JP4070125B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device. More specifically, wireless communication is performed between an on-board device mounted on a vehicle such as a train and a ground device installed on the ground, and a safety interval between vehicles on the ground or on the vehicle is ensured and traveled. The present invention relates to a vehicle capable of generating a speed control pattern for ensuring safety on a route and performing speed control of the vehicle.

A conventional vehicle control device such as a train control device installs an area for managing a vehicle having a predetermined length on a rail, and the ground device transmits an allowable speed signal to the vehicle via the rail in this area. ing. The vehicle is equipped with an on-board device and receives the allowable speed signal. The area for managing the vehicle is constituted by, for example, a track circuit having a predetermined length, and is usually referred to as a closed section.

The on-board device receives an allowable speed signal at each location via a rail for each vehicle management area (closed section). The on-board device compares the received permissible speed with the host vehicle travel speed. If the host vehicle travel speed exceeds the permissible speed, the on-board device automatically transmits a brake command to the brake control device. The vehicle is controlled to be as follows (Patent Document 1). For this reason, it is also called an automatic train control device.

When another preceding vehicle is traveling ahead of the host vehicle, or when the traffic signal ahead is in a stop indication, the allowable speed signal transmitted to the management area is sequentially increased as the host vehicle approaches the stop position. It is controlled so that the allowable speed increases stepwise. That is, when the own vehicle approaches a preceding vehicle or a traffic light indicating a stop indication, the permissible speed is sequentially reduced, and finally the vehicle is controlled to stop safely before this. Further, in the conventional vehicle control device, a signal having the same allowable speed is transmitted within the management area, and the vehicle is subjected to stepwise speed control.

However, the conventional technique has the following problems to be solved.
(1) Since the switching of the permissible speed signal is stepwise in the conventional vehicle control method , if the vehicle enters the vehicle management area that is transmitting a slower permissible speed signal, the normal vehicle is in an overspeed state at the beginning of the management area. The brake control command is output. As a result, the speed of the vehicle is reduced, and the brake is released because the speed falls below the allowable speed at the end of the management area. If there is a preceding vehicle ahead, this will be repeated and the ride comfort will worsen, and at the beginning of the management area, the brake control command will be output quickly if viewed from the proper operation of the vehicle, and the distance to stop will be longer than necessary There is a waste.

(2) In the conventional vehicle control system, the length of the vehicle management area is determined based on the vehicle having the worst braking performance among the vehicles using the line section. Driving efficiency will deteriorate when driving.

(3) Furthermore, in order to improve the above two problems, there is a vehicle control system in which the relationship between the detailed position of the vehicle in the management area and the allowable speed is made into a pattern (hereinafter referred to as a speed control pattern). Normally, the vehicle is controlled far from the ground device, so the front stop position is far away, so many resources (processing time, memory, ground-to-vehicle communication volume) for generating speed control patterns are required, and the component devices are necessary. There are strict requirements for performance and cost.
JP-A-11-341612

The problem of the present invention is to increase the driving efficiency of the vehicle while maintaining the safety of the vehicle traveling,
The object is to provide a vehicle control device in which restrictions on the performance and cost of the device are reduced.

  In order to achieve the above-described problems, the present invention discloses a vehicle control device according to four aspects.

1. The vehicle control apparatus which concerns on a 1st aspect The vehicle control apparatus which concerns on a 1st aspect contains a ground apparatus and a vehicle-mounted apparatus. The ground device is
The actual stop position information, the virtual stop position information, and the absolute position information of the vehicle are transmitted. The actual stop position information is stop position information related to a preceding train ahead of the host vehicle, a stop signal indicating ground signal or in-car signal, and the like. The virtual stop position information is stop position information that is virtually set between the current position of the host vehicle and the actual stop position. The absolute position information is position information generated by the ground device.

The on-vehicle device receives and decodes the actual stop position information, the virtual stop position information, and the absolute position information transmitted from the ground device. Then, a speed control pattern is created with reference to the current position information of the host vehicle obtained with reference to the absolute position information. The speed control pattern is a brake pattern that is individually pulled to the actual stop position and the virtual stop position.
For the speed control pattern corresponding to the virtual stop position information, the speed control pattern created for one virtual stop position is the speed for the next virtual stop position before the host vehicle enters the brake start point. Update to control pattern.

As described above, the vehicle control device according to the first aspect includes the ground device and the on-vehicle device.
The ground device transmits actual stop position information. The actual stop position information is stop position information relating to a preceding train ahead of the host vehicle, a ground signal indicating stoppage, an in-vehicle signal, or the like. The on-board device receives and decodes the actual stop position information transmitted from the ground device, and creates a speed control pattern. The speed control pattern is a brake pattern that is individually pulled to the actual stop position. Therefore, according to this speed control pattern, it is possible to apply brake control to the vehicle based on a well-known vehicle control technique.

Specifically, the ground device and the on-board device are provided with wireless communication functions, and the ground device transmits a stop position as to which position in the traveling direction to be controlled to the vehicle concerned, and the vehicle receives this stop position information. Based on this, a speed control pattern is created so that it is controlled to stop safely before the stop position. When generating the speed control pattern, it is possible to efficiently operate the vehicle for each vehicle by generating the speed control pattern in consideration of the on-board database (brake performance, vehicle length, etc.).

As a more characteristic configuration, the ground device transmits virtual stop position information and absolute position information. The virtual stop position information is stop position information virtually set between the current position of the host vehicle and the actual stop position. The on-board device receives and decodes the virtual stop position information and the absolute position information transmitted from the ground device, and refers to the current position information of the own vehicle obtained based on the absolute position information,
Create a speed control pattern. The speed control pattern is a brake pattern drawn individually at the virtual stop position. For the speed control pattern corresponding to the virtual stop position information, the speed control pattern created for one virtual stop position is used to control the speed for the next virtual stop position before the host vehicle enters the brake start point. Update to pattern.

As described above, the speed control pattern created for one virtual stop position is referred to the current vehicle position information, and the next virtual stop is made before the vehicle enters the brake start point. Since the speed control pattern for the position is updated, when the actual stop position is far from the host vehicle, the distance to the stop position is shortened to reduce the generation amount of the speed control pattern. It is possible to reduce the size of the necessary ground database (section maximum speed, gradient, branch speed limit, etc.).

The timing for updating the speed control pattern individually drawn to one virtual stop position is before the host vehicle enters the brake start point (starting end portion of the brake curve) of the next virtual stop position. it is possible to secure a margin time for generating the speed control pattern against the stop position. After the generation of the next speed control pattern is completed, the current virtual stop position is released, and the current speed control pattern is shifted to the next speed control pattern, so that the safety of the host vehicle can be ensured.

Moreover, because the speed control pattern is also a brake pattern that is individually pulled to the virtual stop position, even if communication between the ground and the vehicle is interrupted and the next stop position information cannot be input, the current stop will eventually occur. You can stop just before the position. Therefore, the safety of vehicle operation can be ensured.

The actual stop position information is wirelessly transmitted from the ground device to the on-board device. When the virtual stop position is transmitted from the ground device, the on-board device may determine and set the positional relationship between the actual stop position and a predetermined virtual stop position.

The ground device transmits the absolute position information of the vehicle to the on-vehicle device. As absolute position transmission means, there are a method of transmitting the ground unit of the transponder device and the result of wireless distance measurement wirelessly. The on-board device determines a virtual stop position based on the absolute position information of the host vehicle, and generates a speed control pattern using this as the stop position.

The on-board device always detects the position (relative position) of the host vehicle from information of a speed sensor (for example, a speed generator) mounted on the host vehicle, and compares the speed control pattern with the host vehicle speed. If this is exceeded, the brake control command is automatically output to the brake control device to realize safe traveling of the host vehicle.

When the actual stop position is closer to the host vehicle than the virtual stop position, the speed control pattern is generated so as to stop before the actual stop position. When the actual stop position is far from the host vehicle, the virtual stop position is sequentially shifted to a predetermined position ahead, and control is performed so as not to reduce the efficiency in vehicle operation. When the next stop position after the current virtual stop position is the actual stop position, the same process as the speed control pattern transition method is used. However, if the current stop position is the actual stop position, transition to the next speed control pattern is performed. The timing is when the next stop position becomes the virtual stop position. By such processing, recovery control can be automatically performed when a plurality of vehicles are in a tandem state, that is, a so-called “dumpling operation state”.

Appropriate speed control for each vehicle is possible by taking the measures as described above, and safe vehicle control can be realized without reducing operation efficiency, even if it becomes a dumpling operation state automatically. Therefore, it is possible to realize a vehicle control device that can reduce restrictions on the performance and cost of the component devices.

2. Vehicle Control Device According to Second Aspect The vehicle control device according to the second aspect also includes a ground device and an on-vehicle device. The ground device is
The actual stop position information and the virtual stop position information are transmitted. The technical significance of the actual stop position information and the virtual stop position information is as described above.

The on-vehicle device receives and decodes the actual stop position information and the virtual stop position information transmitted from the ground device, refers to the current vehicle position information obtained on the vehicle upper side, and performs speed control. Create a pattern. The speed control pattern is a brake pattern that is individually pulled to the actual stop position and the virtual stop position. For the speed control pattern corresponding to the virtual stop position information, the speed control pattern created for one virtual stop position is the speed for the next virtual stop position before the host vehicle enters the brake start point. Update to control pattern.

The vehicle control device according to the second aspect is different from the vehicle control device according to the first aspect in that the current vehicle position information and speed control pattern are obtained on the vehicle upper side. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

3. Vehicle Control Device According to Third Aspect The vehicle control device according to the third aspect also includes a ground device and an on-vehicle device. The ground device is
A speed control pattern is created to generate a speed limit for the vehicle, and actual stop position information, virtual stop position information, speed limit information, and absolute position information of the vehicle are transmitted. The technical significance of the actual stop position information, the virtual stop position information, the speed control pattern, and the absolute position information is as already described.

The on-vehicle device receives and decodes the actual stop position information, the virtual stop position information, the speed limit information, and the absolute position information transmitted from the ground device. For the speed control pattern corresponding to the virtual stop position information, the speed control pattern corresponding to one virtual stop position is referred to the current position information of the host vehicle before the host vehicle enters the brake start point. Then, the speed control pattern for the next virtual stop position is updated.

The vehicle control device according to the third aspect is different from the vehicle control device according to the first aspect in that the ground device creates a speed control pattern, transmits speed limit information, and the on-vehicle device transmits from the ground device. The received speed limit information is received and decoded. According to this configuration, since it is not necessary to generate a speed control pattern in the on-board device, the configuration of the on-board device can be simplified. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

4). Vehicle Control Device According to Fourth Aspect The fourth vehicle control device also includes a ground device and an on-vehicle device. The ground device creates a speed control pattern, generates a speed limit for the vehicle, receives the host vehicle position information obtained on the upper side of the vehicle, receives actual stop position information, virtual stop position information, speed limit information, Send. The technical significance of the actual stop position information, virtual stop position information, and speed control pattern is as already described. For the speed control pattern corresponding to the virtual stop position information, referring to the current vehicle position information obtained on the upper side of the vehicle, the speed control pattern corresponding to one virtual stop position,
Before the vehicle enters the brake start point, the speed control pattern for the next virtual stop position is updated.

The on-vehicle device receives and decodes the actual stop position information, the virtual stop position information, and the speed limit information transmitted from the ground device.

The vehicle control device according to the fourth aspect is different from the vehicle control device according to the first aspect in that the ground device transmits the speed control pattern, and the on-vehicle device receives the speed control pattern transmitted from the ground device. This is a point to be decoded and to obtain the current position information of the own vehicle on the upper side of the vehicle. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

Other objects, configurations and advantages of the invention will be described in more detail with reference to the accompanying drawings.
The figure is merely illustrative.

As described above, according to the present invention, it is possible to improve the performance of the apparatus by adopting an efficient method for the operation of the apparatus while increasing the driving efficiency of the vehicle while maintaining the safety of the vehicle traveling. It is possible to provide a vehicle control device that reduces the restrictions on cost.

1. Embodiment of Vehicle Control Device According to First Aspect FIG. 1 is a block diagram showing a configuration of a vehicle control device according to a first aspect. Referring to the figure, the vehicle control device according to the first aspect includes a ground device 1 and an on-vehicle device 2. The ground device 1 transmits actual stop position information, virtual stop position information, and absolute position information of the vehicle 4. The actual stop position information is stop position information relating to a preceding train ahead of the host vehicle, a ground signal indicating stoppage, an in-vehicle signal, or the like. The virtual stop position information is stop position information that is virtually set between the current position of the host vehicle 4 and the actual stop position.

The ground device 1 is installed at a station, between stations, or at a central headquarters.
And a ground communication unit 12. The stop point determination unit 11 generates stop position information indicating at which position in the traveling direction the vehicle 4 should stop. The stop position information includes actual stop position information and
Virtual stop position information is included. In generating the stop position information, the interlocking information supplied from the interlocking device can be used. In the linkage information, each vehicle management area (closed section)
Therefore, the actual stop position information can be generated.

Vehicle position information is also input to the ground device 1. The vehicle position information is absolute position information. The absolute position information is position information generated by the ground device 1, and uses, for example, vehicle tracking information obtained by a transponder device or a wireless distance measuring unit set in advance with a predetermined interval from a fixed point on the ground. Can

The ground communication unit 12 uses the absolute position information and the stop position generated by the stop point determination unit 11 as follows.
In this embodiment, the information is transmitted to the on-vehicle device 2 and has a wireless communication function, and the above information is transmitted from the ground antenna 10 to the upper side of the vehicle. A database 13 is connected to the ground communication unit 12.

Since the actual ground device 1 is mainly composed of a computer, the stop point determination unit 11 and the ground communication unit 12 may not be clearly identifiable as illustrated. In such a case, the display of the stop point determination unit 11 and the ground communication unit 12 must be regarded as a processing process executed by software, not as hardware.

The on-board device 2 is mounted inside the vehicle 4. The vehicle 4 is generally a train and travels on the track 5. In the embodiment, the on-board device 2 performs wireless communication with the ground device 1, and includes an on-board communication unit 21 and an on-board signal processing unit 22.

The on-board device 2 further includes a brake control device 23 as a general configuration for vehicle control,
A brake 24 and a speed detector 25 such as a speed generator are provided. The on-vehicle communication unit 21 performs wireless communication with the ground device 1 via the on-vehicle antenna 20.

The on-vehicle signal processing unit 22 includes a signal decoding unit 221, a speed control pattern generation unit 222, a host vehicle position information generation unit 223, a database unit 224, and a speed check unit 225. The own vehicle position information generation unit 223 generates relative position information based on the signal supplied from the speed detector 25. The relative position information is the vehicle position based on one absolute position.

The signal decoding unit 221 decodes the actual stop position information, the virtual stop position information, and the absolute position information supplied from the on-vehicle communication unit 21 and supplies the decoded result to the speed control pattern generation unit 222.

The speed control pattern generation unit 222 considers actual stop position information and virtual stop position information, information such as brake performance and vehicle length stored in the database unit 224, and relative position information of the host vehicle 4. Then, a speed control pattern is generated. The position information of the host vehicle 4 is calculated from the absolute position information supplied from the signal decoding unit 221 and the relative position information supplied from the host vehicle position information creating unit 223.

As in the case of the ground device 1, the actual on-board device 2 is often composed mainly of a computer, and as shown in the figure, the on-board communication unit 21 and the on-board signal processing unit are obvious. In some cases, it cannot be identified. In such a case, the display of the on-vehicle communication unit 21 and the on-vehicle signal processing unit must be understood as a processing process executed by software, not as hardware.

The on-board device 2 receives and decodes the actual stop position information, the virtual stop position information and the absolute position information transmitted from the ground device 1, and obtains the current position information of the host vehicle 4 based on the absolute position information. To create a speed control pattern. The speed control pattern is a brake pattern that is individually pulled to the actual stop position and the virtual stop position. For the speed control pattern corresponding to the virtual stop position information, the current position information of the host vehicle 4 is referred to, and the speed control pattern created for one virtual stop position is used as the brake start point of the host vehicle 4. Is updated to the speed control pattern for the next virtual stop position. Next, with respect to this point, referring to the figure,
This will be described in more detail.

FIG. 2 is a view for explaining vehicle control using the vehicle control apparatus according to the present invention. In the figure,
The horizontal axis indicates the vehicle position, and the vertical axis indicates the vehicle speed V (km / hr).

The ground device 1 transmits the absolute position of the vehicle to the on-board device 2. The absolute position transmission means includes a transponder device and a means for wirelessly transmitting the result of wireless distance measurement.
For simplification of explanation, it is assumed that X1, X2, and X3 correspond to absolute positions.

The vehicle 4 is present inside the vehicle management area at a relative position Q0 that is a certain distance away from the absolute position X1. A speed control pattern C1 is set for the relative position Q0, and the vehicle 4 travels on the track 5 in the direction of arrow F according to the speed control pattern C1. When the vehicle 4 travels to the position Q1, the speed control pattern generation unit 222 refers to the current information on the position Q1 of the host vehicle 4 and the speed control pattern C1 created for the virtual stop position IS1. Is updated to the speed control pattern C2 for the next virtual stop position IS2 before the host vehicle 4 enters the brake start point P1. Thereafter, the speed of the vehicle 4 is controlled according to the updated speed control pattern C2.

Similarly, the virtual stop points IS3,. . . , ISn, the current position Q2, Q3,. . . Referring to the information of Qn, virtual stop positions IS2, IS3,. . . IS
speed control patterns C2, C3,. . . , Cn to the brake start points P2, P3,. . . Before the host vehicle 4 enters Pn, the next virtual stop positions IS3,. . .
Speed control pattern C3,. . . , Cn. Brake start point P1 ~
Pn is a starting end portion of the speed control patterns C1 to Cn which is also a brake curve. The virtual stop positions IS1 to ISn are set farther away from each other if the vehicle 4 is at a high speed and closer to each other if the vehicle is at a low speed.

When the vehicle 4 travels to the position QS, the speed control pattern generator 222 updates the speed control pattern CS for the actual stop position ST with reference to the current position QS information of the host vehicle 4. After updating to the speed control pattern CS, the on-board device 2 controls the vehicle 4 so as to stop at a predetermined actual stop position ST behind the preceding train 6.

The on-board device 2 includes a speed detection unit 25, a speed check unit 225, and a brake control unit 23 as speed control means. The speed detection unit 25 composed of a speed generator or the like is provided on the host vehicle 4
Detect the traveling speed of. The speed check unit 225 compares the traveling speed detected by the speed detection unit 25 with the allowable speed given by the speed control pattern C2, and if the speed is exceeded, sends a brake control command to the brake control unit 23. Output. The brake control unit 23
Based on the brake control command supplied from the speed check unit 225, brake control by the brake 24 is applied to the host vehicle 4. As a result, the vehicle 4 stops at the actual stop position ST behind the preceding train 6.

As described above, with reference to the current position information of the host vehicle 4, the speed control patterns C1 to Cn created for the virtual stop positions IS1 to ISn are set to the brake start points P1 to Pn (not shown). Before the host vehicle 4 enters, the speed control patterns C2 to Cn for the next virtual stop positions IS2 to ISn are updated. Therefore, when the actual stop position ST is far from the host vehicle 4,
The distance to the virtual stop positions IS2 to ISn is shortened to reduce the generation amount of the speed control patterns C2 to Cn, and the ground database necessary for calculation at the time of pattern generation (section maximum speed, gradient, branch speed limit, etc.) Can be reduced in size.

The timing for updating the speed control patterns C1 to Cn individually drawn to the virtual stop positions IS1 to ISn is before the host vehicle 4 enters the brake start points P1 to Pn of the next virtual stop positions IS2 to ISn. , it is possible to secure a margin time for generating the speed control pattern C2~Cn against the next virtual stop position IS2～ISn. After the generation of the next speed control patterns C2 to Cn is completed, the current virtual stop positions IS1 to ISn are canceled, and the current speed control patterns C1 to Cn are shifted to the next speed control patterns C1 to Cn. Thereby, the safety | security of vehicle travel can be ensured.

Moreover, since the speed control patterns C1 to Cn are also brake patterns drawn individually to the virtual stop positions IS1 to ISn, even if communication between the ground and the vehicle is interrupted and the next stop position information cannot be input, Eventually, it can stop before the current stop position. Therefore, the safety of vehicle operation can be ensured.

Information on the actual stop position ST is transmitted from the ground device 1 to the on-vehicle device 2 by radio. When the virtual stop positions IS1 to ISn are transmitted from the ground device 1, the on-board device 2 may determine and set the positional relationship between the actual stop position ST and the predetermined virtual stop positions IS1 to ISn.

The ground device 1 transmits the absolute position information of the vehicle 4 to the on-vehicle device 2. As absolute position transmission means, there are a method of transmitting the ground unit of the transponder device and the result of wireless distance measurement wirelessly.
The on-board device 2 determines the virtual stop positions IS1 to ISn on the basis of the absolute position information of the host vehicle 4, and generates speed control patterns C1 to Cn that use these as the stop positions.

When the actual stop position ST is closer to the host vehicle 4 than the virtual stop positions IS1 to ISn, the speed control pattern is generated so as to stop before the actual stop position ST. Actual stop position S
When T is far from the own vehicle 4 (in the case of FIG. 2), the virtual stop positions IS1 to ISn are sequentially shifted to a predetermined position ahead, and control is performed so as not to reduce the efficiency in vehicle operation.

Even when the stop position next to the current virtual stop position is the actual stop position ST, the speed control pattern C1
The process is the same as the method for transferring Cn. For example, when the stop position next to the virtual stop position ISn is the actual stop position ST, the speed control pattern created for the virtual stop position is updated to the speed control pattern CS for the actual stop position St. The speed control pattern CS for the actual stop position ST is not changed unless the actual stop position ST changes to the virtual stop position.

Furthermore, when the current stop position is the actual stop position ST, the transition timing to the next speed control pattern C1 to Cn is when the next stop position becomes the virtual stop position IS1 to ISn. By such a process, the recovery control can be automatically performed when the plurality of vehicles 4 are in a tandem state, that is, a so-called “dumpling operation state”.

By taking the above measures, it is possible to perform appropriate speed control for each vehicle 4, and it is possible to realize safe vehicle control without reducing operation efficiency, and even if it becomes a dumpling operation state, it is automatically resolved. Therefore, it is possible to realize a vehicle control device that can reduce restrictions on the performance and cost of the component devices.

2. Embodiment of Vehicle Control Device According to Second Aspect FIG. 3 is a block diagram showing a configuration of a vehicle control device according to a second aspect. In the figure, the same components as those shown in FIG. 1 are denoted by the same reference numerals. The vehicle control device according to the second aspect also includes a ground device 1 and an on-vehicle device 2. The ground device 1 transmits actual stop position information and virtual stop position information. The absolute position information of the vehicle is not created.

Referring to FIG. 2 in conjunction with FIG. 3, the on-board device 2 receives and decodes the information on the actual stop position ST and the information on the virtual stop positions IS1 to ISn transmitted from the ground device 1 and obtains them on the vehicle upper side. The speed control patterns C1 to Cn are created with reference to the current position information of the host vehicle 4. The speed control patterns C1 to Cn are brake patterns drawn individually to the actual stop position ST and the virtual stop positions IS1 to ISn. The speed control patterns C1 to Cn corresponding to the information of the virtual stop positions IS1 to ISn are the speed control patterns C2 to C2 for the next virtual stop positions IS2 to ISn before the host vehicle 4 enters the brake start points P1 to Pn. Update to Cn.

The vehicle control device according to the second aspect is different from the vehicle control device according to the first aspect in that the current position information of the host vehicle 4 is generated on the vehicle upper side. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

As a specific means for detecting the absolute position on the upper side of the vehicle, a configuration is conceivable in which the ground element 3 of the transponder device is arranged along the track 5 at predetermined intervals, and this ground element 3 is detected by the transponder 27 on the upper side of the vehicle.

3. Embodiment of Vehicle Control Device According to Third Aspect FIG. 4 is a block diagram showing a configuration of a vehicle control device according to a third aspect. In the figure, the same components as those shown in FIGS. 1 and 3 are denoted by the same reference numerals.
The vehicle control device according to the third aspect also includes the ground device 1 and the on-vehicle device 2.

Referring to FIG. 2 together with FIG. 4, the ground device 1 generates speed control patterns C1 to Cn to generate a control speed for the vehicle, information on the actual stop position St, and virtual stop positions IS1 to IS1.
Information of ISn, speed limit information, and absolute position information of the vehicle 4 are transmitted. Actual stop position St
And the virtual stop positions IS1 to ISn are generated by the stop point determination unit 111, and the speed control patterns C1 to Cn are generated by the speed control pattern creation unit 112. Actual stop position St, virtual stop positions IS1 to ISn, speed control patterns C1 to Cn, and
The technical significance of the absolute position information of the vehicle 4 is as already described.

The on-board device 2 receives information on the actual stop position ST transmitted from the ground device 1 and the virtual stop position IS1.
-Receive and decode ISn information, speed limit information and absolute position information. Virtual stop position IS1
With respect to the speed control patterns C1 to Cn corresponding to the information of ~ ISn, the speed control patterns C1 to C1 corresponding to one virtual stop position IS1 to ISn are referred to the current position information of the own vehicle 4
Cn is changed to the next virtual stop positions IS2 to IS before the host vehicle 4 enters the brake start point.
Update to speed control patterns C2 to Cn for n.

The vehicle control device according to the third aspect is different from the vehicle control device according to the first aspect in that the ground device 1 transmits the speed limit information and the on-vehicle device 2 transmits the speed limit transmitted from the ground device 1. The point is to receive and decode information. According to this configuration, since it is not necessary to generate the speed control patterns C1 to Cn in the on-board device 2, the configuration of the on-board device 2 can be simplified. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

4). Embodiment of Vehicle Control Device According to Fourth Aspect FIG. 5 is a block diagram showing a configuration of a vehicle control device according to a fourth aspect. In the figure, the same components as those shown in FIGS. 1, 3 and 4 are denoted by the same reference numerals.

Referring to FIG. 2 in conjunction with FIG. 5, the fourth vehicle control device also includes a ground device 1 and an on-vehicle device 2. The ground device 1 creates speed control patterns C1 to Cn, generates a speed limit for the vehicle, receives the own vehicle position information obtained on the upper side of the vehicle, and receives the actual stop position information and the virtual stop positions IS1 to ISn. Information and speed limit information are transmitted. The technical significance of the actual stop position St, the virtual stop positions IS1 to ISn, and the speed control patterns C1 to Cn is as described above.

The vehicle control device according to the fourth aspect is different from the vehicle control device according to the first aspect in that the ground device 1 transmits control speed information and the on-vehicle device 2 transmits the control speed transmitted from the ground device 1. It is the point which receives and decodes information, and the point which acquires the positional information on the present own vehicle 4 on the vehicle upper side. The former is disclosed in the third aspect, and the latter is disclosed in the second aspect. Others are the same as those of the vehicle control device according to the first aspect, and have the same effects.

The contents of the present invention have been described in detail with reference to the embodiments. However, the present invention should not be limited to these, and various modifications can be made by those skilled in the art according to the teaching of the invention. Is self-explanatory.

It is a block diagram which shows the structure of the vehicle control apparatus which concerns on a 1st aspect. It is a figure explaining vehicle control using the vehicle control device concerning the present invention. It is a block diagram which shows the structure of the vehicle control apparatus which concerns on a 2nd aspect. It is a block diagram which shows the structure of the vehicle control apparatus which concerns on a 3rd aspect. It is a block diagram which shows the structure of the vehicle control apparatus which concerns on a 4th aspect.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ground apparatus 2 On-vehicle apparatus 11 Stop point determination part 12 Ground communication part 21 On-vehicle communication part 22 On-vehicle signal processing part 23 Brake control apparatus

Claims (7)

A vehicle control device including a ground device and an on-vehicle device,
The ground device is
The actual stop position information, the virtual stop position information, and the absolute position information of the vehicle are transmitted, and the actual stop position information is the stop position information related to the preceding train ahead of the host vehicle, the stop signal display ground signal device or the in-vehicle signal device, etc. The virtual stop position information is stop position information virtually set between the current position of the host vehicle and the actual stop position, and the absolute position information is position information generated by a ground device. ,
The on-board device is:
Receive and decode the actual stop position information, the virtual stop position information and the absolute position information transmitted from the ground device, and refer to the current position information of the own vehicle obtained with reference to the absolute position information A speed control pattern is created, and the speed control pattern is a brake pattern that is individually pulled to the actual stop position and the virtual stop position. For the speed control pattern corresponding to the virtual stop position information, one virtual stop is provided. A vehicle control device that updates a speed control pattern created for a position to a speed control pattern for the next virtual stop position before the host vehicle enters the brake start point. A vehicle control device including a ground device and an on-vehicle device,
The ground device is
The actual stop position information and the virtual stop position information are transmitted. The actual stop position information is stop position information related to a preceding preceding train or a stop-present ground signal or in-car signal, and the virtual stop position information is It is stop position information virtually set between the current position of the vehicle and the actual stop position,
The on-board device is:
Receive and decode the actual stop position information and the virtual stop position information transmitted from the ground device, refer to the current position information of the host vehicle obtained on the vehicle upper side, create a speed control pattern, The speed control pattern is a brake pattern that is individually pulled to the actual stop position and the virtual stop position. For the speed control pattern corresponding to the virtual stop position information, the speed control created for one virtual stop position is used. A vehicle control device that updates a pattern to a speed control pattern for the next virtual stop position before the host vehicle enters the brake start point. A vehicle control device including a ground device and an on-vehicle device,
The ground device is
Create a speed control pattern, generate a speed limit for the vehicle,
The actual stop position information, the virtual stop position information, the speed limit information, and the absolute position information of the vehicle are transmitted. The actual stop position information indicates that the host vehicle is ahead of the preceding train or the stop signal indicating the ground signal or the in-car signal. The virtual stop position information is stop position information virtually set between the current position of the host vehicle and the actual stop position, and the speed control pattern includes the actual stop position and The brake pattern is pulled individually toward the virtual stop position, the absolute position information is position information generated by a ground device, and the speed control pattern corresponding to the virtual stop position information is the current host vehicle. Referring to the position information, the speed control pattern corresponding to the one virtual stop position is applied to the next virtual stop position before the host vehicle enters the brake start point. Is intended to update the speed control pattern,
The on-board device is:
A vehicle control device that receives and decodes the actual stop position information, the virtual stop position information, the speed limit information, and the absolute position information transmitted from the ground device. A vehicle control device including a ground device and an on-vehicle device,
The ground device is
Create a speed control pattern to generate a speed limit for the vehicle,
The actual stop position information, the virtual stop position information, and the speed limit information are transmitted, the own vehicle position information obtained on the upper side of the vehicle is received, and the actual stop position information is a preceding train or stop indication in front of the own vehicle. Stop position information relating to a ground signal or in-vehicle signal, and the virtual stop position information is stop position information virtually set between the current position of the host vehicle and the actual stop position, and the speed control pattern Is a brake pattern that is individually pulled toward the actual stop position and the virtual stop position, and for the speed control pattern corresponding to the virtual stop position information, the current position information of the host vehicle obtained on the vehicle upper side is used. Referring to, the speed control pattern corresponding to one virtual stop position is updated to the speed control pattern for the next virtual stop position before the host vehicle enters the brake start point. And than,
The on-board device is:
Generate the position of your vehicle,
A vehicle control device that receives and decodes the actual stop position information, the virtual stop position information, and the speed limit information transmitted from the ground device. A vehicle control device according to any one of claims 1 to 4,
The on-board device includes a speed detection unit, a speed check unit, and a brake control unit,
The speed detector is a part that detects the traveling speed of the host vehicle,
The speed check unit outputs a brake control command when the traveling speed and the allowable speed at the vehicle position are compared and the speed is exceeded.
The said brake control part is a vehicle control apparatus which adds brake control to the own vehicle based on the brake control command supplied from the said speed check part.   The vehicle control device according to any one of claims 1 to 5, wherein the virtual stop position is set to be farther if the vehicle is at a high speed and closer to the vehicle if the vehicle is at a low speed. Vehicle control device. The vehicle control device according to any one of claims 1 to 6,
The on-board device updates a speed control pattern created for the virtual stop position to a speed control pattern for the actual stop position when a stop position next to one virtual stop position is an actual stop position, The speed control pattern for the actual stop position is fixed to the actual stop position when the next stop position is the actual stop position, and is not updated unless the next actual stop position changes to the virtual stop position.

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