JP2016162383A - Entry object detection system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide means for decelerating a vehicle when an entry object is detected, by sensors for entry object monitoring, arranged along a predetermined path, for preventing in advance collision of a vehicle traveling the path, and an entry object on the path (debris or intruder) and securing safety, at this time, as a range to be monitored is wider, the number of sensors is increased, and the number of power supply wiring for supplying power to the sensors is also increased, so that sensor power consumption is reduced as possible, for simplifying a power supply facility for the sensors, including use of a small storage battery.SOLUTION: When receiving the fact that a vehicle has arrived at a station, entry object monitoring sensors in a zone between the station which the vehicle has arrived and a station where the vehicle will arrive, are activated. When it is confirmed that there is no entry object in the zone between the stations, the vehicle starts to travel from the station, and when the entry object is found in the zone between the stations, the vehicle waits at the station.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an intruder detection system. In particular, the present invention relates to a transportation system that operates under a predetermined stop point (station) or operation plan, such as rail transportation in which a vehicle travels on a predetermined track.

  In a transportation system that travels on a predetermined track such as a railroad, if a person or an object (hereinafter referred to as an intruder) enters the track in front of the vehicle, it will develop into an accident that contacts the traveling vehicle. Crew safety may be compromised. As a measure to reduce this possibility, it is common that the driver monitors the track in front of the vehicle and applies a brake when an intruder is found. In addition to this, automatic detection of intruders using a sensor system has been devised as a countermeasure, such as the practical use of a device that monitors a person's fall on a track on a station platform. For example, Japanese Patent Laying-Open No. 2004-126650 (Patent Document 1) discloses a configuration of a monitoring system in which cameras are continuously laid along a traveling route of a vehicle.

JP 2004-126650 A

  When the monitoring sensors are laid along the track, the number of sensors increases as the wider section on the track is monitored, and the power consumption increases accordingly. Along with this, the power supply device for supplying power to the intruder monitoring sensor becomes large-scale, which requires a large space for installation and increases the cost. Under such circumstances, it is desired to reduce the power consumption of the intruder monitoring sensor.

  In order to solve the above-described problems, the present invention acquires a detection unit that is disposed along a path of travel of a vehicle and detects an obstacle in a predetermined section of the path, and a detection result of the detection unit. The detection unit that outputs the presence / absence of an intruder and the activation mode of the detection means are selectively switched between the first mode and the second mode in which the detection means consumes less power than the first mode. An intruder comprising: a possible mode control unit; and a railroad control device that outputs a switching instruction to the mode control unit based on whether or not an arrival notification indicating that the vehicle has arrived at a predetermined point is received. Provide a collision prevention system.

  According to the intruder collision prevention system provided by the present invention, the power consumption of the intruder monitoring sensor can be reduced.

The figure which shows the system configuration | structure in Example 1. FIG. The figure which shows the structure of the sensor unit group in Example 1. FIG. The figure explaining the monitoring section in Example 1 The figure which shows the flow of the process for activating the sensor unit group in Example 1. The figure which shows the state in which the vehicle left the monitoring object area in Example 1. The figure which shows the flow of the process for inactivating the sensor unit group in Example 1. FIG.

  Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a system configuration of an intruder collision prevention system according to an embodiment of the present invention.
In the present embodiment, it is assumed that the vehicle 101 is applied to a railway transportation system that realizes transportation by traveling on a track 110 according to a predetermined operation plan. This is not intended to limit the application of the present invention to a rail transportation system, but in an environment where the vehicle travels on a predetermined route such as transportation by an automobile or a factory transportation device and contact with an intruder is concerned. Can be applied as well.

  In order to simplify the following description, points S1, A, B, and S2 on the trajectory 110 are defined. These points are arranged in this order toward the traveling direction of the vehicle 101. The point S1 is a station point. That is, the vehicle 101 is planned to stop at the point S1 for several tens of seconds to several minutes in order to get on and off passengers and luggage. The point A is one end of the monitoring section 109 described later, and the point B is the other end. The point S2 is a station point similar to the point S1, and when the vehicle 101 moves from S1 to S2, the point S1 can be regarded as a departure station and the point S2 can be regarded as an arrival station. Based on such a definition, in the present embodiment, a scene in which the vehicle 101 travels in one inter-station section is specifically considered. Of course, there may be a plurality of other stations, and the application of the present invention can be easily extended to all lines by replacing the example of one section between stations considered below between stations. In addition, in a case where a plurality of stations are densely packed and the route between the stations is short, it is not always necessary to set two adjacent stations as S1 and S2 in the present embodiment. If two stations separated by S1 and S2 are applied, the processing load can be reduced.

The vehicle 101 includes an in-vehicle control device 102 and an in-vehicle sensor 103.
The in-vehicle sensor 103 is an in-vehicle detection means provided so as to be able to monitor an intruder on a track ahead of the traveling direction of the vehicle 101. The type of the sensor is not particularly limited when the present invention is carried out, but a sensor such as a camera (imaging means) or a laser radar can be used for this purpose. When the in-vehicle sensor 103 finds an intruder, the in-vehicle sensor 103 transmits the information to the in-vehicle controller 102.

  The in-vehicle control device 102 has a function of decelerating the vehicle 101 or suppressing acceleration. For example, in the case of an electric railway, the in-vehicle control device 102 may be configured by a combination of a driving device constituted by a motor or an inverter and an in-vehicle device of an automatic train control device or a signal security device that gives a control command thereto. When the in-vehicle control device 102 acquires the intruder detection information from the in-vehicle sensor 103, the in-vehicle controller 102 decelerates the vehicle 101 for the purpose of preventing contact between the intruder and the vehicle 101. In addition, when the vehicle stops at a station such as the point S1 or the point S2, the vehicle 101 is controlled by suppressing acceleration for starting from the station until the start permission is received from the way control device 106 described later. Stop at the station.

  The in-vehicle control device 102 also includes a position detection unit that detects that the vehicle 101 has arrived at a station point such as the point S1 or the point S2, and a notification unit that notifies the line control unit 106 described later. A specific method for realizing the position detection unit is not particularly limited. For example, if a ground unit is provided at a station point and the vehicle-mounted control device 102 includes a unit that can be electrically coupled to the ground unit, the coupling state is provided. The arrival at the station point can be detected. Alternatively, if the in-vehicle control device 102 includes means for detecting and integrating the number of rotations of the wheel and means for storing a predetermined remaining distance to the next station point, the calculation of the number of rotations and the wheel diameter The arrival at the station can be detected by comparing the calculated travel distance with the stored remaining travel distance. In addition, train detection may be performed using ground facilities such as track circuits and axle detection devices.

  The communication means from the in-vehicle control device 102 to the wayside control device 106 is not particularly limited. For example, if wireless communication is used, it is not necessary to provide a special signal line. If this communication means is a means capable of two-way communication, the communication means may be used to receive the aforementioned start permission.

Along the track 110, there are a sensor unit group 105 and a track control device 106.
The sensor unit group 105 monitors an intruder that hinders the traveling of the vehicle 101 in a predetermined monitoring section 109 on the track 110, and when the intruder is detected, transmits the information to the railway control device 106. . The target monitored by the sensor unit group 105 is, for example, a falling rock on a track that can damage the vehicle 101, an intruder whose safety can be impaired by contact with the vehicle 101, and the like.

  The sensor unit group 105 has two operation modes, a first mode and a second mode. The first mode is a normal operation mode (standard mode) that provides the above-described functions, and the second mode is a power saving mode that consumes less power. The sensor unit group 105 includes a mode control unit 111 that provides an interface to the line control device 106, receives a mode switching command from the line control device 106 via the mode control unit 111, and these two operation modes according to the content of the command. Either of these can be selectively switched. Details of these two operation modes and the mode control unit 111 will be described below together with the configuration of the sensor unit group 105.

  Although two operation modes are taken up here, this is not intended to limit the operation modes of the sensor unit group 105 to two. Even if there are three or more operation modes, if there is a difference in their power consumption, one or more operation modes with relatively low power consumption are regarded as power saving modes, and the others are regarded as standard modes. Thus, the present invention can be similarly applied.

Next, the configuration of the sensor unit group 105 will be described with reference to FIG. The sensor unit group 105 includes the above-described mode control unit 111, three sensor units 201, 202, and 203, and an interface unit 208. Among these, the sensor units 201, 202, and 203 each have sensor means for providing the sensor unit group 105 with the monitoring function described above.
Here, the number of sensor units included in the sensor unit group 105 is three because the section on the track that can be monitored by one sensor unit is limited, but the sensor unit group can be arranged side by side continuously. This is because it is assumed that the monitoring of the section required for 105 (the monitoring section 109 in FIG. 1) can be realized, and the application of the present invention is not intended to be limited to this case. If there is one to a plurality of sensor units within a range that can satisfy the monitoring section required for the sensor unit group 105, the contents described below can be applied regardless of the number.
For convenience of explanation, it is assumed that the sensor units 201, 202, and 203 have the same configuration, and the sensor unit 201 will be described in detail below as a representative. Actually, even if the sensor units 201, 202, and 203 have different configurations, the present invention can be implemented if the sensor unit 201 has the configuration described below. If the other sensor units 202 and 203 have the same configuration, the contents described below can be applied to these, and as a result, a greater effect can be expected.

  The sensor unit 201 includes a camera 204 (imaging means) and a radar 205 (laser radar) as sensor means, a detection unit 206, a storage battery 207 that supplies power to these, and a power generation device 209. Hereinafter, these will be described.

  The camera 204 captures an image of a predetermined section on the trajectory, and outputs this as image data to the detection unit 206. The predetermined section on the track is determined by the installation position of the camera 204 and the specification performance. As long as a necessary section on the trajectory can be photographed, any kind of camera 204 may be used.

  The requirements of the radar 205 are the same as those of the camera 204, sensing a predetermined section on the trajectory, and outputting the data to the detection unit 206. As long as this requirement is satisfied, any radar principle may be used. For example, a millimeter wave radar may be used. Here, the predetermined section on the trajectory corresponding to the radar 205 has an overlap with the predetermined section corresponding to the camera 204. Sensing information of overlapping sections output from the radar 205 and the camera 204 is used by the detection unit 206 for the purpose of performing highly accurate detection processing, as will be described later. The radar 205 also has an interface with the mode control unit 111, and through this, the mode control unit 111 can shift to a power saving state in which the performance of the sensing function is reduced but the power consumption is small. Here, as such a power saving state, specifically, a standby state (a state in which sensing is not performed but sensing can be started immediately if there is a command), or sensing is performed only intermittently. There can be a condition.

  The detection unit 206 is a general-purpose arithmetic unit including a CPU, a main memory, and peripheral circuits, and can hold and operate software for extracting information on an intruder from data acquired by the camera 204 and the radar 205. The detection unit 206 outputs information (monitoring information) on the presence / absence of an intruder detected by the software to the interface unit 208. Here, the logic of the software extracts, on the one hand, moving image data from the camera 204 as an intruder candidate, and on the other hand extracts an intruder candidate from the data acquired by the radar 205, When any of the intruder candidates is extracted, monitoring information indicating that there is an intruder is output. In this way, even if one sensor fails to detect an intruder, it can be expected that the other sensor will detect it and, as a result, the possibility of detection will improve. However, as described above, the radar 205 has a power saving state. At this time, the data acquired in the power saving state is adversely affected such as by not using the data acquired by the radar 205 or performing a special filtering process on the data. Appropriate processing shall be added so as not to affect

  Note that the software logic of the detection unit 206 need not be limited to the logic described above. For example, processing is performed so that the intruder candidates detected from the data from the camera 204 and the data from the radar 205 match each other as an intruder, so that they should not be detected as an intruder. Detecting an object (such as an empty can or newspaper that does not hinder the operation of the vehicle) as an intruder, that is, reducing the possibility of false detection, and thus reducing unnecessary deceleration of the vehicle due to false detection. .

  In this embodiment, different types of sensor devices such as the camera 204 and the radar 205 are assumed, but these may be the same type of sensor device. By using the same type of sensor device, it is possible to unify the logic of the software, save the capacity occupied by the storage device, and generally reduce the development cost. On the other hand, when different sensor devices are used as in the present embodiment, even if one sensor has a tendency for non-detection / false detection due to the principle characteristic, the tendency is different for the other sensor with a different principle characteristic. It can be expected to supplement the detection performance of the location. However, the effects of the present invention can be realized even if a plurality of detection means such as a camera and a radar are not necessarily provided if a relatively low detection performance is sufficient in consideration of requirements such as required safety. . For example, a first mode with a short detection time interval (high detection frequency) and a second mode with a long interval (low detection frequency) may be provided.

  Another important function regarding the software of the detection unit 206 will be described. The software of the detection unit 206 provides a function of distinguishing and recognizing a vehicle traveling on a track and an intruder. As long as the sensor unit 201 monitors the trajectory, it sometimes catches vehicles that pass by. However, if the sensor unit 201 recognizes this as an intruder and interferes with the control of the vehicle for that reason, the operation rate of vehicle operation is May decrease. This function is effective to avoid such a situation. Specifically, the detection unit 206 stores in advance a pattern of how the vehicle 101 is captured by the camera 204 and the radar 205, and compares the moving object captured by the camera 204 and the radar 205 with the pattern. If the comparison results match, the moving object is identified as the vehicle 101. If the comparison results do not match, the moving object is recognized as an intruder.

  Note that the logic need not be limited to this as long as the moving object captured by the sensor unit 201 can be distinguished from the vehicle and the intruder. Further, the distinction does not need to be performed by the sensor unit 201, and may be performed by, for example, the trackside control device 106. As an example of this, the trackside control device 106 determines the size and speed of the moving body captured by each along the monitoring information acquired from each of the sensor units 201, 202, and 203, and determines whether the vehicle is a vehicle based on the result. There is a way. Alternatively, the railway control device 106 stores the operation plan of the vehicle 101 in advance, and the moving object captured by using the coincidence between the operation plan, the current time information, and the monitoring information acquired from the sensor units 201, 202, and 203. You may judge the quality of the vehicle. For example, the closer the at least one of the detected position, the detection time, the size, the traveling direction, and the moving speed of the captured object is closer to the traveling vehicle information on the driving plan, the vehicle may be determined.

  Next, the power supply for the sensor unit 201 will be described. Power for operating the intruder detection unit 206, the camera 204, and the radar 205 is supplied from the storage battery 207. The storage battery 207 is attached with a converter that converts power into an appropriate form for supplying power to the target device and a management unit that controls charging and discharging according to the remaining charge as required.

  The power generator 209 charges the storage battery 207 with the generated power. In addition, power can be directly supplied to the intruder detection unit 206, the camera 204, and the radar 205, and a power converter for this purpose is provided. When the storage battery 207 is not fully charged, such as when it is fully charged, surplus power generation energy can be consumed.

  The sensor unit 201 can be installed without requiring power wiring from geographically distant power sources such as other railway facilities if the necessary power supply is provided by the power supply configuration described above, and relocation is easy. is there.

  The type of storage battery 207 is not particularly limited. For example, if a lithium ion secondary battery having a relatively high energy density is used, it can be expected that the sensor unit 201 can be configured more compactly. The power generation device 209 may be a power generation device of any principle as long as necessary power can be generated. For example, if the environmental conditions are suitable, solar power generation or wind power generation can be used. Even when applying to the power generation device 209 a method based on a method in which the temporal distribution of the power generation amount is not constant in principle, such as solar power generation or wind power generation, intrusion can be achieved by cooperating with the storage battery 207 as described above. The object detection unit 206, the camera 204, and the radar 205 can be stably operated continuously.

  As described above, the mode control unit 111 can switch the radar 205 to the power saving state or return to the standard state in accordance with the mode switching command received from the line control unit 111. The mode control unit 111 can similarly apply such control to the sensor devices (radars) included in the sensor units 202 and 203. The power source of the mode control unit 111 may be supplied from the line control device 106 having an interface, or may be supplied from any of the sensor units 201, 202, and 203.

  If the sensor devices 201, 202, and 203 are controlled independently at this time, the radar is always set to the standard state for the sensor unit in which the camera has failed to continue the monitoring function. Control such as holding is also possible.

  The interface unit 208 provides an interface for outputting intruder information obtained by monitoring by the sensor units 201, 202, and 203 to the trackside control device 106. Separation and integration. Specifically, information that can be processed by distinguishing the monitoring information acquired from each of the sensor units 201, 202, and 203 is put on communication data that can be received by the line control device 106 and output to the line control device 106. To do. Here, if the information required by the trackside control device 106 is sufficient to indicate that any of the sensor units 201, 202, and 203 finds an intruder, for example, the sensor unit 201, 202 is used in the interface unit 208. , 203 may be output after being integrated by logical sum or the like. By doing so, the amount of communication information between the sensor unit group 105 and the wayside control device 106 can be reduced.

  Next, the range of the monitoring section 109 will be described with reference to FIG. A plan diagram 301 in the figure predetermines how the vehicle 101 accelerates or decelerates between stations between the station point S1 and the station point S2. Specifically, the speed at which the vehicle 101 should be (planned speed) is determined in accordance with the position on the track 110. Since the vehicle stops at the station point S1, the speed is zero. From there, the vehicle accelerates toward the station point S2, and reaches the speed Vo at the point A. After that, the acceleration is changed to a constant speed, and the vehicle starts to decelerate until it reaches the speed Vo at the point B. Continue deceleration and stop at station point S2. Under such a plan diagram 301, the monitoring section 109 having the points A and B at both ends is rephrased as a section where the vehicle 101 is planned to travel at the speed Vo or higher. Hereinafter, how to determine the speed Vo and the characteristics of the monitoring section 109 at that time will be described.

  The speed Vo is such that the vehicle 101 running at that speed starts to decelerate after the vehicle-mounted sensor 103 finds an intruder on the track ahead of the vehicle, and the braking distance is smaller than the distance to the intruder. That is, it is the upper limit speed that can be stopped without contacting the intruder. This speed can be determined in advance according to the deceleration performance of the vehicle 101 and the maximum detection distance of the in-vehicle sensor 103.

  In principle, the vehicle 101 that travels according to the plan diagram 301 under Vo determined in this way is intruded by the in-vehicle sensor 103 in the section between the station point S1 and the station point S2 other than the monitoring section 109. However, in the monitoring section 109, the vehicle sensor 103 alone may not prevent a collision with an intruder. The monitoring section 109 has such a disadvantage in principle, but the disadvantage is compensated for by the sensor unit group 105 monitoring the intruder as described above. In other words, it is sufficient for the sections other than the monitoring section 109 to have the in-vehicle sensor 103 in order to prevent contact between the intruder and the vehicle 101. In this sense, when the monitoring section 109 is determined as described above, the number of sensor units included in the sensor unit group 105 that monitors the monitoring section 109 does not need to be expanded to other than the monitoring section 109, and thus is necessary and sufficient. Even in sections other than the monitoring section 109, the vehicle-mounted sensor 103 such as the vehicle 101 traveling at a higher speed than the planned diagram 301 or an environmental condition where the vehicle-mounted sensor 103 cannot exhibit the expected performance. However, if the monitoring range of the sensor unit group 105 is extended beyond the monitoring section 109, the redundancy can be expected to be increased. For example, you may expand so that all between station point S1-station point S2 may become a monitoring object. At this time, even if the in-vehicle sensor 103 does not function, it can be expected that the effect of preventing the collision between the vehicle 101 and the intruder is exhibited over the entire line.

  Since the speed Vo is assumed to vary depending on the maximum detection distance of the in-vehicle sensor 103, the sensor with the shortest maximum detection distance is assumed among the in-vehicle sensors 103 mounted on the vehicle traveling in the section. What is necessary is just to set the speed Vo. That is, if it is assumed that a vehicle without the in-vehicle sensor 103 will also travel, the sensor unit group 105 may be disposed over the maximum detection distance, that is, over the entire area.

  Further, even when the sensor unit group 105 is provided in the entire area between the station point S1 and the station point S2, the sensor unit of the sensor unit group 105 is based on the maximum detection distance of the in-vehicle sensor 103 of the vehicle traveling in the section. May be selectively activated. That is, since a vehicle equipped with the in-vehicle sensor 103 having various maximum detection distances travels between stations, the monitoring section 109 is dynamically changed for each in-vehicle sensor 103 of the traveling vehicle, and the monitoring section 109 after the change is changed. The sensor unit included in the sensor unit is extracted and operated as in the present embodiment, and the sensor unit disposed outside the monitoring section 109 may be turned off (or in a standby state or the like). In that case, the section information which can be monitored is provided for every sensor unit, and when the vehicle 101 arrives at point S1, the monitoring calculated based on the performance information of the vehicle-mounted sensor 103 of the said vehicle 101 and plan schedule information What is necessary is just to continue starting the sensor unit which the area 109 and the monitorable area information of each sensor unit overlap. Then, the power source of the sensor unit that does not overlap the monitoring section 109 and the monitorable section may be turned off.

  Next, the flow of the process for preventing the collision between the intruder on the track and the vehicle 101 will be described with reference to FIG.

  FIG. 4 shows the lanes assigned to the in-vehicle control device 102, the along-line control device 106, and the sensor unit group 105 mounted on the vehicle 101, and the order of the processing is indicated by arrows and exchanged between the lanes. Information is shown across lanes. The starting point is the process 401 of the in-vehicle control device 102.

  A process 401 is a process of detecting that the vehicle 101 has arrived at the station point S1. This detection is realized by the position detection function described above together with the description of the in-vehicle control device 102. When this is detected, the in-vehicle control device 102 first suppresses the vehicle from starting acceleration from the station point S1. This start inhibition state is valid until a start permission is received in process 411 described later. The in-vehicle control device 102 further transmits an arrival notification 402 for notifying that the vehicle has arrived at the departure station to the railway control device 106. Here, the process 401 may be either event drive or periodic drive. In the case of periodic drive, the detection of the process 401 is repeated until arrival at the station point S1 is detected.

  A process 403 is a process of the trackside control device 106. When the arrival notification 402 is received, a mode switching command 404 is transmitted to the sensor unit group. The purpose of this is to cause the sensor unit group 105 to monitor in the standard mode and to acquire the monitoring information. Accordingly, at this time, the mode switching command 404 includes information for switching the sensor unit group 105 to the standard mode.

  The sensor unit group 105 receives the mode switching command 404 and performs processing 405. The process 405 is a process for shifting to the standard mode and monitoring an intruder in that state. The latest monitoring result acquired in this way is transmitted as the monitoring information 406 to the wayside control device 106.

  The rail line control device 106 receives the monitoring information 406 and performs processing 407. A process 407 confirms the monitoring information 406 and confirms the presence or absence of an intruder detected by the sensor unit group 105. If there is an intruder, the process 409 is performed, and if there is no intruder, the process 408 is performed.

  A process 409 is a process for calling a procedure for dealing with an intruder. There are various specific procedures for dealing with intruders, but there are no particular limitations on the implementation of the present invention. For this reason, the contents will not be described in detail here, but if an example is given, a commander who controls the operation of the vehicle 101 is notified of the presence of an intruder, and the commander who receives this confirms and responds to the intruder. There is.

  The process 408 is a process for transmitting the start permission 410 to the in-vehicle control device 102.

  When the in-vehicle control device 102 receives the start permission 410, the in-vehicle control device 102 performs processing 411. The process 411 is a process for recognizing the start permission 410 and canceling the inhibition of the start from the station point S <b> 1 described in the description of the process 401. That is, the vehicle 101 can start from the station point S1 only after the process 411.

4, after the vehicle 101 arrives at the station point S1, the sensor unit group 105 is switched to the standard mode to confirm that there is no intruder in the monitoring section 109, and there is no intruder. After confirming, it will start from station point S1. If there is an intruder, it stops at station point S1. Thus, there are several advantages in performing a series of processes when the vehicle 101 is at the station point S1. One is that station point S1 was originally designed to get on and off passengers and luggage, so even if an intruder is found and the vehicle 101 waits at this point, it will wait in the middle of the station It is easier to operate passengers and luggage including evacuation. Secondly, it is planned that the vehicle 101 stops at the station S1 for several tens of seconds in order to get on and off passengers and luggage, and this time is used to switch the sensor unit group 105 to the standard mode. The above-described series of processes such as obtaining monitoring information can be performed. In other words, by monitoring the intruder using the time when the vehicle is stopped at the station, it is possible to expect a further effect that the vehicle driving plan is not particularly affected. In addition, when it is predicted that a series of processing time is longer than the vehicle stop time, the processing may be started without waiting for the arrival notification 402. On the other hand, when an obstacle to the driving plan of the vehicle can be tolerated, the process may be started at a later timing after receiving the arrival notification 402.
In FIG. 4, the arrival notification 402 is received from the vehicle 101, but the position of the vehicle is detected by a ground device (a ground unit, an activation circuit, an axle detection device, a digital loop, etc.) around the station. The arrival notification 402 may be transmitted to the railway line control device 106.

  Next, the case where the vehicle 101 arrives at the station point S2 as shown in FIG. 5 will be described. A processing flow among the in-vehicle control device 102, the along-line control device 106, and the sensor unit group 105 at this time will be described with reference to FIG. Since the notation of FIG. 6 is the same as that of FIG. 4, description of the notation is omitted. The process flow starts from the process 601 of the in-vehicle control apparatus 102.

  The process 601 is a process for detecting that the vehicle 101 has arrived at the station point S2. This detection is realized by the position detection function described above together with the description of the in-vehicle control device 102. When this is detected, the in-vehicle control device 102 transmits an arrival notification 602 for notifying that the vehicle has arrived at the arrival station to the wayside control device 106.

A process 603 is a process of the trackside control device 106. When the arrival notification 602 is received, a mode switching command 604 is transmitted to the sensor unit group. This is for the purpose of switching the sensor unit group 105 to the power saving mode. Accordingly, at this time, the mode switching command 604 includes information for switching the sensor unit group 105 to the power saving mode.
The sensor unit group 105 receives the mode switching command 604 and performs processing 605. A process 605 is a process for shifting to the power saving mode. Specifically, as described above in the description of the power saving mode, the monitoring function of the radar device included in the sensor units constituting the sensor unit group 105 is switched to the one with lower power consumption.

  As described above, when the vehicle travels from the station point S1 to S2 in the track section targeted in the present embodiment, the sensor unit group that monitors the intruder in a part of the section between the stations is usually set in the power saving mode. Standard that can demonstrate advanced intrusion detection function instead of high power consumption only during the period from when the vehicle arrives at the section entrance station (S1) until it reaches the section exit station (S2) By switching to the mode, the power consumption of the sensor unit group can be reduced. The sensor unit group includes a storage battery and a generator, so that a long power supply wiring is unnecessary, and the power supply devices can be reduced in size by reducing the power consumption. In addition, by performing the process of switching the sensor unit group between the standard mode and the power saving mode while stopping at the station point, it is possible to minimize the need to specially secure the time required for mode switching and intrusion scanning. It is done. In addition, the condition that the vehicle starts at the station (S1) at the entrance of the section adds that the sensor unit group has confirmed that there is no intruder as a result of scanning the intruder in the standard mode. The possibility of collision with an intruder can be suppressed based on a station with good flights.

  In carrying out this process, the vehicle is preinstalled with an automatic train control device (ATO) or a signal security device (ATP) that is usually equipped with a function of starting from a station or decelerating the vehicle, not limited to the purpose of the present invention. In this case, the functions of the in-vehicle control device according to the embodiment of the present invention can be implemented in these devices. When using the function of the signal security device, since the closed section provided for the purpose of exclusive control of a plurality of vehicles existing on the track is the basic unit of train control, the section monitored by the sensor unit group ( By making the monitoring section) coincide with the closed section, when there is a possibility of an intruder in the monitoring section, the control that stops the vehicle without entering the monitoring section uses the function that the signal security device originally has. This can be realized relatively easily.

  In the processing described with reference to FIG. 4, after the vehicle-mounted control device 102 confirms the start permission in the processing 411, the vehicle-mounted control device 102 notifies the line-side control device 106 of this. A configuration in which the group 105 is switched to the power saving mode is also conceivable. At this time, after the vehicle 101 starts from the station point S1, the intruder detection performance in the monitoring section 109 is reduced to the same level as the power saving mode, but the power consumption of the sensor unit group 105 can be minimized.

  Further, if the sensor unit group 105 in which the sensor units are arranged along the traveling path of the vehicle has a function of voluntarily switching to the power saving mode when the passage of the vehicle is identified during monitoring in the standard mode, FIG. The process of switching the sensor unit group to the power saving mode after switching the sensor unit group to the standard mode and starting the station point S1 in the process described in 4 can be left to this function. At this time, until the vehicle passes through the monitoring section 109, the sensor unit group 105 can monitor the intruder in front of the vehicle with the detection performance equivalent to that of the standard mode, and the power consumption of the sensor unit group 105 can be minimized. Can be stopped. When this function is implemented independently for each of the sensor units 201, 202, and 203 that constitute the sensor unit group 105, the power consumption of the sensor unit group 105 can be further minimized.

  In the above description, the detection of the arrival of the vehicle at the station points S1 and S2 is realized by the position detection function of the in-vehicle control device 102, but even if there is a function for detecting the vehicle position along the track. good. For example, if an axle detection device that is used by the signal security system for vehicle position detection is installed along the line, this can also be used. Alternatively, there is a group of sensor units that monitor intrusions (such as passengers who have fallen from the platform to the track) at station points, and when this uses the function for identifying the passage of vehicles as described above, this is also used for vehicle position detection. it can. In such a case, it is not necessary to add a new device or function for vehicle position detection, and the system configuration can be simplified.

  In this embodiment, the sensor unit group is switched to the standard mode after the vehicle arrives at the station point S1, but for example, a sufficient monitoring function can be provided after the radar is instructed to switch to the standard mode. If it takes a certain amount of time for reasons such as heating of the heater, the sensor unit group is switched to the standard mode from a short time before it arrives at the station point S1 in anticipation of that time (start-up time). You may order. This is to make the position detection function detect the arrival at a position slightly before the station point S1 on the track when the vehicle travels on the track before reaching the station point S1. This is feasible.

DESCRIPTION OF SYMBOLS 101 Vehicle 102 Car-mounted control apparatus 103 Car-mounted sensor 105 Sensor unit group 106 Line control device 109 Monitoring section 110 Trajectory 111 Mode control part 201-203 Sensor unit 204 Camera 205 Radar 206 Detection part 207 Storage battery 208 Interface part 209 Electric power generation apparatus 301 Planning diagram 401 ~ 411, 601 ~ 605 treatment

Claims (14)

A detecting means arranged along a route traveled by the vehicle and detecting an obstacle in a predetermined section of the route;
A detection unit that acquires a detection result of the detection unit and outputs the presence or absence of an intruder,
A mode control unit capable of selectively switching the activation mode of the detection means between the first mode and the second mode with less power consumption of the detection means than the first mode;
A railway control device that outputs a switching instruction to the mode control unit based on whether or not an arrival notification is received indicating that the vehicle has arrived at a predetermined point;
Intruder detection system comprising. The intruder detection system according to claim 1,
The line control device receives a departure station arrival notification from the vehicle when detecting that the vehicle has arrived at the departure station,
When the departure station arrival notification is received, the switching instruction to the first mode is output,
An intruder detection system that outputs a start permission from the departure station to the vehicle based on the detection result in the first mode. The intruder detection system according to claim 2,
The railroad control device receives an arrival station arrival notification from the vehicle when detecting that the vehicle has arrived at the arrival station,
An intruder detection system that outputs the switching instruction to the second mode when receiving the arrival station arrival notification. The intruder detection system according to claim 2,
When the vehicle detects arrival at the departure station, it activates the start inhibition state of the own vehicle,
When the line control device confirms that there is no intruder in the predetermined section based on the detection result in the first mode, the intruder detection system outputs the start permission to release the start inhibition state. The intruder detection system according to claim 1,
Based on either the size of the object detected by the detection means or the moving speed,
An intruder detection system that determines whether or not the object is a vehicle that travels within the predetermined section. The intruder detection system according to claim 5,
Obtaining driving plan information of a vehicle traveling in the predetermined section;
Comparing at least one of the size, the moving speed, the detection position, the detection time, and the traveling direction of the object with the driving plan information, the object is a vehicle that travels within the predetermined section. Intruder detection system for judging. The intruder detection system according to claim 1,
The detection means includes a first sensor and a second sensor,
The section in which the second sensor detects the obstacle is an intruder detection system in which at least part of the section in which the first sensor detects the obstacle is overlapped. The intruder detection system according to claim 7,
The said mode control part is the said intruder detection system which controls the starting state of at least any one of said 1st sensor and said 2nd sensor. The intruder detection system according to claim 8,
The mode control unit
A first mode in which the first sensor and the second sensor are enabled;
And a second mode in which the first sensor is effective and the second sensor is in a power saving state. The intruder detection system according to claim 9,
The first sensor is an imaging means;
The second sensor is a radar;
The power saving state is an intruder detection system in which the radar is powered off, is in a standby state, or has an intermittent sensing interval. The intruder detection system according to any one of claims 1 to 10,
A sensor unit group including a plurality of sensor units including the detection unit and the detection unit;
An intruder detection system including an interface unit that receives outputs from a plurality of the detection units included in the sensor unit group and outputs a part of the outputs to the line control device. The intruder detection system according to claim 11,
Each of the sensor units is an intruder detection system including at least one of a power generation unit capable of supplying power to the detection unit in the unit and a power storage unit. An intruder detection system according to claim 11 or claim 12,
The vehicle includes in-vehicle detection means for detecting the obstacle at a predetermined distance ahead of the traveling direction of the host vehicle,
The intruder detection system in which the predetermined section in which the sensor unit group detects the obstacle is set based on a detection distance of the in-vehicle detection means, a deceleration performance of the vehicle, and a plan diagram of the vehicle. The intruder detection system according to claim 13,
The detection means is continuously arranged along the trajectory,
Each of the plurality of sensor units detects the obstacle in a part of the predetermined section,
The sensor unit group detects the obstacle in the predetermined section,
The trackside control device obtains position information of the vehicle after the vehicle departs from the departure station, and outputs an activation mode switching instruction for each sensor unit based on the position information. .

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