JP4121897B2 - On-orbit moving body control device and advance direction detection device - Google Patents

Description

ここでＬは制動距離、Ｖは制動初速度、ｔは空走時間、ｒｉは勾配係数、ΣＷｉは、自重および被牽引車の重量の総和、Ｆｉはブレーキシリンダ力、Ｒｉはブレーキ倍率、ｆｍｉは制輪子の平均摩擦係数（＝天候係数×（１．０１×Ｖ）／（１．０５×Ｖ）とする。勾配係数は、ＧＰＳ観測により取得した位置情報に対応する電子地図上の地点の勾配係数から取得する。天候係数は雨天、それ以外の天候におけるそれぞれレールと車輪の間の摩擦係数を算出するために使用される値であり、雨信号により使用する値を切り換えて使用する。
【００３１】
また、コントローラ１０８はインタフェース・ユニット１０３から前後進信号を受信し、記憶した載置方向と前後進信号から移動体の進行方向を判断する。コントローラ１０８は、移動体が電子地図上に存在するとき、自移動体に関する情報（車種、号機、位置情報、軌道情報、進行方向、速度、時刻）を無線機１１７に出力する。より好適には、他移動体が自移動体の車両前端および後端の位置を正確に算出できるように、移動体の全長、ＧＰＳ受信機アンテナの車両前端からの位置も送信することが好ましい。無線機１１７はこれを送信するとともに、受信した他移動体からの情報をコントローラ１０８に出力する。
【００３２】
図２は、軌道上に自移動体２０１および他移動体２０２が存在するときの自移動体の速度制御を説明する図である。この場合では、他移動体２０２の位置を停止目標の候補点として扱う。自移動体２０１および他移動体２０２のそれぞれのＧＰＳ受信機は、ＧＰＳ衛星２０３からのＧＰＳ信号を受信して自己の位置情報を取得する。他移動体２０２のコントローラは、記憶した車種、号機、軌道情報、載置方向および検知した車速情報、前後進信号から、自己に関する情報（車種、号機、位置情報、軌道情報、進行方向、速度、時刻）をその無線機を用いて送信する。
【００３３】
自移動体２０１のコントローラは、他移動体２０２からの信号を無線機により受信すると、自移動体２０１および他移動体２０２の位置情報から両者の相対位置を算出して他移動体が自己のモニタに表示可能な範囲にあるか否かを判断し、もし表示可能であれば他移動体の位置情報、軌道情報を用いてモニタ内に表示する。さらにその際に両者の軌道情報を比較して、他移動体２０２が自移動体２０１と同一軌道上の進行方向前方に位置すると判断した場合は、「予告警報」信号を出力する。軌道情報の比較の際には、軌道情報に含まれる線別または線種のどちらか一方を比較してもよく、両方を比べてもよい。
【００３４】
自移動体２０１がさらに進み、他移動体２０２との相対距離が、制動距離、現在速度で減速操作可能な一定時間内に移動する距離および停止余裕距離の和以下となると、自移動体２０１のコントローラは「警報」信号を出力する。このとき運転者が危険に気付き減速操作を行って、自移動体と他移動体との相対距離が広がると警報が解除される。しかし運転者が危険に気付かずに、更に自移動体２０１と他移動体２０２との相対距離が、制動距離および停止余裕距離の和以下となると、自移動体２０１のコントローラは、「非常停止」信号を出力する。一度、「非常停止」信号が出力されると、車速が一定時間０であることを認識した後に解除信号を取得するまで「非常停止」信号が停止しないので、自移動体２０１は確実に停止することができる。さらに実際の移動体制御装置の設計にあたってより詳細には、自移動体２０１の前端または後端から他移動体２０２の後端または前端までの相対距離をより正確に算出するために、相対距離の算出にあたっては自移動体または他移動体の移動体の全長及びＧＰＳ受信機アンテナの移動体前端からの位置も考慮する。例えば図２の例では、自移動体２０１の前端と他移動体２０２の後端の相対距離＝両者のＧＰＳ受信機間の相対距離−（自移動体のＧＰＳ受信機アンテナの移動体前端からの距離＋他移動体の移動体の全長）＋自移動体のＧＰＳ受信機アンテナの移動体前端からの距離となり、実際の相対距離は、ＧＰＳ受信機間の相対距離より小さくなるため、これを考慮して相対距離を算出することによりさらに安全な制御が可能となる。
【００３５】
また前記制御方法は、他移動体２０２が停止している場合または自移動体２０１から遠ざかっている場合には問題ないが、他移動体２０２が接近してくる場合には自移動体２０１が非常ブレーキをかけた後に他移動体２０２が予め算出した制動距離よりも接近してくる場合が生じるため、両移動体の衝突を防止することができない。したがって、自移動体２０１のコントローラは、自移動体２０１と他移動体２０２の軌道情報を比較して両者が同一軌道上を走行していると判定し、かつ両者の進行方向を比較し相互に接近する方向に移動していると判定した場合には、自移動体２０１の制動距離とともに他移動体２０２の制動距離を算出して、両者の相対距離が、両者の制動距離の和と、現在速度で減速操作可能な一定時間内に移動する距離および停止余裕距離との和以下となると「警報」信号を出力し、両者の制動距離の和および停止余裕距離の和以下となると、「非常停止」信号を出力する。自移動体２０１が他移動体２０２の制動距離を算出する際には、他移動体２０２の自重、被牽引車の重量の総和、ブレーキシリンダ力、ブレーキ倍率、制輪子の平均摩擦係数といった制動性能を無線通信手段により取得することが好適であるが、自移動体２０１は、自移動体２０２の前記制動性能を自移動体のそれと同じとして計算して、他移動体２０２の制動距離を算出しても差し支えない。なぜならば移動体２０１，２０２の制動性能に差異がある場合、例えば自移動体２０１の制動性能が他移動体２０２の制動性能よりも良い場合では、制動性能の悪い他移動体２０２の方で、自移動体２０１の制動距離を本来の制動距離よりも長く見積もって自移動体２０１の停止位置よりも手前で停止するからである。
【００３６】
自移動体２０１および／または他移動体２０２がトンネル内にある場合はＧＰＳ観測を行うことができないため、座標情報を利用した相対距離の算出はできない。この場合は、両移動体が記憶している自己が位置するキロ程の比較により相対距離の算出を行う。移動体のコントローラはトンネル入口において、ＧＰＳ観測して得た座標情報と対応する座標情報を持つ電子地図上の点の軌道情報を参照することにより、自己がトンネルに入ることを判断することができる。トンネル入口付近の電子地図上の地点は精密に測量されているので、コントローラは、前記の通り現在走行している正確なキロ程を電子地図から取得することができる。コントローラはそのキロ程に車速信号を積算した移動距離を加算して現在走行しているキロ程を算出する。またコントローラはこうして算出したキロ程と対応するキロ程をもつ電子地図上の軌道情報を参照することにより、自己がトンネルから出ることを判断することができる。トンネルから出た移動体のコントローラは、再びＧＰＳ観測により座標情報を取得する。
【００３７】
自移動体２０１がトンネル内にある場合は、自移動体２０１は座標情報を取得することができないので、他移動体２０２へ座標情報の送信および座標情報同士の比較による他移動体２０２との相対距離の算出ができない。したがって、自移動体２０１のコントローラはキロ程のみを含む位置情報をその無線機から送信する。また他移動体２０２から送信された位置情報のうちキロ程だけを取り出し、それを自移動体のキロ程と比較して相対距離の算出を行う。反対に他移動体２０２がトンネル内にある場合は、他移動体２０２から送信された位置情報にはキロ程しか含まれないので、それを自移動体のキロ程と比較して相対距離の算出を行う。
【００３８】
前記の通り、自移動体２０１および／または他移動体２０２がトンネル内にある場合は、相対距離の算出に車速信号を積分して得たキロ程を用いる。しかし車速信号の積算による移動距離には力行時またはブレーキ時のスリップによる誤差が含まれるため、その誤差により生じる危険を回避する必要がある。このため警報および非常停止の出力可否を判断する算出の際に安全率を加算する。例えば、警報を出力可否の判断の際に、制動距離を安全率１２０％で乗算して、すなわち２０％増しで算出するなどである。
【００３９】
本移動体制御装置を搭載した複数の移動体を連結する場合には、両移動体を停止余裕距離以下に接近させる必要がある。このため、他移動体と一定距離内において、移動体の車速センサが車速０を検知している間に、図示しないスイッチなどの入力手段による「確認操作」が行われると、コントローラは再接近を許容する。この間、移動体の速度が所定の速度以下の低速であれば、コントローラは「非常停止」信号を出力しないが、所定の速度を超えた場合には「非常停止」信号を出力する。
【００４０】
本移動体制御装置を搭載した移動体を複数連結して同一方向に運転する場合には、複数の移動体が近接しているため不要な警報鳴動、ブレーキ動作が生じてしまうことになる。特に移動体が動力付きの保守作業車の場合には、このような運転形態に重連運転および協調運転と呼ばれる２つの形態がある。重連運転とは連結する複数の動力車の１つを主機、それ以外を補機と定めて操作回路を接続しておき、運転者が主機だけを操作することにより補機の操作も同時に行われる運転形態である。この場合にコントローラは、インタフェース・ユニットを介して入力される主機・補機・単車信号により、自移動体が主機または補機であるか否かを判断し、自移動体が補機であると判断した場合は「警報」および「非常停止」の出力機能を停止する。また自移動体が主機の場合、進行方向前位に連結された主機が前進運転（牽引運転）する場合は、何ら問題なく運転することができるが、後進運転（推進運転）する場合には、進行方向の前方に存在する補機のために主機に速度制限がかかるため、「非常停止」信号が出力される速度未満で走行する必要がある。特に主機の進行方向直前に補機が連結された場合には、主機と補機の相対距離が常に停止余裕距離以下となる。この場合は前記の連結時の「確認操作」を行うことにより所定の速度以下で運転を行う。このような速度制御を回避するため重連運転の場合には、図示しない入力手段、記憶手段により連結相手の車種および号機を入力、記憶して、連結相手の存在による「警報」「非常停止」出力をキャンセルすることとしてもよい。
【００４１】
協調運転とは、前記の主機・補機機能を有しない複数の動力車が間にトロや貨車などの非動力車を連結して編成を構成した運転形態をいう。この場合、運転者は連結時に図示しない入力手段、記憶手段により連結相手の車種および号機をコントローラに入力、記憶させて連結相手の存在による「警報」「非常停止」出力をキャンセルさせる。その後に連結が切り離され、連結相手が一定範囲内から離れていった場合は、連結相手に関する情報は自動的に記憶手段から削除される。
【００４２】
また、移動体が他の動力車である移動体を連結させずに、単車でトロ等を連結して運転する際には、移動体の全長としてトロ等の長さも含めた全長を入力、記憶することができる。
【００４３】
また、コントローラは、前記のように制動距離を算出して「警報」「非常停止」信号の出力可否の判断を行う他に、自移動体と他移動体の相対距離（＋停止余裕距離）以内に、通常ブレーキ操作または非常ブレーキ動作によって停止しうる制動初速度をそれぞれ算出し、これと車速センサから取得した車速信号を比較し、移動体の現在速度が、通常ブレーキ操作によって停止しうる制動初速度を越えている場合には「警報」信号を、非常ブレーキ操作によって停止しうる制動初速度を越えている場合には「非常停止」信号を出力するように構成してもよい。
【００４４】
図３は、移動体３０１が予め軌道上に設けられている停止箇所に接近したときの制御を説明する図である。この場合では地点情報記憶の１地点の位置を停止目標の候補点として扱う。移動体の運用上、安全のために軌道上に一旦停止位置を設ける必要が生じる場合がある。特に鉄道の保守作業車の場合には駅の外方から駅構内に接近する場合に信号機３０２の手前で一旦停止することが義務付けられている。本発明の移動体制御装置は、このような一旦停止箇所を無視して駅構内に進入しようとする移動体を一旦停止箇所に停止させることにも利用しうる。
【００４５】
このような一旦停止箇所は前記の移動体のように移動するものではなく、駅の新設、線路の形状変更によって一度定められるとその後は頻繁に更新するものではないので、前記の電子地図上に予め登録しておくことができる。自移動体３０１のコントローラは図示しない記憶手段により、これら一旦停止箇所の位置情報および軌道情報を記憶する。自移動体３０１のＧＰＳ受信機は、ＧＰＳ衛星３０３からのＧＰＳ信号を受信して自己の位置情報を取得する。自移動体３０１のコントローラは、取得した自移動体の位置情報および現在走行している軌道情報から、自移動体から一定距離内にありかつ同一軌道上にある一旦停止箇所を抽出する。もしそのような一旦停止箇所が存在する場合には、コントローラは「予告警報」信号を出力する。
【００４６】
自移動体３０１がさらに進み、一旦停止箇所との相対距離が、制動距離および現在速度で減速操作可能な一定時間内に移動する距離の和以下となると、自移動体３０１のコントローラは、「警報」信号を出力する。このとき運転者が危険に気付き減速操作を行って、自移動体と他移動体との相対距離が広がると警報が解除される。しかし運転者が危険に気付かずに、更に自移動体３０１と一旦停止箇所との相対距離が制動距離以下となると、自移動体３０１のコントローラは、「非常停止」信号を出力する。一度、「非常停止」の信号が出力されると、車速が一定時間０であることを認識した後に解除信号を取得するまでブレーキが解除されないので、自移動体３０１は確実に停止することができる。また、自移動体３０１の前端から一旦停止箇所までの相対距離をより正確に算出するために、相対距離の算出にあたっては自移動体のＧＰＳ受信機アンテナの車両前端からの位置も考慮することが好ましい。
【００４７】
「非常停止」信号が出力されない速度で接近し、一旦停止箇所から一定距離内で一旦停止を行うとコントローラはそれを記憶し、その後一旦停止箇所を越えて駅構内に進入しても、前記非常停止信号を出力しなくなる。またコントローラは、一旦停止箇所の位置情報、軌道情報に加えて前記停止制御を行う進行方向を記憶することにより、または移動体３０１が現在走行している軌道情報から判断することにより、駅外方から駅構内に進入する場合にのみ一旦停止箇所で停止制御を行い、駅構内から駅外方へ進出する場合には停止制御を行わないこととすることができる。
【００４８】
また、コントローラは前記他移動体に対する制御と同様に、自移動体と一旦停止位置との相対距離以内に、通常ブレーキ操作または非常ブレーキ動作によって停止しうる制動初速度をそれぞれ算出し、これと車速センサから取得した車速信号を比較し、移動体の現在速度が、通常ブレーキ操作によって停止しうる制動初速度を越えている場合には「警報」信号を、非常ブレーキ操作によって停止しうる制動初速度を越えている場合には「非常停止」信号を出力するように構成してもよい。
【００４９】
図４は、移動体４０１が予め軌道上に設けられている速度制限箇所を走行する際の制御を説明する図である。移動体の運用上、安全のために駅構内や分岐器４０２内においては、他の軌道とは異なる制限速度を課す場所がある。本発明の移動体制御装置は、このような特定の速度制限箇所内において、移動体が制限速度を無視して走行しようとするとき移動体を停止させ、運転手に警報を発することにも利用しうる。
【００５０】
このような速度制限箇所は頻繁に更新するものではないので、前記の電子地図上に座標情報および軌道情報予め登録しておくことができる。また、制限速度が線種などの軌道情報に関連して定まる場合は、特定の軌道情報に対応させて記憶してもよい。自移動体４０１のＧＰＳ受信機は、ＧＰＳ衛星４０３からのＧＰＳ信号を受信して自己の座標情報を取得する。自移動体４０１のコントローラは、取得した自移動体の座標情報および現在走行している軌道情報または自移動体の座標情報だけから、自移動体が位置する軌道の軌道情報を取得して、自移動体が速度制限箇所に入るまたは出ることを判断することができる。この判断は、例えばＧＰＳ観測により取得した自移動体の位置情報と対応する位置情報を有する電子地図上の地点情報の軌道情報の線種が、駅中間を示す値から分岐器または駅構内の線路名称を示す値に変化したことにより行うことができる。図４は、例として駅構内について第１制限速度が課され分岐器内で第２制限速度が課された場合を示す。このような速度制限区間に入ったと判断した自移動体４０１のコントローラは、その軌道情報に対応する制限速度情報を取得する。移動体４０１が速度制限箇所内で所定の制限速度を超えて走行すると、コントローラは「警報」および／または「非常停止」信号を出力する。
【００５１】
図５は、分岐器内を走行する移動体５０１が軌道情報を取得する動作を説明する図である。上り線、下り線などの線別、線路名称などの線種が変化する箇所は分岐器付近に限定されるために、自移動体がこれらを通過する際に移動体のコントローラが電子地図から軌道情報を取得すれば、常時自己が走行する軌道情報を保持していることができる。このために分岐器付近の電子地図は高精度に測量された座標情報が記憶されている。
【００５２】
移動体５０１が分岐器５０２内を走行し、ちょうど分岐位置５０３を通過して分岐する軌道のいずれかに入ったばかりの状態では、ＧＰＳ観測誤差および電子地図作成誤差の影響により、ＧＰＳ観測による観測点の座標が電子地図上の分岐する軌道の両方にかかるように観測されるので、まだ移動体がいずれの軌道に入ったかを判断できない。
【００５３】
その後移動体５０１が走行して、分岐する両軌道の軌道中心が一定距離以上離れると、ＧＰＳ観測点はどちらかの軌道に偏って観測されることが判断できるようになる地点５０４に達する。このとき、移動体５０１のコントローラは一定時間内に観測した複数のＧＰＳ観測点のうち近い観測点が多い地点の軌道情報（線別＝上り線、線種＝上り本線）を電子地図から取得して、自移動体が走行している軌道の軌道情報として図示しない記憶手段に記憶する。ＧＰＳ観測誤差が１ｍ以内のＤＧＰＳを用いた場合、前記により軌道情報を取得する地点の両軌道の軌道中心間の距離は３ｍ程度が望ましい。
【００５４】
次に図６，７は、軌道上の所定地点の位置情報および軌道情報を含む情報を送信する無線送信手段により送信された地点情報を停止目標の候補点として速扱う場合である。図６は、横取り装置６０４に接近する移動体６０１、６０２、および保守基地内の移動体６０３の制御を説明する図である。横取り装置６０４とは、鉄道軌道の本線または測線と保守作業車の保守基地につながる基地線６０５を接続する装置である。駅構内の本線等の上に設置されている通常の転てつ機とは別に設けられており、使用中は使用位置６０６に位置して保守作業車を保守基地から出入りさせるが、それ以外は本線等から外されて退避位置６０７にある。本発明の移動体制御装置は、このような横取り装置６０４が使用されている際に誤って保守基地に進入したり、または使用されていないのに誤って保守基地から出発する事故を防止することにも利用しうる。
【００５５】
横取り装置６０４付近には、横取り装置６０４の作動およびその位置を無線送信する横取り装置用無線装置６０８が設置される。横取り装置用無線装置６０８は、移動体に搭載している移動体制御装置と同様の無線機、アンテナ設備を備え、予め測量された横取り装置６０４の座標情報、キロ程、軌道情報、設備方向および車種（横取り装置）を送信する。設備方向とは、当該横取り装置６０４が本線等の走行方向に対して対向に設置されているか背向に設置されているかを示す。例えば図６の横取り装置６０４は、上り方向に対して対向、下り方向に対して背向に設置されている。また設備方向は、例えば対向となる上り下りの線別、または上りに対する対向または背向の別により表わされることとしてよい。横取り装置用無線装置６０８は、横取り装置６０４が使用されていることを検知する検知手段を有する。例えば横取り装置６０４が機械式の場合には、横取り装置６０４の電源が投入されたときにその電気信号を取得して使用されていることを検知し、また可搬式の場合は横取りレールの格納部に設置された検出器により横取りレールの有無を検知して使用中であることを検出する。
【００５６】
移動体６０１、６０２および６０３のそれぞれのＧＰＳ受信機は、ＧＰＳ衛星６０９からのＧＰＳ信号を受信して位置情報を取得する。横取り装置が使用されていることを検知した横取り装置用無線装置６０８は、位置情報、キロ程、軌道情報および設備方向などの情報を送信する。本線等の軌道上を横取り装置６０４に向かって走行している移動体６０１，６０２のコントローラは前記情報を受信することにより「予告警報」を出力する。移動体６０１、６０２がさらに進み、横取り装置６０４の位置情報との相対距離が、制動距離、現在速度で減速操作可能な一定時間内に移動する距離および停止余裕距離の和以下となると、自移動体６０１、６０２のコントローラは、自移動体の軌道情報と受信した軌道情報を比較して同一軌道上にあると判定した場合に「警報」信号を出力する。このとき運転者が減速操作を行って前記相対距離が広がると警報が解除される。しかし前記相対距離が、制動距離および停止余裕距離の和以下となると、移動体６０１、６０２のコントローラは、「非常停止」信号を出力する。一度、「非常停止」信号が出力されると、車速が一定時間０であることを認識した後に解除信号を取得するまでブレーキが解除されないので、移動体６０１、６０２は確実に停止することができる。
【００５７】
使用中の横取り装置６０４の一定距離内に一旦停止した移動体６０１のコントローラは前記制御を行うことを停止し、移動体６０１は所定の制限速度で走行することができる。移動体６０１が所定の制限速度を超えて走行すると、コントローラは「警報」および／または「非常停止」信号を出力する。一方、移動体６０２は横取り装置６０４に対して背向の方向から接近しているため、そのまま横取り装置にぶつかると横取り装置６０４または移動体６０２自体を破損してしまう。このため移動体６０２のコントローラは、横取り装置用無線装置６０７から受信した設備方向を再接近禁止方向として使用して、前記制御を継続し移動体６０２が横取り装置６０４に再接近することを防止する。
【００５８】
また、横取り装置６０４が使用されないときは横取り装置用無線装置６０８は信号を送信しないため、本線等上を走行する移動体６０１，６０２に何ら影響しない。一方、基地線にある移動体６０３のコントローラは、ＧＰＳ観測による座標情報から自己が基地線６０５にあることと判断すると、横取り装置用無線装置６０８からの情報を受信しないときは「非常停止」信号を出力するなどにより、不使用中の横取り装置６０４が退避位置６０６にあるときに移動体６０３が横取り装置６０４に接近することを防止する。
【００５９】
図７は、線路閉鎖区間に接近する移動体７０１の制御を説明する図である。線路閉鎖とは、鉄道施設の保守作業を行う際に作業をおこなう区間への列車など鉄道車両の進入を禁止する手続をいう。本発明の移動体制御装置は、このような線路閉鎖区間に進入しようとする移動体を一旦停止箇所に停止させることにも利用しうる。
【００６０】
線路閉鎖による保守作業を行う作業員は、線路閉鎖区間用無線装置７０２を線路閉鎖区間付近に設置する。線路閉鎖区間用無線装置７０２は、移動体に搭載している移動体制御装置と同様の無線機、アンテナ設備、線路閉鎖区間両端のキロ程の入力手段および記憶手段を備え、線路閉鎖区間両端のキロ程、軌道情報および車種（線路閉鎖区間）を送信する。
【００６１】
線路閉鎖区間に向かって走行している移動体７０１のコントローラは前記情報を受信することにより「予告警報」を出力する。移動体７０１がさらに進み、車速信号を積算して算出しているキロ程と線路閉鎖区間の一端のキロ程との相対距離が、制動距離、現在速度で減速操作可能な一定時間内に移動する距離および停止余裕距離の和以下となると、自移動体７０１のコントローラは、自移動体の軌道情報と受信した軌道情報を比較して同一軌道上にあると判定した場合に「警報」信号を出力する。このとき運転者が減速操作を行って、前記相対距離が広がると警報が解除される。しかし前記相対距離が、制動距離および停止余裕距離の和以下となると、移動体７０１のコントローラは、「非常停止」信号を出力する。一度、「非常停止」信号が出力されると、車速が一定時間０であることを認識した後に解除信号を取得するまでブレーキが解除されないので、移動体７０１は確実に停止することができる。
【００６２】
線路閉鎖区間の一方の端の一定距離内に一旦停止した移動体７０１のコントローラは、前記制御を行うことを停止し、移動体７０１は所定の制限速度で走行することができる。移動体７０１が所定の制限速度を超えて走行すると、コントローラは「警報」および／または「非常停止」信号を出力する。またコントローラは、移動体７０１が線路閉鎖区間一方の端との相対距離が制動距離以下となると「非常停止」信号を出力して移動体７０１の線路閉鎖区間への進入を阻止する。
【００６３】
また代替実施例では、線路閉鎖区間用無線装置７０２に移動体７０１に搭載された移動体制御装置と同様のＧＰＳ受信機を搭載する、または座標情報入力手段および記憶手段を設けることにより、線路閉鎖区間用無線装置７０２がキロ程の代わりに座標情報を送信することとし、移動体７０１がＧＰＳ衛星７０３からのＧＰＳ信号を受信して自己の座標情報を取得し、移動体７０１のコントローラは座標情報に基づいて相対距離を算出して、前記と同様の処理をすることとしてもよい。また、線路閉鎖区間用無線装置７０２が線路閉鎖区間両端のキロ程の代わりに線路閉鎖区間無線装置７０２が設置される位置、線路閉鎖区間の一方の端から線路閉鎖区間無線装置７０２が設置される位置までの距離、および線路閉鎖区間の全長を送信し、これを受信した移動体７０１のコントローラが線閉鎖区間両端のキロ程を算出することとしてよい。
【００６４】
図８は、レール８０１ａ〜８０１ｉからなる分岐器上を走行する移動体８０３に設けられた、本発明に係る進出方向検出装置の検出手段および固定検出体の位置関係を説明する説明図である。
【００６５】
一般に鉄道車両用軌道の分岐器は、基本レール（直）８０１ａ、基本レール（曲）８０１ｂ、主レール（直）８０１ｃ、主レール（曲）８０１ｄ、トングレール８０１ｅおよび８０１ｆ、リードレール（曲）８０１ｇ、リードレール（直）８０１ｈ、ならびにクロッシング８０１ｉからなる。
基本レール８０１ａ、８０１ｂに進入した移動体８０３は、転てつ機（図示せず）により移動されるトングレール８０１ｅおよび８０１ｆの方向により、直進側軌道８０１ｊまたは分岐側軌道８０１ｋのいずれかに分岐させられる。ここに直進方向線８０５は直進側軌道８０１ｊの軌道中心線とし、分岐側方向線８０７は分岐側軌道８０１ｋの軌道中心線とする。なお、簡単のため図８において基本レール（曲）８０１ｂ、リードレール（曲）８０１ｇ、主レール（曲）８０１ｄは直線状に示されているが、これらは実際には移動体が緩やかに進行方向を変えることができるように曲線状に形成される。また、これに伴い分岐側方向線８０７も曲線状となる。以下図１３、１４においても同様である。
【００６６】
移動体８０３には、本発明に係る進出方向検出装置の検出手段８１３ａおよび８１３ｂが設けられ、移動体８０３の進行方向と第１の所定角度φをなす検知手段方向線８１９上に設けられている。
移動体８０３が直進側に進出するとき、すなわち直進側軌道８０１ｊに進出するとき、検出手段８１３ａは直線８１５ａ上を、検出手段８１３ｂは直線８１５ｂ上をそれぞれ通るものとする。また、移動体８０３が分岐側に進出するとき、すなわち分岐側軌道８０１ｋに進出するとき、検出手段８１３ａは曲線８１７ａ上を、検出手段８１３ｂは曲線８１７ｂ上をそれぞれ通るものとする。
【００６７】
直進側への分岐方向に対する固定検出体８０９ａおよび８０９ｂは、直進側方向線８０５と第２の所定角度θ１をなす直進側固定検出体方向線８２１と、直線８１５ａおよび直線８１５ｂとの交差点付近にそれぞれ設けられ、分岐側への分岐方向に対する固定検出体８１１ａおよび８１１ｂは、分岐側方向線８０７と第３の所定角度θ２をなす固定検出体方向線８２３と、曲線８１７ａおよび曲線８１７ｂとの交差点付近にそれぞれ設けられる。
ここに直進側固定検出体方向線８２１が直進側方向線８０５となす角θ１と、分岐側固定検出体方向線８２３が直進側方向線８０７となす第２所定角度θ２とは、相互に反対となるように固定検出体８０９ａ、８０９ｂ、８１１ａ、８１１ｂが設けられる。
【００６８】
図９は、移動体８０３が分岐器上を各方向に進出する際の、検出手段８１３ａ、８１３ｂの検出順序の説明図である。
移動体８０３が直進側へ進出するときは、まず移動体８０３は、位置８０３ａから位置８０３ｂへ移動する（図９（ａ））。このとき検出手段８１３ｂが固定検出体８０９ｂを検出するより先に、検出手段８１３ａが固定検出体８０９ａを検出する。
さらに移動体８０３が進み、位置８０３ｃに至ったとき（図９（ｂ））、検出手段８１３ｂが固定検出体８０９ｂを検出する。このように、移動体８０３が直進側に進出するときは、検出手段８１３ａ、８１３ｂの順序で固定検出体８０９ａ、８０９ｂを検出する。
【００６９】
次に、移動体８０３が分岐側へ進出するときは、まず移動体８０３は、位置８０３ａから位置８０３ｄへ移動する（図９（ｃ））。このとき検出手段８１３ａが固定検出体８１１ａを検出するより先に、検出手段８１３ｂが固定検出体８１１ｂを検出する。
さらに移動体８０３が進み、位置８０３ｅに至ったとき（図９（ｄ））、検出手段８１３ａが固定検出体８１１ａを検出する。このように、移動体８０３が分岐側に進出するときは、検出手段８１３ｂ、８１３ａの順序で固定検出体８１１ｂ、８１１ｂを検出する。
【００７０】
以上のように、検出手段８１３ａから８１３ｂの順序で検出した際には、移動体８０３は直進側（または進行方向左側）に進出したことが分かり、検出手段８１３ｂから８１３ａの順序で検出した際には、移動体８０３は分岐側（または進行方向右側）に進出したことが分かる。
【００７１】
図１０は、移動体８０３に設けられた、本発明に係る進出方向検出装置８３１の概略構成図である。進出方向検出装置８３１は、検出手段８１３ａ、８１３ｂおよび方向判断手段８３３を備える。検出手段８１３ａは、移動体８０３が図９（ａ）に示す位置にあるとき、レール８０１間に設けられた固定検出体８０９ａを検出し（図１０（ａ））、または図９（ｄ）に示す位置において図示しない固定検出体８１１ａを検出する。また、検出手段８１３ｂは、図９（ｂ）に示す位置において固定検出体８０９ｂを検出し（図１０（ｂ））、または図９（ｃ）に示す位置において図示しない固定検出体８１１ｂを検出する。方向判断手段８３３は、検出手段８１３ａ、８１３ｂの検出順序により、上記の通り移動体８０３の進出方向を判断し、進出方向を識別する信号を、列車位置を算出するために前記コントローラ１０８（図示せず）に出力する。
【００７２】
次に、移動体８０３の進行方向と検知手段方向線８１９とがなす第１所定角度φと、直進側方向線８０５と直進側固定検出体方向線８２１とがなす第２所定角度θ１、および分岐側方向線８０７と分岐側固定検出体方向線８２３とがなす第３所定角度θ２とが満たす関係を、図１１および図１２を参照して説明する。
【００７３】
図１１は、移動体８０３が分岐器上を各方向に進出する際の、検知手段方向線８１９と、直進側固定検出体方向線８２１または分岐側固定検出体方向線８２３とがなす交差点の移動を示す図である。
移動体８０３が直進側へ進出し、位置８０３ａから位置８０３ｂへ移動するとき（図１１（ａ））、検知手段方向線８１９と直進側固定検出体方向線８２１との交差点は、検知手段方向線８１９上の任意の基準点から距離ｘ１離れた位置にある。
さらに移動体８０３が進み、位置８０３ｃに至ったとき（図１１（ｂ））、検知手段方向線８１９と直進側固定検出体方向線８２１との交差点は、前記距離ｘ１より大きい距離ｘ２だけ前記基準点から離れた位置となる。
移動体８０３が直進側に進出する際に、検知手段８１３ａ、８１３ｂの順序で固定検出体８０９ａおよび８０９ｂを検出するためには、このように前記基準点から前記交差点までの変位が増加する必要がある。
【００７４】
次に移動体８０３が分岐側へ進出し、位置８０３ａから位置８０３ｄへ移動するとき（図１１（ｃ））、検知手段方向線８１９と分岐側固定検出体方向線８２３との交差点は、検知手段方向線８１９上の任意の基準点から距離ｘ３離れた位置にある。
さらに移動体８０３が進み、位置８０３ｅに至ったとき（図１１（ｄ））、検知手段方向線８１９と直進側固定検出体方向線８２３との交差点は、前記距離ｘ３より大きい距離ｘ４だけ前記基準点から離れた位置となる。すなわち前記基準点から交差点までの変位が減少する。
移動体８０３が分岐側に進出する際に、検知手段８１３ｂ、８１３ａの順序で固定検出体８１１ｂおよび８１１ａを検出するためには、このように前記基準点から前記交差点までの変位が減少する必要がある。
【００７５】
図１２は、第１所定角度φと、第２所定角度θ１、第３所定角度θ２の関係を説明する図である。
上述のように、検知手段方向線８１９と直進側固定検出体方向線８２１との交点が、移動体８０３が直進側へ進出した際に移動するにつれ増加するためには、図１２（ａ）に示すように、検知手段方向線８１９と移動体８０３の進行方向線８４３と下記の式、
０＜φ＜１８０−θ１ …（１）
を満たす範囲になければならない。
【００７６】
さらに、検知手段方向線８１９と分岐側固定検出体方向線８２３との交点が、移動体８０３が分岐側へ進出した際に移動するにつれ減少するためには、図１２（ｂ）に示すように、検知手段方向線８１９と移動体８０３の進行方向線８４２と下記の式、
−１８０＋θ２＜φ＜０ …（２）
を満たす範囲になければならない。
【００７７】
したがって、上記式（１）、（２）により、第１所定角度φ、第２所定角度θ１および第３所定角度θ２は、下記の式
θ２＜φ＜１８０−θ１
を満足するように、検出手段８１３ａおよび８１３ｂ、ならびに固定検出体８０９ａ、８０９ｂ、８１１ａおよび８１１ｂを設ける必要がある。
なお、固定検出体方向線８２１および８２３は、それぞれの進行方向８０５、８０７に対して相互に反対側に傾斜していれば、進行方向に対してどちらに傾いているかによらず、検出順序は逆になる。
【００７８】
図１３は、固定検出体の他の実施例を示す図である。
直進側固定検出体８５１は、固定検出体８０９ａおよび８０９ｂに代えて、直進側方向線８０５と第２の所定角度θ１をなして伸長して設けられ、分岐側固定検出体８５３は、固定検出体８１１ａおよび８１１ｂに代えて、分岐側方向線８０７と第３の所定角度θ１２なして伸長して設けられる。
このように設けられた固定検出体８５１、８５３によっても、前記固定検出体８０９ａ、８０９ｂ、８１１ａおよび８１１ｂと同様に、進出方向によって検出手段８１３ａ、８１３ｂの検出順序に差を生じさせることができる。
【００７９】
実際の鉄道用軌道の分岐器内には、前記トングレールに転てつ機の駆動力を伝達する鉄管装置や、レールと転てつ機を固定する直結装置、降雪時の分岐器凍結を防止するためのヒータなどが設けられるため、上記の固定検出体を新たに加えて設置するのは難しい。
したがって実際には、図１４に示すように前記の直進側固定検出体８５１としてリードレール（曲）８０１ｇを、前記の分岐側固定検出体８５３としてリードレール（直）８０１ｈを使用することが好適である。
【００８０】
ここに、移動体８０３が直進側に進出する際には、検出手段８１３ａがリードレール（曲）８０１ｇを点８６１ａにおいて検出した後に、検出手段８１３ｂがリードレール（曲）８０１ｇを点８６１ｂにおいて検出する。逆に分岐側に進出する際には、検出手段８１３ｂがリードレール（直）８０１ｈを点８６３ｂにおいて検出した後に、検出手段８１ａがリードレール（直）８０１ｈを点８６３ａにおいて検出する。このように進出する方向により検出手段８１３ａおよび８１３ｂの検出順序が変化する。
【００８１】
移動体８０３の進行方向と検知手段方向線８１９とがなす第１所定角度φのとりうる角度は、分岐器のクロッシング角をθ３とすると、θ１＝θ２＝θ３および式（３）より、
θ３＜φ＜１８０−θ３ …（４）
となる。
【００８２】
図１５（ａ）は、検出手段８１３ａがリードレール（曲）８０１ｇを点８６１ａ付近で検出する位置である、図１４のＡ−Ａ’位置における軌道断面を示す断面図である。また、図１５（ｂ）は、トングレール８０１ｅおよび８０１ｆ付近のＢ−Ｂ’位置における軌道断面を示す図である。
上述のように、分岐器内には種々の機器が取り付けられており、検知手段８１３ａおよび８１３ｂは、これらの機器をリードレール８０１ｇおよび８０１ｈと間違えて検出しないように、検出範囲を調整する必要がある。
図１５（ｂ）に示すように、軌道内に転てつ機８６１が設けられている分岐器において、検出手段８１３ａが、リードレール８０１ｇと間違えて転てつ機８６１を検出しないように配慮する必要がある。したがって、リードレール８０１ｇを検出する位置は、リードレール８０１ｇが、軌道中心８０５からの転てつ機８６１端部までの距離ｘｉよりも、離れた距離ｘｄにあるときに検出する。
【００８３】
また、トングレール付近のＢ−Ｂ’位置には、転てつ機８６１とトングレールとを接続する接続部材８６２ａおよび８６２ｂとが設けられている。接続部材（およびボルトなどの付属部材）の上端が地面からｈｌだけ上方にあるとすると、検出手段８１３ａが、リードレール８０１ｇと間違えて接続部材８６２ａを検出しないようにするためには、検出手段８１３ａの検出範囲は、ｈｌよりも高いことが望ましい。
【００８４】
したがって検出手段の検出範囲Δｘ、Δｈは、下記の式
ｘｉ＜Δｘ＜ｘｏ …（５）
ｈｌ＜Δｈ …（６）
にあることが好ましい。ここに、ｘｉは軌道中心から計測した軌道内設置機器の幅とし、ｘｏは軌道中心から基本レール８０１ａ、８０１ｂ、または主レール８０１ｃ、８０１ｄまでの幅とし、ｈｌは、前記接続部材上端の地面からの高さとする。
【００８５】
【発明の効果】
本発明によれば、前述の通りＧＰＳ観測を利用した軌道上を移動する移動体の制御を行うので、制御に必要な地上設備を大幅に軽減することができる。また軌道回路に依存しない列車検知を行うため、移動体の進行方向に関係なく移動体間の間隔を制御することができる。また、ＧＰＳ観測や電子地図の作成誤差のために生じる、隣接する複数の異なる軌道上の他移動体または停止位置による速度制御への影響を回避することが可能とする。
【図面の簡単な説明】
【図１】本発明による移動体制御装置のブロック図である。
【図２】同一軌道上に他の移動体が存在する場合の、本発明による移動体制御装置の制御を説明する図である。
【図３】同一軌道上に予め停止箇所が設けられている場合の、本発明による移動体制御装置の制御を説明する図である。
【図４】同一軌道上に予め速度制限箇所が設けられている場合の、本発明による移動体制御装置の制御を説明する図である。
【図５】分岐器付近を走行する移動体に搭載された本発明による移動体制御装置が、軌道情報を取得する際の動作を説明する図である。
【図６】同一軌道上に横取り装置が設けられている場合の、本発明による移動体制御装置の制御を説明する図である。
【図７】同一軌道上に線路閉鎖区間が存在する場合の、本発明による移動体制御装置の制御を説明する図である。
【図８】本発明に係る進出方向検出装置の検出手段および固定検出体の位置関係を示す図である。
【図９】移動体が分岐器上を進出する際の、本発明に係る進出方向検出装置の検出手段の検出順序の説明図である。
【図１０】本発明に係る進出方向検出装置の概略構成図である。
【図１１】移動体が分岐器上を進出する際の、検知手段方向線と固定検出体方向線との交点の説明図である。
【図１２】各所定角度の関係を説明する図である。
【図１３】固定検出体の他の実施例を示す図である。
【図１４】固定検出体としてリードレールを用いた場合の本発明に係る進出方向検出装置の検出手段の位置関係を示す図である。
【図１５】図１４各部の断面図である。
【符号の説明】
１００…移動体制御装置
１０７…ブレーキ
１０８…コントローラ
１０９…警報ユニット
１１３…ＧＰＳ受信機
１１４…地点情報記憶手段
１１５…軌道情報記憶手段
１１６…モニタ
１１７…無線機
８０１ｇ…リードレール（曲）
８０１ｈ…リードレール（直）
８０３…移動体
８０９ａ、８０９ｂ、８１１ａ、８１１ｂ、８５１、８５３…固定検出体
８１３ａ、８１３ｂ…検出手段
８３３…方向判断手段[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a moving body control apparatus that acquires position information using a global positioning system (hereinafter referred to as “GPS”) and controls a moving body that travels on a track, and is particularly suitable for control of a railway vehicle. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving body control device and an advancing direction detection device that detects an advancing direction at a branch point so that the moving body control device can identify a branching direction of the moving body.
[0002]
[Prior art]
With the spread of GPS in recent years, proposals have been made to use it for position detection of vehicles traveling on tracks such as railway vehicles. Such conventional position detection of an on-orbit vehicle by GPS detects its own position by a position detection means equipped with GPS, and transmits / receives this to / from another mobile body by terrestrial wireless communication means. And a warning is issued to the driver based on this (see, for example, Patent Document 1).
[0003]
In addition, when the position information detected by the GPS includes an error, the detected position information is corrected on the orbit in the electronic map stored in advance, so that the position detection accuracy of the moving object traveling on the orbit is corrected. Some have improved (for example, refer patent document 2).
[0004]
[Patent Document 1]
JP-A-8-86853 (paragraph number [0011] -paragraph number [0023], FIG. 1)
[Patent Document 2]
JP 2000-127974 (paragraph number [0017] -paragraph number [0068], FIG. 1-12)
[0005]
[Problems to be solved by the invention]
However, since the system according to Japanese Patent Laid-Open No. 8-86853 simply gives an alarm when the distance between moving bodies is less than a predetermined distance, this is applied to a transportation system having different tracks adjacent to each other such as the upper and lower lines of a railway track. In this case, it is impossible to avoid false alarms caused by other moving bodies traveling on different tracks. This is because, for example, the distance between moving bodies passing on adjacent different tracks is much smaller than the distance required to prevent a collision of moving bodies traveling on the same track.
[0006]
In addition, in order to apply the system according to Japanese Patent Laid-Open No. 2000-127974 to a moving body that travels a relatively long distance such as a railroad, there is a disadvantage that the cost of creating an electronic map is increased. This is because, for example, on railroad tracks, there are many places where the distance between the track centers of adjacent lines is about 4 m, and in order to identify each moving body traveling on such an adjacent track, GPS observation errors and electronic map errors Must be kept within about 2 m. On the other hand, since the GPS mounted on the mobile body uses an observation method capable of real-time observation, an observation error of about 1 m occurs. Therefore, it is necessary to use an electronic map with a tolerance of about 1m, but these maps are usually created by photogrammetry using satellite or aerial photographs. An error occurs due to the effect of the relative height. This is because in order to avoid this, all the survey points must be photographed from a position as close as possible to the top, so the number of photographing points increases and the survey cost increases.
[0007]
Therefore, in the present invention, even when the position detection of a moving body traveling on a track is performed by GPS observation, it is possible to distinguish a moving body traveling on a different track such as an adjacent line, and the cost is high as described above. The object is to realize a mobile control system that does not require the creation of an electronic map.
[0008]
In addition, the present invention is not limited to the interval control between moving bodies, for example, temporary stop points where speeds of maintenance work vehicles traveling on railroad tracks need to be controlled, speed limit points, entry prohibited points such as track closed sections, An object of the present invention is to realize a moving body control system capable of speed control of a moving body by GPS observation even at a base line entrance location or the like.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, a mobile control device according to the present invention includes means for storing trajectory information on which the mobile unit is currently traveling in addition to position detection by GPS observation. Track information includes track-specific information (upline, downline, etc.) and / or line type (station yard, middle of station, number line, middle line, base line, passage line, etc.) Information on the track name, whether the track is a normal track or in a turnout, or whether the track is in a tunnel). By storing such trajectory information and comparing it with the trajectory information of the candidate points of the stop target, the position information acquisition means using GPS alone can be placed in any of the adjacent trajectories due to observation errors. Even if it cannot be determined, it can be determined whether or not the own mobile body is on the same trajectory as the stop target candidate point, and only the candidate points existing on the same trajectory can be set as the stop target. Note that it is desirable to use a DGPS (Differential GPS) receiver using correction information (differential information) as the GPS location information acquisition means.
[0010]
Further, the mobile control device according to the present invention includes means for acquiring the trajectory information stored in the storage means only at a specific location such as a branching unit. Since trajectory information such as line-by-line, line type, etc. changes only in specific places such as a branching device, correct trajectory information can be held only by re-acquisition at these change points. This makes it possible to distinguish which track of a plurality of adjacent tracks is running without having a highly accurate electronic map that covers the entire range in which the moving body moves. To acquire the trajectory information, first, position information including the coordinate information of the point from which the trajectory information is acquired and point information including the trajectory information of the point are stored in the storage unit on the moving body. Next, the position information acquisition means by GPS acquires the position information of the moving body, and the point information closest to the acquired position information is extracted. And it is performed by storing necessary part or all of the extracted orbit information of the point information as new orbit information. As described above, the point where the trajectory information is acquired is a point on the trajectory near the turnout, and the coordinate information is measured in advance with high accuracy. The coordinate information of the point information is obtained by photogrammetry or directly by DGPS observation at the point.
[0011]
In addition, the mobile body control device according to the present invention controls the distance between both mobile bodies by transmitting and receiving position information and trajectory information to and from other mobile bodies by terrestrial radio and using each other's position as a candidate point for a stop target. It was decided. Further, when the moving bodies are approaching each other, the braking distance of the other moving bodies is estimated, and control is performed so as to stop before a certain distance from the braking position of the other moving bodies.
[0012]
In order to achieve the above object, the mobile control device according to the present invention receives position information and track information transmitted from a radio transmitter installed in a track closed section on a railway track, a maintenance base line, etc. And decided to be a candidate point for the stop target. Thereby, the speed control with respect to the mobile body approaching a track closed section, a maintenance base line, etc. can be performed.
[0013]
In addition, the moving body control device according to the present invention stores position information such as a temporary stop point on the railroad track and track information in a storage unit on the moving body, and uses this as a candidate point for a stop target. . Thereby, the speed control with respect to the mobile body which approaches a stop location etc. once can be performed. Once the stop position is acquired, the position information including the coordinate information of the point to be temporarily stopped and the point information including the trajectory information of the point are stored in the storage means on the moving body, and the predetermined position is obtained from the position information acquired by the GPS. The point information within the range is extracted and performed.
[0014]
Further, the mobile control device according to the present invention stores position information such as a speed limit location and trajectory information in a storage means on the mobile body, and the speed limit within a predetermined error range from the position information acquired by GPS. It was decided to control the speed of the moving body based on the speed limit of the location. The speed limit is acquired in advance by storing speed limit information in a storage unit on the moving body in association with the trajectory information, and acquiring speed limit information related to the acquired trajectory information of the speed limit portion. Thereby, the speed control with respect to the moving body that travels through the speed limit portion can be performed.
[0015]
Moreover, since the mobile body control device according to the present invention detects the position of the mobile body using GPS, the position accuracy may be lowered due to an obstacle such as a surrounding building. If such a decrease in accuracy occurs at a branching point, it cannot be quickly determined in which direction the vehicle is moving in the branching direction, and updating of the trajectory information is delayed.
Therefore, the moving body control device according to the present invention is provided with an advance direction detecting device that determines the traveling direction of the moving body in the branching device even at a location where the GPS position accuracy is lowered due to an obstacle such as a surrounding building.
[0016]
The advancing direction detection device according to the present invention detects a fixed detection body provided in a track at a plurality of points on a line that forms a first predetermined angle with respect to the longitudinal axis on a moving body, and in the detection order. Based on this, the advance direction of the moving body is detected.
By providing detection means for detecting a fixed detection body at a plurality of points on a line that forms a first predetermined angle with respect to the longitudinal axis of the moving body, the detection order changes according to the advancing direction. As described above, the fixed detector can be provided on the track side.
[0017]
By providing such an advancing direction detection device, the mobile body control device according to the present invention can accurately acquire the traveling direction of the mobile body in the branching device even at a location where the GPS position accuracy is reduced, and the trajectory information. Makes it possible to obtain
[0018]
In order to change the detection order by the detection means depending on the direction in which the moving body advances, it is necessary to provide the fixed detection body in each branch direction.
Furthermore, it is necessary to provide the fixed detector provided for each branch direction on a direction line different from the branch direction. In addition, the inclination of each direction line with respect to each branch direction needs to be provided in a direction opposite to the inclination of the direction line with respect to other branch directions.
[0019]
As long as the fixed detector is provided along the direction line, it may be provided at a plurality of points on the direction line, or may be provided in a linear shape extending on the direction line. Furthermore, you may use the lead rail in a branching device as a fixed detection body.
[0020]
The detection means is appropriately selected depending on the type of the fixed detection body. For example, for a fixed detection object that is a solid object such as a simple metal object, an ultrasonic sensor that can detect a solid object within a certain distance, an optical sensor that detects reflection or blocking by the solid object, a metal object It is possible to use a loop coil for detecting the presence of the electromagnetic wave or other electromagnetic sensors. An RF-ID reading means can be adopted for a fixed detector such as an ID tag having an RF-ID.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a block diagram of a mobile control apparatus 100 according to an embodiment of the present invention. The power supply unit 101 acquires power from the vehicle battery 102 of the vehicle that is a moving object, and outputs the power to the interface unit 103. The interface unit 103 converts this power source into a power source suitable for each device constituting this apparatus and outputs it. The vehicle speed sensor 104 outputs a vehicle speed signal that changes according to the moving speed of the vehicle to the interface unit 103. As the vehicle speed sensor, a pulse generator such as a speed generator or an encoder attached to an axle, or a Doppler radar is used. The rain detector 105 includes a water leak detection zone provided outside the vehicle of the moving body and a liquid leak detector provided inside the vehicle. When a certain amount of rain (water droplets) adheres to the leak detection zone, the interelectrode resistance of the leak detection zone changes, and this change is captured by the leak detector and output to the interface unit 103 as a rain signal. The loaded weight detector 106 includes two proximity switches for detecting an empty vehicle and for loading detection, and a relay unit with a holding function, which are installed near the shaft spring of the vehicle carriage. The proximity switch detects the distance from the wheel side to the loading platform. When the empty vehicle detection switch detects the distance when the vehicle is empty, the relay unit is turned on, and the contact configuration is maintained by the holding function of the relay unit. . When the loading detection switch detects the loading distance, the relay unit is reset and turned off. The loaded weight detector 106 outputs the output of this relay unit to the interface unit 103 as a loaded weight signal.
[0022]
The brake 107 decelerates the moving body based on an “emergency stop” signal output from the controller 108 via the interface unit 103. The alarm unit 109 emits an alarm sound that alerts the driver of the moving body based on a signal output from the controller 108 via the interface unit. The controller 108 changes the signal type to an “alarm” signal or a “notice alarm” signal according to the degree of danger (for example, the distance from the stop position), and the alarm unit 109 responds to this with a plurality of warning sounds. It is good also as being able to emit.
[0023]
The forward / reverse switch 110 is a switch for switching the moving direction (forward, reverse or neutral) of the moving body provided in the existing operation circuit of the moving body, and outputs a forward / backward signal to the interface unit 103. Similarly, the main machine / auxiliary machine / single car SW 111 is a switch provided in the existing operation circuit, and is the moving body connected to other moving bodies and handled as the main machine in the connected knitting? ), Or it is handled as an auxiliary machine (auxiliary machine), or it is operated as a single unit without being connected to another moving body (single car), and the operation mode is switched to the interface unit 103. Output a signal. The release signal 112 is a signal output to the interface unit 103 from the existing operation circuit when the driver performs an operation to release the emergency brake.
[0024]
The GPS receiver 113 receives the radio wave from the GPS satellite and the correction information from the ground reference station, thereby observing the position of the moving body two-dimensionally or three-dimensionally and outputs the observation result to the controller 108. As described above, since the center between tracks of adjacent lines in a general railway is about 4 m, in order to distinguish the moving body on the adjacent lines, the GPS receiver can perform observation with an error of about 1 m in real time. A receiver is desirable.
[0025]
The point information storage means 114 stores an electronic map including equipment information such as position information, gradients, trajectory information, and temporary stops at each point on the trajectory. The position information includes coordinate information (such as longitude and latitude) and / or about a kilometer. The trajectory information includes line-specific information and / or line type. The line-by-line information represents an up-line, down-line, etc. The line type is the track name of the track, middle line, base line, passage line, etc., whether it is in the station premises or in the middle of the station, whether the track is a normal track or in a turnout, or the track Represents whether or not is in the tunnel. The coordinate information of each point in the electronic map does not have to be surveyed with high accuracy at all points. It is sufficient to measure with high accuracy only the points that need to control the moving body with this device, such as the vicinity of the maintenance base. Further, the electronic map may include information related to the speed limit at each point.
[0026]
The trajectory information storage unit 115 stores trajectory information of the trajectory in which the moving object exists. The track information includes the line-by-line information (upline, downline, etc.) and / or line type (inside the station, between the stations, number line, middle line, base line, communication line, etc.) Track name such as a route, information on whether the track is a normal track or in a turnout, or whether the track is in a tunnel).
[0027]
In addition, the controller 108 stores the kilometre that the moving body is currently traveling by using a storage unit (not shown). The calculation of the kilometer distance was obtained from the electronic map when the position of the moving body obtained by GPS observation was on a highly surveyed point, and was measured with the next high precision. The controller 108 adds the moving distance obtained by integrating the vehicle speed signal to the point by the built-in counter board or integrator. The controller 108 may store a speed limit associated with each piece of trajectory information by a storage unit (not shown) instead of the speed limit for each point stored in the electronic map. As an example, 30 km / h is stored when the line type of the track information is within the station premises, and 10 km / h is stored when the track information is in the branching unit.
[0028]
The controller 108 acquires the coordinate information of the mobile body from the observation result of the GPS receiver 113 and uses it as position information. At that time, the position of the moving object may be deviated from the electronic map because there is an observation error of the GPS observation itself and a survey error when creating the electronic map. In this case, the correction is performed on the nearest orbit and the result is output to the monitor 116. Since the stored trajectory information is taken into account when correcting, even if the trajectory closest to the GPS observation value becomes a different adjacent line due to GPS observation error and electronic map creation error, it is corrected on the adjacent line. Never happen.
[0029]
In addition, the controller 108 uses a storage means (not shown) to store the vehicle type of the moving body, the number, the mounting direction of the moving body, the total length of the moving body, the position of the GPS receiver antenna from the front end of the vehicle, the vehicle weight, the brake cylinder force, the brake Stores the magnification factor, weather coefficient that adjusts the difference in braking distance in fine weather and rainy weather, idle time, and safety factor in the tunnel. These pieces of information can be input by an input means (not shown). Similarly, for the plurality of types of towed vehicles towed by the moving body, the controller 108 also provides information on the vehicle weight, brake cylinder force, brake magnification, and number of vehicles of each type of towed vehicle when empty or loaded. Can be entered and memorized.
[0030]
The controller 108 receives the vehicle speed signal, the rain signal, and the loaded weight signal from the interface unit 103, and calculates the braking distance during travel using the following calculation formula.
[Expression 1]

Where L is the braking distance, V is the initial braking speed, t is the idling time, ri is the gradient coefficient, ΣWi is the sum of the own weight and the weight of the towed vehicle, Fi is the brake cylinder force, Ri is the brake magnification, and fmi is The average friction coefficient of the control wheel (= weather coefficient × (1.01 × V) / (1.05 × V). The gradient coefficient is the gradient of the point on the electronic map corresponding to the position information acquired by GPS observation. The weather coefficient is a value used to calculate the coefficient of friction between the rail and the wheel in rainy weather and other weather conditions, and is used by switching the value used according to the rain signal.
[0031]
The controller 108 also receives a forward / reverse signal from the interface unit 103 and determines the traveling direction of the moving body from the stored placement direction and forward / backward signal. When the moving body exists on the electronic map, the controller 108 outputs information on the own moving body (vehicle type, number, position information, trajectory information, traveling direction, speed, time) to the wireless device 117. More preferably, the total length of the moving body and the position of the GPS receiver antenna from the front end of the vehicle are also transmitted so that the other moving body can accurately calculate the positions of the front end and the rear end of the own moving body. The wireless device 117 transmits this information and outputs the received information from the other moving body to the controller 108.
[0032]
FIG. 2 is a diagram for explaining speed control of the own moving body when the own moving body 201 and the other moving body 202 exist on the track. In this case, the position of the other moving body 202 is treated as a stop target candidate point. Each GPS receiver of the own mobile body 201 and the other mobile body 202 receives the GPS signal from the GPS satellite 203 and acquires its own position information. The controller of the other moving body 202 uses the stored vehicle type, vehicle number, track information, placement direction and detected vehicle speed information, forward / reverse signal, information about itself (vehicle type, vehicle number, position information, track information, traveling direction, speed, Time) is transmitted using the radio.
[0033]
When the controller of the own mobile unit 201 receives a signal from the other mobile unit 202 by the wireless device, the controller of the own mobile unit 201 calculates the relative position of both from the position information of the own mobile unit 201 and the other mobile unit 202, and the other mobile unit monitors itself. If it can be displayed, it is displayed on the monitor using the position information and trajectory information of the other moving body. Further, at this time, when both the trajectory information is compared and it is determined that the other moving body 202 is positioned forward in the traveling direction on the same trajectory as that of the own moving body 201, a “notice warning” signal is output. When comparing the trajectory information, either one of the line types or the line types included in the trajectory information may be compared, or both may be compared.
[0034]
When the self-moving body 201 further advances and the relative distance to the other moving body 202 is equal to or less than the sum of the braking distance, the distance traveled within a certain time that can be decelerated at the current speed, and the stop margin distance, The controller outputs an “alarm” signal. At this time, when the driver notices danger and performs a deceleration operation and the relative distance between the moving body and the other moving body increases, the warning is released. However, if the driver is not aware of the danger and the relative distance between the own moving body 201 and the other moving body 202 is equal to or less than the sum of the braking distance and the stop margin distance, the controller of the own moving body 201 determines “emergency stop”. Output a signal. Once the “emergency stop” signal is output, the “emergency stop” signal does not stop until the release signal is acquired after recognizing that the vehicle speed is 0 for a certain period of time, so that the moving body 201 is surely stopped. be able to. Further, in designing the actual mobile body control device, in more detail, in order to more accurately calculate the relative distance from the front end or rear end of the own mobile body 201 to the rear end or front end of the other mobile body 202, the relative distance In the calculation, the total length of the mobile body of the own mobile body or other mobile body and the position of the GPS receiver antenna from the front end of the mobile body are also taken into consideration. For example, in the example of FIG. 2, the relative distance between the front end of the own mobile unit 201 and the rear end of the other mobile unit 202 = the relative distance between the two GPS receivers− (from the front end of the mobile unit's GPS receiver antenna. Distance + the total length of the moving body of the other moving body) + the distance of the GPS receiver antenna of the moving body from the front end of the moving body, and the actual relative distance is smaller than the relative distance between GPS receivers. By calculating the relative distance, safer control is possible.
[0035]
The control method is not problematic when the other moving body 202 is stopped or away from the own moving body 201, but when the other moving body 202 approaches, the own moving body 201 is very Since the other moving body 202 may come closer than the braking distance calculated in advance after the brake is applied, the collision between the two moving bodies cannot be prevented. Therefore, the controller of the self-moving body 201 compares the trajectory information of the self-moving body 201 and the other moving body 202, determines that both are traveling on the same trajectory, and compares the traveling directions of the two, When it is determined that the vehicle is moving in the approaching direction, the braking distance of the other moving body 202 is calculated together with the braking distance of the self-moving body 201, and the relative distance between the two is calculated as the sum of the braking distances of both When the distance is less than the sum of the distance traveled within a certain time that can be decelerated at speed and the stop margin distance, an `` alarm '' signal is output, and when the distance is less than the sum of the braking distance and the stop margin distance, "Signal is output. When the own moving body 201 calculates the braking distance of the other moving body 202, the braking performance such as the own weight of the other moving body 202, the total weight of the towed vehicle, the brake cylinder force, the brake magnification, and the average friction coefficient of the control wheel. It is preferable that the mobile unit 201 calculates the braking distance of the other mobile unit 202 by calculating the braking performance of the mobile unit 202 as the same as that of the mobile unit. There is no problem. This is because when there is a difference in the braking performance of the moving bodies 201 and 202, for example, when the braking performance of the own moving body 201 is better than the braking performance of the other moving body 202, This is because the braking distance of the own moving body 201 is estimated to be longer than the original braking distance and is stopped before the stop position of the own moving body 201.
[0036]
Since GPS observation cannot be performed when the own moving body 201 and / or the other moving body 202 are in the tunnel, the relative distance cannot be calculated using the coordinate information. In this case, the relative distance is calculated by comparing the distances in which both the moving bodies store the self. At the entrance of the tunnel, the mobile controller can determine that it is entering the tunnel by referring to the trajectory information of a point on the electronic map having coordinate information corresponding to the coordinate information obtained by GPS observation. . Since the point on the electronic map near the entrance of the tunnel is measured precisely, the controller can obtain the exact kilometer currently traveling from the electronic map as described above. The controller adds the travel distance obtained by integrating the vehicle speed signal to the kilometer and calculates the kilometer currently being traveled. In addition, the controller can determine that it is going out of the tunnel by referring to the trajectory information on the electronic map having the kilometer corresponding to the kilometer thus calculated. The controller of the mobile body that has exited the tunnel acquires coordinate information again by GPS observation.
[0037]
When the self-moving body 201 is in the tunnel, the self-moving body 201 cannot acquire the coordinate information. Therefore, the relative movement from the other moving body 202 by transmitting the coordinate information to the other moving body 202 and comparing the coordinate information. The distance cannot be calculated. Therefore, the controller of the self-moving body 201 transmits position information including only about a kilometer from the wireless device. Further, only the kilometer is extracted from the position information transmitted from the other mobile body 202, and the relative distance is calculated by comparing it with the kilometer of the own mobile body. On the other hand, when the other mobile body 202 is in the tunnel, the positional information transmitted from the other mobile body 202 includes only about a kilometer, so that the relative distance is calculated by comparing it with the kilometer of the own mobile body. I do.
[0038]
As described above, when the own moving body 201 and / or the other moving body 202 are in the tunnel, the kilometer obtained by integrating the vehicle speed signal is used to calculate the relative distance. However, since the travel distance based on the integration of the vehicle speed signal includes an error due to slipping during power running or braking, it is necessary to avoid the danger caused by the error. For this reason, a safety factor is added in the calculation for determining whether or not an alarm and emergency stop can be output. For example, when determining whether or not an alarm can be output, the braking distance is multiplied by a safety factor of 120%, that is, calculated by increasing by 20%.
[0039]
When connecting a plurality of moving bodies equipped with this moving body control device, it is necessary to bring both moving bodies closer to the stop margin distance or less. For this reason, if a “confirmation operation” is performed by an input means such as a switch (not shown) while the vehicle speed sensor of the moving object detects the vehicle speed 0 within a certain distance from the other moving object, the controller reappears again. Allow. During this time, the controller does not output an “emergency stop” signal if the speed of the moving body is lower than a predetermined speed, but outputs an “emergency stop” signal if the speed exceeds the predetermined speed.
[0040]
When a plurality of moving bodies equipped with the moving body control device are connected and operated in the same direction, unnecessary alarm sounds and braking operations occur because the plurality of moving bodies are close to each other. In particular, when the moving body is a powered maintenance work vehicle, there are two types of driving modes, called heavy duty driving and cooperative driving. In heavy duty operation, one of the power vehicles to be connected is defined as the main engine and the other is defined as the auxiliary machine, and the operation circuit is connected, and the driver operates the main machine at the same time to operate the auxiliary machine at the same time. This is the driving mode. In this case, the controller determines whether the mobile unit is a main unit or an auxiliary unit based on the main unit / auxiliary unit / single vehicle signal input via the interface unit, and determines that the mobile unit is an auxiliary unit. If judged, the “alarm” and “emergency stop” output functions are stopped. In addition, when the main moving body is the main engine, the main engine connected to the front in the traveling direction can be operated without any problems if it is operated forward (traction operation), but in the case of reverse operation (propulsion operation) Because the speed limit is imposed on the main engine due to the auxiliary equipment that is in front of the traveling direction, it is necessary to travel below the speed at which the “emergency stop” signal is output. In particular, when an auxiliary machine is connected immediately before the main machine travels, the relative distance between the main machine and the auxiliary machine is always less than the stop margin distance. In this case, the operation is performed at a predetermined speed or less by performing the “confirmation operation” at the time of the connection. In order to avoid such speed control, in the case of heavy continuous operation, the input vehicle type and the storage device are input and stored by input means and storage means (not shown), and "alarm""emergencystop" due to the presence of the connection opponent The output may be canceled.
[0041]
Cooperative operation refers to an operation mode in which a plurality of power vehicles not having the main engine / auxiliary functions are connected to a non-powered vehicle such as a Toro or a freight car to form a train. In this case, at the time of connection, the driver inputs and stores the vehicle type and car number of the connection partner in the controller by input means and storage means (not shown), and cancels the “alarm” and “emergency stop” output due to the presence of the connection partner. After that, when the connection is disconnected and the connection partner is separated from the predetermined range, the information on the connection partner is automatically deleted from the storage means.
[0042]
In addition, when driving with a toro connected by a single vehicle without connecting a moving body that is another powered vehicle, the entire length including the length of the toro etc. is input and stored as the total length of the moving body. can do.
[0043]
In addition to calculating the braking distance and determining whether the “alarm” or “emergency stop” signal can be output as described above, the controller is within the relative distance (+ stop margin distance) between the moving body and the moving body. The braking initial speed that can be stopped by normal braking operation or emergency braking operation is calculated, and this is compared with the vehicle speed signal obtained from the vehicle speed sensor. An "alarm" signal may be output when the speed is exceeded, and an "emergency stop" signal may be output when the initial braking speed that can be stopped by an emergency brake operation is exceeded.
[0044]
FIG. 3 is a diagram for explaining the control when the moving body 301 approaches a stop point provided in advance on the track. In this case, the position of one point in the point information storage is treated as a stop target candidate point. In the operation of the moving body, it may be necessary to temporarily set a stop position on the track for safety. In particular, in the case of a railway maintenance work vehicle, when approaching the station premises from the outside of the station, it is obliged to stop temporarily before the traffic light 302. The moving body control device of the present invention can also be used to temporarily stop a moving body that attempts to enter the station premises while ignoring such a temporarily stopped position.
[0045]
Such a once-stop location does not move like the above-mentioned moving body, and once it is determined by newly establishing a station or changing the shape of the track, it will not be updated frequently. It can be registered in advance. The controller of the self-moving body 301 stores the position information and the trajectory information of these temporary stops by a storage means (not shown). The GPS receiver of the own mobile unit 301 receives the GPS signal from the GPS satellite 303 and acquires its position information. The controller of the self-moving body 301 extracts a temporary stop point that is within a certain distance from the self-moving body and is on the same track from the acquired position information of the own moving body and the currently traveling trajectory information. If such a temporary stop exists, the controller outputs a “notice warning” signal.
[0046]
When the self-moving body 301 further advances and the relative distance to the stop point is equal to or less than the sum of the braking distance and the moving distance within a certain period of time that can be decelerated at the current speed, the controller of the self-moving body 301 gives an “alarm” "Signal is output. At this time, when the driver notices danger and performs a deceleration operation and the relative distance between the moving body and the other moving body increases, the warning is released. However, if the driver is not aware of the danger and the relative distance between the vehicle body 301 and the stop point is once less than the braking distance, the controller of the vehicle body 301 outputs an “emergency stop” signal. Once the “emergency stop” signal is output, the brake is not released until the release signal is acquired after recognizing that the vehicle speed is 0 for a certain time, so that the mobile body 301 can stop reliably. . In addition, in order to calculate the relative distance from the front end of the mobile unit 301 to the stop point more accurately, the position of the GPS receiver antenna of the mobile unit from the front end of the vehicle should be taken into account when calculating the relative distance. preferable.
[0047]
If the controller approaches at a speed that does not output an “emergency stop” signal and once stops within a certain distance from the stop point, the controller stores it, and then the emergency stop Stop signal is not output. Further, the controller temporarily stores the position of the stop and the track information in addition to the traveling direction in which the stop control is performed, or by judging from the track information on which the moving body 301 is currently traveling, The stop control is temporarily performed at the stop point only when entering the station from the station, and the stop control is not performed when moving from the station to the outside of the station.
[0048]
Similarly to the control for the other moving body, the controller calculates a braking initial speed that can be stopped by a normal braking operation or an emergency braking operation within a relative distance between the own moving body and the temporary stop position, respectively. The vehicle speed signal obtained from the sensor is compared, and if the current speed of the moving body exceeds the initial braking speed that can be stopped by normal braking operation, the “warning” signal is displayed and the initial braking speed that can be stopped by emergency braking operation. If it exceeds the value, an “emergency stop” signal may be output.
[0049]
FIG. 4 is a diagram for explaining control when the moving body 401 travels through a speed limit portion provided in advance on the track. In order to ensure the safety of the moving body, there are places in the station premises and the branching device 402 that impose a speed limit different from those of other tracks. The moving body control device of the present invention is also used to stop the moving body and issue a warning to the driver when the moving body tries to travel while ignoring the speed limit within such a specific speed limiting portion. Yes.
[0050]
Since such speed limit points are not frequently updated, coordinate information and trajectory information can be registered in advance on the electronic map. Further, when the speed limit is determined in association with trajectory information such as a line type, the speed limit may be stored in correspondence with specific trajectory information. The GPS receiver of the own mobile unit 401 receives the GPS signal from the GPS satellite 403 and acquires its own coordinate information. The controller of the mobile unit 401 acquires the trajectory information of the trajectory where the mobile unit is located from only the acquired coordinate information of the mobile unit and the currently traveling trajectory information or the coordinate information of the mobile unit. It can be determined that the moving body enters or exits the speed limit portion. This determination is made, for example, by determining whether the line type of the orbit information of the point information on the electronic map having the position information corresponding to the position information of the moving body acquired by GPS observation is the value indicating the middle of the station or the line in the branching station or the station premises. This can be done by changing to a value indicating the name. FIG. 4 shows, as an example, a case where the first speed limit is imposed on the station premises and the second speed limit is imposed in the branching unit. The controller of the mobile body 401 that has determined that it has entered such a speed limit section acquires speed limit information corresponding to the trajectory information. When the mobile body 401 travels beyond a predetermined speed limit within the speed limit location, the controller outputs an “alarm” and / or “emergency stop” signal.
[0051]
FIG. 5 is a diagram illustrating an operation in which the moving body 501 traveling in the branching unit acquires trajectory information. The location where the line type such as the up line, down line, and line name changes is limited to the vicinity of the turnout, so the controller of the moving body orbits from the electronic map when the moving body passes through them. If the information is acquired, it is possible to keep track information that the self travels at all times. For this reason, coordinate information measured with high accuracy is stored in the electronic map near the branching unit.
[0052]
In a state where the moving body 501 has traveled through the branching device 502 and has just entered one of the orbits that branch through the branching position 503, the observation point by the GPS observation is affected by the influence of the GPS observation error and the electronic map creation error. Is observed so as to cover both of the branching trajectories on the electronic map, so it cannot be determined which trajectory the moving body has entered yet.
[0053]
After that, when the mobile body 501 travels and the orbit centers of the two orbits that are branched are separated by a certain distance or more, the GPS observation point reaches a point 504 where it can be determined that the observation is biased to one of the orbits. At this time, the controller of the moving body 501 acquires trajectory information (by line = upline, line type = upline) from a plurality of GPS observation points observed within a certain time from the electronic map. Thus, it is stored in the storage means (not shown) as the trajectory information of the trajectory on which the mobile body is traveling. When a DGPS with a GPS observation error of 1 m or less is used, the distance between the orbit centers of both orbits at the point where the orbit information is acquired as described above is preferably about 3 m.
[0054]
Next, FIGS. 6 and 7 show a case where the point information transmitted by the wireless transmission means for transmitting the information including the position information of the predetermined point on the trajectory and the trajectory information is handled as a stop target candidate point. FIG. 6 is a diagram for explaining the control of the moving bodies 601 and 602 approaching the preemption device 604 and the moving body 603 in the maintenance base. The intercepting device 604 is a device that connects a main line or a survey line of a railway track and a base line 605 connected to a maintenance base of a maintenance work vehicle. It is provided separately from the normal turning machine installed on the main line, etc. in the station premises. During use, the maintenance work vehicle is located at the use position 606, and the maintenance work vehicle is moved in and out of the maintenance base. It is removed from the main line etc. and is in the retreat position 607. The mobile control device of the present invention prevents accidents that enter the maintenance base by mistake when such a pre-emption device 604 is used, or accidentally leave the maintenance base when it is not in use. Can also be used.
[0055]
In the vicinity of the pre-emption device 604, a pre-preparation device wireless device 608 for wirelessly transmitting the operation of the pre-emption device 604 and its position is installed. The radio device 608 for the pre-emption device includes the same radio device and antenna equipment as the mobile body control device mounted on the mobile body. The coordinate information, kilometer, trajectory information, equipment direction and the pre-measured pre-measurement device 604 Send the vehicle type (preemption device). The equipment direction indicates whether the intercepting device 604 is installed opposite to the traveling direction of the main line or the like or installed backward. For example, the preemption device 604 in FIG. 6 is installed facing the up direction and facing the down direction. In addition, the facility direction may be represented by, for example, an up / down line that is opposite, or an opposite or backward direction with respect to the up line. The wireless device 608 for the pre-emption device has a detection unit that detects that the pre-emption device 604 is being used. For example, when the preemption device 604 is a mechanical type, when the preemption device 604 is turned on, it detects that the electric signal is acquired and used. The presence of a pre-installed rail is detected by a detector installed in, and it is detected that it is in use.
[0056]
Each GPS receiver of the moving bodies 601, 602 and 603 receives a GPS signal from the GPS satellite 609 and acquires position information. The wireless device 608 for pretending devices that has detected that the pretending device is being used transmits information such as position information, kilometer distance, track information, and equipment direction. The controller of the moving bodies 601 and 602 that are traveling on the trajectory such as the main line toward the intercepting device 604 receives the information and outputs a “notice warning”. When the moving bodies 601 and 602 further advance, and the relative distance from the position information of the pre-sampling device 604 is equal to or less than the sum of the braking distance, the distance traveled within a fixed time during which deceleration operation can be performed at the current speed, and the stop margin distance, When the controller of the bodies 601 and 602 compares the trajectory information of the mobile body with the received trajectory information and determines that they are on the same trajectory, it outputs an “alarm” signal. At this time, when the driver performs a deceleration operation and the relative distance increases, the warning is released. However, when the relative distance is equal to or less than the sum of the braking distance and the stop margin distance, the controllers of the moving bodies 601 and 602 output an “emergency stop” signal. Once the "emergency stop" signal is output, the brakes are not released until the release signal is acquired after recognizing that the vehicle speed is 0 for a certain time, so that the moving bodies 601 and 602 can be stopped reliably. .
[0057]
The controller of the moving body 601 once stopped within a fixed distance of the pre-emption device 604 in use stops performing the control, and the moving body 601 can travel at a predetermined speed limit. When the mobile body 601 travels beyond a predetermined speed limit, the controller outputs an “alarm” and / or “emergency stop” signal. On the other hand, since the moving body 602 is approaching from the back direction with respect to the preemption device 604, if it strikes the pretreatment device as it is, the pretreatment device 604 or the moving body 602 itself is damaged. For this reason, the controller of the moving body 602 uses the equipment direction received from the wireless device for pre-emption device 607 as the re-access prohibiting direction, and continues the control to prevent the moving body 602 from re-approaching the pre-emption device 604. .
[0058]
In addition, when the pre-emption device 604 is not used, the pre-device radio device 608 does not transmit a signal, and thus has no effect on the moving bodies 601 and 602 that travel on the main line or the like. On the other hand, if the controller of the mobile unit 603 on the base line determines that it is on the base line 605 from the coordinate information obtained by GPS observation, the “emergency stop” signal is received when no information is received from the radio device 608 for pretending devices. Or the like, the moving body 603 is prevented from approaching the preemption device 604 when the non-use preemption device 604 is at the retracted position 606.
[0059]
FIG. 7 is a diagram for explaining the control of the moving body 701 approaching the track closed section. The track closing is a procedure for prohibiting the entry of a railway vehicle such as a train to a section in which maintenance work is performed at a railway facility. The mobile body control device of the present invention can also be used to temporarily stop a mobile body that intends to enter such a track closed section at a stop location.
[0060]
A worker who performs maintenance work by closing the track installs the track closing section wireless device 702 in the vicinity of the track closing section. The wireless device 702 for the track closed section includes the same radio device, antenna equipment, kilometer input means and storage means at both ends of the track closed section as the mobile control device mounted on the mobile body, Kilometers, track information and vehicle type (track closed section) are transmitted.
[0061]
The controller of the moving body 701 traveling toward the track closed section outputs a “notice warning” by receiving the information. The moving body 701 further advances, and the relative distance between the kilometer calculated by integrating the vehicle speed signal and the kilometer at one end of the track closing section moves within a fixed time that can be decelerated at the braking distance and the current speed. When the distance is equal to or less than the sum of the distance and the stop margin distance, the controller of the own moving body 701 outputs a “warning” signal when it is determined that it is on the same orbit by comparing the orbit information of the own moving body with the received orbit information. To do. At this time, when the driver performs a deceleration operation and the relative distance increases, the warning is released. However, when the relative distance is equal to or less than the sum of the braking distance and the stop margin distance, the controller of the moving body 701 outputs an “emergency stop” signal. Once the “emergency stop” signal is output, since the brake is not released until the release signal is acquired after recognizing that the vehicle speed is zero for a certain time, the moving body 701 can be stopped reliably.
[0062]
The controller of the moving body 701 that has once stopped within a certain distance at one end of the track closed section stops performing the control, and the moving body 701 can travel at a predetermined speed limit. When the moving body 701 travels beyond a predetermined speed limit, the controller outputs an “alarm” and / or “emergency stop” signal. Further, the controller outputs an “emergency stop” signal when the relative distance between the moving body 701 and one end of the track closing section is equal to or less than the braking distance, and prevents the moving body 701 from entering the track closing section.
[0063]
In an alternative embodiment, the track closure section wireless device 702 is equipped with a GPS receiver similar to the mobile body control device mounted on the mobile body 701, or provided with coordinate information input means and storage means, thereby closing the line. The section radio apparatus 702 transmits coordinate information instead of the kilometer, and the mobile unit 701 receives the GPS signal from the GPS satellite 703 and acquires its own coordinate information. The controller of the mobile unit 701 receives the coordinate information. The relative distance may be calculated based on the above and the same processing as described above may be performed. In addition, the line closing section radio apparatus 702 is installed from the position where the line closing section radio apparatus 702 is installed instead of the kilometer at both ends of the line closing section, and from one end of the line closing section. It is good also as transmitting the distance to a position and the full length of a track | line closed section, and the controller of the mobile body 701 which received this calculates the kilometer of both ends of a track | line closed section.
[0064]
FIG. 8 is an explanatory diagram for explaining the positional relationship between the detection means and the fixed detection body of the advance direction detection device according to the present invention, which is provided on the moving body 803 that travels on the branching device including the rails 801a to 801i.
[0065]
In general, a railroad vehicle track branching device includes a basic rail (straight) 801a, a basic rail (curved) 801b, a main rail (straight) 801c, a main rail (curved) 801d, a tongrel 801e and 801f, and a lead rail (curved) 801g. , Lead rail (straight) 801h, and crossing 801i.
The mobile body 803 that has entered the basic rails 801a and 801b is branched into either the straight-side track 801j or the branch-side track 801k depending on the direction of the Tongrel 801e and 801f that are moved by a rolling machine (not shown). It is done. Here, the straight line 805 is the track center line of the straight track 801j, and the branch direction line 807 is the track center line of the branch track 801k. For simplicity, the basic rail (curved) 801b, lead rail (curved) 801g, and main rail (curved) 801d are shown in a straight line in FIG. It is formed in a curved shape so that it can be changed. Accordingly, the branching direction line 807 is also curved. The same applies to FIGS. 13 and 14 below.
[0066]
The moving body 803 is provided with detecting means 813a and 813b of the advance direction detecting device according to the present invention, and is provided on a detecting means direction line 819 that forms a first predetermined angle φ with the traveling direction of the moving body 803. .
When the moving body 803 advances straight ahead, that is, when the mobile body 803 advances straight ahead 801j, the detection means 813a passes on the straight line 815a, and the detection means 813b passes on the straight line 815b. Further, when the moving body 803 advances to the branch side, that is, when it moves to the branch side track 801k, the detection means 813a passes on the curve 817a, and the detection means 813b passes on the curve 817b.
[0067]
The fixed detectors 809a and 809b with respect to the branching direction to the rectilinear side are respectively near the intersections of the rectilinear side fixed detector direction line 821 that forms the second predetermined angle θ1 with the rectilinear direction line 805, and the straight lines 815a and 815b. The fixed detectors 811a and 811b with respect to the branching direction to the branch side are located near the intersection of the fixed detector direction line 823 that forms the third predetermined angle θ2 with the branch side direction line 807, and the curves 817a and 817b. Each is provided.
Here, the angle θ1 formed by the rectilinear fixed detector direction line 821 and the rectilinear direction line 805 is opposite to the second predetermined angle θ2 formed by the branch fixed detector direction line 823 and the rectilinear direction line 807. Fixed detection bodies 809a, 809b, 811a, 811b are provided so as to be.
[0068]
FIG. 9 is an explanatory diagram of the detection order of the detection means 813a and 813b when the moving body 803 advances in each direction on the branching device.
When the moving body 803 advances straight ahead, the moving body 803 first moves from the position 803a to the position 803b (FIG. 9A). At this time, the detection means 813a detects the fixed detection body 809a before the detection means 813b detects the fixed detection body 809b.
When the moving body 803 further advances and reaches the position 803c (FIG. 9B), the detection means 813b detects the fixed detection body 809b. Thus, when the moving body 803 advances to the straight side, the fixed detection bodies 809a and 809b are detected in the order of the detection means 813a and 813b.
[0069]
Next, when the moving body 803 advances to the branch side, the moving body 803 first moves from the position 803a to the position 803d (FIG. 9C). At this time, the detection means 813b detects the fixed detection body 811b before the detection means 813a detects the fixed detection body 811a.
Further, when the moving body 803 advances and reaches the position 803e (FIG. 9D), the detection means 813a detects the fixed detection body 811a. Thus, when the moving body 803 advances to the branch side, the fixed detection bodies 811b and 811b are detected in the order of the detection means 813b and 813a.
[0070]
As described above, when the detection means 813a to 813b are detected in the order, it can be seen that the moving body 803 has advanced straight (or left in the traveling direction), and when the detection means 813b to 813a are detected in the order. It can be seen that the moving body 803 has advanced to the branch side (or the right side in the traveling direction).
[0071]
FIG. 10 is a schematic configuration diagram of an advancing direction detection device 831 according to the present invention provided in the moving body 803. The advancing direction detection device 831 includes detection means 813a and 813b and a direction determination means 833. The detection means 813a detects the fixed detection body 809a provided between the rails 801 when the moving body 803 is at the position shown in FIG. 9 (a) (FIG. 10 (a)) or FIG. 9 (d). A fixed detector 811a (not shown) is detected at the position shown. Further, the detection means 813b detects the fixed detection body 809b at the position shown in FIG. 9B (FIG. 10B) or detects the fixed detection body 811b not shown at the position shown in FIG. 9C. . The direction determining means 833 determines the advancing direction of the moving body 803 as described above based on the detection order of the detecting means 813a and 813b, and sends a signal for identifying the advancing direction to the controller 108 (not shown) to calculate the train position. Output).
[0072]
Next, a first predetermined angle φ formed by the traveling direction of the moving body 803 and the detection means direction line 819, a second predetermined angle θ1 formed by the straight traveling side direction line 805 and the straight traveling side fixed detection body direction line 821, and a branch. A relationship that the third predetermined angle θ2 formed by the side direction line 807 and the branch side fixed detector direction line 823 satisfies will be described with reference to FIGS. 11 and 12.
[0073]
FIG. 11 shows the movement of the intersection formed by the detection means direction line 819 and the straight traveling side fixed detection body direction line 821 or the branch side fixed detection body direction line 823 when the moving body 803 advances in each direction on the branching device. FIG.
When the moving body 803 advances straight ahead and moves from the position 803a to the position 803b (FIG. 11A), the intersection of the detection means direction line 819 and the straight advance side fixed detection body direction line 821 is the detection means direction line. 819 is located at a distance x1 from any reference point.
Further, when the moving body 803 advances and reaches the position 803c (FIG. 11B), the intersection of the detection means direction line 819 and the straight advance side fixed detection body direction line 821 is the reference x by a distance x2 larger than the distance x1. The position is far from the point.
In order to detect the fixed detection bodies 809a and 809b in the order of the detection means 813a and 813b when the mobile body 803 advances straight ahead, it is necessary to increase the displacement from the reference point to the intersection in this way. is there.
[0074]
Next, when the moving body 803 advances to the branch side and moves from the position 803a to the position 803d (FIG. 11C), the intersection of the detection means direction line 819 and the branch side fixed detection body direction line 823 is detected means. It is located at a distance x3 from any reference point on the direction line 819.
When the moving body 803 further advances to reach a position 803e (FIG. 11 (d)), the intersection of the detection means direction line 819 and the rectilinear fixed detection body direction line 823 is the reference x by a distance x4 that is larger than the distance x3. The position is far from the point. That is, the displacement from the reference point to the intersection is reduced.
In order to detect the fixed detection bodies 811b and 811a in the order of the detection means 813b and 813a when the moving body 803 advances to the branch side, it is necessary to reduce the displacement from the reference point to the intersection as described above. is there.
[0075]
FIG. 12 is a diagram illustrating the relationship between the first predetermined angle φ, the second predetermined angle θ1, and the third predetermined angle θ2.
As described above, in order for the intersection of the detection means direction line 819 and the straight traveling side fixed detection body direction line 821 to increase as the moving body 803 advances to the straight traveling side, as shown in FIG. As shown, the detection means direction line 819, the traveling direction line 843 of the moving body 803, and the following equation:
0 <φ <180−θ1 (1)
Must be in a range that satisfies
[0076]
Furthermore, in order for the intersection of the detection means direction line 819 and the branch-side fixed detection body direction line 823 to decrease as the moving body 803 moves to the branch side, as shown in FIG. , Detection means direction line 819, moving direction line 842 of moving body 803, and the following formula:
−180 + θ2 <φ <0 (2)
Must be in a range that satisfies
[0077]
Therefore, according to the above formulas (1) and (2), the first predetermined angle φ, the second predetermined angle θ1 and the third predetermined angle θ2 are expressed by the following formulas:
θ2 <φ <180−θ1
It is necessary to provide detection means 813a and 813b and fixed detection bodies 809a, 809b, 811a and 811b so as to satisfy the above.
Note that if the fixed detection body direction lines 821 and 823 are inclined to the opposite sides with respect to the respective traveling directions 805 and 807, the detection order is independent of which one is inclined with respect to the traveling direction. Vice versa.
[0078]
FIG. 13 is a diagram showing another embodiment of the fixed detector.
The rectilinear fixed detector 851 is provided to extend at a second predetermined angle θ1 with the rectilinear direction line 805 instead of the fixed detectors 809a and 809b, and the branch fixed detector 853 is a fixed detector. Instead of 811a and 811b, they are provided extending from the branching direction line 807 and the third predetermined angle θ12.
Also with the fixed detection bodies 851 and 853 provided in this way, similarly to the fixed detection bodies 809a, 809b, 811a and 811b, a difference can be caused in the detection order of the detection means 813a and 813b depending on the advance direction.
[0079]
In the actual branching device of railway track, the iron pipe device that transmits the driving force of the turning machine to the Tongleil, the direct connection device that fixes the rail and the turning machine, and the freezing of the branching device during snowfall are prevented. Since a heater or the like is provided, it is difficult to newly install the fixed detection body.
Therefore, in practice, as shown in FIG. 14, it is preferable to use a lead rail (curved) 801g as the straight advance side fixed detector 851 and a lead rail (straight) 801h as the branch side fixed detector 853. is there.
[0080]
Here, when the moving body 803 moves forward, the detecting means 813a detects the lead rail (curved) 801g at the point 861a, and then the detecting means 813b detects the lead rail (curved) 801g at the point 861b. . On the other hand, when advancing to the branch side, after the detecting means 813b detects the lead rail (straight) 801h at the point 863b, the detecting means 81a detects the lead rail (straight) 801h at the point 863a. Thus, the detection order of the detection means 813a and 813b changes depending on the advancing direction.
[0081]
The angle that can be taken by the first predetermined angle φ formed by the traveling direction of the moving body 803 and the detection means direction line 819 is θ1 = θ2 = θ3 and θ (3) when the crossing angle of the branching device is θ3.
θ3 <φ <180−θ3 (4)
It becomes.
[0082]
FIG. 15A is a cross-sectional view showing a cross section of the track at the position AA ′ in FIG. 14 where the detecting means 813a detects the lead rail (curved) 801g in the vicinity of the point 861a. FIG. 15B is a view showing a cross section of the track at the BB ′ position in the vicinity of the Tongrel 801e and 801f.
As described above, various devices are installed in the branching device, and the detection means 813a and 813b need to adjust the detection range so that these devices are not mistakenly detected as the lead rails 801g and 801h. is there.
As shown in FIG. 15 (b), in the branching device in which the turning machine 861 is provided in the track, it is considered that the detecting means 813a does not mistake the lead rail 801g to detect the turning machine 861. There is a need. Therefore, the position where the lead rail 801g is detected is detected when the lead rail 801g is at a distance xd that is more distant than the distance xi from the track center 805 to the end of the turning machine 861.
[0083]
Further, connection members 862a and 862b for connecting the switch 861 and the tongrel are provided at the position BB ′ near the tongrel. Assuming that the upper end of the connection member (and the attachment member such as a bolt) is hl above the ground, the detection means 813a may be mistaken for the lead rail 801g so as not to detect the connection member 862a. The detection range of is desirably higher than hl.
[0084]
Therefore, the detection ranges Δx and Δh of the detection means are expressed by the following equations:
xi <Δx <xo (5)
hl <Δh (6)
It is preferable that it exists in. Here, xi is the width of the equipment installed in the track measured from the track center, xo is the width from the track center to the basic rails 801a and 801b, or the main rails 801c and 801d, and hl is from the ground at the upper end of the connecting member. Of height.
[0085]
【The invention's effect】
According to the present invention, as described above, since the moving body moving on the orbit using GPS observation is controlled, the ground facilities necessary for the control can be greatly reduced. Moreover, since train detection independent of the track circuit is performed, the distance between the moving bodies can be controlled regardless of the traveling direction of the moving bodies. In addition, it is possible to avoid the influence on the speed control due to other moving bodies or stop positions on a plurality of adjacent different orbits caused by GPS observation or electronic map creation error.
[Brief description of the drawings]
FIG. 1 is a block diagram of a mobile control apparatus according to the present invention.
FIG. 2 is a diagram for explaining the control of the moving body control apparatus according to the present invention when another moving body exists on the same track.
FIG. 3 is a diagram for explaining the control of the mobile control device according to the present invention when a stop point is provided in advance on the same track.
FIG. 4 is a diagram for explaining the control of the moving body control device according to the present invention when a speed limiting portion is provided in advance on the same track.
FIG. 5 is a diagram for explaining an operation when a mobile body control device according to the present invention mounted on a mobile body traveling in the vicinity of a turnout unit acquires trajectory information.
FIG. 6 is a diagram for explaining the control of the moving body control device according to the present invention when a pre-emption device is provided on the same track.
FIG. 7 is a diagram for explaining the control of the mobile control device according to the present invention when a track closed section exists on the same track.
FIG. 8 is a diagram showing a positional relationship between detection means and a fixed detection body of the advancing direction detection device according to the present invention.
FIG. 9 is an explanatory diagram of the detection order of the detection means of the advance direction detecting device according to the present invention when the mobile object advances on the branching device.
FIG. 10 is a schematic configuration diagram of an advancing direction detection device according to the present invention.
FIG. 11 is an explanatory diagram of an intersection of a detection means direction line and a fixed detection body direction line when the moving body advances on the branching device.
FIG. 12 is a diagram for explaining a relationship between each predetermined angle.
FIG. 13 is a view showing another embodiment of the fixed detector.
FIG. 14 is a diagram showing the positional relationship of the detection means of the advance direction detection device according to the present invention when a lead rail is used as the fixed detection body.
FIG. 15 is a cross-sectional view of each part of FIG. 14;
[Explanation of symbols]
100: Moving body control device
107 ... Brake
108: Controller
109 ... alarm unit
113 ... GPS receiver
114 ... point information storage means
115: Orbit information storage means
116 ... Monitor
117 ... Radio device
801g ... Lead rail (song)
801h ... Lead rail (straight)
803 ... Mobile object
809a, 809b, 811a, 811b, 851, 853 ... Fixed detector
813a, 813b ... detecting means
833 ... Direction determination means

Claims (16)

A self-position acquiring means for the positional information of the own mobile body present on railway track acquired by global positioning systems,
Track information storage means for storing track information, which is information for distinguishing adjacent railroad tracks, for the railroad track in which the mobile body is present ,
Point information storage means for storing point information including position information of one or more points on the railroad track and track information of the railroad track on which the point exists;
Means for extracting point information closest to the self position of the mobile body from the point information storage means;
Trajectory information acquisition means for storing a part or all of the trajectory information of the extracted point information in the trajectory information storage means;
Stop target candidate point acquisition means for acquiring position information of a stop target candidate point that is a point that is a candidate for a stop target of the mobile body and track information of a railway track on which the stop target candidate point exists ;
A relative distance calculating means for calculating a relative distance between the moving body and the stop target candidate point based on the position information of the moving body and the position information of the stop target candidate point;
Track information comparing means for comparing the track information of the railway track where the mobile body exists and the track information of the railway track where the stop target candidate point exists;
Speed control means for controlling the speed of the mobile body based on the relative distance and the comparison result of the trajectory information comparison means;
A moving body control apparatus comprising: The moving body control device according to claim 1 , wherein the speed control unit further controls the speed of the moving body based on an estimated value of a braking distance of the moving body. The mobile body control apparatus according to claim 2 , further comprising a wireless transmission unit that transmits information including position information and trajectory information of the mobile body. The mobile control apparatus according to claim 3 , further comprising a wireless reception unit that receives information transmitted by another wireless transmission unit. The stop target candidate point acquisition means receives information transmitted from the wireless transmission means by another mobile body by the wireless reception means, and acquires position information and trajectory information of the other mobile body from the received information. Item 5. The moving body control device according to Item 4 . The transmitted information further includes speed information of the own mobile body and information about the traveling direction of the own mobile body, and the received information further includes speed information of the other mobile body and information about the traveling direction of the other mobile body, The mobile control device according to claim 5 , wherein the speed control unit further controls the speed of the mobile body based on an estimated value of a braking distance of another mobile body. The stop target candidate point acquisition unit receives the information transmitted by the wireless transmission unit that transmits the position information of the predetermined point on the railway track and the information including the track information of the predetermined point by the wireless reception unit, The mobile body control device according to claim 4 , wherein position information and trajectory information of the predetermined point are acquired from the received information. The stop target candidate point obtaining unit extracts the point information from the point information storage means within a predetermined range of the own mobile body from the extracted point information position information and the claims 1-4 for acquiring orbit information The moving body control apparatus of any one of Claims. The track information further includes information specifying at least a line type of the railroad track,
The moving body control device includes:
Speed limit storage means for storing speed limit information for each line type of the railway track specified in the track information;
Means for extracting point information within a predetermined range of the mobile body from the point information storage means;
Means for acquiring speed limit information from the speed limit storage means according to the line type of the railroad track specified in the track information of the extracted point;
With
The speed control means further controls the speed of the mobile body based on the acquired speed limit information,
The mobile body control device according to claim 1, wherein the line type includes at least a station premises track or a turnout lane. In the advancing direction detection device that is provided in the moving body control device according to any one of claims 1 to 9 and detects which of the railroad tracks that the mobile body branches in two directions,
Detection means for detecting a fixed detection body at a plurality of points on a line forming a first predetermined angle with respect to the longitudinal axis of the moving body;
An advancing direction detection apparatus, wherein the advancing direction of the moving body is detected based on an order in which the detection means detects the fixed detection body. The fixed detector is provided for each branch direction of the railway track that branches,
The fixed detector provided for each branch direction is provided on a direction line different from the branch direction,
11. The advancing direction detection according to claim 10 , wherein the branch direction and the direction line with respect to the direction are inclined to opposite sides of the other branch direction and the direction line with respect to the direction, respectively. apparatus. The advancing direction detection device according to claim 11 , wherein the fixed detection body provided for each branch direction is provided at a plurality of points on a direction line different from the branch direction. 12. The advancing direction detection device according to claim 11 , wherein the fixed detection body provided for each branch direction is provided to extend on a direction line different from the branch direction. The advancing direction detection device according to claim 13 , wherein the fixed detection body is a lead rail. It said detecting means, each advancing direction detecting device according to any one of claims 10, wherein 14 in that a sensor for detecting the detector is within a predetermined range. The advancing direction detecting device according to any one of claims 10 to 15 , wherein the detecting means is an ultrasonic sensor.

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