JP5889082B2 - Fixed position stop support device and fixed position stop support method - Google Patents

Description

  The present invention relates to a fixed position stop support device and a fixed position stop support method for stopping a train at a fixed stop position.

Traditionally, in train operation, it has been necessary to stop the train at a predetermined position in order to ensure passengers to get on and off smoothly and to ensure safety, but in recent years it has been adapted to platform doors installed on platforms. Therefore, the necessity is further increased.
As a method for stopping the train at a predetermined position, there are a method for alerting the train driver to a brake operation, a method for controlling the train by a control system, and the like. As a method for calling attention to a train driver, there is a method using a speed sign, a stop position sign, a traffic light, etc., provided around the track on which the train runs or on a platform (see Patent Document 1). In the method using the control system, a fixed position stop device (TASC) as shown in FIG. 13 is used (see Patent Document 2).

  In the example shown in FIG. 13, the fixed position stop control device 100 is mounted on a train 110 including a braking drive control device 102, a speed generator 104, and a vehicle upper core 106. The fixed position stop control device 100 includes a speed / position calculation unit 112, a control command determination unit 114, and a control command output unit 116. Then, the fixed position stop control device 100 uses the speed / position calculating means 112 based on the speed pulse SG1 input from the speed generator 104 and the position information SG2 input from the ground element 108 via the vehicle upper element 106. Speed / position information SG3 is calculated. The speed / position information SG3 is input to the control command determination unit 114, and the control command determination unit 114 determines the brake command SG4 based on the input speed / position information SG3 and outputs the brake command SG4 to the control command output unit 116. Then, the control command output means 116 outputs the brake command SG5 to the braking drive control device 102 and stops the train 110 at the target fixed stop position.

JP 2008-290569 A JP 2011-61975 A

  By the way, in the method of stopping the train at the fixed stop position by the control system, it is necessary to install equipment on both the vehicle side and the ground side as can be confirmed from FIG. In particular, on a route on which a large number of trains travel, the capital investment on the vehicle side becomes very large. In addition, by alerting the train operator to stop the train at a fixed position, capital investment can be suppressed only on the ground side, but the braking distance due to differences in brake performance depending on the weather conditions and the vehicle type. Cannot handle expansion and contraction. For this reason, when the train stops within the appropriate range of the fixed stop position, the part left to the driver's experience and intuition becomes large.

  The present invention has been made in view of the above-mentioned problems, and the object of the present invention is to stop the train at a fixed position by the driver with a small amount of equipment addition to the ground without accompanying a large-scale repair on the vehicle side. Is to support.

(Aspect of the Invention)
The following aspects of the present invention exemplify the configuration of the present invention, and will be described separately for easy understanding of various configurations of the present invention. Each section does not limit the technical scope of the present invention, and some of the components of each section are replaced, deleted, or further while referring to the best mode for carrying out the invention. Those to which the above components are added can also be included in the technical scope of the present invention.

(1) A fixed position stop support device that supports stopping at a fixed stop position of a train, and displays a speed detector that measures the speed of the train from the ground side and a brake force index for the train driver. A brake force indicator, a database storing data for calculating an index of the brake force, and a control device that controls the entire device, the control device calculating a deceleration of the train Deceleration calculation means, remaining distance calculation means for calculating the remaining distance from the head of the train to the fixed stop position, the brake force index based on the data, the deceleration of the train, and the remaining distance A fixed position stop assisting device (Claim 1) including a braking force calculating means for calculating , wherein the brake force indicator, the database, and the control device are installed on the ground side .

  The fixed position stop support device described in this section includes a speed detector, a brake force indicator, a database, and a control device that controls the entire device. The speed detector is used as means for acquiring the state of the train entering the platform, and measures the speed of the train from the ground side. For this reason, it is installed at a position where the train speed can be measured immediately after entering the platform, or at a position where it can be measured before entering the platform. Further, the speed detector always measures the speed of the train from when the train to be measured is detected until the train stops. The train speed data measured by the speed detector is transmitted to the control device. The database stores data necessary for calculating the index of the braking force, and the control device can access the data.

  The control device includes a deceleration calculating means for calculating the deceleration of the train, a braking force calculating means for calculating an index of the braking force, and a remaining distance calculating means for calculating the remaining distance from the head of the train to the fixed stop position. ing. The deceleration calculation means calculates the speed change per unit time from the train speed data measured by the speed detector, and calculates the train deceleration. In addition, the remaining distance calculation means includes the distance between the speed detector and the fixed stop position acquired in advance, the train deceleration calculated by the deceleration calculation means, and the speed detector after measuring the train speed. The remaining distance from the beginning of the train to the fixed stop position is calculated from the elapsed time and the like. The brake force calculation means calculates an index of the brake force from the train deceleration calculated by the deceleration calculation means, data stored in the database, and the like. As an index of the braking force, for example, an excessive or insufficient state of the braking force and an appropriate number of brake stages at that time are calculated. Then, the control device causes the brake force indicator to display the index of the brake force calculated by the brake force calculating means. As the control device having the above-described function, for example, use of various computers having an arithmetic processing device in a state where communication with other components of the fixed position stop support device is established.

Therefore, the fixed position stop assistance device described in this section measures only the speed with the speed detector as the state of the train entering the platform, and uses the speed data of this train and the data stored in the database. Thus, the information displayed on the brake force indicator is calculated by each calculation means provided in the control device. The brake force indicator is displayed on the brake force indicator for the train driver. For this reason, the information necessary for adjusting the braking force is provided to the train operator with only a small addition of equipment without a large-scale renovation.
In addition, the fixed-position stop assist device described in this section has a database in which data for calculating an index of braking force is stored, and a control device that controls the entire device is installed on the ground side. It is. For this reason, compared with the case where it is installed on the vehicle side, it is easily installed with less renovation and without worrying about the installation space.
In addition, a brake force indicator that displays an index of the brake force to the train driver is installed on the ground side. For example, when a brake force indicator is installed on a platform, a display device similar to an information display device for crew members, which has been conventionally installed on the platform, is used as a brake force indicator from the roof of the platform. It is good also as hanging. Further, when the brake force indicator is installed at the line end on the opposite side of the platform across the line, it may be an electric light display board or the like standing on the line end. For this reason, compared with the case where it installs by modifying on the vehicle side, it will install easily and cheaply.
Furthermore, when the platform is curved or the platform length is long, etc., and it is difficult for the train driver to visually recognize the brake force indicator only by installing the brake force indicator in one place. A plurality of brake force indicators that display the same display content may be installed on the ground side. As a result, the train driver can more reliably visually recognize the index of the braking force.
As described above, the fixed position stop support device described in this section includes the speed detector, the brake force indicator, the database, and the control device that are all installed on the ground side. There is no additional equipment on the ground side, and it helps the driver to stop the train at a fixed position.

(2) In the above item (1), an indicator of pre-Symbol braking force at a timing capable of braking force adjustment motorman is to stop the train in the constant stop position, and, motorman is instantaneously recognizable A fixed position stop support device which is information about the excess or deficiency of the braking force which is displayed and updated in real time in the display content (claim 2) .

The fixed position stop support device described in this section is used to adjust the braking force that causes the driver to stop the train at the fixed stop position as an indicator of the braking force displayed to the train driver. The display contents are displayed at a possible timing and with display contents that can be instantaneously recognized by the driver. As a result, the train operator instantaneously grasps the braking force excess / deficiency information displayed on the brake force indicator, and stops the train by adjusting the braking force so as to correct the braking force excess / deficiency. It is performed at a timing at which the vehicle can be stopped at the position. Furthermore, the index of the braking force is updated and displayed in real time. For this reason, even when the train driver adjusts the braking force and there is a change in the deceleration of the train, an appropriate braking force index calculated from the deceleration after adjusting the braking force is displayed. It will be. Therefore, information necessary for adjusting the braking force is accurately provided to the train operator according to the current state of the train.

(3) A fixed position stop support device comprising the remaining distance indicator for displaying the remaining distance in the above items (1) and (2) (claim 3).
The fixed position stop assist device described in this section includes a remaining distance indicator that displays the remaining distance from the top of the train to the fixed stop position, which is calculated by the remaining distance calculating means of the control device, thereby providing a braking force indicator. The train driver is urged to finely adjust the brake force according to the remaining distance, which is finer than the adjustment of the brake force, which is performed by the train driver based on the index of the brake force displayed in FIG.

  (4) In the above item (3), the data stored in the database is deceleration pattern data obtained by converting a train braking pattern including a speed and a moving distance for each elapsed time into data for each predetermined deceleration. The index of the braking force is determined from the result of comparing the braking pattern when the train travels while maintaining the deceleration calculated by the deceleration calculating means and the deceleration pattern data, and the braking force appropriate state The remaining distance becomes a predetermined length after the speed detector starts measuring the speed of the train. When the remaining distance reaches the predetermined length, the display of the remaining distance on the remaining distance indicator is switched from the display of the index of the braking force on the brake force indicator. That place stop support device.

  In the fixed position stop assist device described in this section, the data for calculating the index of the braking force stored in the database is a train braking pattern including a speed and a moving distance for each elapsed time. It is deceleration pattern data converted into data for each deceleration. For example, in the deceleration pattern data, the train travel distance and speed are converted into data every second when the deceleration is constant, and the data is stored for each of a plurality of predetermined decelerations. What was done is used. Then, the braking force calculation means of the control device compares the deceleration pattern data with the braking pattern when the train travels while maintaining the deceleration calculated by the deceleration calculation means of the control device. It is determined which state of the braking force is an appropriate state, an insufficient state, or an excessive state, and the result is displayed as an index of the braking force. For example, if the train deceleration calculated by the deceleration calculation means of the control device is 3.2 km / h / s, the brake force calculation means of the control device will reduce the train by 3.2 km / h / s. The predicted stop position when the vehicle travels at the speed is calculated by comparing the deceleration pattern data with pattern data close to 3.2 km / h / s. When the predicted stop position is calculated to be within an appropriate range from the fixed stop position, a display indicating that the brake force is in an appropriate state is displayed on the brake force indicator. In addition, when the predicted stop position is calculated before the fixed stop position, a display indicating that the braking force is excessive is displayed. When the predicted stop position is calculated beyond the fixed stop position, the brake force is Is displayed on the brake force indicator. For this reason, even when the train deceleration changes in real time, the brake force index is calculated by comparing it with the deceleration pattern data stored in the database. The index of the braking force is displayed.

  Furthermore, the fixed-position stop assist device described in this section uses the braking force index calculated by the braking force calculation means of the control device to stop the fixed stop from the beginning of the train after the speed detector starts measuring the train speed. The display is repeated until the remaining distance to the position reaches a predetermined length. In other words, during the period when the train driver can adjust the braking force to stop the train at the fixed stop position, the brake force calculation means of the controller calculates the braking force index, and the latest braking force excess or deficiency It is repeatedly displayed on the brake force indicator while updating the contents to indicate the state. When the remaining distance from the top of the train to the fixed stop position reaches the above-mentioned predetermined length, the fixed position stop assist device described in this section stops displaying the brake force index on the brake force indicator. The remaining distance from the beginning of the train to the fixed stop position is displayed on the remaining distance indicator. Therefore, until the train reaches the predetermined position, the brake force index is displayed to prompt the driver to adjust the brake force. After the train reaches the predetermined position, the remaining distance to the fixed stop position By displaying, the driver is urged to finely adjust the braking force. For this reason, adjustment of brake force is urged with appropriate display contents corresponding to the deceleration of the train and the positional relationship between the train and the fixed stop position.

(5) In the above items (1) to (4), the speed detector is a fixed position stop support device installed at the train approach side end of the platform (claim 4).
The fixed-position stop support device described in this section has a speed detector that measures the speed of the train installed at the train entry side end of the platform, so that the train speed can be adjusted immediately after the train enters the platform. In addition, a speed detector is installed easily and safely.

(6) In the above paragraphs (1) to (4), the speed detector is a fixed position stop support device installed at the end of the track just before the platform in the train traveling direction.
In the fixed position stop support device described in this section, the speed detector that measures the speed of the train is installed at the track end just before the platform in the train traveling direction, compared with the other track ends, It will be installed in a place where the installation range of the device in the direction approaching the track is relaxed. For this reason, it is installed at a position closer to the train passing through the track, and the speed of the train is accurately measured from the position in front of the platform.

(7) In the above items (3) to (6), the remaining distance indicator is a fixed position stop assist device installed in the vicinity of the fixed stop position on the ground side (claim 5).
  In the fixed position stop support device described in this section, a remaining distance indicator that displays the remaining distance from the top of the train to the fixed stop position is installed on the ground side. And the remaining distance indicator in this case is also erected on a display device similar to the information display device for crew members suspended from the roof of the platform or on the end of the track, like the example of the brake force indicator described above. It may be an electric display panel or the like. Also in this case, it is easier and cheaper to install than when the vehicle is modified and installed.

In a further, the position stop support device according to this section, remaining distance indicator, by being installed in the vicinity fixed stop position of the ground side, with respect to the train of train driver, train constant stop position just before The remaining distance is displayed from the remaining distance display until it reaches. For this reason, fine adjustment of the braking force is urged even just before the fixed stop position where finer adjustment of the braking force is required.

(8) above (3) in (6) section, before chopping the distance indicator is a carry-capable communication terminal train position stop support device (claim 6).
Position stop supporting apparatus according to the above remaining distance display for displaying the remaining distance is what is bringing possible communication terminal to the train. Examples of the communication terminal include using a tablet information terminal. Each display information is also received from the control device installed on the ground side by establishing wireless communication between the communication terminal and the control device using the wireless LAN or mobile phone network in the station. To be. Thus, the driver can check the remaining distance in the train, but is cheaper and easier to install than when the remaining distance indicator is installed on the ground side.

( 9 ) In the above-mentioned items (1) to ( 8 ), a fixed position stop support device including an auxiliary speed detector that is installed on the near side of the train traveling direction from the speed detector and measures the speed of the train (claim 7 ). .
The fixed position stop support device described in this section includes an auxiliary speed detector installed on the near side of the train traveling direction from the speed detector, so that the train speed can be adjusted at a timing earlier than that measured by the speed detector. It is to be measured. As a result, because the speed of the train heading to the platform is high, it is necessary to display an index of the braking force at a timing earlier than the speed detector measures the speed, or the length of the platform in the longitudinal direction is short. Therefore, when the speed detector installed on the platform measures the speed, the speed of the train measured by the auxiliary speed detector is controlled even when the brake force indicator is displayed too late. By using the device in a complementary manner, the train driver is urged to adjust the braking force at a timing at which the braking force for stopping at the fixed stop position can be adjusted.

( 10 ) In the above items (1) to ( 9 ), the database is a fixed position stop support device included in the control device.
In the fixed position stop assist device described in this section, the control device includes a database in which data for calculating an index of braking force is accumulated. For example, when the control device is a variety of computers having an arithmetic processing unit, a database is constructed in a storage device included in the computer. As a result, the database is installed at a reduced cost, and when the control device accesses the database, the database is quickly accessed.

( 11 ) The fixed position stop support device that accumulates the data calculated by the control device in the database in the items (1) to ( 10 ).
The fixed position stop support device described in this section can be used to calculate an index of braking force among the data such as deceleration calculated by the control device in addition to the data stored in the database in advance. Accumulate data. Thereby, for example, when deceleration pattern data is accumulated in the database, braking pattern data when the train actually stops on the platform is accumulated in the database. Furthermore, since the external data such as weather is related to the data when the train actually stops on the platform, it is possible to accumulate deep data including these external data. By using such a database, it is possible to calculate the index of the braking force more accurately according to actual data.

( 12 ) The fixed position stop support device according to (1) to ( 11 ), wherein different data is accumulated in the database for each train type and train.
The fixed position stopping support device described in this section is configured such that the data stored in the database is divided into train types and trains and stored as separate data, so that the braking force calculation means of the control device can apply the braking force. When calculating the index, appropriate data is selected from the database and used according to the currently measured train. For this reason, the index of the braking force is appropriately calculated according to the train type and train.

( 13 ) In the above items (1) to ( 12 ), the speed detector is a fixed position stop assist device that is a laser Doppler speedometer.
The fixed position stop support device described in this section uses a laser Doppler velocimeter as a speed detector for measuring the speed of a train. For example, if a speed detector is installed on a curved platform and the distance between the train body entering the platform and the speed detector is such that the train enters along the curved platform, It may vary depending on the position in the longitudinal direction. Even in this case, by using a laser Doppler velocimeter having excellent focal length and depth performance as the speed detector, the speed can be accurately measured corresponding to the variation of the measurement focus.
( 14 ) In the above (1) to ( 12 ), the speed detector is a fixed position stop assist device that is an ultrasonic Doppler velocimeter.
The fixed position stop assist device described in this section exhibits the same action as the above-mentioned ( 13 ) by using an ultrasonic Doppler velocimeter as a speed detector for measuring the speed of the train.

( 15 ) A speed detector that measures the speed of the train from the ground side , a brake force indicator that displays the index of the brake force from the ground side to the train operator, and for calculating the index of the brake force A fixed position stop support method for a train using a database installed on the ground side in which data is stored and a control device installed on the ground side for controlling the entire apparatus, which is calculated by the speed detector. To calculate the braking force index and to encourage the adjustment operation of the braking force by using the deceleration of the train and the remaining distance from the head of the train to the fixed stop position and the data accumulated in the database A fixed-position stop support method for displaying an index of the braking force on the brake force indicator (Claim 8 ).
(16) In (15) section, as an indicator of pre-Symbol braking force, the excess and deficiency information of the braking force motorman can be recognized instantaneously, the brake force adjustment motorman is to stop the train in the constant stop position A fixed position stop support method that updates and displays in real time at a possible timing (claim 9 ).

( 17 ) The fixed position stop support method according to ( 15 ) and ( 16 ) above, wherein the remaining distance indicator is used to display the remaining distance to a train driver (claim 10 ).
( 18 ) In the above item ( 17 ), the database stores deceleration pattern data obtained by converting train braking patterns including elapsed time and travel distance into data for each predetermined deceleration. From the results of comparing the braking pattern when the train travels while maintaining the deceleration calculated by the deceleration calculation means and the deceleration pattern data, the index is determined as the appropriate braking force state and the insufficient braking force state. In order to indicate any one of the braking force excess states, after the train speed measurement is started by the speed detector, the display is repeatedly displayed until the remaining distance reaches a predetermined length, When the remaining distance reaches the predetermined length, the fixed position stop support is switched from displaying the brake force index on the brake force indicator to displaying the remaining distance on the remaining distance indicator. Supporting device.

( 19 ) In the above items ( 15 ) to ( 18 ), an auxiliary speed detector that is installed on the front side of the train traveling direction from the speed detector and measures the speed of the train is used. A fixed-position stop support method that uses data measured by the auxiliary speed detector for calculation of the index and the remaining distance (claim 11 ).
And the fixed position stop assistance method as described in said ( 15 ) to ( 19 ) term | claim performs the said content, respectively, and the fixed position of said (1) to (4) term and ( 9 ) term respectively The operation corresponding to the stop assistance device is achieved.

  Since the present invention is configured as described above, it is possible to assist the driver in stopping the train at a fixed position by adding a small amount of equipment to the ground without accompanying a large-scale repair on the vehicle side.

It is a schematic diagram which shows typically the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention. It is a block diagram which shows typically the structure of the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention. It is an image figure which shows the example of each indicator used with the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention, (a) is an example of a brake force indicator, (b) is (a), Shows an example of another brake force indicator, and (c) shows an example of a remaining distance indicator. It is a flowchart which shows typically the process operation procedure of the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram around a platform for demonstrating the processing operation procedure of the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention, (a) is the state which started the speed measurement with the speed detector, (B) shows a state where display is started on the brake force indicator, and (c) shows a state where the driver is adjusting the brake force. It is a schematic diagram for demonstrating the process operation procedure of the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention following FIG. 5, (d) is the state which started the display on the remaining distance indicator. (E) has shown the state which the train stopped at the fixed stop position. In the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention, it is an image figure which shows the example of a display of the parameter | index of the brake force displayed on a brake force indicator, (a) is a case where brake force is appropriate A display example, (b) is a display example when the braking force is insufficient, and (c) is a display example when the braking force is excessive. It is a graph which shows the simulation result of the operation | movement of a train at the time of using the fixed position stop assistance apparatus which concerns on the 1st Embodiment of this invention, and shows the state which performed the 1st guide which promotes adjustment of brake force ing. FIG. 9 is a graph illustrating a simulation result subsequent to FIG. 8, showing a state where a second guide for urging adjustment of the braking force is performed. FIG. 10 is a graph showing a simulation result subsequent to FIG. 9, showing a state where a third guide for urging adjustment of the braking force is performed. It is a block diagram which shows typically the structure of the fixed position stop assistance apparatus which concerns on the 2nd Embodiment of this invention. It is a graph which shows typically a simulation result of operation of a train at the time of using a fixed position stop assistance device concerning a 2nd embodiment of the present invention. It is a schematic diagram which shows typically the example of the conventional fixed position stop apparatus (TASC).

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Here, parts that are the same as or correspond to those in the prior art are denoted by the same reference numerals, and detailed description thereof is omitted.
FIG. 1 schematically shows a fixed position stop support device 10 according to a first embodiment of the present invention. As shown in the figure, the fixed position stop support device 10 includes a speed detector 12, a brake force indicator 14, and a remaining distance indicator 16, and each is installed on a platform 52. In order to measure the speed of the train 50 entering the platform 52, the speed detector 12 is installed at the end of the train 50 entry side (right side in the figure) on the platform 52. Further, the brake force indicator 14 is installed on the fixed stop position 54 side of the intermediate position in the longitudinal direction on the platform 52 so that the driver of the train 50 can visually recognize the brake operation. The remaining distance indicator 16 is installed in the vicinity of the fixed stop position 54 on the platform 52 so that the driver of the train 50 can visually recognize until the train 50 is stopped. Furthermore, the fixed position stop support device 10 includes a control device 18 that controls the entire device. In FIG. 1, the line connecting the control device 18 and the other components of the fixed position stopping support device 10 establishes wired or wireless communication between the control device 18 and the other components. It is an image of what is being done.

Further, in the example shown in FIG. 1, the speed detector 12, the brake force indicator 14, and the remaining distance indicator 16 described above are all installed on the platform 52, but the first embodiment of the present invention. The fixed position stop assistance device 10 according to the embodiment is not limited to this. For example, the speed detector 12 may be installed at the end of the line 56 on the opposite side (upper side in the figure) across the line 56 from the position of the speed detector 12 in FIG. It may be installed at the end of the line 56 on the right side in the figure. Further, the brake force indicator 14 and the remaining distance indicator 16 may be installed at the end of the line 56 on the opposite side (upper side in the drawing) across the line 56 from the respective positions in FIG. If wireless communication with the control device 18 is established, for example, a tablet information terminal may be used as the remaining distance indicator 16 and installed in the cab of the vehicle 50.

  Next, with reference to the block diagram shown in FIG. 2, the structure of the fixed position stop assistance apparatus 10 which concerns on the 1st Embodiment of this invention is demonstrated in detail. As shown in the figure, the fixed position stop assisting device 10 has a database 20 in addition to the speed detector 12, the brake force indicator 14, the remaining distance indicator 16, and the control device 18 described above. The control device 18 also includes a deceleration calculation means 22 for calculating the deceleration of the train 50 (see FIG. 1), a brake force calculation means 24 for calculating an index of the brake force to be displayed on the brake force indicator 14, and a remaining distance display. The remaining distance calculation means 26 which calculates the remaining distance from the head part of the train 50 to the fixed stop position 54 (refer FIG. 1) displayed on the device 16 is provided.

  The database 20 stores data that is used when the brake force calculation means 24 of the control device 18 calculates an index of the brake force. As data stored in the database 20, for example, a train braking pattern including a speed and a moving distance for each elapsed time as used in simulations of FIGS. 8 to 10 described later is converted into data for each predetermined deceleration. Deceleration pattern data. Further, this data is subdivided into the train 50 type and vehicle organization, or the route shape such as the curve and gradient of the route where the fixed position stop support device 10 is installed, the weather, the length of the platform 52. Further, the data may be deepened by adding various information such as the shape and the like. The actual data measured by the speed detector 12 and calculated by the control device 18 may be added to the data in the database 20 and accumulated.

Here, a device used as each component of the fixed position stop assist device 10 will be described with a specific example. First, the speed detector 12 needs to measure the speed of the traveling train 50 from the end of the platform 52 or the end of the track 56 (see FIG. 1), and therefore can measure even if the distance to the measurement object varies. For example, it is desirable to use a laser Doppler velocimeter, an ultrasonic Doppler velocimeter, or the like. When the brake force indicator 14 is installed on the platform 52, a display device similar to the conventional information display device for crew members as shown in FIGS. 3 (a) and 3 (b) is used. 52 may be used by being hung on the roof of 52, and in the case of being installed at the end of the track 56, an electric display panel or the like standing at the end of the track 56 may be used. The remaining distance indicator 16 also has a display device suspended from the roof of the platform 52 as shown in FIG. A plate or the like may be used. 3A and 3B, an example in which “◯” is displayed as an index of the braking force on the braking force indicator 14, and in FIG. 3C, the remaining distance is displayed on the remaining distance indicator 16 as “ Examples of “3 m” are shown.
Further, as described above, the control device 18 needs to control the entire fixed position stop assist device 10 and perform various calculations. For example, communication with other components of the fixed position stop assist device 10 is established. A computer having an arithmetic processing unit is used.
The database 20 is constructed in, for example, a storage device having a storage capacity capable of storing data as described above. Alternatively, when the control device 18 has a sufficient storage capacity, it may be built in the control device 18.

Next, the processing operation procedure of the fixed position stopping assistance device 10 according to the first embodiment of the present invention is described along the flow of the flowchart shown in FIG. 4 while referring to the schematic diagrams shown in FIGS. A brief description will be given. FIG. 4 shows an example in which deceleration pattern data is accumulated in the database 20 and a display indicating an excessive or insufficient state of the braking force is performed as an index of the braking force. 5 and 6 show a case where the train 50 has a three-car train, and the database 20 and the control device 18 are not shown.
S10: Processing operation starts. It will be in a standby state until the speed detector 12 detects the train 50.
S15: The speed detector 12 detects the train 50 that has entered the platform 52, and starts measuring the speed of the train 50 (state shown in FIG. 5A). Note that the speed detector 12 may be installed at the end of the track 56 on the near side of the traveling direction of the train 50 from the platform 52 and the speed measurement may be started before the train 50 enters the platform 52.

S20: The speed measurement of the train 50 by the speed detector 12 started in S15 is continuously performed in real time until the train 50 stops. And the deceleration calculation means 22 (refer FIG. 2) of the control apparatus 18 calculates the deceleration of the train 50 using the measured speed and elapsed time of the train 50. Further, the remaining distance calculation means 26 of the control device 18 (see FIG. 2) is used by using the calculated deceleration of the train 50, the elapsed time, and the distance between the speed detector 12 and the fixed stop position 54 acquired in advance. ) Calculates the remaining distance from the head of the train 50 to the fixed stop position 54.
S25: The braking force calculation means 24 (see FIG. 2) of the control device 18 compares the deceleration of the train 50 calculated by the deceleration calculation means 22 in 20 and the deceleration pattern data of the database 20, and the database 20 Is searched for the deceleration pattern data close to the deceleration of the train 50. Then, using the deceleration pattern data, a predicted stop position when the train 50 travels in a state where the deceleration calculated in 20 is maintained is calculated.

S30: Whether the deceleration of the train 50 calculated by the deceleration calculating unit 22 in the above 20 is within an appropriate range with respect to the remaining distance calculated by the braking force calculating unit 24 in the above S20. Determine whether or not. That is, it is determined whether or not the predicted stop position of the train 50 calculated in S25 is within an appropriate range of the fixed stop position 54. And when it determines with it being in an appropriate range (Yes), it transfers to S40, and when it determines with it not being in an appropriate range (No), it transfers to S35.
S35: Whether the deceleration of the train 50 calculated by the deceleration calculating means 22 in 20 is smaller than the appropriate range with respect to the remaining distance calculated by the remaining distance calculating means 26 in S20. Judgment is made. That is, it is determined whether or not the predicted stop position of the train 50 calculated in S25 has passed the appropriate range of the fixed stop position 54 in the train 50 traveling direction (the left direction in FIG. 5A). And when it determines with having passed the appropriate range (Yes), it transfers to S45, and has not passed the appropriate range, ie, the train 50 traveling direction front side (right side of FIG. 5 (a)) rather than the appropriate range. If determined to be (No), the process proceeds to S50.

S40: When it is determined in S30 that the predicted stop position of the train 50 is within the appropriate range of the fixed stop position 54, the control device 18 displays the current force as an index of the brake force on the brake force indicator 14. Display that the braking force is appropriate. For example, as shown in FIG. 7A, “◯” is displayed on the brake force indicator 14. The index of the brake force is adjusted so that the driver of the train 50 can visually recognize the brake force indicator 14 and the driver stops the train 50 within an appropriate range of the fixed stop position 54. Is displayed at a position where the train 50 is traveling (position shown in FIG. 5B).
S45: When it is determined in S35 that the predicted stop position of the train 50 is beyond the appropriate range of the fixed stop position 54, the control device 18 displays the current braking force indicator 14 as an index of the braking force. To indicate that the braking force is insufficient. For example, as shown in FIG. 7B, “×” is displayed on the brake force indicator 14. The index of the braking force is displayed at the same timing as that described in S40.
S50: When it is determined in S35 that the predicted stop position of the train 50 is on the near side of the appropriate range of the fixed stop position 54, the control device 18 displays the brake force indicator 14 as an index of the brake force. , Display that the current braking force is excessive. For example, as shown in FIG. 7C, “◎” is displayed on the brake force indicator 14. The index of the braking force is displayed at the same timing as that described in S40.

S55: If the brake force indicator 14 indicates that the current brake force is insufficient in S45, or if the brake force indicator 14 indicates that the current brake force is excessive in S50. When displayed, the driver of the train 50 adjusts the braking force according to the displayed braking force index (the state shown in FIG. 5C).
S60: The control device 18 determines whether or not the remaining distance to the fixed stop position 54 calculated by the remaining distance calculating unit 26 is shorter than a predetermined value T (see FIG. 6D). Although the value of the predetermined value T can be arbitrarily set, for example, the length of one train 50 may be set as a guide. When it is determined that the remaining distance is shorter than the predetermined value T (Yes), the process proceeds to S65, and when it is determined that the remaining distance is longer than the predetermined value T (No), the process returns to S20. That is, until the remaining distance reaches the predetermined value T, the processing operation from S20 to the main processing operation is repeated, and the display content of the brake force index displayed on the brake force indicator 14 is measured in real time in S20. While updating to the latest display contents reflecting the speed of the train 50, it is repeatedly displayed.

S65: When it is determined in S60 that the remaining distance is shorter than the predetermined value T, the control device 18 activates the remaining distance indicator 16 at the same time as it stops updating the display content of the brake force indicator 14. Then, the display of the remaining distance from the head of the train 50 calculated by the remaining distance calculating means 26 to the fixed stop position 54 is started (state shown in FIG. 6D). The driver of the train 50 performs fine adjustment of the braking force for stopping the train 50 within an appropriate range of the fixed stop position 54 while confirming the remaining distance displayed on the remaining distance indicator 16.
S70: The control device 18 determines whether or not the remaining distance calculated by the remaining distance calculating unit 26 is zero. If it is determined that the remaining distance is zero (Yes), the process proceeds to S75. If it is determined that the remaining distance is not zero (No), this determination is repeated again. That is, the remaining distance is displayed on the remaining distance display 16 while updating the display contents until the remaining distance becomes zero.
S75: If it is determined in S70 that the remaining distance is zero, it is determined that the train 50 has stopped at the fixed stop position 54, and the series of processing operations is terminated (state shown in FIG. 6E).

Subsequently, referring to the graphs shown in FIG. 8 to FIG. 10, the braking force adjustment is performed by using the fixed position stop assist device 10 according to the first embodiment of the present invention performed by the present inventors. An operation simulation of the train 50 when the guide is performed will be described. Please refer to FIG. 1 and FIG. 2 for the configuration and outline of the fixed position stop assist device 10 and FIG. 4 for the processing operation as appropriate.
The graphs of FIGS. 8 to 10 show the remaining distance D (m) from the head of the train 50 to the fixed stop position 54 on the horizontal axis and the speed V (km / h) of the train 50 on the vertical axis. The value of the remaining distance D indicates a case where the position of the fixed stop position 54 is 0 m, and a negative value is on the front side in the train traveling direction from the fixed stop position 54 (right side in FIG. 1). The case where the position 54 is exceeded in the train traveling direction (left side direction in FIG. 1) is shown. Each graph plots the operation simulation data of the train 50 as sim, the first comparison data stored in the database 20 as dt1, and the second comparison data as dt2. In the operation simulation of the train 50, the train 50 is composed of 8 cars, the length of each car is 20m, the distance from the speed detector 12 to the fixed stop position 54 is 180m, and the speed detector 12 measures the speed of the train 50. The simulation is performed on the precondition that the speed of the train 50 is about 65 km / h and the deceleration is about 3.0 km / h / s at the start. In the example shown in FIGS. 8 to 10, the fixed position stop assisting device 10 is the position where the remaining distance indicator 16 starts displaying, that is, the position where the remaining distance D is the length of one train 50. The remaining distance D is -20 m.

  First, the graph of FIG. 8 shows an operation simulation of the train 50 when the train 50 travels in a state where there is no change in deceleration from the above-described preconditions. That is, the speed of the train 50 is about 65 km / h at the position S where the speed detector 12 is installed and the remaining distance D is −180 m, and the deceleration at that time is about 3.0 km / h / The case where the train 50 progresses in a state where there is no change from s is shown. In this case, as shown by the sim data in the graph, the remaining distance D when the speed V of the train 50 becomes 0 km / h is about 10 m, that is, the stop position of the train 50 is about 10 m from the fixed stop position 54. It will be past the position. The brake force calculation means 24 of the control device 18 stores deceleration pattern data close to a deceleration of about 3.0 km / h / s of the train 50 in the database 20 when calculating an index of the braking force. In order to perform comparison by selecting from the selected pattern data, the pattern data of deceleration 3.5 km / h / s is used as comparison data dt1, and the pattern data of deceleration 3.0 km / h / s is used as comparison data dt2. The same is true for FIGS. 9 and 10.

  For the train 50 (sim) traveling as shown in FIG. 8, the fixed position stop assist device 10 measures the speed of the train 50 by the speed detector 12 (S <b> 15 in FIG. 4), and the deceleration calculation means 22 The remaining distance D is calculated by the remaining distance calculating means 26 for the deceleration of the train 50 (S20 in FIG. 4). Then, the braking force calculation means 24 of the control device 18 includes the pattern data (dt1) of deceleration 3.5 km / h / s selected from the database 20 and the pattern data (dt2) of deceleration 3.0 km / h / s. And the predicted stop position of the train 50 is calculated when it is about 10 m past the fixed stop position 54 (S25 in FIG. 4). For this reason, it is determined that the predicted stop position of the train 50 is not within the proper range of the fixed stop position 54 (S30 in FIG. 4), but is beyond the proper range of the fixed stop position 54 (S35 in FIG. 4), and the brake By displaying that the braking force is insufficient on the force indicator 14 (S45 in FIG. 4), the driver is guided to adjust the braking force. The position where the first guide is performed is indicated as G1 in FIGS. And since the remaining distance D is not -20m at this time, the control apparatus 18 continues the display on the brake force indicator 14 and the update of a display content (S60 of FIG. 4).

Next, the graph of FIG. 9 shows a case where the driver of the train 50 makes an adjustment to increase the braking force at the position B1 in accordance with the first braking force adjustment guide performed by the fixed position stop assist device 10 at G1. The operation simulation of the train 50 is shown. In this case, as shown by the sim data in the graph, the remaining distance D when the speed V of the train 50 becomes 0 km / h as a result of the driver's adjustment for increasing the braking force (S55 in FIG. 4). Is about -10 m, that is, the stop position of the train 50 is about 10 m before the fixed stop position 54.
For the train 50 (sim) traveling as shown in FIG. 9, the brake force calculation means 24 of the control device 18 includes pattern data (dt1) of deceleration 3.5 km / h / s selected from the database 20, and Using the pattern data (dt2) of deceleration 3.0 km / h / s, the predicted stop position of the train 50 is calculated to be a position about 10 m before the fixed stop position 54 (S25 in FIG. 4). For this reason, it is determined that the predicted stop position of the train 50 is not within the appropriate range of the fixed stop position 54 (S30 in FIG. 4) and is in front of the appropriate range of the fixed stop position 54 (S35 in FIG. 4). By displaying that the braking force is excessive on the braking force indicator 14 (S50 in FIG. 4), the driver is guided to adjust the braking force. The position where the second guide is performed is indicated as G2 in FIG. 9 and FIG. And since the remaining distance D is not -20m at this time, the control apparatus 18 continues the display on the brake force indicator 14 and the update of a display content (S60 of FIG. 4).

Subsequently, the graph of FIG. 10 shows the case where the driver of the train 50 performs the adjustment to weaken the braking force at the position of B2 in accordance with the second braking force adjustment guide performed by the fixed position stop assist device 10 at G2. The operation simulation of the train 50 is shown. In this case, as shown by the sim data in the graph, the remaining distance D at the time when the speed V of the train 50 becomes 0 km / h as a result of the driver adjusting the brake force to be weakened (S55 in FIG. 4). Is about 0 m, that is, the stop position of the train 50 is substantially the same as the fixed stop position 54.
For the train 50 (sim) traveling as shown in FIG. 10, the brake force calculation means 24 of the control device 18 includes pattern data (dt1) of deceleration 3.5 km / h / s selected from the database 20, and Using the pattern data (dt2) of deceleration 3.0 km / h / s, the predicted stop position of the train 50 is calculated to be substantially the same position as the fixed stop position 54 (S25 in FIG. 4). Therefore, it is determined that the predicted stop position of the train 50 is within the appropriate range of the fixed stop position 54 (S30 in FIG. 4), and the brake force indicator 14 displays that the brake force is appropriate (S40 in FIG. 4). ) To guide the driver that the current braking force is appropriate. The position where the third guide is performed is displayed as G3 in FIG. When the remaining distance D reaches −20 m, the control device 18 starts displaying the remaining distance D on the remaining distance indicator 16 (S65 in FIG. 4) until the train 50 stops near the fixed stop position 54. The guide of the driver of the train 50 is continued by displaying the remaining distance D and updating the display contents (S70 and S75 in FIG. 4).

  Now, according to the first embodiment of the present invention configured as described above, the following operational effects can be obtained. That is, as shown in FIGS. 1 and 2, the fixed position stop assist device 10 is a control device that controls the speed detector 12, the brake force indicator 14, the remaining distance indicator 16, the database 20, and the entire device. 18 is included. The speed detector 12 is used as a means for acquiring the state of the train 50 entering the platform 52, and measures the speed of the train 50 from the ground side. For this reason, it is installed at a position where the speed of the train 50 can be measured immediately after entering the platform 52, or at a position where it can be measured before entering the platform 52. Further, the speed detector 12 always measures the speed of the train 50 after detecting the measurement target train 50 until the train 50 stops (S15 in FIG. 4). Then, the speed data of the train 50 measured by the speed detector 12 is transmitted to the control device 18. The database 20 stores data necessary for calculating the index of the braking force, and the control device 18 can access the data.

  The control device 18 also includes a deceleration calculation means 22 for calculating the deceleration of the train 50, a brake force calculation means 24 for calculating an index of the brake force, and a remaining distance from the head of the train 50 to the fixed stop position 54. A remaining distance calculating means 26 for calculating is provided. The deceleration calculation means 22 calculates the speed change per unit time from the speed data of the train 50 measured by the speed detector 12, and calculates the deceleration of the train 50 (S20 in FIG. 4). The remaining distance calculating means 26 is a distance between the speed detector 12 and the fixed stop position 54 acquired in advance, the deceleration of the train 50 calculated by the deceleration calculating means 22, and the speed detector 12 is the speed of the train 50. The remaining distance from the head of the train 50 to the fixed stop position 54 is calculated from the elapsed time after the measurement is started (S20 in FIG. 4). The brake force calculation means 24 calculates an index of the brake force from the deceleration of the train 50 calculated by the deceleration calculation means 22 and the data stored in the database 20. As an index of the braking force, for example, an excessive or insufficient state of the braking force and an appropriate number of brake stages at that time are calculated. Then, the control device 18 causes the remaining distance calculated by the remaining distance calculating means 26 to be displayed on the remaining distance display 16 and causes the brake force indicator 14 to display the index of the braking force calculated by the braking force calculating means 24. . As the control device 18 having the functions as described above, for example, use of various computers having an arithmetic processing device in a state where communication is established with other components of the fixed position stop support device 10 can be mentioned.

  Therefore, the fixed position stop assistance device 10 according to the first embodiment of the present invention measures only the speed by the speed detector 12 as the state of the train 50 entering the platform 52, and the speed data of the train 50 and The calculation unit 22, 24, and 26 included in the control device 18 calculates information to be displayed on each display unit 14 and 16 using the data stored in the database 20. Then, the driver of the train 50 is prompted to adjust the brake force by displaying an index of the brake force on the brake force indicator 14, and the remaining distance indicator 16 is moved from the head of the train 50 to the fixed stop position 54. By displaying the remaining distance, the brake force is adjusted more finely. As a result, it is possible to provide information necessary for adjusting the braking force to the driver of the train 50 with only a small addition of equipment without a large-scale renovation. It is possible to support stopping.

In addition, the fixed position stop assist device 10 according to the first embodiment of the present invention includes a database 20 in which data for calculating an index of braking force is stored, a control device 18 that controls the entire device, and the like. Is installed on the ground side. For this reason, compared with the case where it installs in the vehicle side, it becomes possible to install easily, without renovation, and without worrying about installation space.
Furthermore, the fixed position stop assistance device 10 according to the first exemplary embodiment of the present invention provides information on excess / deficiency of braking force as an index of braking force to be displayed to the driver of the train 50, and the driver 50 Is displayed at the timing at which the brake force adjustment for stopping the vehicle at the fixed stop position 54 is possible and the display content that the driver can recognize instantaneously. Thereby, the driver of the train 50 grasps the braking force excess / deficiency information displayed on the braking force indicator 14 instantaneously and adjusts the braking force so as to correct the braking force excess / deficiency. Can be performed at a timing at which the vehicle can be stopped at the fixed stop position 54. Furthermore, the index of the braking force is updated and displayed in real time. Therefore, even when the driver of the train 50 adjusts the braking force and the deceleration of the train 50 is changed, an appropriate braking force index calculated from the deceleration after adjusting the braking force is displayed. Will be. Therefore, since the information necessary for adjusting the braking force can be accurately provided to the driver of the train 50 according to the current situation of the train 50, the driver is supported to stop the train 50 at a fixed position. It becomes possible to do.

  In addition, the fixed position stopping assistance device 10 according to the first embodiment of the present invention uses the data stored in the database 20 for calculating the index of the braking force as the speed and the moving distance for each elapsed time. It is good also as deceleration pattern data which converted the braking pattern of the train 50 containing data into data for every predetermined deceleration. For example, in the deceleration pattern data, the travel distance and speed of the train 50 in the case of a certain constant deceleration are converted into data every second, and these data are further converted into a plurality of predetermined decelerations. The accumulated one is used. In this case, the brake force calculation means 24 of the control device 18 is configured so that the train 50 holds the deceleration pattern data stored in the database 20 and the deceleration calculated by the deceleration calculation means 22 of the control device 18. By comparing with the braking pattern when progressing, it is determined which state of the current braking force is appropriate, insufficient, or excessive, and the result is displayed as an index of braking force Let For example, if the deceleration of the train 50 calculated by the deceleration calculation means 22 of the control device 18 is about 3.0 km / h / s as indicated by sim in FIGS. The force calculation means 24 indicates the predicted stop position when the train 50 travels with a deceleration of about 3.0 km / h / s, which is close to the deceleration of the train 50 in the deceleration pattern data. It is calculated by comparing with pattern data with deceleration of 3.5 km / h / s and 3.0 km / h / s indicated by dt1 and dt2 of 10 (S25 in FIG. 4). When the predicted stop position is calculated to be within the appropriate range from the fixed stop position 54 (S30 in FIG. 4), it indicates that the braking force as shown in FIG. The display is displayed on the brake force indicator 14 (S40 in FIG. 4). In addition, when the predicted stop position is calculated to exceed the fixed stop position 54 (S35 in FIG. 4), a display indicating that the braking force is insufficient as shown in FIG. When it is calculated that it is before the stop position 54 (S35 in FIG. 4), a display indicating that the braking force is in an excessive state as shown in FIG. 7C is displayed on the brake force indicator 14, respectively. It is displayed (S45, S50 in FIG. 4). For this reason, even when the deceleration of the train 50 changes in real time, the brake force index is calculated by comparing with the deceleration pattern data stored in the database 20, so the display content is accurate. The index of the braking force can be displayed quickly.

  Furthermore, the fixed-position stop assist device 10 according to the first embodiment of the present invention uses the brake force index calculated by the brake force calculation means 24 of the control device 18, and the speed detector 12 measures the speed of the train 50. After the start, the display is repeated until the remaining distance from the top of the train 50 to the fixed stop position 54 reaches a predetermined length T (see FIG. 6D) (S60 in FIG. 4). That is, the brake force calculation means 24 of the control device 18 calculates the brake force index during the period in which the driver of the train 50 can perform the brake force adjustment for stopping the train 50 at the fixed stop position 54. While updating to the content indicating the excessive or insufficient state of the braking force, it is repeatedly displayed on the braking force indicator 14. Then, when the remaining distance from the head of the train 50 to the fixed stop position 54 reaches a predetermined length T, the fixed position stop assist device 10 according to the first embodiment of the present invention provides the brake force indicator 14. 4 is stopped and the remaining distance from the head of the train 50 to the fixed stop position 54 is displayed on the remaining distance display 16 (S65 in FIG. 4). Therefore, until the train 50 reaches a predetermined position, the brake force index is displayed to prompt the driver to adjust the brake force, and after the train 50 reaches the predetermined position, the train stops at the fixed stop position 54. By displaying the remaining distance, the driver is prompted to make fine adjustments to the braking force. For this reason, it is possible to assist the driver in stopping the train 50 at a fixed position by urging the driver to adjust the braking force with appropriate display contents corresponding to the deceleration of the train 50 and the positional relationship between the train 50 and the fixed stop position 54. Can do.

Moreover, the fixed position stop assistance apparatus 10 which concerns on the 1st Embodiment of this invention installs the speed detector 12 which measures the speed of the train 50 in the train approaching side edge part of the platform 52, as shown in FIG. Thus, the speed of the train 50 can be measured immediately after the train 50 enters the platform 52, and the speed detector 12 can be installed easily and safely.
If the speed detector 12 for measuring the speed of the train 50 is installed at the end of the line 56 just before the platform 52 in the traveling direction of the train 50, the speed detector 12 is connected to the line 56 in comparison with the other line 56 end. It will be installed in a place where the possible installation range of the device in the approaching direction is relaxed. For this reason, it can be installed at a position closer to the train 50 passing through the track 56, and the speed measurement of the train 50 can be accurately performed from the position before the platform 52.

Further, the first constant position stop support device 10 according to the embodiment of the present invention, the braking force display 14 for displaying an indication of the braking force to the train driver of the train 50, intended to be installed on the ground There is . For example, when the brake force indicator 14 is installed on the platform 52 as shown in FIG. 1, it is conventionally installed on the platform 52 as shown in FIGS. 3 (a) and 3 (b). A display device similar to the information display device for crew members may be hung from the roof of the platform 52 as the brake force indicator 14. Further, when the brake force indicator 14 is installed at the end of the line 56 on the opposite side of the platform 52 with the line 56 interposed therebetween, an electric light display board or the like standing at the end of the line 56 may be used. Thereby, it can install easily and cheaply compared with the case where it modifies and installs in the vehicle side.
In addition, when the platform 52 is curved or when the length of the platform 52 in the longitudinal direction is long, the driver of the train 50 can reduce the braking force only by installing the brake force indicator 14 in one place. When it is difficult to visually recognize the index, a plurality of brake force indicators 14 that display the same display content may be installed on the ground side. By doing so, the driver of the train 50 can more reliably visually recognize the index of the braking force.

In addition, the fixed position stop support device 10 according to the first embodiment of the present invention has a remaining distance indicator 16 that displays the remaining distance from the head of the train 50 to the fixed stop position 54 on the ground side. Also good. The remaining distance indicator 16 in this case is also an information display device for crew members suspended from the roof of the platform 52 as shown in FIG. 3C, as in the example of the brake force indicator 14 described above. May be a display device similar to the above, a light-emitting display board standing at the end of the line 56, or the like. Also in this case, it can be installed easily and inexpensively as compared with the case where the vehicle is modified and installed.
Furthermore, if the remaining distance indicator 16 is installed in the vicinity of the fixed stop position 54 on the ground side, the remaining distance until the train 50 reaches the middle of the fixed stop position 54 with respect to the driver of the train 50. The remaining distance is displayed from the display 16. As a result, fine adjustment of the braking force is urged even just before the fixed stop position 54 where finer adjustment of the braking force is required. Can help.

The first position stop support device 10 according to the embodiment of the present invention, the remaining distance display 1 6 for displaying the remaining distance can be a carry available communication terminal train 50. As a communication terminal in this case, for example, a tablet information terminal can be used. Then, by establishing wireless communication between the communication terminal and the control device 18 using a wireless LAN or a mobile phone network within the station, each display information is also received from the control device 18 installed on the ground side. Can be received. This makes it possible to install the remaining distance indicator 16 at a lower cost and more easily than when the driver checks the remaining distance in the train 50 and installs the remaining distance indicator 16 on the ground side.

  Moreover, the fixed position stop assistance apparatus 10 according to the first embodiment of the present invention may include the database 20 in which data for calculating an index of braking force is stored in the control apparatus 18. For example, when the control device 18 is a computer having an arithmetic processing unit, the database 20 may be constructed in a storage device included in the computer. As a result, the database 20 can be installed at a reduced cost, and can be quickly accessed when the control device 18 accesses the database 20.

Furthermore, the fixed position stop assistance device 10 according to the first exemplary embodiment of the present invention includes, in addition to data stored in the database 20 in advance, among data such as deceleration calculated by the control device 18. Data that can be used when calculating the index of the braking force may be accumulated. Thereby, for example, when deceleration pattern data is stored in the database 20, braking pattern data when the train 50 actually stops on the platform 52 can be stored in the database 20. Furthermore, since the data when the train 50 actually stops at the platform 52 involves external elements such as the weather, the data including these external elements is accumulated. By using such a database 20, it is possible to calculate a brake force index more accurately in accordance with actual data.
Further, the data stored in the database 20 may be stored as separate data divided for each type of train 50 and organization. By doing so, when the brake force calculation means 24 of the control device 18 calculates the index of the brake force, it is possible to select and use appropriate data from the database 20 according to the currently measured train 50. . For this reason, it is possible to appropriately calculate the index of the braking force in accordance with the type and organization of the train 50.

  In addition, the fixed position stop support device 10 according to the first embodiment of the present invention uses a laser Doppler velocimeter or an ultrasonic Doppler velocimeter as the speed detector 12 for measuring the speed of the train 50. For example, the speed detector 12 is installed on a curved platform 52, and the distance between the vehicle body of the train 50 entering the platform 52 and the speed detector 12 is such that the train enters the curved platform 52. In order to come, it may change with the position of the longitudinal direction of a vehicle body. Even in this case, by using a laser Doppler velocimeter or an ultrasonic Doppler velocimeter with excellent focal length and depth as the velocity detector 12, it is possible to accurately measure the velocity in response to fluctuations in the measurement focus. Can be measured.

  Next, a fixed position stop assistance device 10 ′ according to the second embodiment of the present invention will be described with reference to FIGS. 11 and 12. In FIG.11 and FIG.12, the same code | symbol is attached | subjected about the part same as the fixed position stop assistance apparatus 10 which concerns on the 1st Embodiment of this invention, or a corresponding part. It should be noted that only the difference between the fixed position stop support device 10 'according to the second embodiment of the present invention and the fixed position stop support device 10 according to the first embodiment of the present invention will be described. The description of the same configuration and operational effects as those of the fixed position stop support device 10 according to the first embodiment of the present invention will be omitted.

  First, with reference to the block diagram shown in FIG. 11, the structure of the fixed position stop assistance apparatus 10 'according to the second embodiment of the present invention will be described. As shown in the figure, the fixed position stop support device 10 ′ includes an auxiliary speed detector 28 in addition to the components of the fixed position stop support device 10 according to the first embodiment of the present invention shown in FIG. I have. The auxiliary speed detector 28 is installed on the front side in the traveling direction of the train 50 relative to the speed detector 12 and starts measuring the speed of the train 50 at a timing earlier than that of the speed detector 12. As with the speed detector 12, the auxiliary speed detector 28 is desirably a laser Doppler velocimeter, an ultrasonic Doppler velocimeter, or the like that can perform measurement even when the distance to the measurement object varies.

  Next, the graph of FIG. 12 shows an operation simulation of the train 50 performed by the present inventors when using the fixed position stop support device 10 ′ according to the second embodiment of the present invention. . The configuration of the horizontal and vertical axes of the graph, the type of plotted data, and the preconditions for the operation of the train 50 indicated by sim are the same as those of the graphs shown in FIGS. Further, the position where the auxiliary speed detector 28 is installed is located 100 m before the position S where the speed detector 12 is installed, that is, the position S ′ where the remaining distance D is −280 m. And

  For the train 50 (sim) traveling as shown in FIG. 12, the fixed position stop assisting device 10 ′ starts measuring the speed of the train 50 by the auxiliary speed detector 28 when the train 50 reaches the position S ′. To do. Then, in the processing operation of the fixed position stop support device 10 according to the first embodiment of the present invention shown in FIG. 4, the speed of the train 50 measured by the fixed position stop support device 10 using the speed detector 12 is used. As described above, the fixed position stop assisting device 10 ′ uses the speed of the train 50 measured by the auxiliary speed detector 28 to calculate the deceleration of the train 50, an index of the braking force, and the like by each calculation unit of the control device 18. To do. By doing so, the fixed position stop assist device 10 ′ guides the driver of the train 50 to adjust the braking force at an earlier timing than measuring the speed of the train 50 using only the speed detector 12. Until the train 50 reaches the position S, the brake force adjustment guide is continued using the speed of the train 50 measured by the auxiliary speed detector 28. In addition, after the train 50 reaches the position S, it is the same as the case where the fixed position stop support device 10 according to the first embodiment of the present invention shown in FIGS. Is omitted.

  As described above, the fixed position stop support device 10 ′ according to the second embodiment of the present invention includes the auxiliary speed detector 28 installed on the front side in the traveling direction of the train 50 from the speed detector 12. The speed of the train 50 is measured at a timing earlier than that measured by the speed detector 12. Thereby, since the speed of the train 50 toward the platform 52 is high, it is necessary to display the index of the braking force at a timing earlier than the speed detector 12 measures the speed, or in the longitudinal direction of the platform 52. Even when the speed detector 12 installed on the platform 52 measures the speed due to its short length, the auxiliary speed detector 28 also measures the brake force index when it is too late. By using the speed of the train 50 to be complementarily used by the control device 18, the driver of the train 50 is urged to adjust the brake force at a timing at which the brake force for stopping at the fixed stop position 54 can be adjusted. be able to. For this reason, even when the speed of the train 50 is high or when the platform 52 is curved, it is possible to assist the driver in stopping the train 50 at a fixed position.

  10, 10 ': Fixed position stop assist device, 12: Speed detector, 14: Brake force indicator, 16: Remaining distance indicator, 18: Control device, 20: Database, 22: Deceleration calculation means, 24: Brake Force calculation means, 26: remaining distance calculation means, 28: auxiliary speed detector, 50: train, 52: platform, 54: fixed stop position

Claims (11)

A fixed position stop support device that supports stopping at a fixed stop position of a train,
A speed detector that measures the speed of the train from the ground side, a brake force indicator that displays a brake force indicator to the train driver, and data for calculating the brake force indicator are stored. Including a database and a control device for controlling the entire device,
The control device includes a deceleration calculation means for calculating a deceleration of a train, a remaining distance calculation means for calculating a remaining distance from the head of the train to the fixed stop position, the data, the deceleration of the train, and the Brake force calculation means for calculating an index of the brake force based on the remaining distance ,
The fixed position stop support device, wherein the brake force indicator, the database, and the control device are installed on the ground side . Indication prior Symbol braking force at a timing capable of braking force adjustment motorman is to stop the train in the constant stop position, and, motorman is an instantaneous recognizable display content is updated in real time display The fixed position stop support device according to claim 1, wherein the information is excess / deficiency information of a braking force to be applied.   The fixed position stop support device according to claim 1, further comprising a remaining distance indicator that displays the remaining distance.   The said position detector is a fixed position stop assistance apparatus of any one of Claim 1 to 3 installed in the train approaching side edge part of a platform. The fixed position stop support device according to claim 3 or 4, wherein the remaining distance indicator is installed in the vicinity of the fixed stop position on the ground side. Before chopped distance indicator, position stop support device according to claim 3 or 4, wherein it is bringing possible communication terminal to the train. The fixed position stop support device according to any one of claims 1 to 6 , further comprising an auxiliary speed detector that is installed closer to the train traveling direction than the speed detector and measures the speed of the train. A speed detector that measures the speed of the train from the ground side, a brake force indicator that displays the brake force index from the ground side to the train driver, and data for calculating the brake force index are stored A fixed position stop support method for a train using a database installed on the ground side and a control device installed on the ground side for controlling the entire apparatus,
Using the train deceleration calculated by the speed detector and the remaining distance from the top of the train to the fixed stop position and the data stored in the database, the index of the braking force is calculated, and the brake is A fixed position stop support method, wherein an index of the braking force for prompting a force adjusting operation is displayed on the braking force indicator. As an indicator of pre-Symbol braking force, the excess and deficiency information of the braking force motorman can be recognized instantaneously, at a timing capable of braking force adjustment motorman is to stop the train in the constant stop position, and updated in real time The fixed position stop support method according to claim 8 , wherein display is performed. The fixed position stop support method according to claim 8 or 9 , wherein the remaining distance is displayed to a train driver using a remaining distance indicator. Installed on the near side of the train traveling direction from the speed detector, using an auxiliary speed detector that measures the speed of the train,
Train deceleration, the index of the braking force, the calculation of the remaining distance, according to any one of claims 8 10, characterized by use of the data to which the auxiliary speed detector is measured Fixed position stop support method.

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