EP2990295A1

EP2990295A1 - Vehicle control system

Info

Publication number: EP2990295A1
Application number: EP15181593.3A
Authority: EP
Inventors: Toshiharu Sugawara; Takayoshi Nishino; Kenji Imamoto; Yutaka Sato
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2014-08-27
Filing date: 2015-08-19
Publication date: 2016-03-02
Also published as: JP2016046998A; JP6336857B2

Abstract

Included are: a vehicle configured to travel on a track; a first sensor placed above the ground and configured to detect an obstacle on the track where the vehicle travels; a second sensor mounted on the vehicle and configured to detect an obstacle on the track where the vehicle travels; and a vehicle control apparatus mounted on the vehicle and configured to control the driving of the vehicle, or to present, to a driver of the vehicle, information to instruct acceleration/deceleration of the vehicle or information of an obstacle on the track. The vehicle control apparatus controls the driving of the vehicle, or presents information to the driver of the vehicle, based on information of the obstacle detected by the first sensor or information of the obstacle detected by the second sensor.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The field of the invention relates to a vehicle control system.

2. Description of the Related Art

An issue of JP-2009-202635-A is to obtain a train automatic reporting system where emergency information is provided also to passengers, together with a train driver, at the time of emergency (see [0006] in JP-2009-202635-A ), which includes, as solving means, a monitoring camera placed in such a manner as to monitor an obstacle on a railroad track, an obstacle detection apparatus that analyzes video captured by the monitoring camera, recognizes the presence or absence of an obstacle on the railroad track, and transmits obstacle information wirelessly to a train traveling nearby if an obstacle is recognized, and an automatic emergency information reporting apparatus that is mounted on each train, receives the obstacle information transmitted by the obstacle detection apparatus, and reports emergency information. The automatic emergency information reporting apparatus is configured to make a report to a driver's desk display apparatus placed on a driver's desk of the train, and a train information providing apparatus that is placed in the train and performs one or both of a display on a display apparatus placed in a train car and an announcement by a speaker, and ranks the degree of emergency for the obstacle information based on the train speed and the remaining distance to the obstacle to the train, and reports emergency information preset according to the rank (see [0007] in JP-2009-202635-A ).
Moreover, an issue of JP-2001-270442-A is to eliminate a blind spot in a railroad crossing by using a radio wave and emitting the radio wave in a wide area, and reduce adjustment time and costs such as equipment costs and installation construction costs while satisfying a request for the safety of a railroad (see [0007] in JP-2001-270442-A ). A crossing obstacle detection apparatus includes, as solving means, a transmission/receiving unit having a transmission antenna that emits a radio wave and a receiving antenna that receives a reflected wave of the radio wave from an object existing in a crossing, a signal processing unit that calculates the location of the object from the reflected wave received by the receiving antenna, and a logical processing unit that determines whether or not the object is an obstacle. In the crossing obstacle detection apparatus, a reflector is included which is installed at a desired position in the crossing and reflects a radio wave emitted from the transmission antenna, and a reflected wave from the reflector is received by the receiving antenna, and accordingly it is confirmed that the radio wave has been emitted from the transmission antenna (see [0008] in JP-2001-270442-A ).
However, improvements in safety and operation rate at the time when a sensor placed above the ground is broken are not taken into account in the documents.

SUMMARY OF THE INVENTION

In order to solve the above issue, the present invention adopts the configurations described in, for example, the claims.
The present application includes a plurality of means for solving the above issue. Examples of the means include: a vehicle configured to travel on a track; a first sensor placed above the ground and configured to detect an obstacle on the track where the vehicle travels; a second sensor mounted on the vehicle and configured to detect an obstacle on the track where the vehicle travels; and a vehicle control apparatus mounted on the vehicle and configured to control the driving of the vehicle, or to present, to a driver of the vehicle, information to instruct acceleration/deceleration of the vehicle or information of an obstacle on the track. The vehicle control apparatus controls the driving of the vehicle, or presents information to the driver of the vehicle, based on information of the obstacle detected by the first sensor or information of the obstacle detected by the second sensor.
According to the above means, when a sensor placed above the ground is broken, it is possible to improve the safety and operation rate of trains as compared to before.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a train control system in a first embodiment;
Fig. 2 is an example of the installation of a first sensor in the first embodiment;
Fig. 3 is a train control apparatus in the first embodiment;
Fig. 4 is an operation example of the train control system in the first embodiment (under the normal sensor operation);
Fig. 5 is an operation example of the train control system in the first embodiment (under the faulty sensor operation);
Fig. 6 is a train control system in a second embodiment;
Fig. 7 is a train control apparatus in the second to fourth embodiments;
Fig. 8 is an operation example of the train control system in the second embodiment (under the normal sensor operation);
Fig. 9 is an operation example of the train control system in the second embodiment (under the faulty sensor operation);
Fig. 10 is a train control system in the third embodiment;
Fig. 11 is an operation example of the train control system in the third embodiment (under the normal sensor operation);
Fig. 12 is an operation example of the train control system in the third embodiment (under the faulty sensor operation);
Fig. 13 is a train control system in the fourth embodiment;
Fig. 14 is an operation example of the train control system in the fourth embodiment (under the normal sensor operation); and
Fig. 15 is an operation example of the train control system in the fourth embodiment (under the faulty sensor operation).

DESCRIPTION OF THE PREFERRED EMBODIMENTS

When a sensor placed above the ground is broken in a train control system that controls the travel of a train, it becomes impossible to detect an obstacle in a track or crossing. Accordingly, the function of avoiding a collision with an obstacle is reduced. There is a problem that if trains are operated in that state, the safety is reduced while if train operations are stopped, the operation rate of the train operation service is reduced.
In order to improve the safety and operation rate, a method is also conceivable which makes aboveground sensors redundant. However, a railroad generally has a long route. Therefore, there is a case where the sensors placed above the ground become enormous in number and it is not economical. Hereinafter, a description is given of examples that improve the safety and operation rate of trains while keeping the costs low in a train control system that detects an obstacle with a sensor on a track and prevents a collision between a train and the obstacle (or supports a driver's collision prevention operation) based on detection information of the obstacle.

Example 1

The example is a train control system that detects an obstacle on a track and continues the function of avoiding a collision between a train and the obstacle (or supporting a driver's collision avoidance operation) also when a faulty occurs in a sensor placed above the ground.
Fig. 1 illustrates a train control system of a first embodiment. A train control system 1 is applied to a train 2 (railroad, LRT (Light Rail Transit), or the like) that travels on a track 3 (for example, iron rails). The train 2 runs in accordance with a predetermined diagram and transports passengers. Electric power is supplied from an unillustrated substation to the train 2 via an unillustrated overhead line.
The train 2 generates a driving force with an unillustrated motor, rotates wheels 13, and travels on the track 3. However, it may be configured in such a manner as that an unillustrated engine is mounted on the train 2 and the train 2 is driven by the power of the engine. An unillustrated driver, or a train control apparatus 12, drives the train 2. The train control system 1 can be applied, not only to railroads, but also to transport systems such as monorails, new transport systems, automobiles, and mining trucks.
The train control system 1 includes the tracks 3, a plurality of trains 2 that travels on the tracks 3, first sensors 4 placed above the ground along the tracks 3, a wireless base station 6, a communication line 5 connecting between the first sensor 4 and the wireless base station 6, a ground signal apparatus 8, a communication line 7 connecting between the ground signal apparatus 8 and the wireless base station 6, a second sensor 9 that detects things in the front direction of the train 2, an onboard wireless apparatus 10 that can communicate bidirectionally with the wireless base station 6, a speed detection apparatus 11 that detects the speed of the train, and the train control apparatus 12 that controls the speed of the train based on information of the second sensor 9, the onboard wireless apparatus 10, and the speed detection apparatus 11.
Next, Fig. 2 illustrates an arrangement example of the first sensors 4 in the first embodiment. Fig. 2 is a diagram viewing the tracks from overhead. The tracks 3 include, for example, iron rails and are installed for inbound and outbound directions. The trains 2 travel on the tracks. As illustrated in Fig. 2, the first sensors 4 are placed between the inbound and outbound tracks to detect an obstacle on the tracks. Consequently, even when a train is passing, an obstacle is not hidden from view behind the train. Accordingly, one sensor is sufficient to detect obstacles in both the inbound and outbound tracks. Areas surrounded by the dotted lines indicate the detection areas of the first sensors 4.
However, in terms of a method for installing sensors, another arrangement is also applicable as long as an obstacle on the track can be detected. Moreover, the first sensor 4 is desired to be a sensor such as a scanning millimeter wave radar or scanning laser radar that can detect a wide area on a plane, or a stereo camera. However, as long as the first sensor 4 can detect an obstacle, another sensor may be applicable.
Next, Fig. 3 illustrates a functional block diagram illustrating an example of processes of the train control apparatus 12 of the train 2. The second sensor 9 is desired to be a sensor such as a scanning millimeter wave radar or scanning laser radar that can detect a wide area on a plane, or a stereo camera. However, as long as the second sensor 9 can detect an obstacle, another sensor may be applicable.
The train control apparatus 12 includes a CPU (the abbreviation of Central Processing Unit. Central Processing Unit), a recording device that can hold data even if the train control apparatus 12 is powered off, an input/output device that can input and output information into and from external devices such as the second sensor 9, the onboard wireless apparatus 10, and the speed detection apparatus 11, and a memory that records data electrically. Moreover, a program that is developed by the CPU in the memory and executes the processes described in Fig. 3 is recorded in the recording device.
The recording device is, for example, an optical disc, flash memory, or hard disk. The memory is, for example, a DIMM (Dual In-line Memory Module).
In the train control apparatus 12, information and the like from the second sensor 9, the onboard wireless apparatus 10, and the speed detection apparatus 11 are input into the input/output device. The CPU uses the input information and develops the program recorded in the recording device in the memory to perform the processes illustrated in Fig. 3. A notch command and the like, which are the processing results of the CPU, are transmitted by the input/output device to the driver's desk in the train. Accordingly, the train can be controlled.
Part of the functional block illustrated in Fig. 3 may be realized not by a process by the CPU (a process by software), but by a process by dedicated hardware.
Next, signals to be input into the train control apparatus 12 are described. The input signals include (1) the location information of an obstacle that interferes with the course of the train 2, the location information being input from the second sensor 9, (2) the information of a first stop limit to be input from the onboard wireless apparatus 10, (3) the information of a section having a faulty first sensor 4, the information being input from the onboard wireless apparatus 10, and (4) the information of the travel speed of a train to be input from the speed detection apparatus 11.
Here, the first stop limit is a stop position, set in a general signal system such as digital ATC, at which it is possible to avoid a collision between trains by braking a train to prevent the train from traveling beyond the first stop limit and controlling the interval between the trains. The first stop limit is generated by the ground signal apparatus 8. Moreover, a method for identifying a section having a faulty first sensor 4 is described in detail below.
Next, the flow of processes of the train control apparatus 12 is described. The processes of the train control apparatus 12 includes a process for avoiding a collision with an obstacle and a process for traveling between stations in accordance with a diagram. First, a description is given of the process for realizing the avoidance of a collision with an obstacle.
A stop limit calculation unit 31 sets a second stop limit before an obstacle when viewed from the train, based on location information of an obstacle detected by the second sensor 9, and outputs information of the second stop limit to a stop limit combination unit 32.
The stop limit combination unit 32 compares the information of the first stop limit input from the onboard wireless apparatus 10 with the information of the second stop limit output from the stop limit calculation unit 31, and outputs a stop limit closer to the train, as a third stop limit. If only one of the information of the first stop limit and the information of the second stop limit is input, the stop limit combination unit 32 does not compare the first and second stop limits, and outputs the input stop limit as the third stop limit.
If an obstacle is detected by performing control based on the first and second stop limits, the information of the first sensor 4 and the second sensor 9 is used to perform control. If the first sensor 4 or the second sensor 9 is broken, the function of avoiding a collision can be continued with the other non-faulty sensor. For example, if the first sensor 4 is broken, control is performed based on the information of the second sensor 9.
If the second sensor 9 does not detect an obstacle based on the information of the first stop limit input from the onboard wireless apparatus 10, the second stop limit is not generated.
A protection pattern planning unit 33 plans a speed limit pattern (protection pattern) in accordance with the location, based on the third stop limit and the prestored braking performance of the train.
An overspeed determination unit 34 compares the protection pattern with the travel speed of the vehicle detected by the speed detection apparatus 11, determines whether or not the train overspeeds, and, if the train overspeeds, outputs a predetermined brake notch as a first notch command to prevent the train from exceeding the protection pattern.
The above description is the process for avoiding a collision with an obstacle. The process for avoiding a collision with an obstacle may be combined with the block control for avoiding a collision between trains.
Next, a description is given of the process for traveling between stations in accordance with a diagram. A travel pattern planning unit 36 performs different processes respectively when the first sensor 4 is and is not broken. When not broken, a speed pattern (travel pattern) in accordance with the location is planned in such a manner as to prevent a delay in the diagram, based on a speed limit at a curve, running time between stations, and the like.
When the first sensor 4 is broken, the train needs to travel at low speeds to enable the train to stop before an obstacle by applying an automatic brake after the obstacle is detected by the second sensor 9. Therefore, the travel pattern planning unit 36 generates a travel pattern with speeds at which it is possible to avoid an obstacle with the second sensor 9 in a fault section, based on data on the fault section input from the onboard wireless apparatus 10, in addition to a speed limit at a curve, running time between stations, and the like.
A travel pattern for sections other than the fault section is generated in such a manner as to recover a delay due to the low-speed travel in the fault section. However, there is no need to limit the travel pattern to the above description. For example, it may be configured in such a manner as that the train travels in all the sections at speeds that can avoid an obstacle with the second sensor 9 when the first sensor 4 is broken.
Next, a follow-up control unit 37 outputs a second notch command (power notch or brake notch) based on the travel pattern generated by the travel pattern planning unit 36 and the speed of the vehicle detected by the speed detection apparatus 11 so that the speed follows the travel pattern. The above description is the process for traveling between stations in accordance with a diagram.
A notch selection unit 35 selects a notch that has a higher deceleration rate from the first notch output from the overspeed determination unit 34 and the second notch output from the follow-up control unit 37, and outputs the selected notch as a third notch command to an unillustrated deceleration control apparatus or acceleration control apparatus of the train 2.
Consequently, if two different notches are input, the train can be controlled based on a notch that has a higher deceleration rate. Therefore, the safety can be secured. The train 2 is decelerated by the unillustrated deceleration control apparatus if the third notch command is a brake notch, and is accelerated by the unillustrated acceleration control apparatus if the third notch command is a power notch.
Next, Fig. 4 illustrates an operation of a normal first sensor 4 as an operation example of the train control system in the first embodiment. The horizontal axis of Fig. 4 indicates the location and the vertical axis the travel speed of the train. First, a case where there is no obstacle on the track is described. The travel speed of the train is as indicated by the solid line of Fig. 4 by the processes described in Fig. 3. In other words, the train can travel without a delay from the diagram.
Next, a case where there is an obstacle on the track is described. If there is an obstacle, the first sensor 4 detects an obstacle 41 existing on the track first. Location information of the obstacle 41 in a sensor coordinate system (which may include information indicating which of the inbound and outbound tracks the obstacle exists on) is transmitted to the wireless base station 6.
The wireless base station 6 transmits, to the ground signal apparatus 8, the location information of the obstacle 41 and the first sensor 4's ID allocated in advance. The ground signal apparatus 8 grasps a prestored location of the first sensor 4 from the ID information of the first sensor 4, and identifies the location of the obstacle 41 on the track based on the location of the sensor, and the location information of the obstacle 41.
Next, the ground signal apparatus 8 identifies the train 2 whose course is interfered with by the obstacle 41, and generates the first stop limit. The ground signal apparatus 8 transmits the first stop limit to the onboard wireless apparatus 10 of the train 2 via the wireless base station 6. The first stop limit is set before the obstacle when viewed from the train. The onboard wireless apparatus 10 transmits the first stop limit to the train control apparatus 12.
The train control apparatus 12 performs the processes described in Fig. 3, and performs control in such a manner as that the train 2 travels in the travel pattern indicated by the broken line of Fig. 4. If a detection distance of the second sensor 9 mounted on the train is too short to detect the obstacle as in Fig. 4, control is performed based on the information of the first sensor 4. In terms of the processing, the second stop limit is not generated, and the third stop limit becomes the first stop limit.
From the above description, the train control system can detect an obstacle and apply a brake, and accordingly can avoid a collision between a train and the obstacle. The train control system can also avoid collisions with maintenance personnel and maintenance vehicles, which are outside the target of the signal system that performs the block control. Moreover, the train control system can perform the block control as a backup for the time that the signal system is broken.
Next, Fig. 5 illustrates an operation of a faulty first sensor as an operation example of the train control system in the first embodiment. The flow of processes is described below. If a fault occurs in the first sensor 4, the first sensor 4 detects the fault by, for example, the method illustrated in JP-2001-270442-A , and transmits the occurrence of the fault to the wireless base station 6.
The wireless base station 6 transmits, to the ground signal apparatus 8, the transmitted fault information and ID of the first sensor 4 where the fault has occurred. The ground signal apparatus 8 identifies a section on the track where the fault has occurred in the first sensor 4, based on the transmitted ID information of the first sensor 4 and fault information.
Next, the ground signal apparatus 8 transmits information of the identified fault occurring section to all trains traveling in the section, via the wireless base station 6. The onboard wireless apparatus 10 transmits the information of the fault occurring section to the train control apparatus 12.
Next, the train control apparatus 12 performs the processes described in Fig. 3, and travels in the travel pattern indicated by the dot-and-dash line of Fig. 5. As illustrated in Fig. 5, the train 2 travels in the fault section (Section B in Fig. 5) at speeds that can avoid an obstacle by the detection of the obstacle with the second sensor 9. Moreover, the train 2 travels in the other sections (Sections A and C in Fig. 5) based on a travel pattern generated by the travel pattern planning unit 36 in such a manner as to recover the delay of the train 2 having occurred in the fault section within a range that can secure the safety by the detection of an obstacle with the first sensor 4.
When the first sensor 4 is broken, the train travels the fault section in such a manner as to detect an obstacle with the second sensor 9 and travels the other sections in such a manner as to detect an obstacle with the first sensor 4. Accordingly, the influence of the fault of the first sensor 4 upon the diagram can be reduced as compared to the case of traveling all the sections at low speeds with the second sensor 9. Furthermore, the travel pattern is generated in such a manner as to recover the delay in Section B in Sections A and C. Accordingly, the local delay will not ripple through the entire route and the service can be operated.
According to the train control system described above, also when a fault occurs in a sensor placed above the ground, it is possible to continue the train operations while maintaining the function of avoiding a collision between a train and an obstacle in a track. In other words, the safety and operation rate of trains can be improved. Furthermore, the present method has an advantage that the number of components and the costs are reduced as compared to a case where all the sensors placed above the ground are made redundant since a sensor is simply attached to the front of a train.

Example 2

The example is a train control system that detects an obstacle in a crossing and continues the function of avoiding a collision between a train and the obstacle (or supporting a driver's collision avoidance operation) also when a fault occurs in the first sensor 4 placed above the ground. Automobiles and people come and go in the crossing when the crossing is open. Accordingly, there is a risk that people and automobiles are left on the track even after the crossing is closed. The risk can be reduced by installing a sensor that detects an obstacle in the crossing. The descriptions of parts having the same functions as the first embodiment are omitted.
Fig. 6 illustrates the train control system 1 in a second embodiment. The difference in Fig. 6 from the first embodiment is in that the aboveground apparatuses include a crossing gate 61, a first sensor 62 that detects an obstacle in a crossing, and a crossing control apparatus 63 that controls the crossing gate and transmits information of the first sensor 62 to the onboard wireless apparatus 10. The first sensor 62 may be the sensor used in the first embodiment, or may use a sensor that detects the intrusion of an obstacle on a line as in a laser radar that does not scan.
Fig. 7 illustrates a functional block diagram illustrating an example of processes of the train control apparatus 12 of the second embodiment. The difference from the functional block diagram illustrated in Fig. 3 is in the inclusion of a stop limit calculation unit 71 that generates the first stop limit based on information input from the onboard wireless apparatus 10, and a fault section identification unit 72 that identifies a section having a faulty first sensor 62 based on the information input from the onboard wireless apparatus 10.
The information input from the onboard wireless apparatus 10 into the train control apparatus 12 includes the location information of an obstacle in the sensor coordinate system of the first sensor 62 (which may include information indicating which of the inbound and outbound tracks the obstacle exists on), an ID of the first sensor 62, and fault information.
The stop limit calculation unit 71 generates the first stop limit based on the location information of the obstacle and the sensor ID of the first sensor 62. The fault section identification unit 72 identifies a section having the faulty sensor based on the sensor ID of the first sensor 62 and the fault information. In terms of the subsequent processes, similar processes to the first embodiment are performed.
Next, Fig. 8 illustrates an example of a case where the first sensor operates normally, as an operation example of the train control system in the second embodiment. If there is no obstacle on the track, similar processes to the first embodiment are performed, and the train travels at speeds indicated by the solid line of Fig. 8.
Next, a case where there is an obstacle on the track is described. The first sensor 62 detects the obstacle existing in a crossing, and transmits, to the crossing control apparatus 63, information on the location of the obstacle in a coordinate system of the sensor that has detected the obstacle, and the sensor ID.
The crossing control apparatus 63 transmits the information on the location of the obstacle and the sensor ID to the onboard wireless apparatus 10 when the crossing is closed. When the crossing is open, automobiles and people come and go in the crossing. Accordingly, obstacle detection is performed when the crossing is closed.
The train control apparatus 12 performs the processes described in Fig. 7, based on the transmitted location of the obstacle and sensor ID. As a result, if there is an obstacle on the track, the locus of the travel speed of the train is as indicated by the broken line of Fig. 8.
From the above description, the train control system can detect an obstacle that has intruded into a crossing while the gate is closed and apply an automatic brake, and accordingly can avoid a collision between a train and the obstacle.
Next, Fig. 9 illustrates a case where the first sensor 62 is broken, as an operation example of the train control system in the second embodiment. If the first sensor 62 is broken, the sensor detects the fault by the method illustrated in JP-2001-270442-A , and transmits the occurrence of the fault to the crossing control apparatus 63.
The crossing control apparatus 63 transmits the fault detection information and the sensor's ID to the onboard wireless apparatus 10. The train control apparatus 12 performs the processes described in Fig. 7 based on the fault detection information and the sensor's ID, and continues the function of avoiding a collision between the train and the obstacle with the second sensor. As a result, the locus of the travel speed of the train is as indicated by the dot-and-dash line.
According to the train control system described above, also when a fault occurs in a first sensor 62 placed above the ground, it is possible to continue the train operations while maintaining the function of avoiding a collision between a train and an obstacle in a track. In other words, the safety and operation rate of trains can be improved.
Furthermore, the example has an advantage that the number of components and the costs are reduced as compared to the case where all the aboveground first sensors are made redundant since a sensor other than the first sensors placed above the ground is simply attached to the front of a train.

Example 3

The example is a train control system that detects an obstacle that has intruded into a track on the premise of a station and continues the function of avoiding a collision between a train and the obstacle (or supporting a driver's collision avoidance operation) also when a fault occurs in the first sensor 4 placed above the ground. On the premise of the station, there is a risk that people and things fall from a platform onto the track. The risk can be reduced by installing, on the premise of the station, a sensor that detects an obstacle. The descriptions of parts having the same functions as the second embodiment are omitted.
Fig. 10 illustrates the train control system 1 in a third embodiment. The differences between the second and third embodiments are in that the first sensor 62 is changed to a first sensor 102 that detects an obstacle on a track beside a platform 101, and that the crossing control apparatus 63 is configured of a station premise obstacle reporting apparatus 103 that transmits, to the onboard wireless apparatus 10, the location information of the obstacle detected by the first sensor 102, the sensor's ID, and the sensor's fault information. The first sensor 102 may be the sensor used in the second embodiment, or may use a contact sensor such as a pressure sensor.
Fig. 11 illustrates an operation in a case where the first sensor 102 operates normally, as an operation example of the train control system in the third embodiment. First, a case where there is no obstacle on the track on the premise of a station is described. In that case, similar processes to Example 2 are performed, and the train can travel in the travel pattern indicated by the solid line of Fig. 11. On the other hand, if there is an obstacle on the track on the premise of the station, similar processes to Example 2 excluding the process specific to a crossing are performed. As a result, the train travels in the travel pattern indicated by the broken line of Fig. 11.
From the above description, the train control system can detect an obstacle that has intruded into a track on the premise of a station and apply an automatic brake, and accordingly can avoid a collision between a train and the obstacle.
Next, Fig. 12 illustrates a case where the first sensor 102 is broken, as an operation example of the train control system in the third embodiment. Similar processes to Example 2 are performed. The second sensor 9 is used in a section having the faulty first sensor 102 to continue the function of avoiding a collision between the train and an obstacle.
As a result, the locus of the travel speed of the train is as indicated by the dot-and-dash line. In the example, the train keeps a constant speed without accelerating again after passing the section having the faulty first sensor 102. In this manner, acceleration/deceleration is suppressed and accordingly the comfort of the passengers can be improved.
According to the train control system described above, also when a fault occurs in the first sensor 102 placed above the ground, it is possible to continue the train operations while maintaining the function of avoiding a collision between a train and an obstacle on a track on the premise of a station.
In other words, the safety and operation rate of trains can be improved. Furthermore, the example has an advantage that the number of components and the costs are reduced as compared to the case where all the aboveground first sensors are made redundant since a sensor other than the first sensors placed above the ground is simply attached to the front of a train.

Example 4

The example is a train control system that detects an obstacle that interferes with the course of a train and continues the function of avoiding a collision between a train and the obstacle (or supporting a driver's collision avoidance operation) also when a fault occurs in the first sensor placed above the ground. The descriptions of parts having the same functions as the second embodiment are omitted.
Fig. 13 illustrates the train control system 1 in a fourth embodiment. The differences between Examples 2 and 4 are in that the first sensor 62 is changed to a first sensor 131 that detects an obstacle that interferes with the course of a train, and that the crossing control apparatus 63 is configured of an interfering obstacle reporting apparatus 132 that transmits, to the onboard wireless apparatus 10, information on the presence or absence of the obstacle detected by the first sensor 102, the sensor's ID, and the sensor's fault information.
The first sensor 131 has a mechanism that, if a pillar tilts, cuts off a circuit and detects interference. Generally, the first sensor is placed near a cliff, at a tunnel entrance/exit, at a sharp curve, and the like in many cases. However, the first sensor may be installed at any other place.
Fig. 14 illustrates a case where the first sensor is not broken, as an operation example of the train control system in the fourth embodiment. First, a case where there is no obstacle is described. If there is no obstacle, similar processes to Example 2 are performed. As a result, the train can travel in the travel pattern indicated by the solid line of Fig. 14.
On the other hand, if there is an obstacle on the track, the train control system performs similar processes to Example 2 excluding the process specific to a crossing. As a result, the travel pattern is as indicated by the broken line of Fig. 14.
From the above description, the train control system can detect an obstacle that interferes with the course of a train and apply an automatic brake, and accordingly can avoid a collision between the train and the obstacle.
Next, Fig. 15 illustrates a case where the first sensor is broken, as an operation example of the train control system in the fourth embodiment. Also when the first sensor is broken, similar processes to Example 2 are performed, and the function of avoiding a collision between a train and an obstacle is continued with the second sensor. As a result, the locus of the travel speed of the train is as indicated by the dot-and-dash line.
According to the train control system described above, also when a fault occurs in the first sensor placed above the ground, it is possible to continue the train operations while maintaining the function of avoiding a collision between a train and an obstacle on the track.
In other words, the safety and operation rate of trains can be improved. Furthermore, the example has an advantage that the number of components and the costs are reduced as compared to a case where all the aboveground first sensors are made redundant since a sensor other than the first sensors placed above the ground is simply attached to the front of a train.
The example illustrates the system that applies an automatic brake based on information of an obstacle detected by the first or second sensor. However, it may be a driver supporting system that controls a ground signal based on the information of the detected obstacle, or controls a display apparatus on the driver's desk based on the information of the detected obstacle, and reports the existence of the obstacle to the driver.
The examples illustrate the system that applies an automatic brake based on information of an obstacle detected by the first or second sensor. However, instead of the train control by the third notch command, or in addition to the train control by the third notch command, it may be configured in such a manner as that a ground signal is controlled, or the display apparatus on the driver's desk is controlled to report the existence of an obstacle to the driver or display the control of a notch indicated by the third notch command, and accordingly the driver's collision avoidance operation is supported.
The present invention is not limited to the above examples, but includes various modifications. For example, the above examples are described in detail to facilitate the description of the present invention. However, the present invention is not necessarily limited to those including all the described configurations. Moreover, part of the configuration of a certain example can be replaced with the configuration of another example. Moreover, the configuration of a certain example can also be added to the configuration of another example. Moreover, part of the configuration of each example can be added to/deleted from /replaced with another configuration.
Moreover, part or all of the above configurations, functions, processing units, processing means, and the like may be realized by hardware by, for example, designing an integrated circuit. Moreover, the above configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that achieves the functions. Information of the program that achieves the functions, tables, files, and the like can be placed in a memory, a recording apparatus such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.
Moreover, in terms of the control line and the information line, those that are conceived to be necessary for description are illustrated. It is not limited that not all the control lines and information lines are necessarily illustrated for the product. In reality, it may be conceived that almost all the configurations are connected mutually.

Claims

A vehicle control system comprising:
a vehicle configured to travel on a track;

a first sensor placed above the ground and configured to detect an obstacle on the track where the vehicle travels;

a second sensor mounted on the vehicle and configured to detect an obstacle on the track where the vehicle travels; and

a vehicle control apparatus mounted on the vehicle and configured to control the driving of the vehicle, or to present, to a driver of the vehicle, information to instruct acceleration/deceleration of the vehicle or information of an obstacle on the track, wherein

the vehicle control apparatus controls the driving of the vehicle, or presents information to the driver of the vehicle, based on information of the obstacle detected by the first sensor or information of the obstacle detected by the second sensor.
The vehicle control system according to claim 1, wherein, upon the first sensor being broken, the vehicle control apparatus controls the driving of the vehicle, or presents information to the driver of the vehicle, based on the information of the obstacle detected by the second sensor.
The vehicle control system according to claim 1 or 2, wherein the vehicle control apparatus controls the driving of the vehicle, or presents an acceleration/deceleration instruction to the driver of the vehicle, in such a manner as to reduce the speed of the vehicle in a section having a faulty first sensor as compared to the travel speed of the vehicle in a section having a non-faulty first sensor.
The vehicle control system according to any one of claim 1 to 3, wherein upon the first sensor being broken, the vehicle control apparatus controls the driving of the vehicle, or presents an acceleration/deceleration instruction to the driver of the vehicle, in such a manner as to increase the travel speed of the vehicle in sections other than a section having a faulty first sensor as compared to the travel speed of the vehicle of when the first sensor is not broken.
The vehicle control system according to any one of claim 1 to 4, wherein the vehicle control apparatus compares a first stop limit based on a detection result of the first sensor with a second stop limit based on a detection result of the second sensor, and controls the driving of the vehicle, or presents an acceleration/deceleration instruction to the driver of the vehicle, based on a stop limit closer to the vehicle.
The vehicle control system according to any one of claim 1 to 5, wherein the vehicle control apparatus generates a travel pattern of the vehicle based on a section having a faulty first sensor, and controls the driving of the vehicle, or presents an acceleration/deceleration instruction to the driver of the vehicle, based on the travel pattern.
The vehicle control system according to any one of claim 1 to 4, wherein the vehicle control apparatus
compares a first stop limit based on a detection result of the first sensor with a second stop limit based on a detection result of the second sensor, and generates an instruction to control the driving of the vehicle, or generates a screen to instruct acceleration/deceleration to the driver of the vehicle, based on a stop limit closer to the vehicle,
generates a travel pattern of the vehicle based on a section having a faulty first sensor, and generates an instruction to control the driving of the vehicle, or generates a screen to instruct acceleration/deceleration to the driver of the vehicle, based on the travel pattern,
compares the control instruction or screen to instruct acceleration/deceleration generated based on the stop limit with the control instruction or screen to instruct acceleration/deceleration generated based on the travel pattern, and controls the driving of the vehicle using the control instruction or screen to instruct acceleration/deceleration that has a higher deceleration rate.
The vehicle control system according to any one of claim 1 to 7, wherein the first sensors are placed successively along the track.
The vehicle control system according to any one of claim 1 to 7, wherein the first sensor detects an obstacle in a railroad crossing.
The vehicle control system according to any one of claim 1 to 7, wherein the first sensor detects an obstacle on a track beside a platform.