JP2019181996A - Forward monitoring device, obstacle collision avoidance device and train control device - Google Patents

Abstract

To provide a forward monitoring device which surely detects a remote obstacle and obstacles arranged in a wide range and is planned to be miniaturized.SOLUTION: An obstacle collision avoidance device comprises: a speed and position detection part 31 of a forward monitoring device 41 which is mounted on a train and detects the speed and travel position of the train; and an indispensable area setting part 52 which three-dimensionally monitors a monitoring area set based on route information corresponding to the speed information and the train travel position; a viewing angle setting part 53 which sets a viewing angle of a stereoscopic camera 21 in such a way that a picture corresponding to whole monitoring area occupies equal to or more than a prescribed size in the imaged picture based on the shape and size of the monitoring area cross section. The obstacle collision avoidance system further comprises: a picture acquisition part 55 which acquires a forward picture of the train from the stereoscopic camera 21; and an obstacle detection part 57 which judges whether there is an obstacle in the monitoring area based on the acquired picture. An obstacle judgement result is output to a brake command calculation part 42 and a notification device 20 as a forward monitoring information.SELECTED DRAWING: Figure 2

Description

  Embodiments described herein relate generally to a forward monitoring device, an obstacle collision avoidance device, and a train control device.

In recent years, unmanned driving systems have been introduced in overseas subways and new domestic transportation systems, and overseas, they are also spreading on railway lines.
In order to achieve unmanned operation, not only automation of train travel, but also a function for dealing with obstacles such as people on the track, cars, and falling objects is required.

  In existing unmanned driving routes, the use of tunnels and elevated tracks and the installation of platform doors at stations prevent people and cars from entering the track. However, it is necessary to deal separately with falling objects and entry of staff.

  For this reason, on some unmanned operation routes, a method of outputting an emergency brake command by detecting an impact on the head of the train obstacle device has been put into practical use. However, this method cannot avoid collision with obstacles.

  By the way, for automobiles, a system for automatically decelerating and detecting a collision or reducing an impact when a front obstacle is detected by a camera or radar in front of the vehicle body is becoming widespread (see, for example, Patent Document 1 and Patent Document 2). ). However, while it is sufficient for automobiles to be able to detect obstacles up to about 100 meters ahead, it is necessary to detect obstacles several hundred meters ahead in order to avoid collisions on railways with a long braking distance.

Japanese Patent Laying-Open No. 2015-050651 JP 2017-147482 A

Therefore, it is conceivable to use a telephoto camera to detect distant obstacles, but because the telephoto camera has a narrow angle of view, for example, at the part where the line branches when entering the station premises, the point of the branched line from the screen There was a possibility that obstacles could not be detected due to separation.
In addition, by adopting a high pixel sensor, it is conceivable to cope with both wide angle and telephoto at the same time, but there is a possibility that the size of the camera increases and the cost increases.

  The present invention has been made in view of the above, and it is possible to reliably detect distant obstacles and obstacles over a wide range and to reduce the size of the apparatus, and a obstacle collision avoidance device. And it aims at providing a train control device.

  The forward monitoring device according to the embodiment is an area that is mounted on a train and is configured to update a three-dimensional monitoring area in front of the train based on the input train speed information and route information corresponding to the travel position of the train. A setting unit, an angle of view setting unit for setting an angle of view of an imaging device that images the front of the train so that an image corresponding to all of the monitoring area has a predetermined size or more in the captured image, and the train from the imaging device An image acquisition unit that acquires an image ahead of the vehicle, and an obstacle determination unit that determines the presence or absence of an obstacle in the monitoring area based on the image.

FIG. 1 is a schematic configuration block diagram of a train control system according to an embodiment. FIG. 2 is a functional block diagram of the obstacle collision avoidance device. FIG. 3 is an explanatory diagram (part 1) of the essential area and the monitoring area. FIG. 4 is an explanatory diagram (part 2) of the essential area and the monitoring area. FIG. 5 is an explanatory diagram of setting the angle of view. FIG. 6 is an explanatory diagram for setting the angle of view when there is a track branch in front of the train. FIG. 7 is an explanatory diagram of the relationship between the train speed, the essential area, and the monitoring area. FIG. 8 is an operation flowchart of the embodiment. FIG. 9 is an explanatory diagram of a state where the obstacle is in front of the end of the essential region. FIG. 10 shows that the obstacle is behind the end of the essential area, and is in front of the front end position of the train plus the free running distance, the braking distance and the extra distance when decelerating with a predetermined service brake. It is explanatory drawing of a state. In FIG. 11, the obstacle is behind the end of the essential area, and is behind the position obtained by adding the free running distance, the braking distance when the vehicle is decelerated with a predetermined service brake, and the margin distance at the front end position of the train. It is explanatory drawing of a state.

Next, a train control system including the train control device according to the embodiment will be described with reference to the drawings.
FIG. 1 is a schematic configuration block diagram of a train control system according to an embodiment.
The train 11 constituting the train control system 10 outputs a front running monitoring information, a power running command or a brake (braking) command to control the train 11 and a power running command when the driver performs various operations. Alternatively, a master controller 13 that outputs a brake command and a control transmission device 14 that transmits a powering command or a brake command output from the train controller 12 or the master controller 13 are provided.

  Further, the train 11 is driven / brake controlled to control the motor 15, the brake device 16 and the like based on the power running command, the brake command, etc. from the train control device 12 or the master controller 13 transmitted through the control transmission device 14. A device 17, a speed generator (TG) 18, a vehicle upper 19 that outputs ground child detection information, a notification device 20 that notifies a forward monitoring result based on the forward monitoring information output by the train control device 12, and It has.

  Further, the train 11 includes a stereo camera 21 that captures an image in front of the train 11 based on the adjustment signal output from the train control device 12 and outputs (stereo) image information, and a rail RL that forms a track circuit. And a power receiver 22 for receiving an ATC (Automatic Train Control) signal.

  In the above configuration, the train control device 12 includes a speed position detection unit 31 that detects the speed and travel position of the train 11, an ATC on-board device 32 that performs automatic speed control of the train 11, and an ATO that performs automatic operation of the train 11. (Automatic Train Operation) The device 33, the storage unit 34 storing route conditions, operation conditions, vehicle performance, and the like, and image processing based on the image information output from the stereo camera 21 are stored in the storage unit 34. Based on the route information, operation information, or vehicle information, it is determined whether or not there is an obstacle ahead of the traveling direction of the train 11, and when there is an obstacle, collision avoidance control to the obstacle is performed and forward monitoring is performed. And an obstacle collision avoidance device 35 that generates information and outputs the information to the notification device 20.

  In the above configuration, the speed position detection unit 31 detects the train speed and the train speed based on the TG pulse output from the speed generator (TG) 18 or the ground element detection information received from the ground element GT via the vehicle upper element 19. The position is detected and output to the ATC on-board device 32 and the ATO device 33 as speed position information.

  Further, the ATC on-board device 32 leads the train 11 based on the speed position information from the speed position detection unit 31 and the ATC signal transmitted from the ATC ground device AE input via the rail RL and the power receiver 22. In order to secure the distance to the train 11A and limit the traveling speed, the speed limit based on the ATC signal and the speed of the train 11 corresponding to the speed position information output from the speed position detector 31 are compared. The ATC on-board device 32 outputs a brake command to the drive / brake control device when the speed of the train 11 exceeds the speed limit. Here, the ATC ground device AE detects the presence / absence of a train in each block section via the rail RL constituting the track circuit, and determines an ATC signal (signal display) in each block section according to the line status. The ATC signal is transmitted to the ATC on-board device 32 via the rail RL.

The ATO device 33 outputs a power running / brake command for running the train 11 to the next station to the drive / brake control device 17 via the control transmission device 14.
The ATO device 33 also outputs the speed position information output from the speed position detection unit 31, the route information, operation information, and vehicle information read from the storage unit 24, and the ATC signal (signal display) received by the ATC on-board device 32. ), The travel plan is calculated so that the train 11 arrives at a predetermined position at the next station at a predetermined time, and a power running / brake command is output based on the travel plan.

  The storage unit 24 includes, as route information, the stop target position of each station, the gradient and curve of the route (curvature radius), the speed limit information and the occlusion length (distance of the occlusion zone) of each occlusion zone, linear information (the arrangement of occlusion zones, Store each line of each station and the branching position, turning direction at the branching position, the blockage section, the difference between the distance traveled to the stop position of each line and the distance traveled to the stop position of the reference number line) Yes. Moreover, the memory | storage part 24 has memorize | stored the stop station for every driving | operation classification, the scheduled arrival / departure time of each station, and the scheduled arrival number line as operation information. Furthermore, the memory | storage part 24 has memorize | stored the train length of the own train, and the characteristic of the acceleration / deceleration corresponding to a power running / brake command as vehicle information.

Here, the obstacle collision avoidance device 35 will be described in detail.
FIG. 2 is a functional block diagram of the obstacle collision avoidance device.
The obstacle collision avoidance device 35 determines the brake command based on the forward monitoring device 41 that performs forward monitoring and outputs the result to the drive / brake control device via the control transmission device. And.

  The front monitoring device 41 is roughly classified into a monitoring region setting information storage unit 51, an essential region setting unit 52, an angle of view setting unit 53, a camera adjustment unit 54, an image acquisition unit 55, and a monitoring region setting unit 56. And an obstacle detection unit 57.

  The monitoring area setting information storage unit 51 stores in advance the shape and size of the monitoring area cross section that intersects the traveling direction of the train 11 in the monitoring area defined as a space having a three-dimensional extent.

In this case, as the shape of the monitoring area section, the horizontal and vertical shapes of the monitoring area section are set in advance based on the planar shape including the vehicle limit and the building limit of the railway vehicle.
Therefore, the shape of the entire monitoring area is also set based on the planar shape including the vehicle limit and building limit of the railway vehicle.

  The essential region setting unit 52 is a three-dimensional essential region based on the train speed position information from the speed position detection unit, the route information from the storage unit, and the shape and size of the monitoring region cross section from the monitoring region setting information storage unit. Set.

  In other words, the shape of the essential area cross section is set in advance in the horizontal direction and the vertical direction of the cross section of the essential area based on the plane shape including the vehicle limit and building limit of the railway vehicle. It is set based on the plane shape including the vehicle limit and the building limit.

The angle-of-view setting unit 53 calculates and sets a minimum angle of view such that the essential region set by the essential region setting unit 52 fits on the imaging screen of the stereo camera 21.
The camera adjustment unit 54 adjusts the angle of view condition of the stereo camera 21 based on the angle of view set by the angle of view setting unit 53 and outputs a corresponding adjustment signal to the stereo camera 21.

The image acquisition unit 55 converts the captured image of the stereo camera 21 into a distance image.
The monitoring area setting unit 56 sets a stereoscopic monitoring area in the image based on the shape and size of the monitoring area cross section from the monitoring area setting information storage unit 51 and the rail position in the image.
The obstacle detection unit 57 extracts and detects obstacle candidates in the monitoring region from the image, determines whether or not the obstacle is an obstacle, and uses the obstacle determination result as the forward monitoring information as the brake command calculation unit 42 and the notification device 20. Output to.

  On the other hand, the brake command calculation unit 42 issues a brake command for avoiding a collision with an obstacle based on the obstacle determination result by the obstacle detection unit 57, and a brake for reducing the impact when the collision cannot be avoided. The command is determined and output to the drive / brake control device 17 via the control transmission device 14.

Next, the setting of the essential area and the monitoring area described above will be described.
FIG. 3 is an explanatory diagram (part 1) of the essential area and the monitoring area.
FIG. 3A is an explanatory diagram of various distances used for setting the essential area ARI and the monitoring area ARO from the front end of the traveling direction of the train 11, and FIG. 3B is an example of setting the essential area and the monitoring area. It is explanatory drawing (plan view).

  The essential area ARI is obtained from an idle running distance L1, a braking distance L2, and a margin distance L3 that are determined corresponding to the speed of the train 11. Here, the idle running distance L1 and the braking distance L2 are values when the vehicle is decelerated by the emergency brake, and the margin distance L3 is set on the safe side in consideration of the detection error of the distance to the obstacle.

First, the setting of the essential area ARI will be described.
The start end position of the essential area ARI is set so that the distance from the front end in the traveling direction of the train 11 to the start end of the essential area ARI becomes the idle travel distance L1.

A position obtained by adding the sum of the braking distance L2 and the margin distance L3 from the start end of the essential area ARI is set as the end position of the essential area ARI. That is, a position corresponding to a distance obtained by adding the idle travel distance L1, the braking distance L2, and the margin distance L3 to the front end of the traveling direction of the train 11 is set as the end position of the essential area ARI.
The width W and height H of the essential area ARI are the same as the width W and height H of the monitoring area ARO described later.

Next, the setting of the monitoring area ARO will be described.
The starting end of the monitoring area ARO is the same position as the front end of the train 11 in the traveling direction.
In addition, the end of the monitoring area ARO is a position ahead of the end position of the essential area by a predetermined distance.

  Furthermore, the width of the monitoring area ARO is set based on the width that allows the railway vehicles constituting the train 11 to pass safely. The height of the monitoring area ARO is the same as that of the railway vehicles constituting the train 11. It is set based on the height that can be passed.

FIG. 4 is an explanatory diagram (part 2) of the essential area and the monitoring area.
4A is an explanatory diagram of various distances used for setting the essential area ARI and the monitoring area ARO from the front end in the traveling direction of the train 11 when there is a track branch ahead in the traveling direction. (B) is explanatory drawing of the example of a setting of an essential area | region and monitoring area | region when there exists a height difference of a track | orbit ahead of the advancing direction.

  As shown in FIG. 4A, in the case where there is a track branch in front of the train 11, the essential area setting unit 52 sets the free running distance L1 and braking for each track in the same manner as in FIG. Using the distance L2 and the margin distance L3, the essential area ARI1 and the essential area ARI2 are obtained, and the entire essential area ARI1 and essential area ARI2 are handled as the essential area ARI.

  Similarly, as shown in FIG. 4A, the monitoring area setting unit 56 uses the idle running distance L1, the braking distance L2, and the margin distance L3 for each track in the same manner as in FIG. The area ARO2 is obtained, and the entire monitoring area ARO1 and the monitoring area ARO2 are handled as the monitoring area ARO.

  As shown in FIG. 4B, when the height of the trajectory changes, the essential area setting unit 52 sets the essential area ARI3 along with the change of the trajectory, and the monitoring area setting unit 56 ARO3 is set along the change of the trajectory.

Next, an angle of view setting method in the angle of view setting unit 53 will be described.
FIG. 5 is an explanatory diagram of setting the angle of view.
As shown in FIG. 5A, the angle of view θ _{V in the} height direction based on the height of the monitoring area ARO is theoretically determined as in Expression (1) based on the idle travel distance L1.

Similarly, as shown in FIG. 5C, the horizontal angle of view θ _H based on the width of the monitoring area ARO is theoretically determined as shown in Expression (2) based on the idle travel distance L1.

In practice, however, the angle of view θ _V in the height direction and the angle of view θ _{H in the} horizontal direction depend on the aspect ratio (h: w) of the imaging screen of the stereo camera 21 as shown in FIG. As shown in the equations (3) and (4), there are restrictions.

As a result, in the captured image of the stereo camera 21, the angle of view θ _V in the height direction is set so that the image including the entire monitoring area ARO is as large as possible, that is, more preferably the maximum size. In addition, the horizontal angle of view θ _H is set.

In other words, in the captured image of the stereo camera 21, the image including the entire monitoring area ARO has a predetermined size (either the height or the width in the captured image of the image including the entire monitoring area ARO is The angle of view θ _{V in the} height direction and the angle of view θ _{H in the} horizontal direction are set so as to be larger than the height of the captured image or the width of the captured image (for example, a size of 95%) (maximum 100%). The Rukoto.

FIG. 6 is an explanatory diagram for setting the angle of view when there is a track branch in front of the train.
As shown in FIG. 6A in front of the train 11, when there is a track branch in front of the train 11, the start points of the essential areas ARI 1 and ARI 2 (points at a distance L 1 from the front end of the train 11 ) To the essential region end (position of distance L1 + L2 + L3 from the front end of the train 11), the cross sections of both the monitoring region ARO1 and the monitoring region ARO2 protrude from the imaging screen 21D of the stereo camera 21 as shown in FIG. The minimum angle of view θH that is not to be set is set.

FIG. 7 is an explanatory diagram of the relationship between the train speed, the essential area, and the monitoring area.
FIG. 7A shows various distances used for setting the essential area ARIL from the front end in the traveling direction when the train 11 travels at low speed and various distances used for setting the essential area ARHI from the front end in the traveling direction when the train 11 travels at high speed. It is explanatory drawing of.

FIG. 7B is an explanatory diagram of a setting example of the essential area ARIL when the train 11 travels at a low speed and a setting example of the essential area ARIH when the train 11 travels at a high speed.
Further, FIG. 7C is a reference explanatory diagram when the essential area ARIH when the train 11 is traveling at high speed is displayed on the imaging screen 21DL of the stereo camera 21 with the angle of view θVL when the train 11 is traveling at low speed. .

  Furthermore, FIG. 7D shows a display example when the essential area ARIH when the train 11 is traveling at high speed is displayed on the imaging screen 21DH of the stereo camera 21 with the angle of view θVH when the train 11 is traveling at high speed. It is explanatory drawing.

  As shown in FIG. 7A, when the train 11 travels at a low speed, the essential area setting unit 52 uses the idle distance L1L, the braking distance L2L, and the margin distance L3L, and sets the essential area ARIL shown in FIG. Set.

  Similarly, when the train 11 travels at high speed, the essential area setting unit 52 uses the idle travel distance L1H (> L1L), the braking distance L2H (> L2L), and the margin distance L3H (> L3L), as shown in FIG. The required area ARIH is set.

  Therefore, the angle of view θVL when the train 11 is traveling at a low speed is larger than the angle of view θVH when the train 11 is traveling at a high speed. That is, since θVH <θVL, the essential area ARIH when the train 11 is traveling at high speed is displayed on the imaging screen 21DL of the stereo camera 21 with the angle of view θVL when the train 11 is traveling at low speed. As shown in (c), the essential area ARIH when the train 11 is traveling at high speed is displayed small on the imaging screen 21DL, and it may be difficult to detect obstacles.

  Therefore, in the present embodiment, as shown in FIG. 7 (d), when imaging the essential area ARIH when the train 11 is traveling at high speed, the angle of view θVH is made smaller than when traveling at low speed. Since the imaging screen 21DH imaged on the telephoto side is used, the essential area ARIH can be displayed large, and early detection of obstacles located far away is facilitated.

Next, the operation of the embodiment will be described.
FIG. 8 is an operation flowchart of the embodiment.
First, the essential area setting unit 52 of the obstacle collision avoidance device 35 reaches the beginning of the essential area ARI shown in FIG. 3B based on the speed of the train 11 corresponding to the speed position information output by the speed position detection unit 31. Distance (the free running distance L1 corresponding to the speed of the train 11 from the front end of the train 11) and the distance from the front end of the essential area ARI (the free running distance L1 corresponding to the speed of the train 11 and the braking distance L2) And a distance corresponding to the sum of the margin distance L3) is read from the monitoring area setting information storage unit 51 and set (step S11).

  In this case, if the brake is applied when the distance to the obstacle is the free running distance + the braking distance + the margin distance, the collision with the obstacle can be avoided.

  Subsequently, as shown in FIG. 4, the essential area setting unit 52 reads the route information (route) in the horizontal direction (width direction) and vertical direction (height direction) ranges of the essential area ARI read from the storage unit 34. And is output to the angle-of-view setting unit 53 as essential area information (step S12).

  As a result, the angle-of-view setting unit 53 calculates and sets the minimum angle of view so that the essential area ARI fits in the captured image of the stereo camera 21 as the angle of view of the stereo camera 21, and sets the angle of view as the angle of view condition. (Step S13).

  In this case, when the track from the front end of the train 11 to the end of the essential area ARI is flat and straight, as shown in FIG. 5, the minimum cross section of the monitoring area at the essential area start end does not protrude from the screen. The angle of view will be set.

  In addition, when the track branches from the front end of the train 11 to the end of the essential area ARI, as shown in FIG. 6, a minimum angle of view is set so that the monitoring area section does not protrude from the screen for the entire branch. Will be.

  As a result, the number of pixels in the cross section of the monitoring area ARO at the end of the essential area ARI1 does not extremely decrease even when the braking distance becomes long when the train 11 travels at high speed, and the possibility of overlooking obstacles can be greatly reduced.

  On the other hand, since the angle of view is set wide at a branching portion or a sharp curve, the branched rail tip does not come off the screen. In this case, the number of pixels in the cross-section of the distant monitoring area is reduced, but the traveling speed becomes low due to the speed limitation at the bifurcation and the sharp curve. The number never drops drastically.

  Subsequently, the camera adjustment unit 54 to which the angle-of-view condition is input outputs an adjustment signal corresponding to the set angle-of-view condition to the stereo camera 21 and sets the angle of view of the stereo camera 21 to a desired value (wide angle end and telephoto end). (View angle corresponding to any between) and (step S14).

Thereby, the stereo camera 21 outputs image information corresponding to the adjusted angle of view to the image acquisition unit 55 of the obstacle collision avoidance device 35.
The image acquisition unit 55 converts the image corresponding to the input image information from the stereo camera 21 into a distance image (step S15). Here, the distance image is an image obtained by calculating the distance to each part (for example, an obstacle, a sleeper, a sign, etc.) moving in the captured image based on the parallax between the left and right images of the stereo camera 21.

  Subsequently, the monitoring area setting unit 56, based on the shape and size of the monitoring area cross section read from the monitoring area setting information storage unit 51, and the track position (rail position) in the image, as shown in FIG. A three-dimensional monitoring area ARO is set in the image (step S16). That is, recognizing the track position (rail position) in the image and extracting the range of the monitoring area cross section on the rail for each distance is repeated until the rail becomes invisible. An existing image processing technique can be used for recognizing the rail position in the image.

Subsequently, the obstacle detection unit 57 detects and extracts obstacle candidates in the monitoring area ARO from the image (step S17).
For extraction of obstacle candidates, existing image processing techniques can be used.
Subsequently, the obstacle detection unit 57 determines whether or not the obstacle candidate in the monitoring area ARO detected in the process of step S17 is an obstacle (step S18).

  If it is determined in step S18 that the obstacle is in the monitoring area ARO (step S18; Yes), the obstacle determined to be an obstacle in the monitoring area ARO is more than the end of the essential area ARI. It is determined whether or not it is in front (step S19).

FIG. 9 is an explanatory diagram of a state where the obstacle is in front of the end of the essential region.
In the determination of step S19, as shown in FIG. 9, when it is determined that the obstacle is in front of the end of the essential area ARI (step S19; Yes), the obstacle detector 57 detects the forward monitoring information. The brake command calculation unit 42 is notified that the obstacle is in front of the end of the essential area ARI.

As a result, the brake command calculation unit 42 outputs an emergency brake command to the control transmission device 14 and ends the process (step S20).
As a result, if the obstacle has existed before the train 11 approached, the obstacle is detected when the end of the essential area ARI reaches the obstacle position by the progress of the train 11, so it stops immediately before the obstacle. Can avoid collisions with obstacles.

  Further, even if the obstacle suddenly occurs (becomes located) in the essential area ARI due to the movement of the obstacle, the impact can be reduced by decelerating.

  FIG. 10 shows that the obstacle is behind the end of the essential area, and is in front of the front end position of the train plus the free running distance, the braking distance and the extra distance when decelerating with a predetermined service brake. It is explanatory drawing of a state.

  In the determination of step S19, as shown in FIG. 10, when it is determined that the obstacle is at the end of the essential area or behind the end (step S19; No), a predetermined service brake is started from the front end of the train 11. When the vehicle decelerates, it is determined whether the distance obtained by adding the idle travel distance L1, the braking distance L2N, and the margin distance L3 to the front end position of the train is greater than the distance from the front end of the train 11 to the obstacle (step S21). ).

Here, the predetermined service brake means, for example, when the vehicle is decelerated with a braking force of 80% of the service maximum brake.
The idle running distance L1 + the braking distance L2N + the margin distance L3 when the vehicle is decelerated by a predetermined service brake is the speed of the train 11, the route information such as the gradient / curve, the deceleration and the idle time corresponding to the predetermined service brake, etc. The vehicle information can be calculated.

  In step S21, when the vehicle 11 decelerates from the front end of the train 11 with a predetermined service brake, the distance obtained by adding the idle travel distance L1, the braking distance L2N, and the margin distance L3 to the front end position of the train is an obstacle from the front end of the train 11. When it is determined that the distance is larger than the distance to the obstacle (step S21; Yes), the obstacle detection unit 57 uses the obstacle as the front monitoring information, and the obstacle is behind the end of the essential area or the end. The distance from the front end of the train 11 to the obstacle is the distance obtained by adding the idle travel distance L1, the braking distance L2N and the marginal distance L3 to the front end position of the train when the train 11 decelerates from the front end of the train 11 with a predetermined service brake. Is notified to the brake command calculation unit 42.

  As a result, the brake command calculation unit 42 outputs to the control transmission device 14 a brake command corresponding to a brake that can be stopped by the obstacle detection position among predetermined service brakes or emergency brakes, and ends the processing ( Step S22).

  In this case, if the brake that can be selected between the emergency brake and the predetermined service brake is selected as the brake command, the weakest brake whose stop position does not exceed the distance to the obstacle is selected. While avoiding a collision with an object, it is possible to reduce the deterioration of ride comfort due to sudden braking.

  In FIG. 11, the obstacle is behind the end of the essential area, and is behind the position obtained by adding the free running distance, the braking distance when the vehicle is decelerated with a predetermined service brake, and the margin distance at the front end position of the train. It is explanatory drawing of a state.

  In step S21, when the vehicle 11 decelerates from the front end of the train 11 with a predetermined service brake, the distance obtained by adding the idle travel distance L1, the braking distance L2N, and the margin distance L3 to the front end position of the train is an obstacle from the front end of the train 11. When it is determined that the distance is less than or equal to the distance (step S21; No), the obstacle detection unit 57 uses the obstacle as the front monitoring information, and the obstacle is located at the end of the essential area or behind the end. The distance from the front end of the train 11 to the obstacle is the distance obtained by adding the idle travel distance L1, the braking distance L2N and the marginal distance L3 to the front end position of the train when the train 11 decelerates from the front end of the train 11 with a predetermined service brake. The brake command calculation unit 42 is notified of the following.

As a result, the brake command calculation unit 42 outputs a brake release command to the control transmission device 14 and ends the process (step S22).
In other words, when the distance to the obstacle is sufficiently large compared to the speed of the train 11, the obstacle is moved and is no longer an obstacle by refraining from the brake command until the distance at which the collision can be avoided with the service brake. Even so, it is possible to avoid a situation in which the brake command is wasted, and it is possible to avoid a deterioration in riding comfort due to on / off of the brake.

  On the other hand, when it is determined in step S18 that there is no obstacle in the monitoring area ARO (step S18; No), is the rail invisible before the end position of the essential area ARI? It is determined whether or not (step S24).

  When it is determined in step S24 that the rail is invisible before the end position of the essential area ARI (step S24; Yes), the obstacle detection unit 57 determines that the essential area ARI The brake command calculation unit 42 is notified that the rail is invisible before the end position.

As a result, the brake command calculation unit 42 outputs a weak brake command command that does not generate braking force to the control transmission device 14 and ends the process (step S25).
This is because the effective idling distance L1 = 0 is set so that braking is immediately applied after the output of the brake command.

  As a result, even if there is an obstacle in the part where the tip of the branched track (track) cannot be seen behind the platform or the part beyond the uphill can be seen, The speed at the time of the collision can be reduced, and the impact caused by the collision can be reduced.

  If it is determined in step S24 that the rail is visible farther than the end position of the essential area ARI (step S24; No), the obstacle detection unit 57 determines that the essential area ARI The brake command calculation unit 42 is notified that the rail is visible farther from the end position than the end position to the end position of the essential area ARI.

  As a result, the brake command calculation unit 42 outputs a brake release command to the control transmission device 14 and ends the process (step S26).

  As described above, according to the present embodiment, by repeating the above processing every predetermined period, it is possible to detect obstacles by forward monitoring, avoid collision, and reduce impact even when collision cannot be avoided. Become.

  In addition, by adjusting the angle of view of the stereo camera based on the train speed and line alignment, it is possible to achieve both resolution that can detect distant obstacles at high speeds and securing the angle of view at the bifurcation. In long railways, collision avoidance and impact mitigation can be achieved by forward monitoring without using a mechanical drive mechanism or special sensors.

In the above description, the case where the obstacle collision avoidance device 35 includes the brake command calculation unit 42 has been described. However, the brake command calculation unit 42 may be configured to be included in the ATO device 33.
Further, the forward monitoring information output by the obstacle detection unit 57 is output not only to the brake command calculation unit 42 but also to a notification device (display device, voice guidance device, etc.) for crew members and passengers. It is also possible.

  Further, when the train is controlled in the manual operation mode in which the ATO device 33 does not output the power running command and the brake command, the brake command is not output from the brake command calculation unit 42, and the driver is notified via the notification device 20. A brake operation may be performed based on the notified forward monitoring information. In this case, the distance to the end of the essential region may be set by adding an idle running distance due to the driver's reaction delay.

  In the above description, a stereo camera that can easily acquire distance information is used as a camera. However, even with a monocular camera, a subject (a sign, rail width, sleeper with a known size or distance in an image) is used. It is also possible to use an existing method to calculate the distance to the obstacle based on the above.

  The forward monitoring device or obstacle collision avoidance device according to the present embodiment includes a control device such as MPU and GPU, a storage device such as ROM and RAM, an external storage device such as HDD and CD drive device, and a display such as a display device. A device and various input devices are provided, and a hardware configuration using a normal computer is employed.

  The program executed by the forward monitoring apparatus or obstacle collision avoidance apparatus of the present embodiment is an installable or executable file, and is a semiconductor storage device such as a CD-ROM, DVD (Digital Versatile Disk), or USB memory. Or the like recorded on a computer-readable recording medium.

Further, the program executed by the forward monitoring apparatus or obstacle collision avoidance apparatus of the present embodiment is stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Also good. Further, the program executed by the forward monitoring apparatus or obstacle collision avoidance apparatus of this embodiment may be configured to be provided or distributed via a network such as the Internet.
Moreover, you may comprise so that the program of the front monitoring apparatus or obstacle collision avoidance apparatus of this embodiment may be provided by previously incorporating in ROM etc.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 10 Train control system 11 Train 12 Train control apparatus 13 Master controller 14 Control transmission apparatus 15 Braking control apparatus 15 Motor 16 Brake apparatus 17 Braking control apparatus 19 Upper child 20 Notification apparatus 21 Stereo camera 21D, 21DH, 21DL Imaging screen 22 Receiving Electric device 24 Storage unit 31 Speed position detection unit 32 ATC on-board device 33 ATO device 34 Storage unit 35 Obstacle collision avoidance device 41 Forward monitoring device 42 Brake command calculation unit 51 Monitoring region setting information storage unit 52 Essential region setting unit 53 Angle of view Setting unit 54 Camera adjustment unit 55 Image acquisition unit 56 Monitoring area setting unit 57 Obstacle detection unit AE ATC ground device ARI, ARI1, ARI2, ARI3 Required area ARO, ARO1, ARO2, ARO3 Monitoring area L1, L1H, L1L L2, L2H, L2L L2N braking distance L3, L3H, L3L margin distance θH, θV, θVH, θVL angle

Claims (12)

A forward monitoring device mounted on a train,
An area setting unit that sets the three-dimensional monitoring area to be updatable in front of the train based on the train speed information and route information corresponding to the travel position of the train,
An angle-of-view setting unit that sets an angle of view of an imaging device that images the front of the train so that an image corresponding to all of the monitoring area has a predetermined size or more in the captured image;
An image acquisition unit for acquiring an image in front of the train from the imaging device;
An obstacle determination unit for determining the presence or absence of an obstacle in the monitoring area based on the image;
Forward monitoring device with The monitoring area includes an essential area corresponding to a distance range required from the actual braking start to the stop of the train.
The front monitoring apparatus according to claim 1. The area setting unit sets the distance from the front end of the train to the start end of the essential area and the end of the essential area based on the speed information,
The front monitoring apparatus according to claim 2. The area setting unit sets a distance to the start end of the essential area based on the free running distance of the train,
The front monitoring apparatus according to claim 2 or claim 3. The area setting unit sets the distance to the end of the essential area based on the free running distance and braking distance of the train,
The front monitoring apparatus according to any one of claims 2 to 4. The region setting unit sets the horizontal shape and the vertical shape of the region based on the plane shape including the vehicle limit and building limit of the railway vehicle.
The front monitoring apparatus according to any one of claims 1 to 5. The forward monitoring device according to any one of claims 1 to 6,
A brake command calculation unit that outputs a brake command based on a result of the determination when the obstacle is determined to be in the monitoring area by the front monitoring device;
Obstacle collision avoidance device equipped with. The forward monitoring device according to any one of claims 1 to 6,
A speed / position detector that detects the speed and position of the train and outputs the speed information and position information of the train;
Based on the determination result of the presence or absence of obstacles in the forward monitoring device, a control command unit that outputs a control command for driving or braking the train,
Train control device equipped with. The control command unit is a range from the actual braking start of the train included in the monitoring area to the stop required in the forward monitoring device until the end of the essential area corresponding to the distance range required. When it is determined that there is an obstacle, the control command for causing braking by an emergency brake is output.
The train control device according to claim 8. In the forward monitoring device, the control command unit is configured so that the obstacle is located beyond the end of the essential area corresponding to the distance range required from the actual braking start to the stop of the train included in the monitoring area. When it is determined that there is, output the control command for performing braking with a brake that can be stopped until the obstacle detection position,
The train control device according to claim 8 or 9. When an obstacle detection result farther than the distance to stop at a predetermined brake is obtained, the control command calculation unit outputs the control command for causing the brake to be released as a control command,
The train control device according to any one of claims 8 to 10. The control command unit sets the monitoring area to the end of the essential area corresponding to the distance range required from the actual braking start to the stop of the train included in the monitoring area in the forward monitoring device. If not, outputs the control command for braking with a weak brake that does not generate braking force;
The train control device according to any one of claims 8 to 11.

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