JP2016046998A - Vehicle control system and vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem in which: improvement of safety and operation rate is not considered when a sensor laid on the ground fails in a prior art in a train control system for detecting an obstacle by a sensor on a track and preventing a collision between a train and the obstacle on the basis of the detection information on the obstacle.SOLUTION: A vehicle control system includes: a vehicle traveling on a track; a first sensor which is laid on the ground so as to detect an obstacle on the track on which the vehicle travels; a second sensor which is mounted in the vehicle so as to detect an obstacle on the track on which the vehicle travels; and a vehicle control device which is mounted in the vehicle, and presents information to control the vehicle driving or instruct acceleration/deceleration of the vehicle to a vehicle driver or information on the obstacle on the track. The vehicle control device controls the vehicle driving or presents the information to the vehicle driver on the basis of the information on the obstacle detected by the first sensor or the information on the obstacle detected by the second sensor.SELECTED DRAWING: Figure 5

Description

  The technical field relates to a vehicle control system and a vehicle control device.

  Patent Document 1 has an issue of “obtaining an automatic train notification system that provides emergency information to a passenger together with a driver in an emergency” (see Patent Document 1 [0006]). A surveillance camera arranged to monitor obstacles on the track, analyze the video taken by this surveillance camera, determine the presence or absence of obstacles on the train track, and if an obstacle is determined, An obstacle detection device that transmits obstacle information wirelessly to a running train, and an emergency information automatic that is installed in each train and that receives obstacle information transmitted by the obstacle detection device and reports emergency information The emergency information automatic notification device is provided with a notification device. The cab display device arranged in the train cab, the display on the display device arranged in the train and the train vehicle, and a speaker It is configured to notify the train information providing device that performs one or both of the transmissions, and the obstacle information is ranked according to the speed of the train and the remaining distance to the obstacle of the train. Is performed, and emergency information set in advance corresponding to the rank is notified "(see Patent Document 1 [0007]).

  Patent Document 2 states that “by using radio waves and emitting radio waves in a wide range, the blind spots in the level crossing are eliminated, and adjustment costs, equipment costs, installation and laying construction costs, etc. are reduced. , “Satisfying safety requirements in railways” (see Patent Document 1 [0007]), and as a means for solving the problem, “a transmission antenna that emits radio waves and a reflected wave of the radio waves from objects present in a railroad crossing” A transmitting / receiving unit having a receiving antenna for receiving, a signal processing unit for calculating the position of the object from a reflected wave received by the receiving antenna, and a logic processing unit for determining whether the object is an obstacle. The level crossing obstacle detection apparatus includes a reflector that is installed at a desired position in the level crossing and reflects a radio wave emitted from the transmission antenna, and reflects a reflected wave from the reflector. By receiving the serial receiving antennas, radio waves from the transmitting antenna is confirmed to be fired "have been described (Patent Document 1 [0007] See) that.

JP 2009-202635 A JP 2001-270442 A

  However, in the prior art documents, no consideration is given to improvement in safety and operating rate when a sensor laid on the ground fails.

In order to solve the above problems, the present invention employs, for example, the configurations described in the claims.
The present application includes a plurality of means for solving the above-described problems. For example, a vehicle that travels on a track and a first object that is laid on the ground and that detects obstacles on the track on which the vehicle travels. A sensor, a second sensor that is mounted on the vehicle and detects an obstacle on the track on which the vehicle travels, and is mounted on the vehicle to control the driving of the vehicle or to accelerate or decelerate the vehicle to the driver of the vehicle. A vehicle control device that presents information to be instructed or information on an obstacle on the track, and the vehicle control device has information on the obstacle detected by the first sensor or an obstacle detected by the second sensor. Based on the information of the object, it is configured to control the driving of the vehicle or to present the information to the driver of the vehicle.

  According to the above means, when a sensor laid on the ground breaks down, the safety and operating rate of the train can be improved as compared with the conventional case.

Train control system in the first embodiment Installation example of the first sensor in the first embodiment Train control device in the first embodiment Example of operation of train control system in first embodiment (when sensor is normal) Example of operation of train control system in first embodiment (at the time of sensor failure) Train control system in the second embodiment Train control apparatus in the second to fourth embodiments Example of operation of train control system in second embodiment (when sensor is normal) Example of operation of train control system in second embodiment (at the time of sensor failure) Train control system in the third embodiment Example of operation of train control system in third embodiment (when sensor is normal) Example of operation of train control system in third embodiment (at the time of sensor failure) Train control system in the fourth embodiment Example of operation of train control system in fourth embodiment (when sensor is normal) Example of operation of train control system in fourth embodiment (at the time of sensor failure)

  In a train control system that controls the running of a train, if a sensor laid on the ground fails, an obstacle in the track or a railroad crossing cannot be detected, and the function of avoiding a collision with the obstacle is reduced. If the train is operated in this state, the safety is lowered. On the other hand, if the train operation is stopped, the operation rate of the train operation service is lowered.

  In order to improve safety and availability, a method of making the sensors on the ground redundant may be considered. However, since railways generally have long routes, there are cases where the number of sensors laid on the ground becomes enormous and is not economical. In the following, a train control system that detects obstacles with sensors on the track and prevents collision between the train and obstacles based on the obstacle detection information (or supports the driver's collision prevention operation) reduces costs. An embodiment for improving the safety and operating rate of the train will be described.

  The present embodiment detects obstacles on the track and avoids collision between the train and the obstacle even when a failure occurs in the sensor laid on the ground (or supports the collision avoidance operation of the driver). It is a train control system that continues its functions.

  FIG. 1 shows a train control system according to the first embodiment. The train control system 1 is applied to a train 2 (railway, LRT (Light Rail Transit), etc.) traveling on a track 3 (for example, an iron rail). The train 2 operates according to a predetermined diagram and transports passengers. Electric power is supplied from a substation (not shown) to the train 2 via an overhead line (not shown).

  The train 2 travels on the track 3 by generating driving force with a motor (not shown) to rotate the wheels 13. However, an engine (not shown) may be stacked on the train 2 and the train 2 may be driven by the power of the engine. The train 2 is operated by an unillustrated driver or the train control device 12. The train control system 1 can be applied not only to railways but also to transportation systems such as monorails, new transportation systems, automobiles, and mine dumps.

  The train control system 1 includes a track 3, a plurality of trains 2 traveling on the track 3, a first sensor 4 laid on the ground along the track 3, a radio base station 6, and the first A communication line 5 connecting the sensor 4 and the radio base station 6, a ground signal device 8, a communication line 7 connecting the ground signal device 8 and the radio base station 6, and the front of the train 2 are detected. A second sensor 9, an on-vehicle wireless device 10 capable of two-way communication with the wireless base station 6, a speed detecting device 11 for detecting a train speed, the second sensor 9, and the on-vehicle wireless device 10 And a train controller 12 that controls the speed of the train based on the information of the speed detector 11.

  Next, FIG. 2 shows an arrangement example of the first sensors 4 in the first embodiment. FIG. 2 is a view of the trajectory as seen from above. The track 3 is made of, for example, an iron rail, and is arranged on the vertical line. A train 2 is traveling on the track. The first sensor 4 is installed between the upper and lower lines as shown in FIG. 2 in order to detect an obstacle on the track. By doing this, even when the train passes, the obstacle is not seen behind the train, and both obstacles on the upper and lower lines can be detected with one sensor. A range surrounded by a dotted line indicates a detection range of the sensor 4.

  However, the sensor may be installed in any other arrangement as long as an obstacle on the track can be detected. The first sensor 4 is preferably a sensor such as a scan-type millimeter wave radar, a scan-type laser radar, or a stereo camera that can detect a wide area on the surface, but may be another sensor as long as it can detect an obstacle. .

  Next, the functional block diagram explaining an example of the process of the train control apparatus 12 of the train 2 is shown in FIG. The second sensor 9 is preferably a sensor such as a scan-type millimeter-wave radar, a scan-type laser radar, or a stereo camera that can detect a wide area on the surface, but may be another sensor as long as it can detect an obstacle.

  The train control device 12 is a CPU (abbreviation of Central Processing Unit), a recording device capable of holding data even when the train control device 12 is turned off, the second sensor 9, and the on-vehicle wireless device. 10 and the speed detection device 11 and the like, an input / output device capable of inputting / outputting information to / from an external device, and a memory for electrically recording data. In the recording device, a program that the CPU develops in the memory and executes the processing described in FIG. 3 is recorded.

  The recording device is, for example, an optical disk, a flash memory, a hard disk, or the like. The memory is, for example, a DIMM (Dual In-line Memory Module).

  In the train control device 12, information from the second sensor 9, the on-board wireless device 10, and the speed detection device 11 is input to the input / output device. Then, using the input information, the CPU develops the program recorded in the recording device in the memory and performs the processing shown in FIG. And it becomes possible to control a train because the notch command etc. which are the processing results of CPU are transmitted to the cab in a train, etc. by an input / output device.

  Note that some of the functional blocks shown in FIG. 3 may be realized by processing of dedicated hardware instead of processing by the CPU (processing by software).

  Then, the signal input into the train control apparatus 12 is demonstrated. The input signal includes (1) position information of an obstacle that obstructs the course of the train 2 input from the second sensor 9, (2) information of the first stop limit input from the on-board wireless device 10, ( 3) Information on a section in which the first sensor 4 input from the on-board wireless device 10 is faulty, and (4) Information on the traveling speed of the train input from the speed detection device 11.

  Here, the first stop limit is set by a general signal system such as a digital ATC, and the train interval is controlled by braking the train so that the first stop limit is not exceeded. This is a stop position where collision between each other can be avoided. The first stop limit is generated by the ground signal device 8. Details of the method for identifying the section in which the first sensor 4 is malfunctioning will be described later.

  Next, the process flow of the train control device 12 will be described. The process of the train control device 12 includes a process for avoiding a collision with an obstacle and a process for traveling between stations according to a diagram. First, processing for realizing collision avoidance with an obstacle will be described.

  Based on the position information of the obstacle detected by the second sensor 9, the stop limit calculation unit 31 sets a second stop limit before the obstacle as viewed from the train, and the second stop limit information is set as the stop limit. Output to the combining unit 32.

  The stop limit coupling unit 32 compares the first stop limit information input from the on-board wireless device 10 with the second stop limit information output from the stop limit calculating unit 31, and stops closer to the train. Is output as the third stop limit. When only one of the first stop limit information and the second stop limit information is input, the stop limit coupling unit 32 does not compare the first stop limit with the second stop limit. The input stop limit is output as the third stop limit.

  By performing control based on the first stop limit and the second stop limit, when an obstacle is detected, control is performed using information of the first sensor 4 and the second sensor 9, When either one of the sensors 1 or the second sensor 9 fails, the collision avoidance function can be continued with a sensor that does not fail. For example, when the first sensor 4 fails, it can be controlled based on the information of the second sensor 9.

In addition, when an obstacle is not detected by the second sensor 9, the first stop limit information input from the on-board wireless device 10, the second stop limit is not generated,
The protection pattern planning unit 33 plans a speed limit pattern (protection pattern) corresponding to the position based on the third stop limit and the previously stored brake performance of the train.

  The overspeed determination unit 34 compares the protection pattern with the traveling speed of the vehicle detected by the speed detection device 11, determines whether the speed is exceeded, and if the speed is exceeded, the train exceeds the protection pattern. A predetermined brake notch is output as the first notch command so as not to be present.

  The above is the process for avoiding the collision with the obstacle. The above-described collision avoidance process with an obstacle may be combined with blockage control for avoiding a collision between trains.

  Then, the process for drive | working between stations according to a schedule is demonstrated. The traveling pattern planning unit 36 performs different processing depending on whether or not the first sensor 4 is out of order. If there is no failure, a speed pattern (travel pattern) corresponding to the position is planned based on the speed limit of the curve, travel time between stations, etc. so as not to be delayed by the diagram.

  If the first sensor 4 is out of order, it must travel at a low speed so that the second sensor 9 can detect an obstacle and then apply the automatic brake to stop the train in front of the obstacle. I must. Therefore, the traveling pattern planning unit 36 uses the second sensor 9 for the failure section based on the failure section data input from the on-board wireless device 10 in addition to the speed limit of the curve, the travel time between stations, and the like. A traveling pattern is generated at a speed that can be used to avoid obstacles.

  Except for the failure section, a travel pattern is generated so as to recover the delay of the low speed travel in the failure section. However, the travel pattern need not be limited to the above. For example, when the first sensor 4 fails, the second sensor 9 is used to travel at a speed at which the second sensor 9 can avoid an obstacle. May be.

  Next, the follow-up control unit 37 sets the second follow-up so that the speed follows the travel pattern based on the travel pattern generated by the travel pattern planning unit 36 and the vehicle speed detected by the speed detection device 11. Outputs a notch command (power running notch or brake notch). The above is the process which travels between stations according to a schedule.

  The notch selection unit 35 selects a notch with high deceleration from the first notch output from the overspeed determination unit 34 and the second notch output from the follow-up control unit 37, and serves as a third notch command. It outputs to the deceleration control apparatus (not shown) with which the train 2 is equipped, or the acceleration control apparatus (not shown).

  In this way, when two different notches are input, the train can be controlled based on the notches with high deceleration, and safety can be ensured. The train 2 is decelerated by a deceleration control device (not shown) when the third notch command is a brake notch, and is accelerated by an acceleration control device (not shown) when the third notch command is a power running notch.

  Next, FIG. 4 shows an operation when the first sensor 4 is normal as an operation example of the train control system in the first embodiment. The horizontal axis in FIG. 4 indicates the position, and the vertical axis indicates the traveling speed of the train. First, a case where no obstacle exists on the track will be described. With the processing described with reference to FIG. 3, the traveling speed of the train becomes as shown by the solid line in FIG. 4. That is, the train can travel without delay from the diagram.

  Next, a case where an obstacle exists on the track will be described. When there is an obstacle, first, the first sensor 4 detects the obstacle 41 existing on the trajectory, and the position information of the obstacle 41 in the sensor coordinate system (whether it exists on the up line or the down line) Information may be included) is transmitted to the radio base station 6.

  The radio base station 6 transmits the position information of the obstacle 41 and the ID of the first sensor 4 previously allocated to the ground signal device 8. The ground signal device 8 grasps the position of the first sensor 4 stored in advance from the ID information of the first sensor 4, and based on the position of the sensor and the position information of the obstacle 41, the ground signal device 8 The position of the object 41 is specified.

  Next, the ground signal device 8 identifies the train 2 whose route is hindered by the obstacle 41, and generates a first stop limit. The ground signal device 8 transmits the first stop limit to the on-board wireless device 10 of the train 2 via the wireless base station 6. The first stop limit is set in front of the obstacle as viewed from the train. The on-board wireless device 10 transmits the first stop limit to the train control device 12.

  The train control device 12 performs the processing described with reference to FIG. 3 and performs control so that the train 2 travels with a travel pattern as indicated by a broken line in FIG. In addition, as shown in FIG. 4, when the detection distance of the 2nd sensor 9 mounted in the train is insufficient and an obstacle cannot be detected, it controls based on the information of the 1st sensor 4. FIG. As a process, the second stop limit is not generated, and the third stop limit becomes the first stop limit.

  As described above, the train control system can detect an obstacle and brake it, and can avoid a collision between the train and the obstacle. The train control system can also avoid collisions with maintenance personnel, maintenance vehicles, and the like that have not been covered by the signal system that performs blockage control. Moreover, it is possible to perform blockage control in the train control system as a backup when the signal system fails.

  Subsequently, as an operation example of the train control system in the first embodiment, an operation when the first sensor fails is shown in FIG. Hereinafter, the flow of processing will be described. When a failure occurs in the first sensor 4, the first sensor 4 detects the failure by, for example, the method disclosed in Patent Document 2 and transmits the fact that the failure has occurred to the radio base station 6.

  The wireless base station 6 transmits the transmitted failure information and the ID of the first sensor 4 in which the failure has occurred to the ground signal device 8. The ground signal device 8 identifies in which section of the orbit the failure of the first sensor 4 has occurred based on the transmitted ID information and failure information of the first sensor 4.

  Next, the terrestrial signal device 8 transmits information on the specified failure occurrence section via the radio base station 6 toward all trains traveling in the section. The on-board wireless device 10 transmits information on the failure occurrence section to the train control device 12.

  Subsequently, the train control device 12 performs the processing described in FIG. 3 and travels with the travel pattern indicated by the one-dot broken line in FIG. As shown in FIG. 5, the train 2 travels at a speed at which the obstacle can be avoided by detecting the obstacle by the second sensor 9 in the failure section (section B in FIG. 5). Further, in other sections (sections A and C in FIG. 5), the delay of the train 2 generated in the failure section is recovered within a range in which safety can be ensured by detecting the obstacle by the first sensor 4. The train 2 travels based on the travel pattern generated by the travel pattern planning unit 36.

  When the first sensor 4 fails, the obstacle is detected using the second sensor 9 in the failure section, and the obstacle is detected using the first sensor 4 in the other sections. As a result, the influence on the diagram due to the failure of the first sensor 4 can be reduced as compared with the case where the entire vehicle travels at a low speed using the second sensor 9. Furthermore, since the traveling pattern is generated so as to recover the delay of the B section in the A and C sections, the operation can be performed without causing the local delay to spread over the entire route.

  With the train control system described above, even when a failure occurs in a sensor laid on the ground, the operation of the train can be continued while maintaining the collision avoidance function between the train and the obstacle in the track. That is, the safety and operating rate of the train can be improved. Furthermore, since this method only needs to attach a sensor to the head of the train, there is an advantage that the number of parts is small and the cost is low as compared with the case where all the sensors laid on the ground are made redundant.

  In the present embodiment, even when a failure occurs in the first sensor 4 laid on the ground, the obstacle in the railroad crossing is detected and the collision between the train and the obstacle is avoided (or the driver's collision avoidance operation is performed). This is a train control system that continues to function. In a level crossing, cars and people come and go when the level crossing is open, so there is a risk that people and cars will be left on the track even after the level crossing is closed. The risk can be reduced by installing a sensor for detecting an obstacle in the railroad crossing. Description of portions having the same functions as those of the first embodiment is omitted.

  FIG. 6 shows a train control system 1 in the second embodiment. The difference from the first embodiment in FIG. 6 is that the ground side device controls the crossing breaker 61, the first sensor 62 for detecting an obstacle in the crossing, and the breaker. The crossing control device 63 is configured to transmit information from the sensor 62 to the on-vehicle wireless device 10. The first sensor 62 may be the sensor used in the first embodiment, or may be a sensor that detects the intrusion of an obstacle with a line, such as a laser radar that is not a scan type.

  In FIG. 7, the functional block diagram explaining an example of the process of the train control apparatus 12 in 2nd Embodiment is shown. The difference from the functional block diagram shown in FIG. 3 is that the stop limit calculation unit 71 that generates the first stop limit based on the information input from the on-board radio device 10 and the information input from the on-board radio device 10 This is a point having a failure section specifying unit 72 that specifies a section in which the first sensor 62 has failed based on the above.

  The information input from the on-board wireless device 10 to the train control device 12 includes the position information of the obstacle in the sensor coordinate system of the first sensor 62 (information indicating whether the obstacle exists on the up line or down line). Good), the ID of the first sensor 62, and failure information.

  The stop limit calculation unit 71 generates a first stop limit based on the position information of the obstacle and the sensor ID of the first sensor 62. The failure section specifying unit 72 specifies a section where the sensor has failed based on the sensor ID of the first sensor 62 and the failure information. Subsequent processing is the same as in the first embodiment.

  Subsequently, as an operation example of the train control system in the second embodiment, an example in which the first sensor is normal is shown in FIG. If there is no obstacle on the track, the same processing as in the first embodiment is performed, and the vehicle travels at the speed indicated by the solid line in FIG.

  Next, a case where an obstacle exists on the track will be described. The first sensor 62 detects an obstacle present in the level crossing, and transmits information on the position of the obstacle in the detected sensor coordinate system and the sensor ID to the level crossing control device 63.

  The level crossing control device 63 transmits information on the position of the obstacle and the sensor ID to the on-board wireless device 10 when the level crossing is closed. In the state where the level crossing is open, cars and people come and go through the level crossing, so that the obstacle detection is performed when the level crossing is closed.

  The train control device 12 performs the processing described in FIG. 7 based on the transmitted position of the obstacle and the sensor ID. As a result, when there is an obstacle on the track, the trajectory of the traveling speed of the train is as shown by a broken line in FIG.

  As described above, the train control system can detect an obstacle that has entered the railroad crossing during the interruption and can apply an automatic brake, thereby avoiding a collision between the train and the obstacle.

  Subsequently, FIG. 9 shows a case where the first sensor 62 has failed as an operation example of the train control system in the second embodiment. When the first sensor 62 fails, the sensor detects the failure by, for example, the method disclosed in Patent Document 2 and transmits the fact that the failure has occurred to the railroad crossing control device 63.

  The level crossing control device 63 transmits the failure detection information and the sensor ID to the on-board wireless device 10. The train control device 12 performs the process described in FIG. 7 based on the failure detection information and the ID of the sensor, and continues the function of avoiding the collision between the train and the obstacle with the second sensor. As a result, the trajectory of the traveling speed of the train is as shown by a one-dot broken line.

  With the train control system described above, even when a failure occurs in the first sensor 62 laid on the ground, the train operation can be continued while maintaining the collision avoidance function between the train and the obstacle in the track. . That is, the safety and operating rate of the train can be improved.

  Furthermore, in this embodiment, in addition to the first sensor laid on the ground, a sensor may be attached at the head of the train. Therefore, the number of parts is smaller and the cost is lower than when all the ground first sensors are made redundant. There is also a merit that is low.

  In this embodiment, even when a failure occurs in the first sensor laid on the ground, the obstacle that has entered the track in the station premises is detected, and the collision between the train and the obstacle is avoided (or the driver's This is a train control system that continues the function (supporting collision avoidance operation). There is a risk that a person or an object will fall on the track from the platform in the station, and the risk can be reduced by installing a sensor for detecting an obstacle in the station. Description of portions having the same functions as those of the second embodiment is omitted.

  FIG. 10 shows a train control system 1 in the third embodiment. The difference between the second embodiment and the third embodiment is that the first sensor 62 is a first sensor 102 for detecting an obstacle on the track beside the platform 101, and a railroad crossing control device 63. However, it is the point which is comprised with the station premises obstacle alerting | reporting apparatus 103 which transmits the positional information on the obstruction which the 1st sensor 102 detected, sensor ID, and the failure information of a sensor to the onboard radio apparatus 10. FIG. The first sensor 102 may be the sensor used in the second embodiment or a contact type sensor such as a pressure sensor.

FIG. 11 shows an operation when the first sensor 102 is normal as an operation example of the train control system according to the third embodiment. First, the case where there are no obstacles on the track inside the station will be described. In that case, the same processing as in the second embodiment can be performed, and the vehicle can travel with the travel pattern as shown by the solid line in FIG. On the other hand, when there is an obstacle on the track in the station premises, the same processing as in the second embodiment is performed except for the processing unique to the crossing. As a result, the train travels the traveling pattern as shown by the broken line in FIG.
As described above, the train control system can detect an obstacle that has entered the track in the station premises, can apply an automatic brake, and can avoid a collision between the train and the obstacle.

  Subsequently, FIG. 12 shows a case where the first sensor 102 has failed as an operation example of the train control system in the third embodiment. The same process as in the second embodiment is performed, and the function of avoiding the collision between the train and the obstacle is continued using the second sensor 9 in the failure section of the first sensor 102.

As a result, the trajectory of the traveling speed of the train is as shown by a one-dot broken line. In this embodiment, after the train passes the failure zone of the first sensor 102, the speed is kept constant without reacceleration. Thus, passenger comfort can be improved by suppressing acceleration and deceleration.
With the train control system described above, even if a failure occurs in the first sensor 102 laid on the ground, the train operation is continued while maintaining the collision avoidance function between the train and the obstacle on the track in the station premises. be able to.

  That is, the safety and operating rate of the train can be improved. Furthermore, in this embodiment, since it is only necessary to attach a sensor to the head of the train in addition to the first sensor laid on the ground, the number of parts is reduced compared to the case where all the first sensors on the ground are made redundant. There is also a merit that is low.

  In the present embodiment, even when a failure occurs in the first sensor laid on the ground, the obstacle that interferes with the course of the train is detected, and the collision between the train and the obstacle is avoided (or the collision of the driver) This is a train control system that continues the function (supporting avoidance operation). Description of portions having the same functions as those of the second embodiment is omitted.

  FIG. 13 shows a train control system 1 in the fourth embodiment. The difference between the second embodiment and the fourth embodiment is that the first sensor 62 is a first sensor 131 that detects an obstacle that obstructs the course of the train. The obstacle sensor is an obstacle notification device 132 that transmits information on presence / absence of an obstacle detected by the first sensor 102, sensor ID, and sensor failure information to the on-board wireless device 10.

  Note that the first sensor 131 is configured such that when the column is inclined, the circuit is interrupted to detect a trouble. In general, the first sensor is often provided near a cliff, at the entrance of a tunnel, or at a sharp curve, but may be installed at other locations.

  FIG. 14 shows a case where the first sensor is not broken as an example of the operation of the train control system in the fourth embodiment. First, the case where there is no obstacle will be described. If there is no obstacle, the same processing as in the second embodiment is performed. As a result, the vehicle can travel with a travel pattern as shown by the solid line in FIG.

On the other hand, when there is an obstacle on the track, the train control system performs the same processing as in the second embodiment except for the processing specific to the crossing. As a result, the traveling pattern as shown by the broken line in FIG. 14 is obtained.
As described above, the train control system can detect an obstacle that hinders the course of the train, can apply an automatic brake, and can avoid a collision between the train and the obstacle.
Next, FIG. 15 shows a case where the first sensor fails as an example of the operation of the train control system in the fourth embodiment. Even when the first sensor fails, the same processing as in the second embodiment is performed, and the function of avoiding the collision between the train and the obstacle is continued by the second sensor. As a result, the trajectory of the traveling speed of the train is as shown by a one-dot broken line.
With the train control system described above, even when a failure occurs in the first sensor laid on the ground, the train operation can be continued while maintaining the collision avoidance function between the train and the obstacle on the track.

  That is, the safety and operating rate of the train can be improved. Furthermore, in this embodiment, since it is only necessary to attach a sensor to the head of the train in addition to the first sensor laid on the ground, the number of parts is reduced compared to the case where all the first sensors on the ground are made redundant. There is also a merit that is low.

  In this embodiment, the system for automatically applying the brake based on the information on the obstacle detected by the first or second sensor is shown. However, the traffic signal on the ground is controlled based on the detected information on the obstacle. Alternatively, a driver assistance system that controls the display device of the cab based on the detected obstacle information and notifies the driver of the presence of the obstacle may be used.

  In each of the above-described embodiments, the system for applying the automatic brake based on the information of the obstacle detected by the first or second sensor has been described. However, instead of the train control by the third notch command, In addition to train control by the 3 notch command, control the ground traffic lights, control the cab display device, notify the driver of the presence of obstacles and display the notch control indicated by the 3rd notch command In this way, the driver may be configured to support the collision avoidance operation.

The present invention is not limited to the embodiments described above, and includes various modifications. For example, each of the above-described embodiments has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
In addition, each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing some or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a recording device such as a memory, a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
Further, the control lines and information lines indicate what is considered necessary for the explanation, and not all the control lines and information lines on the product are necessarily shown. Actually, it may be considered that almost all the components are connected to each other.

DESCRIPTION OF SYMBOLS 1 ... Train control system, 2 ... Train, 3 ... Track, 4 ... 1st sensor, 5 ... Communication line, 6 ... Wireless base station, 7 ... Communication line, 8 ... Ground signal apparatus, 9 ... 2nd sensor, DESCRIPTION OF SYMBOLS 10 ... On-board radio apparatus, 11 ... Speed detection apparatus, 12 ... Train control apparatus, 13 ... Wheel, 31 ... Stop limit calculating part, 32 ... Stop limit coupling part, 33 ... Protection pattern plan part, 34 ... Overspeed determination part , 35 ... Notch selection unit, 36 ... Travel pattern planning unit, 37 ... Tracking control unit, 41 ... Obstacle, 61 ... Crossing breaker for crossing, 62 ... First sensor, 63 ... Crossing control device, 71 ... Stop limit calculation , 72 ... Failure section specifying unit, 101 ... Platform, 102 ... First sensor, 103 ... Station premise obstacle notification device, 131 ... First sensor, 132 ... Obstacle obstacle notification device, 141 ... Obstacle

Claims (17)

A vehicle traveling on the track,
A first sensor that is laid on the ground and detects an obstacle on a track on which the vehicle travels;
A second sensor mounted on the vehicle for detecting an obstacle on the track on which the vehicle travels;
A vehicle control device mounted on a vehicle for controlling the driving of the vehicle, or for instructing the driver of the vehicle to accelerate or decelerate the vehicle or presenting information on obstacles on the track,
The vehicle control device controls the driving of the vehicle or the driver of the vehicle based on the information on the obstacle detected by the first sensor or the information on the obstacle detected by the second sensor. A vehicle control system for presenting information to a vehicle. The vehicle control system according to claim 1,
When the first sensor fails, the vehicle control device controls the driving of the vehicle based on the obstacle information detected by the second sensor or presents the information to the driver of the vehicle. The vehicle control system characterized by performing. The vehicle control system according to claim 1 or 2,
The vehicle control device operates the vehicle so that a speed of the vehicle in a section where the first sensor is malfunctioning is lower than a traveling speed of the vehicle in a section where the first sensor is not malfunctioning. Or a vehicle control system that presents an acceleration / deceleration instruction to a driver of the vehicle. The vehicle control system according to any one of claims 1 to 3,
In the vehicle control device, the traveling speed of the vehicle in a section other than the section in which the first sensor has failed when the first sensor has failed is determined when the first sensor has not failed. A vehicle control system that controls driving of the vehicle or presents an acceleration / deceleration instruction to a driver of the vehicle so as to be higher than a traveling speed of the vehicle. The vehicle control system according to any one of claims 1 to 4,
The vehicle control device compares a first stop limit based on the detection result of the first sensor with a second stop limit based on the detection result of the second sensor, and sets the stop limit close to the vehicle. A vehicle control system that controls driving of the vehicle or presents an acceleration / deceleration instruction to a driver of the vehicle based on the control. A vehicle control system according to any one of claims 1 to 5,
The vehicle control device generates a traveling pattern of the vehicle based on a section in which the first sensor is out of order, and controls driving of the vehicle based on the traveling pattern, or applies to a driver of the vehicle. A vehicle control system for presenting an acceleration / deceleration instruction. The vehicle control system according to any one of claims 1 to 4,
The vehicle control device includes:
The first stop limit based on the detection result of the first sensor is compared with the second stop limit based on the detection result of the second sensor, and the driving of the vehicle based on the stop limit close to the vehicle is compared. Generate a control command or a screen that instructs the driver of the vehicle to accelerate or decelerate,
A travel pattern of the vehicle is generated based on a section in which the first sensor is broken, and a control command for driving the vehicle is generated based on the travel pattern, or acceleration / deceleration to the driver of the vehicle is performed. Generate the screen to instruct,
A control command generated based on the stop limit or a screen for instructing acceleration / deceleration is compared with a control command generated based on the travel pattern or a screen for instructing acceleration / deceleration. A vehicle control system that controls driving of the vehicle using a screen for instructing acceleration / deceleration. The vehicle control system according to any one of claims 1 to 7,
The vehicle control system, wherein the first sensor is continuously arranged along a track. The vehicle control system according to any one of claims 1 to 7,
The vehicle control system, wherein the first sensor detects an obstacle in a railroad crossing. The vehicle control system according to any one of claims 1 to 7,
The vehicle control system characterized in that the first sensor detects an obstacle on a track beside the platform. A vehicle control device for controlling driving of a vehicle traveling on a track,
Information from a first sensor that is laid on the ground and detects an obstacle on the track on which the vehicle travels, and a second sensor that is mounted on the vehicle and detects an obstacle on the track on which the vehicle travels A receiving unit for receiving information;
Based on the information on the obstacle detected by the first sensor or the information on the obstacle detected by the second sensor, control of driving the vehicle or presenting information to the driver of the vehicle. The vehicle control apparatus characterized by performing. The vehicle control device according to claim 11,
When the first sensor fails, control of driving of the vehicle or presentation of information to the driver of the vehicle is performed based on information on obstacles detected by the second sensor. Vehicle control device. The vehicle control device according to claim 11 or 12,
Control of driving of the vehicle such that the speed of the vehicle in a section in which the first sensor has failed is lower than the traveling speed of the vehicle in a section in which the first sensor has not failed, or the vehicle A vehicle control device that presents an acceleration / deceleration instruction to the driver of the vehicle. The vehicle control device according to any one of claims 11 to 13,
The traveling speed of the vehicle in a section other than the section in which the first sensor has failed when the first sensor has failed is more than the traveling speed of the vehicle in the case where the first sensor has not failed. The vehicle control device is configured to control the driving of the vehicle or to provide an acceleration / deceleration instruction to the driver of the vehicle so as to be higher. The vehicle control device according to any one of claims 11 to 14,
The first stop limit based on the detection result of the first sensor is compared with the second stop limit based on the detection result of the second sensor, and the vehicle is driven based on the stop limit close to the vehicle. Or a vehicle control device that presents an acceleration / deceleration instruction to a driver of the vehicle. The vehicle control device according to any one of claims 11 to 15,
A travel pattern of the vehicle is generated based on a section in which the first sensor is out of order, and control of driving of the vehicle is performed based on the travel pattern, or an acceleration / deceleration instruction is presented to the driver of the vehicle. The vehicle control apparatus characterized by performing. The vehicle control device according to any one of claims 11 to 14,
The first stop limit based on the detection result of the first sensor is compared with the second stop limit based on the detection result of the second sensor, and the driving of the vehicle based on the stop limit close to the vehicle is compared. Generate a control command or a screen that instructs the driver of the vehicle to accelerate or decelerate,
A travel pattern of the vehicle is generated based on a section in which the first sensor is broken, and a control command for driving the vehicle is generated based on the travel pattern, or acceleration / deceleration to the driver of the vehicle is performed. Generate the screen to instruct,
A control command generated based on the stop limit or a screen for instructing acceleration / deceleration is compared with a control command generated based on the travel pattern or a screen for instructing acceleration / deceleration. A vehicle control apparatus that controls driving of the vehicle using a screen for instructing acceleration / deceleration.