is determined, which is control for the train to cause the train to avoid a collision with the flying object. The system outputs control information, which is information for controlling the train in accordance with the avoidance control described above. Method for outputting control information.

10. On the computer, A receiving function that receives fall information including information indicating that an aircraft has begun to fall, the fall time which is the time when the aircraft falls to a reference altitude, and the fall point which is the position of the aircraft at the time when the aircraft falls to the reference altitude, A decision function that determines avoidance control, which is a control for the train to cause the train to avoid a collision with the flying object, based on running state information indicating the running state of the train and the falling information, An output function that outputs control information, which is information for controlling the train in accordance with the avoidance control, A control information output program that enables this.

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