Train stopping support device and train stopping support method

Abstract

To provide a technique for extending a period of time until an abrasion amount of an overhead wire reaches a replacement reference value by changing a stop position of a train stopping at a facility such as a station without concentrating an abrasion portion of the overhead wire on one point during stopping.SOLUTION: A train stop support device includes a stop target position storage unit for storing a stop target position at a facility where a train equipped with a pantograph is stopped or in a location on a route where the train highly frequently stops, a stop target position adjustment unit for adjusting the stop target position at the facility or in the location on the route, and a train stop support unit for supporting control for stopping the train at the adjusted stop target position. The stop target position adjustment unit adjusts the stop target position according to a train to be stopped and disperses the stop target position within a predetermined range of the facility or the location on the route.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a train parking support device and a train parking support method.

Background Art

[0002] In order to receive power supply, a tram runs while contacting an overhead wire with a pantograph. Therefore, both the overhead wire and the pantograph wear out. When the wear amount of both exceeds the reference value, it is necessary to replace them. However, in the case of an overhead wire, the length may exceed 1 km, and the replacement work will be time-consuming and costly.

[0003] According to Non-Patent Document 1, it is known that the overhead wire wears severely at the location where the pantograph contacts during a stop at a station. If the wear amount exceeds the reference value even at one location, it is necessary to replace the entire overhead wire. Therefore, the overhead wire stretched at the station section needs to be replaced at a short cycle, leading to an increase in maintenance cost. Thus, in Non-Patent Document 1, in order to solve this problem, a technique of delaying wear by installing a trolley wire in parallel with the worn portion is mentioned.

Prior Art Documents

Non-Patent Documents

[0004]

Non-Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] The technology described in Non-Patent Document 1 can be used to slow down overhead wire wear, extend replacement cycles, and reduce maintenance costs. However, this technology increases the mass of the overhead wires at stations, reducing their flexibility and making them more prone to derailment. Therefore, its introduction has been postponed on lines where trains pass through stations at high speeds. As a result, overhead wire wear has not been slowed down on lines where trains pass at high speeds.

[0006] The object of the present invention is to provide a technology that extends the period until the amount of wear on overhead wires reaches the replacement standard value by changing the stopping position of trains that stop at facilities such as stations, thereby preventing the concentration of wear points on overhead wires in one place while the train is stopped. [Means for solving the problem]

[0007] To solve the above problems, one representative train stopping support device of the present invention includes a reference stopping position storage unit that stores the stopping target position, which is the stopping target position at a facility where a train equipped with a pantograph stops or at a section of the line where the train frequently stops, as a reference stopping position; a stopping position adjustment unit that adjusts the reference stopping position at the facility or the section of the line and outputs it as an adjusted stopping position; and a train stopping support unit that assists in controlling the train to stop at the adjusted stopping position, wherein the stopping position adjustment unit adjusts the reference stopping position according to the train to stop and outputs it as the facility or the section of the line Permissible relative to the reference stopping position in This system distributes the stopping points within a predetermined range after adjustment, thereby distributing the points where the pantograph contacts the overhead wire. [Effects of the Invention]

[0008] According to the present invention, by distributing the position of the overhead wire that the pantograph contacts when the train is stopped at a station, it is possible to prevent wear on the overhead wire from concentrating in one place and to extend the period until the amount of wear on the overhead wire reaches the replacement standard value. Furthermore, since it does not affect the mass of the overhead wire, it can be applied even on railway lines where trains pass at high speeds. Issues, structures, and effects other than those mentioned above will be clarified by the following explanation of the implementation methods. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows the configuration of a train stopping support device according to Embodiment 1 of the present invention. [Figure 2] This diagram shows the processing flow of the stopping position adjustment unit 102. [Figure 3] This figure shows the configuration of a train stopping support device according to Embodiment 2 of the present invention. [Figure 4] This diagram shows the processing flow of the stopping position adjustment unit 302. [Figure 5] This diagram illustrates the method for calculating the adjusted stopping position in step S403. [Figure 6] This figure shows the configuration of a train stopping support device according to Embodiment 3 of the present invention. [Figure 7] This diagram shows the processing flow of the stopping position adjustment unit 602. [Figure 8] This figure shows the configuration of a train stopping support device according to Embodiment 4 of the present invention. [Figure 9] This diagram shows the processing flow of the stop position adjustment unit 802. [Figure 10] This diagram shows the relationship between the pantograph mounting position and the pantograph's reference stopping point. [Figure 11] This diagram illustrates the method for calculating the adjusted stopping position in step S903. [Figure 12] This figure shows the configuration of a train stopping support device according to Embodiment 5 of the present invention. [Figure 13] This diagram shows the processing flow of the stop position adjustment unit 1202. [Figure 14] This diagram illustrates the method for calculating the adjusted stopping position in step S1303. [Figure 15] This figure shows the configuration of a train stopping support device according to Embodiment 6 of the present invention. [Figure 16] This diagram shows the processing flow of the stop position adjustment unit 1502. [Figure 17] This is a diagram conceptually showing the method for calculating the adjusted stop position in step S1603.

Embodiments for Carrying out the Invention

[0010] Hereinafter, referring to the drawings, Examples 1 to 6 will be described as embodiments for carrying out the present invention. Note that the present invention is not limited by these examples. Also, in the description of the drawings, the same parts are denoted by the same reference numerals.

Examples

[0011] FIG. 1 is a diagram showing the configuration of a train stop assistance device according to Example 1 of the present invention. The train stop assistance device includes a reference stop position storage unit 101, a stop position adjustment unit 102, a train stop assistance unit 103, and an operation plan information storage unit 104.

[0012] In FIG. 1, an example is shown in which the reference stop position storage unit 101, the stop position adjustment unit 102, and the operation plan information storage unit 104 are installed on the ground side, while the train stop assistance unit 103 is installed on the vehicle side, but the present invention is not limited to this.

[0013] The reference stop position storage unit 101 stores the stop position, which is the target position for stopping the train at each station, and outputs it to the stop position adjustment unit 102 as reference stop position information 151.

[0014] The operation plan information storage unit 104 stores the train number and departure / arrival time for each departure / arrival train at each station, and outputs it to the stop position adjustment unit 102 as operation plan information 154.

[0015] The stop position adjustment unit 102 inputs the reference stop position information 151 and the operation plan information 154, and outputs adjusted stop position information 152 to the train stop assistance unit 103. The processing mode of the stop position adjustment unit 102 will be described later.

[0016] The train stopping support unit 103 receives the adjusted stopping position information 152 and assists in controlling the train to stop at the adjusted stopping position. The following describes methods for supporting this stopping control, including methods for presenting information to the train driver and other personnel, and methods for controlling the train's braking and driving devices.

[0017] Methods for presenting information to the driver include displaying information such as the distance to the adjusted stopping position on an onboard monitor, either through visual display or audio. Alternatively, it is expected that the information could be presented by installing monitors on the platform rather than onboard, or by installing numerous signs on the platform indicating the stopping position and illuminating the signs indicating the adjusted stopping position. One method for controlling the brake and drive system of a train involves creating a brake pattern to stop the train at the adjusted stopping position, and then controlling the traction and braking forces to follow this brake pattern. Furthermore, the system may include either a method for presenting information to the driver or a method for controlling the train's braking and driving systems, or it may include both.

[0018] Figure 2 shows the processing flow of the stop position adjustment unit 102. The main entity executing the following processing flow is the stop position adjustment unit 102, but the description of this entity will be omitted in the explanation of each step below.

[0019] Furthermore, the timing of this process may be such that it is executed when an operator performs an execution operation via a human-machine interface, or it may be executed automatically at a predetermined time.

[0020] In step S201, the stations (target stations) and period (target period) for which the adjusted stopping position information 152 will be calculated are set, as well as the short-side tolerance value and the over-side tolerance value relative to the standard stopping position.

[0021] In step S202, the reference stopping position information 151 and the operation plan information 154 are used as input to obtain the reference stopping position at the target station and the train numbers that depart and arrive at the target station during the target period.

[0022] In step S203, the adjusted stopping position is calculated for each train number obtained in step 202. Methods for calculating the adjusted stopping position for each train number include, for example, a method of randomly calculating the adjusted stopping position so that it falls uniformly within the range of the short-side tolerance and the over-side tolerance relative to the standard stopping position, or a method of sequentially shifting the position in predetermined increments from either the over-side or short-side to the other within the range of the short-side tolerance and the over-side tolerance.

[0023] In step S204, the calculated adjusted stopping position is output as adjusted stopping position information 152 for each train number. The timing of this output is preferably just before the control for stopping the train of the target train number begins at the target station. Methods for determining just before stopping include when the train approaches a predetermined distance from the reference stopping position or when it passes a ground coil for stopping control.

[0024] With the configuration and processing method of the above-described embodiment 1, it is possible to distribute the points where the pantograph contacts the overhead wire when the train is stopped at a station, thereby preventing the wear of the overhead wire from concentrating in one place. This makes it possible to extend the time until the amount of wear on the overhead wire reaches the replacement standard value. [Examples]

[0025] Figure 3 shows the configuration of a train stopping support device according to Embodiment 2 of the present invention. The train stopping support device consists of a reference stopping position storage unit 101, a stopping position adjustment unit 302, a train stopping support unit 103, and a stopping position actual storage unit 305.

[0026] Figure 3 shows an example in which the reference stopping position memory unit 101, stopping position adjustment unit 302, and stopping position history memory unit 305 are installed on the ground side, and the train stopping support unit 103 is installed on the train side, but it is not limited to this. Here, the configuration of the reference stop position memory unit 101 and the train stopping support unit 103 is the same as in Embodiment 1, so their explanation will be omitted.

[0027] The stopping position record storage unit 305 stores the departure and arrival times and stopping position values ​​for each train at each station and outputs them to the stopping position adjustment unit 302 as stopping position record information 355. It is desirable that the stopping position record storage unit 305 automatically updates the information each time a train departs or arrives, but it is also acceptable for an operator to periodically update the information.

[0028] One method for obtaining actual stopping position values ​​is to install sensors at stations to measure the distance between the reference stopping point and the front of the train, and then calculate the stopping position from the sensor readings. Another method is to obtain the mileage information at the time of station stopping, which is stored in the train's vehicle information control system, via wireless communication, and then calculate the actual stopping position values ​​based on that information.

[0029] The stopping position adjustment unit 302 receives the reference stopping position information 151 and the actual stopping position information 355, and outputs the adjusted stopping position information 152 to the train stopping support unit 103.

[0030] Figure 4 shows the processing flow of the stop position adjustment unit 302. The main entity executing the following processing flow is the stop position adjustment unit 302, but the description of this entity will be omitted in the explanation of each step below.

[0031] Furthermore, this process is executed when any train traveling on the line approaches a predetermined distance from the standard stopping point or when it passes a ground beacon used for stopping control.

[0032] In step S401, the target station where the train that triggered the start of this process will stop, the target period for acquiring actual stopping position values, the short-side tolerance value relative to the standard stopping position, and the over-side tolerance value relative to the standard stopping position are set.

[0033] In step S402, the reference stopping position information 151 and the actual stopping position information 355 are input, and the reference stopping position at the target station and the actual stopping position values ​​for the target period are extracted.

[0034] In step S403, the adjusted stopping position is calculated. Figure 5 is a diagram illustrating the calculation method for the adjusted stopping position in step S403. The frequency distribution of stopping positions is calculated from the actual stopping position values ​​obtained in the previous step S402, and the position with the lowest frequency within the range of the short-side tolerance and the over-side tolerance is calculated as the adjusted stopping position.

[0035] In step S404, the calculated adjusted stopping position is output as adjusted stopping position information 152.

[0036] With the configuration and processing method of the above-described embodiment 2, even if there is a train that stops at a position deviating from the adjusted stopping position for some reason, the next adjusted stopping position can be set to a less frequent position based on the actual stopping position, thereby uniformly distributing the points where the pantograph makes contact when stopping at a station. [Examples]

[0037] Figure 6 shows the configuration of a train stopping support device according to Embodiment 3 of the present invention. The train stopping support device consists of a reference stopping position storage unit 601, a stopping position adjustment unit 602, a train stopping support unit 103, a stopping position history storage unit 605, and a train formation pattern acquisition unit 606.

[0038] Figure 6 shows an example in which the reference stopping position memory unit 601, stopping position adjustment unit 602, and stopping position history memory unit 605 are installed on the ground side, and the train stopping support unit 103 and train formation pattern acquisition unit 606 are installed on the train side, but it is not limited to this. Here, the train stopping support unit 103 has the same configuration as in Embodiment 1, so its explanation will be omitted.

[0039] The reference stop position storage unit 601 stores the stop position for each combination of train type and number of cars constituting a single train set (hereinafter referred to as "train set pattern") at each station as reference stop position information 651 and outputs it to the stop position adjustment unit 602.

[0040] The stopping position record storage unit 605 stores the train formation pattern, departure and arrival times, and actual stopping position values ​​for each arriving and departing train at each station, and outputs them to the stopping position adjustment unit 602 as stopping position record information 655.

[0041] The train formation pattern acquisition unit 606 acquires the train formation pattern of the target train for which train stopping assistance is to be provided, and outputs it as train formation pattern information 656 to the stopping position adjustment unit 602.

[0042] The stopping position adjustment unit 602 receives reference stopping position information 651, actual stopping position information 655, and train formation pattern information 656, and outputs the adjusted stopping position information 152 to the train stopping support unit 103.

[0043] Figure 7 shows the processing flow of the stop position adjustment unit 602. The main entity executing the following processing flow is the stop position adjustment unit 602, but the description of this entity will be omitted in the explanation of each step below.

[0044] Furthermore, this process is executed when any train traveling on the line approaches a predetermined distance from the standard stopping point or when it passes a ground beacon used for stopping control.

[0045] In step S701, the target station where the train being supported, which triggered the start of this process, will stop, the target period for acquiring actual stopping position values, the short-side tolerance value relative to the standard stopping position, and the over-side tolerance value relative to the standard stopping position are set.

[0046] In step S702, reference stopping position information 651, actual stopping position information 655, and train formation pattern information 656 are input, and the reference stopping position for train formation patterns that match the train formation pattern of the supported train at the target station, and the actual stopping position values ​​for train formation patterns that match the train formation pattern of the supported train during the target period are extracted.

[0047] In step S703, the adjusted stopping position is calculated. The frequency distribution of stopping positions is calculated from the actual stopping position values ​​obtained in the previous step S702, and the position with the lowest frequency within the range of the short-side tolerance and the over-side tolerance is calculated as the adjusted stopping position.

[0048] In step S704, the calculated adjusted stopping position is output as adjusted stopping position information 152.

[0049] With the configuration and processing method of the above embodiment 3, even on lines where multiple train sets with different pantograph mounting positions run due to mutual through-service operations, the points where the pantographs make contact when stopping at a station can be uniformly distributed for each train set with matching pantograph mounting positions. [Examples]

[0050] Figure 8 shows the configuration of a train stopping support device according to Embodiment 4 of the present invention. The train stopping support device consists of a reference stopping position storage unit 101, a stopping position adjustment unit 802, a train stopping support unit 103, a stopping position history storage unit 805, and a pantograph mounting position acquisition unit 807.

[0051] Figure 8 shows an example where the reference stopping position memory unit 101, stopping position adjustment unit 802, and stopping position history memory unit 805 are installed on the ground side, and the train stopping support unit 103 and pantograph mounting position acquisition unit 807 are installed on the vehicle side, but the system is not limited to this configuration. Here, the configuration of the reference stop position memory unit 101 and the train stopping support unit 103 is the same as in Embodiment 1, so their explanation will be omitted.

[0052] The stopping position record storage unit 805 stores the departure and arrival times, the positions where each pantograph contacts the overhead wire when the train stops (hereinafter referred to as "each pantograph contact position"), and the standard stopping position of each pantograph for each arriving and departing train at each station, and outputs this information to the stopping position adjustment unit 802 as stopping position record information 855. Here, the each pantograph contact position when the train stops is calculated based on the position where the leading car stops and the distance from the front of the train to the position where each pantograph is mounted. In addition, the standard stopping position of each pantograph is calculated based on the standard stopping position and the distance from the front of the train to the position where each pantograph is mounted.

[0053] The pantograph mounting position acquisition unit 807 acquires the pantograph mounting positions, which are the distances from the front of the train to each pantograph mounting position of the target train for which train stopping assistance is provided, and outputs them as pantograph mounting position information 857 to the stopping position adjustment unit 802.

[0054] The stopping position adjustment unit 802 receives reference stopping position information 151, actual stopping position information 855, and pantograph mounting position information 857, and outputs the adjusted stopping position information 152 to the train stopping support unit 103.

[0055] Figure 9 shows the processing flow of the stop position adjustment unit 802. The unit that executes the following processing flow is the stop position adjustment unit 802, but the description of this unit will be omitted in the explanation of each step below.

[0056] Furthermore, this process is executed when any train traveling on the line approaches a predetermined distance from the standard stopping point or when it passes a ground beacon used for stopping control.

[0057] In step S901, the target station where the train that triggered the start of this process will stop, the target period for acquiring actual stopping position values, the short-side tolerance value relative to the standard stopping position, and the over-side tolerance value relative to the standard stopping position are set.

[0058] Step S902 calculates the standard stopping position for each pantograph of the train being supported. Figure 10 shows the relationship between the pantograph mounting position and the pantograph reference stopping position. The method for calculating the reference stopping position of each pantograph of the train to be supported in step S902 will be explained using Figure 10. In step S902, reference stopping position information 151 and pantograph mounting position information 857 (mounting positions of pantographs A and B in Figure 10) are input, and the reference stopping position of each pantograph of the train to be supported (reference stopping positions of pantographs A and B in Figure 10) is calculated from the reference stopping position at the target station and the mounting position of each pantograph of the train to be supported.

[0059] In step S903, the system inputs the stopping position data 855 and searches for trains whose pantograph reference stopping position matches that of any of the supported trains. The system then obtains the pantograph contact positions of the corresponding trains when they are stopped.

[0060] In step S904, the adjusted stopping position is calculated. Figure 11 is a diagram illustrating the calculation method for the adjusted stopping position in step S904. In step S904, the frequency distribution for each pantograph position is calculated from the pantograph contact positions at the time of stopping obtained in step S903.

[0061] Here, on lines where the train formation pattern changes due to splitting or merging, the frequency distribution trends may differ for each pantograph A and B, as shown in Figure 11. Therefore, the pantograph with the larger sample size used in the frequency distribution calculation is considered to represent the actual situation where the overhead wire wear is more advanced. For this reason, the frequency distribution results of the pantograph with the larger sample size are given priority, and the position with the lowest frequency within the range of the short-side tolerance and the over-side tolerance is calculated as the adjusted pantograph stopping position. Once the adjusted pantograph stopping position is calculated, the adjusted stopping position is calculated in reverse using the pantograph mounting position obtained from the pantograph mounting position information 857.

[0062] As explained in the example shown in Figure 11, since pantograph B uses a larger number of samples in the frequency distribution calculation, the stopping position with the lowest frequency in the frequency distribution of pantograph B is calculated as the adjusted pantograph stopping position, and the adjusted stopping position is then calculated in reverse using the mounting position of pantograph B.

[0063] In step S905, the calculated adjusted stopping position is output as adjusted stopping position information 152.

[0064] With the configuration and processing method of the above embodiment 4, on a line where multiple train formations with partially matching pantograph mounting positions due to splitting, merging, etc., are running, the points where the pantographs make contact when the train stops at a station can be uniformly distributed. [Examples]

[0065] Figure 12 shows the configuration of a train stopping support device according to Embodiment 5 of the present invention. The train stopping support device consists of a reference stopping position storage unit 101, a stopping position adjustment unit 1202, a train stopping support unit 103, a stopping position performance storage unit 305, a stopping accuracy storage unit 1208, and an external environment acquisition unit 1209.

[0066] Figure 12 shows an example in which the reference stopping position memory unit 101, stopping position adjustment unit 1202, stopping position history memory unit 305, and stopping accuracy memory unit 1208 are installed on the ground side, and the train stopping support unit 103 and external environment acquisition unit 1209 are installed on the train side, but the system is not limited to this. Here, the configuration of the reference stopping position memory unit 101 and the train stopping support unit 103 is the same as in Embodiment 1, and the configuration of the stopping position actuals memory unit 305 is the same as in Embodiment 2, so their explanations will be omitted.

[0067] The external environment acquisition unit 1209 acquires information about the external environment, such as weather conditions and regenerative braking failure status, and outputs it to the stopping accuracy storage unit 1208 as external environment information 1259.

[0068] The stopping accuracy memory unit 1208 anticipates positional deviations that may occur due to the external environment during stopping, and stores the short-side stopping accuracy, which is the stopping accuracy on the near side, and the over-side stopping accuracy, which is the stopping accuracy on the far side, for each external environment relative to the reference stopping position at each station.

[0069] External environmental factors include weather conditions and the occurrence of regenerative braking failure. For example, the slipperiness of the wheels changes between sunny and rainy weather, affecting stopping accuracy. Also, when regenerative braking failure occurs, the braking force temporarily decreases, which also affects stopping accuracy. By setting the stopping accuracy according to these external environmental conditions, it becomes possible to set the stopping accuracy more accurately.

[0070] In this manner, the stopping accuracy memory unit 1208 selects the short-side stopping accuracy and the over-side stopping accuracy based on the external environment information 1259, and outputs it to the stopping position adjustment unit 1202 as stopping accuracy information 1258.

[0071] The stopping position adjustment unit 1202 receives reference stopping position information 151, actual stopping position information 355, and stopping accuracy information 1258, and outputs adjusted stopping position information 152 to the train stopping support unit 103. Details of the processing by the stopping position adjustment unit 1202 will be described later.

[0072] Figure 13 is a diagram illustrating the processing flow of the stop position adjustment unit 1202. The main entity executing the following processing flow is the stop position adjustment unit 1202, but the description of this entity will be omitted in the explanation of each step below.

[0073] Furthermore, this process is executed when any train traveling on the line approaches a predetermined distance from the standard stopping point or when it passes a ground beacon used for stopping control.

[0074] In step S1301, the target station where the train that triggered the start of this process will stop, the target period for acquiring actual stopping position values, the short-side tolerance value relative to the standard stopping position, and the over-side tolerance value relative to the standard stopping position are set.

[0075] In step S1302, reference stopping position information 151, actual stopping position information 355, and stopping accuracy information 1258 are input, and the reference stopping position at the target station, the short-side stopping accuracy and over-side stopping accuracy according to the external environment, and the actual stopping position values ​​for the target period are extracted.

[0076] In step S1303, the adjusted stopping position is calculated. Figure 14 is a diagram illustrating the calculation method for the adjusted stopping position in step S1303. The frequency distribution of stopping positions is calculated from the actual stopping position values ​​obtained in the previous step S1302. The adjusted stopping position is calculated from the position that is closer to the standard stopping position by the short-side stopping accuracy from the short-side tolerance and the position that is closer to the standard stopping position by the over-side stopping accuracy from the over-side tolerance.

[0077] Here, we will explain the range for calculating the adjusted stopping position using a specific numerical example. If the tolerance on the short side is 1.2m, the tolerance on the over side is 1m, the stopping accuracy on the short side is 0.3m, and the stopping accuracy on the over side is 0.2m, then the range that can be calculated as the adjusted stopping position is from 0.9m (=1.2m-0.3m) in front of the standard stopping position to 0.8m (=1m-0.2m) behind the standard stopping position.

[0078] In step S1304, the calculated adjusted stopping position is output as adjusted stopping position information 152.

[0079] With the configuration and processing method of the above-described embodiment 5, the adjusted stopping position can be calculated taking into account the stopping accuracy according to the external environment, so that the points where the pantograph makes contact when stopping at a station can be uniformly distributed within a range that does not exceed the short-side tolerance and the over-side tolerance. [Examples]

[0080] Figure 15 shows the configuration of a train stopping support device according to Embodiment 6 of the present invention. The train stopping support device consists of a reference stopping position memory unit 101, a stopping position adjustment unit 1502, a train stopping support unit 103, and an overhead wire wear amount acquisition unit 1510.

[0081] Figure 15 shows an example in which the reference stop position memory unit 101, the stop position adjustment unit 1502, and the overhead wire wear amount acquisition unit 1510 are installed on the ground side, and the train stopping support unit 103 is installed on the train side, but it is not limited to this. Here, the configuration of the reference stop position memory unit 101 and the train stopping support unit 103 is the same as in Embodiment 1, so we will omit their explanation.

[0082] The overhead wire wear acquisition unit 1510 measures the amount of overhead wire wear around the pantograph's reference stopping position and outputs this measurement result as overhead wire wear information 1560 to the stopping position adjustment unit 1502. Needless to say, it is desirable to use the most recent data measured as the measurement result. Furthermore, it is desirable to measure the amount of overhead wire wear each time a train departs or arrives. However, since overhead wire wear progresses gradually over time, it is also acceptable to measure it at the time of periodic maintenance.

[0083] The stopping position adjustment unit 1502 receives the reference stopping position information 151 and the overhead wire wear amount information 1560, and outputs the adjusted stopping position information 152 to the train stopping support unit 103.

[0084] Figure 16 is a diagram illustrating the processing flow of the stop position adjustment unit 1502. The main entity executing the following processing flow is the stop position adjustment unit 1502, but the description of this entity will be omitted in the explanation of each step below.

[0085] Furthermore, this process is executed when any train traveling on the line approaches a predetermined distance from the standard stopping point or when it passes a ground beacon used for stopping control.

[0086] In step S1601, the target station where the train that triggered the start of this process will stop, the short-side tolerance value for the reference stopping position, and the over-side tolerance value for the reference stopping position are set.

[0087] In step S1602, reference stopping position information 151 and overhead wire wear amount information 1560 are input, and the reference stopping position at the target station and the amount of overhead wire wear near the reference stopping position of the pantograph are obtained.

[0088] In step S1603, the adjusted stopping position is calculated. Figure 17 is a diagram illustrating the calculation method for the adjusted stopping position in step S1603. Within the range of the short-side tolerance and the over-side tolerance, the position with the least amount of overhead wire wear near the pantograph's reference stopping position obtained in the previous step S1602 is calculated as the adjusted pantograph stopping position. The adjusted stopping position is then calculated by working backward from the calculated adjusted pantograph stopping position using the pantograph mounting position.

[0089] In step S1604, the calculated adjusted stopping position is output as adjusted stopping position information 152.

[0090] With the configuration and processing method of the above-described embodiment 6, the adjusted stopping position can be calculated considering the actual amount of overhead wire wear, thereby enabling a more uniform distribution of overhead wire wear at the station in a manner that more closely reflects reality.

[0091] Although Examples 1 to 6 have been described above, the present invention is not limited to the above-described examples, and various modifications are included without departing from the spirit of the invention. For example, the present invention is not limited to having all the configurations described in the above-described examples, but also includes examples in which some of the configurations are omitted. Furthermore, it is possible to add or replace some of the configurations of one example with the configurations of another example.

[0092] Furthermore, although each embodiment described only the situation when the train is stopped at a station, the method can also be applied to sections of the line where trains frequently stop, such as when stopping in a train depot or on a siding, or when waiting for signals during train changes at the starting and ending stations. [Explanation of Symbols]

[0093] 101,601: Reference stop position storage unit 102,302,602,802,1202,1502: Stop position adjustment section 103:Train stop support department 104: Operation Plan Information Storage Unit 151,651: Reference stop position information 152: Stop position information after adjustment 154: Operation Plan Information 305, 605, 805: Stopping position record memory unit 355,655,855: Stopping position information 606: Formation Pattern Acquisition Section 656: Formation Pattern Information 807: Pantograph mounting position acquisition unit 857: Pantograph mounting position information 1208: Stopping accuracy memory unit 1209: External environment acquisition department 1258: Stopping accuracy information 1259: External environment information 1510: Overhead wire wear amount acquisition unit 1560: Overhead wire wear information

Claims

1. A reference stop position storage unit that stores the target stopping position, which is the stopping point at a facility where a train equipped with a pantograph stops or at a point on the line where such a train frequently stops, as a reference stop position, A stop position adjustment unit that adjusts the reference stop position at the aforementioned facility or route location and outputs it as the adjusted stop position, A train stopping support unit that assists in controlling the train to stop at the adjusted stopping position. Equipped with, The stopping position adjustment unit adjusts the standard stopping position according to the train that is stopping, and distributes the adjusted stopping positions within a predetermined range permissible with respect to the standard stopping position at the facility or the section of the line, thereby dispersing the points where the pantograph contacts the overhead wire. A train stopping support device characterized by the following features.

2. A train stopping support device according to claim 1, The facility includes an operation plan information storage unit that stores the departure and arrival times of the trains, The aforementioned stopping position adjustment unit acquires the trains that will stop within a predetermined period based on the departure and arrival times in the operation plan information storage unit. A train stopping support device characterized by the following features.

3. A train stopping support device according to claim 1, The system includes a stopping position record storage unit that stores the actual stopping position of the aforementioned train as a stopping position record value. The aforementioned stopping position adjustment unit calculates the frequency of stopping positions within the predetermined range from the actual stopping position values ​​within a predetermined period, and sets the stopping position with the lowest frequency as the adjusted stopping position. A train stopping support device characterized by the following:

4. A train stopping support device according to claim 1, A stopping position record storage unit stores the actual stopping position as a stopping position record value for each train formation pattern, A train formation pattern acquisition unit acquires the formation pattern of the aforementioned train that is stopped. Equipped with, The aforementioned reference stopping position storage unit stores the reference stopping positions for each train formation pattern, The stopping position adjustment unit calculates the frequency of stopping positions within the predetermined range from the actual stopping position values ​​within a predetermined period corresponding to the train formation pattern that matches the formation pattern of the train that stops, and sets the stopping position with the lowest frequency as the adjusted stopping position. A train stopping support device characterized by the following features.

5. A train stopping support device according to claim 1, The aforementioned train is equipped with a stopping position record storage unit that stores the position where each pantograph makes contact with the overhead wire when the train is stopped as the overhead wire contact position. The stopping position adjustment unit calculates the frequency of stopping positions within the predetermined range based on the mounting positions of each pantograph on the stopping train and the overhead wire contact positions, and sets the stopping position with the lowest frequency as the adjusted stopping position. A train stopping support device characterized by the following features.

6. A train stopping support device according to claim 5, The stopping position adjustment unit performs the calculation of the frequency of the aforementioned stopping positions on the pantograph with the larger number of samples of overhead wire contact positions stored in the stopping position history storage unit, and sets the stopping position with the lowest frequency as the adjusted stopping position. A train stopping support device characterized by the following features.

7. A train stopping support device according to claim 3, The system includes a stopping accuracy storage unit that stores the amount of positional deviation in the longitudinal direction that occurs within a predetermined range when the train is stopped at the aforementioned reference stopping position as the stopping accuracy. The aforementioned stopping position adjustment unit calculates stopping positions that occur less frequently within the predetermined range from a range that takes stopping accuracy into consideration, in addition to the predetermined range. A train stopping support device characterized by the following features.

8. A train stopping support device according to claim 7, The system includes an external environment acquisition unit that acquires the state of the external environment that affects the occurrence of the aforementioned positional misalignment. The stopping accuracy storage unit stores the stopping accuracy according to the state of the external environment. A train stopping support device characterized by the following features.

9. A train stopping support device according to claim 1, The system includes a unit for acquiring the amount of wear on the overhead wire that the pantograph contacts, The aforementioned stopping position adjustment unit adjusts the reference stopping position based on the amount of wear on the overhead wire, thereby setting the position where the pantograph makes contact to a position within the predetermined range where the wear on the overhead wire is minimal. A train stopping support device characterized by the following features.

10. A train stopping support device according to any one of claims 1 to 9, The predetermined range is the range obtained by adding the short-circuit tolerance and over-circuit tolerance for the reference stop position stored in the reference stop position storage unit to the reference stop position. A train stopping support device characterized by the following features.

11. A train stopping support device according to any one of claims 1 to 9, The train stopping support unit notifies the train of the adjusted stopping position, which has been adjusted by the stopping position adjustment unit, by at least one means: display and / or sound. A train stopping support device characterized by the following features.

12. A train stopping support device according to any one of claims 1 to 9, The aforementioned train stopping support unit assists in controlling the train to stop at the adjusted stopping position set by the stopping position adjustment unit, which is operated by the braking and driving device mounted on the train. A train stopping support device characterized by the following features.

13. The stopping point, which is the target stopping position at a facility where a train equipped with a pantograph stops or at a section of track where such a train frequently stops, is adjusted according to the train stopping at the facility or section of track, thereby distributing the stopping point within a predetermined range permissible with respect to the stopping point at the facility or section of track, and assisting in the control to stop the train at the adjusted stopping point, thereby distributing the points where the pantograph contacts the overhead wire. A train stopping support method characterized by the following.

14. A train stopping support method according to claim 13, The frequency of stopping positions within the predetermined range is calculated from the actual stopping positions of the train within the predetermined period, the stopping position with the lowest frequency is calculated, and the stopping position is adjusted to the stopping position with the lowest frequency. A train stopping support method characterized by the following.

15. A train stopping support method according to claim 13, The amount of wear on the overhead wire that the pantograph contacts is obtained, and based on this amount of wear, a position within the predetermined range where the wear on the overhead wire is minimal is calculated. Based on this position where the wear is minimal, the stopping position is adjusted so that the position where the pantograph contacts the overhead wire is the position where the wear is minimal. A train stopping support method characterized by the following.

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