JP3743681B2

JP3743681B2 - Railway vehicle operation device

Info

Publication number: JP3743681B2
Application number: JP32230794A
Authority: JP
Inventors: 善泰芦川; 悟郎石川; 定雄丸山; 正男大場; 正弘北爪; 健八木
Original assignee: Tokyo Keiki Inc; Tokyo Metro Co Ltd
Current assignee: Tokyo Keiki Inc; Tokyo Metro Co Ltd
Priority date: 1994-01-27
Filing date: 1994-12-26
Publication date: 2006-02-08
Anticipated expiration: 2021-02-08
Also published as: JPH07251739A

Description

【０００１】
【産業上の利用分野】
本発明は、衝突を防止する鉄道車両運行装置に関し、特に軌道を保守、点検するための保守車どうしの衝突を防止したり、保守車が地上施設や特定区間に接近したことを警告等する場合に好適な鉄道車両運行装置に関する。
【０００２】
【従来の技術】
図１２は、軌道６を保守、点検する従来の方法を示す。この方法では、保守車１（１ａ、１ｂ）に無線電波送受信機Ｔ、Ｒを設置すると共に、軌道６の駅２ａの構内、分岐点２ｂ等の固定の地上施設２や、不特定の工事区間３ａ等の特定区間３に無線電波送信機Ｔを設けることにより、地上施設２や特定区間３から保守車１に対して減速、停止地点情報を送信して保守車１の無線送受信機Ｔ、Ｒから警報を発するようにしている。
【０００３】
また、見張り要員４が無線電波受信機Ｒを携帯することにより保守車１から見張り要員４に対して保守車１の接近情報を送信して警報を発したり、また、特定区間３の始点と終点に警告灯５を配置して保守車１から目視で特定区間３を識別するようにしている。
【０００４】
【発明が解決しようとする課題】
しかしながら、上記従来の方法では、地上施設２や特定区間３から保守車１に対して減速、停止地点情報を送信して保守車１の無線送受信機Ｔ、Ｒから警報を発するので、保守車１の無線送受信機Ｔ、Ｒが連続して警報を発することが多く、騒音の原因となるという問題点があり、また、このために運転者が警報を人為的に停止させてしまうという問題点がある。また、特定区間３に警告灯５を配置して目視する方法では、気象条件等により警告灯５を見落とすことがある。
【０００５】
なお、無線電波の代わりに音響、光、マイクロ波等により警報を伝達する方法が考えられるが、この方法による送受信機は、軌道条件や軌道の周囲構造により不適切な設置箇所が多いという問題点がある。
本発明は上記従来の問題点に鑑み、他の車両との接近を警報したり、車両の現在位置に応じて警報する場合に警報音の騒音、誤動作、人為的なミスを防止することができる鉄道車両運行装置を提供することを目的とする。
【０００６】
【課題を解決するための手段】
本発明は上記目的を達成するために、不揮発性のメモリを有し、非接触で通信を行う複数の地上子を軌道に沿って設置すると共に、地上子との間で非接触で通信を行う車上子を各車両に設置した鉄道車両運行装置であって、各車両が地上子の設置位置を通過時にその車上子が通過時刻を非接触でその地上子に書込み、次の車両が地上子の設置位置を通過時にその車上子が前の車両の通過時刻を電磁誘導方式等の非接触結合方式で読み取り、現在時刻との差により車間距離を演算し、車間距離が所定距離以下の場合に警報を発することを特徴とする。
【００１０】
更に本発明は、不揮発性のメモリを有し、非接触で通信を行う複数の地上子に設置位置情報を予め記憶して軌道に沿って設置すると共に、地上子との間で非接触で通信を行うと共に他の車上子との間で無線電波方式で通信を行う車上子を各車両に設置した鉄道車両運行装置であって、各車両が地上子の設置位置を通過時にその車上子が地上子から非接触で設置位置情報を読み取った場合にその情報を自己の現在位置情報として記憶すると共に他の車上子に対して無線電波方式で送信し、他の車上子はその受信位置情報と自己の現在位置情報により車間距離を演算し、車間距離が所定距離以下の場合に警報を発すると共に軌道に沿って設置された複数の地上子の各々に、一方向に隣接した地上子の設置位置までの区間を示す固有のエリア番号を記憶し、各車両が地上子の設置位置を通過時にその地上子から非接触で設置位置情報と共にエリア番号を読み取った場合に、エリア番号に対応した通信チャネルを選択して他の車上子に対し自己の現在位置情報を送信し、同時に、送信に使用した通信チャネル以外の他の通信チャネルを順次選択して他の車上子からの現在位置情報を受信する。
【００１１】
具体的には、軌道に沿って設置された複数の地上子の各々に、所定数ごとに繰り返すエリア番号Ａ１〜Ａｎを記憶し、各エリア番号の各々に固有の通信チャネルｃｈ１〜ｎを割当てたことを特徴とする。また並行する複数の軌道の各々に沿って所定間隔で地上子を設置した場合には、所定数ごとに繰り返す軌道ごとに異なったエリア番号を割当てて記憶し、各エリア番号の各々に固有の通信チャネルを割当てる。
【００１２】
更に同一エリアに複数の車両が存在した場合のチャネル競合を回避するため、地上子から読み取ったエリア番号に対応した通信チャネルを使用して自己の現在位置情報を送信する際に、同一エリアに存在する他の車上子からの送信キャリア信号の有無を検出する。キャリア信号の検出時には同一エリアに存在する他の車上子からの現在位置情報を受信すると共に、ランダムに決められた遅延時間経過後に再度キャリア信号の有無を検出する。キャリア信号が検出されなかった場合には、自己の現在位置情報を送信する
【００１３】
【作用】
本発明では、軌道に沿って設置される複数の地上子のメモリに各設置位置情報が予め記憶され、各車両が地上子の設置位置を通過時にその車上子が地上子から非接触で読み取った設置位置情報を自己の現在位置情報として記憶すると共に他の車両の車上子に無線電波方式で送信し、他の車上子はその受信位置情報と自己の現在位置情報により車間距離を算出して警報を発するので、車両間が接近した時のみ警報を発することができる。したがって、他の車両との接近を警報する場合に騒音、誤動作、人為的なミスを防止することができる。
【００１４】
また、本発明では、軌道に沿って設置される地上子のメモリに前の車両の通過時刻が記憶され、次の車両の車上子により読み取られて現在時刻との差により警報を発するので、車両間が接近した時のみ警報を発することができる。したがって、他の車両との接近を警報する場合に騒音、誤動作、人為的なミスを防止することができる。
【００１５】
また、本発明では、軌道に沿って設置される地上子のメモリに軌道情報が予め記憶され、車両が地上子の設置位置を通過時にその車上子が地上子から非接触で読み取った軌道情報により警報等を発するので、車両が例えば軌道の駅や分岐点等の固定の地上施設や、不特定の工事区間に接近した時のみ警報を発することができる。したがって、車両の現在位置に応じて警報する場合に警報音の騒音、誤動作、人為的なミスを防止することができる。
【００１６】
更に求めた車間距離から減速、停止等の車両速度の制御を行うので、先行する車両との間に安全な距離を保った運行制御ができる。
更に地上子の設置区間で決まるエリアごとに固有のエリア番号を割当てて地上子に記憶し、車上子にエリア番号を読取って、例えば多数の周波数チャネルの１つを対応させて自己の割当チャネルとする。自己の現在位置情報の送信は、割当チャネルを使用して行い、他の車上子からの現在位置情報は、割当チャネル以外のチャネルを順次切替えて受信する。これによって複数の車上子間での通信を行った場合の混信を確実に防止できる。
【００１７】
また同一エリア内に複数の車両が存在し、各車上個々エリア番号に対応した同じ通信チャネルを使用して送信することで衝突を起こす。そこで送信時にキャリアセンスを行い、キャリアなしを検知して初めて送信することで、複数の車上子から同じ割当てチャネルを使用した同時送信による衝突を確実に防止できる。
【００１８】
【実施例】
以下、図面を参照して本発明の基本構成を説明する。図１は鉄道車両運行システムを示す構成図である。
図１において、軌道６に沿って非接触で結合する方式、例えば電磁誘導通信方式の地上子１０が設置され、例えば車両接近限界間隔の距離を考慮した間隔毎に地上子１０₁、１０₂〜１０_nが設置され、この地上子１０内の不揮発性メモリ１６（後述）には各設置場所を示すための例えば記号、所定位置からのキロ数等のデータが記憶されている。
【００１９】
また、駅２ａには地上子１０_2aが設置され、分岐点２ｂには地上子１０_2bが設置され、工事区間３ａの始点、終点、中央にはそれぞれ１０_3a、１０_3b、１０_3cが設置され、これらの地上子１０_2a、１０_2b、１０_3a、１０_3b、１０_3cの不揮発性メモリ１６にはそれぞれ駅２ａ、分岐点２ｂ、工事区間３ａの始点、終点、中央であることを示すデータが記憶されている。
【００２０】
これに対し、軌道６上を走行する保守車１（１ａ、１ｂ）には、お互いに無線電波方式で通信するための送受信機Ｔ、Ｒと、それぞれ後述するように地上子１０との間で電磁誘導方式で通信するための回路と、衝突を警報するための警報器２９と、衝突防止用のメッセージを表示するための表示器３０を有する車上子２０が設置されている。
【００２１】
この送受信機Ｔ，Ｒは、複数台の保守車相互に通信を行うために周波数分割型通信方式、時分割型通信方式、または符号分別型通信方式を使用している。また警報器２９による警報の態様は、音、光などにより乗務員又は鉄道車両付近にいる作業員に知らせることのできる警報とする。
図２は車上子２０が地上子１０に接近して電磁誘導方式で通信可能な状態を示している。車上子２０は他の保守車１との間で無線電波方式で通信を行うための送信機Ｔ及び受信機Ｒと、地上子１０との間で電磁誘導方式で通信を行うための送信コイル２１Ｔ及び受信コイル２１Ｒを有し、車上子２０が地上子１０に接近した状態で送信コイル２１Ｔと受信コイル２１Ｒがそれぞれ地上子１０側の受信コイル１１Ｒと送信コイル１１Ｔとの間で電磁誘導結合される。
【００２２】
車上子２０の通信は制御部２２により制御され、地上子１０に対するコマンド、アドレス、データ等はインタフェース（Ｉ／Ｆ）２３、変調器２４及び増幅器２５を介して送信コイル２１Ｔに印加される。また、受信コイル２１Ｒに誘導された信号は増幅器２６、復調器２７及びＩ／Ｆ２８を介して制御部２２により取り込まれる。
【００２３】
地上子１０の受信コイル１１Ｒに誘導された信号は電源回路１１により整流、平滑化されて直流電源が生成され、また、増幅器１２、復調器１３及びＩ／Ｆ１４を介して制御部１５により取り込まれる。そして、書込みコマンド、アドレス、データを受信した場合には書込みデータがメモリ１６に書き込まれ、読み出しコマンド及びアドレスを受信した場合にはそのデータがメモリ１６から読み出され、Ｉ／Ｆ１７、変調器１８及び増幅器１９を介して送信コイル１１Ｔに印加される。なお、車上子２０から地上子１０に対する伝送は例えばＦＳＫ等の変調（変調器２４）及び復調（復調器１３）で行われ、地上子１０から車上子２０に対する伝送は例えばスペクトラム拡散（変調器１８及び復調器２７）で行われる。
【００２４】
地上子１０側のメモリ１６は例えばＥＥＰＲＯＭ等の不揮発性メモリが用いられ、したがって、車上子２０から電源を供給されていない場合にもデータを保持することができる。このメモリ１６には例えば図３（ａ）に示すように、地上子１０の識別（ＩＤ）情報、起点からの距離、軌道６の駅２ａ、分岐点２ｂ等の固定の地上施設２であることを示すデータや、不特定の工事区間３ａ等の特定区間３の始点又は終点データ等が予め記憶されている。
【００２５】
次に、図４及び図５を参照して車上子２０の動作を説明する。図４において保守車１が軌道６上を走行し、地上子１０の設置場所を通過して地上子１０から電磁誘導方式でデータを読み取ると（ステップＳ１）、現在位置（起点からの距離）を記憶すると共に、車上子２０のＩＤ情報と現在位置を他の保守車１の車上子２０に無線電波方式で送信する（ステップＳ２）。
【００２６】
次いで、読み取りデータが軌道６の駅２ａ、分岐点２ｂ等の固定の地上施設２であることを示すデータや、不特定の工事区間３ａ等の特定区間３の始点である場合には警報器２９を駆動して警報を発し、また、例えば「駅接近」、「工事区間接近」のようなメッセージを表示器３０に表示させる（ステップＳ３、Ｓ４）。なお、読み取りデータが特定区間３の終点である場合には警報や「工事区間接近」のメッセージ表示を解除するようにしてもよい。
【００２７】
図５において、他の保守車１の車上子２０から受信すると（ステップＳ１１）、前や後ろの保守車１と自己の現在位置との距離Ｄを演算し（ステップＳ１２）、距離Ｄが車両接近限界間隔ＴＨ以下の場合には警報器２９を駆動して警報を発し、また、例えば「保守車接近」のようなメッセージを表示器３０に表示させる（ステップＳ１３、Ｓ１４）。
【００２８】
したがって、保守車１ａ、１ｂの間が接近したり、軌道６の駅２ａや分岐点２ｂ等の固定の地上施設２や、不特定の工事区間３ａ等の特定区間３の始点に接近した時にのみ警報を発するので、警報が継続することを防止することができ、したがって、騒音、誤動作、人為的なミスを防止することができる。
【００２９】
図６は本発明の具体的な例を示し、例えば並行する上り線６ａと下り線６ｂのそれぞれについて軌道上に一定間隔、例えば約１００ｍごとに設置された地上子１０の間を１つのエリアとし、各エリアに対し例えば上り線６ａについては固有のエリア番号Ａ１〜Ａ５を割り当て、また下り線６ｂについては別のエリア番号Ａ６〜Ａ１０を割り当てている。
【００３０】
このエリア番号Ａ１〜Ａ１０は、軌道を走行する保守車に搭載された図２に示した車上子２０の無線送信機Ｔおよび無線受信機Ｒで使用する周波数チャネルのチャネル番号ｃｈ１〜ｃｈ１０に対応している。このように上り線６ａ，６ｂに割り当てられたエリア番号Ａ１〜Ａ１０は、各エリアの進入側に位置する地上子１０に予め記憶されている。尚、通信チャネルとしては、周波数分割以外に、時分割された通信チャネルを使用してもよい。
【００３１】
図７は図６の地上子１０に設けているメモリ１６の記憶内容を示している。図３（ａ）に示した記憶内容に加えて新たにエリア番号が記憶される。なお、エリア番号を記憶してもよいし、エリア番号に対応するチャネル番号を記憶するようにしてもよい。
各保守車は地上子１０の設置場所を通過してメモリ内容を読み取ると、読み取ったエリア番号に対応するチャネル番号に対し親局（送信局）となって、自車の地点情報即ち起点からの距離を示す位置情報を無線送信機Ｔから送信する。同時に、地上子１０から読み取ったエリア番号に対応する親局のチャネル番号以外の他のチャネル番号を子局（受信局）とし、子局のチャネル番号を順次切り替えながら他の保守車から送信された地点情報を無線受信機Ｒで受信する。
【００３２】
具体的に説明すると次のようになる。いま図８に示すように、保守車１ａ，１ｂ，１ｃがそれぞれエリアＡ２，Ａ３，Ａ４に存在していたとする。ここで、保守車１ｂに着目すると、地上子１０の読取りで得られたエリア番号Ａ３に対応するチャネルｃｈ３に対し、保守車１ｂの無線送信機Ｔは親局となって他の保守車１ａ，１ｃに対し自車の地点情報を無線送信機Ｔから連続的に送信する。同時に、無線受信機Ｒについては親チャネルｃｈ３以外の隣接するエリアＡ２，Ａ３の割当チャネルｃｈ２，ｃｈ４を設定し、チャネルｃｈ２とｃｈ４を順次切り替えながら保守車１ａと保守車１ｃからの地点情報の受信を連続的に繰り返す。
【００３３】
実際には、２つ離れたエリアＡ１，Ａ５に他の保守車が進入したり移動したりすることを考慮し、保守車１ｂはエリアＡ３に対応した親チャネルｃｈ３以外の他の全てのチャネルｃｈ１，ｃｈ２，ｃｈ４，ｃｈ５について、無線受信機Ｒのチャネルを順次切り替えながら他の保守車からの地点情報を受信する。
次に図９を参照して、同一エリア内に複数の保守車が進入した場合の保守車間の通信と別のエリアに存在する保守車間との通信を説明する。同一エリア内に複数の保守車が進入した場合には、各保守車が同じ親局チャネルを使用して送信することから、同一エリア内に存在する保守車間では地点情報の受信がお互いにできなくなる。
【００３４】
この問題は送信時にランダム遅延時間の設定によるキャリアセンスを行うことで解決できる。即ち、各保守車の無線送信機Ｔは、送信要求が成立した際にランダムに送信開始までの遅延時間を設定し、遅延時間経過時に親局チャネルについてキャリアが受信されるか否かのキャリアセンスを行う。もし送信しようとする親局チャネルでキャリアセンスが行われれば、同一エリア内に存在する他の保守車からの送信中であることが判る。
【００３５】
この場合は送信を行わず、親局チャネルによる無線受信機の受信に切り替える。一方、キャリアセンスで親局チャネルのキャリアが検出されなかった場合には、同一エリア内に他の保守車が進入していないか、進入していても送信中でないことから、親局チャネルを使用した地点情報の送信を無線送信機Ｔから行う。
図９について具体的に説明すると次のようになる。いま保守車１ａおよび保守車１ｂがエリアＡ３に存在し、保守車１ｃがエリアＡ４に存在したと仮定する。同一エリアＡ３に存在する２台の保守車１ａ，１ｂにあっては、地上子からの読出しで得られたエリア番号Ａ３に対応する同一の親局チャネルｃｈ３を使用して自車の地点情報を他の保守車両に送信する。
【００３６】
このとき保守車１ａ，１ｂのそれぞれは、ランダムに設定した遅延時間経過時に親局チャネルｃｈ３に対するキャリアセンスを行い、キャリアセンスがあれば送信を行わない。キャリアセンスがなければ送信を行う。この結果、あるタイミングでは保守車１ａがチャネルｃｈ３に対し親局となって、自車の地点情報を保守車１ｂ，１ｃに送信する。また、別のタイミングでは保守車１ｂがチャネルｃｈ３に対し親局となって自車の地点情報を保守車１ａ，１ｃに送信する。これによって、同一のエリアＡ３内に保守車１ａ，１ｂが存在しても衝突を起こすことなく、同じチャネルｃｈ３を親局とした送信が可能となる。
【００３７】
図１０は図６における保守車に搭載した車上子２０の送信動作を示している。図１０において、まずステップＳ１で最初の地上子の読取りを行い、これによって、ステップＳ２で、自車の地点情報であるキロ程と、読み出したエリア番号に対応するチャネル番号の設定が行われる。続いてステップＳ３に進み、ランダム遅延時間の設定を行い、ランダム遅延時間経過後にステップＳ４で、ステップＳ２で設定したチャネル番号によるキャリアセンスを行う。
【００３８】
キャリアセンスが得られなければ同一エリア内に他の保守車が存在していないことから、ステップＳ５に進み、設定したチャネル番号に対し親局となって自車の地点情報を送信する。一方、キャリアセンスがあった場合には、同一エリア内に他の保守車が存在して同じチャネル番号の設定により親局となって自車の地点情報の送信を行っている状態にあることから、無線受信機を設定したチャネル番号に切り替えて、同一エリア内に存在する他の保守車からの地点情報を受信する。
【００３９】
続いてステップＳ７で地上子の有無をチェックしており、次の地上子を検出するまでステップＳ３〜Ｓ７の処理を繰り返す。次の地上子がステップＳ７で検知されると、ステップＳ８で、読取情報から地点情報としてのキロ程およびチャネル番号を更新して、再びステップＳ３からの処理を繰り返す。
図１１は図６における車上子における受信動作を示している。ステップＳ１の最初の地上子読取り、およびステップＳ２の地点情報としてのキロ程およびチャネル番号の設定は、図１０の送信動作と同じになる。続いてステップＳ３で、ステップＳ２で設定した割当チャネルを除く全ての子局となるチャネルの中から最初のチャネルを設定し、ステップＳ４で、設定チャネルのキャリアの有無をチェックする。キャリアがあればステップＳ５に進んで受信動作を行い、自車と別のエリア内の他の保守車からの地点情報を受信する。キャリアがなければステップＳ５の受信動作は行わず、ステップＳ６で、割当チャネルを除く他の全チャネルの処理が終了したか否かチェックし、終了していなければ再びステップＳ３に戻って次のチャネルを設定し、割当チャネルを除く全チャネルについて同様な受信動作を繰り返す。
【００４０】
割当チャネルを除く全チャネルの受信動作が終了すると、ステップＳ７で地上子の有無をチェックし、地上子がなければ再びステップＳ３に戻り、割当チャネルを除く他の全てのチャネルに対する受信チャネルの切替えによる受信動作を繰り返す。ステップＳ６で次の地上子が判別されると、ステップＳ８に進み、地点情報としてのキロ程およびエリア番号に対応したチャネル番号を更新し、再びステップＳ３に戻って、次のエリアにおける受信動作を繰り返す。
【００４１】
尚、図６にあっては、上り線６ａおよび下り線６ｂ共に片側にしか地上子１０が設置されていないため、保守車の走行方向が逆転すると車上子の設置位置が変わり、地上子１０を読み取ることができなくなる。このような問題に対しては、車上子２０または地上子１０を左右２組設置すればよい。また保守車の運行について、逆転走行を認めない運行基準を設定することでも対応できる。
【００４２】
また、地上子１０の設置間隔は約１００ｍであり、接近警報を行うための距離分解能も必然的に地上子の設置間隔で決まる約１００ｍとなる。保守車が同一方向に走行する場合には、この程度の距離分解能で問題ないが、同じ軌道上を保守車が走行する場合には、２台の保守車が逆方向から同一エリアに入ったにも関わらず各保守車における距離差は１００ｍとなり、同一エリア内における接近警報の判断ができなくなる。
【００４３】
そこで、区間内に補助的な地上子を設置して距離分解能を高めたり、地上子間隔１００ｍ内での位置を検出するためにエンコーダを設けて距離情報を補間すればよい。この場合には各保守車は他の保守車の進行方向に関する情報を取得し、同一エリアに進入し且つ進行方向が互いに逆方向であった場合には、距離分解能を高めた接近警報処理を行うようにすればよい。
【００４４】
更に、上記実施例では、予めメモリ１６には設置位置や施設等の情報を記憶して地上子１０を軌道６に沿って設置し、車上子２０が地上子１０に近接時に読み取る場合について説明したが、保守車１ａの車上子２０が地上子１０に近接時に図３（ｂ）に示すように保守車１ａの車種や車番等のＩＤ情報と通過時刻等を書込み、次の保守車１ｂの車上子２０がこのデータを読み取って前の保守車１ａとの車間距離を推定等して警報を発するようにしてもよい。この場合には、保守車１ａ、１ｂがお互いに無線電波方式で通信するための送受信機Ｔ、Ｒは不要である。
【００４５】
また上記の実施例では地上子と車上子の非接触結合として電磁誘導方式を例にとるものであったが、これ以外に、マイクロ波やその他の電波による結合、電磁結合、光結合であってもよい。
更に上記の実施例は、車間距離が所定距離以内となった場合に警報する場合を例にとるものであったが、別の実施例として、各鉄道車両の車上子において、他の車上子からの受信位置情報と自己の現在位置情報により車間距離を演算した場合、或いは前の車両の通過時刻と現在時刻との差により車間距離を演算した場合、この車間距離に基づいて減速、停止等の車両速度を自動的に制御することもできる。この車両速度の自動制御は、車間距離が所定距離以内になった時に行う警報に組合せてもよいし、単独でもよい。
【００４７】
【発明の効果】
以上説明したように本発明は、不揮発性のメモリを有し、非接触で通信を行う複数の地上子を軌道に沿って設置すると共に、前記地上子との間で非接触で通信を行う車上子を各車両に設置した鉄道車両運行装置であって、各車両が地上子の設置位置を通過時にその車上子が通過時刻を非接触でその地上子に書込み、次の車両が地上子の設置位置を通過時にその車上子が前の車両の通過時刻を非接触で読み取り、現在時刻との差により車間距離を演算し、車間距離が所定距離以下の場合に警報を発するようにしたので、車両間が接近した時のみ警報を発することができ、したがって、他の車両との接近を警報する場合に騒音、誤動作、人為的なミスを防止することができる。
【００４９】
更に求めた車間距離から減速、停止等の車両速度の制御を行うので、先行する車両との間に安全な距離を保った運行制御ができる。
更に本発明は、地上子の設置区間で決まるエリアごとに固有のエリア番号を割当てて地上子に記憶し、車上子は地上子からエリア番号を読取って、例えば多数の周波数チャネルの１つを対応させて自己の割当チャネルとする。自己の現在位置情報の送信は、割当チャネルを使用して行い、他の車上子からの現在位置情報は、割当チャネル以外のチャネルを順次切替えて受信する。これによって複数の車上子間での通信を行った場合の混信を確実に防止できる。
【００５０】
また送信時にキャリアセンスを行い、キャリアなしを検知して初めて送信することで、同一エリア内に複数の車両が存在し、エリア番号に対応した同じ通信チャネルを使用して送信することで起きる衝突を確実に防止し、同一エリア内に存在する車上子間でも確実に現在位置情報を通信することができ、信頼性を大幅に向上できる。
【図面の簡単な説明】
【図１】鉄道車両運行装置の一実施例を示す構成図
【図２】図１の鉄道車両運行装置における車上子と地上子の構成を示したブロック図
【図３】図２のメモリに記憶されるデータの一例を示した説明図
【図４】車上子が地上子からデータを読み取った場合の動作を示したフローチャート
【図５】車上子が他の車上子からデータを受信した場合の動作を示したフローチャート
【図６】地上子の設置とエリア番号の割当てを示した説明図
【図７】図６の地上子に設けたメモリの記憶内容の説明図
【図８】図６の具体的な通信動作の説明図
【図９】同一エリアに複数の作業車が侵入した場合の通信動作の説明図
【図１０】図６の車上子の送信動作を示したフローチャート
【図１１】図６の車上子の受信動作を示したフローチャート
【図１２】従来の鉄道車両運行装置を示した構成図[0001]
[Industrial application fields]
The present invention relates to a railway vehicle operating device for preventing a collision, and in particular, for preventing a collision between maintenance vehicles for maintaining and inspecting a track, or for warning a maintenance vehicle approaching a ground facility or a specific section. The present invention relates to a railway vehicle operating device suitable for the above.
[0002]
[Prior art]
FIG. 12 shows a conventional method for maintaining and inspecting the track 6. In this method, the radio wave transmitters / receivers T and R are installed in the maintenance vehicle 1 (1a and 1b), the grounds 2 of the station 2a on the track 6, the fixed ground facility 2 such as the branch point 2b, and unspecified construction sections. By providing the radio wave transmitter T in the specific section 3 such as 3a, the radio transmitter / receiver T, R of the maintenance vehicle 1 by transmitting deceleration and stop point information from the ground facility 2 or the specific section 3 to the maintenance vehicle 1 An alarm is issued from.
[0003]
Further, when the lookout person 4 carries the radio wave receiver R, the maintenance vehicle 1 transmits the approach information of the maintenance car 1 to the lookout person 4 to issue an alarm, and the start and end points of the specific section 3 A warning light 5 is arranged on the maintenance vehicle 1 so as to identify the specific section 3 visually.
[0004]
[Problems to be solved by the invention]
However, in the above-described conventional method, the maintenance vehicle 1 transmits deceleration and stop point information from the ground facility 2 or the specific section 3 to the maintenance vehicle 1 and issues a warning from the radio transceivers T and R of the maintenance vehicle 1. The wireless transceivers T and R often issue alarms continuously, which causes noise, and for this reason, the driver artificially stops the alarm. is there. Further, in the method in which the warning light 5 is arranged and visually observed in the specific section 3, the warning light 5 may be overlooked due to weather conditions or the like.
[0005]
In addition, a method of transmitting an alarm by sound, light, microwave, etc. instead of radio waves can be considered, but there are many problems that transceivers using this method are inappropriately installed due to orbital conditions and structures around the orbit. There is.
In view of the above-described conventional problems, the present invention can prevent alarm noise, malfunction, and human error when alarming an approach to another vehicle or alarming according to the current position of the vehicle. An object is to provide a railway vehicle operating device.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a plurality of ground units having a non-volatile memory and performing contactless communication. The gauge Install along the road and between the ground Non-contact A railway vehicle operating device in which a vehicle upper body for communication is installed in each vehicle, and when each vehicle passes the installation position of the ground child, The passing time is written to the ground element in a non-contact manner, and when the next vehicle passes the installation position of the ground element, the upper element of the vehicle reads the passing time of the previous vehicle by a non-contact coupling method such as an electromagnetic induction method, and the current time The distance between the vehicles is calculated from the difference between An alarm is issued when the inter-vehicle distance is equal to or less than a predetermined distance.
[0010]
Furthermore, the present invention provides It has a non-volatile memory and stores in advance the installation position information in a plurality of ground units that perform non-contact communication and installs along the orbit, and performs non-contact communication with the ground unit and other A railway vehicle operating device in which each vehicle is installed with a vehicle upper body that communicates with the vehicle upper body by radio wave method, and when the vehicle passes the installation position of the ground child, When the installation position information is read in a non-contact manner, the information is stored as its own current position information and transmitted to the other vehicle upper part by a wireless radio wave system. The distance between the vehicles is calculated based on the current position information, and an alarm is issued when the distance between the vehicles is less than a predetermined distance. Each of a plurality of ground elements installed along the trajectory stores a unique area number indicating a section up to the position of the ground element adjacent in one direction. When the area number is read together with the installation position information from the ground unit without contact, the communication channel corresponding to the area number is selected, and the current position information of the vehicle is transmitted to other onboard units, and at the same time used for transmission. Other communication channels other than the selected communication channel are sequentially selected to receive current position information from other vehicle uppers.
[0011]
Specifically, area numbers A1 to An that are repeated for each predetermined number are stored in each of a plurality of ground elements installed along the trajectory, and unique communication channels ch1 to n are assigned to each area number. It is characterized by that. In addition, when a ground unit is installed at a predetermined interval along each of a plurality of parallel tracks, a different area number is allocated and stored for each track repeated every predetermined number, and communication unique to each area number is stored. Assign a channel.
[0012]
In addition, in order to avoid channel contention when there are multiple vehicles in the same area, it exists in the same area when transmitting its current location information using the communication channel corresponding to the area number read from the ground unit The presence / absence of a transmission carrier signal from another vehicle upper body is detected. At the time of detecting a carrier signal, current position information is received from other vehicle tops existing in the same area, and the presence / absence of a carrier signal is detected again after a delay time determined at random. If no carrier signal is detected, it transmits its current location information.
[0013]
[Action]
In the present invention, each installation position information is stored in advance in a memory of a plurality of ground elements installed along a track, and each vehicle element is read from the ground element in a non-contact manner when each vehicle passes the installation position of the ground element. The installed position information is stored as its current position information and transmitted to the upper child of another vehicle by wireless radio wave method, and the other vehicle upper member calculates the inter-vehicle distance based on the received position information and own current position information. Therefore, the alarm can be issued only when the vehicles approach each other. Therefore, noise, malfunction, and human error can be prevented when warning of approach to other vehicles.
[0014]
Also, in the present invention, the time of passage of the previous vehicle is stored in the memory of the ground unit installed along the track, and is read by the upper unit of the next vehicle to issue an alarm based on the difference from the current time. An alarm can be issued only when vehicles approach each other. Therefore, noise, malfunction, and human error can be prevented when warning of approach to other vehicles.
[0015]
Further, in the present invention, the trajectory information is stored in advance in the memory of the ground element installed along the trajectory, and the trajectory information read from the ground element in a contactless manner when the vehicle passes through the installation position of the ground element. Therefore, the alarm can be issued only when the vehicle approaches a fixed ground facility such as a railway station or a branch point or an unspecified construction section. Therefore, when alarming according to the current position of the vehicle, it is possible to prevent alarm sound noise, malfunction, and human error.
[0016]
Further, since the vehicle speed such as deceleration and stop is controlled from the obtained inter-vehicle distance, operation control can be performed while maintaining a safe distance from the preceding vehicle.
Furthermore, a unique area number is assigned to each area determined by the installation section of the ground element and stored in the ground element, and the area number is read on the vehicle upper element, for example, one of a number of frequency channels is associated with its own assigned channel. And The current position information is transmitted using the allocated channel, and the current position information from other vehicle elements is received by sequentially switching channels other than the allocated channel. As a result, it is possible to reliably prevent interference when communication is performed between a plurality of vehicle upper elements.
[0017]
In addition, there are a plurality of vehicles in the same area, and a collision occurs by transmitting using the same communication channel corresponding to the individual area number on each vehicle. Therefore, by performing carrier sense at the time of transmission, and transmitting for the first time after detecting that there is no carrier, it is possible to reliably prevent a collision due to simultaneous transmission using the same assigned channel from a plurality of vehicle elements.
[0018]
【Example】
Hereinafter, the present invention will be described with reference to the drawings. Basic configuration Will be explained. FIG. Is iron Road vehicle operation system The FIG.
In FIG. 1, a grounding device 10 that is coupled in a non-contact manner along a track 6, for example, an electromagnetic induction communication grounding device 10, is installed. ₁ 10 ₂ -10 _n The non-volatile memory 16 (described later) in the ground unit 10 stores data such as symbols for indicating each installation location and the number of kilometers from a predetermined position.
[0019]
In addition, the station 2a has a ground element 10 _2a Is installed and the ground element 10 is located at the branch point 2b. _2b Is installed, and there are 10 at the start, end and center of the construction section 3a. _3a 10 _3b 10 _3c Are installed on the ground 10 _2a 10 _2b 10 _3a 10 _3b 10 _3c The nonvolatile memory 16 stores data indicating the station 2a, the branch point 2b, the start point, the end point, and the center of the construction section 3a.
[0020]
On the other hand, the maintenance vehicle 1 (1a, 1b) traveling on the track 6 is connected between the transceivers T and R for communicating with each other by a radio wave system and the ground unit 10 as described later. A vehicle upper element 20 having a circuit for communicating by an electromagnetic induction method, an alarm device 29 for alarming a collision, and a display device 30 for displaying a collision prevention message is installed.
[0021]
The transceivers T and R use a frequency division type communication system, a time division type communication system, or a code classification type communication system in order to communicate with a plurality of maintenance vehicles. Further, the alarm mode of the alarm device 29 is an alarm that can be notified to crew members or workers in the vicinity of the railway vehicle by sound, light, or the like.
FIG. 2 shows a state in which the vehicle upper piece 20 is close to the ground piece 10 and can communicate by electromagnetic induction. The vehicle upper 20 is a transmission coil for performing communication with the transmitter T and the receiver R for communicating with the other maintenance vehicle 1 by the radio wave method and the ground child 10 by the electromagnetic induction method. 21T and the receiving coil 21R, and the transmission coil 21T and the receiving coil 21R are electromagnetically coupled between the receiving coil 11R and the transmitting coil 11T on the ground element 10 side in a state where the vehicle upper 20 is close to the ground element 10, respectively. Is done.
[0022]
Communication of the vehicle upper unit 20 is controlled by the control unit 22, and commands, addresses, data, and the like for the ground unit 10 are applied to the transmission coil 21 </ b> T via the interface (I / F) 23, the modulator 24, and the amplifier 25. The signal induced in the reception coil 21R is taken in by the control unit 22 via the amplifier 26, the demodulator 27, and the I / F 28.
[0023]
The signal induced in the receiving coil 11R of the ground unit 10 is rectified and smoothed by the power supply circuit 11 to generate a DC power supply, and is also taken in by the control unit 15 via the amplifier 12, the demodulator 13 and the I / F 14. . When the write command, address, and data are received, the write data is written into the memory 16, and when the read command and address are received, the data is read from the memory 16, and the I / F 17 and the modulator 18 are read. And applied to the transmission coil 11T via the amplifier 19. The transmission from the vehicle unit 20 to the ground unit 10 is performed by modulation (modulator 24) and demodulation (demodulator 13) such as FSK, and the transmission from the ground unit 10 to the vehicle unit 20 is, for example, spread spectrum (modulation). And the demodulator 27).
[0024]
As the memory 16 on the ground unit 10 side, for example, a nonvolatile memory such as an EEPROM is used. Therefore, data can be retained even when power is not supplied from the vehicle unit 20. For example, as shown in FIG. 3A, the memory 16 is a fixed ground facility 2 such as the identification (ID) information of the ground unit 10, the distance from the starting point, the station 2a of the track 6 and the branch point 2b. And the start point or end point data of the specific section 3 such as the unspecified construction section 3a are stored in advance.
[0025]
Next, refer to FIG. 4 and FIG. Car The operation of the upper child 20 will be described. In FIG. 4, when the maintenance vehicle 1 travels on the track 6 and passes through the place where the ground unit 10 is installed and reads data from the ground unit 10 by electromagnetic induction (step S1), the current position (distance from the starting point) is obtained. At the same time, the ID information and the current position of the vehicle upper member 20 are transmitted to the vehicle upper member 20 of the other maintenance vehicle 1 by a radio wave system (step S2).
[0026]
Next, when the read data is data indicating that the station 2a on the track 6 is a fixed ground facility 2 such as a branch point 2b or the starting point of a specific section 3 such as an unspecified construction section 3a, an alarm 29 Is driven and a warning is issued, and messages such as “approach to station” and “approach to construction section” are displayed on the display 30 (steps S3 and S4). Note that when the read data is the end point of the specific section 3, the warning or the “construction section approach” message display may be canceled.
[0027]
In FIG. 5, when receiving from the upper child 20 of another maintenance vehicle 1 (step S11), the distance D between the front and rear maintenance vehicles 1 and the current position of the vehicle is calculated (step S12). If it is less than the approach limit interval TH, the alarm device 29 is driven to issue an alarm, and a message such as “maintenance vehicle approach” is displayed on the display device 30 (steps S13 and S14).
[0028]
Therefore Keep Alarm only when the guards 1a and 1b approach, or when approaching the fixed ground facility 2 such as the station 2a or branch point 2b of the track 6 or the start point of a specific section 3 such as an unspecified construction section 3a Therefore, it is possible to prevent the alarm from continuing, and therefore, noise, malfunction, and human error can be prevented.
[0029]
FIG. 6 shows the present invention. Specific examples, examples For example, each of the parallel up line 6a and down line 6b is defined as a single area between the ground elements 10 installed at regular intervals on the trajectory, for example, about every 100 m, and for example, the up line 6a is unique to each area. Area numbers A1 to A5 are assigned, and other area numbers A6 to A10 are assigned to the down line 6b.
[0030]
These area numbers A1 to A10 correspond to channel numbers ch1 to ch10 of frequency channels used in the wireless transmitter T and the wireless receiver R of the vehicle upper body 20 shown in FIG. is doing. Thus, the area numbers A1 to A10 assigned to the upstream lines 6a and 6b are stored in advance in the ground unit 10 located on the entry side of each area. In addition to the frequency division, a time-division communication channel may be used as the communication channel.
[0031]
7 is shown in FIG. Land of The storage contents of the memory 16 provided in the upper child 10 are shown. The Figure In addition to the stored contents shown in 3 (a), a new area number is stored. The area number may be stored, or a channel number corresponding to the area number may be stored.
each When the maintenance vehicle passes through the installation location of the ground unit 10 and reads the contents of the memory, it becomes the master station (transmitting station) for the channel number corresponding to the read area number, and the location information of the own vehicle, that is, the distance from the starting point Is transmitted from the wireless transmitter T. At the same time, a channel number other than the channel number of the master station corresponding to the area number read from the ground unit 10 is set as a slave station (receiving station), and transmitted from another maintenance vehicle while sequentially switching the channel numbers of the slave stations. The point information is received by the wireless receiver R.
[0032]
Specifically, it is as follows. Now, as shown in FIG. 8, it is assumed that maintenance vehicles 1a, 1b, and 1c exist in areas A2, A3, and A4, respectively. Here, paying attention to the maintenance vehicle 1b, the radio transmitter T of the maintenance vehicle 1b serves as a master station for the channel ch3 corresponding to the area number A3 obtained by reading the ground element 10, and the other maintenance vehicles 1a, The point information of the own vehicle is continuously transmitted from the wireless transmitter T to 1c. At the same time, for radio receiver R, allocation channels ch2 and ch4 of adjacent areas A2 and A3 other than parent channel ch3 are set, and point information is received from maintenance vehicle 1a and maintenance vehicle 1c while sequentially switching channels ch2 and ch4. Is repeated continuously.
[0033]
Actually, considering that another maintenance vehicle enters or moves into two areas A1 and A5 that are two apart from each other, the maintenance vehicle 1b uses all the channels ch1 other than the parent channel ch3 corresponding to the area A3. , Ch2, ch4, and ch5, point information from other maintenance vehicles is received while sequentially switching the channel of the radio receiver R.
Next, referring to FIG. 9, communication between maintenance vehicles when a plurality of maintenance vehicles enter the same area and communication between maintenance vehicles existing in different areas will be described. When multiple maintenance vehicles enter the same area, each maintenance vehicle transmits using the same master station channel, so it becomes impossible for each maintenance vehicle in the same area to receive point information from each other. .
[0034]
This problem can be solved by performing carrier sense by setting a random delay time during transmission. That is, the radio transmitter T of each maintenance vehicle randomly sets a delay time until the start of transmission when a transmission request is established, and performs carrier sense as to whether or not a carrier is received for the master station channel when the delay time elapses. I do. If carrier sense is performed in the master station channel to be transmitted, it is understood that transmission is being performed from another maintenance vehicle existing in the same area.
[0035]
In this case, transmission is not performed, but switching to reception by the wireless receiver using the master station channel is performed. On the other hand, if no carrier sense carrier is detected by carrier sense, another maintenance vehicle has not entered the same area, or even if it has entered, the master station channel is used. The transmitted point information is transmitted from the wireless transmitter T.
A specific description of FIG. 9 is as follows. Assume that the maintenance vehicle 1a and the maintenance vehicle 1b are present in the area A3, and the maintenance vehicle 1c is present in the area A4. In the two maintenance vehicles 1a and 1b existing in the same area A3, the location information of the own vehicle is obtained using the same master station channel ch3 corresponding to the area number A3 obtained by reading from the ground unit. Send to other maintenance vehicles.
[0036]
At this time, each of the maintenance vehicles 1a and 1b performs carrier sense for the master station channel ch3 when a delay time set at random has elapsed, and does not perform transmission if there is carrier sense. If there is no carrier sense, transmission is performed. As a result, at a certain timing, the maintenance vehicle 1a becomes a master station for the channel ch3, and the vehicle location information is transmitted to the maintenance vehicles 1b and 1c. Further, at another timing, the maintenance vehicle 1b becomes a master station for the channel ch3 and transmits the location information of the own vehicle to the maintenance vehicles 1a and 1c. As a result, even if the maintenance vehicles 1a and 1b exist in the same area A3, transmission using the same channel ch3 as a master station is possible without causing a collision.
[0037]
Figure 10 6 The transmission operation | movement of the vehicle upper part 20 mounted in the maintenance vehicle in this is shown. In FIG. 10, first, the first ground element is read in step S1, and accordingly, in step S2, the kilometer as the location information of the own vehicle and the channel number corresponding to the read area number are set. Then, it progresses to step S3, a random delay time is set, and carrier sense by the channel number set by step S2 is performed by step S4 after random delay time progress.
[0038]
If no carrier sense is obtained, there is no other maintenance vehicle in the same area, so the process proceeds to step S5, where the location information of the own vehicle is transmitted as a master station for the set channel number. On the other hand, when there is a carrier sense, there is another maintenance vehicle in the same area, and it is in a state where it becomes the master station by the same channel number setting and transmits the point information of the own vehicle The wireless receiver is switched to the set channel number, and the point information from other maintenance vehicles existing in the same area is received.
[0039]
Subsequently, the presence or absence of a ground element is checked in step S7, and the processes in steps S3 to S7 are repeated until the next ground element is detected. When the next ground element is detected in step S7, in step S8, the kilometer and the channel number as the point information are updated from the read information, and the processing from step S3 is repeated again.
FIG. 11 is a diagram. 6 The receiving operation | movement in the vehicle upper part in FIG. The initial ground element reading in step S1 and the setting of the kilometer and channel number as point information in step S2 are the same as the transmission operation in FIG. Subsequently, in step S3, the first channel is set among all the slave stations except the assigned channel set in step S2, and in step S4, the presence / absence of a carrier in the set channel is checked. If there is a carrier, the process proceeds to step S5 to perform a receiving operation, and receives point information from another maintenance vehicle in a different area from the own vehicle. If there is no carrier, the reception operation in step S5 is not performed, and in step S6, it is checked whether or not the processing of all the channels other than the assigned channel has been completed. If not, the process returns to step S3 to return to the next channel. And the same reception operation is repeated for all channels except the assigned channel.
[0040]
When the receiving operation of all channels except the assigned channel is completed, the presence or absence of a ground child is checked in step S7, and if there is no ground child, the process returns to step S3, and the receiving channel is switched for all other channels except the assigned channel. Repeat the receiving operation. When the next ground child is determined in step S6, the process proceeds to step S8, the channel number corresponding to the kilometer and area number as the point information is updated, and the process returns to step S3 again to perform the receiving operation in the next area. repeat.
[0041]
The figure 6 In this case, since the ground element 10 is installed only on one side for both the up line 6a and the down line 6b, when the traveling direction of the maintenance vehicle is reversed, the installation position of the vehicle upper element is changed and the ground element 10 can be read. Disappear. What is necessary is just to install two sets of right and left on-board child 20 or ground child 10 with respect to such a problem. It is also possible to set maintenance standards for operation of maintenance vehicles that do not allow reverse running.
[0042]
Moreover, the installation interval of the ground unit 10 is about 100 m, and the distance resolution for performing the approach warning is necessarily about 100 m determined by the installation interval of the ground unit. When the maintenance vehicle travels in the same direction, there is no problem with this distance resolution. However, when the maintenance vehicle travels on the same track, two maintenance vehicles enter the same area from the opposite direction. Nevertheless, the distance difference between the maintenance vehicles becomes 100 m, and it becomes impossible to judge the approach warning in the same area.
[0043]
Therefore, an auxiliary ground element may be installed in the section to increase the distance resolution, or an encoder may be provided to interpolate the distance information in order to detect the position within the ground element interval of 100 m. In this case, each maintenance vehicle acquires information on the traveling direction of other maintenance vehicles, and when approaching the same area and the traveling directions are opposite to each other, an approach warning process with increased distance resolution is performed. What should I do?
[0044]
Furthermore, in the above-described embodiment, a case where information such as an installation position and a facility is stored in the memory 16 in advance and the ground unit 10 is installed along the track 6 and the vehicle upper unit 20 reads when close to the ground unit 10 will be described. However, when the vehicle upper 20 of the maintenance vehicle 1a is close to the ground child 10, as shown in FIG. 3B, the ID information such as the vehicle type and the vehicle number of the maintenance vehicle 1a and the passing time are written, and the next maintenance vehicle The vehicle upper member 1b may read this data and issue an alarm by estimating the inter-vehicle distance from the previous maintenance vehicle 1a. In this case, the transceivers T and R for the maintenance vehicles 1a and 1b to communicate with each other by the wireless radio wave system are not necessary.
[0045]
In the above embodiment, the electromagnetic induction method is used as an example of non-contact coupling between the ground unit and the vehicle unit. However, in addition to this, coupling by microwaves and other radio waves, electromagnetic coupling, and optical coupling are possible. May be.
Furthermore, in the above embodiment, an alarm is given when the inter-vehicle distance is within a predetermined distance. However, as another embodiment, in the upper part of each railway vehicle, If the inter-vehicle distance is calculated based on the position information received from the child and the current position information of the vehicle, or if the inter-vehicle distance is calculated based on the difference between the passing time of the previous vehicle and the current time, the vehicle decelerates and stops based on the inter-vehicle distance. It is also possible to automatically control the vehicle speed. This automatic control of the vehicle speed may be combined with an alarm performed when the inter-vehicle distance is within a predetermined distance or may be independent.
[0047]
【The invention's effect】
As described above, the present invention A railroad having a non-volatile memory and a plurality of ground elements that perform non-contact communication along a track, and a vehicle upper element that performs non-contact communication with the ground element in each vehicle It is a vehicle operation device, and when each vehicle passes through the ground element installation position, the vehicle upper element writes the passage time to the ground element without contact, and when the next vehicle passes the ground element installation position, The child reads the previous vehicle's passing time in a non-contact manner, calculates the inter-vehicle distance based on the difference from the current time, and issues an alarm when the inter-vehicle distance is less than the predetermined distance. An alarm can be issued, and therefore noise, malfunction, and human error can be prevented when an approach to another vehicle is warned.
[0049]
Further, since the vehicle speed such as deceleration and stop is controlled from the obtained inter-vehicle distance, operation control can be performed while maintaining a safe distance from the preceding vehicle.
Furthermore, the present invention assigns a unique area number to each area determined by the installation section of the ground element and stores it in the ground element, and the vehicle upper element reads the area number from the ground element, for example, one of a number of frequency channels. Correspondingly, it is set as its own allocation channel. The current position information is transmitted using the allocated channel, and the current position information from other vehicle elements is received by sequentially switching channels other than the allocated channel. As a result, it is possible to reliably prevent interference when communication is performed between a plurality of vehicle upper elements.
[0050]
In addition, by performing carrier sense at the time of transmission and detecting for the first time after detecting that there is no carrier, there are multiple vehicles in the same area, and the collision that occurs when transmitting using the same communication channel corresponding to the area number Thus, it is possible to reliably prevent the current position information from being communicated between the vehicle uppers existing in the same area, and the reliability can be greatly improved.
[Brief description of the drawings]
[Figure 1] iron The block diagram which shows one Example of a road vehicle operation apparatus
FIG. 2 is a block diagram showing a configuration of a vehicle upper element and a ground element in the railway vehicle operating device of FIG. 1;
3 is an explanatory diagram showing an example of data stored in the memory of FIG. 2;
FIG. 4 is a flowchart showing the operation when the vehicle upper unit reads data from the ground unit.
FIG. 5 is a flowchart showing the operation when the vehicle upper member receives data from another vehicle upper child.
[Fig. 6] Earth Explanatory diagram showing the installation of the upper child and the allocation of area numbers
7 is an explanatory diagram of storage contents of a memory provided in the ground unit of FIG. 6;
[Fig. 8] Fig. 6 Ingredients Illustration of physical communication operation
FIG. 9 is an explanatory diagram of a communication operation when a plurality of work vehicles enter the same area.
Fig. 10 Fig. 6 Car Flow chart showing the transmission operation of the upper child
[Fig. 11] Fig. 6 Car Flow chart showing the receiving operation of the upper child
FIG. 12 is a block diagram showing a conventional railway vehicle operating device.

Claims

A railroad having a non-volatile memory and a plurality of ground elements that communicate in a non-contact manner along the track, and a vehicle upper element that communicates in a non-contact manner with the ground element in each vehicle A vehicle operating device,
When each vehicle passes the ground child installation position, the vehicle upper member writes the passage time to the ground child without contact, and when the next vehicle passes the ground child installation position, the vehicle upper child passes the previous vehicle. A railway vehicle operating device that reads time without contact, calculates an inter-vehicle distance based on a difference from a current time, and issues an alarm when the inter-vehicle distance is equal to or less than a predetermined distance.

A railroad having a non-volatile memory and a plurality of ground elements that communicate in a non-contact manner along the track, and a vehicle upper element that communicates in a non-contact manner with the ground element in each vehicle A vehicle operating device,
When each vehicle passes the ground child installation position, the vehicle upper member writes the passage time to the ground child without contact, and when the next vehicle passes the ground child installation position, the vehicle upper child passes the previous vehicle. A railway vehicle operating device that reads a time in a non-contact manner, calculates an inter-vehicle distance based on a difference from the current time, and controls vehicle speed such as deceleration and stop based on the inter-vehicle distance.

A railroad having a non-volatile memory and a plurality of ground elements that communicate in a non-contact manner along the track, and a vehicle upper element that communicates in a non-contact manner with the ground element in each vehicle A vehicle operating device,
When each vehicle passes the ground child installation position, the vehicle upper member writes the passage time to the ground child without contact, and when the next vehicle passes the ground child installation position, the vehicle upper child passes the previous vehicle. The time is read in a non-contact manner, the inter-vehicle distance is calculated based on the difference from the current time, an alarm is issued when the inter-vehicle distance is equal to or less than a predetermined distance, and vehicle speed control such as deceleration and stop is performed based on the inter-vehicle distance. A railway vehicle operating device characterized by performing.

It has a non-volatile memory, stores installation position information in advance on a plurality of ground units that perform non-contact communication, and installs along the orbit, and performs non-contact communication with the ground unit and others. A railway vehicle operating device in which each vehicle has a vehicle upper that communicates with the vehicle upper by a radio wave method,
When each vehicle passes the installation position of the ground element, when the vehicle upper element reads the installation position information from the ground element in a non-contact manner, the information is stored as its current position information and is transmitted to other vehicle upper elements. The other vehicle upper unit calculates the inter-vehicle distance based on the received position information and its current position information, and issues an alarm when the inter-vehicle distance is equal to or less than a predetermined distance.
Each of a plurality of ground elements installed along the trajectory stores a unique area number indicating a section up to the position of the ground element adjacent in one direction. When the area number is read together with the installation position information from the ground unit without contact, the communication channel corresponding to the area number is selected and the current position information of the vehicle is transmitted to other on-board units. A railway vehicle operating device characterized by sequentially selecting a communication channel other than the communication channel used for the vehicle to receive current position information from other vehicle uppers .

It has a non-volatile memory, stores installation position information in advance on a plurality of ground units that perform non-contact communication, and installs along the orbit, and performs non-contact communication with the ground unit and others. A railway vehicle operating device in which each vehicle has a vehicle upper that communicates with the vehicle upper by a radio wave method,
When each vehicle passes the installation position of the ground element, when the vehicle upper element reads the installation position information from the ground element in a non-contact manner, the information is stored as its current position information and is transmitted to other vehicle upper elements. The other vehicle upper part calculates the inter-vehicle distance based on the received position information and its current position information, and controls the vehicle speed such as deceleration and stop based on the inter-vehicle distance ,
Each of a plurality of ground elements installed along the trajectory stores a unique area number indicating a section up to the position of the ground element adjacent in one direction. When the area number is read together with the installation position information from the ground unit without contact, the communication channel corresponding to the area number is selected and the current position information of the vehicle is transmitted to other on-board units. A railway vehicle operating device characterized by sequentially selecting a communication channel other than the communication channel used for the vehicle to receive current position information from other vehicle uppers .

It has a non-volatile memory, stores installation position information in advance on a plurality of ground units that perform non-contact communication, and installs along the orbit, and performs non-contact communication with the ground unit and others. A railway vehicle operating device in which each vehicle has a vehicle upper that communicates with the vehicle upper by a radio wave method,
When each vehicle passes the installation position of the ground element, when the vehicle upper element reads the installation position information from the ground element in a non-contact manner, the information is stored as its current position information and is transmitted to other vehicle upper elements. The other vehicle upper unit calculates the inter-vehicle distance based on the received position information and its current position information, issues an alarm when the inter-vehicle distance is less than a predetermined distance, and sets the inter-vehicle distance to the inter-vehicle distance. Based on the vehicle speed control such as deceleration, stop based on
Each of a plurality of ground elements installed along the trajectory stores a unique area number indicating a section up to the position of the ground element adjacent in one direction. When the area number is read together with the installation position information from the ground unit without contact, the communication channel corresponding to the area number is selected and the current position information of the vehicle is transmitted to other on-board units. A railway vehicle operating device characterized by sequentially selecting a communication channel other than the communication channel used for the vehicle to receive current position information from other vehicle uppers .

7. The railway vehicle operating device according to claim 4, 5 or 6 , wherein an area number repeated for each predetermined number is allocated and stored in each of a plurality of ground elements installed along the track, and is unique to each area number. A railway vehicle operating device characterized by assigning a communication channel.

7. The railway vehicle operating device according to claim 4, wherein when a ground element is installed at a predetermined interval along each of a plurality of parallel tracks, a different area number is assigned to each track repeated every predetermined number. A railway vehicle operating device characterized by storing and assigning a unique communication channel to each area number.

9. The railway vehicle operating device according to claim 4, 5, 6, 7 or 8 , wherein the vehicle upper member transmits its current position information using a communication channel corresponding to an area number read from the ground child. In addition, the presence / absence of a transmission carrier signal from another vehicle upper part existing in the same area is detected, and at the time of detecting the carrier signal, current position information from other vehicle upper parts existing in the same area is received and randomly A railcar operating device that detects the presence / absence of a carrier signal again after a lapse of a predetermined delay time and transmits its current position information when no carrier signal is detected.

9. The railway vehicle operating device according to claim 4 , wherein the plurality of communication channels are frequency division channels, time division channels, or a combination channel of frequency division channels and time division channels. Railway vehicle operation device.