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WO2021065343A1 - Railroad crossing control system and railroad crossing control method - Google Patents

Railroad crossing control system and railroad crossing control method Download PDF

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Publication number
WO2021065343A1
WO2021065343A1 PCT/JP2020/033564 JP2020033564W WO2021065343A1 WO 2021065343 A1 WO2021065343 A1 WO 2021065343A1 JP 2020033564 W JP2020033564 W JP 2020033564W WO 2021065343 A1 WO2021065343 A1 WO 2021065343A1
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Prior art keywords
railroad crossing
train
safety
railroad
control system
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PCT/JP2020/033564
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French (fr)
Japanese (ja)
Inventor
景示 前川
勝田　敬一
浩志 田岡
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株式会社日立製作所
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Publication of WO2021065343A1 publication Critical patent/WO2021065343A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic

Definitions

  • the present invention relates to a railroad crossing control system and a railroad crossing control method in railway train control.
  • control is performed based on the position of the train. That is, the railroad crossing warning starts when the train passes a predetermined position regardless of the speed of the train.
  • the warning time of a railroad crossing is the time required to ensure the safety inside the railroad crossing. This is because if there are obstacles such as people or cars inside the railroad crossing at the start of the warning, it is necessary to secure time until they are excluded from the railroad crossing.
  • Patent Document 1 a method in which a railroad crossing controller is installed at a position corresponding to the warning time required for the train to reach the railroad crossing and a railroad crossing warning is started when the train passes the railroad crossing controller, or Patent Document 1 or As disclosed in Patent Document 2, there is a method of controlling a railroad crossing brake pattern in order to secure a required railroad crossing warning time.
  • one of the typical railroad crossing control systems is a detector that is installed at a railroad crossing and transmits detection data that continuously detects the state inside the railroad crossing, and detection data. It is provided with a control device for receiving, and the control device is characterized in that when the safety inside the railroad crossing can be confirmed from the detection data, the train is allowed to enter the railroad crossing.
  • the train when it can be confirmed that the safety in the railroad crossing is ensured, the train can be entered into the railroad crossing quickly, and the railroad crossing warning time can be shortened while ensuring the safety. Become.
  • FIG. 1 is a diagram showing an outline of a railroad crossing control system according to a first embodiment of the present invention.
  • 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 associated therewith.
  • the on-board control device 201 starts an alarm for the railroad crossing 102 when the train 101 passes the control start point 106.
  • the calculation method of the control start point 106 will be described later, but here, one of the features of the present invention is that the control start point 106 can be set at a position closer to the railroad crossing 102 as compared with the current railroad crossing control. It is a point to do.
  • the method of starting a railroad crossing alarm is outside the scope of the present invention, but for example, as in the prior art, a railroad crossing controller is installed at a control start point, and a railroad crossing alarm is given on condition that the railroad crossing controller is passed. May be started.
  • the railroad crossing information storage device 203 secures the position of each railroad crossing, the time from the start of the warning of the railroad crossing to the completion of the railroad crossing cutoff (hereinafter referred to as “railroad crossing completion time”), and the time from the completion of the railroad crossing cutoff until the train reaches the railroad crossing. It is a device that stores the standard time that must be required (hereinafter referred to as “standard time after the completion of shutoff”). The sum of the cutoff completion time and the standard time after the cutoff is completed is the standard alarm time required in the current railroad crossing control.
  • the speed control unit 202 acquires the position of the railroad crossing 102 with reference to the railroad crossing information storage device 203, calculates the cutoff completion point 107 from the acquired position of the railroad crossing 102, and creates the railroad crossing brake pattern 103.
  • the speed control unit 202 acquires the standard time after the railroad crossing 102 is completed by referring to the railroad crossing information storage device 203 in order to calculate the railroad crossing completion point 107.
  • the speed control unit 202 calculates the distance traveled by the train 101 from the maximum allowable speed when the train 101 decelerates and decelerates for a standard time after the deceleration of the train 101 is completed.
  • the position before the railroad crossing 102 is set as the cutoff completion point 107.
  • the maximum permissible speed and deceleration are speed information that is naturally held in the train control system including signal control, speed control, etc., and the speed control unit 202 is responsible for the held speed. The above calculation is performed using the information.
  • the speed control unit 202 creates a brake pattern for decelerating from the calculated cutoff completion point 107 to the railroad crossing 102 according to the deceleration of the train 102 as the railroad crossing brake pattern 103.
  • the communication control unit 206 receives a moving image in the railroad crossing 102 from an imaging device such as a wireless camera 108 installed so as to be able to take a picture of the inside of the railroad crossing 102 via the radio 207, and captures the moving image. Output to display device 208.
  • the display device 208 is installed in, for example, a driver's cab or the like, and displays a moving image in the railroad crossing 102 or the like.
  • the communication control unit 206 acquires the position of the train 101 calculated by the position calculation unit 204, and determines the position of the railroad crossing 102 stored in the railroad crossing information storage device 203. By referring to it, the railroad crossing 102 through which the train 101 passes next may 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 through a transponder (not shown), and then the speed is integrated to calculate the moving distance. Therefore, 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, displays it on the display device 208 to the driver by notifying the driver such as making a sound. It prompts the confirmation of the moving image in the railroad crossing 102.
  • the driver confirms the moving image in the railroad crossing 102 displayed on the display device 208. Then, when the railroad crossing 102 is completely shut off and there are no obstacles such as people or vehicles in the railroad crossing 102 and the safety in the railroad crossing 102 can be confirmed, the safety confirmation operation is input to the on-board control device 201.
  • the operation input unit 205 acquires the signal of the safety confirmation operation by the driver.
  • the safety confirmation operation may be performed, for example, by the driver pressing a switch or the like installed in the driver's cab or the like, or by operating the touch panel with the display device 208 as a touch panel.
  • the speed control unit 202 erases the railroad crossing brake pattern 103 when the driver acquires the safety confirmation operation from the operation input unit 205. As a result, the train 101 enters the railroad crossing 102 according to the permission pattern 104 instead of the railroad crossing brake pattern 103.
  • the speed control unit 202 maintains the railroad crossing brake pattern 103 when the safety confirmation operation by the driver has not been acquired from the operation input unit 205. As a result, the train 101 decelerates according to the railroad crossing brake pattern 103 and enters the railroad crossing 102.
  • the control start point 106 is located in front of the cutoff completion point 107 by the distance when traveling at the maximum allowable speed for the cutoff completion time.
  • the control start point 106 is set in this way, but when the safety confirmation operation is not performed by the driver, the time from the start of the alarm at the railroad crossing 102 until the train 101 reaches the railroad crossing 102 is , The sum of the shutoff completion time and the standard time after the shutoff is completed, that is, the required standard alarm time, and the same safety as the current railroad crossing control is maintained.
  • control start point 106 is set at a position where the alarm time can be secured.
  • the present invention sets the control start point 106 at a position where the required standard alarm time can be secured on the premise that the vehicle decelerates during the standard time after the interruption is completed. Therefore, the control start point 106 is located closer to the railroad crossing 102 as compared with the current railroad crossing control.
  • the speed control unit 202 creates the railroad crossing brake pattern 103, but the brake command may be only output without creating the railroad crossing brake pattern 103.
  • the speed control unit 202 When the train 101 reaches the cutoff completion point 107, the speed control unit 202 outputs a brake command when the input of the safety confirmation operation by the driver has not been acquired from the operation input unit 205, and sets the railroad crossing brake pattern 103. Decelerate with the same speed curve.
  • the speed control unit 202 when the speed control unit 202 has acquired the input of the safety confirmation operation by the driver from the operation input unit 205, the speed control unit 202 can travel according to the permission pattern 104 without decelerating (without outputting the brake command). To. As a result, it is possible to carry out the same traveling as when the railroad crossing brake pattern 103 is erased.
  • FIG. 3 is a diagram showing a flowchart when the on-board control device 201 creates and deletes the railroad crossing brake pattern 103.
  • the on-board control device 201 performs the process according to the flowchart shown in FIG. 3 every time a new railroad crossing 102 is recognized in front of the train 101.
  • Step 301 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 railroad crossing 102 stored in the railroad crossing information storage device 203, and refers to the railroad crossing 102 through which the train 101 passes next. select.
  • the communication control unit 206 receives the moving image in the railroad crossing 102 by communicating with the wireless camera 108, and outputs the moving image in the railroad crossing 102 to the display device 208. At the same time, the speed control unit 202 also acquires the position of the railroad crossing 102 to pass next.
  • Step 302 The speed control unit 202 refers to the railroad crossing information storage device 203, and acquires the standard time after the completion of the cutoff at the railroad crossing 102. Then, the speed control unit 202 calculates the distance traveled by the train 101 from the maximum permissible speed when the train 101 decelerates and decelerates for a standard time after the completion of the interruption at the deceleration of the train 101, and this calculation is performed. The position before the position of the railroad crossing 102 acquired in step 301 by the distance obtained is set as the blocking completion point 107.
  • Step 303 The speed control unit 202 creates a brake pattern for decelerating from the cutoff completion point 107 calculated in step 302 to the railroad crossing 102 according to the deceleration of the train 101 as the railroad crossing brake pattern 103.
  • Step 304 The speed control unit 202 refers to the position of the train 101 calculated by the position calculation unit 204, and determines whether or not 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).
  • Step 305 The position calculation unit 204 updates the position of the train 101 and returns to step 304 (S304).
  • Step 306 The speed control unit 202 determines whether or not the operation input unit 205 has acquired the safety confirmation operation by the driver, and if it has acquired it (YES), proceeds to step 307 (S307), and if not (YES). NO), the process proceeds to step 308 (S308).
  • Step 307 The speed control unit 202 erases the railroad crossing brake pattern 103 created in step 303 on condition that the safety confirmation operation is performed by the driver.
  • Step 308 The speed control unit 202 refers to the position of the train 101 calculated by the position calculation unit 204, and determines whether or not the position of the train 101 has reached the position of the railroad crossing 102 acquired in step 301. If it has not been reached (NO), the process proceeds to step 309 (S309), and if it has been reached (YES), the process ends.
  • Step 309 The position calculation unit 204 updates the position of the train 101 and returns to step 306 (S306).
  • the train can enter the railroad crossing without erasing the railroad crossing brake pattern and decelerating. It is possible to shorten the warning time of railroad crossings.
  • the driver cannot confirm the safety inside the railroad crossing, by maintaining the railroad crossing brake pattern and approaching the railroad crossing while decelerating, it is possible to secure the same level crossing warning time as the current level crossing, which is the same as the current level crossing. It is also possible to ensure safety.
  • the operation input unit 205 applies image recognition processing technology to the moving image in the railroad crossing to recognize obstacles such as people and cars in the railroad crossing, and the railroad crossing.
  • image recognition processing technology to recognize obstacles such as people and cars in the railroad crossing, and the railroad crossing.
  • control start point 106 is set at a position where the warning time of the railroad crossing equivalent to the current one can be secured by decelerating and approaching the railroad crossing 102 when there is no safety confirmation operation by the driver. I am using it. With this method, safety can be ensured even when there is no safety confirmation operation by the driver.
  • Patent Document 2 discloses a method that can secure a required railroad crossing warning time without depending on the timing of railroad crossing warning start. For example, even if the train 101 does not start the railroad crossing warning when it reaches the control start point 106, but starts the railroad crossing warning after approaching the railroad crossing 102 further than the control start point 106, the technique disclosed in Patent Document 2. By applying, the required railroad crossing warning time can be secured.
  • Example 2 has the following features. That is, when the safety confirmation operation in the railroad crossing 102 is not performed by the driver of the train 101, the necessary warning time for the railroad crossing is secured by applying the technique disclosed in Patent Document 2. On the other hand, when the safety confirmation operation is performed by the driver, the railroad crossing brake pattern 103 is erased so that the train 101 can enter the railroad crossing 102.
  • FIG. 4 is a diagram showing an outline of the railroad crossing control system according to the second embodiment.
  • the difference from the first embodiment shown in FIG. 1 is that there is a control start point 106 that determines the alarm start timing of the railroad crossing 102, and a cutoff completion point 107 that is a deceleration start point when there is no safety confirmation operation by the driver. Instead, the end point of the railroad crossing brake pattern 103 (the position where the speed becomes 0) is in front of the railroad crossing 102.
  • control start point 106 and the cutoff completion point 107 do not exist is that the second embodiment does not specify the timing of the warning start of the railroad crossing, and it is not necessary to specify the point where the cutoff is completed.
  • the end point of the railroad crossing brake pattern 103 in the first embodiment shown in FIG. 1, a method is adopted in which the required warning time of the railroad crossing 102 can be secured by decelerating the train 101 and approaching the railroad crossing 102.
  • the second embodiment if the warning time of the railroad crossing 102 is insufficient, the train 101 may have to be stopped before the railroad crossing 102, so that the speed of the railroad crossing becomes 0 before the railroad crossing 102.
  • the brake pattern 103 needs to be used.
  • the configuration of the on-vehicle control device 201 is the same as that of the first embodiment shown in FIG. 2, the description thereof will be omitted.
  • FIG. 5 is a diagram showing a flowchart when the on-board control device 201 creates and erases 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 there is no processing related to the cutoff completion point 107 (steps 302, 304 and 305 shown in FIG. 3) and the shape of the railroad crossing brake pattern 103 is different.
  • the process of creating the railroad crossing brake pattern 103 in step 303 (S303) shown in FIG. 5 is changed to step 501 (S501) shown in FIG.
  • Step 501 The speed control unit 202 creates a brake pattern that stops before the railroad crossing 102 as the railroad crossing brake pattern 103.
  • the railroad crossing brake pattern 103 It is possible to shorten the warning time of the railroad crossing 102 by erasing the above and entering the railroad crossing 102 without decelerating the train 101 (according to the permission pattern 104). Further, when the driver cannot confirm the safety inside the railroad crossing 102, the alarm time of the railroad crossing 102 can be secured and the safety can be ensured by applying the technique disclosed in Patent Document 2.
  • the speed control unit 202 may add that the railroad crossing 102 has been shut off as a condition for erasing the railroad crossing brake pattern 103.
  • the completion of blocking the railroad crossing 102 may be added to the confirmation items when the driver confirms the safety inside the railroad crossing 102, or may be configured to wirelessly transmit the status information of the railroad crossing 102 to the train 101 from the railroad crossing 102. ..
  • an imaging device such as a wireless camera 108 is installed at the railroad crossing 102, and the driver confirms the safety from the captured moving image. It is not limited to any means.
  • a sensor device such as a millimeter-wave radar may be installed at the railroad crossing 102, and a driver may confirm safety from continuously detected sensor data.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

In contemporary railroad crossing control, the time from when a warning at a railroad crossing is issued to when a train arrives at the railroad crossing is always ensured as time necessary for ensuring safety at the railroad crossing. As a result, even when no obstacle is present in the railroad crossing and safety is ensured, a train cannot enter the railroad crossing until the necessary warning time has passed, and it is not possible to shorten the warning time. Thus, in order to shorten the warning time for the railroad crossing while ensuring safety, it is necessary to determine whether to allow entry of the train into the railroad crossing according to the state in the railroad crossing. In order to solve this problem, this railroad crossing control system comprises: a detector that is installed at a railroad crossing, and that transmits detection data yielded by continuously detecting the state in the railroad crossing; and a control device that receives the detection data. The control device allows entry of a train into the railroad crossing if safety in the railroad crossing can be confirmed according to the detection data.

Description

踏切制御システムおよび踏切制御方法Railroad crossing control system and railroad crossing control method
　本発明は、鉄道の列車制御における踏切制御システムおよび踏切制御方法に関する。 The present invention relates to a railroad crossing control system and a railroad crossing control method in railway train control.
　鉄道分野における踏切の制御においては、列車の位置に基づく制御が行われている。すなわち、列車の速度に関係なく、列車が予め定められた位置を通過したときに、踏切の警報が開始する。 In the railroad crossing control, control is performed based on the position of the train. That is, the railroad crossing warning starts when the train passes a predetermined position regardless of the speed of the train.
　それに対して、列車の速度や車両性能を考慮して、踏切の警報時間を確保する方式がある。例えば、特許文献１には、列車の現在位置と速度から加速して、踏切に到達するまでの時間を算出し、算出した時間が必要な警報時間に満たない場合には踏切の手前に列車を停車させる踏切ブレーキパターンを維持し、必要な警報時間を確保する方式が開示されている。 On the other hand, there is a method to secure the warning time of the railroad crossing in consideration of the train speed and vehicle performance. For example, in Patent Document 1, the time required to reach a railroad crossing by accelerating from the current position and speed of the train is calculated, and if the calculated time is less than the required warning time, the train is placed before the railroad crossing. A method of maintaining a railroad crossing brake pattern to stop a vehicle and ensuring a required alarm time is disclosed.
　あるいは、特許文献２には、踏切の警報開始からカウントした経過時間と踏切ブレーキパターン上から加速して踏切に到達するまでの時間との和が、必要な警報時間を超えていれば、踏切ブレーキパターンを消去することで、警報の開始タイミングに寄らず、必要な警報時間を確保する方式が開示されている。 Alternatively, according to Patent Document 2, if the sum of the elapsed time counted from the start of the railroad crossing warning and the time from the railroad crossing brake pattern to acceleration and reaching the railroad crossing exceeds the required warning time, the railroad crossing brake A method of securing a required alarm time without depending on the alarm start timing by erasing the pattern is disclosed.
特開２００４－２２４１５５号公報Japanese Unexamined Patent Publication No. 2004-224155 特開２０１７－１９００５８号公報Japanese Unexamined Patent Publication No. 2017-190058
　踏切の警報時間、つまり、警報を開始してから踏切に列車が到達するまでの時間は、踏切内の安全を確保するために必要な時間である。警報の開始時に踏切内に人や車等の障害物が存在した場合、それらが踏切外に除外されるまでの時間を確保しなければならないからである。 The warning time of a railroad crossing, that is, the time from the start of the warning until the train arrives at the railroad crossing, is the time required to ensure the safety inside the railroad crossing. This is because if there are obstacles such as people or cars inside the railroad crossing at the start of the warning, it is necessary to secure time until they are excluded from the railroad crossing.
　そのため、踏切制御子を、列車が踏切に到達するまでに必要な警報時間に対応する位置に設置して、列車が踏切制御子を通過すると踏切の警報を開始するという方式や、特許文献１または特許文献２に開示されるように、必要な踏切の警報時間を確保するために踏切ブレーキパターンを制御する方式がある。 Therefore, a method in which a railroad crossing controller is installed at a position corresponding to the warning time required for the train to reach the railroad crossing and a railroad crossing warning is started when the train passes the railroad crossing controller, or Patent Document 1 or As disclosed in Patent Document 2, there is a method of controlling a railroad crossing brake pattern in order to secure a required railroad crossing warning time.
　これらの方式は、踏切内の状態によらず、常に必要な警報時間を確保する方式である。そのため、既に踏切内に人や車等の障害物がなく踏切内の安全が確保されている状態であっても、必要な警報時間が経過するまで、列車は踏切に進入することができない。すなわち、警報時間を短くできないという課題がある。 These methods are methods that always secure the required alarm time regardless of the state inside the railroad crossing. Therefore, even if there are no obstacles such as people or cars in the railroad crossing and the safety in the railroad crossing is ensured, the train cannot enter the railroad crossing until the required warning time has elapsed. That is, there is a problem that the alarm time cannot be shortened.
　そこで、安全を確保しつつも踏切の警報時間を短くするために、踏切内の状態に応じて、列車が踏切へ進入する可否を決定する踏切制御システムを構築する必要がある。 Therefore, in order to shorten the warning time of the railroad crossing while ensuring safety, it is necessary to construct a railroad crossing control system that determines whether or not the train can enter the railroad crossing according to the state inside the railroad crossing.
　なお、踏切の警報開始以後に、突発的に踏切内に人や車等の障害物が侵入したような緊急事態には、踏切に近づきつつある列車は、直ちにブレーキを掛けるなどの緊急の対応が必要となる。このような事態は、踏切制御システムにおける制御態様に拘らず、当然に備わる必須の安全対策（緊急ブレーキ）であって、本発明において想定する事態に含まれるものではなく、別個に処理するものである。 In the event of an emergency such as a person or car suddenly entering the railroad crossing after the railroad crossing warning starts, trains approaching the railroad crossing should immediately apply the brakes. You will need it. Such a situation is an essential safety measure (emergency brake) that is naturally provided regardless of the control mode in the railroad crossing control system, and is not included in the situation assumed in the present invention, but is handled separately. is there.
　上記課題を解決するために、本発明に係る踏切制御システムの代表的な一つは、踏切に設置し当該踏切内の状態を連続的に検知した検知データを送信する検知器と、検知データを受信する制御装置とを備え、制御装置は、検知データから踏切内の安全が確認できた場合に列車の踏切への進入を許可することを特徴とする。 In order to solve the above problems, one of the typical railroad crossing control systems according to the present invention is a detector that is installed at a railroad crossing and transmits detection data that continuously detects the state inside the railroad crossing, and detection data. It is provided with a control device for receiving, and the control device is characterized in that when the safety inside the railroad crossing can be confirmed from the detection data, the train is allowed to enter the railroad crossing.
　本発明によれば、踏切内の安全が確保されていることが確認できる場合には、列車を踏切に早く進入させることができ、安全を確保しつつも踏切警報時間を短くすることが可能となる。 According to the present invention, when it can be confirmed that the safety in the railroad crossing is ensured, the train can be entered into the railroad crossing quickly, and the railroad crossing warning time can be shortened while ensuring the safety. Become.
本発明の実施例１に係る踏切制御システムの概要を示す図である。It is a figure which shows the outline of the railroad crossing control system which concerns on Example 1 of this invention. 車上制御装置とそれに付随する機器の構成の一例を示す図である。It is a figure which shows an example of the structure of the on-vehicle control device and the device associated with it. 実施例１の車上制御装置が踏切ブレーキパターンの作成と消去とを行う際のフローチャートを示す図である。It is a figure which shows the flowchart when the on-vehicle control device of Example 1 creates and deletes a railroad crossing brake pattern. 本発明の実施例２に係る踏切制御システムの概要を示す図である。It is a figure which shows the outline of the railroad crossing control system which concerns on Example 2 of this invention. 実施例２の車上制御装置が踏切ブレーキパターンの作成と消去とを行う際のフローチャートを示す図である。It is a figure which shows the flowchart when the on-vehicle control device of Example 2 creates and deletes a railroad crossing brake pattern.
　以下、本発明を実施するための形態として、本発明の実施例１および２を図面に基づいて説明する。 Hereinafter, Examples 1 and 2 of the present invention will be described with reference to the drawings as a mode for carrying out the present invention.
　図１は、本発明の実施例１に係る踏切制御システムの概要を示す図である。また、図２は、列車１０１に搭載されている車上制御装置２０１とそれに付随する機器の構成の一例を示す図である。 FIG. 1 is a diagram showing an outline of a railroad crossing control system according to a first embodiment of the present invention. Further, 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 associated therewith.
　先ず、図２に示す車上制御装置２０１の動作態様を、図１を用いて説明する。
　車上制御装置２０１は、列車１０１が制御開始点１０６を通過したとき、踏切１０２の警報を開始する。制御開始点１０６の算出方法については後述するが、ここで、本発明の特徴の１つが、制御開始点１０６を、現行の踏切制御と比較して踏切１０２に近い位置に設定することを可能にする点である。 First, the operation mode of the on-board control device 201 shown in FIG. 2 will be described with reference to FIG.
The on-board control device 201 starts an alarm for the railroad crossing 102 when the train 101 passes the control start point 106. The calculation method of the control start point 106 will be described later, but here, one of the features of the present invention is that the control start point 106 can be set at a position closer to the railroad crossing 102 as compared with the current railroad crossing control. It is a point to do.
　踏切の警報を開始する方法は、本発明の範囲外であるが、例えば、従来技術と同じく、制御開始点に踏切制御子を設置し、この踏切制御子を通過したことを条件に踏切の警報を開始してもよい。 The method of starting a railroad crossing alarm is outside the scope of the present invention, but for example, as in the prior art, a railroad crossing controller is installed at a control start point, and a railroad crossing alarm is given on condition that the railroad crossing controller is passed. May be started.
　踏切情報記憶装置２０３は、各踏切の位置、踏切の警報開始から踏切の遮断完了までの時間（以下、「遮断完了時間」という）および踏切の遮断完了から列車が踏切に到達するまでに確保しなければならない標準時間（以下、「遮断完了後標準時間」という）等を記憶している装置である。遮断完了時間と遮断完了後標準時間との和が、現行の踏切制御において必要とされる標準の警報時間となる。 The railroad crossing information storage device 203 secures the position of each railroad crossing, the time from the start of the warning of the railroad crossing to the completion of the railroad crossing cutoff (hereinafter referred to as "railroad crossing completion time"), and the time from the completion of the railroad crossing cutoff until the train reaches the railroad crossing. It is a device that stores the standard time that must be required (hereinafter referred to as "standard time after the completion of shutoff"). The sum of the cutoff completion time and the standard time after the cutoff is completed is the standard alarm time required in the current railroad crossing control.
　速度制御部２０２は、踏切情報記憶装置２０３を参照して踏切１０２の位置を取得し、取得した踏切１０２の位置から遮断完了点１０７を算出し、踏切ブレーキパターン１０３を作成する。 The speed control unit 202 acquires the position of the railroad crossing 102 with reference to the railroad crossing information storage device 203, calculates the cutoff completion point 107 from the acquired position of the railroad crossing 102, and creates the railroad crossing brake pattern 103.
　具体的に、速度制御部２０２は、この遮断完了点１０７の算出のために、踏切情報記憶装置２０３を参照して踏切１０２における遮断完了後標準時間を取得する。次に、速度制御部２０２は、許容される最高速度から、列車１０１の減速度で遮断完了後標準時間の間減速して走行した場合に、列車１０１が走行する距離を算出し、算出した距離分だけ踏切１０２の位置より手前の位置を遮断完了点１０７とする。なお、許容される最高速度や減速度については、信号制御や速度制御等を含む列車制御システムにおいて当然のごとく保持されている速度情報であって、速度制御部２０２は、この保持されている速度情報を用いて上記した算出を行うものである。 Specifically, the speed control unit 202 acquires the standard time after the railroad crossing 102 is completed by referring to the railroad crossing information storage device 203 in order to calculate the railroad crossing completion point 107. Next, the speed control unit 202 calculates the distance traveled by the train 101 from the maximum allowable speed when the train 101 decelerates and decelerates for a standard time after the deceleration of the train 101 is completed. The position before the railroad crossing 102 is set as the cutoff completion point 107. The maximum permissible speed and deceleration are speed information that is naturally held in the train control system including signal control, speed control, etc., and the speed control unit 202 is responsible for the held speed. The above calculation is performed using the information.
　さらに、速度制御部２０２は、列車１０２の減速度に従って、算出した遮断完了点１０７から踏切１０２まで減速するブレーキパターンを、踏切ブレーキパターン１０３として作成する。 Further, the speed control unit 202 creates a brake pattern for decelerating from the calculated cutoff completion point 107 to the railroad crossing 102 according to the deceleration of the train 102 as the railroad crossing brake pattern 103.
　通信制御部２０６は、無線機２０７を介して、踏切１０２内の様子を撮影できるように設置された無線カメラ１０８のような撮像機器から、踏切１０２内の動画像を受信し、その動画像を表示装置２０８に出力する。
　表示装置２０８は、例えば、運転台等に設置され、踏切１０２内の動画像などを表示する。 The communication control unit 206 receives a moving image in the railroad crossing 102 from an imaging device such as a wireless camera 108 installed so as to be able to take a picture of the inside of the railroad crossing 102 via the radio 207, and captures the moving image. Output to display device 208.
The display device 208 is installed in, for example, a driver's cab or the like, and displays a moving image in the railroad crossing 102 or the like.
　動画像を表示する対象となる踏切１０２については、通信制御部２０６が、位置算出部２０４で算出される列車１０１の位置を取得し、踏切情報記憶装置２０３に記憶されている踏切１０２の位置を参照することにより、列車１０１が次に通過する踏切１０２を選択すればよい。位置算出部２０４による列車１０１の位置算出方法は、本発明の範囲外であるが、例えば、図示しないトランスポンダ通過により、列車１０１の位置を認識し、その後、速度を積算して移動距離を算出することで、列車１０１の位置算出を行ってもよい。 For the railroad crossing 102 to be displayed as a moving image, the communication control unit 206 acquires the position of the train 101 calculated by the position calculation unit 204, and determines the position of the railroad crossing 102 stored in the railroad crossing information storage device 203. By referring to it, the railroad crossing 102 through which the train 101 passes next may 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 through a transponder (not shown), and then the speed is integrated to calculate the moving distance. Therefore, the position of the train 101 may be calculated.
　速度制御部２０２は、位置算出部２０４が算出する列車１０１の位置を参照し、遮断完了点１０７に列車１０１が接近すると、音を出す等の報知により、運転士に対して表示装置２０８に表示されている踏切１０２内の動画像の確認を促す。 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, displays it on the display device 208 to the driver by notifying the driver such as making a sound. It prompts the confirmation of the moving image in the railroad crossing 102.
　そこで運転士は、表示装置２０８に表示されている踏切１０２内の動画像の確認を行う。そして、踏切１０２の遮断完了と共に、踏切１０２内に人や車等の障害物がなく、踏切１０２内の安全が確認できる場合に、その安全確認操作を車上制御装置２０１に入力する。 Therefore, the driver confirms the moving image in the railroad crossing 102 displayed on the display device 208. Then, when the railroad crossing 102 is completely shut off and there are no obstacles such as people or vehicles in the railroad crossing 102 and the safety in the railroad crossing 102 can be confirmed, the safety confirmation operation is input to the on-board control device 201.
　操作入力部２０５は、運転士による安全確認操作の信号を取得する。その安全確認操作とは、例えば、運転台等に設置したスイッチ等を運転士が押すことで行ってもよいし、表示装置２０８をタッチパネルにして、そのタッチパネルを操作することで行ってもよい。 The operation input unit 205 acquires the signal of the safety confirmation operation by the driver. The safety confirmation operation may be performed, for example, by the driver pressing a switch or the like installed in the driver's cab or the like, or by operating the touch panel with the display device 208 as a touch panel.
　速度制御部２０２は、操作入力部２０５から運転士による安全確認操作を取得した場合に、踏切ブレーキパターン１０３を消去する。これにより、列車１０１は、踏切ブレーキパターン１０３ではなく、許可パターン１０４に従って踏切１０２に進入する。 The speed control unit 202 erases the railroad crossing brake pattern 103 when the driver acquires the safety confirmation operation from the operation input unit 205. As a result, the train 101 enters the railroad crossing 102 according to the permission pattern 104 instead of the railroad crossing brake pattern 103.
　一方で、速度制御部２０２は、操作入力部２０５から運転士による安全確認操作を取得していない場合には、踏切ブレーキパターン１０３を維持する。これにより、列車１０１は、踏切ブレーキパターン１０３に従って減速して踏切１０２に進入する。 On the other hand, the speed control unit 202 maintains the railroad crossing brake pattern 103 when the safety confirmation operation by the driver has not been acquired from the operation input unit 205. As a result, the train 101 decelerates according to the railroad crossing brake pattern 103 and enters the railroad crossing 102.
　制御開始点１０６は、許容される最高速度で遮断完了時間走行する場合の距離の分、遮断完了点１０７から手前の位置となる。制御開始点１０６はこのように設定されることになるが、運転士による安全確認操作が行われない場合に、踏切１０２の警報を開始してから列車１０１が踏切１０２に到達するまでの時間は、遮断完了時間と遮断完了後標準時間との和、つまり必要な標準の警報時間となり、現行の踏切制御と同等の安全が保たれることになる。 The control start point 106 is located in front of the cutoff completion point 107 by the distance when traveling at the maximum allowable speed for the cutoff completion time. The control start point 106 is set in this way, but when the safety confirmation operation is not performed by the driver, the time from the start of the alarm at the railroad crossing 102 until the train 101 reaches the railroad crossing 102 is , The sum of the shutoff completion time and the standard time after the shutoff is completed, that is, the required standard alarm time, and the same safety as the current railroad crossing control is maintained.
　ここで、制御開始点１０６の位置を現行の踏切制御と比較すると、現行の踏切制御では、遮断完了後標準時間の間は許容される最高速度で走行することを前提にして、必要な標準の警報時間を確保できる位置に制御開始点１０６が設定される。これに対して、本発明は、遮断完了後標準時間の間は減速することを前提にして、必要な標準の警報時間を確保できる位置に制御開始点１０６を設定する。そのため、制御開始点１０６は、現行の踏切制御と比較して踏切１０２に近い位置となる。 Here, comparing the position of the control start point 106 with the current railroad crossing control, in the current railroad crossing control, it is assumed that the vehicle travels at the maximum permissible speed during the standard time after the interruption is completed, and the required standard The control start point 106 is set at a position where the alarm time can be secured. On the other hand, the present invention sets the control start point 106 at a position where the required standard alarm time can be secured on the premise that the vehicle decelerates during the standard time after the interruption is completed. Therefore, the control start point 106 is located closer to the railroad crossing 102 as compared with the current railroad crossing control.
　さらに、上記した説明では、速度制御部２０２が踏切ブレーキパターン１０３を作成するとしたが、この踏切ブレーキパターン１０３を作成せずにブレーキ指令を出力するのみであってもよい。 Further, in the above description, the speed control unit 202 creates the railroad crossing brake pattern 103, but the brake command may be only output without creating the railroad crossing brake pattern 103.
　列車１０１が遮断完了点１０７に到達したとき、速度制御部２０２は、操作入力部２０５から運転士による安全確認操作の入力を取得していない場合にブレーキ指令を出力して、踏切ブレーキパターン１０３と同等の速度曲線で以て減速を行う。 When the train 101 reaches the cutoff completion point 107, the speed control unit 202 outputs a brake command when the input of the safety confirmation operation by the driver has not been acquired from the operation input unit 205, and sets the railroad crossing brake pattern 103. Decelerate with the same speed curve.
　一方、速度制御部２０２は、操作入力部２０５から運転士による安全確認操作の入力を取得している場合は、減速を行わず（ブレーキ指令を出力せず）、許可パターン１０４に沿って走行可能にする。これにより、踏切ブレーキパターン１０３を消去した場合と同等の走行を行うことができる。 On the other hand, when the speed control unit 202 has acquired the input of the safety confirmation operation by the driver from the operation input unit 205, the speed control unit 202 can travel according to the permission pattern 104 without decelerating (without outputting the brake command). To. As a result, it is possible to carry out the same traveling as when the railroad crossing brake pattern 103 is erased.
　図３は、車上制御装置２０１が踏切ブレーキパターン１０３の作成と消去とを行う際のフローチャートを示す図である。車上制御装置２０１は、図３に示すフローチャートによる処理を、列車１０１の前方に新たな踏切１０２を認識する度に行う。 FIG. 3 is a diagram showing a flowchart when the on-board control device 201 creates and deletes the railroad crossing brake pattern 103. The on-board control device 201 performs the process according to the flowchart shown in FIG. 3 every time a new railroad crossing 102 is recognized in front of the train 101.
　以下に、各ステップにおける処理内容について説明する。なお、以下のフローチャートには、先に説示したとおり、踏切遮断後に突発的に踏切内へ進入した人や車等の障害物への対策については、対象外としている（別処理で対応）。
（１）ステップ３０１（Ｓ３０１）
　通信制御部２０６は、位置算出部２０４が算出した列車１０１の位置を取得して、踏切情報記憶装置２０３に記憶されている踏切１０２の位置を参照し、列車１０１が次に通過する踏切１０２を選択する。 The processing contents in each step will be described below. In addition, as explained earlier, the following flowchart does not cover measures against obstacles such as people and cars that suddenly entered the railroad crossing after the railroad crossing was cut off (corresponding by another process).
(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 railroad crossing 102 stored in the railroad crossing information storage device 203, and refers to the railroad crossing 102 through which the train 101 passes next. select.
　また、通信制御部２０６は、無線カメラ１０８との通信により踏切１０２内の動画像を受信して、表示装置２０８に当該踏切１０２内の動画像を出力する。
　併せて、速度制御部２０２も同様に、次に通過する踏切１０２の位置を取得する。 Further, the communication control unit 206 receives the moving image in the railroad crossing 102 by communicating with the wireless camera 108, and outputs the moving image in the railroad crossing 102 to the display device 208.
At the same time, the speed control unit 202 also acquires the position of the railroad crossing 102 to pass next.
（２）ステップ３０２（Ｓ３０２）
　速度制御部２０２は、踏切情報記憶装置２０３を参照し、踏切１０２における遮断完了後標準時間を取得する。そして、速度制御部２０２は、許容される最高速度から、列車１０１の減速度でこの遮断完了後標準時間の間減速して走行した場合に、列車１０１が走行する距離を算出すると共に、この算出した距離分だけステップ３０１で取得した踏切１０２の位置より手前の位置を遮断完了点１０７とする。 (2) Step 302 (S302)
The speed control unit 202 refers to the railroad crossing information storage device 203, and acquires the standard time after the completion of the cutoff at the railroad crossing 102. Then, the speed control unit 202 calculates the distance traveled by the train 101 from the maximum permissible speed when the train 101 decelerates and decelerates for a standard time after the completion of the interruption at the deceleration of the train 101, and this calculation is performed. The position before the position of the railroad crossing 102 acquired in step 301 by the distance obtained is set as the blocking completion point 107.
（３）ステップ３０３（Ｓ３０３）
　速度制御部２０２は、ステップ３０２で算出した遮断完了点１０７から踏切１０２まで列車１０１の減速度に従って減速するブレーキパターンを、踏切ブレーキパターン１０３として作成する。 (3) Step 303 (S303)
The speed control unit 202 creates a brake pattern for decelerating from the cutoff completion point 107 calculated in step 302 to the railroad crossing 102 according to the deceleration of the train 101 as the railroad crossing brake pattern 103.
（４）ステップ３０４（Ｓ３０４）
　速度制御部２０２は、位置算出部２０４が算出する列車１０１の位置を参照し、列車１０１の位置がステップ３０２で算出した遮断完了点１０７に到達したか否かを判定する。到達していれば（ＹＥＳ）、ステップ３０６（Ｓ３０６）へ進み、到達していなければ（ＮＯ）、ステップ３０５（Ｓ３０５）へ進む。 (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 or not 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）ステップ３０５（Ｓ３０５）
　位置算出部２０４は、列車１０１の位置を更新し、ステップ３０４（Ｓ３０４）に戻る。 (5) Step 305 (S305)
The position calculation unit 204 updates the position of the train 101 and returns to step 304 (S304).
（６）ステップ３０６（Ｓ３０６）
　速度制御部２０２は、操作入力部２０５が運転士による安全確認操作を取得したか否かを判定し、取得していれば（ＹＥＳ）、ステップ３０７（Ｓ３０７）へ進み、取得していなければ（ＮＯ），ステップ３０８（Ｓ３０８）へ進む。 (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, and if it has acquired it (YES), proceeds to step 307 (S307), and if not (YES). NO), the process proceeds to step 308 (S308).
（７）ステップ３０７（Ｓ３０７）
　速度制御部２０２は，運転士による安全確認操作が行われたことを条件に、ステップ３０３で作成した踏切ブレーキパターン１０３を消去する。 (7) Step 307 (S307)
The speed control unit 202 erases the railroad crossing brake pattern 103 created in step 303 on condition that the safety confirmation operation is performed by the driver.
（８）ステップ３０８（Ｓ３０８）
　速度制御部２０２は、位置算出部２０４が算出する列車１０１の位置を参照し、列車１０１の位置がステップ３０１で取得した踏切１０２の位置に到達したか否かを判定する。到達していなければ（ＮＯ）、ステップ３０９（Ｓ３０９）へ進み、到達していれば（ＹＥＳ）、処理を終了する。 (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 or not the position of the train 101 has reached the position of the railroad crossing 102 acquired in step 301. If it has not been reached (NO), the process proceeds to step 309 (S309), and if it has been reached (YES), the process ends.
（９）ステップ３０９（Ｓ３０９）
　位置算出部２０４は、列車１０１の位置を更新して、ステップ３０６（Ｓ３０６）に戻る。 (9) Step 309 (S309)
The position calculation unit 204 updates the position of the train 101 and returns to step 306 (S306).
　以上のフローチャートによる処理により、踏切内の動画像により運転士が踏切内の安全を確認できた場合には、踏切ブレーキパターンを消去して減速することなく列車が踏切に進入することができるため、踏切の警報時間を短くすることが可能となる。 If the driver can confirm the safety inside the railroad crossing from the moving image inside the railroad crossing by the processing according to the above flowchart, the train can enter the railroad crossing without erasing the railroad crossing brake pattern and decelerating. It is possible to shorten the warning time of railroad crossings.
　さらに、運転士が踏切内の安全を確認できない場合には、踏切ブレーキパターンを維持して、減速しながら踏切に接近することで、現行と同等の踏切の警報時間を確保でき、現行と同等の安全を確保することも可能となる。 Furthermore, if the driver cannot confirm the safety inside the railroad crossing, by maintaining the railroad crossing brake pattern and approaching the railroad crossing while decelerating, it is possible to secure the same level crossing warning time as the current level crossing, which is the same as the current level crossing. It is also possible to ensure safety.
　また、操作入力部２０５において、運転士による安全確認操作を取り込む代わりに、踏切内の動画像に対して画像認識処理技術を適用して踏切内の人や車等の障害物を認識し、踏切内に人や車等の障害物がないと認識される場合に、踏切内の安全確認を判定する構成を採用してもよい。 Further, instead of capturing the safety confirmation operation by the driver, the operation input unit 205 applies image recognition processing technology to the moving image in the railroad crossing to recognize obstacles such as people and cars in the railroad crossing, and the railroad crossing. When it is recognized that there are no obstacles such as people or cars inside the railroad crossing, a configuration for determining safety confirmation inside the railroad crossing may be adopted.
　先の実施例１は、運転士による安全確認操作がない場合に、減速して踏切１０２に接近することで、現行と同等の踏切の警報時間を確保できる位置に制御開始点１０６を定める方式を用いている。この方式によって、運転士による安全確認操作がない場合であっても、安全を確保できる構成となっている。 In the first embodiment, the control start point 106 is set at a position where the warning time of the railroad crossing equivalent to the current one can be secured by decelerating and approaching the railroad crossing 102 when there is no safety confirmation operation by the driver. I am using it. With this method, safety can be ensured even when there is no safety confirmation operation by the driver.
　一方で、特許文献２には、踏切の警報開始のタイミングに依存せずに必要な踏切の警報時間を確保できる方式が開示されている。例えば、列車１０１が、制御開始点１０６に到達時には踏切の警報を開始せずに、制御開始点１０６よりさらに踏切１０２に近付いてから踏切の警報を開始したとしても、特許文献２に開示の技術を適用すれば、必要な踏切の警報時間を確保することができる。 On the other hand, Patent Document 2 discloses a method that can secure a required railroad crossing warning time without depending on the timing of railroad crossing warning start. For example, even if the train 101 does not start the railroad crossing warning when it reaches the control start point 106, but starts the railroad crossing warning after approaching the railroad crossing 102 further than the control start point 106, the technique disclosed in Patent Document 2. By applying, the required railroad crossing warning time can be secured.
　本発明に係る実施例２は、以下の特徴を有する。すなわち、列車１０１の運転士による踏切１０２内の安全の確認操作が行われない場合に、特許文献２に開示の技術を適用することにより必要な踏切の警報時間を確保する。一方、運転士による安全確認操作が行われた場合に、踏切ブレーキパターン１０３を消去して列車１０１が踏切１０２に進入することを可能にする。 Example 2 according to the present invention has the following features. That is, when the safety confirmation operation in the railroad crossing 102 is not performed by the driver of the train 101, the necessary warning time for the railroad crossing is secured by applying the technique disclosed in Patent Document 2. On the other hand, when the safety confirmation operation is performed by the driver, the railroad crossing brake pattern 103 is erased so that the train 101 can enter the railroad crossing 102.
　図４は、実施例２に係る踏切制御システムの概要を示す図である。図１に示す実施例１との違いは、踏切１０２の警報開始のタイミングを定める制御開始点１０６と、運転士による安全確認操作がない場合における減速開始点となる遮断完了点１０７とが存在せず、踏切ブレーキパターン１０３の終点（速度０となる位置）が踏切１０２の手前となっている点である。 FIG. 4 is a diagram showing an outline of the railroad crossing control system according to the second embodiment. The difference from the first embodiment shown in FIG. 1 is that there is a control start point 106 that determines the alarm start timing of the railroad crossing 102, and a cutoff completion point 107 that is a deceleration start point when there is no safety confirmation operation by the driver. Instead, the end point of the railroad crossing brake pattern 103 (the position where the speed becomes 0) is in front of the railroad crossing 102.
　制御開始点１０６と遮断完了点１０７とが存在しないのは、実施例２が踏切の警報開始のタイミングを特定せず、遮断完了となる地点も特定する必要がない方式であることに依る。 The reason why the control start point 106 and the cutoff completion point 107 do not exist is that the second embodiment does not specify the timing of the warning start of the railroad crossing, and it is not necessary to specify the point where the cutoff is completed.
　また、踏切ブレーキパターン１０３の終点について、図１に示す実施例１では、列車１０１を減速して踏切１０２に接近することで必要な踏切１０２の警報時間を確保できる方式を採用した。それに対して、実施例２では、踏切１０２の警報時間が不足する場合には、列車１０１を踏切１０２の手前に停車させなければならない可能性があるため、踏切１０２の手前で速度０となる踏切ブレーキパターン１０３にする必要がある。 Further, regarding the end point of the railroad crossing brake pattern 103, in the first embodiment shown in FIG. 1, a method is adopted in which the required warning time of the railroad crossing 102 can be secured by decelerating the train 101 and approaching the railroad crossing 102. On the other hand, in the second embodiment, if the warning time of the railroad crossing 102 is insufficient, the train 101 may have to be stopped before the railroad crossing 102, so that the speed of the railroad crossing becomes 0 before the railroad crossing 102. The brake pattern 103 needs to be used.
　ここで、車上制御装置２０１の構成については、実施例２も図２に示す実施例１と同じであるため、その説明を省略する。 Here, since the configuration of the on-vehicle control device 201 is the same as that of the first embodiment shown in FIG. 2, the description thereof will be omitted.
　次に、図５は、実施例２において車上制御装置２０１が踏切ブレーキパターン１０３の作成と消去とを行う際のフローチャートを示す図である。図３に示す実施例１におけるフローチャートとの違いは、遮断完了点１０７に関する処理（図３に示すステップ３０２、３０４および３０５）が存在しない点と、踏切ブレーキパターン１０３の形状が異なるため、図３に示すステップ３０３（Ｓ３０３）の踏切ブレーキパターン１０３の作成処理を、図５に示すステップ５０１（Ｓ５０１）に変更している点である。 Next, FIG. 5 is a diagram showing a flowchart when the on-board control device 201 creates and erases 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 there is no processing related to the cutoff completion point 107 (steps 302, 304 and 305 shown in FIG. 3) and the shape of the railroad crossing brake pattern 103 is different. The process of creating the railroad crossing brake pattern 103 in step 303 (S303) shown in FIG. 5 is changed to step 501 (S501) shown in FIG.
（１０）ステップ５０１（Ｓ５０１）
　速度制御部２０２は、踏切１０２の手前で停車するブレーキパターンを踏切ブレーキパターン１０３として作成する。 (10) Step 501 (S501)
The speed control unit 202 creates a brake pattern that stops before the railroad crossing 102 as the railroad crossing brake pattern 103.
　以上、実施例２は、図５に示すフローチャートに基づく処理により、実施例１と同様に、踏切１０２内の動画像により運転士が踏切内の安全を確認できた場合には、踏切ブレーキパターン１０３を消去し、列車１０１が減速することなく（許可パターン１０４により）踏切１０２に進入することにより、踏切１０２の警報時間を短くすることが可能となる。さらに、運転士が踏切１０２内の安全を確認できない場合には、特許文献２に開示の技術を適用することにより、踏切１０２の警報時間を確保でき、かつ安全も確保することが可能となる。 As described above, in the second embodiment, similarly to the first embodiment, when the driver can confirm the safety in the railroad crossing by the moving image in the railroad crossing 102 by the processing based on the flowchart shown in FIG. 5, the railroad crossing brake pattern 103 It is possible to shorten the warning time of the railroad crossing 102 by erasing the above and entering the railroad crossing 102 without decelerating the train 101 (according to the permission pattern 104). Further, when the driver cannot confirm the safety inside the railroad crossing 102, the alarm time of the railroad crossing 102 can be secured and the safety can be ensured by applying the technique disclosed in Patent Document 2.
　また、速度制御部２０２は、より安全性を高めるために、踏切１０２の遮断が完了していることを、踏切ブレーキパターン１０３を消去するための条件に加えてもよい。踏切１０２の遮断完了については、運転士が踏切１０２内の安全を確認する際の確認項目に加えてもよいし、踏切１０２から無線で踏切１０２の状態情報として列車１０１に送信する構成としてもよい。 Further, in order to further enhance safety, the speed control unit 202 may add that the railroad crossing 102 has been shut off as a condition for erasing the railroad crossing brake pattern 103. The completion of blocking the railroad crossing 102 may be added to the confirmation items when the driver confirms the safety inside the railroad crossing 102, or may be configured to wirelessly transmit the status information of the railroad crossing 102 to the train 101 from the railroad crossing 102. ..
　さらに、踏切１０２内の安全を確認するための手段として、無線カメラ１０８のような撮像機器を踏切１０２に設置し、撮影した動画像から運転士が安全確認を行う形態を示したが、このような手段に限定されるものではない。例えば、ミリ波レーダ等のようなセンサ機器を踏切１０２に設置し、連続的に検知したセンサデータから運転士が安全確認を行う形態を採用してもよい。 Further, as a means for confirming the safety inside the railroad crossing 102, an imaging device such as a wireless camera 108 is installed at the railroad crossing 102, and the driver confirms the safety from the captured moving image. It is not limited to any means. For example, a sensor device such as a millimeter-wave radar may be installed at the railroad crossing 102, and a driver may confirm safety from continuously detected sensor data.
１０１…列車、１０２…踏切、１０３…踏切ブレーキパターン、１０４…許可パターン、１０５…列車速度、１０６…制御開始点、１０７…遮断完了点、１０８…無線カメラ、２０１…車上制御装置、２０２…速度制御部、２０３…踏切情報記憶装置、２０４…位置算出部、２０５…操作入力部、２０６…通信制御部、２０７…無線機、２０８…表示装置 101 ... train, 102 ... railroad crossing, 103 ... railroad crossing brake pattern, 104 ... permission pattern, 105 ... train speed, 106 ... control start point, 107 ... shutoff completion point, 108 ... wireless camera, 201 ... on-board control device, 202 ... Speed control unit, 203 ... Railroad crossing information storage device, 204 ... Position calculation unit, 205 ... Operation input unit, 206 ... Communication control unit, 207 ... Radio, 208 ... Display device

Claims (10)

  1. 　踏切に設置し当該踏切内の状態を連続的に検知した検知データを送信する検知器と、
    　前記検知データを受信する制御装置と
    を備え、
    　前記制御装置は、前記検知データから前記踏切内の安全が確認できた場合に列車の前記踏切への進入を許可する
    ことを特徴とする踏切制御システム。     A detector installed at a railroad crossing and transmitting detection data that continuously detects the state inside the railroad crossing,
    It is equipped with a control device that receives the detection data.
    The control device is a railroad crossing control system characterized in that when the safety in the railroad crossing can be confirmed from the detection data, the train is allowed to enter the railroad crossing.
  2. 　請求項１に記載の踏切制御システムであって、
    　前記制御装置は、速度制御部を有し、
    　前記速度制御部は、前記踏切の手前で前記列車を減速させる踏切ブレーキパターンを作成すると共に、前記検知データから前記踏切内の安全が確認できた場合に前記踏切ブレーキパターンを消去する
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to claim 1.
    The control device has a speed control unit and has a speed control unit.
    The speed control unit is characterized in that it creates a railroad crossing brake pattern for decelerating the train before the railroad crossing, and deletes the railroad crossing brake pattern when safety in the railroad crossing can be confirmed from the detection data. Railroad crossing control system.
  3. 　請求項１に記載の踏切制御システムであって、
    　前記制御装置は、速度制御部を有し、
    　前記速度制御部は、前記踏切の手前で前記列車を停止させる踏切ブレーキパターンを作成すると共に、前記検知データから前記踏切内の安全が確認できた場合に前記踏切ブレーキパターンを消去する
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to claim 1.
    The control device has a speed control unit and has a speed control unit.
    The speed control unit is characterized in that it creates a railroad crossing brake pattern that stops the train before the railroad crossing, and deletes the railroad crossing brake pattern when safety in the railroad crossing can be confirmed from the detection data. Railroad crossing control system.
  4. 　請求項２に記載の踏切制御システムであって、
    　前記速度制御部は、前記踏切ブレーキパターンを、踏切毎に設定された当該踏切の遮断完了から前記列車が当該踏切へ到達までに確保しなければならない時間分、許容された最高速度から減速して当該踏切に到達する減速パターンにより作成し、
    　前記制御装置は、前記列車が前記踏切毎に設定された前記踏切の警報の開始から遮断の完了までの時間を前記許容された最高速度で走行した距離分、前記踏切ブレーキパターンの始点より前記列車の進行方向手前で前記警報を開始する
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to claim 2.
    The speed control unit decelerates the railroad crossing brake pattern from the maximum allowable speed for the time that must be secured from the completion of shutting off the railroad crossing set for each railroad crossing to the arrival of the train at the railroad crossing. Created according to the deceleration pattern that reaches the railroad crossing
    The control device starts the train from the start point of the railroad crossing brake pattern by the distance traveled by the train at the maximum allowable speed for the time from the start of the alarm of the railroad crossing to the completion of the interruption set for each railroad crossing. A railroad crossing control system characterized in that the alarm is started before the traveling direction of the railroad crossing.
  5. 　請求項１～４のいずれか１項に記載の踏切制御システムであって、
    　前記列車は、表示装置を備え、
    　前記制御装置は、前記表示装置に前記検知データを表示させ、前記踏切内の安全を確認した確認操作入力を受け取ることにより前記踏切内の安全が確保できたと判断する
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to any one of claims 1 to 4.
    The train is equipped with a display device
    The control device is characterized in that it displays the detection data on the display device and receives a confirmation operation input confirming the safety in the railroad crossing to determine that the safety in the railroad crossing has been ensured. ..
  6. 　請求項１～５のいずれか１項に記載の踏切制御システムであって、
    　前記検知器は、前記踏切内の動画像を撮影する撮像器である
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to any one of claims 1 to 5.
    The railroad crossing control system is characterized in that the detector is an imager that captures a moving image in the railroad crossing.
  7. 　請求項６に記載の踏切制御システムであって、
    　前記制御装置は、前記動画像に対して画像認識処理を行うことで前記踏切内の安全が確保されているか否かを判定する
    ことを特徴とする踏切制御システム。     The railroad crossing control system according to claim 6.
    The control device is a railroad crossing control system characterized in that it determines whether or not safety in the railroad crossing is ensured by performing image recognition processing on the moving image.
  8. 　踏切に設置した検知器が当該踏切内の状態を連続的に検知した検知データを送信し、
    　受信した前記検知データに基づいて前記踏切内の安全を確認し、
    　前記踏切内の安全が確認できた場合に列車の前記踏切への進入を許可する
    ことを特徴とする踏切制御方法。     A detector installed at a railroad crossing transmits detection data that continuously detects the state inside the railroad crossing,
    Confirm the safety inside the railroad crossing based on the received detection data,
    A railroad crossing control method comprising permitting a train to enter the railroad crossing when the safety in the railroad crossing can be confirmed.
  9. 　請求項８に記載の踏切制御方法であって、
    　前記踏切内の安全が確認できた場合に前記踏切の手前で前記列車を減速または停止させる踏切ブレーキパターンを消去する
    ことを特徴とする踏切制御方法。     The railroad crossing control method according to claim 8.
    A railroad crossing control method characterized by erasing a railroad crossing brake pattern that decelerates or stops the train before the railroad crossing when safety in the railroad crossing can be confirmed.
  10. 　請求項８または９に記載の踏切制御方法であって、
    　前記検知データを表示させ、前記踏切内の安全を確認した場合に入力される確認操作入力を受け取り、当該確認操作入力を受け取ると前記踏切内の安全が確認できたと判断する
    ことを特徴とする踏切制御方法。     The railroad crossing control method according to claim 8 or 9.
    A railroad crossing characterized in that the detection data is displayed, a confirmation operation input input when the safety in the railroad crossing is confirmed is received, and when the confirmation operation input is received, it is determined that the safety in the railroad crossing has been confirmed. Control method.
PCT/JP2020/033564 2019-10-01 2020-09-04 Railroad crossing control system and railroad crossing control method WO2021065343A1 (en)

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