JP7348796B2 - Level crossing control system and level crossing control method - Google Patents

Description

The present invention relates to a level crossing control system and a level crossing control method in railway train control.

In the railway field, control of level crossings is performed based on the position of the train. That is, regardless of the speed of the train, a railroad crossing warning is initiated when the train passes a predetermined location.

On the other hand, there is a method that takes train speed and vehicle performance into consideration to secure warning time for railroad crossings. For example, in Patent Document 1, the time required for accelerating a train to reach a railroad crossing is calculated based on the current position and speed of the train, and if the calculated time is less than the required warning time, the train is stopped before the railroad crossing. A method is disclosed that maintains a railroad crossing braking pattern that causes the vehicle to stop and secures the necessary warning time.

Alternatively, Patent Document 2 states that if the sum of the elapsed time counted from the start of the level crossing warning and the time required to accelerate from the level crossing brake pattern and reach the level crossing exceeds the required warning time, then the level crossing brake A method is disclosed in which a necessary warning time is secured by erasing the pattern, regardless of the warning start timing.

Japanese Patent Application Publication No. 2004-224155 JP 2017-190058 Publication

The warning time at a level crossing, that is, the time from when the warning starts until the train arrives at the level crossing, is the time necessary to ensure safety within the level crossing. This is because if there are obstacles such as people or cars inside the railroad crossing when the warning starts, it is necessary to secure time until they are removed from the railroad crossing.

For this reason, there are methods in which a level crossing controller is installed at a position corresponding to the warning time required for the train to reach the level crossing, and a level crossing warning is started when the train passes the level crossing controller; As disclosed in Patent Document 2, there is a method of controlling a level crossing braking pattern in order to secure a necessary level crossing warning time.

These methods always ensure the necessary warning time regardless of the conditions inside the crossing. Therefore, even if the level crossing is already safe and free of obstacles such as people and cars, the train cannot enter the level crossing until the required warning time has elapsed. That is, there is a problem that the warning time cannot be shortened.

Therefore, in order to shorten the alarm time at a level crossing while ensuring safety, it is necessary to construct a level crossing control system that determines whether a train can enter a level crossing depending on the conditions inside the level crossing.

In addition, in the event of an emergency situation in which a person, vehicle, or other obstacle suddenly enters the level crossing after the level crossing warning has been activated, trains approaching the level crossing must take emergency measures such as applying the brakes immediately. It becomes necessary. Such a situation is an essential safety measure (emergency braking) that is naturally provided regardless of the control mode in the level crossing control system, and is not included in the situations assumed in the present invention, and should be handled separately. be.

In order to solve the above problems, a typical level crossing control system according to the present invention includes a detector that is installed at a level crossing and transmits detection data that continuously detects the condition inside the level crossing, and a speed control unit. and a control device that receives detection data, and the control device allows the train to enter the level crossing if the safety within the crossing can be confirmed from the detection data, and the speed control unit allows the train to enter the level crossing before the crossing. The level crossing braking pattern for decelerating the train is set at a predetermined deceleration from a predetermined maximum speed for the time that must be secured from the completion of the blocking of the relevant level crossing until the train reaches the relevant crossing, which is set for each level crossing. In addition to creating a deceleration pattern that decelerates to reach the relevant level crossing, the control device also deletes the level crossing brake pattern when the safety within the level crossing can be confirmed from the detection data, and the control device If the train is allowed to enter the level crossing, the train is allowed to enter the level crossing, and the train is allowed to enter the level crossing for the distance the train traveled at the specified maximum speed from the start of the level crossing warning set for each level crossing to the completion of the crossing, from the starting point of the level crossing braking pattern. The system is characterized by starting the warning before the train is moving.

According to the present invention, if it is confirmed that safety within the crossing is ensured, the train can be allowed to enter the crossing quickly, and it is possible to shorten the warning time for the crossing while ensuring safety. Become.

1 is a diagram showing an overview of a level crossing control system according to a first embodiment of the present invention. FIG. 2 is a diagram showing an example of the configuration of an on-vehicle control device and associated equipment. FIG. 3 is a diagram showing a flowchart when the on-vehicle control device according to the first embodiment creates and deletes a railroad crossing brake pattern. It is a figure showing an outline of a level crossing control system concerning Example 2 of the present invention. FIG. 7 is a diagram showing a flowchart when the on-vehicle control device according to the second embodiment creates and deletes a railroad crossing brake pattern.

EMBODIMENT OF THE INVENTION Hereinafter, Examples 1 and 2 of the present invention will be described as modes for carrying out the present invention based on the drawings.

Embodiment 1 FIG. 1 is a diagram showing an overview of a level crossing control system according to a first embodiment of the present invention. Moreover, FIG. 2 is a diagram showing an example of the configuration of the on-board control device 201 mounted on the train 101 and the equipment accompanying it.

First, the operation mode of the on-vehicle control device 201 shown in FIG. 2 will be explained using FIG. 1.
The onboard control device 201 starts issuing a warning for the level crossing 102 when the train 101 passes the control starting point 106. A method for calculating the control starting point 106 will be described later, but one of the features of the present invention is that it is possible to set the control starting point 106 at a position closer to the level crossing 102 compared to current level crossing control. This is the point.

A method of starting a level crossing warning is outside the scope of the present invention, but for example, as in the prior art, a level crossing controller is installed at the control start point, and a level crossing warning is issued on the condition that the crossing controller is passed. may be started.

The level crossing information storage device 203 stores information such as the location of each level crossing, the time from the start of the level crossing alarm to the completion of the crossing (hereinafter referred to as "blocking completion time"), and the time from the completion of the crossing to when the train reaches the crossing. This is a device that stores the standard time (hereinafter referred to as "standard time after shutdown completion") that must be met. The sum of the cutoff completion time and the standard time after cutoff completion is the standard warning time required in current level crossing control.

The speed control unit 202 acquires the position of the level crossing 102 with reference to the level crossing information storage device 203, calculates a blocking completion point 107 from the acquired position of the level crossing 102, and creates a level crossing brake pattern 103.

Specifically, the speed control unit 202 refers to the level crossing information storage device 203 to obtain the standard time after the completion of the interruption at the level crossing 102 in order to calculate the interruption completion point 107. Next, the speed control unit 202 calculates the distance that the train 101 will travel when the train 101 decelerates and travels for a standard time after completion of the cutoff, from the maximum allowable speed, and calculates the distance that the train 101 will travel. A position before the level crossing 102 by that amount is defined as a cutoff completion point 107. Note that the maximum allowable speed and deceleration are speed information that is naturally held in a train control system that includes signal control, speed control, etc., and the speed control unit 202 uses this held speed information. The above calculation is performed using the information.

Further, the speed control unit 202 creates a brake pattern that decelerates from the calculated cutoff completion point 107 to the level crossing 102 according to the deceleration of the train 101 as a level crossing brake pattern 103.

The communication control unit 206 receives a moving image of the inside of the railroad crossing 102 from an imaging device such as a wireless camera 108 installed to take pictures of the inside of the railroad crossing 102 via a radio device 207, and displays the moving image. Output to display device 208.
The display device 208 is installed, for example, in a driver's cab or the like, and displays moving images of the inside of the railroad crossing 102 and the like.

Regarding the level crossing 102 that is the target of displaying the moving image, the communication control unit 206 acquires the position of the train 101 calculated by the position calculation unit 204, and calculates the position of the level crossing 102 stored in the level crossing information storage device 203. By referring to it, the level crossing 102 that the train 101 will pass next can be selected. The method of calculating the position of the train 101 by the position calculation unit 204 is outside the scope of the present invention, but for example, the position of the train 101 is recognized by passing a transponder (not shown), and then the travel distance is calculated by integrating the speed. By doing so, the position of the train 101 may be calculated.

The speed control unit 202 refers to the position of the train 101 calculated by the position calculation unit 204, and when the train 101 approaches the cutoff completion point 107, the speed control unit 202 makes a sound or other notification and displays the information on the display device 208 to the driver. The user is encouraged to check the moving image of the railroad crossing 102 that is being displayed.

The driver then checks the moving image of the railroad crossing 102 displayed on the display device 208. When the crossing of the level crossing 102 is completed and there are no obstacles such as people or cars within the level crossing 102 and the safety of the level crossing 102 can be confirmed, the safety confirmation operation is input to the on-board control device 201.

The operation input unit 205 acquires a signal of a safety confirmation operation by the driver. The safety confirmation operation may be performed, for example, by the driver pressing a switch installed in the driver's cab or the like, or by using the display device 208 as a touch panel and operating the touch panel.

The speed control unit 202 erases the level crossing brake pattern 103 when a safety confirmation operation by the driver is acquired from the operation input unit 205. Thereby, the train 101 enters the level crossing 102 according to the permission pattern 104 instead of the level crossing brake pattern 103.

On the other hand, the speed control unit 202 maintains the level crossing brake pattern 103 when the safety confirmation operation by the driver is not obtained from the operation input unit 205. Thereby, the train 101 decelerates according to the level crossing brake pattern 103 and enters the level crossing 102.

The control starting point 106 is a position closer to the cutoff completion point 107 by the distance the vehicle travels at the maximum allowable speed for the cutoff completion time. The control start point 106 is set in this way, but if the driver does not perform a safety confirmation operation, the time from when the alarm at the level crossing 102 is started until the train 101 reaches the level crossing 102 is , the sum of the cut-off completion time and the standard time after cut-off completion, that is, the necessary standard warning time, and the same safety as current level crossing control can be maintained.

Here, when comparing the position of the control start point 106 with the current level crossing control, it is found that in the current level crossing control, the necessary standard A control start point 106 is set at a position where a warning time can be secured. In contrast, the present invention sets the control start point 106 at a position where the necessary standard warning time can be secured, on the premise that the speed will be decelerated during the standard time after the completion of the shutoff. Therefore, the control starting point 106 is located closer to the level crossing 102 than in the current level crossing control.

Further, in the above description, it is assumed that the speed control unit 202 creates the level crossing brake pattern 103, but it is also possible to just output the brake command without creating this level crossing brake pattern 103.

When the train 101 reaches the cut-off completion point 107, the speed control unit 202 outputs a brake command if it has not received the input of the driver's safety confirmation operation from the operation input unit 205, and uses the level crossing brake pattern 103. Deceleration is performed using an equivalent speed curve.

On the other hand, if the speed control unit 202 has acquired the input of the driver's safety confirmation operation from the operation input unit 205, the speed control unit 202 can drive according to the permission pattern 104 without decelerating (without outputting a brake command). Make it. This allows the vehicle to travel in the same way as when the level crossing brake pattern 103 is deleted.

FIG. 3 is a diagram showing a flowchart when the on-vehicle control device 201 creates and deletes the railroad crossing brake pattern 103. The onboard control device 201 performs the process according to the flowchart shown in FIG. 3 every time it recognizes a new level crossing 102 in front of the train 101.

The processing contents in each step will be explained below. As explained earlier, the flowchart below does not cover countermeasures against obstacles such as people or cars that suddenly enter the crossing after the crossing is closed (this will be dealt with separately).
(1) Step 301 (S301)
The communication control unit 206 acquires the position of the train 101 calculated by the position calculation unit 204, refers to the position of the level crossing 102 stored in the level crossing information storage device 203, and determines the level crossing 102 that the train 101 will pass next. select.

Further, the communication control unit 206 receives a moving image inside the railroad crossing 102 through communication with the wireless camera 108 and outputs the moving image inside the railroad crossing 102 to the display device 208.
At the same time, the speed control unit 202 similarly acquires the position of the next railroad crossing 102 to be passed.

(2) Step 302 (S302)
The speed control unit 202 refers to the level crossing information storage device 203 and obtains the standard time after completion of the interruption at the level crossing 102. Then, the speed control unit 202 calculates, from the maximum allowable speed, the distance that the train 101 will travel if the train 101 decelerates and travels for a standard time after completion of this interruption, and also calculates the distance that the train 101 will travel. A position before the position of the railroad crossing 102 obtained in step 301 by the distance obtained is defined as a block completion point 107.

(3) Step 303 (S303)
The speed control unit 202 creates a brake pattern that decelerates according to the deceleration of the train 101 from the cutoff completion point 107 calculated in step 302 to the level crossing 102 as a level crossing brake pattern 103.

(4) Step 304 (S304)
The speed control unit 202 refers to the position of the train 101 calculated by the position calculation unit 204 and determines whether the position of the train 101 has reached the cutoff completion point 107 calculated in step 302. If it has been reached (YES), the process proceeds to step 306 (S306), and if it has not been reached (NO), the process proceeds to step 305 (S305).

(5) Step 305 (S305)
The position calculation unit 204 updates the position of the train 101, and returns to step 304 (S304).

(6) Step 306 (S306)
The speed control unit 202 determines whether or not the operation input unit 205 has acquired the safety confirmation operation by the driver. If the operation input unit 205 has acquired the safety confirmation operation (YES), the process proceeds to step 307 (S307), and if the operation input unit 205 has not acquired the safety confirmation operation ( NO), proceed to step 308 (S308).

(7) Step 307 (S307)
The speed control unit 202 erases the level crossing brake pattern 103 created in step 303 on the condition that the driver performs a safety confirmation operation.

(8) Step 308 (S308)
The speed control unit 202 refers to the position of the train 101 calculated by the position calculation unit 204 and determines whether the position of the train 101 has reached the position of the level crossing 102 acquired in step 301. If it has not been reached (NO), the process advances to step 309 (S309), and if it has been reached (YES), the process ends.

(9) Step 309 (S309)
The position calculation unit 204 updates the position of the train 101 and returns to step 306 (S306).

Through the process according to the above flowchart, if the driver is able to confirm the safety of the level crossing using the moving image inside the level crossing, the train can enter the level crossing without decelerating by erasing the level crossing brake pattern. It becomes possible to shorten the warning time at railroad crossings.

Furthermore, if the driver cannot confirm the safety of the crossing, by maintaining the crossing braking pattern and approaching the crossing while decelerating, the driver can secure the same level crossing warning time as the current one; It also becomes possible to ensure safety.

In addition, in the operation input unit 205, instead of importing the safety confirmation operation by the driver, image recognition processing technology is applied to the moving image of the railroad crossing to recognize obstacles such as people and cars inside the railroad crossing. A configuration may be adopted in which safety confirmation within a railroad crossing is determined when it is recognized that there are no obstacles such as people or cars within the railroad crossing.

Embodiment 1 described above uses a method of setting the control start point 106 at a position where the same level crossing warning time as the current one can be secured by decelerating and approaching the level crossing 102 when there is no safety confirmation operation by the driver. I am using it. With this system, safety can be ensured even when there is no safety confirmation operation by the driver.

On the other hand, Patent Document 2 discloses a method that can secure a necessary level crossing warning time without depending on the timing of starting the level crossing warning. For example, even if the train 101 does not start the level crossing warning when it reaches the control starting point 106, but starts the level crossing warning after it approaches the level crossing 102 from the control starting point 106, the technique disclosed in Patent Document 2 By applying this, it is possible to secure the necessary level crossing warning time.

Example 2 according to the present invention has the following features. That is, when the driver of the train 101 does not perform an operation to confirm the safety within the level crossing 102, the necessary level crossing warning time is secured by applying the technology disclosed in Patent Document 2. On the other hand, when the driver performs a safety confirmation operation, the level crossing brake pattern 103 is erased to allow the train 101 to enter the level crossing 102.

FIG. 4 is a diagram showing an overview of a level crossing control system according to a second embodiment. The difference from Embodiment 1 shown in FIG. 1 is that there is a control start point 106 that determines the alarm start timing for the level crossing 102 and a cutoff completion point 107 that is the deceleration start point when there is no safety confirmation operation by the driver. First, the end point of the level crossing brake pattern 103 (the position where the speed becomes 0) is just before the level crossing 102.

The reason why the control start point 106 and the cut-off completion point 107 do not exist is that the second embodiment is a method that does not specify the timing of starting a warning at a railroad crossing and does not need to specify the point at which the cut-off is completed.

Furthermore, regarding the end point of the level crossing brake pattern 103, in the first embodiment shown in FIG. 1, a method is adopted in which the necessary warning time for the level crossing 102 can be secured by decelerating the train 101 and approaching the level crossing 102. In contrast, in Embodiment 2, if the warning time for the level crossing 102 is insufficient, the train 101 may have to stop before the level crossing 102, so the speed at the level crossing becomes 0 before the level crossing 102. It is necessary to use brake pattern 103.

Here, regarding the configuration of the on-vehicle control device 201, the second embodiment is the same as the first embodiment shown in FIG. 2, so the explanation thereof will be omitted.

Next, FIG. 5 is a diagram showing a flowchart when the on-vehicle control device 201 creates and deletes the railroad crossing brake pattern 103 in the second embodiment. The difference from the flowchart in the first embodiment shown in FIG. 3 is that the process related to the cutoff completion point 107 (steps 302, 304, and 305 shown in FIG. 3) does not exist, and the shape of the railroad crossing brake pattern 103 is different. The difference is that the creation process of the level crossing brake pattern 103 in step 303 (S303) shown in FIG. 5 is changed to step 501 (S501) shown in FIG.

(10) Step 501 (S501)
The speed control unit 202 creates a brake pattern that causes the vehicle to stop before the level crossing 102 as a level crossing brake pattern 103 .

As described above, in the second embodiment, when the driver is able to confirm the safety of the level crossing from the moving image of the level crossing 102, as in the first embodiment, the level crossing brake pattern 103 , and the train 101 enters the level crossing 102 without decelerating (according to the permission pattern 104), thereby making it possible to shorten the warning time at the level crossing 102. Furthermore, when the driver cannot confirm the safety within the level crossing 102, by applying the technology disclosed in Patent Document 2, it is possible to secure the warning time for the level crossing 102 and ensure safety.

Furthermore, in order to further improve safety, the speed control unit 202 may add the completion of the blocking of the level crossing 102 to the conditions for erasing the level crossing brake pattern 103. Regarding the completion of the crossing of the level crossing 102, it may be added to the check items when the driver confirms the safety inside the level crossing 102, or it may be configured to be transmitted from the level crossing 102 to the train 101 as status information of the level crossing 102 wirelessly. .

Furthermore, as a means of confirming the safety within the level crossing 102, an imaging device such as a wireless camera 108 is installed at the level crossing 102, and the driver confirms safety from the captured video images. It is not limited to such means. For example, a configuration may be adopted in which a sensor device such as a millimeter wave radar is installed at the railroad crossing 102, and the driver performs a safety check based on continuously detected sensor data.

101...train, 102...level crossing, 103...level crossing brake pattern, 104...permission pattern,
105...Train speed, 106...Control start point, 107...Block completion point, 108...Wireless camera,
201... On-vehicle control device, 202... Speed control unit, 203... Level crossing information storage device,
204...Position calculation unit, 205...Operation input unit, 206...Communication control unit, 207...Radio device,
208...Display device

Claims (8)

A detector installed at a railroad crossing and transmitting detection data that continuously detects conditions within the railroad crossing;
a control device having a speed control unit and receiving the detection data;
The control device allows a train to enter the level crossing if safety within the level crossing can be confirmed from the detection data,
The speed control unit must ensure a level crossing braking pattern for decelerating the train before the level crossing, from the completion of the blocking of the level crossing set for each level crossing until the train reaches the level crossing. Create a deceleration pattern that decelerates from a predetermined maximum speed at a predetermined deceleration for a certain amount of time to reach the railroad crossing, and delete the railroad crossing brake pattern when safety within the railroad crossing is confirmed from the detection data. ,
The control device allows the train to enter the level crossing if the safety within the level crossing can be confirmed from the detection data, and also allows the train to enter the level crossing from the start of the level crossing warning set for each level crossing. A level crossing control system characterized in that the warning is started before the starting point of the level crossing braking pattern in the direction of travel of the train, corresponding to the distance traveled at the predetermined maximum speed until completion of the crossing. The level crossing control system according to claim 1,
The train is equipped with a display device,
A level crossing control system characterized in that the control device displays the detection data on the display device and determines that safety within the level crossing has been ensured by receiving a confirmation operation input confirming safety within the level crossing. . The level crossing control system according to claim 1 or 2,
A level crossing control system, wherein the detector is an imager that captures a moving image within the level crossing. The level crossing control system according to claim 3,
A level crossing control system, wherein the control device determines whether or not safety within the level crossing is ensured by performing image recognition processing on the moving image. Detectors installed at level crossings continuously detect the conditions within the crossing and transmit detection data.
confirming safety within the railroad crossing based on the received detection data;
If the safety within the crossing is confirmed, the train is permitted to enter the crossing;
A level crossing braking pattern for decelerating the train before the level crossing is maintained for a predetermined amount of time, which is set for each level crossing, for a period of time that must be maintained from the completion of the blocking of the level crossing to the arrival of the train at the level crossing . Create a deceleration pattern that decelerates from maximum speed at a predetermined deceleration to reach the relevant railroad crossing,
erasing the level crossing brake pattern when safety within the level crossing can be confirmed from the detection data;
The distance traveled by the train at the predetermined maximum speed from the start of the level crossing warning set for each level crossing to the completion of the crossing is the same as the distance before the starting point of the level crossing braking pattern in the direction of train movement. A railroad crossing control method characterized by starting a warning. The level crossing control method according to claim 5,
A level crossing control method, characterized in that the detection data is displayed, and upon receiving a confirmation operation input that is input when the safety within the level crossing has been confirmed, it is determined that the safety within the level crossing has been confirmed. The level crossing control method according to claim 5 or 6,
A railroad crossing control method, wherein the detection data is a moving image of the railroad crossing. The level crossing control method according to claim 7,
A level crossing control method, comprising determining whether or not safety within the level crossing is ensured by image recognition processing on the moving image.

Images