JP2009090855A - Train operation control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve and maintain safety of train operation even when a train operator has only low-level driving skills. <P>SOLUTION: An operation control section 30 supplies driving power used for driving each of a plurality of trains 20, receives location information capable of locating the current position of each of the plurality of trains 20 from that train, checks the current position of each of the plurality of trains 20 located by received location information to judge whether an interval between them is equal to or shorter than a predetermined safe operation interval, and stops supplying driving power if the interval is judged to be equal to or shorter than the safe operation interval. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a train operation control system that monitors the operation status of a plurality of trains that operate on laid rails and controls the operation of the plurality of trains.

  In public transportation such as a train carrying cargo and passengers, first, the safety of the operation is desired. For example, when a sudden start or stop is performed on a train or the like, the passenger may be injured accordingly. In addition, the train may derail due to excessive speed, leading to a major accident. Conventionally, the operation of such a train has been left to the skill of a skilled operator, but various control technologies relating to driving of the train have been proposed in order to ensure the safety of the train operation (Patent Document 1). -2).

  The system disclosed in Patent Document 1 arranges a relative position detector in a vehicle. In this system, a relative position between vehicles is detected by a detector, and an alarm is sounded in the case of an abnormal approach. Note that the position of the vehicle in this system is specified by GPS (Global Positioning System).

  In the system disclosed in Patent Document 2, the traveling speed of the train is controlled according to the traveling position.

JP-A-8-86853 JP 2001-333511 A

  However, in the system disclosed in Patent Document 1 described above, since the position of the vehicle is specified by GPS, accurate position information cannot be specified. In particular, it is necessary to obtain more accurate position information when the rail laying range is narrow, such as a small train installed in an amusement park or the like. Furthermore, in the systems disclosed in Patent Document 1 and Patent Document 2, alarm or speed control is performed by a control device mounted on a train. Therefore, when malfunction occurs in the control device, alarm or speed control cannot be executed. That is, in the systems disclosed in Patent Documents 1 and 2, it cannot be said that the safety of the train operation is sufficient. When a player drives a train installed as a playground equipment in an amusement park instead of a skilled driver, it is particularly necessary to maintain sufficient safety.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a train operation control system that improves the safety of train operation in order to solve the above-described problems caused by the prior art.

  In order to solve the above-described problems and achieve the object, the train operation control system according to the present invention monitors the operation status of a plurality of trains operating on a laid rail, and operates the plurality of trains. It is a train operation control system to control, a driving power supply means for supplying driving power used for driving each of the plurality of trains, and a current position of each of the plurality of trains can be specified from each of the plurality of trains Based on the current position of each of the plurality of trains specified by the position specifying information received by the position specifying information received by the position specifying information receiving means and the position specifying information receiving means, the interval between the plurality of trains is predetermined. Safety determination means for determining whether or not it is less than or equal to a safe operation interval, and the drive power supply means determines that the safety determination means is less than or equal to the safe operation interval If the is characterized by stopping the supply of the drive power.

  By configuring the train operation control system according to the present invention in this way, it is possible to improve the safety of train operation.

  Each of the plurality of trains includes a tag reader that reads the position specifying information when passing near the installation position of the IC tag from an IC tag installed at a predetermined interval along the rail, and the position read by the tag reader Position specifying information transmitting means for transmitting specific information by wireless communication, and the position specifying information receiving means may be configured to receive the position specifying information transmitted by the position specifying information transmitting means. .

  The safety determination means is calculated by a train interval calculation means for calculating an interval of each of the plurality of trains according to a current position of each of the plurality of trains and a train length of each of the plurality of trains, and calculated by the train interval calculation means. It may be configured to include an interval comparison determination unit that determines whether the train interval is equal to or less than the safe operation interval.

  The drive power supply means may be configured to supply drive power used for driving each of the plurality of trains that run on the rail via the rail.

  The rail is formed by alternately repeating a conductive material and an insulating material, and the driving power supply means is connected to a conductive material rail that is a portion formed of the conductive material in the rail. You may be set as the structure which applies the voltage of a different voltage value according to a laying position.

  When the driving power supply means determines that the safety determination means is less than or equal to the safe operation interval, for example, the drive power supply means is laid in a predetermined range including the current position of a rear train that is operating within the safe operation interval or less. The voltage application to the conductive material rail is stopped.

  For example, when the safety determination unit determines that the safety determination unit is equal to or less than the safe operation interval, the drive power supply unit stops applying voltage to all the conductive material rails.

  And a speed calculating unit that calculates a current speed of each of the plurality of trains based on a reception interval of the position specifying information by the position specifying information receiving unit, and the driving power supply unit has a current speed calculated by the speed calculating unit. A configuration that stops application of voltage to a conductive material rail laid in a specific range including a current position of a train that is operating at a speed exceeding the specified speed when the specified speed is exceeded; May be.

  According to the train operation control system according to the present invention, there is an effect that it is possible to provide a train operation control system with improved train operation safety.

  Embodiments of a train operation control system according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a configuration diagram showing an example of the overall configuration of a train operation control system according to an embodiment of the present invention. As shown in FIG. 1, the train operation control system according to an embodiment of the present invention includes a plurality of trains 20 that operate on the track 10 and an operation control that controls the operation of the plurality of trains 20 via the track 10. Part 30. In addition, a plurality of traffic lights 40 are arranged at a predetermined position in the vicinity of the line 10 as necessary. In addition, a platform 50 on which passengers get on and off the train 20 is disposed at a predetermined position near the track 10, and a garage 60 that accommodates the train 20 is disposed.

  Next, the configuration of the line 10 and the vicinity of the line 10 will be described with reference to FIGS. 2 is a front cross-sectional view showing the base portion of the track 10 and the train 20, FIG. 3 is a partial side view of the track 10, and FIG. 4 is a diagram of the IC tags 12 arranged in the vicinity of the track 10 at a predetermined interval. It is a tag arrangement | positioning figure which shows an arrangement | positioning state.

  As shown in FIG. 2, the track 10 is composed of a pair of rails 11a and 11b laid. An IC tag 12 is disposed between the pair of rails 11a and 11b. As shown in FIG. 3, the rails 11 a and 11 b are formed by alternately repeating the conductive material 111 and the insulating material 112. As shown in FIG. 4, a plurality of IC tags 12 are arranged at predetermined intervals between a pair of laid rails 11a and 11b. In this example, since the IC tag 12 is installed between the pair of rails 11a and 11b, the tag reader 22 installed at the bottom of the train 20 causes the train 20 to travel on the rails 11a and 11b. At that time, it passes almost directly above the IC tag 12, and the position information is read at the time of the passage.

  The operation control unit 30 of this example performs control to apply a voltage to a portion (conductive material rail) formed of the conductive material 111 of the pair of laid rails 11a and 11b. By applying a voltage to the conductive material rail, driving power for operation of the train 20 is supplied via the left and right wheels 21a and 21b.

  In this example, the operation control unit 30 applies voltages having different voltage values according to the laying position of the conductive material rail. For example, the operation control unit 30 applies a high voltage (for example, 48V) to the conductive material rails laid in a straight line among the rails 11a and 11b, and forms a curve before the curve (curve). Control is performed so that a low voltage (for example, 36 V) is applied to the conductive material rails laid at the location. Therefore, a portion (insulating material rail) formed of the insulating material 112 in the rails 11a and 11b is disposed at a changing point where a different voltage value is applied. By controlling in this way, it becomes possible to operate at a relatively high speed (for example, 60 km / h) in a straight place, and relatively low speed (for example, 50 km / h) in front of the curve and in a curved place. It is possible to control the vehicle so that it can be operated only in h).

  FIG. 5 is an external view showing a configuration example of the IC tag 12. FIG. 5A is a top view, FIG. 5B is a front view, and FIG. 5C is a side view. The IC tag 12 includes a housing 121 and an IC chip 122. The IC chip 122 is a microcomputer including a memory that stores various types of information and a CPU that controls data transmission and the like. The memory included in each IC tag 12 stores position information indicating its own installation position (for example, information indicating coordinates that can specify the installation position).

  FIG. 6 is an external view showing a configuration example of the tag reader 22. 6A is a front view, FIG. 6B is a top view, and FIG. 6C is a side view. The tag reader 22 is provided at the bottom of the train 20 (see FIG. 2), and controls the operation of reading the position information stored in the memory of the IC tag 12 by a non-contact method and the current position information including the read position information. And a function of wirelessly transmitting to the unit 30.

Next, the operation of the train operation control system of this embodiment will be described.
FIG. 7 is a flowchart illustrating an example of a train operation control process executed by the operation control unit 30. In FIG. 7, it is assumed that processing not related to the control of this example may be omitted. In this example, it is assumed that the driver of each train 20 can only start, stop, and adjust the speed of each train 20. Further, it is assumed that the driver operates the train 20 while looking at the traffic light 40 installed in the vicinity of the rails 11a and 11b, the speed limit display, the speed indicator installed in the train 20, and the like. Each train 20 generates current position information including the read position information each time the position information is read when the tag reader 22 installed in the front vehicle passes over the IC tag 12, for example, by radio signals. Send sequentially. The current position information includes a train number that can uniquely identify the corresponding train, position information, and time information indicating the time when the position information is read.

  In the train operation control process, the operation control unit 30 first receives the current position information transmitted from each train 20 (step S101), and the train operation registered in its own database with the received current position information. Save in the management table (step S102). For example, as shown in FIG. 8, the train operation management table stores data in which a train number of each train, a train length, and a combination of a train position and a reading time are associated with each other. In step S102, specifically, the train position indicated by the position information included in the received current position information in association with the train number included in the received current position information, and the received current position information The reading time indicated by the time information included in the is registered.

  Next, the operation control unit 30 calculates the current speed of each train 20 using the train position and the reading time stored in the train operation management table (step S103). In step S103, for example, the current speed is calculated using the difference (distance, time) between the two most recently registered data out of the combination of the train position and the reading time associated with the corresponding train number. To do.

  Further, the operation control unit 30 calculates the interval between the trains using the stored current position information and the train length of each train (step S104). In step S104, for example, the current position is identified using the train position of each train registered most recently among the train positions associated with the corresponding train number, and the current position of each train (of tag reader 22). The interval between each train is calculated using the current position of the installed part) and the train length.

  Next, the operation control unit 30 determines whether or not the current speed of each train calculated in step S103 exceeds a predetermined speed set in advance (step S105). In this example, the specified speed is determined so as to vary depending on the operation position such as a straight line position or a curve position. If it is determined that there is a train 20 that exceeds the specified speed, the operation control unit 30 stops applying the voltage to the conductive material rail, and all the trains 20 that operate on the rails 11a and 11b. The power supply to is stopped (step S106).

  When it is determined that there is no train exceeding the specified speed, the operation control unit 30 determines whether or not the interval calculated in step S104 is equal to or less than a predetermined specified interval (step S107). ). In this example, the specified interval is determined to be different depending on the operation position such as a straight line position or a curve position. When it is determined that there is a train 20 operating at a specified interval or less, the operation control unit 30 stops applying the voltage to the conductive material rail, and all the trains operating on the rails 11a and 11b. The power supply to 20 is stopped (step S106).

  If there is no train 20 operating within the specified interval, the process returns to step S101. As described above, the current position information is sequentially acquired by repeatedly performing the processes of steps S101 to S107, the current speed and operation interval of each train 20 are calculated as needed, and a dangerous state in which an accident may occur. If it is, train operation control processing is executed to control the operation so that it cannot be continued.

  As described above, according to the train operation control system of the present embodiment, the operation control unit 30 supplies the driving power used to drive each of the plurality of trains 20, and the plurality of trains 20 are transmitted from each of the plurality of trains 20. Receiving position specifying information (position information) that can specify each current position, and based on the current position of each of the plurality of trains 20 specified by the received position specifying information, the interval between the plurality of trains is a predetermined safe operation It is determined whether or not it is less than the interval (reference interval), and if it is determined that it is less than or equal to the safe operation interval, the supply of driving power is stopped, so that the safety of train operation can be improved. It becomes possible. It is possible to monitor whether or not it is a dangerous operation interval, and if it becomes a dangerous operation interval, it can be forced to become inoperable, so that the driver of the train 20 can operate at a low level. Even when only the technology is available (when a visitor drives a small train installed in an amusement park or the like), it is possible to maintain the safety of train operation.

  Moreover, according to embodiment mentioned above, when the some train 20 passes the vicinity of the installation position of the IC tag 12 from the IC tag 12 installed at predetermined intervals along the rails 11a and 11b, respectively. The tag reader 22 that reads the position specifying information (position information) is provided, the position specifying information read by the tag reader 22 is transmitted by wireless communication, and the operation control unit 30 receives the position specifying that is transmitted from each of the trains 20. Since it is comprised so that information may be received, it becomes possible to recognize each current position correctly from a plurality of trains 20.

  Moreover, according to embodiment mentioned above, the operation control part 30 calculates the operation space | interval of each of the some trains 20 according to the present position of each of the some trains 20, and the train length of each of the some trains 20, Since it is configured to determine whether the calculated train operation interval (train interval) is equal to or less than the safe operation interval (reference interval), the operation intervals of the plurality of trains 20 operating on the rails 11a and 11b are monitored. It becomes possible to do.

  Moreover, according to embodiment mentioned above, the structure which the drive control part 30 supplies the drive electric power used for the drive of each of the some train 20 which operate | moves on the rails 11a and 11b via the rails 11a and 11b. Therefore, the upper limit of the driving force of each of the plurality of trains 20 can be controlled by controlling the supply level of the driving power.

  Further, according to the above-described embodiment, the rails 11a and 11b are formed by alternately repeating the conductive material and the insulating material, and the operation control unit 30 is formed by the conductive material of the rails 11a and 11b. Since a voltage having a different voltage value according to the laying position of the conductive material rail is applied to the conductive material rail which is a portion of the rail, the rails 11a and 11b are laid out (for example, a straight line, a gentle curve, a sharp curve). Etc.) and the upper limit of the driving force of the train 20 can be controlled according to the laying form of the rails 11a and 11b.

  Further, according to the above-described embodiment, when the operation control unit 30 determines that it is equal to or less than the safe operation interval (reference interval), the application of voltage to all the conductive material rails is stopped. When the train 20 is operated at a dangerous operation interval, all the trains 20 can be forcibly stopped.

  In the above-described embodiment, the application of voltage to all the conductive material rails is stopped when it is determined that the operation interval of the train 20 is equal to or less than the safe operation interval (reference interval). When the section 30 determines that the operation interval of the train 20 is equal to or less than the safe operation interval, a predetermined range including the current position of the rear train that is operating within the safe operation interval (the train stops) You may make it stop the application of the voltage to the electrically conductive material rail laid in the range over sufficient length, for example, the range of the length of 2 times the length of the train 20). If comprised in this way, when the train 20 is operated at a dangerous operation interval, the train 20 operating in the rear can be forcibly stopped, and the rear end of the train 20 is avoided. can do.

  Moreover, according to embodiment mentioned above, the operation control part 30 calculates the current speed of each of the some trains 20 based on the receiving interval of position specific information (position information), and the calculated current speed is a predetermined regulation. Since the application of voltage to all the conductive material rails is stopped when the speed is exceeded, all trains 20 are forcibly stopped when the train 20 is operating at a dangerous speed. be able to.

  In the above-described embodiment, when it is determined that the operation speed of the train 20 exceeds the reference speed, the application of the voltage to all the conductive material rails is stopped. When it is determined that the operation speed of the train 20 exceeds the reference speed, a predetermined range including the current position of the train that exceeds the reference speed (a range that is long enough for the train to stop) Thus, for example, the application of voltage to the conductive material rail laid in the range of twice the length of the train 20) may be stopped. If comprised in this way, when the train 20 is operating at a dangerous operation speed, the train 20 can be forcibly stopped, and it is avoided that derailment etc. occur due to overspeed. Can do.

  In the above-described embodiment, the train 20 traveling on the two rails 11a and 11b has been described. However, any train can be used as long as it can supply drive power via the rail. It is also possible to apply to a train (monorail) that runs on a single rail. In addition, although not particularly mentioned in the above-described embodiment, the train 20 may be configured by connecting a plurality of vehicles, or may be configured by only one vehicle.

  The operation control described in the present embodiment may be configured to be realized by executing a program relating to operation control prepared in advance by a computer such as a personal computer or a workstation. This program may be recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, or a DVD, and executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

  As described above, the train operation control system according to the present invention is useful for technology for improving the safety of train operation, and in particular, improves safety when the driver has only a low level of operation technology. Suitable for doing.

It is a block diagram which shows the example of the whole structure of the train operation control system which concerns on one Embodiment of this invention. It is a front section showing the foundation part of a track and a train. It is a partial side view of a track. It is a tag arrangement | positioning figure which shows the arrangement | positioning state of the IC tag arrange | positioned in the vicinity of a track | line at predetermined intervals. It is an external view which shows the structural example of an IC tag. It is an external view which shows the structural example of a tag reader. It is a flowchart which shows the example of a train operation control process. It is explanatory drawing which shows the example of a train operation management table.

Explanation of symbols

10 track 11a, 11b cab 12 IC tag 20 train 21a, 21b wheel 22 tag reader 30 operation control unit

Claims (8)

A train operation control system that monitors the operation status of a plurality of trains operating on a laid rail and controls the operation of the plurality of trains,
Drive power supply means for supplying drive power used to drive each of the plurality of trains;
From each of the plurality of trains, position specifying information receiving means for receiving position specifying information capable of specifying the current position of each of the plurality of trains;
A safety determination for determining whether or not an interval between the plurality of trains is equal to or less than a predetermined safe operation interval based on a current position of each of the plurality of trains specified by the position specifying information received by the position specifying information receiving unit. Means and
The drive power supply means stops the supply of the drive power when the safety determination means determines that it is less than or equal to the safe operation interval. Each of the plurality of trains includes a tag reader that reads the position specifying information when passing near the installation position of the IC tag from an IC tag installed at a predetermined interval along the rail, and the position read by the tag reader Comprising position specifying information transmitting means for transmitting specific information by wireless communication,
The train operation control system according to claim 1, wherein the position specifying information receiving unit receives the position specifying information transmitted by the position specifying information transmitting unit. The safety determination means is calculated by a train interval calculation means for calculating an interval of each of the plurality of trains according to a current position of each of the plurality of trains and a train length of each of the plurality of trains, and calculated by the train interval calculation means. The train operation control system according to claim 1, further comprising: an interval comparison determination unit that determines whether or not the train interval is equal to or less than the safe operation interval. The train operation according to any one of claims 1 to 3, wherein the drive power supply means supplies drive power used for driving each of the plurality of trains operating on the rail via the rail. Control system. The rail is formed by alternately repeating a conductive material and an insulating material,
The train according to claim 4, wherein the driving power supply unit applies a voltage having a different voltage value according to a laying position of the conductive material rail to the conductive material rail which is a portion formed of the conductive material in the rail. Navigation control system. The drive power supply means is laid in a predetermined range including the current position of a rear train that is operating within the safe operation interval when the safety determination means determines that the safety operation interval is less than or equal to the safe operation interval. The train operation control system according to claim 5, wherein application of voltage to the conductive material rail is stopped. The train operation control system according to claim 5, wherein the drive power supply unit stops applying voltage to all conductive material rails when the safety determination unit determines that the safety operation interval is equal to or less than the safe operation interval. A speed calculating means for calculating a current speed of each of the plurality of trains based on a reception interval of the position specifying information by the position specifying information receiving means;
When the current speed calculated by the speed calculation means exceeds a predetermined specified speed, the drive power supply means has a specific range including the current position of a train that operates at a speed exceeding the specified speed. The train operation control system according to any one of claims 5 to 7, wherein application of a voltage to a laid conductive rail is stopped.

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