JP3209287B2 - Mobile control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving body control device for determining the type of a moving body and controlling the moving body based on a speed stop pattern, and more particularly, to shortening a detection interval of an axle speed of the moving body. Thus, the present invention relates to a technology that improves the stepwise approximation accuracy of the speed stop pattern and enables high-speed traveling.

[0002]

2. Description of the Related Art Stationary traffic prevention devices, ATS devices, and the like are known as moving object control devices that determine the type of a moving object and control the moving object based on a speed stop pattern. The station mis-passage prevention device identifies a moving object passing through the station or a moving object stopped at the station, and instructs a crossing warning time appropriate for a crossing provided near the station in accordance with the type of the moving object, In order to prevent erroneous passage, the mobile body is emergency stopped when traveling at a traveling speed exceeding the speed stop pattern.

FIG. 9 is a block diagram showing the structure of a conventional station incorrect passage prevention device. The figure assumes a station in a big city,
An example in which a railroad crossing is provided near the station is shown. In the figure, 1 is a moving body, 21 to 23 are axle speed detectors, 3 is a control device, 4 is a station, 5 is a railroad crossing, and 61 and 62 are traffic lights.

[0004] The moving body 1 is connected to a plurality of vehicles, and each of the vehicles has axle links 11 and 12. Axle connection 1
Each of 1 and 12 has a plurality of axles (111, 11
2) and (121, 122) are provided at an axle distance L1 from each other. The axle chain 11 and the axle chain 12 are provided such that the axles 112 and 121 located inside are separated by an axle distance L2.

[0005] The axle speed detectors 21 to 23 are provided at predetermined intervals on the ground side, detect the axle speed of the moving body 1, and output speed signals S7 to S9. Axle speed detector 2
1 to 23 are, for example, target speeds of 65 km / h,
It is provided to check whether the speed exceeds 45 km / h or 25 km / h. The axle speed detector 21 is provided at a deceleration start point P1 at which the emergency axle can be stopped at the stop limit P0 when the leading axle enters at the maximum approach speed (65 km / h). Similarly, the axle speed detector 22 is provided at a deceleration start point P2 where an emergency brake can be applied to stop at the stop limit P0 when approaching at an approach speed (45 km / h). Axle speed detector 23
Is the deceleration start point P at which the vehicle can enter the approach speed (25 km / h) and stop at the stop limit P0 by applying emergency braking.
3 The deceleration start points P1 to P3 are determined in consideration of the idle running time from when the emergency brake signal is given to when the brake starts to be applied. Such a relationship between the distance to the stop limit P0 and the approach speed is referred to as a speed stop pattern. The maximum approach speed (65 km /
When h) is permitted, the traffic light 62 is displayed with a "yellow-green" signal. Similarly, approach speed (45km / h)
When the traffic speed is permitted, a signal indication of "yellow" is displayed on the traffic light 62. When the approach speed (25 km / h) is permitted, the traffic light 62 is displayed with a signal indication of "yellow". The driver adjusts the speed by watching the signal 62.

[0006] The control device 3 includes a mobile unit type signal S4,
Speed signals S7 to S9 are input. The control device 3 creates a speed stop pattern based on the type signal S4, compares the speed stop pattern with the speed signals S7 to S9, and determines whether or not the speed signals S7 to S9 exceed the speed based on the speed stop pattern. A brake signal S5 for stopping is output.

FIG. 10 is a diagram for explaining the operation of the conventional station incorrect passage prevention device. In the figure, reference numeral a indicates the moving body 1
Is a curve showing the braking performance of the vehicle, where a1 is the approach speed (6
5 km / h). Reference numeral b is a speed stop pattern created by the control device 3, and c is an actual traveling pattern. Since the speed detection signals S7 to S9 are discretely input to the control device 3, the speed stop pattern b is substantially a stepped speed stop pattern indicated by reference numeral b1.

The control device 3 receives the speed signal S7 at the speed check point P1 and receives the maximum approach speed (65 km / h).
And the speed signal S7, and the speed signal S7 is 65 km /
If it exceeds h, a brake signal S5 is output. Similarly, at the speed check point P2, the speed signal S8
The brake signal S5 is also output when the speed exceeds 5 km / h or when the speed signal S9 exceeds 25 km / h at the speed check point P3. The driver drives at a safe speed such that the emergency stop brake signal S5 is not given, so the actual traveling pattern is as indicated by reference numeral c.

Further, in order to increase the frequency of the speed check, the control device 3 counts the number of axles that have passed, calculates the position of the head of the moving body from the number of axles that have passed, and calculates the axle of each axle that is input. The speed stop pattern can be approximated from the speed and the position of the head.

[0010]

However, the conventional mobile unit control apparatus has the following problems. (A) Since the number of speed check points is small and the speed stop pattern approximates a rough step, the moving body cannot be controlled with the traveling speed increased to near the limit of the speed stop pattern, and the operation interval of the moving body cannot be shortened. (B) The method of detecting the number of passed axles can increase the speed check frequency, but the axle speed cannot be detected within the axle interval L2, so that the speed check interval can be uneven and the speed stop pattern can be roughly approximated. Become. This is particularly noticeable in the low-speed range. (C) Since the traveling speed of the moving object is lower than the allowable traveling speed, when the level crossing control is interlocked, the time from the start point of the level crossing warning to the stop at the station becomes longer, and as a result, the level crossing warning time also become longer. (D) Increasing the speed check points makes the equipment very expensive.

Accordingly, an object of the present invention is to solve the above-mentioned problems and to shorten the detection interval of the axle speed,
An object of the present invention is to provide a moving object control device capable of improving the stepwise approximation accuracy of a speed stop pattern and enabling high-speed traveling.

[0012]

In order to solve the above-mentioned problems, the present invention relates to a moving body control device including a moving body, an axle speed detector, and a control device, wherein the moving body includes a plurality of moving bodies. Vehicles are connected, each of the vehicles has an axle link at a leading portion and a rear portion, and each of the axle links has a plurality of axles provided at an axle interval L1 from each other. And the rear axle chain, the axles located inside are provided with an axle interval L2 larger than the axle interval L1, and the axle at the rearmost portion of the adjacent preceding vehicle and the axle at the foremost portion of the following vehicle are adjacent to each other. The axles are provided at an axle distance L3 smaller than the axle distance L2 and larger than the axle distance L1.
And each of the axle speed detectors is provided on the ground side at an interval LX, while one axle speed detector detects the axle speed of the axle separated by the axle interval L2. The other axle speed detector detects the axle speed of the rear axle of the preceding vehicle and the axle speed of the leading axle of the following vehicle, and the control device is provided on the ground side, and the A type signal and a speed signal supplied from the axle speed detector are input, a speed stop pattern is created based on the type signal, the speed stop pattern is compared with the speed signal, and the speed signal is It outputs a brake signal for emergency stop when the speed exceeds the speed based on the speed stop pattern.

The arrangement interval LX is arranged to be the axle interval L2.

Further, as another means, the arrangement interval LX
Are arranged such that LX = L * (J-1) + L2 J = 2 to N, where L is the vehicle length and N is the number of connected vehicles.

[0015]

In the moving body, each of the vehicles has an axle link at a head portion and a tail portion, and each of the axle links has a plurality of axles provided at an axle interval L1 from each other. In the rear axle chain, the inner axles are provided with an axle interval L2 larger than the axle interval L1, and the last axle of the adjacent preceding vehicle and the foremost axle of the succeeding vehicle are the axle. An axle distance L3 smaller than the distance L2 and larger than the axle distance L1 is provided, and at least two axle speed detectors are included. Each of the axle speed detectors has an arrangement distance LX on the ground side. While one axle speed detector detects the axle speed of an axle separated by an axle distance L2, the other axle speed detector detects the axle speed of the rear axle of the preceding vehicle and the head of the following vehicle. Detects axle speed of axle link Since that, it is possible to shorten the detection interval of the axle speed of the moving body. The control device is provided on the ground side, receives a type signal of the moving object and a speed signal supplied from the axle speed detector, creates a speed stop pattern based on the type signal, and generates a speed stop pattern and a speed signal. Since the brake signal is output to make an emergency stop when the speed signal exceeds the speed based on the speed stop pattern, the input interval of the speed signal is shortened, so that the speed stop pattern has a step-like shape with few steps. Approximated by speed,
Enables high-speed driving.

Since the arrangement interval LX is arranged so as to be equal to the axle interval L2, one axle speed detector detects the axle speed of the leading axle connection, one axle speed detector and the other axle speed. Detectors simultaneously detect the axle speeds of the leading and trailing axles, and other axle speed detectors sequentially detect the axle speeds of the trailing axles. The detector can also detect the axle speed of each axle equally.

Further, the arrangement interval LX is such that LX = L * (J-1) + L2 J = 2 to N, where L is the vehicle length and N is the number of connected vehicles. The speed detector detects the axle speed of the leading axle of the preceding vehicle, and one axle speed detector and the other axle speed detector simultaneously detect the axle speeds of the leading axle and the trailing axle of the preceding vehicle. Then, the other axle speed detectors sequentially detect the axle speeds of the trailing axles of the following vehicle, and any axle speed detector can uniformly detect the axle speed of each axle.

[0018]

FIG. 1 is a block diagram showing the configuration of a moving object control apparatus according to the present invention. For convenience of explanation, the moving body control device is shown as a station erroneous passage prevention device. In the figure, the same reference numerals as those in FIG. 9 indicate the same components. 21 and 22 are axle speed detectors.

The vehicle 1 is connected to a plurality of vehicles, and each of the vehicles has axle links 11 and 12 at the head and tail. In each of the axle links 11, 12, a plurality of axles (111, 112), (121, 122) are provided at an axle interval L1. The axle trains 11 and 12 at the head and tail are axles (112 and 12) located inside.
1) They are provided with an axle distance L2 larger than the axle distance L1. The last axle 1 of the adjacent preceding vehicle
22 and the foremost axle 111 of the continuation vehicle, the axle distance L2
It is provided at an interval L3 which is smaller and larger than the axle interval L1.

Each of the axle speed detectors 21 and 22
An axle (11
(1, 112, 121, 122). The axle speed detector 21 is connected to the axle (11
2, 121), the axle speed of the rear axle (121, 122) of the preceding vehicle and the axle speed of the leading axle (111, 112) of the succeeding vehicle are detected, and the speed signal S1 is detected. Output. Also, the axle speed detector 22
The axle speed detector 21 detects the axle (11
(2, 121) while detecting the axle speed of the rear axle (121, 122) of the preceding vehicle and the axle speed of the leading axle (111, 112) of the following vehicle;
The speed signal S2 is output. Therefore, the axle speed detector 2
1, 22 alternately output speed signals S1, S2.

The control device 3 is provided on the ground side, and receives a moving object type signal S4 and speed signals S1 and S2 supplied from the axle speed detectors 21 and 22. Control device 3
Creates a speed stop pattern based on the type signal S4,
The speed stop pattern is compared with the speed signals S1 and S2, and when the speed signals S1 and S2 exceed the speed based on the speed stop pattern, a brake signal S5 for emergency stop is output. The control device 3 is constituted by a microcomputer, and the speed stop pattern is stored in the ROM area.
The speed signals S1 and S2 are processed by a timer interrupt. The brake signal S5 is transmitted to the mobile unit 1 via the ATS device.
Supplied to

FIG. 2 is a diagram for explaining a method of detecting the axle speed of the moving body control device, and FIG. 3 is a diagram showing the axle speed signal. In the figure, the same reference numerals as those in FIG. 1 indicate the same components. J1 to J12 indicate detection states. In FIG. 3, the low level widths of the speed signals S1 and S2 correspond to the speed. Hereinafter, FIGS. 2 and 3 will be described together with the operation.

In the mobile unit 1, each of the vehicles has axle linkages 11 and 12 at the head and tail, respectively.
Each of the two axles (111, 112), (1
21 and 122) are provided at an axle distance L1 from each other, and the axle connections 11 and 12 at the leading and trailing portions are such that the axles (112 and 121) located on the inside have an axle distance L2 larger than the axle distance L1. And the rearmost axle 122 of the adjacent preceding vehicle and the frontmost axle 111 of the continuation vehicle are separated by an axle distance L3 smaller than the axle distance L2 and larger than the axle distance L1. At least two detectors are included, and each of the axle speed detectors 21 and 22 is provided on the ground side at an interval LX, and one axle speed detector is located on the axle separated by the axle interval L2. While detecting the axle speed, another axle speed detector detects the axle speed of the rear axle of the preceding vehicle and the axle speed of the leading axle of the following vehicle. That is, states J4 to J
As shown in FIG. 8, after the axle speed detector 22 detects the axle speed of the axle 112, the axle 121 separated by the axle distance L2.
Axle speed detector 2 before detecting the axle speed
1 is the axle speed of the rear axle 122 of the preceding vehicle (state J
5) and the axle speeds (states J6 and J7) of the leading axles 111 and 112 of the following vehicle are detected. Also, as shown in states J7 to J11, the axle speed detector 22 is behind the preceding vehicle even before the axle speed detector 21 detects the axle speed of the axle 121 of the following vehicle separated by the axle distance L2. The axle speed of the tail axles 121, 122 (state J8, J
9) and the axle speed (state J10) of the leading axle 111 of the following vehicle is detected. When the number of connected vehicles is increased, the states J4 to J11 are repeated for the increased number of vehicles. Thereby, the detection interval of the axle speed of the moving body 1 can be shortened.

Until the axle shaft 11 is detected by the axle speed detector 22, the axle speed detector 21 detects the axle shaft 11 as in the conventional case. Therefore, from state J2 to state J3, axle detection is not performed within axle distance L2. In this case, since the moving body 1 runs at high speed, the problem that the detection interval is too long does not occur.

FIG. 4 is a diagram for explaining the operation of the control device. In the figure, the same reference numerals as those in FIG. 10 indicate the same components. FIG. 4 will be described below together with the operation of the control device 3.

The control device 3 outputs a type signal S4 of the moving object,
Speed signal S supplied from axle speed detectors 21 and 22
1 and S2 are input, a speed stop pattern b is created based on the type signal S4, and the speed stop pattern b and the speed signal S
1 and S2, and outputs a brake signal S5 for emergency stop when the speed signals S1 and S2 exceed the speed based on the speed stop pattern b.
By shortening the input interval of No. 2, the speed stop pattern b is approximated by a step-like speed with a small step, thereby enabling high-speed traveling. Although specific effects vary depending on conditions such as the approach speed, the present embodiment can reduce the driving time from entering the station to stopping by 6 seconds per station.

The present invention provides an axle speed detector 2 in a conventional facility.
2 can be implemented simply by adding the number 2 and can be realized at low cost.

In the embodiment shown in FIG. 1, each of the axle speed detectors 21 and 22 includes a pair of axle detectors (211 and 211).
212) and (221, 222). Each of the axle detectors (211 and 212) and (221 and 222) is provided at an interval shorter than the axle interval L1 of the axle links 11 and 12. Axle detectors (211 and 212), (22
1, 222) is 154 mm.
Each of the axle speed detectors 21 and 22 is an axle detector 2
After detecting the axle 111, the axle detector 2
The axle speed of the mobile unit 1 is detected based on the time until the axles 111 and 12 and 222 are detected, and the speed signals S1 and S2 are detected.
Is output. The time from when the axle detectors 211 and 221 detect the axle 111 to when the axle detectors 212 and 222 detect the axle 111 is determined by the detection signals S1 and S in FIG.
2 corresponds to the low level time.

Further, in the embodiment shown in FIG. 1, the arrangement interval LX between the axle speed detectors 21 and 22 is arranged to be the axle interval L2. Since the arrangement interval LX between the axle speed detectors 21 and 22 is the axle interval L2, as shown in FIG. 2, the axle speed detector 22 detects the axle speed of the leading axle 111 (state J3), The axle speed detector 22 and the axle speed detector 21 are the first axle 112 and the last axle 1
21 (state J4), and the axle speed detector 21 sequentially detects the axle speed of the rear axle 122 (state J5). Each axle (111, 112, 12
1, 122) can be uniformly detected.

FIG. 5 is a diagram showing the configuration of another embodiment of the moving object control device according to the present invention. In the figure, the same reference numerals as those in FIG. 1 indicate the same components. This embodiment shows a case where the distance between the contact point P1 of the axle speed detector 21 and the stop limit point P0 is longer than the length of the moving body 1. G1
G3 is a speed check group. Each of the speed checking groups G1 to G3 is constituted by a pair of axle speed detectors 21 and 22 shown in FIG. Each of the speed checking groups G <b> 1 to G <b> 3 is arranged to continuously detect the axle speed of the moving body 1 according to the length of the moving body 1.

FIG. 6 is a first specific example showing the relationship between the moving body and the speed check group. The speed checking groups G1 and G2 are arranged such that KA = L * N-L3 (1), where KA is the arrangement interval, L is the vehicle length, and N is the number of connected vehicles.

Thus, when the axle speed detector 21 of the speed checking group G1 detects the axle 122 of the last vehicle of the moving body 1, the axle speed detector 21 of the speed checking group G2 The axle 111 of the leading vehicle is detected, and continuity of axle detection is maintained.

FIG. 7 is a second specific example showing the relationship between the moving object and the speed check group. Assuming that the arrangement intervals are KB, the vehicle length is L, and the number of connected vehicles is N, KB = L * (M−1) + L2 (2) where M = 2−N. Are located. FIG. 7 shows the case where M = N.

Thus, when the axle speed detector 21 of the speed checking group G1 detects the axle 122 of the last vehicle of the moving body 1, the axle speed detector 21 of the speed checking group G2 The axle 112 of the vehicle continuing to the leading vehicle is detected, and the axle speed detector 22 is positioned ahead of the axle 121 of the leading vehicle. That is, the speed check group G2 is the same as FIG.
In the state J3. Therefore, the speed check group G
Between the time when the first axle speed detector 22 detects the axle speed of the axle 121 and the time when the axle speed of the axle 122 is detected,
The speed checking group G2 detects the axle speeds of the axles 121 and 122 of the leading vehicle and the axle 111 of the continuing vehicle. For this reason,
The detection interval of the axle speed is shortened, the continuity of the axle detection is maintained, and good moving body control can be performed even in a low speed range. M
Is smaller than N, the speed checking group G1 and the speed checking group G
2 overlaps with the number of vehicles to be detected.

The moving body and the speed check groups G1, G2, G in FIG.
3 is the most effective when the relationship between the speed checking group G1 and the speed checking group G2 is the relationship shown in FIG. 6 and the relationship between the speed checking group G2 and the speed checking group G3 is the relationship shown in FIG. Mobile body control.

Although not shown, the speed check groups G1, G2,
Even if each of G3 is arranged so that KC = L * (M-1), the same operation and effect can be obtained. Speed check group G
1, G2 and G3 can count the number of passing axles and switch based on the count value.

FIG. 8 is a diagram showing the configuration of still another embodiment of the moving object control device according to the present invention. In the figure, the same reference numerals as those in FIG. 1 indicate the same components. This embodiment shows a case where the speed checking interval is shortened after the speed of the moving object is reduced to a low speed.

The axle speed detectors 21 and 22 are arranged such that LX = L * (J-1) + L2 (3) J = 2 to N, where LX is the distance between the vehicles, L is the length of the vehicle, and N is the number of connected vehicles. It is arranged so that it becomes.

As shown in FIG. 8, the relationship shown in FIG. 2 is established at a plurality of vehicle intervals. For this reason, the control for decelerating the moving body 1 to a predetermined speed is performed by the speed signal S1 supplied from the axle speed detector 21, and after the deceleration,
Speed control including a speed check interval including the speed signal S2 supplied from the axle speed detector 22 can be performed.

Further, the control device 3 shown in FIG.
The travel distance of the moving body 1 is determined based on the steps S1 and S2, the level crossing warning start point K1 is determined, and the level crossing warning signal S6 is output.
For this reason, the control device 3 can accurately calculate the mileage by shortening the input interval of the speed signals S1 and S2 and enabling high-speed entry, and at the same time, from the level crossing alarm start point K1 to the station. It is possible to reduce the time required for stopping and to output a control signal to the railroad crossing control device that can shorten the railroad crossing warning time. The control device 3 can also constantly monitor the distance from the head of the moving object 1 to the stop limit P0 based on the traveling distance.

[0041]

As described above, according to the present invention, the following effects can be obtained. (A) In the moving body, each of the vehicles has an axle chain at a leading portion and a tail portion, and each of the axle sequences has a plurality of axles provided at an axle interval L1 from each other. In the rear axle chain, the axles located inside are provided with an axle interval L2 larger than the axle interval L1.
The rearmost axle of the adjacent preceding vehicle and the frontmost axle of the succeeding vehicle are provided with an axle interval L3 smaller than the axle interval L2 and larger than the axle interval L1, and at least two axle speed detectors are included. Each of the axle speed detectors is provided on the ground side at an interval LX,
While one axle speed detector detects the axle speed of an axle separated by an axle distance L2, the other axle speed detector detects the axle speed of the rear axle of the preceding vehicle and the axle of the leading axle of the following vehicle. Since the speed is detected, it is possible to provide a moving object control device capable of shortening the detection interval of the axle speed of the moving object. (B) The control device is provided on the ground side, receives the type signal of the moving body and the speed signal supplied from the axle speed detector, creates a speed stop pattern based on the type signal, and Since the speed signal is compared with the speed signal, and a brake signal for emergency stop is output when the speed signal exceeds the speed based on the speed stop pattern, the speed stop pattern has fewer steps due to a shorter input interval of the speed signal. It is possible to provide a moving object control device which can be approximated by a step-like speed and enable high-speed running.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a moving object control device according to the present invention.

FIG. 2 is a diagram illustrating a method of detecting an axle speed of a moving object control device.

FIG. 3 is a diagram showing a speed signal obtained in FIG. 2;

FIG. 4 is a diagram illustrating the operation of the control device.

FIG. 5 is a diagram showing a configuration of another embodiment of the moving object control device according to the present invention.

FIG. 6 is a first specific example showing a relationship between a moving object and a speed check group.

FIG. 7 is a second specific example showing the relationship between the moving object and the speed check group.

FIG. 8 is a diagram showing a configuration of still another embodiment of the moving object control device according to the present invention.

FIG. 9 is a block diagram showing a configuration of a conventional station incorrect passage prevention device.

FIG. 10 is a diagram illustrating the operation of a conventional station incorrect passage prevention device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Moving body 11 Axle connection 111,112 axle 12 Axle connection 121,122 Axle 21,22 Axle speed detector 3 Control device 4 Station 5 Railroad crossing 61,62 Traffic light L1, L2, L3 Axle interval LX Arrangement interval S1, S2 Speed signal S4 Type signal S5 Brake signal S6 Railroad crossing warning signal

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-63-235161 (JP, A) JP-A-63-2766 (JP, A) JP-A-3-39301 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) B60L 3/08 B60L 15/40 B61L 3/00-3/24

Claims (9)

(57) [Claims] 1. A moving body control device including a moving body, an axle speed detector, and a control device, wherein the moving body is connected to a plurality of vehicles, and each of the vehicles has a head portion and a tail portion. Each of the axle links has a plurality of axles provided at an axle distance L1 from each other, and the axle link of the leading portion and the rear portion is
The axles located on the inner side are provided with an axle interval L2 larger than the axle interval L1, and the last axle of the adjacent preceding vehicle and the foremost axle of the succeeding vehicle are smaller than the axle interval L2. An axle distance L3 that is larger than an axle distance L1; and at least two axle speed detectors are included;
Each of the axle speed detectors is disposed on the ground side at an interval L
X and one axle speed detector is located at the axle distance L
While detecting the axle speed of the axle separated by 2, another axle speed detector detects the axle speed of the trailing axle sequence of the preceding vehicle and the axle speed of the leading axle sequence of the following vehicle, The control device is provided on the ground side, receives a type signal of a moving object and a speed signal supplied from the axle speed detector, creates a speed stop pattern based on the type signal, and generates the speed stop pattern. And the speed signal,
A moving object control device for outputting a brake signal for performing an emergency stop when the speed signal exceeds a speed based on the speed stop pattern. 2. Each of the axle speed detectors has a pair of axle detectors, and each of the axle detectors is provided at an interval shorter than the axle interval L1 of the axles. 2. The movement according to claim 1, wherein an axle speed of the moving body is detected from a time from when one of the axles is detected to when the other axle detector detects the axle, and a speed signal is output. Body control device. 3. The arrangement interval LX is equal to the axle interval L2.
The mobile object control device according to claim 1, wherein the mobile object control device is arranged to be: 4. The axle speed detector comprises a speed checking group, and each of the speed checking groups is arranged so as to continuously detect an axle speed of the moving body according to a length of the moving body. The mobile object control device according to claim 3, wherein 5. The speed control group according to claim 4, wherein each of the speed check groups is arranged such that KA = L * NL3 where KA is an arrangement interval, L is a vehicle length, and N is the number of connected vehicles. Mobile control device. 6. Each of the speed check groups is arranged such that KB = L * (M−1) + L2 M = 2−N, where KB is an arrangement interval, L is a vehicle length, and N is the number of connected vehicles. The mobile object control device according to claim 4, wherein: 7. The arrangement interval LX is such that LX = L * (J-1) + L2 J = 2 to N, where L is the vehicle length and N is the number of connected vehicles. 3. The moving object control device according to 2. 8. The moving device according to claim 1, wherein the moving object control device is a device for preventing a moving object from erroneously passing a station. Body control device. 9. The moving body control device according to claim 8, wherein the control device obtains a traveling distance of the moving body from the speed signal, determines a crossing warning start point, and outputs a crossing warning signal. .