JP5007030B2 - Emergency stop system - Google Patents

Description

  The present invention relates to an emergency stop system that is mounted on a vehicle traveling on a track and that makes an emergency stop when the vehicle travels abnormally.

  Conventionally, various security devices for preventing a vehicle collision accident have been developed and put into practical use. For example, an automatic train stop device (ATS device (ATS: Automatic Train Stop)) that warns the stop indication of a traffic light and activates an emergency brake to prevent the stop signal from proceeding, or transmitted from the ground via a rail There is an automatic train control device (ATC device (ATC: Automatic Train Control)) that determines a speed limit according to an ATC signal, and controls a vehicle speed by operating a brake when the traveling speed exceeds the speed limit.

  Moreover, like the ATS device called ATS-P type, it has a function of generating a speed check pattern based on an ATS signal transmitted from a track circuit or a ground element laid along the track. In some cases, when the traveling speed exceeds the speed indicated by the pattern, the brake is automatically operated to decelerate or stop the vehicle.

Furthermore, while maintaining the traveling speed below the speed limit by the security device such as the above-mentioned ATC device, there is also an apparatus that supports recovery of a diagram when a delay occurs by making maximum use of the allowable speed area below the speed limit. (For example, refer to Patent Document 1).
JP 2001-238309 A

By the way, security devices such as the above-mentioned ATC device and ATS-P type ATS device monitor safety exceeding the speed limit of the host vehicle, and are therefore safer than conventional ATS devices that prevent the start of stop signals. . However, in this type of security device, it is necessary to install a device for transmitting the ATC signal and ATS signal on the vehicle side, so that the cost of the introduction is a problem in the secluded line area. .
Therefore, an object of the present invention is to improve the safety of train operation at a low cost without installing a ground device.

The emergency stop system of the first invention for solving the above problems is as follows:
An emergency stop system that is mounted on a vehicle traveling on a track and that makes an emergency stop when the vehicle travels abnormally.
A speed limit pattern storage means (for example, a speed limit change pattern 661 shown in FIG. 3) for storing a speed limit change pattern along the track along which the vehicle travels;
A traveling state measuring means (for example, a traveling state measuring unit 30 shown in FIG. 3) for measuring the traveling position and traveling speed of the vehicle;
When it is determined whether or not the measured traveling speed of the vehicle exceeds the limiting speed at the measured traveling position according to the limiting speed change pattern stored in the limiting speed pattern storage means, and the limiting speed is exceeded In this state, notification control is performed by notification means (for example, the CPU 40 shown in FIG. 3, the traveling state notification unit 50; step c20 shown in FIG. 9) for notifying that the speed limit is exceeded, and the speed limit is exceeded. Is continued for a predetermined warning period, emergency braking control means for controlling the vehicle to stop the vehicle even if it is other than the stop position defined in the speed limit change pattern (for example, FIG. CPU 40 shown in FIG. 3; steps c10 (YES) to c90) shown in FIG.
A speed exceeding the speed of the speed limit change pattern is set as a critical speed, and a critical speed section determined from a relationship between a critical speed and a critical position for stopping at a predetermined stop position by emergency braking, and Critical speed pattern storage means (for example, a critical speed change pattern 663 shown in FIG. 3) that stores a critical speed change pattern composed of a critical speed section set at a constant high speed than the speed limit set in the speed limit change pattern. )When,
Display control means (for example, performing control to update and display changes in the travel position and travel speed of the vehicle measured by the travel condition measurement means together with the speed limit change pattern stored in the speed limit pattern storage means (for example, CPU 40 and display unit 51 shown in FIG. 3; step d10) shown in FIG.
Speed limit section storage means (for example, line data 651 shown in FIG. 5) for storing information on the speed limit section on the track,
The emergency braking control means determines whether or not the measured traveling speed of the vehicle exceeds the dangerous speed at the measured traveling position in accordance with the dangerous speed change pattern stored in the dangerous speed pattern storage means. If it is determined that the critical speed has been exceeded, emergency braking control is immediately performed regardless of whether or not the predetermined warning period has elapsed, even if the vehicle is not at the stop position set in the critical speed change pattern. Stop,
The display control means checks the speed limit section stored in the speed limit section storage means, and based on the speed limit section within a predetermined distance ahead of the travel of the vehicle, the speed limit when traveling in the speed limit section Section speed limit display control means (for example, CPU 40, display unit 51 shown in FIG. 3; steps d20 to d60 shown in FIG. 10).

According to the first aspect of the present invention, it is possible to monitor the travel speed exceeding the speed limit by measuring the travel position and travel speed of the vehicle and comparing them with the speed limit change pattern. When the speed limit is exceeded , for example, the travel speed limit speed is exceeded by sound output, image display, lamp lighting, etc., to alert the driver.
Then, when the state where the speed limit is exceeded continues for a predetermined warning period, the emergency braking control can be performed to stop the vehicle. According to this, it is possible to monitor the exceeding of the speed limit on the upper side of the vehicle without introducing ground facilities and to appropriately perform emergency braking control, so that the safety of train operation can be improved at low cost. it can.

Furthermore, according to the first aspect of the present invention, it is possible to monitor whether the traveling speed exceeds the critical speed by comparing with a dangerous speed pattern for stopping at a predetermined stop position . When it is determined that the dangerous speed has been exceeded, emergency braking control can be performed immediately regardless of whether or not the warning period has elapsed, so that the safety of train operation can be further improved. Since it can stop reliably at a stop position , the driving | operation mistakes, such as passing a stop station, can be prevented.
Furthermore, according to the first aspect of the invention, it is possible to perform control to update and display changes in the measured travel position and travel speed of the vehicle as well as the speed limit change pattern. Therefore, the driving situation of the vehicle can be navigated and notified to the driver.
Furthermore, according to the first aspect of the present invention, it is possible to perform a control for displaying a speed limit in a speed limit section within a predetermined distance ahead of the traveling vehicle, thereby alerting the driver.

A second invention is the emergency stop system of the first invention ,
Determination means for determining whether or not the measured travel position is within a predetermined braking control section;
When it is determined whether or not the measured traveling speed of the vehicle exceeds the limiting speed at the measured traveling position according to the limiting speed change pattern stored in the limiting speed pattern storage means, and the limiting speed is exceeded And a braking control means for performing braking control of the vehicle to decelerate the traveling speed of the vehicle below the limit speed at the measured traveling position when the determination means determines that the vehicle is within a braking control section. ,
Is further provided.

Here, the braking control section is appropriately set, for example, a speed limit section such as a curve, a gradient, or a point, a vicinity of the entrance of the speed limit section, a front side of the installation position of a railroad crossing or a bridge installed along the track, etc. Is done.
According to the second aspect of the present invention , when the speed limit is exceeded during traveling in the braking control section, the traveling speed of the vehicle can be reduced below the speed limit by performing braking control. According to this, it is possible to monitor the traveling speed exceeding the speed limit on the upper side of the vehicle without introducing ground equipment, and to automatically perform braking control within a predetermined braking control section. Can be improved at low cost.

A third invention is the emergency stop system of the first or second invention,
The speed limit change pattern is a speed limit change pattern according to a kilometer change starting from a preset reference position on the track,
The traveling state measuring means includes kilometer conversion means (for example, CPU 40 shown in FIG. 3; kilometer conversion processing shown in FIG. 8) for converting the measured traveling position of the vehicle into kilometer.

Railroad facilities are managed and operated in a kilometer starting from a preset reference position on the track, so the kilometer of the running position is important. According to the third aspect of the invention , it is possible to convert the measured travel position of the vehicle into kilometers, and it is possible to monitor the excess of the speed limit by comparing with the speed limit pattern corresponding to the change in kilometers.

A fourth invention is the emergency stop system of any one of the first to third inventions,
It further comprises positioning means (for example, the GPS positioning unit 20 shown in FIG. 3) for positioning the traveling position of the vehicle using a GPS signal (GPS: Global Positioning System),
The travel condition measuring means corrects the measured travel position of the vehicle based on the travel position measured by the positioning means (for example, CPU 40 shown in FIG. 3; step a20 shown in FIG. 7). YES) to a50).

According to the fourth aspect of the invention , the travel position of the vehicle can be corrected based on the travel position measured using the GPS signal, and a more accurate travel position of the vehicle can be obtained.

  According to the present invention, it is possible to monitor the travel speed exceeding the speed limit by measuring the travel position and travel speed of the vehicle and comparing it with the speed limit change pattern. When the speed limit is exceeded and the state where the speed limit is exceeded continues for a predetermined warning period, the emergency braking control can be performed to stop the vehicle. According to this, it is possible to monitor the exceeding of the speed limit on the upper side of the vehicle without introducing ground facilities and to appropriately perform emergency braking control, so that the safety of train operation can be improved at low cost. it can.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of an emergency stop system to which the present invention is applied will be described in detail with reference to the drawings.

  The emergency stop system of the present embodiment is used in combination with a conventional ATS device that prevents the stop signal from being advanced, for example, and supports the driver's brake operation, and is mounted on a vehicle. Specifically, the emergency stop system monitors the traveling speed of the vehicle and activates the emergency brake when the vehicle is not decelerated while exceeding the speed limit in a straight section or the like or when the critical speed is exceeded. Hereinafter, a case will be described by way of example in which a region from a first train to a final train in a predetermined line section is a target station and the vehicle travels between the target stations.

[Overview]
First, the speed limit change pattern and the critical speed change pattern will be described.

  The speed limit change pattern corresponds to the speed limit between the target stations from the first departure to the last arrival with “about kilometer” representing the distance along the trajectory from the starting point based on a predetermined starting point (for example, the starting position). In addition, it is defined in advance and is created in advance according to the speed limit in the speed limit section such as the speed limit (maximum speed) in the straight section, curves, gradients, points, and the vicinity of the station.

On the other hand, the critical speed change pattern is a speed exceeding the limit speed, and is a critical speed and limit speed change pattern determined from the relationship between the critical speed and the critical position for stopping at a predetermined stop position by emergency braking. A dangerous speed set at a constant higher speed than a predetermined speed limit is continuously defined in association with a kilometer, and is created in advance based on a speed limit change pattern.

  The speed limit change pattern and the dangerous speed change pattern created based on the speed limit change pattern draw different curves depending on the performance (vehicle type) and the diagram (stop station). Hereinafter, the speed range between the speed limit and the dangerous speed is referred to as “warning output area”, and the speed range that is equal to or higher than the critical speed is referred to as “emergency braking control area”.

  FIG. 1 is a graph in which the horizontal axis represents kilometers, the vertical axis represents speed, the speed limit change pattern is a solid line, and the critical speed change pattern is a dashed line. In the same figure, an example of a normal driving curve of the vehicle is also shown by a two-dot chain line.

  In the present embodiment, the emergency stop system monitors the limit speed of the host vehicle by comparing with the limit speed change pattern, and when the traveling speed of the host vehicle exceeds the limit speed (that is, within the warning output area). ) Start warning alarm output. Then, when the state where the speed limit is exceeded continues for a predetermined warning period (for example, 5 seconds), the emergency brake is automatically activated. Furthermore, the vehicle's dangerous speed excess is monitored by comparing with the dangerous speed change pattern. If the traveling speed of the vehicle exceeds the dangerous speed (that is, within the emergency braking control area), the above warning is issued. The emergency brake is activated immediately regardless of whether the period has elapsed.

  This will be specifically described with reference to FIG. FIGS. 2A to 2C show driving curve examples that represent actual driving of the vehicle by a two-dot chain line together with a speed limit change pattern indicated by a solid line and a dangerous speed change pattern indicated by a one-dot chain line.

  For example, as shown in FIG. 2A, when the traveling speed exceeds the speed limit (point P11), the mode is shifted to the warning mode and the elapsed time from the time point is started. If the traveling speed is decelerated below the speed limit until the predetermined warning period elapses (point P13), the warning mode is canceled. During the warning mode, sound output, image display, and lamp lighting are controlled to notify that the speed limit has been exceeded.

  Further, if the traveling speed exceeds the speed limit (point P15) and the state where the speed limit is exceeded continues for the warning period (point P17), the emergency brake is activated and the vehicle is emergency stopped.

  On the other hand, as shown in FIG. 2 (b), when the traveling speed exceeds the speed limit (point P21), the system shifts to the warning mode as described above and starts measuring the elapsed time from the time point. If the speed exceeds the critical speed (point P23), the emergency brake is immediately activated regardless of whether the warning period has elapsed, and the vehicle is emergency stopped.

Similarly, as shown in FIG. 2C, even when the vehicle approaches the stop position P31 that is the entrance of the speed limit section and the traveling speed exceeds the dangerous speed without being normally decelerated (point P33), a warning is given. Regardless of whether or not the period has elapsed, the emergency brake is immediately activated and the vehicle is stopped.

In this way, it is possible to support the operation of the driver when the vehicle is not decelerated while exceeding the speed limit or when the dangerous speed is exceeded. And since the own vehicle can be stopped reliably at the said stop position , it becomes possible to prevent the collision accident, derailment accident, etc. of the vehicle by exceeding a speed limit, and to improve the safety | security of train operation.

[Function configuration]
FIG. 3 is a block diagram illustrating an example of a functional configuration of the emergency stop system 1. As shown in FIG. 3, the emergency stop system 1 includes an input unit 10, a GPS positioning unit 20, a travel state measurement unit 30, a CPU 40, a travel state notification unit 50, and a storage unit 60. For example, a system is constructed using a computer system.

  The input unit 10 is realized by, for example, a keyboard, a mouse, a touch panel, a dial, various switches, and the like, and outputs an operation signal corresponding to the operation input to the CPU 40.

  The GPS positioning unit 20 includes a GPS antenna that receives radio waves from GPS satellites, and measures the absolute position (coordinates determined by latitude and longitude) of the host vehicle from the radio waves received by the GPS antenna. Specifically, the absolute position of the host vehicle is measured at a GPS positioning point that is appropriately set, such as a position where radio waves from GPS satellites are easily received.

  The traveling state measuring unit 30 is for measuring a relative position change of the host vehicle, and includes a speed generator 31 that generates a pulse according to the rotation of the wheel and a gyro 33 that detects an angular speed. Composed. The traveling state measuring unit 30 calculates the moving speed and moving amount of the host vehicle based on the pulse signal, calculates the moving direction of the host vehicle based on the angular velocity signal, and outputs these to the CPU 40.

  In the present embodiment, the absolute position of the vehicle measured by the GPS positioning unit 20 and the position change of the host vehicle measured by the traveling state measuring unit 30 are combined to improve the calculation accuracy of the traveling position of the vehicle. .

  The CPU 40 executes various arithmetic processes in accordance with programs and data stored in the storage unit 60, and performs overall control of the emergency stop system 1 by giving instructions to each functional unit, transferring data, and the like.

  The traveling state notification unit 50 is for notifying the traveling state of the host vehicle, and includes a display unit 51, an indicator lamp 53, and a sound output unit 55.

The display unit 51 is configured by, for example, an LCD (Liquid Crystal Display), an ELD (Electronic Luminescent Display), or the like, and performs notification of excess speed limit or excess danger speed, navigation display of driving conditions, and the like by screen display.
The indicator lamp 53 is configured by an LED or the like, and notifies that the speed limit is exceeded or the danger speed is exceeded by a lighting display.
The sound output unit 55 is composed of a speaker or the like, and notifies that the speed limit is exceeded or the dangerous speed is exceeded by the sound output of an alarm sound.

  The storage unit 60 includes various IC memories such as ROM and RAM such as flash memory that can be updated and stored, a hard disk that is built in the emergency stop system 1 or connected by a data communication terminal, an information storage medium such as a CD-ROM, and a reading thereof. It is comprised with an apparatus etc., and memorize | stores data, such as a program concerning the operation | movement of the emergency stop system 1, and the processing result by the said program.

  In particular, in order to realize the present embodiment, a travel position calculation program 610 for realizing a function for calculating the travel position of the host vehicle and a function for performing emergency braking control by monitoring the travel speed exceeding the limit speed are realized. A travel speed monitoring program 620 for storing a travel situation navigation program 630 for realizing a function for controlling the display of travel situation navigation is stored, and the travel position calculation program 610 has a function of converting the calculated travel position into kilometers. Includes a kilometer conversion program 611 for realizing the above.

  The storage unit 60 also stores kilometer management DB 640, trajectory information 650, and speed limit information 660 as data.

  The kilometer management DB 640 is a database that defines the correspondence between the kilometer within the travel line section and its absolute position (latitude / longitude). FIG. 4 is a diagram illustrating a data configuration example of the kilometer management DB 640. In this embodiment, the kilometer management DB 640 stores the kilometer and its absolute position (latitude / longitude) in association with the index. The index is a serial number assigned at unit distance intervals (for example, 1 m intervals) along the trajectory of the travel line section from the start position to the end position in order. Since the distance in kilometers is discontinuous or overlapped in some sections, the actual distance from the starting position to the desired distance (hereinafter referred to as “the starting distance”) is the index and unit. It is calculated from the distance interval.

  The track information 650 includes track data 651 and ground facility data 653.

  The track data 651 stores information on speed limit sections such as curves, gradients, points in the travel line section, and the vicinity of the stop station. FIG. 5 is a diagram illustrating a data configuration example of the line data 651. As shown in FIG. 5, in the track data 651, the kilometer corresponding to the start point and the end point of various speed limit sections and its absolute position (latitude / longitude) are defined. Although not shown, information such as the curvature in the curve section and the angle of the gradient in the gradient section may be set as appropriate.

  Ground equipment data 653 includes stations, railroad crossings, bridges, etc. installed along the trajectory, traffic management equipment such as traffic lights, ground elements, curve marks, slope marks, distance marks, speed limit signs, etc. Memorize the installation position of the ground equipment in the railway facility. FIG. 6 is a diagram illustrating a data configuration example of the ground facility data 653. As shown in FIG. 6, the ground equipment data 653 defines a kilometer corresponding to the installation position of the ground equipment in the railway facility and its absolute position (latitude / longitude).

  The speed limit information 660 includes a speed limit change pattern 661 and a dangerous speed change pattern 663. As described above, speed change patterns corresponding to changes in kilometers are defined.

  Further, the storage unit 60 stores a traveling state 670 and a wheel diameter 680 of the host vehicle as data that is updated as appropriate while the host vehicle travels from the start to the end.

The traveling state 670 includes a traveling distance 671, a traveling speed 673, a traveling position 675, and a kilometer 677 of the traveling vehicle.
The travel distance 671 is stored by integrating the amount of movement calculated by the travel state measuring unit 30.
The traveling speed 673 updates and stores the traveling speed calculated by the traveling state measuring unit 30.
The travel position 675 updates and stores the absolute position (latitude / longitude) of the host vehicle predicted based on the travel amount and travel direction of the host vehicle input from the travel state measurement unit 30 and the wheel diameter 680. The travel position 675 is the absolute position (latitude / longitude) of the host vehicle measured using the GPS signal when the travel position 675 is a GPS positioning point or when wheel slipping / sliding is detected. It is corrected by.
The kilometer 677 updates and stores the kilometer at the current travel position 675.
Further, as described above, the wheel diameter 680 is corrected based on the correction amount when the traveling position 675 is corrected by the absolute position of the vehicle measured using the GPS signal. Thereby, the error of the wheel diameter due to wear is corrected, and the calculation accuracy of the traveling position 675 is improved.

[Process flow]
Next, the flow of processing in the present embodiment will be described with reference to FIGS. In the present embodiment, the emergency stop system 1 repeatedly executes each process of the travel position calculation process, the travel speed monitoring process, and the travel state navigation process at predetermined time intervals while the host vehicle travels from the start to the end. . Hereinafter, specific flows of these processes will be described in order.

(Running position calculation process)
First, the flow of the travel position calculation process will be described with reference to FIG. Note that the processing described here is realized by the CPU 40 reading and executing the travel position calculation program 610 including the kilometer conversion program 611.

  In the travel position calculation process, the CPU 40 first predicts the absolute position (latitude / longitude) of the host vehicle based on the travel amount and travel direction of the host vehicle input from the travel state measurement unit 30 and the wheel diameter 680. The travel position 675 is updated (step a10). At this time, the CPU 40 counts the travel distance by integrating the travel amount input from the travel state measurement unit 30, updates the travel distance 671, and sets the travel speed input from the travel state measurement unit 30 as the travel speed. This is stored in the storage unit 60 as 673.

  Subsequently, the CPU 40 determines whether or not the traveling position 675 is a predetermined GPS positioning point. If it is not a GPS positioning point (step a20: NO), the CPU 40 subsequently detects the idling / sliding of the wheel. It should be noted that the wheel slipping / sliding detection method is realized by using a known technique, and a detailed description thereof is omitted here. If no wheel slipping / sliding is detected (step a30: NO), the CPU 40 proceeds to a kilometer conversion process in step a70 described later.

  On the other hand, when the traveling position 675 is a GPS positioning point (step a20: YES), or when wheel slipping / sliding is detected (step a30: YES), the CPU 40 proceeds to step a40 and starts from a GPS satellite. And receive the absolute position (latitude / longitude) of the vehicle. Then, the CPU 40 corrects and updates the travel position 675 according to the measured absolute position (step a50), corrects the wheel diameter 680 based on the correction amount (step a60), and proceeds to step a70.

  In step a70, the CPU 40 executes a kilometer conversion process. FIG. 8 is a flowchart for explaining the flow of the kilometer conversion process.

  In the kilometer conversion process, first, the CPU 40 extracts, from the kilometer management DB 640, a record in which an absolute position included in a predetermined range based on the travel position 675 is set (step b10). Here, the predetermined range is appropriately determined, for example, a 10 m square area centered on the traveling position 675.

  Subsequently, the CPU 40 calculates the distance between the travel position 675 and the absolute position set in the extracted record (step b20). Then, the CPU 40 selects a record in which the absolute position closest to the travel position 675 is set (step b30), and stores the kilometer set in the record as the kilometer 677 in the storage unit 60. (Step b40).

(Running speed monitoring process)
Next, the flow of the traveling speed monitoring process will be described with reference to FIG. Note that the processing described here is realized by the CPU 40 reading and executing the traveling speed monitoring program 620.

  In this travel speed monitoring process, the CPU 40 first compares the travel speed 673 and the kilometer distance 677 with the speed limit change pattern 661, and determines whether or not the current travel speed 673 exceeds the speed limit corresponding to the current kilometer distance 677. Determine whether. Then, when the traveling speed 673 does not exceed the speed limit (step c10: NO), this process is terminated.

  On the other hand, if the traveling speed 673 exceeds the speed limit (step c10: YES), the process shifts to a warning mode, and the CPU 40 controls the traveling state notification unit 50 to start outputting a warning alarm (step c20). Specifically, the CPU 40 performs sound output control of a warning alarm sound, display output control of a warning alarm message, and lighting control of an indicator lamp. Then, the CPU 40 starts a timer and starts measuring the warning period (step c30).

  If the timer is activated, the CPU 40 refers to the speed limit change pattern 661 and determines again that the travel speed 673 exceeds the speed limit at the current travel position 675.

  Then, when the traveling speed 673 is decelerated below the speed limit (step c40: NO), the CPU 40 cancels the warning mode, controls the traveling state notification unit 50, and stops the output of the warning alarm (step c50). ). When the output of the warning alarm is stopped, the CPU 40 proceeds to step c100.

  On the other hand, if the traveling speed 673 still exceeds the speed limit (step c40: YES), the CPU 40 subsequently determines the area of the traveling speed 673 (step c60). That is, it is determined whether the traveling speed 673 is within the warning output area or the emergency braking control area.

If the traveling speed 673 is within the emergency braking control area (that is, the dangerous speed has been exceeded), the CPU 40 proceeds to step c80.
On the other hand, if the traveling speed 673 is within the warning output area, the CPU 40 returns to step c40 until the elapsed time counted by the timer passes the warning period. If the warning period has elapsed (step c70: NO), the CPU 40 proceeds to step c80.

  In step c80, the CPU 40 controls the traveling state notification unit 50 to output an emergency braking alarm. Specifically, the CPU 40 performs sound output control of an emergency braking warning sound, display output control of an emergency braking warning message, and lighting control of an indicator lamp.

  Then, the CPU 40 performs emergency braking control (step c90). For example, the control signal may be output to the brake device to stop the host vehicle, or when an emergency brake device (EB: Emergency Brake device) is mounted on the host vehicle, the EB The host vehicle may be stopped via the device. If the emergency braking control is performed, the CPU 40 proceeds to step c100.

  In step c100, the timer is stopped and reset.

(Driving status navigation process)
FIG. 10 is a flowchart for explaining the flow of the driving situation navigation process. Note that the processing described here is realized by the CPU 40 reading and executing the driving situation navigation program 630.

  In the travel status navigation process, first, the CPU 40 graphs the speed limit change pattern 661 with the kilometer on the horizontal axis and the train speed on the vertical axis, and is displayed together with the travel position 675 of the host vehicle, the travel speed 673, the kilometer 677, and the like. Control is performed to display the travel status navigation screen (step d10).

  Then, the CPU 40 refers to the kilometer management DB 640, and calculates the starting distance (current starting distance) of the current position from the index corresponding to the travel position 675 and the unit distance interval of the index (step d20). At this time, the CPU 40 may correct the measurement error of the travel distance 671 based on the calculated current ground distance.

  Next, the CPU 40 refers to the track data 651 and searches for a speed limit section that is approaching on the traveling direction side (step d30). For example, the CPU 40 searches for a speed limit section on the traveling direction side including the travel position of the host vehicle, and within a predetermined range from the travel position 675 (for example, a speed limit section within 1 km ahead). .

  Next, the CPU 40 refers to the speed limit change pattern 661 and reads out the speed limit of each searched speed limit section (step d40). Then, the CPU 40 calculates the actual distance from the travel position 675 to each of the speed limit sections searched (step d50). That is, the CPU 40 calculates the starting distance from the starting position of each speed limit section searched with reference to the kilometer management DB 640, and obtains it by the difference from the current starting distance calculated by step d20.

  Then, the CPU 40 displays, on the travel status navigation screen displayed in step d10, each approaching speed limit section searched in step d30 from the speed limit read in step d40 and the travel position 675 calculated in step d50. Is displayed together with the distance (step d60).

  Next, the CPU 40 refers to the ground facility data 653 and searches for a ground facility approaching in the traveling direction (step d70). For example, the CPU 40 is ground equipment installed on the traveling direction side including the traveling position of the host vehicle, and is installed within a predetermined range from the traveling position 675 (for example, ground equipment installed within 1 km ahead). Search for.

  Next, the CPU 40 calculates the actual distance from the travel position 675 to each of the ground facilities searched (step d80). That is, the CPU 40 calculates the starting distance from the starting position of each ground facility searched with reference to the kilometer management DB 640, and obtains it by the difference from the current starting distance calculated for the own vehicle in step d20.

  Then, the CPU 40 performs control to display each approaching ground facility searched in step d70 together with the distance from the travel position 675 calculated in step d80 on the traveling status navigation screen displayed in step d30 ( Step d90).

[Screen example]
Next, a display screen example will be described with reference to FIGS. 11 and 12.

  FIG. 11 is a diagram illustrating an example of a traveling situation navigation screen displayed on the display unit 51 when the host vehicle is traveling at a traveling speed equal to or lower than the speed limit. As shown in FIG. 11, on the travel status navigation screen, a speed limit change pattern that is graphed with kilometer on the horizontal axis and train speed on the vertical axis is scrolled in the horizontal direction according to the travel position of the host vehicle. In addition, a traveling speed instruction marker MK is displayed according to the current traveling speed. Therefore, the driver can always check the speed limit at the current travel position and the actual travel speed on the travel status navigation screen.

  In addition, information on the speed limit section ahead of the traveling direction and the ground equipment is displayed on the traveling state navigation screen. In FIG. 11, a display M11 indicating that the curve section is approaching is made, and the distance to the curve section and the speed limit are notified. In addition, a display M13 indicating that the station is approaching, a display M15 indicating that the bridge is approaching, and a display M17 indicating that the crossing is approaching are provided, and the distance to each ground facility is notified. Therefore, the driver can always check the speed limit section and the ground equipment that are in front of the vehicle and are approaching, in order from the nearest one on the traveling state navigation screen.

  On the other hand, FIG. 12 is a diagram showing an example of a display screen displayed on the display unit 51 when emergency braking control is performed. As shown in FIG. 12, a display M21 of an emergency braking warning message is displayed on the display of the driving situation navigation.

As described above, according to the present embodiment, the traveling position 675 and the traveling speed 673 of the host vehicle are calculated based on the outputs of the traveling state measuring unit 30 and the GPS positioning unit 20 and are compared with the speed limit change pattern 661. By combining them, it is possible to monitor whether the traveling speed 673 exceeds the speed limit. When the speed limit is exceeded and the state where the speed limit is exceeded continues for a predetermined warning period, emergency braking control can be performed to stop the vehicle. Furthermore, by comparing with the dangerous speed pattern 663 for stopping at the stop position , it is possible to monitor whether the traveling speed 673 exceeds the dangerous speed. If it is determined that the dangerous speed has been exceeded, emergency braking control can be performed immediately regardless of whether the warning period has elapsed. In addition, it is possible to alert the driver when the traveling speed 673 exceeds the speed limit or the dangerous speed, thereby alerting the driver.

  According to this, it is possible to monitor the exceeding of the speed limit on the upper side of the vehicle without requiring the installation of ground equipment on the ground side, and to perform emergency braking control appropriately, thus reducing the safety of train operation. The cost can be improved.

  In addition, the travel situation can be navigated by updating and displaying changes in the travel position 675 and travel speed 673 of the vehicle as well as the speed limit change pattern. Furthermore, control is performed to display the speed limit of the speed limit section in which the host vehicle is approaching or traveling, the distance to the speed limit section, and the distance to the ground equipment in which the host vehicle is approaching, You can call the driver's attention.

  In the above-described embodiment, the speed limit of the speed limit section is read from the speed limit change pattern 661. However, the speed limit of each speed limit section may be set in the line data 651. In this case, the speed limit may be set for each vehicle type, and the speed limit corresponding to the vehicle type of the host vehicle may be read and used.

  In the embodiment described above, the emergency braking control is performed when the traveling speed of the host vehicle exceeds the speed limit and the state where the speed limit is exceeded continues for a predetermined warning period. The following may be used. That is, for example, a speed limit section such as a curve, a slope, or a point, a vicinity of the entrance of the speed limit section, a front side of the installation position of a railroad crossing or a bridge installed along a track, etc. are set in advance as a braking control section. When the traveling speed of the host vehicle exceeds the speed limit, it is determined whether the traveling position of the host vehicle is within the braking control section. And if it is in a predetermined speed limit area, it is good also as performing braking control and decelerating a driving speed below a speed limit.

  In the above-described embodiment, the absolute position (latitude / longitude) of the host vehicle is predicted based on the movement amount and direction of the host vehicle and the wheel diameter 680 that are input from the traveling state measurement unit 30. The travel position of the host vehicle is calculated by correcting the predicted absolute position by the absolute position (latitude / longitude) of the host vehicle measured using a GPS signal at a predetermined timing. May be.

  That is, the ground position laid on the track may be used as a reference position, and the travel position of the host vehicle may be detected by integrating the amount of movement from the reference position. Specifically, the pulse unit distance is calculated based on the distance between the ground elements, the number of pulses output from the speed generator 31 during traveling between the ground elements, and the wheel diameter 680, and the calculated pulse unit Based on the distance, the travel position of the host vehicle is detected by integrating the amount of movement from the reference position. When the host vehicle passes the ground child position, the passed ground child position is set as the reference position. At this time, the wheel diameter 680 is corrected based on the distance between the traveling ground elements and the amount of movement accumulated during traveling between the ground elements. In this case, the wheel diameter is used for convenience of explanation, but in practice, the wheel diameter is unnecessary because the pulse unit distance is equivalent to the wheel diameter. In correction, the pulse unit distance may be corrected directly.

  Alternatively, the stop position may be set as a reference position, and the travel position of the host vehicle may be detected by integrating the amount of movement from the reference position. Specifically, radio waves from GPS satellites are received at the stop station, and the absolute position (latitude / longitude) of the vehicle is measured. Then, the pulse unit distance is calculated based on the distance between the stations calculated using the GPS signal, the number of pulses output from the speed generator 31 during traveling between the stations, and the wheel diameter 680. Based on the calculated pulse unit distance, the amount of movement from the reference position is integrated to detect the traveling position of the host vehicle. When the host vehicle stops at the stop station, the absolute position of the vehicle measured at the stop station is set as the reference position. At this time, the wheel diameter 680 is corrected based on the distance between the stopped stations that have traveled and the amount of movement accumulated during travel between the ground units. Even in this case, the wheel diameter is used for convenience of explanation, but in practice, the wheel diameter is unnecessary because the pulse unit distance is equivalent to the wheel diameter. In correction, the pulse unit distance may be corrected directly.

  Further, the present location kilometer indexing device of the present invention is not only a conventional railway system railway vehicle, but also a new transportation system vehicle such as a monorail, a rubber tire type system, a light train (LRV), a tram, a road running / The present invention can be similarly applied to a vehicle of a dual mode transportation system such as a dual mode vehicle capable of running on a track, a railroad vehicle, and the like.

The figure which graphed the speed limit change pattern and the dangerous speed change pattern. The figure which shows the driving curve example of a vehicle. The block diagram which shows an example of a function structure of an emergency stop system. The figure which shows the data structural example of kilometer management DB. The figure which shows the data structural example of track | line data. The figure which shows the data structural example of ground equipment data. The flowchart for demonstrating the flow of a driving | running | working position calculation process. The flowchart for demonstrating the flow of a kilometer conversion process. Flow chart for explaining the flow of the traveling speed monitoring process The flowchart for demonstrating the flow of a driving | running | working condition navigation process. The figure which shows an example of the display screen when the own vehicle is drive | working with the driving speed below a speed limit. The figure which shows the example of a display screen when emergency braking control is performed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Emergency stop system 10 Input part 20 GPS positioning part 30 Running condition measurement part 31 Speed generator 33 Gyroscope 40 CPU
DESCRIPTION OF SYMBOLS 50 Travel condition alerting | reporting part 51 Display part 53 Indicator light 55 Sound output part 60 Storage part 610 Traveling position calculation program 611 Kilometer distance conversion program 620 Travel speed monitoring program 630 Travel condition navigation program 640 Kilometer distance management DB
650 Track information 651 Track data 653 Ground equipment data 660 Speed limit information 661 Speed limit change pattern 663 Dangerous speed change pattern 670 Travel situation 671 Travel distance 673 Travel speed 675 Travel position 677 Kilometer distance 680 Wheel diameter

Claims (4)

An emergency stop system that is mounted on a vehicle traveling on a track and that makes an emergency stop when the vehicle travels abnormally.
Speed limit pattern storage means for storing a speed limit change pattern along a track along which the vehicle travels;
A traveling state measuring means for measuring a traveling position and a traveling speed of the vehicle;
When it is determined whether or not the measured traveling speed of the vehicle exceeds the limiting speed at the measured traveling position according to the limiting speed change pattern stored in the limiting speed pattern storage means, and the limiting speed is exceeded In this case, notification control is performed by an informing means for informing that the speed limit is exceeded at that time, and when the state where the speed limit is exceeded continues for a predetermined warning period, emergency braking control of the vehicle is performed to Emergency braking control means for stopping the vehicle even at a position other than the stop position set in the speed limit change pattern;
A speed exceeding the speed of the speed limit change pattern is set as a critical speed, and a critical speed section determined from a relationship between a critical speed and a critical position for stopping at a predetermined stop position by emergency braking, and A dangerous speed pattern storage means for storing a dangerous speed change pattern composed of a dangerous speed section set at a constant high speed than the speed limit set in the speed limit change pattern;
Display control means for performing control to update and display changes in the travel position and travel speed of the vehicle measured by the travel situation measurement means together with the speed limit change pattern stored in the speed limit pattern storage means;
Speed limit section storage means for storing information on the speed limit section on the track;
With
The emergency braking control means determines whether or not the measured traveling speed of the vehicle exceeds the dangerous speed at the measured traveling position in accordance with the dangerous speed change pattern stored in the dangerous speed pattern storage means. If it is determined that the critical speed has been exceeded, emergency braking control is immediately performed regardless of whether or not the predetermined warning period has elapsed, even if the vehicle is not at the stop position set in the critical speed change pattern. Stop,
The display control means checks the speed limit section stored in the speed limit section storage means, and based on the speed limit section within a predetermined distance ahead of the travel of the vehicle, the speed limit when traveling in the speed limit section An emergency stop system characterized by having a section speed limit display control means for performing a control to display. Determination means for determining whether or not the measured travel position is within a predetermined braking control section;
When it is determined whether or not the measured traveling speed of the vehicle exceeds the limiting speed at the measured traveling position according to the limiting speed change pattern stored in the limiting speed pattern storage means, and the limiting speed is exceeded And a braking control means for performing braking control of the vehicle to decelerate the traveling speed of the vehicle below the limit speed at the measured traveling position when the determination means determines that the vehicle is within a braking control section. ,
The emergency stop system according to claim 1, further comprising: The speed limit change pattern is a speed limit change pattern according to a kilometer change starting from a preset reference position on the track,
The emergency stop system according to claim 1, wherein the traveling state measuring unit includes a kilometer conversion unit that converts the measured traveling position of the vehicle into a kilometer. It further comprises positioning means for positioning the traveling position of the vehicle using a GPS signal (GPS: Global Positioning System),
4. The travel condition measuring means includes correction means for correcting the measured travel position of the vehicle based on the travel position measured by the positioning means. Emergency stop system as described in the section.

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