Train control system and train control method

Abstract

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

Description

[Technical Field]

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

[0002] In order to operate trains automatically, the introduction of an ATO (Automatic Train Operation) system, a train control system that gives trains operational targets such as the target time of arrival at the next station and allows the train to run according to these targets, is being considered. In most ATO systems, when it is determined that a specific train is running behind schedule, or when the traffic control system gives targets (time, position, speed) for when (time), where (position), and how fast (speed) the train should arrive, the system recreates the target run curve (operating pattern) and controls the train's speed to reach the target.

[0003] For example, Patent Document 1 discloses that when a train is operated automatically, a target speed is automatically calculated from the reference running time between stations and the running time of the train itself in order to run according to the schedule, and by taking into consideration the weather and train delays, etc., commands such as powering, braking and elliptical running are issued, thereby changing the operating method to suit the situation at hand and enabling operation to be tailored to the situation. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 11-255126 Summary of the Invention [Problem to be solved by the invention]

[0005] Meanwhile, in rural railway lines with a low daily passenger load, it is cost-prohibitive to introduce safety devices such as Automatic Train Control (ATC), which controls trains using continuous on-track detection and on-board signal aspects, as is the case in urban railway lines with a high passenger load. Therefore, it is common to use Automatic Train Stop (ATS), which controls trains at any point using wayside coils and wayside signals. Furthermore, ATO systems may operate automatically using only on-board control devices installed on trains, without linking with traffic management devices that can grasp the operational status of each train and compare actual operational status against the operation plan.

[0006] The technology described in Patent Document 1 uses a camera to recognize the signal aspects of traffic lights installed on the ground, and calculates the speed at which the train should travel using the relationship between the signal position, signal aspect, and speed limit registered in a database, as well as a position detection means.However, since it is not possible to grasp the relationship between the train itself and preceding trains or oncoming trains on single tracks, it is difficult to operate the train while maintaining train intervals when delays occur. [Means for solving the problem]

[0007] A train control system according to an aspect of the present invention is a train control system provided on a train moving on a predetermined route to control the train, the train control system comprising: a position acquisition unit that acquires the on-track position of the train; a database that stores a plurality of operation patterns, the relationship between the signal aspects of wayside signals and speed limits, and a plurality of wayside signals and a plurality of block sections on the route; a camera that photographs wayside signals in the block section at the on-track position and outputs current indication information; and a train control system that calculates a travel permitted position and a travelable route that allows travel to the travel permitted position based on the speed limit corresponding to the current indication information, and an on-board control unit that controls the running of the train based on the travelable route, wherein the on-board control unit comprises: a measurement unit that, when the indication of the current information changes to an indication other than proceeding, measures the time interval from the time of the change until the indication of the current information changes again; a search unit that searches the database for a block section where a preceding train is located based on the current information at the time of the measurement; and a prediction unit that predicts the average speed of the preceding train based on the time interval and the block section searched by the search unit, and controls the running of the train based on the average speed predicted by the prediction unit. A train control method according to an aspect of the present invention, when the indication of a wayside signal in a block section where a train is located changes to an indication other than proceeding, measures the time interval from the time of the change to the time when the indication of the indication changes again, searches for the block section where the preceding train is located from a database that stores a plurality of block sections on the route based on the indication information at the time of the measurement, predicts the average speed of the preceding train based on the time interval and the searched block section, and controls the running of the train based on the predicted average speed. [Effects of the Invention]

[0008] According to the present invention, the average speed of the preceding train can be predicted, which prevents the train interval from deviating from the plan and reduces the occurrence of congestion. [Brief explanation of the drawings]

[0009] [Figure 1]FIG. 1 is a diagram showing an embodiment of a train control system according to the present invention. [Figure 2] FIG. 2 is a diagram showing the relationship between trains, travelable routes, and travel-permitted positions when stop points are set between stations up to predetermined stop stations. [Figure 3] FIG. 3 is a diagram showing the relationship between the running positions of the preceding train and the train itself at time t1 and the aspects of wayside signals. [Figure 4] FIG. 4 is a diagram showing the relationship between the running positions of the preceding train and the train itself and the aspects of wayside signals at time t2=t1+Δt. [Figure 5] FIG. 5 is a diagram showing an example of the running patterns of the subject train and the preceding train from time t11 to time t13. [Figure 6] FIG. 6 is a diagram showing another example of the running patterns of the subject train and the preceding train from time t11 to time t13. [Figure 7] FIG. 7 is a flowchart showing an example of the control process. [Figure 8] FIG. 8 is a flowchart showing a process subsequent to the process of FIG. [Figure 9] FIG. 9 is a flowchart showing an example of a control process in the first modification. [Figure 10] FIG. 10 is a flowchart showing the process following the process of FIG. [Figure 11] FIG. 11 is a flowchart for explaining the second modification. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and appropriate omissions and simplifications have been made for clarity of explanation. Furthermore, in the following description, identical or similar elements and processes are given the same reference numerals, and duplicate explanations may be omitted. Note that the content described below merely shows an example of an embodiment of the present invention, and the present invention is not limited to the following embodiment, and can be implemented in various other forms.

[0011] 1 is a diagram showing an embodiment of a train control system according to the present invention, and is a block diagram showing a schematic configuration of a train control system 10. The train control system 10 of this embodiment is an on-board control device mounted on a train 11, and causes the train 11 running on a track 121 to operate along a running trajectory 126. The train control system 10 includes an on-board control unit 100, a camera 110, a database 111, and a position acquisition unit 112.

[0012] The camera 110 is equipped with an imaging element such as a CMOS image sensor, and captures an image of a wayside signal 124 in the direction of travel of the block section where the train is located. The camera 110 then recognizes the aspect of the captured wayside signal 124 and outputs the recognized aspect information to the on-board control unit 100. The position acquisition unit 112 acquires the current track position of the train 11. For example, a GPS device mounted on the train 11 is used as the position acquisition unit 112. Alternatively, the position may be calculated by acquiring speed information from a speedometer equipped on the train 11 and integrating the speed over time. The database 111 stores information on operation patterns, wayside signals (positions and types of signals), block sections on the travel route, the relationship between signal aspects and the speed limit 125, points (stop points) where the speed limit is 0 km / h, etc.

[0013] The on-board control unit 100 includes a measurement unit 101, a calculation unit 102, and a search unit 103. The functions and operations of the measurement unit 101, the calculation unit 102, and the search unit 103 will be described later. The on-board control unit 100 controls the operation of the train at a speed lower than a speed limit 125 and a speed lower than 0 km / h at the running permitted position 123, based on an arrival station 122, a running permitted position 123, and an operation pattern stored in the database 111. The running trajectory 126 represents the trajectory on which the train 11 actually runs (or has run), with the vertical axis representing the speed of the train 11 and the horizontal axis representing the position of the train 11. Note that the speed limit 125 also has the vertical axis representing the speed of the train 11 and the horizontal axis representing the position of the train 11.

[0014] The on-board control unit 100 is equipped with a microcomputer, processor, or similar arithmetic device, as well as a ROM, RAM, flash memory, hard disk, SSD, memory card, optical disk, or similar storage device, and realizes the functions of the measurement unit 101, calculation unit 102, search unit 103, etc. by executing programs stored in the storage device.

[0015] Fig. 2 is a diagram showing the relationship between trains, permitted routes, and permitted travel positions when stop points are set between stations up to a predetermined stop station. Fig. 2 shows a case where the wayside signal 124A indicates a stop aspect (hereinafter referred to as a stop aspect) due to the presence of a preceding train (not shown). When the wayside signal indicates a stop aspect, there is a point in the block section where the train is present where the speed limit is 0 km / h. In other words, there is a point where the speed limit is 0 km / h on the train 11 side of the wayside signal 124A indicating a stop aspect.

[0016] If there is a point where the speed limit is 0 km / h in the travel section up to the arriving station 122 due to the presence of a preceding train (not shown), the on-board control unit 100 sets the pre-update running permitted position 123A outside the point where the speed limit is 0 km / h, i.e., on the side of the train 11's location on the line from the stopping point. Then, the on-board control unit 100 sets a travelable route 120A between the location of the train 11 on the line and the running permitted position 123A.

[0017] Thereafter, when wayside signal 124B indicates a stop phase and wayside signal 124A changes from a stop phase to a caution phase due to the passage of a preceding train, the speed limit changes from pre-update speed limit 125A to updated speed limit 125B. In response to the change to speed limit 125B, on-board control unit 100 sets updated running permitted position 123B with the arrival station 122 as the upper limit, and running permitted route 120B after the running permitted position is updated. Then, on-board control unit 100 operates the train at a speed less than the updated speed limit 125B according to running trajectory 126B after the running permitted position is updated.

[0018] 3 and 4 are diagrams showing the relationship between changes in the running positions of the preceding train and the train itself and changes in the signal aspects of wayside signals. In this embodiment, an example is described in which the wayside signals have three aspects (green, yellow, and red), but the number and type of aspects that can be expressed are not limited, and include all wayside signals, such as block signals, departure signals, home signals, intermediate signals, and shunting signals. The train itself 11A and the preceding train 11B are traveling to the right on the track 121 in the figure. FIG. 3 is a diagram showing the relationship between the running positions of the preceding train 11B and the train itself 11A at time t1 and the aspects of wayside signals. FIG. 4 is a diagram showing the relationship between the running positions of the preceding train 11B and the train itself 11A and the aspects of wayside signals at time t2 = t1 + Δt.

[0019] Generally, wayside signals show a proceed aspect (hereinafter referred to as a go aspect) when the route ahead is open, and when a preceding train is on the line, they show a stop aspect to prevent the preceding train from entering the block section where it is located. Also, for block sections located outside the stop aspect, wayside signals show the next lowest speed limit aspect after the stop aspect (a caution aspect in the case of three aspects). In this way, in the block sections between the stop aspect and the go aspect, the speed limits are basically displayed one level apart.

[0020] At time t1 shown in Figure 3, the train 11A is located in block section B1, and the preceding train 11B is located in block section B4. Wayside signals 124A, 124D, and 124E are showing a proceed aspect. Wayside signal 124C is showing a stop aspect. Wayside signal 124B is showing a caution aspect.

[0021] At time t2=t1+Δt shown in Figure 4, the preceding train 11B has moved to block section B5, and the train 11A has moved to block section B3. In this situation, wayside signals 124B and 124D are indicating a stop aspect. Wayside signals 124A and 124C are indicating a caution aspect. Wayside signal 124E is indicating a proceed aspect.

[0022] (Operation description) Next, we will explain the operation of the on-board control unit 100 when, due to the influence of a preceding train, there is a point with a speed limit of 0 km / h between the train's location on the line and the station where the train will arrive, as shown in Figure 2. The on-board control unit 100 constantly recognizes the indication of the wayside signal ahead in the block section where the train is located using the camera 110, and runs the train in an operation pattern that is lower than the speed limit indicated by the wayside signal. Note that the indication indicated by the wayside signal indicates the speed limit for the section inside that wayside signal. For example, in the case of Figure 2, the indication indicated by wayside signal 124A indicates the speed limit for the block section between wayside signal 124A and wayside signal 124B.

[0023] When the train 11A enters the next block section due to its travel and recognizes that the wayside signal ahead of the train 11A indicates a state other than proceed due to the influence of the preceding train 11B, the on-board control unit 100 operates as follows: The on-board control unit 100 changes the operation pattern of the train 11A to one that will keep the train 11A's speed below the speed limit indicated by the wayside signal before the train 11A enters the block section corresponding to the wayside signal. In addition, the on-board control unit 100 starts timing with the measurement unit 101 at the time the camera 110 recognizes that the wayside signal indicates a state other than proceed, and measures the time until the next change in the wayside signal is recognized within the block section where the train 11A is located.

[0024] Here, there are two situations in which an aspect change is recognized by the camera 110. The first is when the block section where the train 11A is located changes, regardless of the influence of the preceding train 11B, and the recognized wayside signal changes to another wayside signal with a different aspect. The second is when the block section where the preceding train 11B is located changes, and the aspect of the wayside signal recognized by the camera 110 changes.

[0025] For example, the first aspect change described above will be explained with reference to Figure 3 when the preceding train 11B is in block section B4 and the train 11A enters the next block section B2. In this case, the aspect of the wayside signal recognized by the camera 110 changes from a proceed aspect to a caution aspect. Since the wayside signal 124B ahead of the train 11A is showing a caution aspect, the measurement unit 101 measures the time from the time of entry until the next change in the wayside signal aspect.

[0026] The search unit 103 of the on-board control unit 100 searches for the block section where the preceding train 11B is located, based on the recognized wayside signal aspects and the block section information registered in the database. Then, the calculation unit 102 of the on-board control unit 100 predicts the average speed of the preceding train 11B from the distance of the block section B4 through which the preceding train 11B has traveled and the measured time between aspect changes measured by the measurement unit 101. Furthermore, the on-board control unit 100 changes the operation pattern of the own train 11A based on the average speed of the preceding train 11B predicted by the calculation unit 102, in order to avoid the operation interval with the preceding train 11B becoming too short.

[0027] Incidentally, the time measurement by the measuring unit 101 starts from the point when the change in the aspect of the wayside signal is recognized by the camera 110. Therefore, the prediction accuracy when measuring time based on the change in aspect recognized by the camera 110 becomes higher the shorter the time between the change in the aspect of the wayside signal and the recognition of that change by the camera 110. This will be explained in detail using Fig. 5.

[0028] 5 is a diagram illustrating the situation from when the preceding train 11B moves from block section B3 to block section B4 at time t11 and the wayside signal 124B changes to a caution aspect, until when the preceding train 11B exits block section B4 at time t13 and the wayside signal 124B changes to a proceed aspect. The wayside signal 124B changes from a stop aspect to a caution aspect at time t11 when the preceding train 11B enters block section B4. At this time, the train 11A is located in block section B1, so the camera 110 does not recognize the wayside signal 124B. At time t12 when the train 11A enters block section B2, the camera 110 recognizes the aspect of the wayside signal 124B (a caution aspect). Then, the camera 110 recognizes that the aspect of the wayside signal 124B changes from a caution aspect to a proceed aspect at time t13 when the preceding train 11B leaves the block section B4.

[0029] In this case, the time from when the wayside signal 124B changes to a caution aspect until when it changes to a proceed aspect is t13-t11. On the other hand, the time from when the own train 11A enters the block section B2 and the camera 110 recognizes the caution aspect of the wayside signal 124B until when the camera 110 recognizes that the aspect of the wayside signal 124B has changed from a caution aspect to a proceed aspect is t13-t12. The difference between these two times is (difference = (t13-t11)-(t13-t12) = t12-t11). In other words, the shorter the difference = t12-t11, which is the time from when the aspect of the wayside signal 124B changes to a caution aspect until when the camera 110 recognizes it, the higher the prediction accuracy of the average speed of the preceding train 11B.

[0030] Furthermore, since the time measurement by the measurement unit 101 is performed only within the range of the block section where the train is located, the time measurement ends midway when the train itself 11A leaves the block section where the train is located. Therefore, the shorter the time from the end of the measurement until the preceding train 11B leaves the block section and the wayside signal aspect changes, the higher the accuracy of the average speed prediction. This will be explained in detail using Figure 6.

[0031] In Figure 6, at time t11, the preceding train 11B moves from block section B3 to block section B4, and the wayside signal 124B changes from a stop aspect to a caution aspect. At the time of this aspect change (t11), the camera 110 of the train itself 11A located in block section B2 recognizes the aspect change. Later, at time t12, when the preceding train 11B is located in block section B4, the train itself 11A moves from block section B2 to block section B3. The wayside signal recognized by the camera 110 changes from wayside signal 124B showing a caution aspect to wayside signal 124C showing a stop aspect, so the camera 110 recognizes that the aspect has changed from a caution aspect to a stop aspect. Later, at time t13, when the preceding train 11B leaves block section B4, the wayside signal 124C changes from a stop aspect to a caution aspect.

[0032] In this case, the timing of the measurement unit 101 based on the recognition of the aspect change by the camera 110 is performed in the existing section (block section B2) at time t11 when the train itself 11A recognizes the caution aspect of the wayside signal 124B (i.e., the aspect change from stop aspect to caution aspect). Therefore, the timing of the measurement unit 101 ends prematurely at time t12 when the train itself 11A finishes traveling through the block section B2. The measured time at this premature end is t12 - t11. However, because the wayside signal 124B changes from the caution aspect to the proceed aspect at time t13, the measured time is shorter by the difference = t13 - t12. In other words, it can be seen that the shorter the time between the premature end of time measurement and the wayside signal 124B changing its aspect to proceed aspect, the higher the accuracy of the average speed prediction.

[0033] 7 and 8 are flowcharts showing an example of control processing executed by the on-board control unit 100. The control processing shown in FIGS. 7 and 8 is repeatedly executed even after it has been terminated. Additional explanations will be provided as appropriate using FIG. 5 as a specific example. In step S200 of FIG. 7, the on-board control unit 100 acquires wayside signal aspect information from the camera 110. The aspect information is information indicating whether the aspect recognized by the camera 110 is a proceed aspect, a caution aspect, or a stop aspect. As described above, the on-board control unit 100 is equipped with a storage device, which is assumed to be provided with a first memory and a second memory for storing the aspect information. When the aspect information is acquired in step S200, the information stored in the first memory is moved to the second memory, and the data in the first memory is then overwritten with the acquired aspect information.

[0034] In step S201, the on-board control unit 100 determines whether the current indication information acquired in step S200 and stored in the first memory described above is a proceed aspect. If it is determined in step S201 that the current indication information is a proceed aspect (Y), the series of control processes ends. If the wayside signal indicates a proceed aspect, it is possible to travel as planned, so the current travel permission position and operation pattern are maintained. On the other hand, if it is determined in step S201 that the current indication information is an aspect other than proceed (N), step S202 is executed.

[0035] In the example shown in Fig. 5, at time t11 (proceed aspect), a determination of (Y) is made in step S201 and a series of control processes are terminated, and then the process is restarted from START. Then, at time t12 (caution aspect), if a determination of (N) is made in step S201, the process proceeds to step S202. At this time, the currently recognized caution aspect is stored in the first memory, and the previously recognized proceed aspect is stored in the second memory.

[0036] In step S202, the on-board control unit 100 determines whether the indication information is a stop aspect. If it is determined in step S202 that the indication information is a stop aspect (Y), the process proceeds to step S203. If the wayside signal is indicating a stop aspect, there is a point in the block section where the train is located where the speed limit is 0 km / h. Therefore, in step S203, the on-board control unit 100 changes the current travel permitted position and operation pattern to a travel permitted position and operation pattern that allows travel to the outside of the wayside signal where the speed limit is 0 km / h. On the other hand, if it is determined in step S202 that the indication information is an aspect other than a stop aspect (N), the process proceeds to step S204.

[0037] In step S204, the on-board control unit 100 determines whether the aspect information stored in the first memory differs from the aspect information stored in the second memory, i.e., whether the recognized aspect has changed. If it is determined in step S204 that the aspect has changed (Y), the process proceeds to step S205, and if it is determined that the aspect has not changed (N), the series of control processes ends.

[0038] Explaining this using the example shown in Figure 5, when the train itself 11A enters the block section B2 at time t12, the process proceeds in the order of step S201 → step S202 → step S204. At this time, since the caution aspect is stored in the first memory and the proceed aspect is stored in the second memory, it is determined in step S204 that the aspect has changed (Y), and the process proceeds to step S205.

[0039] In step S205, the on-board control unit 100 determines whether the wayside signal recognized by the camera 110 is a target wayside signal. If it is determined in step S205 that the signal is a target signal (Y), the process proceeds to step S206, but if it is determined that the signal is not a target signal (N), the series of control processes ends. In the next control process that starts again, the measurement operation is restarted from the beginning.

[0040] Here, the applicable wayside signals are those that are located near the arrival station and always change their indication, so that the side of the arrival station shows a stop aspect. At terminal stations and the like, wayside signals (home signals) that always show a stop aspect are provided, and when the train 11A approaches the arrival station, the indication changes to a non-proceed aspect regardless of whether the preceding train 11B is present. If the indication change of a signal such as a home signal is used as a condition for starting and ending the time measurement in predicting the average speed of the preceding train, an erroneous determination will be made. Therefore, whether the wayside signal is applicable (a wayside signal other than a wayside signal that always shows a non-proceed aspect) is determined from the wayside signal information registered in the database 111 of the train control system 10.

[0041] In step S206, the on-board control unit 100 starts timing by the measurement unit 101. In the example of Fig. 5, timing starts when the train itself 11A enters the block section B2 (time t12). Once timing has started in step S206, the process proceeds to step S301 in Fig. 8.

[0042] 8, the on-board control unit 100 determines whether the train 11A has finished the block section in which the train is located, that is, whether the train has entered the next block section. If it is determined in step S301 that the train has not finished the block section in which the train is located (N), the process proceeds to step S304, and if it is determined that the train has finished the block section in which the train is located (Y), the process proceeds to step S302.

[0043] First, the case where the process proceeds from step S301 to step S304 will be described. In step S304, the on-board control unit 100 acquires wayside signal aspect information from the camera 110. When the aspect information is acquired in step S304, the on-board control unit 100 moves the aspect information stored in the first memory to the second memory, and then rewrites the data in the first memory with the acquired aspect information. Next, in step S305, the on-board control unit 100 compares the aspect information in the first memory with the aspect information in the second memory to determine whether the aspect recognized by the camera 110 has changed. If it is determined in step S305 that the aspect has changed (Y), the process proceeds to step S306, and if it is determined that the aspect has not changed (Y), the process returns to step S301.

[0044] The processing from step S301 to step S304 will be explained using Fig. 5 as an example. In the example shown in Fig. 5, timing starts at time t12 as described above. At time t13, before the subject train 11A passes through block section B2, the preceding train 11B passes through block section B4, and the wayside signal 124B changes from a caution aspect to a proceed aspect. Therefore, the process proceeds from step S301 to step S304, and aspect information is acquired from the camera 110. As a result, the aspect information in the first memory becomes a proceed aspect and the aspect information in the second memory becomes a caution aspect, and it is determined in step S305 that the aspect has changed (Y), and the process proceeds to step S306.

[0045] If the train 11A has finished traveling through the block section B2 before time t13, it will be determined in step S301 that the train has finished traveling through the block section B2 in which it is located (Y) before it is determined in step S305 that the aspect has changed, and the process will proceed to step S302.

[0046] In step S306, similar to step S205 described above, the on-board control unit 100 determines whether or not the wayside signal recognized by the camera 110 is a wayside signal that is subject to the application. If it is determined in step S306 that the wayside signal is subject to the application (Y), the process proceeds to step S307, and the timing by the measurement unit 101 is terminated. On the other hand, if it is determined in step S306 that the wayside signal is not subject to the application (N), the series of control processes is terminated.

[0047] In step S308, the on-board control unit 100 determines whether a low aspect is expected in the next block section when the current operation pattern is used for travel, i.e., whether the speed limit in the next block section is expected to be lower than that in the block section where the train is currently located, taking into consideration the distance of the block section where the preceding train 11B is located, the speed of the train itself 11A, the distance of the block section where the train is currently located, etc. If it is determined in step S308 that a low aspect is expected (Y), the process proceeds to step S310, and if it is determined that a low aspect is not expected (N), the process proceeds to step S309.

[0048] If the process proceeds from step S308 to step S309, a low level indication is not expected in the next block section, so the on-board control unit 100 changes the current operation pattern to one that can reduce delays within the speed limit, and then ends the series of control processes.

[0049] When the process proceeds from step S308 to step S310, the calculation unit 102 of the on-board control unit 100 searches the database 111 for the distance of the block section where the preceding train 11B is located, and predicts the average speed of the preceding train 11B based on the distance of the block section and the measurement time measured by the measurement unit 101. In step S311, the on-board control unit 100 changes the operation pattern to one that can reduce the approach to the preceding train 11B (shortening the train interval) based on the average speed predicted in step S310, and ends the series of control processes.

[0050] On the other hand, a case will be described where, in step S301, it is determined that the train 11A has completed the block section in which it is located (Y) and the process proceeds to step S302. In step S302, the on-board control unit 100 terminates time measurement by the measurement unit 101 midway. In step S303, the on-board control unit 100 selects the highest average speed predicted value from among multiple average speeds predicted by the calculation unit 102 while the train is traveling on the track 121, and changes the current operation pattern to one that can reduce the shortening of the operation interval with the preceding train 11B based on the predicted average speed value.

[0051] 7 and 8 is repeatedly executed while the train is traveling on the track 121, and an average speed prediction value is obtained each time time measurement is repeated. The average speed prediction value for the highest speed condition is selected from the predictable range in order to prevent delays caused by changing the operation pattern based on an erroneous determination due to variations in prediction accuracy. Once step S303 has been executed, the series of control processes ends.

[0052] According to the train control system 10 of this embodiment, when a delay occurs, etc., by monitoring changes in the aspect of wayside signals, it is possible to predict the approximate position and average speed of the preceding train and calculate an operation pattern that prevents the interval between the train itself and the preceding train from becoming too short. This makes it possible to prevent deviations from the planned train interval and reduce congestion, even in an ATO system in which the traffic management device and on-board control device are not linked.

[0053] (Variation 1) In the above-described embodiment, the time between aspect changes is measured within the range of the block section where the train itself 11A is located, and the average speed of the preceding train is calculated based on the measured time measured within one block section. Therefore, as in step S301 → step S302 in Fig. 8, when the train itself 11A has finished traveling through the block section where it is located, the time measurement by the measurement unit 101 is stopped halfway.

[0054] In Modification 1, when a train travels through multiple block sections while a preceding train travels from one end of a block section to the other, the travel time of the preceding train is estimated by adding up the times measured in each block section. Figures 9 and 10 are flowcharts showing an example of control processing in Modification 1. In Modification 1, as shown in Figure 10, step S303 in Figure 8 is deleted and the control is changed so that the process proceeds from step S302 to step S206 in Figure 9. Note that other processing in Figures 9 and 10 is the same as the flowcharts shown in Figures 7 and 8, so the parts of the processing that are different will be explained below with reference to Figure 6.

[0055] 6, when the aspect recognized by the camera 110 (the aspect of the wayside signal 124B) changes from a stop aspect to a caution aspect at time t11, a determination of (Y) is made in step S204 in Fig. 9, and the process proceeds from step S205 to step S206, and timing is started by the measurement unit 101. Then, from time t11 to time t12, the processes of step S301 → step S304 → step S305 → step S301 are repeated.

[0056] When the train 11A moves from block section B2 to block section B3 at time t12, the process proceeds from step S301 to step S302 in Fig. 10, and timing is interrupted. The measured time when timing is interrupted is stored for later use in calculations. At the time of the interruption, the train 11A has passed through block section B2, so the camera 110 recognizes the stop aspect of the wayside signal 124C. Therefore, the stop aspect is stored in the first memory, and the caution aspect is stored in the second memory.

[0057] When the processing of step S302 ends, the process proceeds to step S206 in Fig. 9, where measurement by the measurement unit 101 is restarted. Thereafter, the process proceeds from step S301 to step S304, and the current signal information is acquired in step S304. Since the current signal information acquired from the camera 110 is a stop signal, as can be seen from Fig. 6, when step S304 is executed, the data in the second memory is rewritten from a caution signal to a stop signal, and the data in both the first and second memories become stop signals. Therefore, a determination of (N) is made in step S305, and the process proceeds to step S301.

[0058] 6, the signal information recognized by the camera 110 is a stop signal, and so the processing of step S301 → step S304 → step S305 → step S301 is repeated until time t13 is reached. Then, at time t13 when the preceding train 11B moves from block section B4 to block section B5, the recognized signal information (the signal of wayside signal 124C) changes from a stop signal to a caution signal. As a result, a determination of (Y) is made in step S305, and the processing proceeds in the order of step S305 → step S306 → step S307, and the time measurement by the measurement unit 101 ends in step S307.

[0059] The measurement result when timing is interrupted in step S302 is (t12-t11), and the measurement result when timing is completed in step S307 is (t13-t12). The on-board control unit 100 determines that the measurement results (t12-t11) and (t13-t12) obtained in this manner are temporally continuous data. The sum of these values ​​(t13-t11) is then considered to be the time taken for the preceding train 11B to travel through one block section B4, and is used to calculate the average speed of the preceding train 11B.

[0060] Furthermore, when Modification 1 is applied to a case where the own train 11A, as shown by the dashed line in FIG. 5, is located in block section B3 rather than block section B2 at time t13, the following operation occurs. In this case, while the preceding train 11B travels from one end of block section B4 to the other, the own train 11A travels from block section B1 to block section B3. Therefore, after timing is started at time t11, the own train 11A ends its travel through the block section twice: when it travels from B1 to B2 and when it travels from B2 to B3. In other words, the timing interruption process of step S302 occurs twice. The two measured times obtained by the two timing interruptions and the measured time obtained when timing is completed at time t13 are added together to obtain the time required for the preceding train 11B to travel from one end of one block section B4 to the other.

[0061] In this way, when the train itself 11A travels across multiple block sections, the time measured in each block section can be added together to obtain a more accurate measured time, and the average speed of the preceding train 11B can be predicted more accurately.

[0062] (Variation 2) FIG. 11 is a flowchart for explaining Modification 2. In Modification 2, measurement is not terminated midway when a block section is passed, but measurement by the measurement unit 101 is continued across consecutive block sections. Therefore, in Modification 2, of the flowcharts of FIGS. 7 and 8 described above, FIG. 11 is used instead of FIG. 8. Note that FIG. 11 is a flowchart of FIG. 8 with steps S302 and S303 deleted and step S302B added. Other processing is the same as in FIG. 8, so the following will explain the parts where control is different. Note that the explanation will be given with reference to FIGS. 5 and 6.

[0063] Timing by the measurement unit 101 starts at time t11 when the preceding train 11B moves from block section B3 to block section B4 in Fig. 6. When the own train 11A leaves block section B2 at time t12 in Fig. 6, the process proceeds from step S301 to step S302B in Fig. 11. Then, in step S302B, the on-board control unit 100 acquires aspect information from the camera 110. Since the aspect recognized by the camera 110 changes from a caution aspect to a stop aspect at time t12, the stop aspect is stored in the first memory, and the caution aspect is stored in the second memory.

[0064] When the processing of step S302B is completed, the process proceeds to step S304, where aspect information is acquired again. As a result, the data in the first memory and the second memory both indicate a stop aspect, and it is determined in step S305 that the aspect has not changed (N). That is, when the train itself 11A moves into the block section B3 at time t12, the process proceeds in the order of step S301 → step S302B → step S304 → step S305 → step S301. Then, from time t12 to time t13, the process of step S301 → step S304 → step S305 → step S301 is repeated.

[0065] At time t13 in Figure 6, when the preceding train 11B moves from block section B4 to block section B5, the aspect of the wayside signal 124C changes from a stop aspect to a caution aspect. As a result, the aspect recognized by the camera 110 of the subject train 11A changes, so in step S305 it is determined that the aspect has changed (Y), and the process proceeds from step S306 to step S307, where the time measurement by the measurement unit 101 ends. The measured time at this time is t13 - t11, which means that the time that the preceding train 11B traveled through block section B4 has been measured. Therefore, the average speed can be calculated accurately in step S310.

[0066] In the example shown in Fig. 6, the measurement unit 101 measures time across two block sections B2 and B3, but there are also cases where time measurement is performed across more than two block sections. For example, as in the case of the own train 11A shown by the dashed line in Fig. 5, this is the case when the own train 11A is located in block section B3 rather than block section B2 at time t13.

[0067] In this case, when the train 11A passes through the block section B2, the process proceeds from step S301 to step S302B in Fig. 11, where the train aspect information is acquired in step S302B, and a stop aspect is stored in the first memory and a caution aspect is stored in the second memory. After that, when the train aspect information is acquired in step S304, the data in both the first memory and the second memory become stop aspects. As a result, the process of step S301 → step S304 → step S305 → step S301 is repeated until time t13 when the preceding train 11B passes through the block section B4 and the wayside signal 124C changes to a caution aspect.

[0068] 5, when the preceding train 11B moves from block section B4 to block section B5, the process proceeds from step S305 to step S306 to step S307, and the time measurement by the measurement unit 101 ends. That is, the time measurement by the measurement unit 101 is performed across the three block sections from block section B1 to block section B3, and the measured time (t13-t11) is obtained.

[0069] Furthermore, several specific modified examples (alternative examples) are listed below, but the present invention may further combine these modified examples. For example, signals given by train attendants may be used instead of wayside signals. Furthermore, the on-board control device may learn optimal operation patterns for reducing headway reductions and delay increases in operation when delays occur from past operation records for each time of year, day of the week, time period, and operating section, and store these in a database. When conditions such as the date and time and the predicted average speed of the preceding train match, the optimal operation pattern may be selected from the prediction range based on the learned results.

[0070] According to the embodiment and the modified example of the present invention described above, the following advantageous effects can be achieved.

[0071] (C1) As shown in Figures 1 to 8, the train control system 10 is provided on a train 11 traveling on a predetermined route (railway 121) to control the train 11, and includes a position acquisition unit 112 that acquires the on-track position of the train 11, a database 111 that stores a plurality of operation patterns, the relationship between the signal aspects of wayside signals and speed limits, and a plurality of wayside signals 124 and a plurality of block sections on the track 121, a camera 110 that photographs the wayside signals in the block section at the on-track position and outputs the signal aspect information, and a calculation unit 112 that calculates a running permission position 123 and a travelable route 120 that allows the train to travel to the running permission position 123 based on the speed limit corresponding to the signal aspect information. The on-board control unit 100 includes a measurement unit 101 that, when the indication of the current information changes to an indication other than proceeding, measures the time interval (measured time) from the time the indication of the current information changes to the time the indication of the current information changes again, a search unit 103 that searches a database 111 for a block section where the preceding train is located based on the indication information at the time of measurement, and a calculation unit 102 that predicts the average speed of the preceding train based on the measurement time of the measurement unit 101 and the block section searched by the search unit 103, and controls the running of the train 11 based on the average speed predicted by the calculation unit 102.

[0072] In this way, the average speed of the preceding train is predicted from the time from when the aspect information changes until the aspect information changes again and the block section in which the preceding train is located. Therefore, based on the predicted average speed of the preceding train 11B, it becomes possible to control the running of the preceding train 11A so that the operating interval between the preceding train 11A and the preceding train 11B does not become too short, for example.

[0073] (C2) In (C1) above, as shown in Figures 1 to 8, the on-board control unit 100 selects an operation pattern that can reduce the headway between the preceding train and the train itself based on the predicted average speed from among the multiple operation patterns stored in the database 111, and changes the operation pattern of the train itself 11A to the selected operation pattern (steps S303, S311). As a result, it is possible to prevent the train itself 11A from getting too close to the preceding train 11B, thereby preventing the headway from being shortened.

[0074] (C3) In the above (C1), as shown in Figs. 5 to 8, the on-board control unit 100 predicts the average speed of the preceding train 11B based on the measurement time measured while the subject train 11A is traveling in the block section in which it is located. For example, for the subject train 11A shown in Fig. 5, the measurement unit 101 starts measuring time at time t12 when the subject train 11A enters block section B2, and ends measuring time at time t13 while the subject train 11A is located in the same block section B2 due to a change in the aspect of the wayside signal 124B. The calculation unit 102 then calculates the average speed of the preceding train 11B from the obtained measurement time and the distance of block section B4 through which the preceding train 11B has traveled.

[0075] (C4) In (C1) above, as shown in Figures 1, 7, 8, etc., the on-board control unit 100 determines based on the database 111 whether the wayside signal 124 photographed by the camera 110 is a wayside signal whose signal aspect always changes when the train enters a block section, and if the on-board control unit 100 determines that the wayside signal 124 is a wayside signal whose signal aspect always changes, it restarts the measurement operation by the measurement unit 101 from the beginning. Since an erroneous determination would be made if the change in the aspect of a signal such as a home signal were used as the start and end condition for timing in predicting the average speed of the preceding train, as in steps S205 and S306, if it is determined that the wayside signal is a wayside signal whose signal aspect always changes, the control is terminated and control is started again to start the measurement operation from the beginning.

[0076] (C5) In (C1) above, as shown in Figures 1, 6, 9, 10, etc., when continuity is found between the two measured times (t12-t11) and (t13-t12) measured for each of two consecutive block sections B2 and B3, the on-board control unit 100 adds together the two measured times (t12-t11) and (t13-t12) obtained for each of the two consecutive block sections B2 and B3, and the calculation unit 102 predicts the average speed of the preceding train 11B based on the addition result. In this way, by adding together the two measured times obtained for each of the two consecutive block sections B2 and B3, the average speed of the preceding train 11B can be predicted with higher accuracy.

[0077] (C6) In (C1) above, as shown in Figs. 1, 6, 7, 11, etc., the on-board control unit 100 causes the measurement unit 101 to measure the time interval until an aspect change, excluding changes in the aspect information before and after the train's own train 11A passes through a block section. In Modification 2, by employing the processing from step S301 to step S305 in Fig. 11, for example, an aspect change before and after time t12 in Figs. 5 and 6 is not recognized as an aspect change, and time measurement is performed excluding the aspect change. As a result, time measurement by the measurement unit 101 is performed across multiple block sections, enabling more accurate time measurement.

[0078] (C7) In (C2) above, as shown in Figures 1, 6 to 8, etc., the on-board control unit 100 selects the fastest average speed from multiple average speeds predicted by the calculation unit 102 while the train itself 11A is moving along the route, and selects an operation pattern that can reduce the shortening of the operation interval with the preceding train 11B based on the selected fastest average speed. By selecting the predicted average speed value under the highest speed conditions from the predictable range, it is possible to prevent delays caused by changing the operation pattern based on an erroneous judgment due to variations in prediction accuracy.

[0079] (C8) As shown in Figures 1 to 8, etc., this is a method for controlling a train moving on a predetermined route, in which, when the indication of the wayside signal in the block section where the train concerned 11A is located changes to an indication other than proceed, the time interval from the time of the change to the time when the indication of the indication information changes again is measured (steps S204 to S307), the block section where the preceding train 11B is located is searched for from a database 111 that stores multiple block sections on the route based on the indication information at the time of measurement, the average speed of the preceding train 11B is predicted based on the time interval and the searched block section (step S310), and the running of the train concerned 11A is controlled based on the predicted average speed (step S311). As a result, it becomes possible to control the running of the own train 11A based on the predicted average speed of the preceding train 11B so that the running interval between the own train 11A and the preceding train 11B does not become too short, for example.

[0080] The above-described embodiments and various modifications are merely examples, and the present invention is not limited to these contents as long as the features of the invention are not impaired. Various changes and modifications are possible by those skilled in the art within the scope of the technical ideas disclosed in the present invention, and various modifications are included. Furthermore, the above-described embodiments are examples given to clearly explain the present invention, and the present invention is not necessarily limited to those having all of the described configurations. Furthermore, it is possible to add, delete, or replace part of the configuration of the above-described embodiments with other configurations. [Explanation of symbols]

[0081] 10...Train control system, 11...Train, 11A...Own train, 11B...Preceding train, 100...On-board control unit, 101...Measurement unit, 102...Calculation unit, 103...Search unit, 110...Camera, 111...Database, 112...Location acquisition unit, 120, 120A, 120B...Permitted travel route, 121...Railway, 122...Arrival station, 123, 123A, 123B...Permitted travel position, 124, 124A to 124E...Wayside signal, 125, 125A, 125B...Speed ​​limit, 126, 126A, 126B...Travel trajectory, B1 to B5...Block section

Claims

1. A train control system that is provided on a train traveling on a predetermined route and controls the train, a position acquisition unit that acquires the current position of the train; a database that stores a plurality of driving patterns, a relationship between the signal aspects of wayside signals and speed limits, and a plurality of wayside signals and a plurality of block sections on the route; a camera that photographs a wayside signal in a block section at the track location and outputs signal current information; an on-board control unit that calculates a travel permitted position and a travelable route that enables travel to the travel permitted position based on the speed limit corresponding to the current information, and controls travel of the train based on the travel permitted position and the travelable route, The on-board control unit a measuring unit that, when an indication of the current information changes to an indication other than "running," measures a time interval from the time of the change to the time when the indication of the current information changes again; a search unit that searches the database for a block section where a preceding train is located based on the current indication information at the time of the measurement; a prediction unit that predicts an average speed of the preceding train based on the time interval and the block section searched by the search unit, A train control system that controls the running of the train based on the average speed predicted by the prediction unit.

2. 2. The train control system according to claim 1, The on-board control unit selecting an operation pattern that can reduce the reduction in the operation interval with the preceding train based on the average speed from the plurality of operation patterns stored in the database; A train control system that changes the train's operation pattern to the selected operation pattern.

3. 2. The train control system according to claim 1, The on-board control unit a train control system that predicts the average speed based on the time interval measured while the train is traveling within a block section where the train is located.

4. 2. The train control system according to claim 1, The on-board control unit a determination unit that determines, based on the database, whether the wayside signal photographed by the camera is a wayside signal whose signal aspect always changes when a vehicle enters a block section, When the determination unit determines that the wayside signal is one that always changes its signal aspect, the on-board control unit restarts the measurement operation by the measurement unit from the beginning.

5. 2. The train control system according to claim 1, the on-board control unit further includes an adder that adds and outputs the plurality of time intervals measured for two or more consecutive block sections when continuity is recognized among the plurality of time intervals measured for two or more consecutive block sections; A train control system, wherein the prediction unit predicts the average speed based on an output of the addition unit.

6. 2. The train control system according to claim 1, The on-board control unit a train control system that causes the measurement unit to measure the time interval while excluding changes in the indication of the indication information before and after the train passes through a block section.

7. 3. The train control system according to claim 2, The on-board control unit selecting the fastest average speed from the plurality of average speeds predicted by the prediction unit while the train is moving on the route; A train control system that selects an operation pattern that can reduce the reduction in headway between the preceding train and the train, based on the selected fastest average speed.

8. A train control method for a train moving on a predetermined route, comprising: When the aspect information of a wayside signal in a block section where a train is present changes to an aspect other than proceeding, the time interval from the time of said change to the time when the aspect information changes again is measured; searching a database that stores a plurality of block sections on the route for a block section where the preceding train is located based on the current indication information at the time of the measurement; predicting an average speed of the preceding train based on the time interval and the searched block section; A train control method for controlling the running of the train based on the predicted average speed.

Images