JP5595966B2 - Railway operation control apparatus and method - Google Patents

Description

  The present invention relates to a technique for effectively predicting a gust of wind and preventing a railway vehicle from overturning and derailing due to the gust of wind.

  When a railway vehicle receives a strong wind from the side, a drag (lateral force) due to wind pressure is generated on the vehicle body. When the wind speed is high, the lateral force for overturning the vehicle increases, and when the wind speed exceeds a certain limit wind speed, the vehicle overturns and derails.

First, using FIG. 1, a conventional operation regulation method for railways during strong winds will be described.
The train 1 is composed of one or two or more vehicles 11. The train travels on the track 94.
The track 94 is laid so as to pass through terrain such as rivers and mountains. In order to pass through these terrain, a track structure such as a bridge 93, embankment 95, and tunnel 96 is constructed. Although not shown, when the track 94 must be laid at a location higher than the surrounding altitude, a viaduct may be laid.

By the way, since the surface of the river has a small friction with the air, the wind speed tends to be larger than that on land. Furthermore, the wind speed tends to increase as the distance from the ground surface increases. Therefore, it can be said that the bridge 93 extending over several to several tens of meters above the river is a place where the wind speed tends to increase.
In addition, when the wind blows across the embankment 95, air near the ground surface on the upstream side is collected.
Further, it has been found that even when the wind blows across the viaduct, the wind speed tends to increase on the viaduct because the viaduct itself disturbs the flow of the wind.

  As described above, in the track structure along the track 94, there is a portion where the wind speed tends to increase, that is, a strong wind is likely to blow. An anemometer or anemometer is installed to monitor strong winds generated at these locations. When the wind condition (wind condition) satisfies a predetermined condition, for example, when the maximum instantaneous wind speed exceeds a predetermined threshold, an operation restriction that restricts the operation of the train is issued. In general, the operation regulation includes speed regulation for operating the train at a predetermined speed or less and operation inhibition for completely canceling the train operation. When the operation restriction is issued, the train driver is informed by the indication of the traffic light 92. The driver checks the traffic lights and handles the brakes, or the traffic lights and the train brakes are automatically linked to reduce the speed of the train to ensure safety.

The regulation of railway operation during strong winds with an anemometer or anemometer cannot capture atmospheric phenomena that occur at a smaller scale than the installation interval of an anemometer or anemometer. In other words, since anemometers or anemometers along the railway are installed every few kilometers to several tens of kilometers, it is difficult to monitor strong winds that occur due to atmospheric phenomena with a horizontal scale of about 10 km or less.
By the way, in recent years, it has been frequently reported that disasters occur due to gusts (sudden winds) generated with severe atmospheric phenomena such as tornadoes and downbursts. Atmospheric phenomena, such as tornadoes and downbursts, are atmospheric phenomena that can occur with developed cumulonimbus clouds. In general, atmospheric phenomena such as tornadoes and downbursts are known to have a horizontal scale of about several hundred meters to several kilometers and have a lifetime of about ten minutes to one hour. Wind gusts caused by tornadoes and downbursts are often known to destroy buildings and overthrow derailment of railway vehicles.

In order to monitor such an atmospheric phenomenon with a small horizontal scale, it has been proposed to use a Doppler radar, which is a kind of weather radar (Patent Document 1). Doppler radar emits pulsed radio waves to precipitation particles in the atmosphere, and the precipitation particles approach the Doppler radar due to the Doppler shift of the reflected waves (the frequency shift between the emitted wave and the reflected wave). It is a device that detects whether you are away or away. The Doppler radar emits radio waves in all directions at 360 degrees while rotating in the horizontal direction, and can observe a circular range of several tens to several hundred km around the Doppler radar. By observing in this way, it is possible to estimate the wind direction and wind speed distribution within a circular range of several tens to several hundreds km around the Doppler radar.
As a result of conventional weather observations, wind conditions in cumulonimbus clouds that cause tornadoes and downbursts are known. Moreover, since a tornado is accompanied by a vortex, if a vortex is detected by wind condition observation by a Doppler radar, the occurrence of a tornado can be predicted.

  However, since the Doppler radar is an expensive device, it is practically difficult to lay the Doppler radar so as to cover the entire area along the target railway for monitoring tornadoes and downbursts. In addition, since wind conditions cannot be observed unless precipitation particles are present in the atmosphere, there is a problem in understanding the wind conditions near the ground surface on which the railway runs.

JP 2010-249550 A

  The present invention has been made in view of such a situation, and an object of the present invention is to provide an operation control apparatus and method for predicting a gust that causes rolling over and derailing of a railway vehicle and preventing a derailment overturning accident of the railway vehicle. And

  In order to achieve the above object, the first invention according to the present application includes an barometer 2 for measuring an atmospheric pressure mounted on a railway vehicle 11 constituting the train 1 and a track kilometer indicating the position of the railway vehicle 11. A railroad operation control device 8 having a position detection device 3 to detect and a track structure detection means 4 storing a track structure shape for each track kilometer, and the atmospheric pressure measured by the barometer 2 Is changed under a given condition, and when the shape of the track structure detected by the track structure detection means 4 based on the track kilometer detected by the position detection device 3 causes a gust of wind, the railway vehicle 11 When the risk of rollover derailment is high, the brake of the railway vehicle 11 is operated to make the speed of the railway vehicle 11 equal to or less than a given speed.

  In addition, the second invention according to the present application further includes an anemometer 5 in the first invention, and the wind direction anemometer observed by the anemometer 5 satisfies a predetermined relationship between the wind direction and the wind speed. In this case, the brake of the railway vehicle 11 is operated to make the speed of the railway vehicle 11 equal to or less than a given speed.

  Further, a third invention according to the present application is the first or second invention, further comprising operation restriction determination means 7 for determining issued operation restriction, wherein the operation restriction determination means 7 is When it is determined that the driving regulation is issued based on the wind speed observed along the railway line, the brake of the railway vehicle 1 is operated to make the speed of the railway vehicle 11 equal to or less than a given speed. And

  Further, the given condition is characterized in that the atmospheric pressure is changed by 0.05 hPa or more per second.

  The position detection device 3 is characterized in that it detects a position based on a GPS signal or detects a position based on a signal from an automatic train stop device (ATS) ground element.

  According to the present invention, it is possible to accurately and accurately predict a gust that causes a railcar to overturn and derail, and prevent a railcar from derailing and overturning.

It is a figure explaining the driving | operation regulation at the time of the strong wind in the conventional railway. It is a figure which shows the structure of 1st Embodiment of the operation control apparatus which concerns on this invention. It is a figure which shows the structure of 2nd Embodiment of the operation control apparatus which concerns on this invention. It is a figure which shows the structure of 3rd Embodiment of the operation control apparatus which concerns on this invention. It is a figure which shows the structure of 4th Embodiment of the operation control apparatus which concerns on this invention. It is a figure which shows the flowchart showing operation | movement of this invention. It is a figure which shows a part of flowchart which represents operation | movement of this invention. It is a figure which shows a part of flowchart which shows operation | movement of this invention. It is a figure which shows the time series of a wind direction when a gust of wind occurs, a wind speed, and ground pressure.

  Hereinafter, the present invention will be described with reference numerals. However, the reference numerals are for reference, and the present invention is not limited to the embodiments.

[First Embodiment]
A first embodiment according to the present invention will be described with reference to FIG. The operation control device 8 is an operation control device according to the present application that is mounted on a train.

  The barometer 2 is a device that measures atmospheric pressure. The barometer 2 includes an atmospheric pressure sensor 21 and an atmospheric pressure detector 22.

  The position detection device 3 is a device that detects the position of a train. In the present embodiment, the position detection device 3 includes a GPS receiver 31 and a track kilometer detection unit 32. Here, the track kilometer is used to represent the position on the railroad track, and is represented by a line name and a distance from the starting point in the manner of “AB line 12 km 345 m”. If the train position is detected by the latitude / longitude based on the signal from the GPS satellite and the latitude / longitude is collated on the map, it is possible to detect the kilometer of the track.

  The track structure detection means 4 is a device that detects the track structure. The track structure storage device 41 stores track structure information for each track kilometer. The track structure information includes the position of the structure (track distance and latitude / longitude), the type of structure (bridge, embankment, viaduct, tunnel, flat land, station, railroad crossing, etc.) and the shape of the structure (bridge) For example, type, extension and size, extension and height for embankment, height for viaduct, extension and girder size, etc.).

  The track structure detection unit 42 reads the track structure information from the track structure storage device 41 based on the information sent from the position detection device 3.

  The wind direction anemometer 5 is a device that detects the wind direction and wind speed around the train. The wind direction / wind speed detector 5 includes a wind direction / wind speed sensor 51 and a wind direction / wind speed detector 52. The wind direction and wind speed sensor 51 is disposed in at least one of the rail vehicles constituting the train, and detects the wind direction and wind speed relative to the train. Specifically, a signal corresponding to the wind direction and wind speed is output to the wind direction and wind speed detection unit. The wind direction and wind speed detection unit 52 performs AD conversion on the value of the wind direction and wind speed obtained from the wind direction and wind speed sensor 51 and outputs the result. Various sensors such as a propeller type and a triple cup type can be used as the wind direction and wind speed sensor, but an ultrasonic anemometer is desirable.

  The speed detection unit 61 detects the speed of the train from the rotation of the wheel or the current / voltage supplied to the electric motor. The acceleration detection unit 62 detects the acceleration of the train based on the train speed detected by the speed detection unit 61.

  The control unit 81 predicts the occurrence of a gust based on the outputs of the barometer 2, the position detection device 3, the track structure detection unit 4, the wind direction anemometer 5, the speed detection unit 61, and the acceleration detection unit 62. When the occurrence of a gust of wind large enough to overturn and derail the train is predicted, the brake is operated and the train speed is reduced to a predetermined speed.

[Second Embodiment]
A second embodiment according to the present invention will be described with reference to FIG. The operation control device 8 is an operation control device according to the present application that is mounted on a train.

  The barometer 2, the track structure detection means 4, and the wind direction anemometer 5 have the same configurations as those of the first embodiment, and thus description thereof is omitted here.

  The position detection device 3 is a device that detects the position of a train. In the present embodiment, the position detection device 3 includes an ATS receiver 33 and a line kilometer detection unit 32. ATS is an abbreviation of Auto Train Stop and represents an automatic train stop device. ATS ground elements 43 are installed on the track at appropriate intervals. The ATS ground unit 43 transmits information about the kilometer of the track and the speed limit to the ATS receiver 33 mounted on the train. The ATS receiver 33 receives information transmitted from the ATS ground unit 43. The track kilometer detection unit 32 receives information about the track kilometer of the ATS ground element 43 received by the ATS receiver 33, the received time, and the train speed information from the speed detection unit 61. The track kilometer detection unit 32 calculates the current track kilometer of the train by time-integrating the train speed and integrating the train speed to the track kilometer of the ATS ground unit.

  The speed detection unit 61 detects the speed of the train from the rotation of the wheel or the current / voltage supplied to the electric motor. The acceleration detection unit 62 detects the acceleration of the train based on the train speed detected by the speed detection unit 61.

  The control unit 81 predicts the occurrence of a gust based on the outputs of the barometer 2, the position detection device 3, the track structure detection unit 4, the wind direction anemometer 5, the speed detection unit 61, and the acceleration detection unit 62. When the occurrence of a gust of wind large enough to overturn and derail the train is predicted, the brake is operated and the train speed is reduced to a predetermined speed.

[Third Embodiment]
A third embodiment according to the present invention will be described with reference to FIG. The operation control device 8 is an operation control device according to the present application that is mounted on a train.

  Since the barometer 2 and the track structure detection means 4 have the same configuration as in the first embodiment, description thereof is omitted here.

  The position detection device 3 is a device that detects the position of a train. In this embodiment, since the same GPS is used as in the first embodiment, the description is omitted. The position detection device 3 may be configured to use the same ATS as in the second embodiment.

The driving regulation determination means 7 is a device that detects driving regulation that is issued in a section where the train is running. The driving regulation determination unit 7 includes a driving regulation information receiver 71 and a driving regulation type detection unit 72.
The operation restriction is issued from the facility instruction 97 when the wind direction wind speed observed by the wind direction anemometer 91 installed along the track exceeds a predetermined threshold value. When operation restrictions are issued, train operation is restricted. When a driving regulation is issued, the train operator is informed by the traffic lights. The driving regulation information receiver 71 is a device that receives a signal indicating that driving regulation has been issued from the facility command. The driving regulation type detection device 72 is a device that detects whether the issued driving regulation is slow driving regulation or driving inhibition. The driving regulation type detection device 72 outputs the detected driving regulation type to the control device 8.

  The speed detection unit 61 detects the speed of the train from the rotation of the wheel or the current / voltage supplied to the electric motor. The acceleration detection unit 62 detects the acceleration of the train based on the train speed detected by the speed detection unit 61.

  The control unit 81 predicts the occurrence of a gust based on the outputs of the barometer 2, the position detection device 3, the track structure detection unit 4, the operation restriction determination unit 7, the speed detection unit 61, and the acceleration detection unit 62. When the occurrence of a gust of wind large enough to overturn and derail the train is predicted, the brake is operated and the train speed is reduced to a predetermined speed.

[Fourth Embodiment]
A fourth embodiment according to the present invention will be described with reference to FIG. The operation control device 8 is an operation control device according to the present application that is mounted on a train.

  In the fourth embodiment, the barometer 2, the track structure detection means 4, the wind direction anemometer 5, the operation restriction determination means 7, the speed detection unit 61, and the acceleration detection unit shown in the first to third embodiments. This is an embodiment in which all 62 are mounted.

  The position detection device 3 is a device that detects the position of a train. In the present embodiment, the same GPS is used as in the first embodiment, but the same ATS as in the second embodiment may be used.

  The control unit 81 generates gusts based on the outputs of the barometer 2, the position detection device 3, the track structure detection unit 4, the wind direction anemometer 5, the operation regulation determination unit 7, the speed detection unit 61, and the acceleration detection unit 62. Predict. When the occurrence of a gust of wind large enough to overturn and derail the train is predicted, the brake is operated and the train speed is reduced to a predetermined speed.

[Operation 1 of the Invention of the Present Application]
The operation of the operation control apparatus according to the present invention will be described using a flowchart.

FIG. 6 is a flowchart for explaining the operation according to the present invention.
When the control starts, the barometer 2 first measures the atmospheric pressure (S1). The atmospheric pressure is measured at a predetermined time interval (for example, 1 second). The change in atmospheric pressure is calculated from the difference between the latest measured value of atmospheric pressure and the previous measured value of atmospheric pressure. When it is determined that the atmospheric pressure has changed under a given condition (S2), it is determined that there is a possibility that the weather condition is likely to cause a gust that causes the train to overturn and derail.

  Here, the given condition can be that the atmospheric pressure changes more than a certain threshold value per second.

FIG. 9 shows temporal changes in wind direction, wind speed, and ground pressure when gusts that may cause the train to overturn and derail are observed by weather observation at a fixed point. At first, the wind speed was weak, but it was observed that the wind speed suddenly increased at 8:42 and continued for several tens of seconds. This sudden increase in wind speed is a gust of wind. It has been observed that the wind direction suddenly changes by about 90 degrees as the wind speed suddenly increases. In addition, it was observed that the ground pressure dropped sharply with the rapid rise of the wind speed, and the ground pressure rose sharply with the sudden drop of the wind speed. Looking at the temporal changes of these meteorological elements, it can be seen that the ground pressure begins to drop prior to the sudden increase in wind speed. That is, it is understood that the atmospheric pressure changing more than a certain ratio is one of the precursors of gusts.
Here, the threshold value can be set to 0.05 hPa from the slope of the ground pressure drop in FIG. In this case, the given condition is a decrease of 0.05 hPa or more per second of atmospheric pressure.

Next, the train speed (S3) and the acceleration (S4) of the train are detected. The acceleration of the train can be detected from the time change of the train speed. When the train accelerates or decelerates suddenly, the measured value of the barometer 2 may be affected. Therefore, even if the atmospheric pressure changes under a given condition, if the cause of the change is sudden acceleration or sudden deceleration, it can be assumed that the change is not a sign of a gust of wind. On the other hand, if the atmospheric pressure changes under a given condition even though it is not suddenly accelerated or decelerated, the change may be a sign of a gust. This is determined in step S5.
If the cause of the change in atmospheric pressure is sudden acceleration or rapid deceleration, the process returns to atmospheric pressure measurement (S1). Conversely, if the cause of the change in atmospheric pressure is not rapid acceleration or rapid deceleration, the process proceeds to the next process.

Based on the track kilometer detected by the position detection device 3, the track structure detection means 4 detects the track structure (S6). If the track structure is a tunnel, the change in atmospheric pressure is not a sign of a gust but a change in atmospheric pressure due to entering or exiting the tunnel. In this case, it is determined that the possibility of rollover derailment is low (No in S7), and the process returns to the atmospheric pressure measurement step. On the other hand, if the track structure is outdoors such as flat ground, bridges, embankments, viaducts, etc., and there is a high possibility that the train 1 will overturn and derail if a gust of wind occurs, a change in atmospheric pressure is a precursor of a gust of wind It is determined that there is a risk that the train will encounter a gust of wind after a few seconds (Yes in S7). In this case, the brake is immediately operated ((1) and (2) are connected, S8), and the brake is operated until the train speed (S12) detected by the speed detector 61 is equal to or lower than the predetermined speed (S9). .
Here, in the case where the windbreak wall is installed in the track structure, it is assumed that the possibility of the train overturning and derailing is low even if a gust is generated, and the atmospheric pressure measurement (S1) is returned ( S7) is also possible.

[Operation 2 of the present invention]
FIG. 7 is a part of a flowchart showing the operation when the anemometer 5 is arranged on the train as in the first embodiment or the second embodiment.

  In this example, (1) in the flowchart shown in FIG. 6 and (4) in the flowchart in FIG. 7, (2) in FIG. 6 and (5) in FIG. 7, and (3) in FIG. (6) are connected respectively. That is, from the result of detecting the track structure, if there is a high possibility that the train will overturn and derail if there is a gust of wind outdoors (Yes in S7), the anemometer 5 installed in the train Then, the wind direction and wind speed are measured (S21). The wind direction wind speed measured by the wind direction anemometer 5 is a wind direction wind speed relative to the airflow of the train 1. Accordingly, the train speed (S24) is subtracted from the measured wind direction wind speed (S22) to obtain the wind direction wind speed at the point where the train 1 is traveling.

By the way, tornadoes and gusts that cause gusts that cause the train 1 to overturn and derail are generated along with cumulonimbus clouds. In the case of weather conditions where cumulonimbus clouds occur, the wind speed increases to some extent.
Therefore, if the wind speed at the point where the train is running is sufficiently low (for example, less than 10 m / s), it is determined that there is a high possibility that the change in atmospheric pressure is not a precursor of a gust but another cause. (No in S23), the process returns to the atmospheric pressure measurement step (S1). On the other hand, if the wind speed at the point where the train is traveling is high (for example, 10 m / s or more), it is determined that there is a possibility that the weather conditions are likely to cause atmospheric phenomena such as cumulonimbus clouds. (Yes in S23), the process proceeds to the step of operating the brake (S8).

  Subsequent operations are the same as S8, S9, and S12 of the first embodiment, and a description thereof will be omitted.

[Operation 3 of the Invention of the Present Application]
FIG. 8 is a part of a flowchart showing the operation when the operation restriction determination means 7 is provided in the train as in the third embodiment.

  In this example, (1) in the flowchart shown in FIG. 6 and (7) in the flowchart in FIG. 8, (2) in FIG. 6 and (8) in FIG. 8, and (3) in FIG. 6 and FIG. (9) are connected to each other. That is, from the detection result of the track structure, if there is a high possibility that the train will overturn and derail when there is a gust of wind (Yes in S7), the operation restriction determination means 7 provided in the train. In step S32, the presence / absence of a driving regulation is detected. When the operation restriction is not issued (No in S31), it is determined that the possibility of gust is low, and the process returns to the step (S1) for measuring the atmospheric pressure. On the other hand, when the driving regulation is issued (Yes in S31), it is determined that there is a high possibility that a gust of wind is generated, and the process proceeds to the step of operating the brake (S8).

  Subsequent operations are the same as S8, S9, and S12 of the first embodiment, and a description thereof will be omitted.

[Operation 4 of the present invention]
When the anemometer 5 and the operation restriction determination means 7 are provided in the train as in the fourth embodiment, the operation can be performed according to the flowchart connecting FIG. 6, FIG. 7, and FIG.

In this example, (1) in FIG. 6 and (4) in FIG. 7, (7) in the flowchart in FIG. 7 and (7) in FIG. 8, (8) in FIG. 8 and (2) in FIG. In addition to the connection, (6) in FIG. 7 and (9) in FIG. 8 are connected to (3) in FIG.
That is, the atmospheric pressure measured by the barometer 2 changes under given conditions (Yes in S2), the acceleration / deceleration of the train is small (No in S5), and the shape of the track structure is gusty. The railway vehicle has a high risk of rollover and derailment (Yes in S7), the wind speed at the point where the train is traveling is high (Yes in S23), and the operation regulation is issued (Yes in S31). In such a case, it can be determined that the possibility of a gust of wind is high, and the process proceeds to step (S8) for operating the brake.

[Modification]
After the step of determining whether or not the railway vehicle has a high risk of rollover and derailment when a gust of wind occurs in the track structure shape (Yes in S9), the determination of the wind direction and wind speed conditions (S21 to S24) and the presence or absence of operation regulation Whether or not to connect the determinations (S31 to S32) can be switched depending on the condition of the traveling line section, the weather condition, and the train type.

For example, in the case of meteorological conditions where cumulonimbus clouds are likely to occur (when a cold front is approaching / passing, a typhoon is approaching / passing, cold air flows into the sky from spring to summer, or the atmospheric condition is unstable, or 7 is connected between (1) and (2) in FIG. 6 for the determination of wind direction and wind speed conditions (S21 to S24) shown in FIG. In the case of weather conditions, it can be decided not to connect.
As another example, in the case of a weather condition in which a cumulonimbus cloud is likely to occur, the determination (S31 to S32) of the presence or absence of operation restriction is shown in FIG. 8 with (1) and (2) in FIG. Do not connect between them (operate the operation control device of this application regardless of whether or not an operation restriction is issued), and connect in the case of other weather conditions (activate the operation control device of this application only when an operation restriction is issued) It can be.
As another example, when traveling in a section where a train overturning derailment accident has occurred in the past due to strong winds or gusts, the determination of whether or not there is a driving regulation announcement (S31 to S32) in FIG. Do not connect between 1) and (2) (operate the operation control device of this application regardless of whether or not there is an operation regulation issuance), and connect it when traveling in other line sections Can do.

  The present invention can be used in railways where a gust of wind may be encountered.

DESCRIPTION OF SYMBOLS 1 Train 11 Vehicle 2 Barometer 21 Atmospheric pressure sensor 22 Atmospheric pressure detection part 3 Position detection apparatus 31 GPS receiver 32 Line kilometer detection part 33 ATS receiver 4 Line structure detection means 41 Line structure storage device 42 Line structure Detection unit 43 ATS ground unit 5 Wind direction anemometer 51 Wind direction wind speed sensor 52 Wind direction wind speed detection unit 61 Speed detection unit 62 Acceleration detection unit 63 Wheel 64 Rail 7 Driving regulation determination means 71 Driving regulation information receiver 72 Driving regulation type detector 8 Driving Control device 81 Control unit 9 Brake operation 91 Wind direction anemometer 92 Traffic signal 93 Bridge 94 Track 95 Embankment 96 Tunnel 97 Facility command

Claims (7)

A barometer that measures the atmospheric pressure mounted on a railway vehicle that constitutes a train, a position detection device that detects a rail kilometer indicating the position of the rail car, and a rail that stores the track structure shape for each rail kilometer A railway operation control device comprising a structure detection means,
When the atmospheric pressure measured by the barometer changes under given conditions, and the shape of the line structure detected by the line structure detection device based on the kilometer of the line detected by the position detection device causes a gust of wind When the railway vehicle has a high risk of rollover derailment,
Operating the railcar brake to reduce the speed of the railcar below a given speed;
A railway operation control device. In the railway operation control device according to claim 1,
It also has an anemometer
When the wind direction and wind speed observed by the anemometer meet a preset relationship between wind direction and wind speed,
Operating the railcar brake to reduce the speed of the railcar below a given speed;
A railway operation control device. In the railway operation control device according to claim 1 or 2,
Furthermore, it has a driving regulation determination means for judging the driving regulation that has been issued,
When it is determined that the operation restriction is issued based on the wind speed observed along the track,
Operating the railcar brake to reduce the speed of the railcar below a given speed;
A railway operation control device. The given condition is a change of 0.05 hPa or more per second of atmospheric pressure;
The railway operation control device according to any one of claims 1 to 3, wherein The position detection device detects a position based on a GPS signal;
The railway operation control device according to any one of claims 1 to 4, wherein The position detection device detects a position based on an automatic train stop device (ATS) ground signal,
The railway operation control device according to any one of claims 1 to 4, wherein A railway operation control method,
When the atmospheric pressure is measured with a barometer mounted on the railway vehicle constituting the train, and it is determined that the measured atmospheric pressure has changed under a given condition, the railway kilometer detected by the position detection device of the railway vehicle The track structure shape is determined from the track structure detection means storing the track structure shape for each track kilometer based on the track structure shape, and the railcar rolls over when the storm occurs. A railway operation control method, comprising: operating a brake of the railway vehicle to reduce a speed of the railway vehicle to a predetermined speed or less when it is determined that there is a high risk of derailment.

Images