JP2009060740A - Control system of multiple cars by vehicle for maintenance - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system which can surely move multiple cars, while ensuring safer and more efficient maintenance work. <P>SOLUTION: When vehicles 14a and 14b for maintenance are power vehicles, a vehicle controller 16 and a touch panel monitor 44 are mounted on each power vehicle. When the person took on the vehicle 14a for maintenance and in charge of maintenance work operates the touch panel monitor 44, information about the composition of multiple cars 14 is delivered from the touch panel monitor 44 to the processing section 26 of the vehicle controller 16. The processing section 26 of the vehicle 14a for maintenance transmits the composition information and the course information, from an HT 34 to the vehicle 14b for maintenance via a radio communication section 20, an antenna 18 and a radio 52. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control system for a knitted vehicle that is knitted by a maintenance vehicle that performs maintenance work by moving a track on which a vehicle such as a bullet train runs.

  Conventionally, on a track on which a vehicle such as a Shinkansen (hereinafter also referred to as a train) travels, the maintenance vehicle is moved during a night time when the train does not travel to check and replace the rail or sleeper on the track. In addition, maintenance work such as ballast tamping work, inspection of overhead wires, and reworking work is performed (see Patent Document 1). In this case, in the maintenance base, after a plurality of maintenance vehicles are physically connected by a coupler to form a knitted vehicle of linked knitting, the knitted vehicle is moved to the track section to be subjected to the maintenance work, In the track section, the maintenance work is performed in the connected train or the unconnected train in which the connection state of each maintenance vehicle is released.

Japanese Utility Model Publication No. 5-91101

  By the way, each maintenance vehicle that forms a knitted vehicle has any knitting (for example, the knitting order of each maintenance vehicle, the vehicle length of each maintenance vehicle, and the length of the coupler). It is not recognized whether the length of the vehicle (knitting growth) or whether the knitting is linked knitting or non-linking knitting).

  When each maintenance vehicle is a self-propelled power vehicle, each power vehicle has a control (collision prevention control) for preventing a collision of each power vehicle on the track, It is possible to individually perform control (advancing prevention control) for preventing the powered vehicle from advancing outside the preset route. However, since each maintenance vehicle does not recognize the formation of the formation vehicle, for example, when the formation is a connected formation, the collision prevention control and the advance prevention control function individually for each vehicle. The knitting vehicle cannot reliably move in the predetermined traveling direction on the route, and the maintenance work cannot be performed safely and efficiently.

  The present invention has been made in consideration of such problems, and it is possible to reliably move a knitted vehicle and to perform a maintenance work more safely and efficiently. An object is to provide a control system.

A control system for a knitted vehicle by a maintenance vehicle according to the present invention includes:
A knitting information output device that is mounted on at least one maintenance vehicle among the knitting vehicles formed by a plurality of maintenance vehicles, and outputs knitting information relating to the knitting of each maintenance vehicle in the knitting vehicle;
A vehicle control device that is mounted on the one maintenance vehicle and controls the one maintenance vehicle so that the formation vehicle moves on a track based on the formation information;
It is characterized by having.

  According to the present invention, the vehicle control device mounted on the first maintenance vehicle recognizes the formation information only by the one maintenance vehicle in the formation vehicle, so that the formation output from the formation information output device is performed. Based on the information, the first maintenance vehicle is controlled so that the formation vehicle can move on the track.

  Thereby, even if the other maintenance vehicles in the formation vehicle do not recognize the formation information, the maintenance vehicles forming the formation vehicle on the track can be integrated and surely in a predetermined traveling direction. Therefore, the maintenance work can be performed more safely and efficiently.

  FIG. 1 is a configuration block diagram of a control system 10 according to this embodiment.

  For example, the control system 10 travels on a railway line 12 in the station yard which is a stop station of a train such as a bullet train, or between the station yard and the station yard, and a plurality of maintenance vehicles 14a and 14b. This is applied to the knitting vehicle 14 knitted by

  In the daytime when the train travels on the track 12, the organized vehicle 14 is in charge of maintenance management of the track 12 in the station yard or in the middle of the station for the purpose of avoiding a collision with the train. In a time zone such as at night when the train does not travel, the vehicle departs from the maintenance base and performs predetermined maintenance work while moving on the track 12. That is, in the case of FIG. 1, two maintenance vehicles 14a and 14b among the plurality of maintenance vehicles accommodated in the maintenance base are physically connected by the coupler 64 during the maintenance work. After knitting the knitted vehicle 14 of the linked knitting, the knitted vehicle 14 is moved to a predetermined section on the track 12 that is the object of the maintenance work, and the state of the linked knitting or the connection by the coupler 64 is released. The maintenance work is performed in a connected knitting state.

  The maintenance work refers to the inspection and replacement of rails or sleepers that constitute the track 12 or the ballast that constitutes a roadbed (not shown) on which the track 12 is arranged, at night time when the train does not travel. Refers to work, inspection of overhead wires, and rework work. The line 12 is configured by arranging two rails in parallel at a predetermined interval, and each rail has a seam for every predetermined length, and this seam has an electrical insulator such as plastic ( An insulator) 62 is inserted. In FIG. 1, the insulator 62 is exaggerated.

  In FIG. 1, maintenance vehicles 14 a and 14 b that form a formation vehicle 14 are power vehicles such as diesel locomotives that can run on the track 12 and have substantially the same configuration.

  That is, in the maintenance vehicles 14a and 14b, which are powered vehicles, a vehicle control device 16 having a processing unit 26, an index prevention control unit (advance prevention control unit) 28, and a collision prevention control unit 30, and a wireless communication unit ( Wireless communication device) 20, data output unit 22, database unit 24, GPS receiving unit 38, speed sensor 42, touch panel monitor (knitting information output device) 44, speaker 46, brake device 48, vehicle Each of the upper elements 50 is mounted. Of the plurality of maintenance workers, only the person in charge has a handy terminal (HT) 34. FIG. 1 shows a case where a worker including the person in charge gets on the maintenance vehicle 14a, and another worker gets on the maintenance vehicle 14b. The HT 34 is mounted on only one maintenance vehicle 14a among the vehicles 14a and 14b.

  Here, the wireless communication unit 20 can wirelessly communicate with the wireless communication unit 20 of another powered vehicle (other vehicle) via the antenna 18 and the wireless 52 of the own powered vehicle (own vehicle).

  The HT 34 downloads various types of information related to the maintenance vehicle 14a from a maintenance area terminal arranged at the maintenance area office. These pieces of information are referred to and compared with information stored in the database unit 24 via the data output unit 22.

  In this case, the downloaded information is data (route information data) in which a plan table (route plan table) of the travel route (route) of the maintenance vehicle 14a on the track 12 of the maintenance vehicle 14a is described. Is included. The database unit 24 stores wiring diagram data.

  The wiring diagram data is data representing the arrangement of the track 12 in the station premises or in the middle of the station. The route information data is data indicating the route of the maintenance vehicle 14a in the route plan table.

  In addition, the HT 34 can request the station PRC to set or cancel a route on which the maintenance vehicle 14a can move by the operation of the person in charge during the maintenance work. Based on the request from the HT 34, the station PRC sets or cancels the route in which the maintenance vehicle 14a can move on the track 12, and when the setting or the cancellation is completed, the station PRC wirelessly transmits a request response indicating completion. 54 to the HT 34. The HT 34 outputs the request and the request response received via the antenna 32 to the processing unit 26 via the data output unit 22 as route information related to the setting or cancellation of the route.

  The route is a predetermined section on the track 12 on which the maintenance vehicle 14a on which the HT 34 is mounted can move, and the station PRC is between the insulators 62 on the track 12, between the branching devices (not shown), or It is possible to set or cancel not only between the insulator 62 and the branching device but also the insulator 62 forming these sections and / or other sections beyond the branching device as a course. It is.

  The GPS receiving unit 38 generates a PPS signal (Pulse Per Second) signal based on a GPS signal received from a GPS satellite (not shown) via the radio 56 and the antenna 36, and outputs the PPS signal as a reference signal to the processing unit 26. The PPS signal is used as a wireless communication synchronization signal in the wireless communication unit 20.

  In addition to the above-described wiring diagram data and route information data, the database unit 24 includes a vehicle ID indicating an identification number of the maintenance vehicles 14a and 14b (powered vehicles) that form the formation vehicle 14, a maintenance vehicle 14a, The vehicle length 14b is stored. The vehicle ID and the vehicle length are stored in the database unit 24 by an input operation of the touch panel monitor 44 by the person in charge or another worker when the formation vehicle 14 is formed in the maintenance base.

  As another method, vehicle IDs and vehicle lengths of a plurality of maintenance vehicles housed in the maintenance base are stored in the database unit 24 in advance, and the operator's touch panel monitor during formation of the formation vehicle 14 It is also possible to display the vehicle body ID and the vehicle length on the touch panel monitor 44 during the operation of 44 and allow the person in charge or the other worker to select them. In this case, the selected vehicle body ID and vehicle length data are output to the processing unit 26 as knitting information or stored in the database unit 24.

  The data output unit 22 outputs the wiring diagram data, the route information data, the vehicle ID, and the vehicle length stored in the database unit 24 to the processing unit 26, or these data are transmitted to the wireless communication unit 20, the antenna 18, and the wireless 52. To other powered vehicles. Further, the data output unit 22 of the maintenance vehicle 14a on which the HT 34 is mounted outputs the route information from the HT 34 to the processing unit 26, or the route information is transmitted via the wireless communication unit 20, the antenna 18 and the wireless 52. To the other maintenance vehicle 14b.

  The speed sensor 42 outputs the speed of the host vehicle corresponding to the rotation speed of the wheel 40 to the processing unit 26 as a vehicle speed pulse. The vehicle upper element 50 arranged below the maintenance vehicles 14a and 14b is connected to the ground element 58 arranged at a predetermined interval along the track 12 (for example, 1 km from the starting point of the route including the track 12) via the radio 60. And the detection signal is output to the processing unit 26.

  The touch panel monitor 44 outputs the knitting information related to the knitting of the knitted vehicle 14 to the processing unit 26 due to the input operation of the worker including the person in charge of the maintenance work.

  That is, in the case where two maintenance vehicles 14a and 14b among the plurality of maintenance vehicles housed in the maintenance base are physically connected by the coupler 64 and the formation vehicle 14 is connected to the train, When the connected state of the maintenance vehicles 14a and 14b by the coupler 64 is released and the knitted vehicle 14 is changed to the unlinked knitting, or the unlinked knitted vehicle 14 is changed to the connected knitting again (reorganization). The operator (mainly the person in charge) operates the touch panel monitor 44 of the maintenance vehicles 14a and 14b on which he / she gets, and information related to the maintenance vehicles 14a and 14b forming the formation vehicle 14 (vehicle Type (model), vehicle number (vehicle ID) or vehicle length), knitting state (number of maintenance vehicles 14a, 14b forming knitting vehicle 14, number of maintenance vehicles 14a, 14b knitting order, linked formation Will enter another) unconsolidated formation, the touch panel monitor 44 outputs to the processing unit 26 the contents of each of the input by the operator as the scheduling information.

  In the following description, the person in charge operates the touch panel monitor 44 of the maintenance vehicle (the maintenance vehicle 14a in FIG. 1) on which the HT 34 is mounted, and the touch panel monitor 44 outputs the composition information to the processing unit 26. The case will be described.

  The processing unit 26 of the vehicle control device 16 performs the following processing based on information input from each unit of the maintenance vehicles 14a and 14b.

  The processing unit 26 outputs the wiring diagram data, route information data, route information, vehicle ID, and vehicle length from the data output unit 22 to the touch panel monitor 44. Further, the processing unit 26 takes the timing of wireless communication with another vehicle in the wireless communication unit 20 based on the PPS signal from the GPS receiving unit 38 (synchronizes transmission).

  Further, the processing unit 26 calculates the travel distance and traveling direction of the host vehicle for 100 ms from the previous current position (for example, a position 100 ms before) to the current time based on the vehicle speed pulse from the speed sensor 42. The vehicle speed of the host vehicle is calculated by dividing the travel distance by 100 ms. Furthermore, the processing unit 26 also calculates the current position of the host vehicle at the current time based on the travel distance and the previous current position. Accordingly, the processing unit 26 can also output the calculated vehicle speed and the current position to the touch panel monitor 44. Furthermore, the processing unit 26 also corrects the current position of the host vehicle based on a detection signal from the vehicle upper member 50.

  Further, the processing unit 26 transmits information of the own vehicle (vehicle speed and traveling direction (speed), current position, vehicle ID, and vehicle length) to other vehicles via the wireless communication unit 20, the antenna 18, and the wireless 52. Is possible. Therefore, the processing unit 26 of the other vehicle can output the information of the host vehicle received via the radio 52, the antenna 18 and the radio communication unit 20 to the touch panel monitor 44 of the other vehicle.

  In this case, when one vehicle is the maintenance vehicle 14a and the other vehicle is the maintenance vehicle 14b, the processing unit 26 of the one vehicle (maintenance vehicle 14a) The route information of the maintenance vehicle 14a acquired by the HT 34 is transmitted to the other vehicle (maintenance vehicle 14b) by the radio 52 via the wireless communication unit 20 and the antenna 18, and each maintenance vehicle indicating the formation information is displayed. The vehicle body IDs 14a and 14b are transmitted to the maintenance vehicle 14b in the order of formation of the formation vehicle 14. On the other hand, the processing unit 26 of the other vehicle transmits each piece of information of the other vehicle to the one vehicle by wireless 52 via the wireless communication unit 20 and the antenna 18.

  As a result, the processing unit 26 of one vehicle has one vehicle (maintenance vehicle 14a) and the other vehicle (maintenance vehicle 14a) corresponding to the composition order in the composition vehicle 14 in the composition information and the vehicle body ID in the composition information. The vehicle 14b) includes a vehicle 64 and a coupler 64 based on the vehicle length, the received current position, vehicle speed and traveling direction of the other vehicle, and the current position, vehicle speed and traveling direction of the one vehicle. The total length (knitting growth) of the vehicle 14, the traveling direction of the knitting vehicle 14, and the position (leading position) of the leading vehicle of the knitting vehicle 14 in the traveling direction are calculated, and the calculation result is displayed on the touch panel monitor 44 and index prevention control. It is possible to output to the unit 28 and the collision prevention control unit 30.

  On the other hand, if the vehicle ID and the vehicle length corresponding to each received vehicle ID are stored in the database unit 24, the processing unit 26 of the other vehicle has the vehicle length, the current position, the vehicle speed, and the traveling direction of the one vehicle. And the knitting growth of the knitting vehicle 14, the traveling direction of the knitting vehicle 14, and the leading position of the knitting vehicle 14 in the traveling direction based on the vehicle length, the current position, the vehicle speed, and the traveling direction of the other vehicle. It is possible to calculate and output the calculation result to the touch panel monitor 44, the index prevention control unit 28, and the collision prevention control unit 30.

  Accordingly, one of the vehicles (maintenance vehicle 14a) recognizes the formation information and the route information, and the two vehicles are connected to each other by the wireless communication between the one vehicle and the other vehicle (maintenance vehicle 14b). Information will be shared.

  The index prevention control unit 28 of each of the maintenance vehicles 14a and 14b, when the knitting vehicle 14 is connected knitting, the speed (vehicle speed and traveling direction) of the own vehicle, the head position of the knitting vehicle 14, and the route information Based on (the course of the maintenance vehicle 14a), when it is determined that the formation vehicle 14 may move out of the course (there is a possibility of indexing), the index is given to the touch panel monitor 44 and the speaker 46. In addition to outputting an alarm signal for warning that the vehicle is to be avoided, a brake signal is output to the brake device 48.

  In addition, when the formation vehicle 14 is in the non-connected formation, the index prevention control unit 28 determines the speed (vehicle speed and traveling direction) and current position of the host vehicle and the route information (the route of the maintenance vehicle 14a). Based on this, when it is determined that the vehicle may move out of the course (it may be indexed), an alarm signal for warning the avoidance of indexing is output to the touch panel monitor 44 and the speaker 46. In addition, a brake signal is output to the brake device 48.

  On the other hand, the collision prevention control unit 30 of each of the maintenance vehicles 14a and 14b may compare the speed and current position of the two vehicles when the knitting vehicle 14 is in the non-connected knitting, When it is determined that the vehicle is in such a state, there is no risk of a collision, and an alarm signal for warning the avoidance of the collision is output to the touch panel monitor 44 and the speaker 46 and the brake device 48 is braked. Output a signal. Further, the collision prevention control unit 30 stops the collision prevention control between the maintenance vehicles 14a and 14b for the linked formation regardless of the input of information from the processing unit 26 when the formation vehicle 14 is connected formation. To do.

  The touch panel monitor 44 and the speaker 46 are indexed by the own vehicle based on an alarm signal from the index prevention control unit 28 or the collision prevention control unit 30, or a collision between the own vehicle and another vehicle occurs. The operator who is in the own vehicle is notified by a screen display or sound that there is a risk.

  The brake device 48 brakes each wheel 40 based on the brake signal from the index prevention control unit 28 or the collision prevention control unit 30 to forcibly stop the maintenance vehicles 14a and 14b.

  Incidentally, FIG. 1 is an example of the formation vehicle 14, and the control system 10 can also be applied to the formation vehicle 14 shown in FIGS. 2A to 2D. In FIGS. 2A to 2D, any formation vehicle 14 is illustrated as proceeding from the left side to the right side of the drawing.

  FIG. 2A illustrates a knitting vehicle 14 having a connected knitting in which maintenance vehicles 14 a to 14 e of five power vehicles are connected by a coupler 64. In this case, the HT 34 (see FIG. 1) is mounted on any one of the maintenance vehicles 14a to 14e, and information relating to each other's vehicle by wireless communication between the maintenance vehicles 14a to 14e. It is also possible to send and receive knitting information and course information.

  FIG. 2B illustrates a linked knitting vehicle 14 in which the maintenance vehicles 14d and 14e are powered vehicles and the maintenance vehicles 14a to 14c are non-powered vehicles. In this case, the HT 34 is mounted on the maintenance vehicle 14d or the maintenance vehicle 14e, and information related to each other vehicle, composition information, and course information can be transmitted and received between the maintenance vehicles 14d and 14e by wireless communication. Is possible. Further, the non-powered vehicle is a non-self-propelled vehicle that can be moved by the power vehicle. Examples of such a non-powered vehicle include a Toro vehicle for carrying replacement ballasts and rails.

  Since the non-powered vehicle has a different vehicle length depending on the type of the transported goods and the content of the maintenance work, the vehicle body ID such as a powered vehicle is not particularly given to the database unit 24 for the non-powered vehicle. Instead, only data of a plurality of vehicle lengths is stored in advance, and at the time of knitting of the formation vehicle 14, any one of the data of the plurality of vehicle lengths when the operator operates the touch panel monitor 44. It is desirable to select data and output the selected data to the processing unit 26 as part of the organization information.

  As described above, since the vehicle ID is not given to the non-powered vehicle, when the knitting vehicle 14 is formed by connecting a plurality of non-powered vehicles, the person in charge connected the non-powered vehicles. It is also possible to select the total length as the data indicating the vehicle body length. In this case, even if the touch panel monitor 44 and the processing unit 26 are a plurality of non-powered vehicles, they are recognized as the vehicle length for one of the non-powered vehicles.

  Therefore, in FIG. 2B, the organization information transmitted / received between the maintenance vehicles 14d and 14e is the vehicle body ID of the maintenance vehicles 14d and 14e and the vehicle lengths of the maintenance vehicles 14a to 14c which are Toro vehicles. That is, the processing unit 26 of each maintenance vehicle 14d, 14e calculates the leading position of the formation vehicle 14 based on the vehicle length of the maintenance vehicles 14d, 14e corresponding to the vehicle body ID, the vehicle length of the Toro vehicle, and the like. Then, the calculated head position is output to the index prevention control unit 28 and the collision prevention control unit 30.

  FIG. 2C illustrates a linked knitting vehicle 14 in which the maintenance vehicle 14e is a powered vehicle and the other maintenance vehicles 14a to 14d are non-powered vehicles. In this case, the HT 34 is mounted on the maintenance vehicle 14e, and the maintenance vehicles 14a to 14d are, for example, Toro vehicles. Also in this case, regarding the maintenance vehicles 14a to 14d, a plurality of vehicle length data are stored in the database unit 24 in advance, and when the operator operates the touch panel monitor 44, It is desirable that any data can be selected.

  FIG. 2D illustrates the knitting vehicle 14 in which the maintenance vehicles 14a to 14e of the five power vehicles are not connected by the coupler 64 and are not connected. In this case, the HT 34 is mounted on any one of the maintenance vehicles 14a to 14e, and between the maintenance vehicles 14a to 14e, information related to each other vehicle, organization information, and It is possible to send and receive route information.

  3A to 3C illustrate the index prevention control (advance prevention control) by the index prevention control unit 28 (see FIG. 1). FIG. 4A illustrates the movement of the knitted vehicle 14 on the set course. FIG. 4B illustrates the index prevention control by the index prevention control unit 28 and the collision prevention control by the collision prevention control unit 30 when the knitting vehicle 14 is in non-linked knitting.

  3A to 3C, the space between the left insulator 62 and the right insulator 62 in the drawing is the movable range (set course) of the trained vehicle 14, and the trained vehicle 14 travels from the left to the right in the drawings. In this case, even if the brake device 48 performs a normal braking operation, at least the first vehicle of the formation vehicle 14 (maintenance vehicle 14e) travels out of the movable range and the first range is insulated on the right side. The distance from the object 62 to the distance X1 and the distance X1 to the distance X2 are the second range.

  Here, when the HT 34 (see FIG. 1) is mounted on the maintenance vehicle 14a, the processing unit 26 of the maintenance vehicle 14a passes through the radio communication unit 20, the antenna 18, and the radio 52 as described above. Various information (vehicle speed, traveling direction, current position, vehicle ID, route information, organization information, wiring diagram data, route information data) is transmitted to the antenna 18 of the other maintenance vehicles 14b to 14e, and the maintenance vehicle 14a Also in other maintenance vehicles 14b to 14e having substantially the same configuration, each information (vehicle speed, traveling direction, current position, vehicle ID) of the own vehicle is transmitted to the other vehicle. Therefore, the processing unit 26 of each of the maintenance vehicles 14a to 14e calculates the head position of the trained vehicle 14 (head position of the maintenance vehicle 14e) based on the received information on the other vehicle and the information on the host vehicle.

  Based on the speed of the host vehicle, the head position of the trained vehicle 14, and the route information, the index prevention control unit 28 does not have a risk of the trained vehicle 14 moving out of the route, that is, the head position is When it is determined that the first range and the second range have not been reached, the alarm signal is not output to the touch panel monitor 44 and the speaker 46 and the brake signal is not output to the brake device 48 ( (See FIG. 3A).

  Further, the index prevention control unit 28 determines that the formation vehicle 14 is in such a state although there is no possibility that the formation vehicle 14 will advance out of the course, that is, the head position is in the second range. The touch panel monitor 44 and the speaker 46 output an alarm signal, and the touch panel monitor 44 and the speaker 46 board the own vehicle that the formation vehicle 14 is in an indexing state based on the alarm signal. (See FIG. 3B).

  Furthermore, when the indexing prevention control unit 28 determines that the knitting vehicle 14 may move out of the course, that is, the head position is in the first range, the touch panel monitor 44 and the speaker 46 are determined. The alarm signal is output to the brake device 48 and the brake signal is output to the brake device 48. As a result, the touch panel monitor 44 and the speaker 46 notify the worker in the own vehicle that the trained vehicle 14 may be indexed based on the alarm signal, while the brake device 48 brakes each wheel 40 based on the brake signal to forcibly stop the maintenance vehicles 14a to 14e (see FIG. 3C).

  As shown in FIG. 4A, when the course of the maintenance vehicle 14a is set beyond the plurality of insulators 62, each of the maintenance vehicles 14a to 14e connecting and forming the formation vehicle 14 is as described above. In addition, since the route information is shared by transmitting and receiving route information by wireless communication, it is possible to move integrally within the set route. In this case, the collision prevention control unit 30 of each of the maintenance vehicles 14a to 14e stops the collision prevention control between the maintenance vehicles 14a to 14e of the connected train.

  Further, as shown in FIG. 4B, when the knitting vehicle 14 is in the non-linked knitting, in each of the maintenance vehicles 14 a to 14 e, the index prevention control by the index prevention control unit 28 or the collision prevention control unit 30 is performed. Since the collision prevention control is functioning, it is possible to prevent the vehicle from moving beyond the set path beyond the insulator 62 and the collision between vehicles.

  FIG. 5A to FIG. 6B are explanatory diagrams showing screen display contents of the touch panel monitor 44.

  FIG. 5A is an example of a screen display showing the current composition information, and the other vehicle (2 to 5 in FIG. 5A) is not connected to the first vehicle (own vehicle) (“0 m”). Is shown).

  FIG. 5B is an example of a screen display showing the inside of a station. The state of the station is schematically displayed on the upper side of the screen, and information on the host vehicle or other vehicles and route information are outlined on the lower side of the screen. Is displayed. Note that a part of the current composition information shown in FIG. 5A (the connection status of other vehicles with respect to the host vehicle) is displayed on the lower right side of the screen.

  FIG. 6A is an example of a screen display showing the setting of composition information. When the person in charge selects the own vehicle on the screen, the model and vehicle number (vehicle ID) of the own vehicle can be input.

  FIG. 6B is an example of a screen display showing the knitting information after setting. The person in charge inputs the model and the car number for each vehicle in order on the screen in FIG. 6A, and performs “setting” or “end”. When selected, the input result (knitting of the knitting vehicle 14) is displayed on the screen as shown in FIG. 6B. FIG. 6B is a linked formation in which the formation vehicle 14 is composed of four maintenance vehicles, and a maintenance vehicle having a vehicle length of 21 m is connected to the first vehicle by a coupler 64 (indicated by a square block in FIG. 6B). It is illustrated that they are connected by.

  The control system 10 according to this embodiment is configured as described above. Next, the operation thereof will be described with reference to FIGS. 7 to 13C. This operation will be described with reference to FIGS. 1 to 6 as necessary.

  FIG. 7 is a sequence diagram illustrating wireless communication between maintenance vehicles 14a to 14e (see FIGS. 1, 2A, and 2D to 4B) as powered vehicles. Between each of the maintenance vehicles 14a to 14e, information (vehicle data) of the own vehicle is repeatedly transmitted and received at a predetermined time interval (2s interval) based on the PPS signal generated by the GPS receiver 38 (step S1). ~ S5).

  FIG. 8 is a sequence diagram showing a case in which the formation information is transmitted / received between the maintenance vehicles 14a to 14e using the transmission / reception of the vehicle data.

  In step S6, the processing unit 26 of the maintenance vehicle 14a (own vehicle), for each of the maintenance vehicles 14b to 14e (other vehicles), organizes the formation vehicle 14 by wireless communication. Vehicle IDs are transmitted in order of organization. When the processing unit 26 of the other maintenance vehicles 14b to 14e receives the composition information, in step S7, the processing unit 26 returns a reception response indicating the reception to the maintenance vehicle 14a by wireless communication.

  In step S8, 2s after the process of step S6, the processing unit 26 of the maintenance vehicle 14a transmits composition setting end information indicating that the transmission of the composition information has been completed to the other maintenance vehicles 14b to 14e. When the processing unit 26 of the other maintenance vehicles 14b to 14e receives the composition setting end information, in step S9, the processing unit 26 returns a reception response indicating the reception to the maintenance vehicle 14a by wireless communication. In step S10 after 2 s, normal transmission / reception of vehicle data is resumed.

  In step S7, when the maintenance vehicle 14a cannot receive a reception response to the composition information from the other maintenance vehicles 14b to 14e, an error indicating that wireless communication has not been established in the next step S8. The information is transmitted to the other maintenance vehicles 14b to 14e as the knitting setting end information.

  FIGS. 9A to 9C show the touch panel monitor until setting information indicating that the second maintenance vehicle is connected to the first maintenance vehicle is set by the operation of the touch panel monitor 44 by the person in charge. It is explanatory drawing which shows the change of 44 screen displays.

  First, when the person in charge of the maintenance operation operates the touch panel monitor 44 in order to input the formation of the formation vehicle 14, the current formation information shown in FIG. 5A is displayed on the screen. Therefore, when the person in charge selects the second maintenance vehicle from the left among the maintenance vehicles displayed in a horizontal row on the screen, the screen of the touch panel monitor 44 displays 2 as shown in FIG. 9A. The second maintenance vehicle is displayed in a dark color, and the model and vehicle number of the second maintenance vehicle can be input in the center of the screen.

  Therefore, when the person in charge operates “setting” after inputting the model and car number of the second maintenance vehicle, the screen of the touch panel monitor 44 is switched to the screen shown in FIG. 9B, and the first maintenance vehicle. In contrast, it is displayed that a maintenance vehicle having a vehicle length of 7 m is connected as the second vehicle. Next, when the person in charge operates “go to the main screen”, the screen of the touch panel monitor 44 is switched to the screen shown in FIG. 9C, and the state of the station premises indicating that the formation vehicle 14 exists on the predetermined course. It is displayed schematically. In FIG. 9C, the thick line in the display contents in the station yard indicates the course, and the black block in the thick line indicates the trained vehicle. Further, on the right side of the lower side of the screen, a part of the current composition information shown in FIG. 9B (the connection status of other vehicles with respect to the host vehicle) is displayed.

  FIG. 10A and FIG. 10B are explanatory diagrams of screen displays showing that the knitting vehicle 14 by two maintenance vehicles is switched to the unlinked knitting or the linked knitting by the operation of the touch panel monitor 44 by the person in charge.

  When the person in charge operates “not connected” when the touch panel monitor 44 is switched to the screen in FIG. 10A based on the operation of the “menu” in FIG. 9C by the person in charge, the screen is displayed in FIG. 10B. Switching is performed, and an X mark is displayed in the block indicating the coupler 64 existing between the first vehicle and the second vehicle. This mark X indicates that the connected state between the first vehicle and the second vehicle is released, and the knitting vehicle 14 is in the unconnected knitting. Accordingly, in the center of the screen in FIG. 10B, it is displayed that the second maintenance vehicle is not connected to the first maintenance vehicle (“0 m”).

  In FIG. 10B, when the person in charge operates “reorganization”, the screen of the touch panel monitor 44 is switched to FIG. 10A, and the first and second maintenance vehicles are connected to form an organized vehicle. It is displayed that 14 has become linked organization.

  FIG. 11 is a sequence diagram illustrating transmission / reception of formation information by wireless communication when maintenance vehicles 14a to 14e that form formation vehicle 14 include non-powered vehicles (for example, Toro vehicles).

  In step S11 after 2s from the process of step S6, the processing unit 26 of the maintenance vehicle 14a transmits the vehicle length of the Toro vehicle as vehicle length information to other maintenance vehicles by wireless communication. In this case, if the powered vehicles capable of wireless communication are the maintenance vehicles 14a and 14b, and the non-powered vehicles are the maintenance vehicles 14c to 14e, the processing unit 26 of the maintenance vehicle 14a includes the maintenance vehicles 14c to 14e. The total of the three vehicle lengths including each vehicle length is transmitted to the maintenance vehicle 14b as the vehicle length information. When the processing unit 26 of the other maintenance vehicle 14b receives the vehicle length information, in step S12, the processing unit 26 returns a reception response indicating the reception to the maintenance vehicle 14a by wireless communication. Then, after 2 s, the processes after step S8 are performed.

  FIG. 12 is a flowchart showing processing of the processing unit 26 and the touch panel monitor 44 in response to information input of the non-powered vehicle to the touch panel monitor 44 by the person in charge, and FIGS. 13A to 13C are touch panel monitors resulting from the information input. It is explanatory drawing which shows the change of 44 screen displays.

  In step S <b> 20, the responsible person operates the touch panel monitor 44 to confirm the current formation of the formation vehicle 14. In this case, for example, the touch panel monitor 44 displays the screen shown in FIG. 5A and displays that the own vehicle (both vehicles) is not connected to another vehicle.

  Next, in step S21, the person in charge selects the second other vehicle connected to the first vehicle by operating the touch panel monitor 44. Thereby, the touch panel monitor 44 performs the screen display of FIG. 13A and displays the other vehicles of the second car in a dark color.

  Next, in step S22, the person in charge selects “Toro etc.” indicating the Toro vehicle in “Model” displayed in the center of the screen of the touch panel monitor 44. “10 m or less” indicating the vehicle length of the vehicle is selected. As described above, since the vehicle ID is not assigned to the Toro vehicle, the vehicle length selected in the “vehicle length” is not only the vehicle length for one Toro vehicle, but also a plurality of Toro vehicles are vehicle lengths. It is also possible to select the total as the vehicle length for one car. Next, in step S24, the processing unit 26 determines whether or not the total length (knitting growth) of the knitting vehicle 14 exceeds a predetermined length. As the composition information, a “setting” operation indicating completion of information input of the non-powered vehicle by the person in charge can be performed. Thus, when the person in charge operates the “setting”, the touch panel monitor 44 switches to the screen display of FIG. 13B and displays that a Toro vehicle having a vehicle length of 10 m is connected to the first vehicle. When the person in charge operates “go to main screen”, the touch panel monitor 44 is switched to the screen display of FIG. 13C.

  On the other hand, when the knitting growth exceeds the predetermined length in step S24, the touch panel monitor 44 returns to the process of step S23 and notifies the responsible person to reset the vehicle length of the Toro vehicle.

  As described above, according to the control system 10 according to this embodiment, if only one maintenance vehicle 14a in the formation vehicle 14 recognizes the formation information, the vehicle control device mounted on the maintenance vehicle 14a. 16 controls the maintenance vehicle 14 a so that the knitted vehicle 14 can move on the track 12 based on the knitting information output from the touch panel monitor 44.

  As a result, even when the other maintenance vehicles 14b to 14e in the formation vehicle 14 are non-powered vehicles and the maintenance vehicles 14b to 14e cannot recognize the formation information, vehicle control based on the formation information is performed. Control of the maintenance vehicle 14a by the device 16 makes it possible to move the maintenance vehicles 14a to 14e forming the formation vehicle 14 on the track 12 integrally and reliably in a predetermined traveling direction. The work can be performed more safely and efficiently.

  Further, the HT 34 held by the person in charge of the maintenance work outputs the route information to the vehicle control device 16, and the vehicle control device 16 moves the knitting vehicle 14 on the route based on the route information and the knitting information. Since the maintenance vehicle 14a is controlled as described above, only one maintenance vehicle 14a in the trained vehicle 14 is a power vehicle, and even if the other maintenance vehicles 14b to 14e are non-power vehicles, the route The maintenance vehicles 14a to 14e that form the knitting vehicle 14 can be efficiently moved.

  Further, the vehicle control device 16 and the touch panel monitor 44 are mounted on a plurality of maintenance vehicles 14a to 14e that are powered vehicles, and the knitting information and the like are maintained between the maintenance vehicles 14a to 14e by wireless communication using the wireless communication unit 20. By transmitting and receiving the route information, the maintenance vehicles 14a to 14e share the formation information and the route information, and the processing unit 26 of each maintenance vehicle 14a to 14e has the formation information, the route information, and the like. Based on the above, it becomes possible to calculate the leading position of the formation vehicle 14.

  Accordingly, each vehicle control device 16 uses the calculated information of the head position for the brake operation based on the index prevention control in the index prevention control unit 28 and the collision prevention control in the collision prevention control unit 30. It is possible to perform the braking operation based on the maintenance vehicles 14a to 14e simultaneously. As a result, the movement of the knitting vehicle 14 on the course becomes even easier.

  Furthermore, when the formation vehicle 14 is connected formation, each vehicle control device 16 stops the collision prevention operation between the maintenance vehicles 14a to 14e of the connection formation by the collision prevention control unit 30, thereby forming the formation vehicle. 14 can be efficiently performed.

  Of course, the present invention is not limited to the above-described embodiment, and may employ various configurations.

It is a block diagram of the configuration of the control system according to this embodiment. 2A to 2D are explanatory diagrams of the formation of the formation vehicle. 3A to 3C are explanatory diagrams of the indexing prevention control of the trained vehicle. FIG. 4A is an explanatory diagram of movement of the knitted vehicle on a set course, and FIG. 4B is an explanatory diagram of index prevention control and collision prevention control in a knitted vehicle of unconnected knitting. 5A and 5B are explanatory diagrams of screen display contents of the touch panel monitor. 6A and 6B are explanatory diagrams of screen display contents of the touch panel monitor showing the setting of the composition information. It is a sequence diagram which shows the radio | wireless communication between the vehicles for a maintenance. It is a sequence diagram which shows transmission / reception of the organization information between the vehicles for a maintenance. 9A to 9C are explanatory diagrams illustrating changes in screen display of the touch panel monitor according to the setting of the composition information. FIG. 10A and FIG. 10B are explanatory diagrams showing changes in the screen display of the touch panel monitor due to the setting of unconnected organization or reorganization. It is a sequence diagram which shows transmission / reception of the vehicle length of the Toro vehicle between maintenance vehicles. It is a flowchart which shows the process of a process part in the case of inputting the vehicle length of a Toro vehicle, and a process of a touchscreen monitor. 13A to 13C are explanatory diagrams showing changes in the screen display of the touch panel monitor due to the input of the vehicle length in the flowchart of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Control system 12 ... Track 14 ... Formation vehicle 14a-14e ... Maintenance vehicle 16 ... Vehicle control device 18, 32, 36 ... Antenna 20 ... Wireless communication part 22 ... Data output part 24 ... Database part 26 ... Processing part 28 ... Index prevention control unit 30 ... Collision prevention control unit 34 ... HT 38 ... GPS reception unit 40 ... Wheel 42 ... Speed sensor 44 ... Touch panel monitor 46 ... Speaker 48 ... Brake device 50 ... Vehicle upper part 52, 54, 56, 60 ... Wireless 62 ... Insulator 64 ... Connector

Claims (4)

A knitting information output device that is mounted on at least one maintenance vehicle among the knitting vehicles formed by a plurality of maintenance vehicles, and outputs knitting information relating to the knitting of each maintenance vehicle in the knitting vehicle;
A vehicle control device that is mounted on the one maintenance vehicle and controls the one maintenance vehicle so that the formation vehicle moves on a track based on the formation information;
A system for controlling a knitted vehicle using a maintenance vehicle. The control system according to claim 1,
A route information output device that is carried by an occupant of the one maintenance vehicle and that outputs route information related to setting or canceling the route of the one maintenance vehicle on the track to the vehicle control device;
The vehicle control device controls the one maintenance vehicle so that the formation vehicle moves on the route based on the course information and the formation information. Control system. The control system according to claim 2, wherein
The maintenance vehicle on which the vehicle control device and the composition information output device are mounted is a powered vehicle,
When there are a plurality of powered vehicles in the trained vehicle, each powered vehicle is equipped with a wireless communication device that performs wireless communication between the powered vehicles,
Among the power vehicles, when the formation information is output from the formation information output device mounted on any of the power vehicles, the wireless communication device of the power vehicle transmits wireless communication of another power vehicle by wireless communication. Sending the composition information to the device;
A wireless communication device for a powered vehicle equipped with the route information output device transmits the route information to a wireless communication device for another powered vehicle,
Each vehicle control device controls its own powered vehicle based on the route information and the formation information so that the formation vehicle moves on the route. Control of the formation vehicle by a maintenance vehicle system. The control system according to claim 3, wherein
Each of the vehicle control devices has a collision prevention control unit that prevents a collision of the power vehicles,
When the knitting vehicle is connected knitting, each of the vehicle control devices stops a collision preventing operation by the collision prevention control unit.

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