JP5618636B2 - Merge support system and merge support method - Google Patents

Description

  The present invention relates to a merge support system and a merge support method that support driving during train merging.

  The train merging work is performed while the crew of the train on the side to be merged (hereinafter referred to as “merged car”) and the staff outside the car cooperate with each other by radio, etc., and the speed is adjusted manually by the crew. This speed adjustment is a situation where crew members are required to have abundant experience and attention, for example, if the speed is too fast, the impact on the passengers will increase, and if the speed is too slow, the merging time will increase. In other words, the merger work cannot be performed by the driver alone, so the work efficiency is poor, and the burden on the crew is heavy because the attendant must pay attention to the signal from the attendant. For this reason, it has been desired to introduce a merger support system that can automatically perform merger support driving and also allows a crew member to intervene in the steering wheel.

  In addition, train consolidation work is performed as a preliminary preparation after opening the cover that covers the coupler and making it ready for connection. Although it is possible to confirm the state of the cover of the car), the state of the cover of the merged vehicle may not be confirmed by visual inspection. I had to. In other words, the merge operation could not be started unless it received a signal from the staff that the merge preparation was completed, and the work efficiency was poor. For this reason, it has been desired to introduce a merge support system in which only the crew members can check the state of the cover of the merged vehicle.

  Conventionally, for example, the merge support apparatus shown in Patent Document 1 below measures the distance between the merged vehicle and the merged vehicle using a sensor and displays information on the distance between the vehicles on a display device installed near the driver's seat. This reduces the burden on the crew.

JP-A-5-184003

  However, since the merge support apparatus shown in Patent Document 1 only provides information on the inter-vehicle distance, in terms of adjusting the speed while taking into consideration the cues of the clerk and the merge time, It is necessary to rely on the experience of the crew, and since the only information that the crew can confirm is the distance between the vehicles, the state of the cover of the merged vehicle must be confirmed with the staff, which improves work efficiency. There was a problem that not.

  This invention is made | formed in view of the above, Comprising: It aims at obtaining the merge support system and merge support method which improve the efficiency of merge work.

  In order to solve the above-described problems and achieve the object, a merge support system according to the present invention is mounted on a merged vehicle and mounted on a merged vehicle, the first transmission device having a ranging function, and the measurement vehicle. A second transmission device that has a distance function and outputs inter-vehicle distance information based on a signal output from the first transmission device, and is mounted on at least the combined vehicle and transmits a powering command or a brake command to each vehicle A train information management device, a speed generator mounted on at least the combined vehicle and generating a speed signal, a remaining distance based on the inter-vehicle distance information and the speed signal of the combined vehicle generated by the speed generator A merge support device that calculates the target speed of the merged vehicle based on the remaining running distance and generates the power running command or the brake command to follow the target speed. The support device receives the merge preparation completion signal output from the merged vehicle side via the second transmission device, and receives the merge support start command output from the merged vehicle side, Control of a power running command or the brake command is started.

  The merge support system according to the present invention produces an effect that the efficiency of merge work can be improved.

FIG. 1 is a diagram illustrating an example of the configuration of the merge support system according to the first exemplary embodiment of the present invention. FIG. 2 is a diagram illustrating an example of the remaining distance calculation. FIG. 3 is a diagram illustrating an example of a target speed set according to the remaining distance. FIG. 4 is a flowchart showing an example of a determination flow of the remaining distance. FIG. 5 is a diagram illustrating an example of a stop position in the merge support operation. FIG. 6 is a flowchart illustrating an example of a decision flow of merge support control corresponding to the remaining distance. FIG. 7 is a flowchart illustrating an example of a travel speed determination flow in the merge support control 1. FIG. 8 is a flowchart showing an example of a travel speed determination flow in the merge support control 2. FIG. 9 is a diagram illustrating an example of a pattern of merge support operation when a steering operation is intervened. FIG. 10 is a diagram illustrating an example of a state where the speed limit pattern is exceeded. FIG. 11 is a diagram illustrating an example of a state in which the merge support apparatus has failed. FIG. 12 is a diagram illustrating an example of the configuration of the merge support system according to the fifth embodiment of the present invention. FIG. 13 is a flowchart showing transmission of imaging data.

  Embodiments of a merge support system according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a diagram illustrating an example of the configuration of the merge support system according to the first exemplary embodiment of the present invention. The merge support system 100 shown in FIG. 1 includes, in the merged vehicle A, main components such as a handle 9, a merge support start operation unit 3, a train security device 8, a display device 4, a branching device 7a, and a millimeter wave radio transmission device. 4a, the merge support apparatus 15, and the train information management apparatus 6a. The merged vehicle B includes a train information management device 6b, a millimeter wave radio transmission device 4b, a branching device 7b, and a coupler 10b as main components.

  In the merged vehicle A, the merge support device 15 includes a travel management unit 1 and a target speed storage unit 2.

  The merge support start operation unit 3 is used when the merge support is started. When the crew operates the merge support start operation unit 3, it is possible to output a merge support start command 1D indicating the start of the merge support.

  The train security device 8 receives the speed limit information 14D from the ATS (Automatic Train Stop) ground device 13 via the ATS on-board device 12, and further receives the speed signal 15D generated by the speed generator 5 to support the merger. When the speed exceeds the speed limit information 14D, the emergency brake 13D can be output and the merged vehicle A can be stopped even when the merge assist device 15 is performing the merge assist operation. Although ATS is shown in FIG. 1, the present invention is not limited to this, and an operation security device such as ATC (Automatic Train Control) can also be used.

  The handle 9 can output handle operation information 2D when an accelerator and a brake operation are performed by a crew member.

  The display device 4 is provided beside the cab, for example, and not only displays the digitized remaining distance and the speed of the merged vehicle A, but also, for example, the merged vehicle A, the merged vehicle B, the inter-vehicle distance, and the traveling It is also possible to visualize information such as speed and display the status of merge support operation in real time. For example, the merged vehicle A, the merged vehicle B, the trajectory at the time of the merge support control, the target speed that changes stepwise, the remaining distance, etc. are schematically displayed. When the merge is started, both vehicles gradually approach, It is also possible to configure the remaining distance and the traveling speed to change in real time.

  When the coupling device 10a and the coupling device 10b are coupled and the merging of the merged vehicle A and the merged vehicle B is completed, the merging device 7a can transmit a merge completion signal 12D to the train information management device 6a. . When the cover of the coupler 10b is removed and the merging preparation is completed, the merging device 7b can transmit the merging preparation completion signal 22D to the train information management device 6b.

  The train information management device 6b can receive the merge preparation completion signal 23D transmitted from the splitting device 7b and transmit it to the millimeter wave radio transmission device 4b.

  The millimeter wave wireless transmission device 4b can modulate the merge preparation completion signal 23D and transmit it as a wireless signal to the millimeter wave wireless transmission device 4a.

  In the merged vehicle A, the millimeter wave wireless transmission device 4a can demodulate the merge preparation completion signal 24D transmitted from the millimeter wave wireless transmission device 4b and transmit it to the train information management device 6a. Further, the millimeter wave wireless transmission device 4a and the millimeter wave wireless transmission device 4b have a distance measuring function, and can transmit the inter-vehicle distance information 10D acquired by the distance measuring function to the train information management device 6a. . The millimeter-wave wireless transmission device 4a and the millimeter-wave wireless transmission device 4b only have to have a distance measuring function, and are not limited to millimeter-wave transmission devices.

  The train information management device 6a can collectively manage the information transmitted from the travel management unit 1. By transmitting information such as the merge support device failure 4D, power running command 5D, brake command 6D, etc. transmitted from the travel management unit 1 to the train information management device 8 to a vehicle control device such as a VVVF inverter not shown in the figure, It is possible to control the acceleration or deceleration of the merged vehicle A in the merge support operation. In FIG. 1, only one train information management device 6a is mounted on the merged vehicle A, but the train information management device 6a is mounted on each vehicle and connected to a transmission path laid between the vehicles. Thus, the information may be relayed to the train information management device of each vehicle. The above-described transmission path is a means for information transmission, and is not limited to the wired system. Further, the train information management device 6a is visualized using information such as the merged vehicle A, the merged vehicle B, the inter-vehicle distance, and the traveling speed in order to display the status of the merge support operation on the display device 4 in real time. It is also possible to output video data.

  The target speed storage unit 2 stores a plurality of target speeds corresponding to the inter-vehicle distance during the merge assist operation.

  When the merged vehicle A is stopped, the traveling management unit 1 receives the merge completion signal 9D and the merge support start command 1D, and outputs the target speed, the inter-vehicle distance information 10D, and the speed signal 15D in the target speed storage unit 2. Based on this, an accurate remaining running distance between the merged vehicle A and the merged vehicle B is obtained, and an optimum running pattern is calculated according to the remaining running distance. It is possible to transmit the power running command 5D to the train information management device 6a and start the merge support operation of the merged vehicle A. That is, the target speed corresponding to the remaining distance is selected, and the speed of the merged vehicle A follows the target speed. The traveling pattern indicates the relationship between the traveling speed of the combined vehicle A and the target speed in correspondence with the remaining distance.

  Note that when the above-mentioned remaining distance is obtained using the traveling distance of the combined vehicle A, the actual remaining distance and the traveling management unit 1 recognize the actual remaining distance due to the difference in the wheel diameter setting value and the actual wheel diameter. There is an error between the remaining run distance. On the other hand, the millimeter wave wireless transmission device 4a and the millimeter wave wireless transmission device 4b have a unique ranging calculation cycle (for example, about 500 ms), and the inter-vehicle distance obtained from the millimeter wave wireless transmission device 4a and the millimeter wave wireless transmission device 4b. The remaining distance for 500 ms cannot be grasped only by the distance information 10D. Therefore, the travel management unit 1 is configured to perform processing for correcting the distance information obtained from the speed signal 15D every distance measurement calculation cycle (500 ms), and to calculate the remaining distance in real time. Yes. In addition, the target speed is read from the target speed storage unit 2 here, but is not limited to this. For example, information such as the target speed is recorded in a portable storage medium in advance, An aspect in which the merge support device 15 is externally connected before train operation may be employed.

  The traveling management unit 1 controls the power running command 5D or the brake command 6D so that the traveling speed of the combined vehicle A follows the target speed corresponding to the remaining distance, and when the remaining distance becomes a predetermined value or less. The output of the power running command 5D is interrupted and switched to inertial running for merging. Moreover, the driving | running | working management part 1 receives the merge completion signal 12D, and complete | finishes merge assistance control, when the coupler 10a and the coupler 10b couple | bond. Details of the control of the power running command 5D or the brake command 6D will be described with reference to FIGS.

  The traveling management unit 1 can interrupt the output of the power running command 5D or output the brake command 6D when the steering operation information 3D is received while the merged vehicle A is in the merge support operation. In addition, when the driving management unit 1 receives the merge support start command 1D after receiving the steering operation information 3D, it can output the power running command 5D again and restart the merge support operation. If the merge support apparatus 15 does not operate normally for some reason, it is possible to output the merge support apparatus failure 4D. In that case, the train information management device 6a that has received the merge support device failure 4D can output the maximum service brake to each vehicle and interrupt the merge support operation. In that case, you may comprise so that manual operation can be performed with the handle | steering-wheel 9. FIG. Furthermore, for example, when the merge support device 15 cannot normally control the power running command 5D or the brake command 6D due to a failure of the merge support device, and the traveling speed of the merged vehicle A exceeds the speed limit pattern, The traveling management unit 1 is configured to interrupt the power running command 5D and output the emergency brake 13D by the train security device 8.

  FIG. 2 is a diagram illustrating an example of the remaining distance calculation. The vertical axis represents the distance between the merged vehicle A and the merged vehicle B, and the horizontal axis represents the travel distance of the merged vehicle A.

  Here, as described above, the millimeter wave wireless transmission device 4a and the millimeter wave wireless transmission device 4b have a ranging calculation cycle of about 500 ms. The dotted line extending in the horizontal direction and indicated in stages is the inter-vehicle distance based on the inter-vehicle distance information 10D output in about 500 ms steps.

  The solid line extending in the oblique direction is the inter-vehicle distance obtained by the speed signal 15D. The travel management unit 1 can correct the inter-vehicle distance (L1) obtained from the speed signal 15D with the inter-vehicle distance calculated at intervals of about 500 ms, and calculate the remaining travel distance (L2) as shown by the solid line. It is.

  FIG. 3 is a diagram illustrating an example of a target speed set according to the remaining distance. The vertical axis represents the traveling speed of the merged vehicle A, and the horizontal axis represents the remaining distance to the merged vehicle B. It is assumed that the merged vehicle A is stopped.

  When the merge support start operation point 1a receives the merge preparation completion signal 11D and the merge support start command 1D, the traveling management unit 1 corresponds to the remaining distance from the merge support start operation point 1a to the merged vehicle B. A speed is selected from the target speed storage unit 2. In this case, the target speed is selected to be 11 km / h, and a powering command 5D corresponding to 11 km / h is output. The merged vehicle A starts the merge support operation with a traveling pattern as shown by a one-dot broken line in FIG. 3, and when the remaining traveling distance becomes 19 m, the traveling management unit 1 selects 5 km / h as a new target speed. . Since it is necessary for the traveling management unit 1 to decelerate the combined vehicle A to the new target speed, the traveling management unit 1 interrupts the output of the power running command 5D and outputs the brake command 6D as necessary. Further, when the remaining running distance becomes 7 m, 2 km / h is selected as a new target speed, and the running speed that can be merged is controlled. In addition, when the merge support operation is started from the merge support start operation point 1a, the traveling speed in the section where the remaining distance is 19 m to 7 m is high, but this is for shortening the merge time, depending on the situation. The brake command 6D may be output earlier to decelerate.

  In the merge support start operation point 1b, the traveling management unit 1 receives the merge preparation completion signal 11D and the merge support start command 1D, and the target corresponding to the remaining distance from the merge support start operation point 1b to the merged vehicle B A speed is selected from the target speed storage unit 2. In this case, 11 km / h is selected as the target speed as described above, and the power running command 5D is output.

  Here, the merged vehicle A starts the merge support operation with a traveling pattern as shown by a one-dot broken line in FIG. 3, but the traveling management unit 1 interrupts the output of the power running command 5D at a point where the remaining traveling distance is 19 m. That is, when a new target speed (5 km / h) is selected during the effort to reach the first target speed, control is performed so as to follow the latter target speed.

  In this case, a brake command 6D is output to decelerate the combined vehicle A. Further, when the remaining running distance becomes 7 m, the target speed is reduced to about 2 km / h by selecting 2 km / h as the target speed and continuing the brake command 6D as described above. Note that the position (distance) at which the target speed changes and the value of the target speed are examples, and the present invention is not limited to this and can be arbitrarily changed. Also, more target speed steps may be set.

  FIG. 4 is a flowchart showing an example of a determination flow of the remaining distance. When the running management unit 1 receives the merge preparation completion signal 11D and the merge support start command 1D (step S1, Yes), the run management unit 1 starts the merge support operation, and the inter-vehicle distance information 10D from the millimeter wave wireless transmission device 4a at a certain interval. Is received (step S2).

  When the merged vehicle A continues the merge support operation without stopping, and the inter-vehicle distance information 10D changes (step S3, Yes), the traveling management unit 1 sets the inter-vehicle distance obtained by the speed signal 15D at intervals of about 500 ms. It correct | amends with the calculated inter-vehicle distance information 7D, and calculates | requires the remaining distance (step S4). When the coupler 10a and the coupler 10b are coupled and the merge completion signal 9D is received (step S6, Yes), the merge support control is terminated.

  If the inter-vehicle distance information 10D does not change because the merged vehicle A temporarily stops (step S3, No), the travel management unit 1 regards the inter-vehicle distance calculated at intervals of about 500 ms as the remaining travel distance (step S5). ). When the merge completion signal 9D is not received from the sorting device 7a (No at Step S6), the processes after Step S3 are executed.

  In this way, because the target speed is configured to change stepwise according to the remaining distance, the merge time can be shortened when the remaining distance is long, and when the remaining distance is short It is possible to suppress the impact at the time of merging without excessive acceleration.

  FIG. 5 is a diagram illustrating an example of a stop position in the merge support operation. In FIG. 5, the merged vehicle A traveling from the right side opens the covers of the coupler coupler 10a and the coupler 10b, for example, in preparation for merger. When the merge preparation completion signal 22D is received, the merged vehicle A temporarily stops about 40 m before the merged vehicle B.

  When receiving the merge support start command 1D, the traveling management unit 1 generates a speed limit pattern of 15 km / h based on the speed limit information 14D of ATS. The merged vehicle A starts control such as a power running command 5D and a brake command 6D (hereinafter referred to as “merging support control 1”) so as not to exceed the speed limit pattern, and stops again about 10 m before the merged vehicle B. The traveling management unit 1 generates a 4 km / h speed limit pattern based on the ATS speed limit information 14D. The millimeter wave wireless transmission device 4a measures the inter-vehicle distance to the merged vehicle B. The merged vehicle A starts control (hereinafter referred to as “merge support control 2”) so as not to exceed the speed limit pattern, and interrupts the output of the power running command 5D about 1 m before the merged vehicle B.

  FIG. 6 is a flowchart illustrating an example of a decision flow of merge support control corresponding to the remaining distance. The merged vehicle A temporarily stops about 40 m before the merged vehicle B, and when the crew operates the merge support start operation unit 3 (step S10), the traveling management unit 1 generates a speed limit pattern of 15 km / h. (Step S11). The merged vehicle A starts the merge support control 1 (step S12). Details of the merge support control 1 will be described later with reference to FIG. The power running command 5D or the brake command 6D is output with the stop target position approximately 10 m before the merged vehicle B. When it is determined that the remaining distance is within 10 m (Yes at Step S13), the remaining distance is stopped again, and the traveling management unit 1 generates a speed limit pattern of 4 km / h (Step S14). The traveling management unit 1 measures the inter-vehicle distance, and starts the merge support control 2 so that the merged vehicle A does not exceed the speed limit pattern (step S15). Details of the merge support control 2 will be described later with reference to FIG. The merged vehicle A interrupts the output of the power running command 5D approximately 1 m before the merged vehicle B, and performs connection by inertial running. The driving | running | working management part 1 complete | finishes the merge assistance control 2, when the merge completion signal 9D is received (step S16, Yes).

  In the merge support control 1, when the traveling management unit 1 determines that the remaining distance is not within 10 m (step S13, No), the process after step S12 is repeated.

  In the merge support control 2, the traveling management unit 1 repeats the processes after step S15 when the merge completion signal 9D is not received (step S16, No).

  FIG. 7 is a flowchart illustrating an example of a travel speed determination flow in the merge support control 1. FIG. 7 shows the determination step 701 of the power running command 5D and the brake command 6D and the deviation 702 of the traveling speed, which will be described below in correspondence with each other.

  The traveling management unit 1 outputs a power running command 5D at the point where the remaining distance of the merged vehicle A is 40 m, and performs the merge support operation while adjusting the vehicle speed of the merged vehicle A between 9 to 11 km / h. The combined vehicle A is configured to stop at a point where the remaining distance of the vehicle A is 10 m.

  In order to output a stop brake when the merged vehicle A exceeds the point of the remaining distance 15m, that is, when the remaining distance 10m is set as the stop target position and exceeds 5m before the stop target position (Step S101, Yes). In addition, the traveling management unit 1 outputs a brake command 6D (step S106).

  When the merged vehicle A does not exceed the remaining distance of 15 m (step S101, No), a value obtained by performing the merge support operation at a target speed (hereinafter referred to as “VP”) of 10 km / h and subtracting the target speed from the vehicle speed. When the vehicle speed (hereinafter referred to as “ΔV”) exceeds 1 km / h (step S102, Yes), the traveling management unit 1 outputs a brake command 6D to decelerate (step S107). Note that “B1” shown in step S107 corresponds to “B1” in the speed deviation state 702.

  When ΔV with respect to VP10 km / h does not exceed 1 km / h (step S102, No), when the brake is on and ΔV is less than 0 km / h (step S103, Yes), the vehicle travels with inertia. Therefore, the traveling management unit 1 interrupts the output of the brake command 6D (step S108). Note that “N2” shown in step S108 corresponds to “N2” of the deviation 702 of the traveling speed.

  When the brake is on and ΔV is not less than 0 km / h (No at Step S103), when the power running is on and ΔV exceeds 0 km / h (Step S104, Yes) In order to travel with inertia, the traveling management unit 1 interrupts the output of the power running command 5D (step S109). Note that “N1” shown in step S109 corresponds to “N1” of the deviation 702 of the traveling speed.

  When power running is ON and ΔV does not exceed 0 km / h (No in step S104), when ΔV is less than −1 km / h (step S105, Yes), traveling management is performed for acceleration operation. The unit 1 outputs a power running command 5D (step S110). Note that “P1” shown in step S107 corresponds to “P1” of the deviation 702 of the traveling speed.

  When ΔV is not less than −1 km / h (No at Step S105), the process after Step S13 in FIG. 6 is repeated to continue the merge support operation.

  FIG. 8 is a flowchart showing an example of a travel speed determination flow in the merge support control 2. FIG. 8 shows a determination step 801 of the power running command 5D and the brake command 6D and a deviation 802 of the traveling speed, as in FIG.

  The traveling management unit 1 outputs a power running command 5D at the point where the remaining distance of the merged vehicle A is 10 m, and performs the merge support operation while adjusting the vehicle speed of the merged vehicle A between 1 to 3 km / h. At the point where the remaining distance of the car A is 1 m, the merged vehicle A is switched to coasting and merged as it is. If the remaining distance of the merged vehicle A exceeds the point of 1 m (step S201, Yes), the traveling management unit 1 interrupts the output of the brake command 6D and the power running command 5D (step S206). Note that “N1” and “N2” shown in step S206 correspond to “N1” and “N2” of the deviation 802 in travel speed.

  When the remaining distance of the merged vehicle A does not exceed the point of 1 m (step S201, No), the merge support operation is performed at VP2 km / h, and when ΔV exceeds 1 km / h (step S202, Yes), the vehicle decelerates. Therefore, the traveling management unit 1 outputs a brake command 6D (step S207). Note that “B1” shown in step S207 corresponds to “B1” of the deviation 802 in travel speed.

  When merge support operation is performed at VP2 km / h and ΔV exceeds 1 km / h (step S202, No), when the brake is ON and ΔV is less than 0 km / h (step S203, Yes) In order to travel with inertia, the traveling management unit 1 interrupts the output of the brake command 6D (step S208). Note that “N2” shown in step S208 corresponds to “N2” of the deviation 802 in the traveling speed.

  When the brake is on and ΔV is not less than 0 km / h (No at Step S203), when the power running is on and ΔV exceeds 0 km / h (Yes at Step S204) In order to travel with inertia, the traveling management unit 1 interrupts the output of the power running command 5D (step S209). Note that “N1” shown in step S209 corresponds to “N1” of the deviation 802 in travel speed.

  When power running is ON and ΔV does not exceed 0 km / h (step S204, No), when ΔV is less than −1 km / h (step S205, Yes), traveling management is performed for acceleration operation. The unit 1 outputs a power running command 5D (step S210). It should be noted that “P1” shown in step S210 corresponds to “P1” of the deviation 802 in the traveling speed.

  When ΔV is not less than −1 km / h (No at Step S205), the process after Step S16 in FIG. 6 is repeated to continue the merge support operation.

  As described above, according to the merge support system 100 of the first embodiment, the inter-vehicle distance information 7D obtained from the millimeter wave wireless transmission device 4b having the distance measuring function is corrected, and based on the accurate remaining distance. Since the target speed of the merged vehicle A can be obtained, it is possible to eliminate the error of the inter-vehicle distance information 10D due to the calculation cycle of the millimeter wave wireless transmission device 4b and to calculate the remaining distance in real time.

  In addition, when the merge support start operation unit 3 is operated from the state where the merged vehicle A is stopped, the merge support running is automatically started and controlled until the merge is completed. Therefore, after confirming the signal, it is no longer necessary to perform the merge support operation by the manual operation of the crew, and it is possible to perform an efficient merge operation. In addition, since the target speed is changed according to the merge start point, if the remaining distance is long, the initial target speed can be set higher and the merge time can be shortened. If it is short, it is possible to set the initial target speed lower and suppress unnecessary acceleration / deceleration. Further, since the target speed is changed stepwise according to the remaining distance, it is possible to suppress the impact at the time of merging.

  Furthermore, since the display device 4 displays the visualized information, conventionally, only the numerical inter-vehicle distance information 10D is displayed. However, the merge support such as the relationship between the train operation state and the target speed is provided. Since the driving situation can be easily grasped, the crew can take measures such as immediately stopping the combined vehicle A when an abnormality is found in the combined support driving of the combined vehicle A.

Embodiment 2. FIG.
The merge support system 100 according to the second embodiment is configured to be able to interrupt the output of the powering command 5D or the brake command 6D and resume the merge support operation when the steering operation intervenes during the merge support operation. .

  FIG. 9 is a diagram illustrating an example of a pattern of merge support operation when a steering operation is intervened. When the merged vehicle A is stopped, the traveling management unit 1 selects a target speed corresponding to the remaining running distance from the target speed storage unit 2 when receiving the merge preparation completion signal 11D and the merge support start command 1D. Here, as an example, 11 km / h is selected as the target speed, and a power running command 5D corresponding to 11 km / h is output. The merged vehicle A starts the merge support operation in a traveling pattern as shown by a dashed line in FIG.

  Here, when steering operation intervenes, the traveling management unit 1 interrupts the output of the power running command 5D and outputs the brake command 6D as necessary. For example, when the merged vehicle A is stopped when the remaining distance is about 19 m and the merge support operation is started again, the crew may operate the merge support start operation unit 3. When traveling management unit 1 receives merge support start command 1D, it selects 5 km / h as a new target speed and outputs power running command 5D. When the remaining distance is around 7 m, 2 km / h is selected as the new target speed. The line command 5D is interrupted, the brake command 6D is output as necessary, and the speed is reduced to around 2 km / h.

  As described above, according to the merge support system 100 of the second embodiment, when a steering operation intervenes during the merge support operation, the output of the power running command 5D or the brake command 6D is interrupted, and the merge support operation is resumed. Since it is configured so that the crew can stop the merged vehicle A due to some cause during the merge support operation, when the steering operation intervenes, the merge support operation is interrupted and the crew Since it is possible to prioritize the steering operation, it is possible to realize a merge support operation with a high degree of freedom.

Embodiment 3 FIG.
In the merge support system 100 according to the third embodiment, when the merge support device 15 fails during the merge support operation, the merge support device 15 detects a failure of the merge support device 15 by the self-monitoring circuit included in the travel management unit 1. Is configured to output the merge support apparatus failure 4D, simultaneously interrupt the output of the power running command 5D, and interrupt the merge support operation without depending on the merge support start command 1D and the speed limit information 14D.

  FIG. 11 is a diagram illustrating an example of a state in which the merge support apparatus has failed. In the case where the merge support device 15 performs the merge support operation of the merged vehicle A, when the self-monitoring circuit detects a failure, the traveling management unit 1 outputs the merge support device failure 4D and outputs the power running command 5D. Interrupt.

  The train security device 8 can output the maximum service brake to each vehicle and stop the combined vehicle A. In addition, you may comprise so that a merge operation may be restarted by manual operation after stopping once.

  As described above, according to the merge support system 100 of the third embodiment, when the travel management unit 1 outputs the merge support device failure 4D, the output of the power running command 5D is interrupted, and the train security device 8 performs the brake command. 17D is output and the merged vehicle A is stopped. Therefore, even when the merge support operation by the merge support system 100 cannot be performed, the merge operation can be continued by switching to the conventional manual operation.

Embodiment 4 FIG.
The merge support system 100 according to the fourth embodiment depends on the power running command 5D, the brake command 6D, and the merge support start command 1D when the speed limit pattern based on the speed limit information 14D is exceeded during the merge support operation. The train safety device 8 is configured to output the emergency brake 13D.

  FIG. 10 is a diagram illustrating an example of a state where the speed limit pattern is exceeded. In the case where the train is traveling manually or by steering operation, if the speed limit pattern generated by the speed information 14D transmitted from the ATS ground device 13 is exceeded, the travel management unit 1 outputs the power running command 5D. While being interrupted, the train security device 8 can output the emergency brake 13D to stop the combined vehicle A urgently. In addition, you may comprise so that a driving | operation may be restarted by operation of a merge assistance start operation part, or a manual driving | operation after stopping temporarily by the emergency brake 13D.

  As described above, according to the merge support system 100 of the fourth embodiment, when the speed limit pattern is exceeded, the traveling management unit 1 interrupts the output of the power running command 5D, and the train safety device 8 activates the emergency brake 13D. When the speed of the merged vehicle A exceeds the speed limit pattern for some reason, such as when the merge support device 15 fails and the output of the powering command 5D cannot be interrupted, for example, FIG. Regardless of the target speed such as 5 km / h or 2 km / h shown in FIG.

Embodiment 5. FIG.
In the first to fourth embodiments described above, the merge support system using the remaining distance and target speed information calculated based on the inter-vehicle distance information obtained from the millimeter-wave wireless transmission device having a ranging function has been described. In Embodiment 5, a merge support system that uses image data of a camera will be described.

  FIG. 12 is a diagram illustrating an example of the configuration of the merge support system according to the fifth embodiment of the present invention. In the merged vehicle A, the merge support system 100 shown in FIG. 12 includes, as main components, a merge support start operation unit 33, a display device 34, a merging device 37a, a transmission device 36a, a merge support device 32, and train information management. It has the apparatus 35a. The merged vehicle B includes a train information management device 35b, a transmission device 36b, a sorting and combining device 37b, a coupler 38b, and a camera 11 as main components.

  In the merged vehicle A, the merge support start operation unit 33 is used when the merge support is started. The crew support can be started by operating the merge support start operation unit 33.

  The display device 14 is provided beside the cab, for example, and can receive the imaging data 34D of the camera 11 and display the state of the coupler 38a. The timing for displaying the imaging data 34D can be arbitrarily set. For example, the state of the coupler 38a can be displayed before the merge operation is started. Further, the display device 34 can be switched alternately with other video data (for example, when the movement of the merged vehicle A and the target speed are displayed in real time in association during the merge operation). May be.

  When the coupler 38a and the coupler 38b are coupled and the merging of the merged vehicle A and the merged vehicle B is completed, the merging device 37a can transmit a merge completion signal 33D to the train information management device 35a. . The merging device 37b can transmit a merge preparation completion signal to the train information management device 35b when the cover of the coupler 38b of the merged vehicle B is removed and the merge preparation is completed.

  In the merged vehicle B, the camera 11 is installed in the leading vehicle of the merged vehicle B toward the merged vehicle A. Since the coupler 38a of the merged vehicle A is photographed, it is possible to confirm whether or not the merged preparation of the merged vehicle A is completed. In FIG. 12, the camera 11 is installed only in the merged vehicle B. However, the merged vehicle A may also be a merged vehicle, and therefore may be installed in the merged vehicle A.

  The train information management device 35b can transmit the imaging data 34D of the camera 11 received from the sorting device 37b to the transmission device 36b. The transmission device 36b can modulate the imaging data 34D and transmit it to the transmission device 36a as a radio signal. The transmission device 36a and the transmission device 36b may be devices that can transmit the band of the imaging data 34D in a wireless manner.

  In the merged vehicle A, the transmission device 36a can demodulate the imaging data 34D transmitted from the transmission device 36b and transmit it to the train information management device 35a. The train information management device 35a can collectively manage the information transmitted from the travel management unit 31. The train information management device 35a merges information such as the power running command 5D and the brake command 6D transmitted from the travel management unit 31 of the merge support device 32 to a vehicle control device (not shown). The acceleration or deceleration of the car A can be controlled.

  In FIG. 12, only one train information management device 6a is mounted on the merged vehicle A, but the train information management device 6a is mounted on each vehicle and connected to a transmission path laid between the vehicles. Thus, information such as the power running command 5D and the brake command 6D may be relayed to the train information management device of each vehicle. The above-described transmission path is a means for information transmission, and is not limited to the wired system.

  Next, the operation from when the imaging data 34D is received until the merge operation is started will be described. When the crew member of the merged vehicle B determines that the merged vehicle A can be started, for example, when the merged vehicle A approaches a predetermined position, the crew member 39 performs the predetermined operation, thereby Is started, and photographing of the coupler 38a of the combined vehicle A is started. In addition, you may comprise so that imaging | photography may be started automatically, when the merged vehicle A approaches a predetermined distance.

  The imaging data 34D is transmitted to the transmission device 36b via the train information management device 35b of the merged vehicle B. The imaging data 34D modulated by the transmission device 36b is transmitted to the transmission device 36a of the combined vehicle A, demodulated, and then transmitted to the train information management device 35a.

  The imaging data 34D is transmitted to the display device 34, and the crew can check the state of the coupler. If the cover of the coupler 38a is closed, it is possible to determine that the merge operation is not started or that the merge operation is interrupted if the merge operation is being performed. If the cover of the coupler 38a is opened and the preparation for merging is completed, the crew operates the merging support start operation unit 33. The traveling management unit 31 outputs the power running command 31D or the brake command 32D when receiving the signal indicating the start of the merge transmitted from the merge support start operating unit 33 and the merge preparation completion signal transmitted from the merged vehicle B. It is possible to start the merge operation. When the coupler 38a and the coupler 38b are coupled, the traveling management unit 31 receives the merge completion signal 33D and ends the merge support control. In addition, the camera 39 ends the transmission of the imaging data 34D.

  FIG. 13 is a flowchart showing transmission of imaging data. When the crew member of the merged vehicle B performs a predetermined operation, the camera 39 starts photographing the coupler 38a of the merged vehicle A. The imaging data 34D is transmitted to the transmission device 36b via the train information management device 35b of the merged vehicle B (step S301). The imaging data 34D is transmitted to the display device 34, and the crew member who confirms that the cover of the coupler 38a is opened operates the merge support start operation unit 33. When the traveling management unit 31 receives the signal indicating the merge support start operation and the merge preparation completion signal, the traveling management unit 31 outputs the power running command 31D or the brake command 32D and starts the merge operation. Then, when the coupler 38a and the coupler 38b are coupled and the traveling management unit 31 receives the merge completion signal 33D (step S302, Yes), the camera 39 ends the transmission of the imaging data 34D (step S303).

  When the coupler 38a and the coupler 38b are not coupled and the merge completion signal 33D is not received from the merging device 37a (step S302, No), the processes after step S302 are repeated.

  As described above, according to the merge support system 100 of the fifth embodiment, the camera 39 that captures the leading vehicle of the merged vehicle A is mounted on the merged vehicle B, and the imaging data 34D of the camera 39 is stored in the merged vehicle A. The transmission device 36b for transmitting, the transmission device 36a for receiving the imaging data 34D from the merged vehicle B, and the train information management device 35a for receiving the imaging data 34D via the transmission device 36a. Since the imaging data 34D is transmitted to the driver's seat display device 14, the crew member of the merged vehicle A can check the state of the coupler 38a of the merged vehicle A. It is possible to start.

  As described above, the present invention can be applied to the merge support system that supports the operation when the trains are merged, and is particularly useful as an invention that can improve the efficiency of the merge operation.

DESCRIPTION OF SYMBOLS 1,31 Travel management part 1a, 1b Merge support start operation point 2 Target speed memory | storage part 3,33 Merge support start operation part 4,34 Display apparatus 4a, 4b Millimeter wave radio transmission apparatus 5 Speed generator 6a, 6b, 35a, 35b Train information management device 7a, 7b, 37a, 37b Splitting device 8 Train security device 9 Handle 10a, 10b, 38a, 38b Coupler 12 ATS on-board device 13 ATS ground device 15, 32 Merge support device 36a, 36b Transmission device 39 Camera 100 Merge support system A Merged vehicle B Merged vehicle 1D Merge support start command 2D, 3D Handle operation information 4D Merge support device failure 5D, 18D, 31D Power running command 6D, 17D, 32D Brake command 7D Inter-vehicle distance information 8D, 11D , 22D, 23D, 24D Merge ready signal 9D, 12D, 33D Merge completed signal 10D Inter-vehicle distance information 13D Emergency brake 14D Speed limit information 15D Speed signal 34D Imaging data L1 Remaining distance before correction L2 Remaining distance after correction

Claims (7)

A first transmission device mounted on the merged vehicle and having a ranging function;
A second transmission device mounted on an annexed vehicle and having distance measuring function and outputting inter-vehicle distance information based on a signal output from the first transmission device;
A train information management device mounted on at least the annexed vehicle and transmitting a powering command or a brake command to each vehicle;
A speed generator mounted on at least the annexed vehicle for generating a speed signal;
The remaining distance is calculated based on the inter-vehicle distance information and the speed signal of the combined vehicle generated by the speed generator, the target speed of the combined vehicle is calculated based on the remaining distance, and the target speed is calculated. A merge support device for generating the power running command or the brake command to follow,
With
The merge support device receives a merge preparation completion signal output from the merged vehicle side via the second transmission device, and is merged support output from the merged vehicle side when the merged vehicle is stopped. When a start command is received, a position closer to the merged vehicle side than a position where the merged vehicle is stopped by starting control of the power running command or the brake command so as not to exceed the target speed calculated at the time of stop The first merge support control is performed to stop the merged vehicle again, and the power running command or the target command is set so as not to exceed a target speed that is lower than the target speed calculated at the stop before starting the first merge support control. A merge support system that performs second merge support control for starting control of a brake command.   The merge support device interrupts the control of the power running command or the brake command when the steering operation information is received, and resumes the control of the power running command or the brake command when the merge support start command is received. The merge support system according to claim 1.   The merge support system according to claim 1, wherein the train information management device outputs a regular maximum brake command when receiving a failure signal of the merge support device. It has a train security device that receives speed limit information transmitted from the ground device,
When the speed limit information is received,
The merge support device interrupts control of the power running command or the brake command,
The merge support system according to claim 1, wherein the train security device outputs an emergency brake.   The train information management device is video data in which the running conditions of the merged vehicle and the merged vehicle change in real time, and at least the video data visualizing the target speed and the running state of the train is a predetermined display device The merge support system according to any one of claims 1 to 4, wherein the merge support system is output to. The first transmission device has a ranging function and transmits imaging data from a camera that is mounted on the merged vehicle and photographs the coupler of the merged vehicle to the merged vehicle,
The second transmission device outputs inter-vehicle distance information and receives the imaging data from the combined vehicle,
The train information management device transmits a power running command or a brake command to each vehicle, and outputs the imaging data received via the second transmission device to a driver seat display device. The merge support system according to any one of 1 to 5. A method for supporting the merging of trains,
A measuring step for measuring a distance between the merged vehicle and the merged vehicle;
A receiving step for receiving inter-vehicle distance information measured by the measuring step;
A generation step of calculating a remaining distance based on the inter-vehicle distance information and the speed information of the merged vehicle, and generating a target speed of the merged vehicle based on the calculated remaining distance information;
The power running command or the brake command control is started so that the traveling speed of the merged vehicle follows the target speed calculated when the merged vehicle is stopped, and a position closer to the merged vehicle side than the stopped position. A first merging support control step for stopping the merged vehicle again;
A target speed calculation step for calculating a target speed lower than the target speed calculated at the time of stop before the start of control in the first merge support control step;
A second merge support control step for starting control of the power running command or the brake command so as not to exceed the target speed calculated in the target speed calculating step;
The merge support method characterized by including this.

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