JP7291284B1 - on-board equipment - Google Patents

Abstract

An object of the present invention is to realize an automatic driving technology equivalent to GoA 2.5, in which an attendant is on board, at a reduced cost, using an existing ground coil. Kind Code: A1 An on-board device 10 is mounted on an automatically operated train which is staffed by an attendant and runs on a track on which a plurality of types of beacons including a stop control type beacon are installed. In the on-board device 10, when a beacon whose type is stop control is detected and specified, (1) if the type of the specific beacon is not stop control, the speed control unit 169 determines the current running position and track condition information 210, and (2) when the type of the specific ground coil is stop control, based on a given condition, a) speed along the traveling pattern or b) speed control along a stop pattern capable of stopping up to the stop limit point based on the current running position, the track condition information 210, and the specific beacon attribute information of the beacon attribute information 200; [Selection drawing] Fig. 15

Description

The present invention relates to an on-board device mounted on a train.

As an example of an ATS device, a technology is known in which a transponder type beacon called ATS-P type is used to transmit various information to the train side, create a speed control pattern on the train side, and control the speed of the train. (See, for example, paragraphs [0004] to [0005] of Patent Document 1).

Also known is a technique for transmitting and receiving necessary information between the train side and the ground side using wireless communication to detect train presence and speed control. By using wireless communication, even if there is a sudden change in signal appearance, it is possible to quickly transmit it to the vehicle.

On the other hand, railway operators are required to further streamline their operations and save labor.

Here, automatic operation in railways is classified into automation levels (GoA: Grades of Automation) from level 0 to level 4 according to the crew's riding style. Of these, for Level 3 and Level 4 automated driving where a power vehicle operator (person with a power vehicle operator license; driver) does not ride, there is no railroad crossing and a structure that people cannot easily enter Elevated structure, etc.), the station has platform doors, and the target speed is set below the operating speed indicated by the control information from the device that secures the interval between trains, and the speed of the train is controlled smoothly. It is difficult to widely introduce it to general routes because of the requirements such as the installation of automatic train operation equipment (ATO) that has the functions necessary for operational safety.

On the other hand, Japan is currently facing a depopulation society, and it is becoming difficult to secure and train human resources such as drivers and maintenance workers even in the railway sector. In particular, the shortage of human resources has become a serious problem for regional railways, which have a severe business environment. Against this background, some of the requirements, such as that there are no railroad crossings and that people cannot easily enter, that stations have platform doors, etc., have been relaxed. The introduction of automatic driving with a tour conductor called GoA2.5 is being considered. In the automatic operation of GoA2.5, the staff who is a tour conductor shall perform an emergency stop operation in addition to guiding passengers to evacuation, and as a device to secure the interval between trains, the above-mentioned ATS-P type equivalent By using a speed check type ATS device and wireless communication, the same level of safety as when a driver is on board is ensured.

JP 2013-138603 A

However, on lines where the existing beacon is not of the transponder type, a large amount of cost is required to replace the transponder beacon and renovate the overall system related to the speed check type ATS device. , there are many routes that are difficult to introduce. Also, when using radio communication, it is essential to install dedicated radio equipment in order to ensure continuous radio communication between the train and the ground over the entire track on which the train runs. Thus, there is a cost issue as well.

The problem to be solved by the present invention is to use an existing beacon that is not a beacon capable of transmitting various information from the ground to the vehicle, such as a transponder type beacon, to reduce costs and reduce the cost. It is to realize the technology of automatic driving equivalent to GoA 2.5.

A first invention for solving the above problems is an automatically operated train operated by a staff member who is not a power vehicle operator and runs on a track on which a plurality of types of beacons including a stop control type beacon are installed. A on-board device mounted on a beacon detecting means for detecting the beacon (e.g., on-board coil 11 in FIG. 1), and positioning means for measuring the latitude and longitude of the train running position (e.g., FIG. 15 positioning unit 120), for each ground coil, the installation position latitude and longitude of the ground coil, the installation position kilometer distance of the ground coil, the type of the ground coil, and the type of the ground coil are the stop Attribute information storage means (for example, the on-board storage unit 190 in FIG. 15, the on-board storage unit 190 in FIG. 15, the 2 beacon attribute information 200), the speed limit and the kilometerage of the start and end positions related to the speed limit, and the slope value and the kilometerage of the start and end positions related to the slope of the railroad track. Track condition information storage means (for example, on-board storage unit 190 in FIG. 15, track condition information 210 in FIG. 3) to be stored, and positioning history acquired from the positioning means when detection is performed by the beacon detection means and the installation position latitude and longitude of each of the ground coils stored in the attribute information storage means. Child specifying unit 162), and running position calculation means for calculating the installation position kilometer of the specific ground coil of the attribute information of the specific ground coil as the specific time base point, and calculating the train running position from the specific time base point as the current running position. (For example, the running position calculation unit 161 in FIG. 15) and when the specific ground coil is specified by the specifying means, (1) when the type of the specific ground coil is not the stop control, the current (2) when the type of the specific beacon is the stop control, based on a given condition; a) speed control along the traveling pattern, or b) along a stop pattern capable of stopping up to the stop limit point based on the current running position, the track condition information, and the attribute information of the specific beacon. and speed control means (for example, the speed control unit 169 in FIG. 15) for performing speed control.

According to the first invention, the on-board device stores attribute information and track condition information for each ground coil. Then, when a beacon whose type is not stop control is detected and specified, speed control is performed in accordance with the progress pattern when the route is opened. On the other hand, when the type is "stop control" and the ground coil installed corresponding to the railway equipment is detected and specified, based on the given conditions, speed control along the progress pattern or Speed control is performed in accordance with a stop pattern that allows stopping up to the stop limit point related to railway equipment. According to this, an existing beacon that is not a beacon capable of transmitting various information from the ground to the vehicle such as a transponder type beacon is used to reduce costs and a GoA 2.5 car staffed by an attendant. It is possible to realize a considerable amount of automatic driving.

In a second aspect of the present invention, in the above-mentioned on-board device, the railway equipment is a signal, and the on-board device and the signal control device for controlling the display of the signal are wirelessly communicated by public wireless communication. In the case of the above (2), the speed control means receives information on the current state of the traffic signal from the signal control device to the on-vehicle device by the wireless communication. The on-vehicle device performs the speed control of a) or b) based on at least one of current information, the interruption of the wireless communication, and the recovery of the wireless communication.

According to the second aspect of the present invention, information on the indication of the traffic signal is transmitted from the signal control device that controls the indication of the traffic signal to the on-vehicle device using radio communication by public radio communication. When the on-board device detects and identifies a beacon whose type is stop control, the on-board device determines the speed along the progress pattern according to the current information received from the signal control device and the status of the interruption and recovery of wireless communication. control, or speed control along a stopping pattern. According to this, it is possible to realize automatic driving equivalent to GoA 2.5 with a staff member on board at a reduced cost by using wireless communication through public wireless communication.

In a third aspect of the present invention, in the on-vehicle device described above, in the case of (2), when the information on the indication received from the signal control device is a progress indication, the speed control means a) and for performing the speed control of b) at the time of stop indication.

According to the third invention, speed control along the traveling pattern or speed control along the stop pattern can be performed in accordance with information on the indication of the traffic signal from the signal control device.

In a fourth aspect of the present invention, in the on-vehicle device described above, in the case of (2), when the wireless communication is interrupted, the speed control means performs the speed control of b). This is an on-board device that controls the train to proceed at a slow speed when the speed of the train drops below a predetermined slow speed at which the train can be stopped immediately in response to an emergency stop operation by the staff.

According to the fourth invention, the on-board device can perform speed control along the stop pattern when wireless communication with the signal control device is interrupted. Then, when the train speed is decelerated below the slow speed by the speed control here, the train can be advanced at the slow speed.

In a fifth aspect of the present invention, in the above on-board device, the railway equipment is a railroad crossing, and the on-board device and the railroad crossing control device for controlling the railroad crossing are capable of wireless communication by public wireless communication. , the railroad crossing control device includes a railroad crossing warning notification means (for example, the railroad crossing control device of FIG. 61), and railroad crossing obstruction notification means (for example, railroad crossing control device 61 in FIG. 1) that transmits a railroad crossing obstruction notification to the on-board device when a railroad crossing obstruction occurs, and the speed control means , in the case of (2) above, receiving the level crossing warning notification from the level crossing control device, receiving the level crossing impediment notification from the level crossing control device, interrupting the wireless communication, and restoring the wireless communication. An on-vehicle device that performs the speed control a) or b) based on at least one of the conditions.

According to the fifth invention, the railroad crossing warning notification and the railroad crossing obstruction notification are transmitted from the railroad crossing control device that controls the railroad crossing to the on-board device using wireless communication by public wireless communication. When the on-board device detects and identifies a beacon whose type is stop control, it receives a level crossing warning notification from the level crossing control device, receives a level crossing obstruction Speed control along a pattern or speed control along a stop pattern can be performed. According to this, it is possible to realize automatic driving equivalent to GoA 2.5 with a staff member on board at a reduced cost by using wireless communication through public wireless communication.

In a sixth aspect of the present invention, in the above-described on-board device, the speed control means, in the case of (2), when receiving the railroad crossing warning notification from the railroad crossing control device, performs the speed control of a). and performing the speed control of b) when the level crossing warning notification is not received from the level crossing control device.

According to the sixth invention, the speed control is performed according to the stop pattern while the level crossing warning notification is not received from the level crossing control device, and the speed control is performed according to the progress pattern while the level crossing warning notification is received. be able to.

In a seventh aspect of the present invention, in the above-described on-board device, the speed control means receives the railroad crossing warning notification when receiving the railroad crossing impediment notification from the railroad crossing control device in the case of (2). It is an on-vehicle device that performs the speed control of b) regardless of the presence or absence of the.

According to the seventh invention, speed control can be performed in accordance with the stop pattern when a railroad crossing obstruction notification is received from the railroad crossing control device.

In an eighth aspect of the present invention, in the above on-vehicle device, in the case of (2), when the wireless communication is interrupted, the speed control means performs the speed control of b), and performs the speed control of b). This is an on-board device that controls the train to proceed at a slow speed when the speed of the train drops below a predetermined slow speed at which the train can be stopped immediately in response to an emergency stop operation by the staff.

According to the eighth invention, the on-board device can perform speed control along the stop pattern when wireless communication with the railroad crossing control device is interrupted. Then, when the train speed is decelerated below the slow speed by the speed control here, the train can be advanced at the slow speed.

The figure which shows the outline|summary of the whole structural example of an automatic driving system. The figure which shows the data structural example of ground coil attribute information. The figure which shows the data structural example of track condition information. The figure explaining a ground coil specific process. FIG. 4 is a diagram for explaining speed control processing; (1) The figure for demonstrating a formula. 4 is another diagram for explaining the speed control process; FIG. 4 is another diagram for explaining the speed control process; FIG. FIG. 5 is a diagram for explaining speed control processing of Example 1; 8 is another diagram for explaining the speed control process of Example 1; FIG. 8 is another diagram for explaining the speed control process of Example 1; FIG. FIG. 11 is a diagram for explaining speed control processing of Example 2; 8 is another diagram for explaining the speed control process of Example 2; FIG. 8 is another diagram for explaining the speed control process of Example 2; FIG. FIG. 11 is a diagram for explaining speed control processing of Example 3; FIG. 11 is another diagram for explaining the speed control process of Example 3; FIG. 11 is another diagram for explaining the speed control process of Example 3; FIG. 11 is another diagram for explaining the speed control process of Example 3; FIG. 11 is a diagram for explaining speed control processing of Example 4; FIG. 11 is another diagram for explaining the speed control process of Example 4; FIG. 11 is another diagram for explaining the speed control process of Example 4; FIG. 11 is a diagram for explaining speed control processing of Example 5; FIG. 11 is another diagram for explaining the speed control process of Example 5; FIG. 11 is another diagram for explaining the speed control process of Example 5; FIG. 11 is a diagram for explaining speed control processing of Example 6; FIG. 11 is another diagram for explaining the speed control process of Example 6; FIG. 11 is another diagram for explaining the speed control process of Example 6; FIG. 11 is another diagram for explaining the speed control process of Example 6; The block diagram which shows the structural example of an on-vehicle apparatus. The flowchart which shows the flow of a train control process.

Preferred embodiments of the present invention will be described below with reference to the drawings. In addition, the present invention is not limited by the embodiments described below, and the forms to which the present invention can be applied are not limited to the following embodiments. Moreover, in the description of the drawings, the same reference numerals are given to the same parts.

[overall structure]
FIG. 1 is a diagram showing an overview of an example of the overall configuration of an automatic driving system according to this embodiment. In the automatic operation system of the present embodiment, the automatic operation of the train 1 is automatic operation (automatic operation with a tour conductor) whose automation level is equivalent to GoA2.5. In automatic operation corresponding to GoA 2.5, a staff member who is not a power vehicle operator (hereinafter referred to as a “driver”) is on duty at the front of the train 1 . The person in charge performs operations such as opening and closing the doors, confirmation operations required when the train 1 departs, emergency stop operations, evacuation guidance, and the like.

More specifically, the automatic operation of this embodiment is realized by using an existing ATS (Automatic Train Stop) device. That is, the train 1 is provided with an on-board coil 11 at the bottom of the car body. Then, the on-board device 10 mounted on the train 1 detects the ground coil 3 installed along the track 2 via the ground coil 11, so that the train 1 passes the installation position of the ground coil 3. detect that

Here, the beacon 3 is not a beacon capable of transmitting various information from the ground to the vehicle, such as a transponder type beacon, but a beacon capable of transmitting limited information from the ground to the vehicle, such as a resonance antenna. It is a passive ground coil made up of a circuit, and one example is a ground coil of an ATS device called ATS-S type.

There are two types of ground coils 3 of the present embodiment, a ground coil whose type is "position correction" and a ground coil whose type is "stop control". Among them, the ground coil whose type is "stop control" is installed corresponding to each predetermined railroad facility installed on the ground.

The prescribed railway facilities here are railway facilities for operation safety that may prohibit entry into the inside depending on the security situation related to train operation. A signal is a railway installation emitted from a corresponding ground coil. In this embodiment, a traffic light 5 and a railroad crossing 6 are assumed. That is, the beacon whose type is "stop control" is installed at a predetermined position in front of the corresponding traffic light 5 or railroad crossing 6 for each of all the traffic lights 5 and railroad crossings 6 in the line section on which the train 1 runs. . Hereinafter, the corresponding traffic signal 5 or railroad crossing 6 is also referred to as the "stop control target" of the ground coil.

The automatic driving system also includes a signal control device 51 for the traffic light 5 and a railroad crossing control device 61 for the railroad crossing 6 .

The signal control device 51 is a control device for the traffic signal 5 and controls the display of the traffic signal 5 . When the indication of the signal 5 is the stop indication, the inward entry of the train 1 is prohibited. The signal control device 51 is installed near one or more traffic signals 5 to be controlled. In the present embodiment, for ease of understanding, the signal control device 51 will be described with one traffic signal 5 to be controlled.

In this embodiment, the signal control device 51 incorporates a wireless communication module for performing wireless communication by public wireless communication, and transmits current information of the signal 5 to the on-board device 10 within the communication range. (Signal indication information) is controlled to be transmitted at any time. For example, the signal control device 51 repeatedly transmits signal indication information at a predetermined transmission cycle. At that time, the signal control device 51 transmits the signal indication information together with the identification information of the traffic signal 5 so that the on-board device 10 side can identify the signal control information of the traffic signal 5 . The name of the traffic signal 5, an ID number assigned to the traffic signal 5, or the like can be used as the identification information.

Further, on the on-board device 10 side, the communication state of the wireless communication with the signal control device 51 is detected using the reception of the signal indication information. Specifically, when the communication state detection unit 165 (see FIG. 15) in the on-board device 10 stops receiving the signal indication information to which the same identification information is attached, the radio communication with the corresponding signal control device 51 is detected. The interruption of communication is detected, and the recovery of the interrupted wireless communication with the signal control device 51 is detected when the reception of the signal indication information to which the identification information is added is restarted.

The railroad crossing control device 61 is a control device that controls the railroad crossing 6, and includes a railroad crossing alarm 62, a railroad crossing barrier 63, a railroad crossing obstruction alarm device (not shown), a train detection device for railroad crossing control (not shown), etc. A railroad crossing safety device for the railroad crossing 6 is configured. The railroad crossing control device 61 is installed near the railroad crossing 6 to be controlled.

The railroad crossing obstacle notification device is for notifying the occurrence of a railroad crossing obstacle (railroad crossing obstacle), and is composed of an emergency button 64, an obstacle detection device (not shown), a special signal light emitter 65, and the like. A railroad crossing control device 61 turns on a special signal light emitter 65 to prohibit entry into the railroad crossing 6 when an emergency button 64 is pressed or when an obstacle detection device detects an obstacle in the railroad crossing. to perform control to notify a railroad crossing obstruction.

The train detection device for railroad crossing control includes a railroad crossing controller and a superimposed track circuit installed at a starting point (railroad crossing starting point) and a terminal point (railway crossing terminal point) for train detection on the track 2. The position of the train 1 at the start point/railway crossing end point is detected as an approach/exit. A railroad crossing control device 61 starts a railroad crossing alarm when the train detector detects that the train 1 is entering the railroad crossing starting point, and issues a railroad crossing alarm when the train detector detects that the train 1 is advancing from the railroad crossing end point. control to release the

In this embodiment, the railroad crossing control device 61 incorporates a wireless communication module for performing wireless communication by public wireless communication. Transmission control of railroad crossing warning notification is started. Then, the railroad crossing control device 61 repeatedly transmits the railroad crossing warning notification at a predetermined transmission cycle until the railroad crossing warning is cancelled. At that time, the railroad crossing control device 61 transmits the railroad crossing warning notification together with the identification information (name and ID number) of the railroad crossing 6 so that the on-board device 10 side can identify which railroad crossing 6 the railroad crossing warning notification is for. When the railroad crossing warning is canceled, the transmission of the railroad crossing warning notification is terminated. Further, the railroad crossing control device 61 performs control to transmit a railroad crossing hindrance notice when a railroad crossing hindrance occurs. Specifically, the railroad crossing control device 61 transmits the identification information of the railroad crossing 6 together with the railroad crossing obstruction notification at a predetermined transmission cycle until the special signal light emitting device 65 is turned on and turned off after the railroad crossing obstruction is resolved. Send repeatedly.

Further, the railroad crossing control device 61 performs control to repeatedly transmit at least the identification information of the railroad crossing 6 to the on-board devices 10 within the communication range separately at predetermined intervals for detecting the communication state. The communication state detection unit 165 (see FIG. 15) in the on-board device 10 detects the interruption of wireless communication with the corresponding railroad crossing control device 61 when the reception of the same identification information is interrupted, and the reception of the identification information is interrupted. The recovery of the interrupted wireless communication with the railroad crossing control device 61 is detected by the resumption.

In addition to the detection of the ground coil 3, the on-board device 10 of the train 1 receives signal indication information from the signal control device 51, and receives a railroad crossing warning notification and a railroad crossing obstruction notification from the railroad crossing controller 61. Automatic operation of train 1 is realized by using the reception of For this purpose, the on-board device 10 incorporates a wireless communication module for performing wireless communication by public wireless communication. When the train 1 enters the speed control section related to the signal control device 51, at least the signal indication information from the signal control device 51 is received, and when the train 1 enters the speed control section related to the level crossing control device 61, It receives at least a railroad crossing warning notification and a railroad crossing obstruction notification from the railroad crossing control device 61 .

In addition, the on-board device 10 includes a positioning unit 120 (see FIG. 15) that measures the latitude and longitude of the running position of the train 1 (train running position), and the train running position of the train 1 on the track 2 as the current running position. and a travel position calculation unit 161 (see FIG. 15) that calculates as needed.

The positioning unit 120 performs positioning by GNSS (Global Navigation Satellite System) represented by GPS (Global Positioning System). Also, the positioning unit 120 detects the speed based on the GNSS signal. For example, the positioning unit 120 can be implemented by a GPS module, a GPS receiver, or the like that receives signals from the GPS satellites 7 . Galileo or Beidou satellite positioning system (BeiDou) other than GPS may be used. In the below-described beacon identifying process, the on-board device 10 acquires the earth surface coordinates (latitude and longitude) of the positioning location obtained by the positioning unit 120 as the positioning latitude and longitude.

The running position calculation unit 161 calculates the current running position of the train 1 according to the rotation of the wheels or axles and the position and speed detected by the positioning unit 120 . In the present embodiment, the traveling position calculation unit 161 uses the last detected and specified installation position of the ground coil 3 (see FIG. 2) based on the detection signal of the rotation detector 13 as the specified time reference point. It is assumed that the traveled distance from the time reference point is calculated as the current traveled position at any time. Specifically, when the ground coil is detected and identified, the traveling position calculation unit 161 resets the current traveling position (the traveling distance from the reference point at the specific time) being calculated and updated to zero. By adding the traveled distance of the train 1 based on the detection signal of the rotation detector 13, the traveled distance from the specific time base point is calculated as needed. The rotation detector 13 is composed of a pulse generator, a tachometer, or the like that detects the rotation of wheels or axles. The calculated current travel position 195 is included in the travel position information 193 (see FIG. 15) and updated and stored as needed.

In addition, in the present embodiment, the travel position calculation unit 161 calculates the travel distance (km) from the track start point in parallel with the calculation of the current travel position (travel distance from the specific time reference point) at any time. A position on the track 2 indicated by a track distance from the track starting point is called a "kilometer". Then, when a beacon is detected and specified, the calculated/updated current travel position (km) is updated with the installation position of the beacon (see FIG. 2). The calculated current travel position kilometer distance 197 is included in the travel position information 193 (see FIG. 15) and updated and stored as needed.

In addition, the on-board device 10 stores beacon attribute information 200 for storing attribute information of beacons to be detected (all beacons 3 installed in the running line section of the train 1), and and track condition information 210 are stored. Then, each time the on-board device 11 detects the beacon 3, the on-board device 10 performs 1) beacon identification processing for identifying which one of the beacons 3 to be detected corresponds to the beacon 3. 2) running position correction processing for correcting the current running position of the train 1 based on the attribute information of the identified beacon (specific beacon); and 3) progress pattern or stop pattern according to the type of the specific beacon. and a speed control process for controlling the speed of the train 1 along.

1. About Beacon Attribute Information FIG. 2 is a diagram showing a data configuration example of the beacon attribute information 200. As shown in FIG. As shown in FIG. 2, the beacon attribute information 200 is set by associating a beacon number 201 for identifying the corresponding beacon with each beacon to be detected and attribute information 203 of the concerned beacon. data table.

The attribute information 203 includes an installation position longitude and latitude, an installation position kilometer, and a type. The latitude and longitude of the installation position of the corresponding ground coil are set in the installation position latitude and longitude. In the installation position kilometerage, the installation position kilometerage indicating the position of the ground coil on the track 2 is set. "Position correction" or "stop control" is set as the type.

Also, in the attribute information 203, stop control information is set when the type of the ground coil is "stop control". The stop control information includes object identification information that is identification information of the railway equipment corresponding to the beacon (the object of stop control of the beacon), and a stop limit point distance related to the object of stop control of the beacon. The stop limit point distance indicates the distance from the ground coil to the stop limit point related to the stop control target of the ground coil. In addition, instead of the stop limit distance, it is also possible to store the kilometerage of the stop limit point.

For example, the attribute information 203 of the beacon with the beacon number "No. 3" in FIG. to the stop limit point related to the third traffic light, and a stop control information including a stop limit point distance indicating the distance from the third traffic light to the stop limit point.

In addition, the attribute information 203 of the beacon with the beacon number "No. 2" in FIG. to the stop limit point related to the second railroad crossing.

2. Regarding Track Condition Information FIG. 3 is a diagram showing a data configuration example of the track condition information 210. As shown in FIG. The track condition information 210 includes, as information on track condition locations, the speed limit and start/end positions related to the speed limit location according to the conditions of the track based on the interpretation standard 5 of Article 57 of the Railway Technical Standards, and the gradient location of the track. It stores the slope value and the starting and ending positions.

The speed limit points according to the conditions of the track based on the interpretation standard 5 of Article 57 of the Railway Technical Standards are a) curve section, b) turnout section, c) structure section that limits speed, d) line end e) a predetermined railroad crossing; f) a predetermined downward grade. The predetermined railroad crossing e) is a railroad crossing that corresponds to "a case where there is a risk of entering a railroad crossing in which the blocking operation of the railroad crossing gate has not been completed." If there is a corresponding railroad crossing, the speed limit and start/end positions are set for the location of the railroad crossing.

In this embodiment, as shown in FIG. 3, the track condition information 210 is prepared as a data table that stores speed limits and gradients for each kilometer in association with each kilometer (track distance from the starting point of the track). be done.

3. About Beacon Identification Processing FIG. 4 is an explanatory diagram for explaining the beacon identification processing. In FIG. 4, the installation position latitude and longitude P21, P23 of the ground coils on the track 2 on which the train 1 runs are indicated by "x" marks. In addition, a black dot indicates a positioning latitude and longitude P3 measured by the on-board device 10 of the train 1 when the on-board device 10 of the train 1 detects the beacon at the installation position latitude and longitude P21.

In the beacon identifying process, the on-board device 10 acquires the positioning latitude and longitude from the positioning section 120 when the beacon 11 is detected by the on-board device 11 . Then, the on-board device 10 identifies the detected beacon as a specific beacon based on the acquired positioning latitude and longitude and the installation position latitude and longitude of each beacon stored in the beacon attribute information 200. do.

Specifically, the on-board device 10 selects a beacon whose distance from the acquired positioning latitude and longitude is within the positioning error range among the detection target beacons as the specific beacon (that is, The detected beacon is specified as being the beacon at the installation position latitude and longitude). For example, referring to FIG. 4, when the ground coil installed at the installation position latitude and longitude P21 is detected, the positioning latitude and longitude P3 is obtained. Next, the beacon at the installation position latitude and longitude P21 whose distance from the positioning latitude and longitude P3 is within the distance Da of the positioning error range is specified as the specific beacon.

Here, it is a requirement for specifying a beacon that one beacon exists within the positioning error range (the installation position latitude and longitude is within the distance Da from the positioning latitude and longitude). The distance Da as a positioning error is at least 20 m or less, and can be 10 m or less if conditions are added. As a result, it is possible to identify beacons with an installation interval of more than twice the distance Da, and it is possible to identify beacons with an installation interval of 40m or more, and if conditions are added, beacons installed at intervals of 20m or more. Become.

4. About Running Position Correction Processing In the running position correction processing, when a beacon is specified as a result of the beacon specifying processing, the on-board device 10 detects a beacon within the positioning error range among the beacons to be detected. If one exists and the ground coil is successfully specified), the current running position of the train is corrected.

Specifically, the on-board device 10 refers to the attribute information 203 of the specified beacon (hereinafter referred to as "specified beacon" as appropriate) and acquires the installation position kilometerage. Then, the on-board device 10 rewrites the current traveling position kilometerage 197 with the installation position kilometerage, resets the current traveling position 195 upon being able to specify the beacon, and updates the traveling position information 193. Correct the running position.

5. Regarding Speed Control Processing In this embodiment, the on-board device 10 receives signal indication information from the signal control device 51 by wireless communication using public wireless communication, and receives a railroad crossing warning notification or a railroad crossing obstruction notification from the railroad crossing controller 61 . receive. Therefore, when a communication failure occurs and wireless communication between the signal control device 51 and the railroad crossing control device 61 is interrupted, the signal display information, railroad crossing warning notification, and railroad crossing obstruction notification cannot be received. Further, even when the signal appearance information is received, a situation may occur in which the signal appearance information indicating the appearance that changed during the interruption cannot be received because the wireless communication is interrupted thereafter. In addition, although the level crossing warning notification is received, a situation may occur in which the level crossing impediment notification cannot be received due to a subsequent disconnection of wireless communication.

Therefore, in order to realize automatic driving equivalent to GoA 2.5, in preparation for the occurrence of the above-mentioned situation, a mechanism that can reliably stop up to the stop limit point related to the traffic light 5 and the railroad crossing 6 in an emergency Is required.

Therefore, when the on-board device 10 detects and specifies the ground coil, it corrects the current running position by the running position correction process, and then executes the speed control process. In the speed control process, the on-board device 10 (1) when the type of the specific beacon is not "stop control" (hereinafter also simply referred to as "case (1)"), the current running position and the track condition information 210 and (2) when the type of the specific ground coil is "stop control" (hereinafter simply referred to as "case (2)"), Speed control along a traveling pattern based on given conditions, or speed along a stop pattern capable of stopping up to a stop limit point based on the current running position, track condition information 210, and specific beacon attribute information 203 control, do In the present embodiment, the on-board device 10 controls the speed along the traveling pattern or the Speed control.

FIG. 5 is a diagram for explaining the speed control process. In FIG. 5, the horizontal axis indicates kilometer, the vertical axis indicates speed, and an example of a progress pattern serving as a reference for speed control is indicated by a thick solid line. In addition, in FIG. 5, three ground coils No. 1 (No. 1) to No. 3 (No. 3) existing in the section of the horizontal axis are indicated by black triangles along the horizontal axis. These three ground elements are the ground elements shown in FIG. Along the horizontal axis, a second railroad crossing corresponding to No. 2 ground coil and a third traffic signal corresponding to No. 3 ground coil are shown. Further, in FIG. 5, the speed limit is indicated by a thick dashed line.

5-1. Regarding speed control and the like in the case of (1) In the example of FIG. 5, the first beacon whose type is "position correction" exists at the kilometer range (A). In the attribute information 203 of the ground coil in the ground coil attribute information 200 of FIG. 2, the kilometer range (A) is set as the installation position kilometer range. Therefore, when the train approaches the first beacon and detects the beacon via the on-board coil 11, the on-board device 10 executes the beacon identifying process. Then, when it is possible to specify that the beacon is the first beacon, the on-board device 10 executes the traveling position correction process, and the installed position kilometer distance (A) of the beacon is currently set. Correct the running position.

After executing the running position correction process, the on-board device 10 executes the speed control process. Here, the type of the No. 1 beacon, which is the specific beacon, is "position correction", which corresponds to the case (1). Therefore, the on-board device 10 performs speed control along the traveling pattern indicated by the thick solid line. Specifically, the on-board device 10 performs control to advance at the speed of the traveling pattern based on the current traveling position until the second beacon is detected and identified.

Here, the progress pattern is a speed control pattern for progressing so that the train speed does not exceed the speed limit indicated by the thick dashed line. The speed control pattern at the change point of the speed limit (the position on the trajectory 2 where the speed limit changes) is determined whether the change point is a lower change point such as a kilometer distance (C) or a kilometer distance (I). It is determined as follows depending on whether it is a high-order change point that changes to a high-order position such as .

That is, the speed control pattern at change point (C), which is a lower change point, is a speed control pattern for decelerating to the post-change limit speed of 50 km/h at change point (C). Specifically, the speed limit is set to 60 km/h before the change until the deceleration control start point (B), and the speed limit after the change is set to 60 km/h from the deceleration control start point (B) to the change point (C). is a speed control pattern that gradually lowers the speed limit to 50 km/h. The deceleration control start point (B) is obtained by subtracting from the change point (C) the deceleration distance required to decelerate from the pre-change speed limit of 60 km/h to the post-change speed limit of 50 km/h with a predetermined braking force. Positioned.

In addition, the speed control pattern of the change point (I), which is a higher change point, is the limit speed before the change of 50 km / h until the train has passed through the change point (I), and after the train has passed the limit after the change. This is a speed control pattern with a speed of 60 km/h. In FIG. 5, the speed is changed to a higher speed with a distance equal to the length of the train from the upper change point (I), indicating that the train has completely passed through the upper change point (I).

制動開始位置Ｌ_ｓは、下位現示変化点における制限速度から変化後の制限速度に所定のブレーキ力で減速するのに必要な減速距離を、下位現示変化点から減算して求めた位置とすることができる。（１）式における（Ｌ_ｘ－Ｌ_ｓ）の項は、制動開始位置Ｌ_ｓから現在走行位置Ｌ_ｘまでの距離を示す。 In the present embodiment, in order to realize speed control along the progress pattern, a progress pattern calculation logic (hereinafter referred to as "progress pattern calculation logic") is prepared in advance. Specifically, for example, the progress pattern calculation logic includes: i) the current running position, ii) the speed limit and slope set in association with the kilometerage in the track condition information 210, iii) the idle running time of the train, iv ) Based on train specifications such as deceleration and train length, etc., a type that can determine the control speed at the current running position along the speed pattern that allows running on an open route with no other trains in front. provided as a function of For example, the speed pattern is the speed registered in the track condition information from the current running position _Lx of the train to the braking start position _Ls inside the installation position of the specific ground coil, and the lower current position from the braking start position _Ls . Up to the change point, the speed V _x calculated from the following equation (1) based on the braking initial speed V _s , deceleration β, idling time T ₀ , and braking start position L _s determined at a specific time of the specific ground coil can be FIG. 6 is a diagram for explaining equation (1).

The braking start position _Ls is a position obtained by subtracting, from the lower current change point, the deceleration distance required to decelerate from the lower current change point limit speed to the post-change limit speed with a predetermined braking force. can do. The term (L _x -L _s ) in equation (1) indicates the distance from the braking start position L _s to the current travel position L _x .

Then, in the speed control along the travel pattern, the on-board device 10 uses the travel pattern calculation logic to obtain a control speed corresponding to the current travel position (current travel position 195 in FIG. 15), and follows the obtained control speed. Control train speed.

For example, in the speed control along the traveling pattern performed when reaching the kilometer distance (A) shown in FIG. , Based on the speed limit after kilometer distance (A), gradient, train specifications, etc., the speed at the current running position along the progress pattern of the thick solid line is obtained as the control speed, and the train speed is controlled.

5-2. Regarding speed control and the like in the case of (2) In the example of FIG. 5, there is a beacon No. 2 whose type is "stop control" at kilometer range (D). In the ground coil attribute information 200 of FIG. 2, the kilometer distance (D) is set as the installation position kilometer distance in the attribute information 203 of the ground coil. Therefore, when the train reaches a kilometer distance (D) and the second beacon is detected and identified, the on-board device 10 executes a running position correction process to correct the installation position of the beacon. The current running position is corrected in step (D).

After executing the traveling position correction process, the on-board device 10 executes the speed control process. Here, the type of the second beacon, which is the specific beacon, is "stop control", which corresponds to the case of (2). Since the target of the stop control of the ground coil is the second railroad crossing (see FIG. 2), the on-board device 10 controls the speed along the traveling pattern or stops the railroad crossing based on the conditions related to the railroad crossing, which will be described later. Speed control along the pattern.

Further, in the example of FIG. 5, there is a beacon No. 3 whose type is "stop control" at the mileage (F). In the beacon attribute information 200 of FIG. 2, the kilometerage (F) is set as the installation position kilometerage in the attribute information 203 of the beacon. Therefore, when the train progresses further and reaches the kilometer (F), and the No. 3 beacon is detected and specified, the on-board device 10 executes the running position correction process to correct the installation position of the beacon. The current running position is corrected by the kilometer distance (F).

After executing the traveling position correction process, the on-board device 10 executes the speed control process. Here, the type of the No. 3 beacon, which is the specific beacon, is "stop control", which corresponds to the case of (2). Since the stop control target of the ground coil is the third traffic signal (see FIG. 2), the on-board device 10 controls the speed along the traveling pattern or stops the signal based on the conditions related to the traffic signal, which will be described later. Speed control along the pattern.

FIG. 7 is a diagram showing the progress pattern used in speed control by a dashed line and the stopping pattern by a two-dot chain line, focusing on the detection and identification of the second beacon. In FIG. 7, the kilometerage (E) is the kilometerage of the stop limit point related to the second railroad crossing. In addition, at a predetermined position before the kilometer distance (E) of the stop limit point, a special signal light emitter 65 (see FIG. 1) that lights up when a railroad crossing obstruction occurs is installed (not shown in FIG. 5). . FIG. 8 is a diagram showing the progress pattern used in speed control by a dashed line and the stopping pattern by a two-dot chain line, focusing on the detection and identification of the ground coil No. 3. FIG. In FIG. 8, the kilometerage (H) is the kilometerage of the stop limit point related to the third signal.

Here, the stop pattern is a speed control pattern for stopping the train up to the stop limit point related to the stop control target of the specific ground coil. If the normal maximum brake is used as a reference, it is determined based on the deceleration of the normal maximum brake. Specifically, for example, the stop pattern can be a speed control pattern that gradually reduces the speed to zero by the stop limit point.

For example, in FIG. 7, attention is paid to the detection and identification of the No. 2 ground coil whose stop control target is the second railroad crossing, so the stop pattern is the kilometer distance (E ), the speed control pattern is such that the speed is gradually reduced to zero. The stop control information including the stop limit point distance is set in the attribute information 203 (see FIG. 2) of the ground coil. This is the position obtained by adding the stop limit point distance to (D).

On the other hand, in FIG. 8, attention is paid to the time when the beacon No. 3, which is the third traffic light, is detected and identified as the target of stop control, so the stop pattern is the kilometer distance (H ), the speed control pattern is such that the speed is gradually reduced to zero. The stop control information including the stop limit distance is set in the attribute information 203 (see FIG. 2) of the ground coil, and the kilometerage (H) of the stop limit point related to the third signal is the installation position kilometer distance. This is the position obtained by adding the stop limit point distance to (F).

In the present embodiment, in order to realize speed control along the stop pattern, logic for calculating the stop pattern (hereinafter referred to as "stop pattern calculation logic") is also prepared in advance. Specifically, for example, the stop pattern calculation logic includes i) the current running position, ii) the speed limit and gradient set in association with the kilometerage in the track condition information 210, and iii) the attribute information 203 of the specific beacon. Based on the stop control information of the specific ground coil set in , iv) idle running time of the train, v) train specifications such as deceleration and train length, etc., for example, apply the normal maximum brake to the stop limit point It is prepared as a kind of function that can obtain the control speed at the current running position along the speed pattern for stopping immediately. For example, the speed pattern can use equation (1) above. Then, using the stop pattern calculation logic, a control speed corresponding to the current running position (current running position 195 in FIG. 15) is obtained, and the train speed is controlled according to the obtained control speed, thereby speed control along the stop pattern. I do.

For example, in the speed control along the stop pattern performed when reaching the kilometer distance (D) in FIG. 7 and detecting and identifying the second beacon, the on-board device 10 uses the stop pattern calculation logic Control the speed at the current running position along the two-dot chain line stop pattern shown in Fig. 7 based on the speed limit and gradient after the kilometer distance (D), the stop control information of the No. 2 ground coil, the train specifications, etc. It is obtained as speed and controls the train speed. In the speed control along the stop pattern performed when reaching the kilometerage (F) in FIG. (F) Based on the subsequent speed limit, gradient, stop control information of the No. 3 beacon, train specifications, etc., the speed of the current running position along the two-dot chain line stop pattern shown in Fig. 8 is set as the control speed. Seek and control the train speed.

Further, in the case of (2), the on-board device 10 determines the control speed of the current travel position using the travel pattern calculation logic as in the case of (1) when performing the speed control along the travel pattern. , used to control train speed. That is, for example, in the speed control along the traveling pattern performed when detecting and specifying the second beacon, the on-board device 10 uses the traveling pattern calculation logic to determine the speed limit after the kilometer distance (D), Based on the gradient, train specifications, etc., the speed at the current running position along the one-dot chain line progress pattern shown in FIG. 7 is obtained as the control speed. In the speed control according to the progress pattern performed when the No. 3 beacon is detected and specified, the on-board device 10 uses the progress pattern calculation logic to determine the speed limit after the kilometer distance (F), the gradient, and the train conditions. Based on the original data, etc., the speed of the current traveling position along the traveling pattern of the one-dot chain line shown in FIG. 8 is obtained as the control speed.

Then, in the case of (2), the on-board device 10 controls the speed along the travel pattern or the speed along the stop pattern based on the conditions according to whether the stop control target is a traffic light or a railroad crossing. control. Whether the stop control target is a traffic light or a railroad crossing can be determined from the target identification information of the stop control information.

That is, the stop control target of the No. 3 ground coil focused on in FIG. 8 is the traffic signal (the 3rd traffic signal). In that case, the on-vehicle device 10 performs speed control along the traveling pattern indicated by the one-dot chain line in FIG. 8 or speed control along the stop pattern indicated by the two-dot chain line in FIG. Specifically, the on-board device 10 receives the signal indication information from the signal control device 51 (see FIG. 1) of the traffic signal (here, the third traffic signal) that is subject to stop control of the specific ground coil, the signal control Speed control along the progress pattern or speed control along the stop pattern based on at least one of the disruption of wireless communication with the device 51 and the recovery of the disrupted wireless communication. conduct.

On the other hand, the stop control target of the ground coil No. 2 focused on in FIG. 7 is a railroad crossing (second railroad crossing). In that case, the on-vehicle device 10 performs speed control along the one-dot chain line progress pattern in FIG. 7 or speed control along the two-dot chain line stop pattern based on the conditions for the railroad crossing. Specifically, the on-board device 10 receives a railroad crossing warning notification from the railroad crossing control device 61 (see FIG. 1) of the railroad crossing (here, the second railroad crossing) that is subject to stop control of the specific ground coil, Based on conditions related to at least one of reception of a level crossing impediment notification from the control device 61, disruption of wireless communication with the level crossing control device 61, and recovery of the disrupted wireless communication, according to the progress pattern speed control, or speed control along the stop pattern.

Below, an example of speed control along the progress pattern or the speed control along the stop pattern based on the conditions related to the traffic signal in FIG. Examples (examples 4 to 6) of speed control along a progress pattern or a stop pattern based on the conditions relating to a railroad crossing in the case of FIG.

(Example 1)
9A to 9C are explanatory diagrams of the speed control process in Example 1. FIG. FIG. 9A shows the progress pattern (one-dot chain line) and stop pattern (two-dot chain line) of FIG. 8, and FIGS.

Example 1 is an example in which wireless communication between the on-board device 10 and the signal control device 51 of the third traffic light is possible all the time while traveling in the section on the horizontal axis (the on-board device 10 can communicate with the signal control device 51 by This is an example of not detecting a communication interruption all the time). This is an example in which the third traffic signal is in the stop mode (R) and then changes to the progress mode (G). In FIG. 9B, an arrow A11 indicates the timing at which the signal indication information indicating the stop indication is started to be received from the signal control device 51 of the third traffic light. Also, in FIG. 9C, the timing when the signal indication information indicating the progress indication from the signal control device 51 is started (the timing when the signal indication information from the signal control device 51 changes to the progress indication) is shown. It is indicated by an arrow A13.

As shown in FIG. 9B, in Example 1, when the beacon No. 3 is detected/specified, the signal controller 51 of the third traffic signal, which is subject to stop control of the beacon, indicates a stop indication. Information has been received (arrow A11). Therefore, at the time of detection/specification of the ground coil, as shown in FIG. 9B, the on-board device 10 performs speed control along the stop pattern (two-dot chain line) of FIG. Train 1 is stopped by (H).

Further, since Example 1 is an example in which communication interruption does not occur on the way, when the indication of the third signal changes from the stop indication to the progress indication (G) at the timing of arrow A13 after that, the on-board device 10 , the signal indication information indicating the progress indication is received from the signal controller 51 of the third signal. Therefore, as shown in FIG. 9C, after the train 1 is stopped at the kilometerage (H) of the stop limit point, when the signal indication information changes to the progress indication, the on-board device 10 changes to FIG. The speed control along the progress pattern (chain line) is performed to start the train 1 and control the progress.

(Example 2)
10A to 10C are explanatory diagrams of the speed control process in Example 2. FIG. FIG. 10A shows the progress pattern (one-dot chain line) and stop pattern (double-dot chain line) of FIG. 8, and FIGS.

Example 2, like Example 1, is an example in which the interruption of wireless communication with the signal control device 51 of the third traffic light does not occur on the way. Example 2 is an example in which the indication of the 3rd traffic light was the advancing indication at the time when the No. 3 beacon was detected/specified, but changed to the stop indication for some reason thereafter. In FIG. 10B, an arrow A21 indicates the timing at which the signal indication information indicating the progress indication is received from the signal control device 51 of the third traffic light. Also, in FIG. 10C, the timing at which the signal indication information indicating the stop indication is started from the signal control device 51 (the timing at which the signal indication information from the signal control device 51 changes to the stop indication) is shown. It is indicated by an arrow A23.

As shown in FIG. 10B, in Example 2, when the beacon No. 3 is detected/specified, the signal indication indicating the progress indication from the signal control device 51 of the third traffic signal, which is subject to the stop control of the beacon No. 3, is transmitted. Information has been received (arrow A21). Therefore, as shown in FIG. 10B, the on-board device 10 performs speed control along the traveling pattern (one-dot chain line) in FIG.

However, in Example 2, as shown in FIG. 10C, at the timing of arrow A23, the signal indication information from the signal control device 51 of the third traffic light changed to the stop indication. Therefore, the on-board device 10 performs speed control along the stop pattern (two-dot chain line) in FIG. stop.

(Example 3)
11A to 11D are explanatory diagrams of the speed control process in Example 3. FIG. FIG. 11A shows the progress pattern (one-dot chain line) and stop pattern (two-dot chain line) of FIG. 8, and FIGS.

In Example 3, the third traffic light is a progress indication. However, unlike Examples 1 and 2, Example 3 is an example in which wireless communication between the on-board device 10 and the signal control device 51 of the third traffic light is interrupted on the way. In FIG. 11B, an arrow A31 indicates the timing of communication interruption, and in FIG. 11C, an arrow A33 indicates the timing at which the train speed reaches a predetermined slow speed.

As shown in FIG. 11B, in example 3, at the time of detection and specification of the beacon No. 3, the radio communication with the signal control device 51 of the third signal, which is subject to stop control of the beacon, is interrupted. (Arrow A31). In other words, it is in a state in which it is not possible to receive the signal indication information (information about the indication of the third traffic light) from the signal control device 51 . Therefore, as shown in FIG. 11B, at the time of detecting and specifying the ground coil, the on-board device 10 assumes that the indication of the third signal is the stop indication, and assumes the stop pattern ( The speed is controlled along the two-dot chain line).

Then, as shown in FIGS. 11C and 11D, the on-board device 10 gets on the train 1 when the state in which the radio communication is interrupted continues and the train speed becomes equal to or lower than the predetermined slow speed (arrow A33). A control (hereinafter referred to as "slow approach allowable control") that allows the train to enter within the kilometer distance (H) of the stop limit point at a speed that can be stopped immediately in response to an emergency stop operation by a staff member. conduct. For example, the on-board device 10 performs control to maintain the train speed at the slow speed and to proceed at the slow speed. Therefore, unless an emergency stop operation is performed by a staff member, train 1 proceeds at a slow speed within the kilometer (H) of the stop limit point and passes the third signal, as shown in FIG. 11D.

According to this, when the staff determines that it is necessary, the train 1 can be stopped by the kilometer distance (H) of the stop limit point by performing an emergency stop operation. For example, this may be the case where a staff member visually confirms that the third traffic signal has stopped. However, in reality, in the scene of FIG. 11C, the third traffic light indicates that the vehicle is proceeding, so it is possible to proceed at a slow speed while watching the surroundings without performing an emergency stop operation. Alternatively, the train 1 can be stopped by the kilometer distance (H) of the stop limit point by the staff performing an emergency stop operation according to the instruction from the command center.

In addition, under the operation that the 3rd signal is a blocking signal between stations and that the inward entry is permitted as long as the speed is slow enough to stop in front of the train immediately ahead, the 3rd signal is currently stopped. Even in this case, the on-board device 10 performs the above-described slow entry permission control because the staff can allow the train to enter the inside of the third traffic light at a slow speed while being vigilant of the surroundings. be able to.

(Example 4)
12A to 12C are explanatory diagrams of the speed control process in Example 4. FIG. FIG. 12A shows the progress pattern (one-dot chain line) and stop pattern (two-dot chain line) of FIG. 7, and FIGS.

Example 4 is an example in which wireless communication between the on-board device 10 and the railroad crossing control device 61 of the second railroad crossing was possible all the time while traveling in the section of the horizontal axis (the on-board device 10 and the railroad crossing control device 61 This is an example in which the interruption of wireless communication is not detected all the time), in which a level crossing warning notification is received from the level crossing control device 61, and then a level crossing obstruction notification is received. In FIG. 12B, an arrow A41 indicates the timing at which the level crossing warning notification from the level crossing control device 61 of the second level crossing starts to be received. Further, in FIG. 12C, an arrow A43 indicates the timing when the level crossing trouble notification from the level crossing control device 61 is started.

As shown in FIG. 12B , in Example 4, at the time of detection/specification of the No. 2 beacon installed at a kilometer distance (D), the railroad crossing control device 61 of the second railroad crossing, which is subject to stop control of the beacon, is detected and specified. received a railroad crossing warning notification from (arrow A41). Therefore, as shown in FIG. 12B, the on-board device 10 performs speed control along the travel pattern (one-dot chain line) in FIG.

Further, since Example 4 is an example in which communication interruption does not occur on the way, when a railroad crossing obstruction occurs at the second railroad crossing, the on-board device 10 receives a railroad crossing obstruction notification from the railroad crossing control device 61 of the second railroad crossing. becomes (arrow A43). When a railroad crossing obstruction occurs, the railroad crossing control device 61 controls to light up the special signal light emitter 65 to notify the railroad crossing obstruction. As shown in FIG. 12C, when receiving the level crossing obstruction notification, the on-board device 10 performs speed control along the stop pattern (two-dot chain line) in FIG. to stop train 1.

(Example 5)
13A to 13C are explanatory diagrams of the speed control process in Example 5. FIG. FIG. 13A shows the progress pattern (one-dot chain line) and stop pattern (double-dot chain line) of FIG. 7, and FIGS.

Like Example 4, Example 5 is an example in which the wireless communication with the railroad crossing control device 61 of the second railroad crossing is not interrupted on the way. Example 5 is an example in which although the train 1 has entered the railroad crossing starting point of the second railroad crossing, the train detection device is delayed in detecting the train. In FIG. 13C, an arrow A5 indicates the timing at which the level crossing warning notification from the level crossing control device 61 of the second level crossing is started.

That is, in example 5, at the time of detection/specification of the second beacon, no railroad crossing warning notification is received from the railroad crossing controller 61 of the second railroad crossing, which is subject to stop control of the second beacon. Such a situation may occur, for example, because the train 1 has already passed the railroad crossing starting point at that time, but the train detection device cannot detect the train 1 due to a short-circuit failure. Therefore, as shown in FIG. 13B, the on-board device 10 performs speed control along the stop pattern (two-dot chain line) in FIG. 13A at the time of detection/specification of the ground coil.

However, in Example 5, the train detection device detects train 1 after the detection and specific time of the ground coil No. 2, and upon receiving the detection, the railroad crossing control device 61 starts the railroad crossing warning. 2, at the timing of arrow A5, the on-board device 10 receives a railroad crossing warning notification from the railroad crossing control device 61 of the second railroad crossing. Therefore, the on-board device 10 performs speed control along the traveling pattern (chain line) in FIG. 13A at the time of the reception.

(Example 6)
14A to 14D are explanatory diagrams of the speed control process in Example 6. FIG. FIG. 14A shows the progress pattern (one-dot chain line) and stop pattern (two-dot chain line) of FIG. 7, and FIGS.

In example 6, the railroad crossing control device 61 of the second railroad crossing starts the railroad crossing warning before the second ground coil is detected and specified. However, in Example 6, wireless communication between the on-board device 10 and the railroad crossing control device 61 of the second railroad crossing is interrupted before the railroad crossing warning is started, and then recovered. In FIG. 14B, the timing of communication interruption is indicated by an arrow A61, in FIG. 14C, the timing when the train speed reaches a predetermined slow speed is indicated by an arrow A63, and in FIG. 14D, the timing of communication recovery is indicated by an arrow A65. showing.

As shown in FIG. 14B, in Example 6, at the time of detection and specification of the second beacon, wireless communication with the second railroad crossing control device 61, which is the target of stop control of the beacon, is interrupted. (Arrow A61), and the railroad crossing warning notification from the railroad crossing control device 61 has not been received. Therefore, as shown in FIG. 14B, the on-board device 10 assumes that the train 1 is approaching the second railroad crossing but has not started the railroad crossing warning at the time of detecting and specifying the ground coil. , speed control along the stop pattern (two-dot chain line) in FIG. 14A.

Then, as shown in FIGS. 14C and 14D, the on-board device 10 gets on the train 1 when the train speed becomes equal to or lower than the predetermined slow speed (arrow A63) due to the continuous interruption of wireless communication. In response to an emergency stop operation by a staff member who is in charge of the train, slow entry control is performed to allow the train to enter the stop limit kilometer distance (E) at a speed at which the train can be stopped immediately. For example, the on-board device 10 performs control to maintain the train speed at the slow speed and to proceed at the slow speed. Therefore, unless an emergency stop operation is performed by the staff, the train 1 will proceed at a slow speed within the kilometer distance (E) of the stop limit point and pass the second railroad crossing, as shown in FIG. 14D.

According to this, the train 1 can be stopped by the kilometer distance (E) of the stop limit point by performing an emergency stop operation when the staff judges it necessary. Alternatively, the train 1 can be stopped by the kilometer distance (E) of the stop limit point by the staff performing an emergency stop operation according to the instruction from the command center. In addition, it is possible to proceed at a slow speed while watching the surroundings without performing an emergency stop operation.

After that, the interrupted radio communication was restored at the timing of arrow A65. Further, when the railroad crossing warning is canceled, the railroad crossing warning notification is no longer received from the railroad crossing control device 61 of the second railroad crossing. Therefore, when the railroad crossing warning notification is no longer received, the on-board device 10 performs speed control along the progress pattern (chain line) in FIG. 14A, as shown in FIG. 14D.

In addition, in Example 6, an example was shown in which wireless communication was interrupted before the railroad crossing control device 61 started the railroad crossing warning. Wireless communication may be interrupted while receiving a railroad crossing warning notification. In that case, since the level crossing warning notification has been received, it can be determined that the level crossing warning itself has been started. Therefore, the speed control should be performed in accordance with the progress pattern when the wireless communication is restored.

6. Configuration of On-Board Device FIG. 15 is a block diagram showing a configuration example of the on-board device 10. As shown in FIG. As shown in FIG. 15, the on-board device 10 includes an on-board device 11, a positioning unit 120, an operation input unit 130, a display unit 140, a wireless communication unit 150, an on-board control unit 160, an on-board and a storage unit 190 .

The operation input unit 130 is, for example, an input device having switches, buttons, etc., and outputs an operation signal according to the operation input to the on-vehicle control unit 160 . The display unit 140 is realized by, for example, a liquid crystal display device or the like, and performs display according to a display signal from the on-vehicle control unit 160 .

The wireless communication unit 150 is configured by a wireless communication device realized by a wireless communication module or the like, and performs wireless communication with the outside through public wireless communication. In this embodiment, the wireless communication is performed between the signal control device 51 of the traffic light 5 and the railroad crossing control device 61 of the railroad crossing 6 (see FIG. 1).

The on-board control unit 160 detects the beacon via the on-board coil 11, the positioning latitude and longitude measured by the positioning unit 120, the signal indication information received from the signal control device 51 via the wireless communication unit 150, and the railroad crossing control device 61 Based on the railroad crossing warning notification, railroad crossing obstruction notification, etc. received from , various arithmetic processing is performed to control the operation of the on-board device 10 .

In this embodiment, the on-board controller 160 includes a running position calculator 161 , a beacon identifying unit 162 , a running position corrector 163 , a communication state detector 165 , and a speed controller 169 . Each of these functional units may be an arithmetic processing block realized as software by executing a program, or may be a circuit block realized by a signal processing circuit. In this embodiment, the on-vehicle control unit 160 will be described as an arithmetic processing block realized as software by executing a predetermined program.

The beacon identifying unit 162 is a functional unit that executes a beacon identifying process, and identifies the beacon detected by the onboard coil 11 as the specific beacon. Specifically, when the onboard coil 11 detects a beacon, the beacon specifying unit 162 determines the positioning latitude and longitude at the time of detection by the positioning unit 120 and the ground coil stored in the beacon attribute information 200 . The detected beacon is specified as a specific beacon based on the installation position latitude and longitude of each beacon.

The running position correction unit 163 is a functional unit that executes a running position correction process, and based on the installation position kilometer distance (see FIG. 2) of the specific beacon specified by the beacon specifying unit 162, the running position calculation unit The current running position calculated by 161 is corrected.

The communication state detection unit 165 utilizes reception of identification information transmitted from the signal control device 51 for detecting the communication state to detect interruption of wireless communication with the signal control device 51 and recovery of the interrupted wireless communication. To detect. Further, the communication state detection unit 165 utilizes reception of identification information transmitted from the railroad crossing control device 61 for detecting the communication state to detect the interruption of the wireless communication with the railroad crossing control device 61 and the failure of the wireless communication. Detect recovery.

The speed control unit 169 is a functional unit that executes speed control processing. In this embodiment, the speed control unit 169 performs speed control according to the traveling pattern when the route is opened when the type of the specific ground coil is "position correction" (case (1)). On the other hand, when the type of the specific ground coil is "stop control" (in the case of (2)), the speed control unit 169 performs , speed control along a travel pattern, or speed control along a stop pattern that allows stopping up to a stop limit point relating to a stop control target.

The on-vehicle storage unit 190 is implemented by a storage medium such as an IC memory or hard disk. The on-vehicle storage unit 190 stores in advance a program for operating the on-board device 10 and realizing various functions of the on-board device 10, data used during execution of the program, and the like. Alternatively, it is temporarily stored each time processing is performed. In this embodiment, the on-vehicle storage unit 190 stores positioning latitude and longitude information 191, running position information 193, beacon attribute information 200 (see FIG. 2), and track condition information 210 (see FIG. 3). , are stored.

7. Flow of Processing FIG. 16 is a flow chart showing the flow of train control processing performed by the on-board device 10 . As shown in FIG. 16, in the train control process, when a beacon is detected by the onboard coil 11 (step S1: YES), the beacon identifying unit 162 executes a beacon identifying process. That is, first, the beacon specifying unit 162 acquires the positioning longitude and latitude when the beacon is detected from the positioning unit 120 (step S3). Then, the beacon identifying unit 162 identifies the detected beacon based on the acquired positioning latitude and longitude and the installation position latitude and longitude of each beacon stored in the beacon attribute information 200 (step S5 ). For example, the beacon identifying unit 162 identifies as the specific beacon the beacon whose installation position latitude and longitude is within the predetermined distance Da from the positioning latitude and longitude in the manner described with reference to FIG. 4 .

When the ground coil is identified (the detected ground coil is identified successfully) (step S7: YES), the running position correction unit 163 executes the running position correction process to correct the current running position. (Step S8). That is, the traveling position correction unit 163 corrects the current traveling position by the installed position kilometer of the specific ground coil. If the beacon could not be identified (failure to identify the detected beacon) (step S7: NO), the train is stopped by, for example, an emergency brake (step S9).

After correcting the current running position in step S8, the speed control unit 169 subsequently executes speed control processing. In the speed control process, the speed control unit 169 first determines the type of the specific ground coil (step S11). Then, when the type of the specific ground coil is "position correction" (case (1)), the speed control unit 169 performs speed control in accordance with the progress pattern when the route is opened (step S13). In this embodiment, the speed control along the progress pattern is performed by obtaining the control speed at the current running position using the progress pattern calculation logic, and controlling the train speed at the obtained control speed. The speed control in step S13 is performed until the onboard coil 11 detects the ground coil (step S15: NO). If the ground coil is detected (step S15: YES), the process returns to step S3.

Further, when the type of the specific ground coil determined in step S11 is "stop control" (case (2)), the speed control unit 169 determines whether wireless communication with the control device subject to stop control is interrupted. determine whether or not That is, the speed control unit 169 determines whether wireless communication with the signal control device 51 of the traffic signal is interrupted when the stop control target of the specific ground coil is a traffic signal, and when it is a railroad crossing, the railroad crossing control device of the railroad crossing 61 is lost.

If the radio communication is not interrupted (step S17: NO), the process branches depending on whether the target of the stop control of the specific ground coil is a traffic signal or a railroad crossing (step S19). That is, when the stop control target is a traffic signal, the speed control unit 169 determines the indication indicated by the signal indication information received from the signal control device 51 (step S21).

In the case of the progress indication, the speed control section 169 performs speed control along the progress pattern (step S23). Speed control along the traveling pattern is similar to step S13. Thereafter, if the onboard coil 11 does not detect the ground coil (step S25: NO), the process returns to step S17. If the wireless communication is not interrupted, the stop control target is the traffic signal, and the current status is the advancing status, the speed control in step S23 is continued until the beacon is detected. If the ground coil is detected (step S25: YES), the process returns to step S3.

In the case of the stop indication, the speed control unit 169 performs speed control along a stop pattern that allows the vehicle to stop up to the stop limit point related to the traffic signal (step S27). The speed control along the stop pattern is performed by obtaining the control speed at the current running position using the stop pattern calculation logic and controlling the train speed at the obtained control speed. After that, if the ground coil is not detected by the onboard coil 11 (step S29: NO), the process returns to step S17. If the radio communication is not interrupted, the stop control target is the traffic signal, and the indication is the stop indication, the speed control in step S27 is continued until the beacon is detected. If the ground coil is detected (step S29: YES), the process returns to step S3.

On the other hand, if the stop control target determined in step S17 is a railroad crossing, the speed control unit 169 determines whether or not a railroad crossing obstruction notification has been received from the railroad crossing control device 61 of the railroad crossing. Then, when the speed control unit 169 has received the level crossing obstruction notification (step S31: YES), the speed control unit 169 proceeds to step S27 and performs speed control along the stop pattern. If no railroad crossing obstruction notification has been received (step S31: NO), the speed control unit 169 determines whether or not a railroad crossing warning notification has been received. Then, when the speed control unit 169 has not received a railroad crossing warning notification (step S33: NO), the speed control unit 169 proceeds to step S27 and performs speed control along the stop pattern. If the railroad crossing warning notification has been received (step S33: YES), the speed control unit 169 proceeds to step S23 and performs speed control in accordance with the travel pattern.

Further, when it is determined in step S17 that the wireless communication is interrupted (step S17: YES), the speed control unit 169 selects a stop pattern that can be stopped by the stop limit point related to the stop control target of the specific ground coil. and slow-moving entry permission control that permits entry inward of the stop limit point at slow-moving speed (step S35). That is, the speed control unit 169 performs speed control along the stop pattern, and when the train speed is decelerated to a predetermined slow speed by the speed control, controls the train to proceed at the slow speed. After that, if the ground coil is not detected by the onboard coil 11 (step S37: NO), the process returns to step S17. While the radio communication is interrupted, the speed control in step S35 is continued until the ground coil is detected. If the ground coil is detected (step S37: YES), the process returns to step S3.

As described above, according to the present embodiment, the on-board device 10 stores the beacon attribute information 200 and the track condition information 210 . Then, when a beacon whose type is "position correction" is detected and specified, speed control can be performed in accordance with the traveling pattern when the route is opened. On the other hand, when the type is "stop control" and a beacon installed corresponding to a traffic signal or railroad crossing is detected and specified, the conditions according to the stop control target (corresponding signal or railroad crossing) of the specific beacon , it is possible to perform speed control along a traveling pattern, or speed control along a stop pattern that allows stopping up to the stop limit point related to the stop control target.

In addition, when the speed control is performed according to the stop pattern due to the loss of wireless communication between the signal control device 51 of the traffic light and the railroad crossing control device 61 of the railroad crossing, which are the control devices to be stopped and controlled, the speed control is performed. When the train speed is decelerated to the creep speed or less by , the train can be advanced inward of the stop limit point at a train speed that can be stopped immediately according to the emergency stop operation by the staff.

According to this, it is possible to reliably stop up to the stop limit point related to traffic signals and railroad crossings in an emergency, in preparation for cases where signal indication information, railroad crossing warning notifications, and railroad crossing obstruction notifications cannot be received due to a disruption in wireless communication. mechanism can be realized. Therefore, by using an existing beacon that is not a beacon that can transmit various information from the ground to the vehicle, such as a transponder type beacon, or radio communication by public radio communication, the cost is suppressed, and the staff is on board. It is possible to realize automatic driving equivalent to GoA2.5.

It should be noted that the form to which the present invention can be applied is not limited to the above-described embodiment, and the addition, omission, or change of constituent elements can be applied as appropriate.

For example, in the above-described embodiment, the progression pattern calculation logic and the stop pattern calculation logic are logics based on different functions. can do. For example, by changing the parameter to be input (providing a flag-like parameter for switching between the calculation of the progress pattern and the calculation of the stop pattern), a common logic based on one function may be used.

10 on-board device 11 on-board child 120 positioning unit 130 operation input unit 140 display unit 150 wireless communication unit 160 on-board control unit 161 running position calculation unit 162 ground coil specifying unit 163 running position correction 165 communication state detection unit 169 speed control unit 190 on-vehicle storage unit 191 positioning longitude and latitude information 193 running position information 195 current running position (distance from the specified time reference point) 197 current running position km, 200 ground coil attribute information, 210 track condition information, 1 train, 2 track, 3 ground coil, 5 signal, 51 signal control device, 6 railroad crossing, 61 railroad crossing control device, 62 railroad crossing alarm, 63 railroad crossing barrier, 64 emergency button , 65 special signal emitters, 7 GPS satellites

Claims (8)

An on-board device mounted on an automatically operated train operated by a staff member who is not a power vehicle operator and running on a track on which multiple types of beacons including a stop control type beacon are installed,
a ground coil detection means for detecting the ground coil;
Positioning means for positioning the latitude and longitude of the train running position;
For each of the ground coils, the installation position latitude and longitude of the ground coil, the installation position kilometer distance of the ground coil, the type of the ground coil, and the ground coil when the type of the ground coil is the stop control. Attribute information storage means for storing attribute information including stop control information including stop limit point information related to railway equipment corresponding to
a track condition information storage means for storing track condition information including the speed limit and the kilometerage of the start and end positions related to the speed limit location, and the slope value and the kilometerage of the start and end positions related to the grade location of the track;
When the detection by the beacon detection means is made, based on the positioning latitude and longitude acquired from the positioning means and the installation position latitude and longitude of each of the beacons stored in the attribute information storage means, identifying means for identifying the detected ground coil as a specific ground coil;
a running position calculation means for calculating the installation position kilometer distance of the attribute information of the specific ground coil as a specific time base point, and calculating a train running position from the specific time base point as a current running position;
When the specific ground coil is specified by the specifying means, (1) when the type of the specific ground coil is not the stop control, the route is opened based on the current running position and the track condition information. (2) when the type of the specific ground coil is the stop control, a) speed control along the traveling pattern, or b) speed control means for performing speed control along a stop pattern that allows the train to stop until the stop limit point based on the current running position, the track condition information, and the attribute information of the specific ground coil;
On-board equipment. The railway equipment is a signal,
The on-board equipment and the signal control device for controlling the indication of the traffic signal are capable of wireless communication by public wireless communication, and the information on the indication of the traffic signal is transmitted from the signal control device to the on-board signal via the wireless communication. sent to the device,
In the case of (2), the speed control means satisfies at least one of the current information received from the signal control device, the disruption of the wireless communication, and the restoration of the wireless communication. Perform the speed control of a) or b) based on
The on-vehicle device according to claim 1. In the case of (2), the speed control means performs the speed control of a) when the information received from the signal control device is the progress indication, and performs the speed control of b) when the information is the stop indication. to control the speed of
The on-vehicle device according to claim 2. In the case of (2), the speed control means performs the speed control of b) when the radio communication is interrupted, and the speed control of b) reduces the train speed according to the emergency stop operation by the staff. When it becomes below a predetermined creeping speed that can be stopped immediately, control to proceed at the creeping speed,
The on-vehicle device according to claim 2 or 3. The railway facility is a railroad crossing,
The on-board device and the railroad crossing control device that controls the railroad crossing are capable of wireless communication by public wireless communication,
The railroad crossing control device includes railroad crossing alarm notification means for transmitting a railroad crossing alarm notification to the on-board device in response to detection of the train entering a predetermined railroad crossing starting point related to the railroad crossing, railroad crossing obstacle notification means for transmitting a trouble notification to the on-board device;
In the case of (2) above, the speed control means receives the level crossing warning notification from the level crossing control device, receives the level crossing obstruction notification from the level crossing control device, interrupts the wireless communication, and performing the speed control of a) or b) based on at least one condition related to recovery of communication;
The on-vehicle device according to claim 1. In the case of (2) above, when the speed control means receives the railroad crossing warning notification from the railroad crossing control device, the speed control means performs the speed control a) and receives the railroad crossing warning notification from the railroad crossing control device. If not, perform the speed control of b) above,
The on-vehicle device according to claim 5. In the case of (2) above, when the speed control means receives the level crossing obstruction notification from the level crossing control device, regardless of whether or not the level crossing warning notification is received, the speed control of the level b) is performed.
The on-vehicle device according to claim 5. In the case of (2), the speed control means:
When the radio communication is interrupted, the speed control of b) is performed, and the speed control of b) reduces the speed of the train to a predetermined slow speed or less at which the train can be immediately stopped in response to the emergency stop operation by the staff. Sometimes control to progress at the creep speed,
The on-vehicle device according to any one of claims 5 to 7.

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