JP2019089373A - Obstacle monitoring device and vehicle operation management system - Google Patents

Abstract

To provide an obstacle monitoring device capable of accurately monitoring an obstacle while reducing installation and maintenance costs with a simple structure when a vehicle travels on an exclusive road, and a vehicle operation management system provided with the obstacle monitoring device.SOLUTION: Monitoring is assisted by a ground side monitoring unit 300 when an obstacle is monitored by a vehicle side monitoring unit 200. Thus, installation and maintenance costs are reduced with a simple structure where the number of installed ground side monitoring units 300 is smaller, and the vehicle side monitoring unit 200 and the ground side monitoring units 300 accurately monitor the obstacle cooperatively.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an obstacle monitoring device that monitors an obstacle on a dedicated traveling path on which a vehicle travels, and a vehicle operation management system including the obstacle monitoring device.

  In order to detect an obstacle on a track using a sensor, in order to reduce false detection, one using position information of a train or the like (see Patent Document 1) or one detecting a sensor failure (Patent Document 1) 2) is known.

  However, in the techniques disclosed in Patent Literatures 1 and 2, it is necessary to install the sensors over the entire traveled section as a premise, so the number of sensors becomes enormous. In this case, for example, the cost of installation and maintenance also increases.

JP, 2016-193669, A JP, 2016-43903, A

  The present invention has been made in view of the above-described point, and when a vehicle travels on a dedicated traveling path, it is possible to accurately monitor an obstacle while suppressing the cost of installation and maintenance with a simple configuration. An object of the present invention is to provide a vehicle operation control system including an obstacle monitoring device and an obstacle monitoring device.

  In order to achieve the above object, the obstacle monitoring device according to the present invention is provided on a vehicle traveling on a dedicated traveling path, and is provided along a dedicated traveling path, and a vehicle monitoring unit that monitors the obstacles. And a ground-side monitoring unit that monitors an obstacle and supplements the monitoring by the vehicle-side monitoring unit.

  In the above-mentioned obstacle monitoring device, the ground-side monitoring unit supplements the monitoring by the vehicle-side monitoring unit, thereby reducing the installation and maintenance costs with a simple configuration in which the number of installed ground-side monitoring units is reduced. The vehicle monitoring unit and the ground monitoring unit can cooperate with each other to perform accurate monitoring of an obstacle. For example, safety of automatic driving of a vehicle (for example, a train or a bus) traveling on a dedicated traveling route It is also possible to

  According to a specific aspect of the present invention, the ground side monitoring unit monitors an obstacle on the dedicated traveling route in a range where the vehicle monitoring unit can not monitor an obstacle. In this case, the ground monitoring unit can compensate for the obstacle monitoring impossible range of the vehicle monitoring unit.

  In another aspect of the present invention, a monitoring switching unit is provided that switches between monitoring by the vehicle monitoring unit and monitoring by the ground monitoring unit according to the position on the dedicated traveling road. In this case, the monitoring of the obstacle can be maintained in an appropriate state by switching by the monitoring switching unit.

  According to still another aspect of the present invention, an information selection unit is provided which selects a monitoring result to be adopted from information on a monitoring result by the vehicle monitoring unit and information on a monitoring result by the ground monitoring unit. In this case, it is possible to make a more appropriate judgment on the monitoring result by the selection in the information selection unit.

  According to still another aspect of the present invention, a monitoring processing unit is provided that performs processing related to monitoring by the vehicle monitoring unit and monitoring by the ground monitoring unit. In this case, the monitoring processing unit can properly handle the monitoring result of each monitoring unit.

  In yet another aspect of the present invention, the ground-side monitoring unit has a ground-side sensor unit that detects the presence or absence of an object, and a ground-side transmission unit that transmits the detection result of the ground-side sensor unit to the vehicle-side monitoring unit. The vehicle-side monitoring unit has a vehicle-side sensor unit that detects the presence or absence of an object, and a vehicle-side receiving unit that receives the detection result transmitted from the ground-side transmission unit. In this case, the vehicle monitoring unit can obtain the detection result of the vehicle sensor and the detection result of the ground sensor.

  In still another aspect of the present invention, the ground-side monitoring unit includes a determination unit that determines whether an object detected by the ground-side sensor unit is an obstacle, and the determination result of the determination unit is determined on the ground side. The ground side transmission unit transmits the detection result to the vehicle side monitoring unit as the detection result of the sensor unit. In this case, the ground side can be monitored based on the determination result of the determination unit.

  In still another aspect of the present invention, the ground-side monitoring unit is arranged to be able to monitor a curved section of the dedicated traveling path. In this case, with regard to the monitoring in the curved section, the ground monitoring section supplements the monitoring in the vehicle monitoring section so that the obstacle can be accurately monitored.

  In still another aspect of the present invention, the ground-side monitoring unit is arranged to be able to monitor a section including the end point of the upward slope in the dedicated traveling path. In this case, with regard to monitoring in a section including the end point of the upslope, the ground monitoring section can supplement the monitoring in the vehicle monitoring section to perform accurate monitoring of the obstacle.

  In still another aspect of the present invention, the ground-side monitoring unit is disposed at a predetermined position ahead of the traveling section according to the obstacle monitorable range of the vehicle-side monitoring section and the traveling limit speed of the vehicle in each traveling section. It is done. In this case, by providing the ground-side monitoring unit at the predetermined position in front of the vehicle, it is possible to assist in monitoring according to the travel limit speed of the vehicle.

  In still another aspect of the present invention, the ground-side monitoring unit is provided in a pair on both sides of one end side and the other end side of the dedicated traveling path. In this case, for example, even if the monitoring range by the ground-side monitoring unit at one end side is limited by the passage of the vehicle, the monitoring by the ground-side monitoring unit at the other end side can compensate.

  In still another aspect of the present invention, the vehicle monitoring unit and the ground monitoring unit monitor within a building limit. In this case, an obstacle within the construction limit can be reliably monitored, while unnecessary detection can be suppressed.

  In order to achieve the above object, a vehicle operation management system according to the present invention monitors an obstacle on the basis of any of the obstacle monitoring device described above and a monitoring result by the obstacle monitoring device, and And a vehicle operation management control unit configured to control the vehicle operation in the section.

  In the above-described vehicle operation management system, by having any one of the above-described obstacle monitoring devices, it is possible to accurately monitor an obstacle on the exclusive traveling route, and in the vehicle operation management control unit, vehicles in all sections of the exclusive traveling route. By controlling the operation, for example, it is possible to achieve safety in automatic driving of a vehicle (for example, a train or a bus) traveling on a dedicated traveling path.

BRIEF DESCRIPTION OF THE DRAWINGS It is a conceptual diagram for demonstrating an example of a vehicle operation control system provided with the obstruction monitoring apparatus which concerns on embodiment. It is a conceptual diagram for explaining an example of an obstacle monitoring device. (A) is a block diagram for demonstrating one structural example of a vehicle side monitoring part, (B) is a block diagram for demonstrating other one structural example of a vehicle side monitoring part. It is a conceptual top view for explaining the case where a curvilinear section is monitored among exclusive running roads. (A) is a conceptual plan view for demonstrating the mode of the vehicle side monitoring part and the ground side monitoring part in a curve-like area, (B) is about the monitoring range by one ground side monitoring part It is a top view for showing, (C) is a top view for showing about the surveillance range by one ground side surveillance part of another, (D) is a pair of shown in (B) and (C). It is a top view for showing about the range which a ground side surveillance part supervises and monitoring. (A) And (B) is a figure for demonstrating the mode of the monitoring at the time of a vehicle passing a curve-like area. It is a side view for explaining the case where a section including the end point of an upslope is monitored among exclusive running roads. (A) is a conceptual top view for demonstrating the mode of the vehicle side monitoring part and the ground side monitoring part in the area containing the end point of an upslope, and (B) is a side view. (A) is a conceptual plan view for explaining a state of arrangement of a ground-side monitoring part in front of traveling with respect to an obstacle monitorable range of the vehicle-side monitoring part and a traveling limit speed of the vehicle, (B) Is a side view.

  Hereinafter, with reference to FIG. 1 etc., an example of a vehicle operation control system provided with the obstacle monitoring device according to one embodiment and the obstacle monitoring device will be described. FIG. 1 is a conceptual diagram showing an example of a vehicle operation management system 500 provided with an obstacle monitoring device 100 according to the present embodiment. As the obstacle here, typically, an object of a certain size or more such as a car, a person, a falling stone or an animal can be considered.

  As illustrated, the vehicle operation management system 500 according to the present embodiment includes a vehicle operation management control unit 500A in addition to the obstacle monitoring device 100, and centrally manages the entire operation of the vehicle.

  As an aspect of the present embodiment, in the illustrated vehicle operation management system 500, the obstacle monitoring device 100 is attached to the periphery of the train TR and the track RL on which the train TR travels. More specifically, the obstacle monitoring device 100 includes a vehicle monitoring unit 200 that monitors an obstacle and a ground monitoring unit 300 that supplements the monitoring by the vehicle monitoring unit 200. . Among these, the vehicle monitoring unit 200 is provided in a train TR as a vehicle traveling on a track RL as a dedicated traveling path. The ground side monitoring unit 300 is provided along the line RL to monitor an obstacle. Since the vehicle monitoring unit 200 and the ground monitoring unit 300 that configure the obstacle monitoring apparatus 100 can communicate with each other, the obstacle monitoring apparatus 100 monitors the monitoring by the vehicle monitoring unit 200 on the ground monitoring unit 300. It is possible to make up for it by

  In the vehicle operation management system 500, a vehicle operation management control unit 500A, which is a general management unit, includes a vehicle monitoring unit 200 that configures the obstacle monitoring apparatus 100, that is, each train TR traveling on the track RL, a plurality of trains. Communication with the ground-side monitoring unit 300 is enabled, and overall control is performed to control vehicle operation in all sections of the track RL, which is a dedicated traveling path.

  The above is an example, and in addition to the trains traveling on the track, for example, a tramway which is a vehicle traveling on a track (newly formed track, combined track) as a dedicated traveling road, and a dedicated road as a dedicated traveling road It is also possible to provide similar obstacle monitoring devices for monitoring a bus which is a moving vehicle.

  Here, the track (the passing position) of the track on which the train travels, the dedicated road on which the bus travels, and the like are determined in advance. Therefore, the range in which the obstacle should be monitored during traveling is also determined in advance. For example, in the case of a train, a building limit is defined, and typically, it is conceivable to construct a monitoring system to monitor the building limit. In this case, if the monitoring unit can be provided only on the vehicle side and the predetermined building limit can be monitored, the configuration can be made much simpler than in the case where the monitoring unit is provided on the ground side without hesitation. However, even if the monitoring range is determined in advance, a range that can not be monitored only from the vehicle side inevitably exists on the forward side of the run at a portion such as a curved portion on the track or an end point of the upward slope. There is a possibility (see, for example, FIG. 4 and FIG. 7). Therefore, in the obstacle monitoring device 100 according to the present embodiment, the vehicle monitoring unit 200 is mounted on the vehicle, that is, the train TR side to perform obstacle monitoring, and a track is previously determined in order to compensate for monitoring in a portion lacking. By laying the ground-side monitoring unit 300 in consideration of the location where necessity arises due to the shape etc. along the line RL being taken, it is possible to reduce the cost of installation and maintenance while solving such problems. There is. In particular, in the case of achieving automatic operation on a conventional line, it would be extremely expensive and impractical to provide the same facilities as the traffic system currently being operated on automatic operation. In the present embodiment, the equipment can be simplified while securing safety.

  Hereinafter, with reference to FIG. 2 etc., the more specific one structural example about the obstruction monitoring apparatus 100 which concerns on this embodiment is demonstrated in detail.

  As described above, the obstacle monitoring device 100 is configured to include the vehicle monitoring unit 200 and the ground monitoring unit 300, and the monitoring by the vehicle monitoring unit 200 is supplemented by the ground monitoring unit 300. ing. In particular, here, as illustrated, the monitoring result transmitted from the ground side monitoring unit 300 is configured to be received by the vehicle side monitoring unit 200 side, that is, the train TR side.

  First, in the obstacle monitoring device 100, the vehicle monitoring unit 200 is disposed forward in the traveling direction and detects the presence or absence of an object, and the ground monitoring unit 300 and the vehicle operation control unit 500A. And a vehicle control unit 230 for controlling various vehicles including obstacle monitoring. Here, the vehicle control device 230 is connected to each part to perform various vehicle control. For example, the vehicle control device 230 is an in-vehicle output unit such as a brake device 240 for stopping the vehicle, a speaker as a notification means for transmitting various information to passengers in the vehicle, etc. Connected with 250.

  The vehicle-side sensor unit 210 is a sensor mechanism disposed toward the leading side in the traveling direction so as to be able to acquire image information on the peripheral side of the traveling train TR, in particular, on the front side. It can be assumed to be configured by a millimeter wave radar, one using a laser such as a distance imaging device, or an imaging device (camera) or the like. That is, the vehicle sensor unit 210 can detect the presence or absence of an object by acquiring image data. Here, the vehicle-side sensor unit 210 may transmit the image data as it is to the vehicle control device 230 as a detection result, and the analysis of the image may be collectively performed by the vehicle control device 230. It is also possible to transmit the detection result (monitoring result) to the vehicle control device 230 after performing the processing to some extent. For example, after image data of an area image detected as an object from image data is extracted by the vehicle sensor unit 210, the image data is transmitted to the vehicle control device 230, and the vehicle control device 230 detects the area image detected as an object It is conceivable to determine the size and the like from the image data of and to determine whether the detected object is an obstacle or not.

  The vehicle-side antenna unit 220 is an antenna for enabling transmission and reception of signals by radio with the ground-side monitoring unit 300 and the vehicle operation management control unit 500A. In particular, here, it functions as a vehicle side reception unit that receives the detection result transmitted from the ground side monitoring unit 300.

  The vehicle control device 230 is configured to include various arithmetic circuits such as a CPU, a data storage unit, and the like, and is connected to each device constituting the vehicle to perform various processing operations for monitoring an obstacle, etc. Control various vehicles including

  The vehicle control device 230 constitutes the vehicle monitoring unit 200, and performs various necessary processing such as image processing on information acquired (input) via the vehicle sensor unit 210 and the vehicle antenna unit 220. By applying, it is judged about the presence or absence of the obstacle based on these pieces of information, and the operation control based on the judgment result is performed. More specifically, if it is determined that there is an obstacle ahead in the traveling direction from the detection result of the presence or absence of the object based on the image data acquired by the vehicle sensor unit 210 or the detection result acquired by the vehicle antenna unit 220. The vehicle control device 230 operates the brake device 240 to decelerate or stop the vehicle, and the in-vehicle output unit 250 notifies the passenger that stopping by sudden braking is performed. That is, the vehicle control device 230 functions as a determination unit that determines whether an object detected by the vehicle sensor unit 210 is an obstacle and performs operation control based on the determination result of the determination unit. Act as.

  Furthermore, although detailed illustration and the like is omitted, here, the vehicle control device 230 is also capable of controlling the operation of each part such as the operation of the master controller (master controller), and the obstacle as described above By performing operation control while grasping the external environment including determination of the presence or absence of an obstacle in monitoring, automatic operation on the track RL of the train TR is enabled. In addition to the case where the driver (watch guard) is carried, the automatic driving in this case may include a completely unmanned automatic driving without a driver.

  Next, in the obstacle monitoring device 100, the ground-side monitoring unit 300 is disposed at a required position along the line RL to detect the presence or absence of an object, the vehicle-side monitoring unit 200, and the vehicle A ground side antenna unit 320 for performing wireless communication with the operation management control unit 500A, and a ground side control device 330 for performing various controls including obstacle monitoring.

  The ground side sensor unit 310 is disposed along the track RL at a position necessary for traveling the train TR. That is, in the vehicle side sensor part 210 which comprises the vehicle side monitoring part 200, it is provided in the appropriate place, in order to supplement about the range which monitoring does not reach. In addition, the example of the installation location of the specific ground side sensor part 310 is mentioned later.

  The ground side sensor unit 310 is a sensor mechanism capable of acquiring image information as in the case of the vehicle side sensor unit 210. Typically, the sensor unit 310 is an imaging device (camera), a distance imaging device, a millimeter wave radar, or the like. It is configured. That is, the ground sensor unit 310 can detect the presence or absence of an object by acquiring image data.

  The ground-side antenna unit 320 is an antenna for enabling transmission and reception of signals by radio with the vehicle-side monitoring unit 200 and the vehicle operation management control unit 500A. In particular, here, it functions as a ground side transmission unit that transmits the detection result of the ground side sensor unit 310 to the vehicle side monitoring unit 200.

  The ground-side control device 330 is configured to include various arithmetic circuits such as a CPU, a data storage unit, and the like, and performs various controls by being connected to each device.

  Here, for the configurations of the ground side sensor unit 310 and the ground side control device 330, for example, the image data acquired by the ground side sensor unit 310 is transmitted as it is to the vehicle monitoring unit 200 as a detection result. For example, it may be collectively performed in the vehicle control device 230 of the vehicle side monitoring unit 200, but for example, the detection result (monitoring result) is transmitted to the vehicle side monitoring unit 200 after performing image analysis processing to some extent. It is also good. Further, for example, in the ground sensor unit 310 or the ground controller 330, image data of a region image detected as an object is extracted from the image data acquired by the ground sensor unit 310, and the extracted data is The vehicle control unit 230 of the vehicle monitoring unit 200 transmits it to the vehicle monitoring unit 200 via the side antenna unit 320, and determines the size and the like from the image data of the area image detected as an object, It can be considered to be an aspect such as determining whether or not there is a thing.

  Furthermore, as another aspect, the ground-side control device 330 functions as a determination unit that determines whether an object detected by the ground-side sensor unit 310 is an obstacle, and the ground-side control device as a determination unit It is also conceivable to transmit the determination result at 330 as the detection result (monitoring result) by the ground side sensor unit 310 to the vehicle side monitoring unit 200 by the ground side antenna unit 320 which is the ground side transmission unit. .

  Hereinafter, with reference to FIG. 3 (A) etc., an example of a concrete structure of the vehicle side monitoring part 200 is demonstrated in more detail.

  As described above, the vehicle monitoring unit 200 is mounted on the train TR and performs various processes for monitoring an obstacle, and in the above example, the vehicle control device 230 is responsible for various operation control. We also carry out various processes related to obstacle monitoring. Various modes can be considered as a configuration of the vehicle control device 230 for making this possible.

  For example, in the example illustrated in FIG. 3A, the vehicle control device 230 is configured by various control circuits, programs, and the like, and the main control unit 231 that acquires information from the vehicle sensor unit 210 and the vehicle antenna unit 220 is used. Have.

  The main control unit 231 functions as a position detection unit 232 that detects the position of the train TR, and also functions as an information selection unit 233 that selects information acquired from the vehicle sensor unit 210 and the vehicle antenna unit 220. As a result, the main control unit 231, as the position detection unit 232, based on the acquired information on the current position of the train TR, the main control unit 231 can not detect the matter detectable by the vehicle sensor unit 210 mounted on the train TR at that position. Understand the issues Furthermore, the main control unit 231 uses the information selection unit 233 as the information selection unit 233 about the information of the detection result of the object by the vehicle sensor unit 210 and the information of the detection result of the object acquired from the vehicle antenna unit 220. Make a selection. That is, with regard to the matters that can be detected by vehicle-side sensor unit 210, while adopting the detection results by vehicle-side sensor unit 210, the vehicle that can not be detected, that is, the matters that need to be compensated by ground-side monitoring unit 300 By employing the detection result acquired from the side antenna unit 220, it is possible to accurately grasp the external situation. In other words, the main control unit 231 selects, as the information selection unit 233, the monitoring result to be adopted among the information of the monitoring result by the vehicle monitoring unit 200 and the information of the monitoring result by the ground monitoring unit 300. The above-mentioned operation control is possible.

  In addition, about the method of position detection of the train TR in the position detection part 232, ie, the method of acquiring the information regarding a position, besides the case where communication with vehicle operation management control part 500A is used, for example, Various methods can be considered, such as coupling with an on-board vehicle provided (not shown), calculation from travel distance, various sensors, etc. to read changes in the external environment such as changes in slope or inclination angle of the line RL as needed. .

  Further, for example, in another example shown in FIG. 3B, the vehicle control device 230 has a main control unit 231 that acquires information from the vehicle sensor unit 210 and the vehicle antenna unit 220, and the main control unit In addition to the function as the position detection unit 232 similar to the above, the function 231 functions as a monitoring switching unit 234 that switches the monitoring destination instead of the information selecting unit 233 illustrated in FIG.

  In the case of the configuration illustrated in FIG. 3B, the switching switch unit SW for switching between the vehicle-side sensor unit 210 and the vehicle-side antenna unit 220, which are acquisition destinations of information about monitoring in the vehicle control device 230, It is provided at the front stage of the control unit 231. In the configuration as described above, the main control unit 231 first detects, as the position detection unit 232, an item and detection that can be detected by the vehicle-side sensor unit 210 mounted on the train TR at the position based on the acquired position information. Understand what is impossible. Furthermore, the main control unit 231 performs monitoring by the vehicle monitoring unit 200 and monitoring by the ground monitoring unit 300 as the monitoring switching unit 234 according to the information on the current position on the line RL based on the recognized items. Switch as appropriate. Also in this case, with regard to the matters that can be detected by the vehicle side sensor unit 210, while adopting the detection results of the vehicle side sensor unit 210, the undetectable matters, ie, the matters that need to be compensated by the ground side monitoring unit 300. By employing the detection result acquired from the vehicle-side antenna unit 220, it becomes possible to accurately grasp the external situation.

  In the example shown in FIG. 3A and in the example shown in FIG. 3B, the vehicle control device 230 performs monitoring by the vehicle monitoring unit 200 and monitoring by the ground monitoring unit 300. Functions as a monitoring processing unit that performs various processes related to

  Hereinafter, an example of obstacle monitoring by the obstacle monitoring device 100 according to the present embodiment will be described with reference to FIG. 4 and the like. Specifically, a case of monitoring a curved section of the track RL as a dedicated traveling path will be described. FIG. 4 is a plan view showing an example of a curved section. Further, FIG. 5A shows an example of the state of the plurality of ground side monitoring units 300, 300,... Installed in the curved section shown in FIG. In addition, in the figure, only the ground side sensor part 310 is shown regarding the ground side monitoring part 300 for simplification.

  As illustrated in FIG. 4, in the curved section, a signboard, a tree, and the like are present in the immediate vicinity of the outside of the area DI of the in-building limit PP indicated by the broken line. A part on the front side of the direction AR may be blocked, and the monitoring by the vehicle monitoring unit 200 may become impossible. That is, as shown in the figure, within the monitoring range MR (the range where the obstacle is monitored in the normal operation) by the vehicle-side sensor unit 210 of the vehicle-side monitoring unit 200, a view that is not blocked by a signboard or a tree can be obtained. There are an obstacle monitorable range MR1 and an obstacle monitor non-observable range MR2 which is obscured by a signboard or a tree and can not be viewed.

  On the other hand, as illustrated in FIG. 5A, in the obstacle monitoring device 100, a plurality of ground-side sensor units 310, 310,... (The ground-side monitoring unit 300) along a curved section of the line RL. , 300, ...) are installed. In the illustrated example, the first ground sensor unit 310A and the second ground sensor unit 310B provided in a pair on both sides of the one end side and the other end side of the line RL and another pair of third ground sensor units A total of four ground side sensor units 310A to 310D of 310C and the fourth ground side sensor unit 310D are disposed. Moreover, the monitoring range by each part upper side sensor part 310A-310D is each set to the monitoring range RA-RD here. The obstacle monitoring impossible range in the vehicle-side monitoring unit 200 can be achieved by the reliable monitoring of the building area PP in the curved section of the line RL by the respective upper side sensor units 310A to 310D. Even if there is an object unmonitorable range MR2), the ground side monitoring unit 300 performs monitoring to compensate for this, and enables obstacle monitoring for the entire track RL which is a dedicated traveling path.

  In particular, in the example of FIG. 5, for example, the area DI of the within-building limit PP is redundantly monitored from both sides by the pair of the first ground-side sensor unit 310A and the second ground-side sensor unit 310B. Specifically, first, as shown in FIG. 5B, the area AA can be monitored in the area DI by the first ground-side sensor unit 310A that configures one ground-side monitoring unit 300. Similarly, as shown in FIG. 5C, the area BB of the area DI can be monitored by the second ground-side sensor unit 310B constituting the other ground-side monitoring unit 300. As a result, as shown in FIG. 5D, the area AB, which is a superimposed area of the area AA of FIG. 5B and the area BB of FIG. 5C, is monitored in an overlapping manner. Similarly, also by the pair of third ground sensor units 310C and the fourth ground sensor unit 310D illustrated in FIG. 5A, overlapping regions monitored in an overlapping manner are formed. When these overlapping areas are connected, it is possible to monitor in an overlapping manner for the entire curved section.

  Here, for example, as shown in FIG. 6A, when the train TR passes through a curved section, an area AP which is a part of the area AA monitored by the first ground sensor unit 310A is Due to the presence of the train TR, the first ground sensor unit 310A can not monitor it. On the other hand, as shown in FIG. 6 (B), the above-described redundant monitoring is performed on the ground side, and the progress of the train TR in the area AP by the second ground sensor unit 310B. It is possible to monitor the main range and side of the direction. Furthermore, in consideration of even the fourth ground sensor unit 310D adjacent to the second ground sensor unit 310B, it is possible to monitor all of the traveling directions of the train TR in the area AP. As described above, by overlappingly monitoring the area DI of the PP within the construction limit from both sides, it is possible to minimize the occurrence of a blind spot of monitoring when the train TR passes.

  In the case of performing double monitoring such as the above pair configuration, especially in the case of a multi-track such as a case where there is a possibility of passing from both directions, even if trains come from both directions, the situation is passing. It is possible to reduce the occurrence of a blind spot of surveillance ahead of the traveling direction of each train.

  Hereinafter, another example of obstacle monitoring by the obstacle monitoring device 100 according to the present embodiment will be described with reference to FIGS. 7 and 8. Specifically, a case of monitoring a section ES including the end point EP of the upslope SC in the line RL as a dedicated traveling path will be described. FIG. 7 is a side view showing an example of the section ES including the end point EP of the upslope SC. 8A and 8B show an example of the state of the pair of ground-side monitoring units 300, 300 installed in the section ES including the end point EP of the upward gradient SC. As illustrated in FIG. 7, in the section ES including the end point EP of the upward slope SC, in the monitoring by the vehicle-side monitoring unit 200, a part of the forward side of the upward slope SC in the traveling direction is blocked And may not be monitored. That is, as shown in the figure, of the monitoring range MR by the vehicle-side sensor unit 210 of the vehicle-side monitoring unit 200, the obstacle monitoring range MR1 where the line of sight can be obtained And will be present. The above section ES can be considered as an example of a typical part of the obstacle non-observable range MR2 that requires monitoring.

  On the other hand, as exemplified in FIGS. 8A and 8B, a region XY including a part on the end side of the section ES including the end point of the upward slope SC and the front side thereof is superimposed To correspond to the monitoring range, it corresponds to any one of the ground-side sensor units 310, 310,... Constituting the pair of ground-side sensor units 310X, 310Y, etc. (the ground-side monitoring units 300, 300,. Are shown in a simplified manner). In this case, the vehicle-side monitoring unit 200 has a fault because the pair of ground-side sensor units 310X, 310Y, etc. enables reliable monitoring of the construction limit PP on the end point EP side of the upward slope SC of the line RL. Even if there is an object unmonitorable range (see the obstacle monitor unreachable range MR2 in FIG. 7), the ground side monitoring unit 300 performs monitoring to compensate for this, and the obstacle about the entire track RL which is a dedicated traveling path. It is possible to monitor.

  Hereinafter, still another example of obstacle monitoring by the obstacle monitoring device 100 according to the present embodiment will be described with reference to FIG. In the above-mentioned example, the example which supplements this to the obstacle unmonitorable range which occurs on the shape of the track, such as the end point of the curve or the ascending slope, has been described. Here, as another example, the case where the ground side monitoring unit 300 is provided because monitoring with only the vehicle side monitoring unit 200 is insufficient in relation to the traveling speed of the train (vehicle) TR will be described.

  9A and 9B illustrate an example of the arrangement of the ground-side monitoring unit 300 in front of traveling with respect to the obstacle monitorable range of the vehicle-side monitoring unit 200 and the traveling limit speed of the vehicle. Are a conceptual plan view and a side view of FIG. In the drawing, the ground side monitoring unit 300 is shown only by the ground side sensor unit 310 for simplification.

  Generally, as the traveling speed of the train TR increases, the braking distance increases. Therefore, even if the point A with a good line of sight as shown in the figure is a straight section without a slope, the value of the maximum speed Vm, which is the allowable limit speed at the point A, is large. There is a range that can not be met by the performance of the vehicle monitoring unit 200, and it may be necessary to separately monitor such a range. More specifically, with regard to the monitoring range MR in the obstacle monitoring range in the vehicle-side monitoring unit 200, more specifically, the monitoring possible distance in the forward direction of the monitoring range MR (hereinafter referred to as the monitorable distance L1) is the highest. There is a possibility that the distance between the train TR passing the point A at the speed Vm and the distance until the train stops (hereinafter referred to as the stop distance L2) may be shorter. In such a case, the vehicle monitoring unit 200 at the point A can not monitor a range exceeding the monitorable distance L1 in the stop distance L2, and additional monitoring is required.

  In the illustrated example, a plurality of ground-side monitoring units 300, 300... Are installed in front of the point A from the viewpoint as described above. In other words, the ground side monitoring units 300, 300,... Are the obstacle monitorable range (the monitorable distance L1 in the illustrated example) of the vehicle side monitoring unit 200, and the traveling limit speed of the vehicle in each traveling section (illustration In the example, according to the maximum speed Vm), it is arranged at a predetermined position in front of the traveling section (from the range beyond the monitorable distance L1 to the end of the stop distance L2 in the illustrated example). As described above, it is possible to assist in monitoring according to the travel limit speed of the vehicle.

  In the above case, by changing the view point, by arranging the ground-side monitoring unit 300 according to the maximum velocity Vm originally defined at the point A, in the automatic operation without changing the maximum velocity Vm at the point A It will be possible to secure safety standards. For example, in a conventional line, monitoring equipment can be introduced while maintaining the setting of the limited maximum speed in each section which has already been determined.

  Note that, in the above, the monitorable distance L1 and the stop distance L2, etc., which become standards for the installation of the ground side monitoring unit 300, are examples, and the ground side monitoring unit 300 is provided to achieve the same purpose according to other criteria. Is possible.

  As described above, in the vehicle operation management system 500 including the obstacle monitoring device 100 and the obstacle monitoring device 100 according to the present embodiment, when the vehicle monitoring unit 200 monitors the obstacle in the obstacle monitoring device 100, Since the ground side monitoring unit 300 supplements the monitoring at necessary places such as a curved section, the installation and maintenance cost can be reduced with a simple structure in which the installation number of the ground side monitoring unit 300 is reduced. The monitoring unit 200 and the ground side monitoring unit 300 can cooperate with each other to accurately monitor an obstacle. Moreover, thereby, in the vehicle operation management system 500 provided with the obstacle monitoring device 100, for example, automatic driving of a vehicle (for example, a train or a bus) traveling on a dedicated traveling path is achieved, and safety in automatic driving is further improved. It is also possible to

[Others]
The present invention is not limited to the above embodiment, and can be implemented in various modes without departing from the scope of the invention.

  First, in the above, the train operation control system 500 enables the automatic operation of the train TR, and the automatic operation includes not only the case where the driver is carried but also the completely unmanned automatic operation without the driver. Although it is supposed to be obtained, various aspects can be considered for this. That is, in addition to the case where the entire operation section is completely unattended without driver by the vehicle operation management system 500, the case where the part is automatically operated with a driver on board, or It may be considered that normal driving by a driver is not performed for part of the section, not for automatic driving. For example, when using the monitoring of the present invention for a bus traveling on a dedicated road as a dedicated traveling road, when the bus travels a section of the dedicated road, a fully unmanned automatic operation or driver without a driver is carried It is considered that when the bus travels in a section other than the section of the dedicated road, the driver is in the normal driving mode while the automatic driving is performed in the stationary state.

  In the above description, for example, the vehicle control device 230 of the vehicle monitoring unit 200 performs various processing such as image processing in monitoring to determine the presence or absence of an obstacle. However, determination of the presence or absence of an obstacle Can be performed at various places. For example, the ground side monitoring unit 300 performs all the judgments of the presence or absence of an obstacle on the ground side, and the ground side monitoring result of the judgment on the presence or absence of an obstacle It is also conceivable to transmit to the vehicle monitoring unit 200 as the monitoring result from the unit 300, and to apply the monitoring result from the ground monitoring unit 300 as it is in the vehicle monitoring unit 200. In addition, all information is transmitted to and received from the vehicle operation management control unit 500A, and the judgment processing is collectively performed by the vehicle operation management control unit 500A, and the train TR is controlled by the vehicle operation management control in the vehicle monitoring unit 200. According to the instruction command of the unit 500A, the recognition of the obstacle and the operation control associated therewith may be performed. Furthermore, in the above, although information communication is directly performed between the vehicle monitoring unit 200 and the ground monitoring unit 300, communication is not directly performed, but communication is always performed via the vehicle operation control unit 500A. It is good to do. Further, for example, communication between the ground side monitoring unit 300 and the vehicle operation management control unit 500A may be wired. In addition, the setting of the communicable distance can be set variously depending on the communication method to be used, and, for example, in the case of enabling communication from 1 km ahead between the vehicle monitoring unit 200 and the ground monitoring unit 300 Since it is possible to monitor communication such as falling rock at a point away from the position of the obstacle to some extent, stopping the train earlier than the position of the obstacle (falling rock) with a normal brake, without requiring a sudden brake, etc. You can also.

  Further, regarding the monitoring range MR by the vehicle-side sensor unit 210 of the vehicle-side monitoring unit 200, various modes can be considered for the monitoring angle range, and it is assumed to be, for example, about 10 °. In addition, about this angle, when it comprises the vehicle side sensor part 210, for example with a camera, the angle of view of a camera corresponds, and in the case of the type which acquires an optical scanning type distance image, the swing angle for operation Is the equivalent. As for the monitoring range MR, it is generally considered desirable to look as far as possible forward as far as possible, but it is necessary to maintain the minimum angular width in consideration of the range of construction limits. Note that if the angle range is made too large, an object present at a place where detection is not necessary out of the architectural limit will be detected, that is, detection noise will be large, which is not preferable. The monitoring range MR can be appropriately determined in consideration of the above.

  Also, as described above, in monitoring, the detection ranges of the vehicle sensor unit 210 and the ground sensor unit 310 are set in advance so that the detection noise for detecting an object at a point out of the building limit does not increase. It is conceivable to leave. That is, the vehicle monitoring unit 200 and the ground monitoring unit 300 may be designed to monitor the building limit PP. For example, when a distance imaging apparatus capable of imaging (imaging of distance image) including distance information is applied, it is conceivable to set in advance a data range to be used according to distance, position or the like.

  100 ... obstacle monitoring device, 200 ... vehicle side monitoring unit, 210 ... vehicle side sensor unit, 220 ... vehicle side antenna unit, 230 ... vehicle control device, 231 ... main control unit, 232 ... position detection unit, 233 ... information selection Unit: 234 Monitoring switching unit 240: Brake device 250: In-car output unit 300: Ground side monitoring unit 310, 310A to 310D, 310X, 310Y: Ground side sensor unit 320: Ground side antenna unit 330: 330 Ground side control device, 500: vehicle operation control system, 500A: vehicle operation control unit, A: point, AA, AB, AP, BB, DI, XY: area, AR: running direction, EP: end point, ES: section , L1 ... monitorable distance, L 2 ... stop distance, MR ... monitor range, MR 1 ... obstacle monitorable range, MR 2 ... obstacle monitor impossible range, PP ... within construction limit, RA-RD Monitoring range, RL ... line, SC ... gradient, SW ... switch unit, TR ... train, Vm ... maximum speed

Claims (13)

A vehicle-side monitoring unit provided in a vehicle traveling on a dedicated traveling path and monitoring an obstacle;
An obstacle monitoring device comprising: a ground side monitoring unit provided along the dedicated traveling path to monitor an obstacle and supplement the monitoring by the vehicle side monitoring unit.   The obstacle monitoring device according to claim 1, wherein the ground side monitoring unit monitors an obstacle on the dedicated traveling path with respect to an obstacle monitoring impossible range of the vehicle monitoring unit.   The obstacle according to any one of claims 1 and 2, further comprising: a monitoring switching unit that switches between monitoring by the vehicle monitoring unit and monitoring by the ground monitoring unit according to the position on the dedicated traveling road. Monitoring device.   The information selection part which selects the monitoring result which should be employ | adopted among the information of the monitoring result by the said vehicle side monitoring part and the information of the monitoring result by the said ground side monitoring part is provided with any one of Claim 1 and 2 The obstacle monitoring device according to.   The obstacle monitoring device according to any one of claims 1 to 4, further comprising: a monitoring processing unit that performs processing related to monitoring by the vehicle monitoring unit and monitoring by the ground monitoring unit. The ground side monitoring unit includes a ground side sensor unit that detects the presence or absence of an object, and a ground side transmission unit that transmits the detection result of the ground side sensor unit to the vehicle side monitoring unit.
The vehicle-side monitoring unit includes a vehicle-side sensor unit that detects the presence or absence of an object, and a vehicle-side receiving unit that receives a detection result transmitted from the ground-side transmitting unit. The obstacle monitoring device according to claim 1.   The ground side monitoring unit has a determination unit that determines whether an object detected by the ground side sensor unit is an obstacle, and detection results of the determination unit by the ground side sensor unit are detected. As a result, the obstacle monitoring device according to claim 6, which is transmitted by the ground side transmission unit to the vehicle side monitoring unit.   The obstacle monitoring device according to any one of claims 1 to 7, wherein the ground-side monitoring unit is arranged to be able to monitor a curved section of the dedicated traveling path.   The obstacle monitoring device according to any one of claims 1 to 8, wherein the ground-side monitoring unit is arranged to be able to monitor a section including an end point of an upward slope in the dedicated traveling path.   The ground monitoring unit is disposed at a predetermined position in front of the traveling section according to the obstacle monitorable range of the vehicle monitoring section and the traveling limit speed of the vehicle in each traveling section. The obstacle monitoring device according to any one of to 9.   The obstacle monitoring device according to any one of claims 1 to 10, wherein the ground-side monitoring unit is provided in a pair on both sides of one end side and the other end side of the dedicated traveling path.   The obstacle monitoring device according to any one of claims 1 to 11, wherein the vehicle side monitoring unit and the ground side monitoring unit monitor the inside of a building limit. An obstacle monitoring device according to any one of claims 1 to 12,
A vehicle operation management system comprising: a vehicle operation management control unit that monitors an obstacle based on a monitoring result of the obstacle monitoring device and controls a vehicle operation in all sections of the dedicated traveling path.

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