JP5095469B2 - Maintenance vehicle control system - Google Patents

Description

  The present invention relates to a maintenance vehicle control system for performing maintenance work by moving a track on which a vehicle such as a bullet train runs.

  Conventionally, on a track on which a vehicle such as a Shinkansen (hereinafter also referred to as a train) travels, the maintenance vehicle is moved during a night time when the train does not travel to check and replace the rail or sleeper on the track. In addition, maintenance work such as ballast tamping work, inspection of overhead wires, and reworking work is performed (see Patent Document 1). In this case, at the maintenance base, a plurality of maintenance vehicles are physically connected by a coupler to form a knitting vehicle, and the maintenance work is performed by moving the knitting vehicle to a track section to be subjected to the maintenance work. .

Japanese Utility Model Publication No. 5-91101

  By the way, maintenance vehicles for trained vehicles include self-propelled powered vehicles (hereinafter also referred to as first maintenance vehicles) and non-powered vehicles that can move as the first maintenance vehicle travels. Further, the non-powered vehicle includes a confirmation vehicle (hereinafter, also referred to as a second maintenance vehicle) for a person in charge of maintenance work to get on and visually check the open state of the track branching device. Therefore, when the first maintenance vehicle is self-propelled, the formation vehicle including the second maintenance vehicle can move on the track.

  In this case, since the first maintenance vehicle is equipped with sensors such as a speed sensor, the position and movement direction of the host vehicle are detected based on the speed of the first maintenance vehicle detected by the speed sensor. In order to prevent collision of the maintenance vehicle on the track (collision prevention control), and to prevent the first maintenance vehicle from moving out of the preset route on the track Control (advance prevention control).

  On the other hand, the second maintenance vehicle is a non-powered vehicle that is used only for checking the open state of the branching device, and is not equipped with sensors such as a speed sensor. The direction cannot be detected, and the above-described collision prevention control and advance prevention control cannot be performed. That is, since the second maintenance vehicle cannot grasp the information on the first maintenance vehicle side, the information on the first maintenance vehicle cannot be shared among the maintenance vehicles. Therefore, an occupant of the second maintenance vehicle cannot confirm the information.

  The present invention has been made in consideration of such a problem, and it is possible to perform collision prevention control and advance prevention control even in a non-powered vehicle (second maintenance vehicle), and each maintenance vehicle. It is an object of the present invention to provide a control system for a maintenance vehicle that allows the passengers of the maintenance vehicles to easily check the information by sharing the information.

A maintenance vehicle control system according to the present invention includes:
When at least two maintenance vehicles (the first maintenance vehicle and the second maintenance vehicle) are on the track,
The first maintenance vehicle includes first position detection means for detecting a current position (first current position) of the first maintenance vehicle, and the first maintenance position is wirelessly connected to the second maintenance vehicle. A first vehicle control device having first wireless communication means for transmitting
The second maintenance vehicle includes second wireless communication means for receiving the first current position from the first wireless communication means via the radio, and the second maintenance vehicle based on the first current position. A second vehicle control device having second position detecting means for detecting the current position (second current position) of the vehicle is mounted.

  According to this invention, the first current position is transmitted from the first wireless communication means to the second wireless communication means via radio, and the second position detection means determines the second current position based on the first current position. Therefore, even in a non-powered vehicle (second maintenance vehicle) in which sensors such as a speed sensor are not mounted, it is possible to perform collision prevention control and advance prevention control on the own vehicle based on the second current position. It becomes possible.

  In addition, since information can be transmitted and received between the first maintenance vehicle and the second maintenance vehicle via the radio, information on the first maintenance vehicle and the second maintenance vehicle can be obtained. Each maintenance vehicle can share the information, and as a result, the first maintenance vehicle occupant and the second maintenance vehicle occupant can easily confirm the information.

  As shown in FIG. 1, the control system 10 according to this embodiment includes, as an example, on a railway station 12 that is a station where a train such as a bullet train stops, or on a track 12 in the middle of a station between the station premises and the station premises. The present invention is applied to a knitting vehicle 14 that travels and is knitted by a plurality of maintenance vehicles 14a and 14b.

  In the daytime when the train travels on the track 12, the organized vehicle 14 is in charge of maintenance management of the track 12 in the station yard or in the middle of the station for the purpose of avoiding a collision with the train. In a time zone such as at night when the train does not travel, the vehicle departs from the maintenance base and performs predetermined maintenance work while moving on the track 12. That is, two maintenance vehicles 14a and 14b out of a plurality of maintenance vehicles housed in the maintenance base are physically connected by a connector 64 to form a connected knitting vehicle 14, and then the maintenance vehicle 14 is operated. The maintenance work is performed by moving the knitting vehicle 14 to a predetermined section on the track 12 to be worked.

  The maintenance work refers to the inspection and replacement of rails or sleepers that constitute the track 12 or the ballast that constitutes the roadbed (not shown) on which the track 12 is arranged, during the night time when the train does not travel. Refers to work, inspection of overhead wires, and rework work. The line 12 is configured by arranging two rails in parallel at a predetermined interval, and each rail has a seam for every predetermined length, and this seam has an electrical insulator such as plastic ( An insulator) 62 is inserted. In FIG. 1, the insulator 62 is exaggerated.

  In FIG. 1, one maintenance vehicle 14 a that forms the formation vehicle 14 is a power vehicle (first maintenance vehicle) such as a diesel locomotive that can run on the track 12. The other maintenance vehicle 14b is a non-powered vehicle that can move on the track 12 as the maintenance vehicle 14a travels, and is a vehicle (lead vehicle) that is disposed at the head in the traveling direction of the formation vehicle 14. A maintenance vehicle (second maintenance vehicle) on which the person in charge of the maintenance work gets on and visually confirms the open state of the branching device on the track 12. In this case, each of the maintenance vehicles 14a and 14b has substantially the same configuration.

  That is, the maintenance vehicles 14a and 14b include a processing unit 26 including a distance detection unit (position detection unit) 27, an index prevention control unit (advance prevention control unit) 28, a collision prevention control unit 30, and a wireless communication unit (wireless). A vehicle control device 16 having a communication means) 20, a data output section 22, a database section (knitting growth storage means) 24, and a GPS receiving section 38, a touch panel monitor 44, and a speaker 46 are mounted.

  The maintenance vehicle 14a is a power vehicle connected to the rear of the maintenance vehicle 14b (upstream in the traveling direction of the trained vehicle 14) via the connector 64, while the maintenance vehicle 14b is Since it is a non-powered vehicle on which the person in charge of maintenance work rides and is the leading vehicle (the vehicle on the downstream side in the traveling direction), there are the following differences between the maintenance vehicle 14a and the maintenance vehicle 14b. .

  The maintenance vehicle 14 a is equipped with a speed sensor (speed detection means) 42, a brake device 48, and a vehicle upper part 50, while the maintenance vehicle 14 b has a parent machine determination unit (determination means) 21. And a handy terminal (HT) 34 possessed only by the person in charge. In other words, the power vehicle maintenance vehicle 14a is equipped with the speed sensor 42 and the vehicle upper 50 sensors and the brake device 48, while the non-powered vehicle maintenance vehicle 14b has a speed sensor. The sensors 42 and the brake unit 48 and the brake device 48 are not mounted, but the HT 34 is mounted. Therefore, FIG. 1 shows a case where an operator including the responsible person gets on the maintenance vehicle 14b of the leading vehicle and another worker gets on the maintenance vehicle 14a. The HT 34 is mounted only on one maintenance vehicle 14b among the plurality of maintenance vehicles 14a, 14b.

  Although FIG. 1 illustrates the case where the HT 34 is mounted on the maintenance vehicle 14b of the non-powered vehicle, the HT 34 may be mounted on the maintenance vehicle 14b of the powered vehicle as shown in FIG. Good. That is, since the person in charge of the maintenance work gets on the maintenance vehicle 14b of the leading vehicle, the HT 34 can determine whether the maintenance vehicle 14b is a non-powered vehicle or a powered vehicle. 14b.

  Returning to FIG. 1, the wireless communication unit 20 of each of the maintenance vehicles 14 a and 14 b can wirelessly communicate with another wireless communication unit 20 via the antenna 18 and the wireless 52 of the own vehicle.

  Further, the HT 34 mounted on the maintenance vehicle 14b downloads various types of information related to the maintenance vehicle 14b from a maintenance area terminal arranged in the maintenance area office. These pieces of information are referred to and compared with information stored in the database unit 24 via the data output unit 22.

  In this case, the downloaded information includes data (route information data) in which a travel route (route) plan table (route plan table) on the track 12 of the maintenance vehicle 14b is described.

  The database unit 24 stores wiring diagram data. The wiring diagram data is data representing the arrangement of the track 12 in the station premises or in the middle of the station. The route information data is data indicating the route of the maintenance vehicle 14b in the route plan table.

  Further, the HT 34 can request the station PRC to set or cancel the route on which the maintenance vehicle 14b can move by the operation of the person in charge during the maintenance work. Based on the request from the HT 34, the station PRC sets or cancels the route in which the maintenance vehicle 14b can move on the track 12, and when the setting or the cancellation is completed, the station PRC wirelessly transmits a request response indicating completion. 54 to the HT 34. The HT 34 outputs the request and the request response received via the antenna 32 to the processing unit 26 via the data output unit 22 as route information related to the setting or cancellation of the route.

  The route refers to a predetermined section on the track 12 on which the maintenance vehicle 14b on which the HT 34 is mounted can move, and the station PRC is between the insulators 62 on the track 12, between the branching devices (not shown), or It is possible to set or cancel not only between the insulator 62 and the branching device but also the insulator 62 forming these sections and / or other sections beyond the branching device as a course. It is.

  The GPS receivers 38 of the maintenance vehicles 14a and 14b generate a PPS signal (Pulse Per Second) signal based on a GPS signal received from a GPS satellite (not shown) via the radio 56 and the antenna 36, and the PPS signal is used as a reference signal. To each processing unit 26. The PPS signal is used as a wireless communication synchronization signal in the wireless communication unit 20.

  In the database unit 24 of each maintenance vehicle 14a, 14b, in addition to the above-described wiring diagram data and route information data, a vehicle ID indicating the identification number of the maintenance vehicles 14a, 14b forming the formation vehicle 14, and maintenance Stores the vehicle lengths of the production vehicles 14a and 14b, the total length (knitting growth) of the knitting vehicle 14 including the lengths of the vehicles and the coupler 64, and the course information output from the HT 34 to the data output unit 22. Has been. The vehicle ID, the vehicle length, and the knitting growth are stored in the database unit 24 by an input operation of the touch panel monitor 44 by the person in charge or another worker when the knitting vehicle 14 is knitted in the maintenance base.

  As another method, vehicle IDs and vehicle lengths of a plurality of maintenance vehicles housed in the maintenance base are stored in the database unit 24 in advance, and the operator's touch panel monitor during formation of the formation vehicle 14 It is also possible to display the vehicle body ID and the vehicle length on the touch panel monitor 44 during the operation of 44 and allow the person in charge or the other worker to select them. In this case, the selected vehicle ID and vehicle length data and the knitting growth data determined based on the selected vehicle length are output to the processing unit 26 as knitting information or stored in the database unit 24. Is done.

  In FIG. 1, since the person in charge of the maintenance work carries the HT 34 and gets on the maintenance vehicle 14b, the input operation to the touch panel monitor 44 is actually performed on the maintenance vehicle 14b side. Each data including the vehicle ID, the vehicle length, and the knitting growth described above is stored in the database section (knitting growth storage means) 24 of the maintenance vehicle 14b.

  Here, the input operation of the touch panel monitor 44 by the person in charge will be described more specifically. Two maintenance vehicles 14a and 14b among the plurality of maintenance vehicles housed in the maintenance base are connected to the coupler 64. When the person in charge is physically connected to the vehicle, the person in charge operates the touch panel monitor 44 of the maintenance vehicle 14b on which he / she rides to information related to the maintenance vehicles 14a and 14b for forming the formation vehicle 14 (vehicle type). (Model), vehicle number (vehicle ID) or vehicle length) and knitting state (the number of maintenance vehicles 14a and 14b forming the formation vehicle 14 and the order of formation of the maintenance vehicles 14a and 14b) are input. . Thereby, the touch panel monitor 44 outputs each of the contents input by the worker and the knitting growth of the knitting vehicle 14 determined based on the vehicle length to the processing unit 26 as knitting information. The organization information is stored in the database unit 24.

  Of course, the input operation to the touch panel monitor 44 of the maintenance vehicle 14b may be performed by another worker who gets on the maintenance vehicle 14b.

  The data output unit 22 of the maintenance vehicle 14b outputs the knitting information and the course information such as the vehicle ID, the vehicle length, and the knitting growth stored in the database unit 24 to the processing unit 26, or determines these data as a parent machine. This is transmitted to the maintenance vehicle 14 a via the unit 21, the wireless communication unit 20, the antenna 18, and the wireless 52. Therefore, the database 24 of the maintenance vehicle 14a stores the data (knitting information and route information) received via the radio 52, the antenna 18, and the radio communication unit 20. Thereby, each maintenance vehicle 14a, 14b shares the same formation information and course information.

  The speed sensor 42 of the maintenance vehicle 14a outputs the speed of the host vehicle (maintenance vehicle 14a) corresponding to the rotation speed of the wheels 40 to the processing unit 26 as a vehicle speed pulse. The vehicle upper element 50 disposed below the maintenance vehicle 14 a detects the ground element 58 disposed at a predetermined interval along the track 12 (for example, 1 km from the starting point of the route including the track 12) via the radio 60. Then, the detection signal is output to the processing unit 26.

  Further, the distance detection unit (first position detection means) 27 of the maintenance vehicle 14a is based on the vehicle speed pulse from the speed sensor 42 for 100 ms from the previous current position (for example, a position 100 ms before) to the current time. The travel distance and traveling direction of the host vehicle are calculated, and the vehicle speed of the host vehicle is calculated by dividing the travel distance by 100 ms. Further, the distance detection unit 27 also calculates the current position of the host vehicle at the current time (first current position of the power vehicle) based on the travel distance and the previous current position. In this case, the distance detection unit 27 corrects the current position of the host vehicle based on the detection signal from the vehicle upper part 50. Then, the processing unit 26 sends information on the own vehicle (vehicle speed and traveling direction (speed), first current position, vehicle ID, and vehicle length) to the maintenance vehicle 14b via the wireless communication unit 20, the antenna 18, and the wireless 52. Send.

  The base unit determination unit 21 of the maintenance vehicle 14b receives via the radio 52, the antenna 18 and the radio communication unit 20 when the maintenance vehicle 14a is regarded as a base unit and the maintenance vehicle 14b is regarded as a slave unit. Based on the vehicle ID included in the information, it is determined that the received information is information of the parent machine (maintenance vehicle 14a), and this information is output to the processing unit 26 via the data output unit 22.

  Unlike the distance detection unit 27 of the maintenance vehicle 14a described above, the distance detection unit (second position detection unit) 27 of the processing unit 26 has the first current position and the trained vehicle stored in the database unit 24. The current position of the maintenance vehicle 14b (second current position of the confirmation vehicle (non-powered vehicle)) is detected based on the 14 knitting growth.

  Each processing unit 26 of the maintenance vehicles 14a and 14b outputs the wiring diagram data, the route information data, the route information, the vehicle ID, and the vehicle length stored in the database unit 24 to the touch panel monitor 44, and further, the GPS receiving unit 38. Based on the PPS signal from the wireless communication unit 20, the wireless communication unit 20 takes a wireless communication timing with another vehicle (synchronization of transmission).

  As described above, the maintenance vehicles 14a and 14b share the knitting information and the course information, and further, the first current position is transmitted from the maintenance vehicle 14a to the maintenance vehicle 14b by radio 52. The processing unit 26 of the vehicle 14a calculates the current position of the leading vehicle in the knitted vehicle 14 (the second current position of the maintenance vehicle 14b) based on the first current position, the knitting information, and the course information. The current position, the second current position, the speed of the host vehicle (vehicle speed and direction of travel), and the course information (the course of the maintenance vehicle 14b) are displayed on the touch panel monitor 44, the index prevention control unit 28, and the collision prevention control unit 30. Output. On the other hand, the processing unit 26 of the maintenance vehicle 14b sends the first current position, the second current position, the composition information, and the course information to the touch panel monitor 44, the index prevention control unit 28, and the collision prevention control unit 30. Output.

  The index prevention control unit 28 of the maintenance vehicle 14a may cause the formation vehicle 14 to move out of the course based on the first current position, the second current position, the speed of the host vehicle, and the course information. When it is determined that there is a risk (there is a possibility of indexing), an alarm signal is output to the touch panel monitor 44 and the speaker 46 to warn the occupant (worker) of avoidance of indexing, and a brake signal is output to the brake device 48. Is output.

  In addition, the collision prevention control unit 30 of the maintenance vehicle 14a may collide with another vehicle (not shown) that is not the formation vehicle 14 in the track section where the maintenance work is performed, or there is no possibility of collision. When it is determined that the vehicle is in a stable state, an alarm signal is output to the touch panel monitor 44 and the speaker 46 to warn the worker of avoiding a collision, and a brake signal is output to the brake device 48.

  Therefore, the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14a are indexed by the own vehicle based on the alarm signal from the index prevention control unit 28 or the collision prevention control unit 30, or A worker who is in the own vehicle is notified by screen display or sound that there is a risk of a collision with another vehicle. Further, the brake device 48 brakes each wheel 40 based on the brake signal from the index prevention control unit 28 or the collision prevention control unit 30 to forcibly stop the maintenance vehicles 14a and 14b.

  On the other hand, the index prevention control unit 28 of the maintenance vehicle 14b determines that there is a risk of indexing the trained vehicle 14 based on the first current position, the second current position, and the route information. In this case, an alarm signal is output to the touch panel monitor 44 and the speaker 46 to warn the worker of avoiding the indexing. Further, the collision prevention control unit 30 of the maintenance vehicle 14b may collide with the other vehicle in the track section where the maintenance work is performed, or may not collide, but is in such a state. If it is determined that there is an alarm signal, an alarm signal is output to the touch panel monitor 44 and the speaker 46 to warn the worker of avoiding the collision. Thereby, the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14b are indexed by the own vehicle based on the alarm signal from the index prevention control unit 28 or the collision prevention control unit 30, or The fact that there is a possibility of a collision with the other vehicle is notified to a worker who is on the vehicle by screen display or sound.

  Incidentally, FIG. 1 is an example of the formation vehicle 14, and the control system 10 can also be applied to the formation vehicle 14 shown in FIGS. 2 and 3A to 3C. 2 and 3A to 3C, any of the formation vehicles 14 is illustrated as proceeding from the left side to the right side of the drawing.

  FIG. 2 shows a case where the maintenance vehicle 14a is a confirmation vehicle and the maintenance vehicle 14b is a powered vehicle. In this case, the person in charge of the maintenance work is on the maintenance vehicle 14b, which is the leading vehicle, and therefore the HT 34 is mounted on the maintenance vehicle 14b of the power vehicle. Therefore, the knitting information, the course information, and the first current position described above are transmitted from the maintenance vehicle 14b (first maintenance vehicle) to the maintenance vehicle 14a (second maintenance vehicle) by radio 52.

  FIG. 3A illustrates a knitting vehicle 14 having a connected knitting structure in which two maintenance vehicles 14a and 14b are connected by a coupler 64, that is, the knitting vehicle 14 shown in FIG. 1 or FIG.

  FIG. 3B illustrates a knitting vehicle 14 having a connected knitting structure in which five maintenance vehicles 14 a to 14 e are connected by a coupler 64. In this case, the maintenance vehicle 14a is a power vehicle, and the maintenance vehicle 14e of the leading vehicle is a confirmation vehicle. Therefore, the HT 34 (see FIGS. 1 and 2) is mounted on the maintenance vehicle 14e, and maintenance is performed. Between the vehicles 14a and 14e, it is possible to transmit / receive information related to each other vehicle, knitting information, and route information by wireless communication. Note that the maintenance vehicles 14b to 14d are non-powered vehicles that can be moved by a power vehicle, for example, a Toro vehicle for carrying a replacement ballast or rail.

  FIG. 3C illustrates a knitting vehicle 14 having a linked knitting structure in which five maintenance vehicles 14a to 14e are connected by a coupler 64. However, the maintenance vehicles 14a to 14d are power vehicles, and the maintenance vehicle 14e is It is different from the formation vehicle 14 in FIG. 3B in that it is a confirmation vehicle. In this case, the HT 34 is mounted on the maintenance vehicle 14e, and information related to each other vehicle, knitting information, and course information can be transmitted and received between the maintenance vehicles 14a to 14e by wireless communication. At that time, the base unit determination unit 21 (see FIGS. 1 and 2) of the maintenance vehicle 14e includes the information received from the maintenance vehicles 14a to 14d received by the wireless communication unit 20 in the information. Based on the vehicle ID and the composition information, the maintenance vehicle 14d closest to the maintenance vehicle 14e is selected as a parent device, and information on the selected parent device (first current position and the like) is output to the processing unit 26. Accordingly, the distance detection unit 27 in the processing unit 26 detects the current position (second current position) of the maintenance vehicle 14e based on the information on the nearest maintenance vehicle 14d.

  FIGS. 4A to 4C illustrate the index prevention control (advance prevention control) by the index prevention control unit 28 (see FIGS. 1 and 2). FIG. The movement of is illustrated. 4A to 4C are cases where the maintenance vehicle 14a is a confirmation vehicle and the maintenance vehicle 14b is a power vehicle, that is, the case shown in the example of FIG. 2, while FIG. Will be described as a case shown in the example of FIG. 3B.

  4A to 4C, the space between the insulator 62 on the left side of the drawing and the insulator 62 on the right side is the movable range (set course) of the trained vehicle 14, and the trained vehicle 14 travels from the left side to the right side of the drawing. In this case, even if the brake device 48 of the maintenance vehicle 14b performs a normal braking operation, at least the first vehicle (maintenance vehicle 14b) of the trained vehicle 14 proceeds out of the movable range. The range is from the right insulator 62 to the distance X1, and the distance X1 to the distance X2 is the second range.

  Here, since the HT 34 (see FIG. 2) is mounted on the maintenance vehicle 14 b, the processing unit 26 (data output unit 22) of the maintenance vehicle 14 b is connected via the wireless communication unit 20, the antenna 18, and the wireless 52. Then, various information (vehicle speed, traveling direction, first current position, route information, composition information) of the maintenance vehicle 14b is transmitted to the maintenance vehicle 14a. Therefore, the processing unit 26 of the maintenance vehicle 14a can also detect the leading position of the trained vehicle 14 (the first current position of the maintenance vehicle 14b) based on the information from the maintenance vehicle 14b.

  In this case, each index prevention control unit 28 causes the formation vehicle 14 to move out of the route based on the head position of the formation vehicle 14 and the route information (in the case of the maintenance vehicle 14b, the speed of the own vehicle). When it is determined that there is no risk of advancing, that is, the head position has not reached the first range and the second range, an alarm signal is output to the touch panel monitor 44 and the speaker 46, a brake The brake signal is not output to the device 48 (see FIG. 4A).

  Further, the index prevention control unit 28 of the maintenance vehicle 14b is in such a state although there is no possibility that the formation vehicle 14 will advance out of the course, that is, the head position is in the second range. If it is determined that there is an alarm signal, the alarm signal is output to the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14b. The touch panel monitor 44 and the speaker 46 are in an indexed state based on the alarm signal. The worker in the own vehicle is notified that the vehicle is going (see FIG. 4B).

  In this case, the index prevention control unit 28 of the maintenance vehicle 14a has the head position in the second range, so that the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14a are similar to the maintenance vehicle 14b. An alarm signal is output, and the touch panel monitor 44 and the speaker 46 notify the worker who is on the own vehicle that the trained vehicle 14 is being indexed based on the alarm signal (see FIG. 4B). ).

  Further, the index prevention control unit 28 of the maintenance vehicle 14b may maintain the maintenance vehicle 14 when it determines that the formation vehicle 14 may advance out of the course, that is, the head position is in the first range. While outputting an alarm signal to the touch panel monitor 44 and the speaker 46 of the vehicle 14b, the brake signal is output to the brake device 48. Thereby, the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14b notify the worker on the own vehicle that the trained vehicle 14 may be indexed based on the alarm signal, On the other hand, the brake device 48 brakes each wheel 40 based on the brake signal to forcibly stop the maintenance vehicles 14a and 14b (see FIG. 4C).

  In this case, the index prevention control unit 28 of the maintenance vehicle 14a has the head position within the first range, so that the touch panel monitor 44 and the speaker 46 of the maintenance vehicle 14a are similar to the maintenance vehicle 14b. Outputs an alarm signal. As a result, the touch panel monitor 44 and the speaker 46 notify the worker riding in the own vehicle that the trained vehicle 14 may be indexed based on the alarm signal (see FIG. 4C).

  Therefore, in FIG. 4B and FIG. 4C, the maintenance vehicles 14a and 14b warn workers who are in the own vehicle at substantially the same timing (in the maintenance vehicle 14b in FIG. 4C, further to the own vehicle). Brake braking).

  In addition, as shown in FIG. 5, when the course of the maintenance vehicle 14e is set beyond the plurality of insulators 62, the maintenance vehicles 14a and 14e of the formation vehicle 14 are wirelessly communicated as described above. Thus, the route information and the knitting information are shared by performing transmission / reception of the route information and the knitting information, so that it is possible to move integrally within the set route.

  As described above, according to the control system 10 according to this embodiment, as shown in FIG. 1, the maintenance vehicle 14b (confirmation) is performed from the radio communication unit 20 of the maintenance vehicle 14a (power vehicle) via the radio 52. The current position (first current position) of the maintenance vehicle 14a is transmitted to the wireless communication unit 20 of the vehicle), and the distance detection unit 27 of the maintenance vehicle 14b determines the maintenance vehicle 14b based on the first current position. The current position (second current position) is detected. In FIG. 2, the current position (second position) of the maintenance vehicle 14 b is transmitted from the wireless communication unit 20 of the maintenance vehicle 14 b (powered vehicle) to the wireless communication unit 20 of the maintenance vehicle 14 a (confirmation vehicle) via the wireless 52. 1 current position), and the distance detector 27 of the maintenance vehicle 14a detects the current position (second current position) of the maintenance vehicle 14a based on the first current position.

  Thus, even in a confirmation vehicle (maintenance vehicle 14b (see FIG. 1) or maintenance vehicle 14a (see FIG. 2)) in which sensors such as the speed sensor 42 and the vehicle upper part 50 are not mounted, the speed sensor 42 and The second current position can be detected based on the first current position of a powered vehicle (maintenance vehicle 14a (see FIG. 1) or maintenance vehicle 14b (see FIG. 2)) on which sensors such as the vehicle upper 50 are mounted. Therefore, even in the confirmation vehicle that is a non-powered vehicle, it is possible to perform the collision prevention control and the advance prevention control for the own vehicle based on the second current position.

  Further, since information can be transmitted and received between the maintenance vehicles 14a and 14b via the radio 52, information on the maintenance vehicles 14a and 14b (route information set in the maintenance vehicle 14b, etc.) Can be shared by the maintenance vehicles 14a and 14b. As a result, the passenger of the maintenance vehicle 14a and the passenger of the maintenance vehicle 14b can easily confirm the information via the touch panel monitor 44 or the like. it can.

  Further, when the knitted vehicle 14 is knitted by the maintenance vehicles 14a, 14b or 14a-14e, the vehicle control device 16 of the confirmation vehicle has a database unit 24 that stores knitting growth of the knitted vehicle 14, Since the distance detection unit 27 of the confirmation vehicle detects the second current position of the host vehicle based on the first current position and the knitting growth, the second current position can be accurately detected.

  Furthermore, as shown in FIG. 3C, when the knitted vehicle 14 is knitted by a plurality of powered vehicles (maintenance vehicles 14a to 14d) and confirmation vehicles (maintenance vehicle 14e), the master unit determination of the maintenance vehicle 14e is performed. The unit 21 regards the maintenance vehicle 14d closest to the maintenance vehicle 14e as the parent device among the information (first current position) received from the maintenance vehicles 14a to 14d received by the wireless communication unit 20, and this parent Since the machine information (first current position) is output to the processing unit 26, the distance detecting unit 27 determines the second current position of the host vehicle based on the first current position of the nearest maintenance vehicle 14d and the knitting growth. Can be accurately detected.

  Conventionally, when the leading vehicle of the formation vehicle 14 is a confirmation vehicle, and a power vehicle is connected to the rear of the confirmation vehicle, the person responsible for the maintenance work on the confirmation vehicle 14 On the other hand, since the worker of the powered vehicle does not know the route information, the worker makes a radio call with the person in charge to determine the route of the formation vehicle 14. There is a problem that the power vehicle must be operated while confirming the set state, which increases the burden on the person responsible for the maintenance work and the worker.

  On the other hand, in the control system 10 according to this embodiment, the route information that is set or canceled in the HT 34 mounted on the leading vehicle of the knitting vehicle 14 or the knitting information that is set on the touch panel monitor 44 is transmitted to the head By transmitting from the vehicle to other maintenance vehicles, all the maintenance vehicles in the formation vehicle 14 share the route information and the formation information. Further, by sharing the route information and the composition information, it is possible to display the route information and the composition information on the touch panel monitor 44 of each maintenance vehicle. The worker) can easily confirm the course information and the composition information. As a result, the above-described wireless call becomes unnecessary, and the burden on the responsible person and the worker can be reduced. Furthermore, in the power vehicle, since the movement of the host vehicle can be controlled based on the route information, the trained vehicle 14 can be moved integrally.

  Furthermore, since the index prevention control unit 28 of each vehicle control device 16 outputs a warning signal when there is a possibility that the formation vehicle 14 will advance outside the set course, the power vehicle While controlling the movement of the formation vehicle 14 including the vehicle, it is possible to warn an occupant (worker) of the powered vehicle of advancement out of the course. On the other hand, in the confirmation vehicle, it is possible to warn the occupant (worker) of the confirmation vehicle of advancement out of the course.

  Of course, the present invention is not limited to the above-described embodiment, and may employ various configurations.

It is a block diagram of the configuration of the control system according to this embodiment. It is a block diagram which shows the other example of the control system of FIG. 3A to 3C are explanatory diagrams of the formation of the formation vehicle. 4A to 4C are explanatory diagrams of the indexing prevention control of the trained vehicle. It is explanatory drawing of the movement on the setting course of a formation vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Control system 12 ... Track 14 ... Formation vehicle 14a-14e ... Maintenance vehicle 16 ... Vehicle control device 18 ... Antenna 20 ... Wireless communication part 21 ... Parent machine determination part 22 ... Data output part 24 ... Database part 26 ... Processing part 27 ... Distance detection unit 28 ... Indexing prevention control unit 30 ... Collision prevention control unit 34 ... HT 38 ... GPS reception unit 40 ... Wheel 42 ... Speed sensor 44 ... Touch panel monitor 46 ... Speaker 48 ... Brake device 50 ... Car upper 52 , 54, 56, 60 ... wireless 62 ... insulator 64 ... coupler

Claims (6)

When at least two maintenance vehicles (hereinafter referred to as a first maintenance vehicle and a second maintenance vehicle) are on the track,
The first maintenance vehicle includes first position detection means for detecting a current position of the first maintenance vehicle (hereinafter referred to as a first current position), and the second maintenance vehicle via the radio. A first vehicle control device having a first wireless communication means for transmitting the first current position;
The second maintenance vehicle includes second wireless communication means for receiving the first current position from the first wireless communication means via the radio, and the second maintenance vehicle based on the first current position. A maintenance vehicle control system comprising: a second vehicle control device having second position detection means for detecting a current position (hereinafter referred to as a second current position). The control system according to claim 1,
When a knitted vehicle is knitted by the first maintenance vehicle and the second maintenance vehicle,
The second vehicle control device further includes knitting growth storage means for storing knitting growth of the knitting vehicle,
The second position detection means detects the second current position based on the first current position and the knitting growth. A maintenance vehicle control system, characterized in that: The control system according to claim 2, wherein
When the formation vehicle is formed by a plurality of the first maintenance vehicle and the second maintenance vehicle,
The second vehicle control device includes the second current position among the first current positions received by the second wireless communication unit via the radio from the first wireless communication unit of the first maintenance vehicle. Determination means for outputting the first current position closest to the position to the second position detection means;
The maintenance control system for a maintenance vehicle, wherein the second position detection means detects the second current position based on the closest first current position and the knitting growth input from the determination means. The control system according to claim 2 or 3,
A route information output device that is carried by an occupant of the leading vehicle of the trained vehicle and outputs route information related to setting or canceling the route of the leading vehicle on the track to the vehicle control device of the leading vehicle,
The wireless communication means of the leading vehicle transmits the route information to the wireless communication means of another maintenance vehicle via the wireless,
The first vehicle control device controls the first maintenance vehicle so that the trained vehicle moves on the track based on the first current position and the route information. Control system. The control system according to claim 4, wherein
The first vehicle control device and the second vehicle control device further include an advance prevention control unit that prevents the formation vehicle from moving out of the course,
The advance prevention control unit of the first vehicle control device controls the movement of the first maintenance vehicle when there is a possibility that the formation vehicle will advance out of the course, and the first maintenance vehicle. Alarms for passengers,
The advance prevention control unit of the second vehicle control device issues a warning to an occupant of the second maintenance vehicle when the formation vehicle may advance out of the course. Vehicle control system. The control system according to claim 5, wherein
The first maintenance vehicle is a powered vehicle;
The second maintenance vehicle is a non-powered vehicle and a confirmation vehicle on which an occupant of the second maintenance vehicle rides to confirm the state of the track,
The first maintenance vehicle is further equipped with speed detection means for detecting the speed of the first maintenance vehicle,
The first position detection means detects a current position of the first maintenance vehicle based on the speed. A maintenance vehicle control system, comprising:

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