Braking support device

Abstract

To provide an easily maintainable brake support device without the need for a device measuring a distance separately.SOLUTION: A brake support device 200 comprises one or more obstacle sensors 43 provided at a side of a platform 10 of a station, for detecting a position of a train 20 during travelling, a brake determination device 201 for calculating a distance from the position of the train 20 detected by the obstacle sensor 43 to a stop target position SP and a travel velocity of the train 20, and determining a brake velocity according to the stop target position SP and a notification device 202 for providing notification of a determination result of the brake determination device 201.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a braking assistance device that assists in braking a train when stopping at a fixed position.

Background Art

[0002] As a train fixed-position stop assistance device, there is one that uses a fixed-position stop device (TASC) to control the fixed-position stop of a vehicle (Patent Document 1). Since the device of Patent Document 1 requires ground units and on-vehicle units, problems such as high equipment investment and complicated maintenance arise.

[0003] Further, as a train fixed-position stop assistance system, there is one that is installed near the fixed-position stop position of a train and includes a distance sensor that measures the distance to the train, a vehicle type information processing unit that identifies the vehicle type of the train, a data processing unit that confirms the driving status of the train based on the information obtained by the distance sensor and the vehicle type information processing unit, and a display unit that displays the driving status obtained by the data processing unit (Patent Document 2). The system of Patent Document 2 separately provides a distance sensor at the abutment of the rail end and only notifies the distance to the stop position of the train, and does not directly contribute to the speed adjustment support of the train.

[0004] Further, as a train fixed-position stop assistance device, based on the vehicle type determined by a type discrimination unit, by referring to a stop scheduled position information storage unit, the stop scheduled position information corresponding to the vehicle type is read out, and when the vehicle is located within a predetermined range before and after the vicinity of the stop scheduled position indicated by this stop scheduled position information, information indicating the relative positional relationship between the current position of the vehicle and the stop scheduled position indicated by the stop scheduled position information is generated and transmitted to the driver of the vehicle via vision. (Patent Document 3). The device of Patent Document 3 only transmits whether the current position exists inside or outside the stop allowable range and does not directly contribute to the speed adjustment support of the train.

[0005] Furthermore, some automatic train operation systems include a relative distance measuring device that acquires information on the relative distance of the train to the station's stopping position and outputs average distance information, which is the average value of the relative distance, and a brake control device (Patent Document 4). In this system, the brake control device calculates a deceleration command value based on the command value correction amount calculated from the train's speed information, position information, and average position information, and performs automatic brake control of the train by generating a brake command position corresponding to this deceleration command value. In the system of Patent Document 4, the speed information and position information are acquired on the train side, and the calculation process is complex.

[0006] Furthermore, there is a train stopping position calculation system in which the train stopping position calculation means measures the delay time from when the signal transmitting means transmits a position calculation signal using a communication means until the position calculation signal is detected by the signal detection means, and calculates the stopping position of the train relative to the reference position of the platform by determining the distance between the signal transmitting means and the signal detection means based on the delay time (Patent Document 5). The system in Patent Document 5 performs signal detection between the platform and the train, and therefore the train requires a separate signal detection means as a device for distance detection. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2011-061975 [Patent Document 2] Japanese Patent Publication No. 2015-105081 [Patent Document 3] Japanese Patent Publication No. 2015-229376 [Patent Document 4] International Publication No. 2016 / 035597 [Patent Document 5] Japanese Patent Publication No. 2007-276533 [Overview of the project]

[0008] The present invention has been made in view of the above-mentioned points, and aims to provide a braking support device that does not require a separate device for measuring distance and is easy to maintain.

[0009] To achieve the above objective, the braking support device according to the present invention comprises one or more obstruction sensors installed on the platform side of a station to detect the position of a train in motion, a braking determination device that calculates the distance from the position of the train detected by the obstruction sensor to the target stopping position and the speed of the train, and determines the braking speed corresponding to the target stopping position, and a notification device that notifies the determination result of the braking determination device. Here, the obstruction sensor is an existing sensor installed on the station platform that detects obstacles in addition to trains.

[0010] The above braking support system utilizes existing obstacle sensors, eliminating the need to install separate distance sensors and requiring no modifications to the train cars. Furthermore, it eliminates the need to introduce a TASC (Train Automatic Stop Control) system, resulting in lower costs and easier maintenance.

[0011] In a specific aspect of the present invention, the braking support device calculates the speed of travel from the distance traveled by the train and the time it takes to travel, and determines the appropriate speed for braking from the speed of travel and the distance to the target stopping position. In this case, it is possible to ensure that the train stops at the target stopping position.

[0012] In another aspect of the present invention, multiple obstacle sensors are arranged at predetermined locations. In this case, the train's speed can be accurately calculated by signal processing such as selecting and averaging the detected values.

[0013] In yet another aspect of the present invention, the braking determination device calculates the travel distance from the distance between obstacle sensors and the travel time from the detection time of each obstacle sensor. In this case, the calculation process can be simplified by using the predetermined distance between obstacle sensors to calculate the travel speed.

[0014] In yet another aspect of the present invention, the obstruction sensor is installed on the track side of the platform door housing. In this case, train detection can be facilitated.

[0015] In yet another aspect of the present invention, the notification device is a display device installed in a position visible to the train driver at the station. In this case, existing displays installed at the station can be used. Also, for example, if it is installed directly on the casing of the platform door, the judgment result can be displayed directly without the need for other devices.

[0016] In yet another aspect of the present invention, the invention further comprises a communication device that transmits the determination result to a notification device via wireless communication, the notification device being installed in a train. In this case, the determination result can be directly communicated to the train driver. [Brief explanation of the drawing]

[0017] [Figure 1] This is a conceptual diagram illustrating a single platform within a station and a train arriving at that platform, illustrating the outline of the management system. [Figure 2] (A) is a schematic plan view showing a platform and a train entering that platform, and (B) is a side view of (A). [Figure 3] This is a conceptual diagram illustrating the detection area of ​​an obstacle sensor. [Figure 4] This is a front view showing the internal configuration of the on-board equipment in the lead car of a train stopped at a platform, as well as the internal configuration of the ground equipment on the platform side. [Figure 5] This is a block diagram illustrating the configuration of the braking support system and its surrounding components. [Figure 6] This diagram illustrates the parameters used to calculate the train's speed in a braking support system. [Figure 7] (A) is a diagram illustrating the distance from the stopping target position to the train, (B) is a diagram illustrating the calculation of the train's speed, and (C) is a diagram showing a table of appropriate speeds for the remaining distance of the train. [Figure 8](A) to (C) are diagrams for explaining display examples on the display unit of the notification device. [Figure 9] It is a flowchart for explaining an example of braking assistance of a train until the vehicle - side door and the home - side door are opened. [Figure 10] It is a diagram for explaining parameters for calculating the moving speed of a train in the braking assistance device of the second embodiment. [Figure 11] (A) is a diagram for explaining the distance from the stop target position to the train in the second embodiment, and (B) is a diagram for explaining the calculation of the moving speed of the train. [Figure 12] It is a conceptual diagram for explaining a management system incorporating the braking assistance device of the third embodiment.

Mode for Carrying Out the Invention

[0018] 〔First Embodiment〕 Hereinafter, an example of a management system 100 incorporating a braking assistance device 200 according to the first embodiment of the present invention will be described with reference to FIG. 1 and the like.

[0019] The management system 100 is for managing the status of trains 20 and station equipment, and includes trains 20, a braking support device 200, platform door equipment 40, a signal light 1, a display device 3, a station control panel 5, and an administrator terminal 7. The station control panel 5 controls the operation of station equipment such as the signal light 1 and the display device 3, and monitors the operating status of trains 20 and platform door equipment 40. The station control panel 5 is connected to an external central control device 300 via a network NW, and the central control device 300 monitors and manages the operating status. The signal light 1 is installed on the departure track within the station premises and displays signals such as stop, caution, and proceed to trains 20 departing from platform 10, which is a specific platform. The display device 3 includes not only a display device 3a, such as a departure schedule, mainly for passengers, but also displays 3b and 3c that provide various information, including station status, to drivers and station staff. The displays 3b and 3c correspond to the notification device 202 of the braking support device 200, which will be described later. The administrator terminal 7 is a terminal used by station staff or other administrators to monitor and control the platform door device 40, signal lights 1, and display device 3, etc. A train 20 that has entered platform 10 within the station premises proceeds in direction A in the diagram along the track 30 laid along platform 10, and finally stops at the designated stopping target position SP. A stopping target ST is installed at the stopping target position SP.

[0020] The management system 100 of this embodiment comprehensively operates the platform door device 40 and the train 20. The braking support device 200 of this embodiment is a system that works in conjunction with the train 20, and the platform door device 40 and a part of the display device 3 also function as the braking support device 200. The braking support device 200 assists in braking when the train 20 entering the platform 10 stops at the target stopping position SP.

[0021] The braking support device 200 comprises an obstacle sensor 43, a braking determination device 201, a notification device 202, and a communication device 203. As will be described in detail later, in this embodiment, the obstacle sensor 43, the braking determination device 201, and the communication device 203 of the braking support device 200 are installed within the platform door device 40. The notification device 202 corresponds to the indicators 3b and 3c, which are part of the display device 3 of the platform 10 described above, and also corresponds to the braking support indicator 4d, which is the display device 4 of the train 20 shown in Figure 4 later. The basic configuration of the platform door device 40 will be described below, followed by a detailed description of the braking support device 200.

[0022] Figures 2(A) and 2(B) are schematic plan and side views of platform 10 and a train 20 entering platform 10, and also show the platform door device 40 installed on platform 10. The platform door device 40 is installed on platform 10 along the edge 10a of platform 10.

[0023] The platform door system 40, also known as a movable platform fence, is composed of a predetermined number of platform door elements 41 corresponding to the total length of the train 20 and the platform 10. These platform door elements 41 are arranged in a row facing the train 20. Each platform door element 41 consists of a door housing 41a fixed to the floor of the platform 10 and an openable and closable platform-side door 41b housed within the door housing 41a and provided to be retractable. The platform door system 40 as a whole has multiple platform-side doors 41b. In examples such as Figure 2(A), in each platform door element 41, the platform-side door 41b is extended from the end opening of the door housing 41a and the platform-side door 41b is in a state where it is closing the boarding passage, thereby forming a series of platform fences that extend along the edge 10a of the platform 10.

[0024] Each of the multiple platform door elements 41 has a built-in door housing 41a containing a housing (door pocket structure) for the platform-side door 41b, a door drive unit that performs the extension and retraction (opening and closing) of the platform-side door 41b, a door detection unit that detects the movement of the platform-side door 41b, and a control board (also called the main unit 51) that controls the operation of the door drive unit. The opening and closing operations of each of the multiple platform door elements 41 are performed simultaneously, for example, in conjunction with the opening and closing operations of the vehicle-side doors 20a of each car 20t that make up the train 20 stopped at platform 10.

[0025] The platform door system 40 is provided with cables 45 that connect the platform door elements 41 (specifically, the main unit 51) that make up the platform door system 40. The cables 45 enable the synchronous opening and closing operation of the platform door elements 41 and include power lines in addition to control lines 45a. Here, the control lines 45a transmit control signals CS related to the operation of the platform-side doors 41b installed on each platform door element 41. The control lines 45a are lines that enable mutual communication and can be composed of, for example, a communication network that enables digital multiplex communication, but they may also be communication lines that directly connect higher-level devices and lower-level devices.

[0026] The platform door system 40 includes a platform door side control device 50, a braking determination device 201, and a communication device 203 within the end housing 42 of the leading platform door element 41A among the multiple platform door elements 41. Here, as previously described, the braking determination device 201 and the communication device 203 constitute the braking support device 200.

[0027] The platform door-side control device 50 manages the operation of all platform door elements 41 that constitute the platform door system 40. The platform door-side control device 50 includes a main unit 51, which acts as a platform-side door control unit that performs various controls related to the operation of the platform door elements 41. A main unit 51 is provided for each set of platform door elements 41, and the operation of each platform door element 41 is possible in conjunction with the main unit 51 of the leading platform door element 41A. The leading platform door element 41A and the other platform door elements 41, including the last platform door element 41B, can communicate via a control line 45a, enabling the exchange of measurement data such as distance image data with the other platform door elements 41. The platform door-side control device 50 is connected to the central control unit 300 via a network NW, and receives information related to the operation of the platform door system 40 from the central control unit 300, as well as transmits information regarding the status of the platform door system 40 to the central control unit 300.

[0028] At the end housing 42 located at the left end, i.e., the front end, of the platform door device 40, two train position detection units 61 and 62 are provided on the track-side wall surface 42w. The two train position detection units 61 and 62 are positioned at locations offset by a predetermined distance in direction A, which corresponds to the direction of travel of the train 20. The predetermined distance range set between the two train position detection units 61 and 62 indicates the appropriate or fixed position range to which the front end of the train 20 will ultimately reach when the train 20 stops. As will be described in detail later, the braking support device 200 controls the stopping of the train 20 so that the front end of the leading car of the train 20 reaches the fixed position area within the predetermined distance range between the two train position detection units 61 and 62.

[0029] The train position detection units 61 and 62 are, for example, light-emitting elements, and reflectors 161 are installed on their opposing front surfaces. In each of the two train position detection units 61 and 62, if the emitted light L1 and L2 is reflected from the reflector 161, it means that the train 20 is not detected, and if it is not reflected, it means that the train 20 is detected.

[0030] In the door housing section 41a, which is the casing of the platform door device 40, one or more obstruction sensors 43 are provided on the track side, which is the railway track 30 side. Specifically, in each platform door element 41, the obstruction sensor 43 is provided in the door housing section 41a that is furthest from the platform-side door 41b in the pair of door housing sections 41a that sandwich the platform-side door 41b, with respect to the direction of travel of the train 20.

[0031] The obstruction sensor 43 detects whether or not an obstruction exists between the platform door device 40 and the train 20 or the track 30. The obstruction sensor 43 also detects the position of the train 20 while it is in motion. Thus, the obstruction sensor 43 is an existing sensor installed on the station platform 10, and in addition to its original purpose of detecting obstructions, it is also capable of measuring the distance of the train 20 while it is in motion. In other words, the obstruction sensor 43 is a multi-purpose sensor that is incorporated into the braking support device 200 and can also be used for other purposes.

[0032] As shown in Figure 3, the obstacle sensor 43 comprises an optical system for laser transmission and reception with a MEMS scanner, a distance measuring unit, and a control unit, and detects the three-dimensional shape of a train 20 or other object that has entered the discrimination area AR of the platform 10 or the track 30. Specifically, the obstacle sensor 43 comprises a two-dimensional scanner, a laser projection unit, a laser reception unit, a distance measuring unit, and a control unit. The distance measuring unit detects the timing of reception of laser light reflected from the object, and measures the time difference from projection to reception based on this and the projection timing of the laser projection unit. The control unit is provided with a distance value calculation circuit that calculates the distance Dt to the object from the time difference from projection to reception obtained by the distance measuring unit. The control unit also monitors the operation of the two-dimensional scanner and determines the distance Dt to the object in relation to the direction of laser light projection. Specifically, it acquires the distance value at each pixel corresponding to the scanning angle corresponding to the detection range scanned by the two-dimensional scanner. Pixels associated with distance values ​​contain orientation information from the obstacle sensor 43 to the object, and this orientation information corresponds to the direction of laser beam projection. Distance image data obtained in this way, including the direction of laser beam projection and the distance Dt (object distance) to the object, is output to an external device connected to the control unit (specifically, the main unit 51 or the braking determination device 201).

[0033] Obstacle sensors 43 are positioned one at a predetermined location on every other door housing 41a, and the optical system for laser reception, which is the detection unit, is positioned to face the track 30 side. Multiple obstacle sensors 43 are positioned at predetermined locations. That is, the distance ΔL between adjacent obstacle sensors 43 is constant or predetermined. Obstacle sensors 43 have a detection area DR that spreads in a fan shape from the platform-side door 41b toward the track 30 side. Because the detection area DR of the obstacle sensor 43 includes the track 30 and, consequently, the discrimination area AR, it is possible to measure the distance up to the moving train 20. The detection range of the obstacle sensor 43 is, for example, about 5m.

[0034] As shown in Figure 2(A), etc., a train 20 typically includes multiple cars 20t, with a front driver's cab 20f provided at the front end of the leading car, i.e., the first end E1, and a rear driver's cab 20r provided at the rear end of the last car, i.e., the second end E2. The first end E1 or front driver's cab 20f of the train 20 includes a first car-side control device 21, and the second end E2 or rear driver's cab 20r of the train 20 includes a second car-side control device 22.

[0035] As shown in Figure 4, the platform door-side control device 50 incorporated into the platform door element 41A has a main unit 51 and a vehicle fixed position detection device 56. The main unit 51 of the platform door element 41A is a computer that executes a predetermined control program and operates under the management of the central control device 300 shown in Figure 2(A), enabling the overall operation of the entire platform door system 40. Like the other platform door elements 41, the platform door element 41A has an opening and closing mechanism for the platform-side door 41b, and the main unit 51 has a control board that causes the opening and closing operation of the platform-side door 41b. The main unit 51 also receives obstacle detection information from the other platform door elements 41 and outputs a distance measurement value to the leading edge of the approaching train 20.

[0036] The vehicle fixed position detection device 56 receives detection signals output by the two aforementioned train fixed position detection units 61 and 62 and determines the stopping position of the train 20 that has entered the platform 10 based on the combination of the two detection signals. The vehicle fixed position detection device 56 and the train fixed position detection units 61 and 62 together are called a fixed position stop detection device 156 that detects when the train 20 stops at the target stopping position SP. The vehicle fixed position detection device 56 provides a fixed position stop determination signal to the main unit 51. The main unit 51 transmits the fixed position stop determination signal provided by the vehicle fixed position detection device 56 or the fixed position stop detection device 156 to a communication unit (not shown) provided in the first vehicle-side control device 21 of the train 20 via a short-range wireless communication device (not shown).

[0037] The communication device 203 enables communication with the moving train 20. The communication device 203 has an antenna 2a, a communication circuit 2b, and a control unit 2c, of which the antenna 2a and the communication circuit 2b constitute the fixed communication unit 2. The fixed communication unit 2 is a medium-range wireless communication device. The antenna 2a is a medium-range wireless antenna and is connected to the communication circuit 2b. The control unit 2c sends and receives signals or commands related to the transmission and reception operation to the communication circuit 2b in order to transmit and receive medium-range wireless signals via the antenna 2a. In the above, the medium-range wireless is set up to enable communication over a relatively wide area, such as UHF band wireless. In addition to UHF band wireless, HF band wireless, VHF band wireless, microwave band wireless, etc. can be used as the medium-range wireless.

[0038] The first vehicle-side control device 21 includes a vehicle-side main unit 79, which is a running control unit that performs various controls related to the running of the train 20, and a mobile communication unit 71 connected to the vehicle-side main unit 79 and capable of communication while running. The second vehicle-side control device 22 shown in Figure 2(A) has the same configuration as the first vehicle-side control device 21, and its description is omitted.

[0039] In the first vehicle-side control device 21, the mobile communication unit 71 is an on-board transmission device and is in a state where it can communicate with the communication device 203 of the braking support device 200 which is incorporated into the leading platform door element 41A of the platform door device 40.

[0040] The first vehicle-side control device 21 includes a mobile communication unit 71 and an on-board transmission control unit 78 as the train 20-side wireless communication device 74. The wireless communication device 74 corresponds to the train 20-side communication device 203 of the braking support device 200. The mobile communication unit 71 has an antenna 71a and a communication circuit 71b. The antenna 71a is a medium-range wireless antenna and is connected to the communication circuit 71b. The on-board transmission control unit 78 has a control unit 78a and a communication interface unit 78b. The control unit 78a is connected to the mobile communication unit 71 and transmits and receives signals (commands, data) with the mobile communication unit 71. The control unit 78a is connected to the vehicle-side main unit 79 that was originally installed on the train 20 via the communication interface unit 78b. This vehicle-side main unit 79 is connected to the mobile communication unit 71 so that it can communicate. The control unit 78a sends and receives signals or commands related to transmission and reception operations to the communication circuit 71b in order to perform transmission and reception of medium-range wireless radio waves via the antenna 71a of the mobile communication unit 71.

[0041] The vehicle-side main unit 79, as an onboard device, comprehensively controls the operation of various parts of the train 20, and remotely operates the running mechanisms 77, such as the acceleration drive unit and the deceleration brake unit. In the illustrated state (entering the station), the vehicle-side main unit 79 operates for the driver. The vehicle-side main unit 79 is accompanied by a communication unit 79a and an operation interface 79b. The communication unit 79a enables communication with a train operation management system or control center (not shown), and the operation interface 79b consists of a power handle, brake handle, instruments, display, monitor screen, wireless communication device, etc. In this embodiment, the operation interface 79b also has a braking support display 4d as a display device 4 which is a notification device 202 of the braking support device 200. The braking support display 4d is connected to the braking determination device 201 via a mobile communication unit 71 so as to be able to communicate.

[0042] Furthermore, the vehicle-side main unit 79 is equipped with a vehicle speed detection unit 76a that detects the current speed of the train 20, and an on-board unit 76b that communicates with a ground beacon 31a installed on the track 30 to detect the position of the train 20 on the track 30. Through the cooperation of the on-board unit 76b and the ground beacon 31a, it is possible to determine, for example, a specific section or position between stations or at a station. This allows the distance to the stopping target position SP to be calculated by taking into account the accumulated speed, and this can be used for braking. Note that a track circuit can be used instead of the ground beacon 31a.

[0043] The vehicle-side main unit 79 operates various parts of the train 20 based on instructions from the driver, etc., enabling the train 20 to travel at an appropriate speed and stop at the appropriate time, and also has an automatic train stop function in emergencies. The vehicle-side main unit 79 determines the current position and speed of the train 20 by using the vehicle speed detection unit 76a for cumulative distance and the on-board unit 76b.

[0044] The method for obtaining the current position of train 20 is not limited to using the vehicle speed detection unit 76a as described above, but may also be based on speed values ​​that utilize the Doppler effect (including in the case of GPS signals) when measuring with radar or other distance measuring devices. In addition, position detection using RFID, position detection using Michibiki or other satellite positioning is also possible. Furthermore, the vehicle speed detection unit 76a is not limited to those attached to the axle, such as a tachogenator, but can be configured using various speed sensors with various operating principles, such as measurement using the Doppler effect of GPS signals, or speed measurement by position detection using Michibiki or other satellite positioning.

[0045] In this embodiment, the braking support for the train 20 entering platform 10 to the target stopping position SP is mainly based on actual measurements by the braking support device 200. Therefore, the calculated distance obtained through the cooperation between the on-board device 76b and the ground device 31a is supplementary to the braking support at the station, and it is not necessary to use this calculated value for braking support at the station. The braking support at the station in this embodiment does not prevent braking control from being performed based on the calculated distance obtained by the ground device 31a, etc.

[0046] The braking support device 200 can communicate data with the train 20 in motion via the fixed communication unit 2 and the mobile communication unit 71 to the vehicle-side main unit 79 in the front cab 20f. As a result, the determination result of the braking determination device 201 is displayed on the display device 4, which is the notification device 202 on the train 20 side, or a braking command based on the determination result is transmitted, and the train's speed can be controlled so that the train 20 stops at the target stopping position SP, based on the instructions or commands of the driver operating the front cab 20f, or by the vehicle-side main unit 79.

[0047] In Figures 2(A) and 4, the explanation of platform door device 140, located on the opposite side of the track 30 from platform door device 40, has been omitted. Platform door device 140 has the same structure as platform door device 40. However, platform door device 140 is not installed on the platform corresponding to the arrival of train 20, and is pre-configured not to communicate with train 20 based on the timetable, etc.

[0048] The details of the braking support device 200 will be described below with reference to Figure 5. Figure 5 is a block diagram illustrating the configuration of the braking support device 200 and its surroundings.

[0049] The braking support device 200 comprises an obstacle sensor 43, a braking determination device 201, a notification device 202, a communication device 203, and a main control device 204. The braking support device 200 is connected to the central control device 300, the station control panel 5, and the administrator terminal 7, etc., via a network NW.

[0050] The braking determination device 201 includes a calculation unit 201a, a memory device 201b, a sensor processing unit 201c, a determination device 201d, and an interface 201e.

[0051] The arithmetic unit 201a is specifically a CPU (Central Processing Unit) that controls each part of the braking determination device 201 by reading and executing programs stored in the memory device 201b. The arithmetic unit 201a is capable of transmitting data to and from the memory device 201b, the sensor processing device 201c, the determination device 201d, and the interface 201e via the bus 201g.

[0052] The storage device 201b stores the operating system, various programs, data, etc., which are loaded into the arithmetic unit 201a. The storage device 201b also stores the appropriate speed database DB1, the sensor processing database DB2, etc. The appropriate speed database DB1 stores the appropriate speed for the distance from the position of the train 20 to the stopping target position SP, i.e., the remaining distance. The appropriate speed can be represented by a speed curve based on the relationship between the upper limit speed and the remaining distance, and examples of speed patterns for the data used in the braking speed determination described later include a hypothetical speed pattern based on the speed at a predetermined position and a realistic speed pattern based on the speed when entering the entrance to platform 10. The sensor processing database DB2 stores the ID of the obstacle sensor 43, the distance from each obstacle sensor 43 to the stopping target position SP, the distance between adjacent obstacle sensors 43, distance information data from the obstacle sensor 43 or the sensor processing unit 201c, and the original data after analysis processing. In other words, the storage device 201b stores, as the sensor processing database DB2, detection data acquired from the obstacle sensors 43, specifically the distance between each obstacle sensor 43 and the train 20, the time at which the distance was detected, and other measured values, linked to the ID of the obstacle sensor 43.

[0053] The sensor processing unit 201c acquires detection data detected by the obstacle sensor 43. The obstacle sensor 43 generates distance image data, i.e., a three-dimensional frame image, as detection data, and the sensor processing unit 201c performs various processes on the frame image to enable the extraction of objects having a size greater than or equal to a predetermined size. Such processing may also be performed by the obstacle sensor 43 instead of the sensor processing unit 201c.

[0054] The sensor processing unit 201c receives distance measurement data from the obstacle sensor 43 in frame image units and extracts distance measurement points, i.e., objects, within the discrimination region AR shown in Figure 3. One set of distance measurement data measured by the obstacle sensor 43 is distance image data for one frame. The distance image data for one frame includes the pixel position indicating the direction of laser beam projection from the obstacle sensor 43 and the object distance at that pixel position. The presence or absence of a distance measurement point within the discrimination region AR is determined using the pixel position and the object distance at that pixel position. For the extraction of distance measurement points, continuous frame processing is performed, which is a noise reduction process that requires that the target or distance measurement point is detected at approximately the same position in multiple time-series consecutive frames of distance image data. The sensor processing unit 201c also performs contour correction processing, such as shrinkage and expansion, on the pixels of the distance image data that has undergone continuous frame processing. The sensor processing unit 201c performs coordinate transformation on the distance image data that has undergone noise reduction and contour correction processing. It transforms the distance image data into position information in a three-dimensional coordinate system, for example, based on the discrimination region AR, and stores this information in the sensor processing database DB2 of the storage device 201b. The position information obtained by transforming the distance image data is also referred to as distance image data.

[0055] Furthermore, the sensor processing unit 201c performs labeling on multiple coordinate positions where reflections are detected within the discrimination region AR. Labeling is performed on a group of coordinate positions obtained from distance image data for one frame obtained by the sensor processing unit 201c. If the coordinate positions detected from one frame are close together within a predetermined distance, they are grouped together by assigning a common label. Labeling treats a group of data close together within a predetermined distance as information about the spatial occupancy that can be used to determine the object. Hereinafter, the group of data (a data set consisting of multiple coordinate positions) grouped together by labeling and based on the discrimination region AR will also be called spatial occupancy information, and this spatial occupancy information represents a specific shape element or a specific three-dimensional shape present in the discrimination region AR. This labeling information (e.g., label number) is stored in the sensor processing database DB2 of the storage device 201b for each frame, associated with the detected coordinate positions. Furthermore, the sensor processing unit 201c performs sorting based on shape elements on the data group after labeling (spatial occupancy information). The data group that has been labeled, etc., has a contour-like extent. In other words, by extracting contour elements or parameters from the data set, it is possible to determine the object represented by the labeled data set. Specifically, if the labeled data set has a wide horizontal width across the railway track 30, it can be said to be the train 20. The sensor processing device 201c stores the position information corresponding to the train 20, along with the frame information, in the sensor processing database DB2 of the storage device 201b, linked to the ID of the obstruction sensor 43.

[0056] In this embodiment, the sensor processing device 201c is configured to generate a pulse at each obstacle sensor 43 when the train 20 reaches a predetermined distance Dt shown in Figure 6 from the obstacle sensor 43. The sensor processing device 201c determines that the train 20 has reached the predetermined distance Dt if the spatial occupancy information corresponding to the train 20 is included in a predetermined zone of the discrimination area AR. The sensor processing device 201c transmits detection information, which links the ID of each obstacle sensor 43 with the pulse generation time, to the determination device 201d.

[0057] The determination device 201d calculates the distance Dl from the position of the train 20 detected by the obstacle sensor 43 shown in Figure 6 to the stopping target position SP, and the moving speed ΔV of the train 20, and determines the braking speed corresponding to the stopping target position SP. Since multiple obstacle sensors 43 are arranged at predetermined positions, the moving speed ΔV of the train 20 can be calculated with high accuracy by signal processing such as selecting and averaging the detected values ​​of the sensors.

[0058] The determination device 201d calculates the travel speed ΔV from the travel distance ΔD and the travel time ΔT of the train 20, and determines the appropriate speed for braking from the travel speed ΔV and the distance Dl from the train 20 to the target stopping position SP. This ensures that the train 20 stops reliably at the target stopping position SP.

[0059] The determination device 201d calculates the travel distance ΔD from the distance ΔL between the obstacle sensors 43 and the travel time ΔT from the detection time of each obstacle sensor 43. By using the predetermined distance between the obstacle sensors 43 to calculate the travel speed ΔV, the calculation process can be simplified.

[0060] The determination device 201d obtains detection information from the sensor processing device 201c regarding the pulse generation time when the train 20 reaches a position Dt away from the obstacle sensor 43. The distance between the obstacle sensors 43 corresponds to the train 20's travel distance ΔD, and the time difference in pulse generation corresponds to the train 20's travel time ΔT. For example, in the example in Figure 6, the distance ΔL between adjacent obstacle sensors 43 becomes the train 20's travel distance ΔD, and the time difference in pulse generation at adjacent obstacle sensors 43 becomes the train 20's travel time ΔT at the travel distance ΔD. The train 20's travel speed ΔV is obtained by dividing the travel distance ΔD by the travel time ΔT, and can be practically obtained by dividing the distance ΔL between the obstacle sensors 43 by the time difference in pulse generation times. The remaining distance Dl from the stop target position SP to the train 20, which is used to determine the appropriate speed, is stored in advance in the sensor processing database DB2 of the storage device 201b and is read out from the storage device 201b as appropriate during the determination process.

[0061] Figure 7(A) shows the data for the remaining distance Dl described above. Here, the distance Dt from the obstacle sensor 43 to the train 20 is constant or a predetermined value. Figure 7(A) also shows the data for the nth obstacle sensor 43-n and the mth obstacle sensor 43-m (m=n+1), which are located near the end of the platform 10 close to the stopping target position SP. However, since the appropriate speed determination described later is mainly based on the remaining distance Dl (Dl1, Dl2,…) of the obstacle sensors 43 located at the rear end or in the middle of the platform 10, it is not necessary to use the remaining distance Dl (Dm, Dn,…) at the end when providing braking support for the train 20. In other words, if braking support is provided up to a predetermined remaining distance that ensures stopping at the stopping target position SP, it is not necessary to provide braking support until the train 20 stops at the stopping target position SP.

[0062] Figure 7(B) shows the calculation results of the movement speed ΔV described above. The movement speed ΔV is speed information linked to the remaining distance Dl corresponding to the obstacle sensor 43 that is furthest away from the train 20 in the direction of travel among the adjacent obstacle sensors 43.

[0063] The determination device 201d determines whether the calculated moving speed ΔV is the appropriate speed for the remaining distance Dl. The determination device 201d reads the data for the appropriate speed Vs corresponding to the relevant remaining distance Dl (Dl1, Dl2, ...) from the appropriate speed database DB1 of the storage device 201b. As previously described, the speed patterns of the data used when determining braking speed include assumed speed patterns based on the speed at a predetermined position and realistic speed patterns based on the speed when entering the entrance to platform 10, but any speed pattern may be referred to. Figure 7(C) shows the case where the data for the appropriate speed Vs is a table. The determination device 201d compares the moving speed ΔV and the appropriate speed Vs, and determines that the speed is appropriate if the moving speed ΔV is less than or equal to the appropriate speed Vs. On the other hand, if the moving speed ΔV is faster than the appropriate speed Vs, it determines that the speed exceeds the appropriate speed. In addition, if the moving speed ΔV is slower than the appropriate speed Vs by a predetermined amount and affects the scheduled stopping time of train 20, it may be determined that the speed is insufficient.

[0064] Interface 201e connects the braking determination device 201 to the station control panel 5, administrator terminal 7, central control unit 300, communication device 203, etc., via a communication line, enabling communication. The arithmetic unit 201a transmits the determination result of the determination device 201d to the display devices 3 and 4, which are notification devices 202, via interface 201e. The arithmetic unit 201a also transmits and receives operation data to and from the station control panel 5, administrator terminal 7, etc., via interface 201e.

[0065] The notification device 202 notifies the judgment result of the braking judgment device 201. As previously described, the notification device 202 is a display device 3 installed in a position visible to the driver of the train 20 at the station. The display device 3 is, for example, a display unit 3b, 3c such as the speed indicator shown in Figure 1. The display device 3 is equipped with a display unit IS that displays the judgment result of the braking judgment device 201. For example, as illustrated in Figure 8(A), the display unit IS displays the appropriate speed for stopping at the target stopping position SP calculated from the current position of the train 20, depending on the judgment result. Also, as illustrated in Figure 8(B), if the current speed of the train 20 is within the appropriate speed range, it displays a message such as "within the appropriate speed range," and as illustrated in Figure 8(C), if the current speed of the train 20 exceeds the appropriate speed, it displays a warning message such as "exceeding appropriate speed."

[0066] Furthermore, as shown in Figure 3, the notification device 202 is a display device 4 installed on the train 20. The display device 4 is also equipped with a display unit IS that displays the judgment result of the braking judgment device 201. The judgment result is transmitted to the notification device 202 via wireless communication by the communication device 203. This allows the judgment result to be directly communicated to the driver of the train 20.

[0067] The main control unit 204 manages the operation of the obstacle sensor 43, the braking determination device 201, the notification device 202, and the communication device 203, and works in conjunction with the central control unit 300 and the train 20.

[0068] The following explanation will refer to Figure 9 and describe the process from when train 20 enters platform 10 until the platform-side doors 41b and train-side doors 20a are opened. In the first stage, as shown in Figure 1, train 20 enters one of the tracks on platform 10 and decelerates toward a predetermined appropriate stopping position SP. At this stage, each train-side door 20a of train 20 and the platform-side doors 41b of the platform door device 40 are closed.

[0069] The main control device 204 uses the measurement results from the obstacle sensor 43 to detect the train 20 entering platform 10 (step S11). At this time, the braking support device 200 and the vehicle-side main unit 79 on the front end of the train 20 can exchange entry information such as the platform number 10 and the train 20 ID via the communication device 203. Since the stopping target position SP may differ depending on the train 20's configuration, the braking support device 200 takes the above entry information into account when performing subsequent processing.

[0070] If train 20 is detected (Yes in step S11), the main control device 204, as a sensor processing device 201c, processes the sensor detection value based on the distance image data obtained from the obstacle sensor 43 (step S12). For example, the processing in the sensor processing device 201c can obtain the pulse generation time when train 20 reached a position at a distance Dt from the obstacle sensor 43.

[0071] Next, the main control device 204, acting as a determination device 201d, calculates the moving speed ΔV of the train 20 from the processing result of the sensor processing device 201c obtained in step S12 (step S13).

[0072] Next, the main control device 204, acting as a determination device 201d, determines whether the calculated travel speed ΔV for the predetermined position of the train 20 is an appropriate speed for stopping at the target stopping position SP (step S14).

[0073] The main control unit 204, acting as a notification device 202, displays a message on the display unit IS corresponding to the determination result of step S14 (step S15).

[0074] Based on the judgment result or the output data of the judgment result displayed on the notification device 202, the driver applies the brakes to the train 20 (step S16).

[0075] Next, the platform door-side control device 50 of the platform door device 40, acting as a vehicle fixed position detection device 56, determines whether or not the train 20 has stopped at the stopping target position SP (step S17). The processes in steps S12 to S16 are repeated as needed until the train 20 stops at the stopping target position SP (step S17 No.), and the information displayed on the display unit IS in step S15 for braking support is updated as needed.

[0076] When train 20 stops at the target stopping position SP (Yes in step S17), the platform door side control device 50 opens the platform side door 41b based on the command of the conductor or driver (step S18).

[0077] Subsequently, the main unit 79 on the front side of the train 20 or the main unit on the rear side of the train 20 opens the vehicle side door 20a based on the instructions of the conductor or driver (step S19).

[0078] In the braking support device 200 of the embodiment described above, by utilizing the existing obstacle sensor 43, there is no need to install a separate distance sensor, and no modification of the 20t vehicle of the train 20 is required. Furthermore, the introduction of a TASC device is unnecessary, which reduces costs and makes maintenance easier.

[0079] [Second Embodiment] Hereinafter, an example of the braking support device 200 according to the second embodiment will be described with reference to Figure 10. Figure 10 is a diagram illustrating the parameters for calculating the train 20's moving speed ΔV in the braking support device 200 of the second embodiment. In the second embodiment, matters similar to those in the first embodiment will not be explained.

[0080] In this embodiment, the distance Dt from each obstacle sensor 43 to the train 20 is calculated at predetermined timings that are repeated synchronously, and the remaining distance Dl from the stopping target position SP to the train 20 is calculated by adding the distance Ds from the stopping target position SP to the obstacle sensor 43 to this distance Dt. In this case, for example, the moving speed ΔV of the train 20 is calculated from the remaining distance Dl calculated from the detection values ​​corresponding to adjacent obstacle sensors 43 and the detection timing of the remaining distance Dl. Specifically, at the first timing, the remaining distance Dl1 is calculated by adding the distances Dt11 and Dt21 to the train 20 detected by the first obstacle sensor 43-1 and the second obstacle sensor 43-2, respectively, to the stopping target position SP of sensors 43-1 and 43-2. Furthermore, at the second timing, the remaining distance Dl2 is calculated by adding the distances Dt22 and Dt32 to the train 20 detected by the second obstacle sensor 43-2 and the third obstacle sensor 43-3, respectively, to the distances Ds22 and Ds32 to the stopping target position SP of sensors 43-2 and 43-3. Figure 11(A) shows an example of the calculation result of the remaining distance Dl described above. Note that if the train 20 is detected by only one obstacle sensor 43 at a predetermined timing, the remaining distance Dl is calculated from the detected value of the relevant obstacle sensor 43.

[0081] Figure 11(B) shows the calculation result of the train 20's speed ΔV. The speed ΔV is calculated from the calculated remaining distance Dl and the train 20's travel time ΔT. Specifically, the difference between the remaining distance Dl2 at the second timing and the remaining distance Dl1 at the first timing is the distance ΔD traveled by the train 20 at travel time ΔT. The travel time ΔT is calculated from the detection timing of the detected values ​​used when calculating the remaining distance Dl. Specifically, it is calculated from the first timing when the remaining distance Dl1 was calculated and the second timing when the remaining distance Dl2 was calculated. The travel time ΔT is the detection time from the first timing to the second timing and depends on the number of frames in the distance image data. By dividing the calculated travel distance ΔD by the travel time ΔT, the train 20's speed ΔV is obtained. The speed ΔV is speed information linked to the remaining distance Dl corresponding to the most recent detection timing.

[0082] [Third Embodiment] Hereinafter, an example of the braking support device 200 according to the third embodiment will be described with reference to Figure 12. Figure 12 is a conceptual diagram illustrating the overview of the management system 100 incorporating the braking support device 200 in the third embodiment. In the third embodiment, the same matters as in the first embodiment will not be explained.

[0083] As shown in Figure 12, the display unit 3e, which is the notification device 202, is installed on the upper part of the door housing 41a of the platform door device 40. This allows display data to be sent directly from the braking determination device 201.

[0084] 〔others〕 This invention is not limited to the embodiments described above, and can be implemented in various forms without departing from its spirit.

[0085] In the above, it was assumed that train 20 is a multi-car train, but train 20 may also be a single car, in which case vehicle-side control devices can be installed at the front and rear ends of the single car. Furthermore, one end and the other end of train 20 are not limited to the exact ends, but include parts closer to the center of train 20 or car 20t.

[0086] In the above example, notification devices 202 are provided on both platform 10 and train 20, but notification devices 202 may be provided on either platform 10 or train 20. If notification devices 202 are not provided on train 20, the communication device 203 can be omitted.

[0087] In the above example, the driver visually confirmed the display on the notification device 202 and performed the main braking of the train 20. However, the vehicle-side main unit 79, which is an onboard device of the train 20, may also perform automatic or auxiliary braking control.

[0088] In the above example, the obstacle sensor 43 was installed in front of the stopping target position SP in the direction of travel of the train 20, but it may also be installed in a position behind it. In this case, braking assistance can be provided until the train 20 stops at the stopping target position SP.

[0089] The method for calculating the train 20's speed ΔV in the braking determination device 201 of the braking support device 200 can be modified as appropriate. For example, the speed ΔV may be calculated for a train 20 reaching a predetermined position using detection data from one or more obstacle sensors 43. Furthermore, the obstacle sensors 43 used for speed calculation can be selected as appropriate.

[0090] The detection area DR of the obstruction sensor 43 can be changed as appropriate depending on the performance of the sensor. Furthermore, the obstruction sensor 43 is not limited to sensors including MEMS scanners, and either a three-dimensional sensor or a two-dimensional sensor can be used.

[0091] The obstacle sensor 43 incorporated into the braking support device 200 is not limited to the obstacle sensor 43 provided in the platform door device 40, but may also be a known sensor installed on the platform 10 without a fence, such as by attaching the sensor to a pole. Furthermore, the obstacle sensor 43 may also be a known sensor installed above the platform 10.

[0092] The train position detection units 61 and 62 can be replaced with sensors that measure distance images, for example, but are not limited to those that use light; sensors that operate on various principles can be used.

[0093] The control line 45a is not limited to wired cables, but may also include a wireless line in between. [Explanation of symbols]

[0094] 1...Signal light, 2...Fixed communication unit, 2a...Antenna, 2b...Communication circuit, 2c...Control unit, 3,4...Display device, 3a,3b,3c,3e...Indicator, 4d...Braking support indicator, 5...Station control panel, 7...Administrator terminal, 10...Platform, 20...Train, 20a...Vehicle side door, 20f...Front driver's cab, 20r...Rear driver's cab, 20t...Vehicle, 21,22...Vehicle side control device, 30...Track, 31a...Ground coil, 40...Host Platform door device, 41, 41A, 41B... Platform door elements, 41a... Door housing section, 41b... Platform side door, 42... End housing, 42w... Track side wall, 43... Obstacle sensor, 45... Cable, 45a... Control line, 50... Platform door side control device, 51... Main unit, 56... Vehicle fixed position detection device, 61, 62... Train fixed position detection section, 71... Mobile communication section, 71a... Antenna, 71b... Communication circuit, 74... 76a...Vehicle speed detection unit, 76b...On-board unit, 77...Driving mechanism, 78...On-board transmission control unit, 78a...Control unit, 78b...Communication interface unit, 79...Vehicle-side main unit, 79a...Communication unit, 79b...Operation interface, 100...Management system, 140...Platform door device, 156...Fixed position stop detection device, 161...Reflector, 200...Braking support device, 201...Braking determination device, 201a...Calculation unit, 201b...Storage device, 201c...Sensor processing unit, 201d...Determination device, 201e...Interface, 202...Notification device, 203...Communication device, 204...Main control unit, 300...Central control unit, DB1...Appropriate speed database, DB2...Sensor processing database, DR...Detection area, IS...Display unit, NW...Network, SP...Stop target position, ST...Stop target

Claims

1. One or more obstruction sensors are installed on the platform side of the station to detect the position of a moving train, A braking determination device calculates the distance from the position of the train detected by the obstacle sensor to the target stopping position and the speed of the train, and determines the braking speed corresponding to the target stopping position. A notification device that notifies the determination result of the braking determination device, A braking support device equipped with the following.

2. The braking support device according to claim 1, wherein the braking determination device calculates the travel speed from the distance traveled by the train and the travel time of the train, and determines an appropriate speed for braking from the travel speed and the distance to the target stopping position.

3. The braking support device according to claim 2, wherein a plurality of the aforementioned obstruction sensors are arranged at predetermined positions.

4. The braking assistance device according to claim 3, wherein the braking determination device calculates the travel distance from the distance between the obstacle sensors and the travel time from the detection time of each obstacle sensor.

5. The braking support device according to any one of claims 1 to 4, wherein the obstruction sensor is provided on the track side of the housing of the platform door.

6. The braking support device according to any one of claims 1 to 5, wherein the notification device is a display device installed at a position visible to the train driver at the station.

7. The notification device further comprises a communication device that transmits the determination result via wireless communication, The notification device is a braking support device according to any one of claims 1 to 6, provided on the train.

Images