JPH11129901A - Punning support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a function for running plural vehicle lines safely at a low cost, relating to a running support device for controlling a vehicular running state where plural vehicles run in parade. SOLUTION: A running support device mounting a main lien 12 on a vehicle running in parade by plural cars is provided. An obstacle sensor for watching the prescribed range of a vehicular advance direction is provided. When the obstacle sensor detects a vehicular line proceeded in the advance direction, the rear prescribed distance of the proceeded vehicular line is set as a blocked section in which an own car should not be entered. The vehicular running state is controlled so that the own car is not entered in the blocked section set like above.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving support device, and more particularly, to a driving support device suitable as a device for controlling a driving state of a vehicle traveling by a plurality of vehicles.

[0002]

2. Description of the Related Art Conventionally, for example, railway business seminar No.
2. As disclosed in “Introduction to Signal Security and Railway Communication”, ATC (Automated Train Control) of railways is known. In the railway ATC system, communication between railway vehicles is performed via rails. Rails are laid along the railcar tracks. For this reason, in ATC, communication between railway vehicles can be continued even if the railway vehicles are traveling on any track.

In the ATC system, a plurality of closed sections are continuously set on a track of a railway vehicle, and each railway vehicle is controlled by communication so that a plurality of railway vehicles do not coexist in a single closed section. . Specifically, when one railroad vehicle is present in one closed section, a railroad vehicle that follows the railroad vehicle stops at least in the closed section adjacent to the one closed section. An instruction is issued by communication via. For this reason, according to the ATC system, it is possible to reliably prevent a plurality of railway vehicles from entering a single closed section, and to ensure safe traveling of the railway vehicles.

[0004]

However, the above-mentioned ATC
In order to apply the system to a non-railway transportation system, that is, a transportation system that does not have rails as an infrastructure facility, a continuous connection between the vehicle and the control center must be made along the track of the vehicle traveling in the transportation system. It is necessary to install communication means that enables communication. Therefore, large capital investment is required to realize the above-mentioned ATC system in transportation systems other than railways.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and has an object to realize, with a low-cost configuration, a traveling support device capable of safely traveling each vehicle platoon in a traffic system in which a plurality of vehicles travel. Aim.

[0006]

SUMMARY OF THE INVENTION It is an object of the present invention to monitor a predetermined range in a traveling direction of a vehicle in a driving support device mounted on a vehicle traveling on a plurality of predetermined tracks. Monitoring means, a closed section setting means for setting a closed section in which entry of the vehicle is prohibited in the track based on a monitoring result of the monitoring means, and a control section of the vehicle so that the vehicle does not enter the closed section. This is achieved by a traveling support device including: traveling control means for controlling a traveling state.

In the present invention, when a vehicle traveling on a predetermined track monitors the traveling direction of the vehicle and detects an area to which the vehicle should not enter for safe traveling, the area is set as a closed section. . When the closed section is set, the vehicle is controlled so as not to enter the section.
If individual vehicles do not enter the closed section, all vehicles can travel safely.

[0008] The object of the present invention is as described in claim 2.
2. The driving support device according to claim 1, wherein the transmitting unit transmits vehicle information to the spot communication device disposed at a predetermined position on the track when the vehicle passes through the predetermined position. Receiving means for receiving, from the spot communicator, information on a vehicle traveling ahead of the vehicle when the vehicle passes through the predetermined position.

In the present invention, the vehicle can communicate with the infrastructure facility every time the vehicle passes the position where the spot communication device is arranged. Spot communication devices are less expensive than communication devices for ensuring continuous communication between infrastructure facilities and vehicles. For this reason, the system of the present invention can be realized at low cost. According to a third aspect of the present invention, the above-mentioned object is achieved by the travel assist device according to the second aspect, wherein the predetermined position is a station at which the vehicle starts and stops.

[0010] In the present invention, the spot communication device is provided at a station where the vehicle starts and stops. Therefore, according to the present invention, departure-related information and stop-related information can be provided from the infrastructure facility side to the vehicle using the spot communication device. According to a fourth aspect of the present invention, the above-mentioned object is achieved by a travel assist device in which the predetermined position is a curved portion on the track.

In the present invention, the spot communication device is disposed at a curved portion on the track. In the curved section, the monitoring means may not be able to properly relate to the situation in front of the vehicle. According to the present invention, under such circumstances, necessary information can be provided to the vehicle from the infrastructure side. Therefore,
According to the present invention, a vehicle can be safely driven along a track. In the present invention, the curved portion on the track includes a curve in the left-right direction, that is, a curve of the track, and a curve in the up-down direction, that is, a undulation of the track.

[0012]

FIG. 1 is a diagram schematically showing an infrastructure facility of an automatic transportation system according to a first embodiment of the present invention. The infrastructure facility has a lane marker 10. The lane marker 10 is laid along the main line 12 and the standby line 14. The main line 12 is a lane on which an autonomous vehicle described later travels to transport passengers. Further, the standby line 14 is a lane for making a surplus vehicle wait.

The main line 12 has straight portions 16 and 18 and loop portions 20 and 22. In the straight section 16, a first station 24, a second station 26, and a third station 28 are provided in order at predetermined intervals. On the other hand, the fourth station 3
The 0, fifth and sixth stations 32 and 34 are provided in order at a predetermined interval. In the present embodiment, the self-driving vehicles travel on the main line 12 in a platoon with a plurality of vehicles. Less than,
This platoon is referred to as a vehicle platoon. The vehicle platoon travels on the main line 12 in a clockwise direction in FIG. The vehicle platoon is the first
Passengers boarding from the station 24 or the second station 26 are transferred to the second station 2
Transport to sixth or third station 28. Vehicle platoon, 3rd station 2
After all passengers are disembarked at 8, the loop section 2 is left unattended.
Run 0. Further, the vehicle platoon transports the passengers boarded from the fourth station 30 or the fifth station 32 to the fifth station 32 or the sixth station 34 and travels on the loop portion 22 in an unmanned state. The vehicle platoon carries passengers in accordance with the above-mentioned traveling rules.

At each of the first to sixth stations 24 to 34 and near the exit of the standby line 14, the road-vehicle communication devices 36 to
48 are provided. The road-vehicle communication devices 36 to 48 are connected to a control center 52 via a communication line 50. The road-to-vehicle communication devices 36 to 48 are transceivers for performing road-to-vehicle communication between the control center 52 and each of the automatic driving vehicles.

A reference marker 54, a passage detector 56, and a stop instruction marker 58 are provided along the main line 12 between the first station 24 and the second station 26. Similarly, 2nd station 2
The reference marker 54 passes along the main line 12 between the sixth station 32 and the third station 28, between the fourth station 30 and the fifth station 32, and between the fifth station 32 and the sixth station 32. A detector 56 and a stop instruction marker 58 are provided.

The reference marker 54 is composed of a pair of magnetic nails arranged at a predetermined distance from each other. The self-driving vehicle has a function of detecting a traveling distance based on the number of rotations of wheels. The reference distance marker 54 is used for correcting the traveling distance of the self-driving vehicle. Passage detector 56
Is a device that detects passage of a vehicle platoon. When detecting the passage of the vehicle platoon, the passage detector 56 supplies the information to the control center 52. The stop instruction marker 58 is composed of a single magnetic nail. The stop instruction marker 58 is
The vehicle platoon running between the stations is arranged at a position where deceleration should be started to stop at the next station. The self-driving vehicle starts deceleration by detecting the magnetic field generated by the stop instruction marker 54.

FIG. 2 is a block diagram showing the electrical structure of the automatic transportation system according to this embodiment. In FIG. 2, the same components as those shown in FIG. 1 are denoted by the same reference numerals, and the description thereof will be omitted or simplified. As shown in FIG. 2, the control center 52 includes a control computer 60,
Further, a wireless device 61 is provided. The control computer 60 includes a passage detector 56 and a road-to-vehicle communication device 36 to 36.
48 are connected. The control computer 60 detects the passing situation of the vehicle platoon between the stations based on the information supplied from the passage detector 56. In addition, the control computer 60 includes road-to-vehicle communication devices 36 to 48 provided at each station.
The departure status of the vehicle platoon at each station is detected based on the information supplied from. The wireless device 61 performs wireless communication with the automatic driving vehicles existing on the main line 12 and the standby line 14.

A vehicle system 62 is mounted on the self-driving vehicle. The vehicle system 62 includes an electronic control unit 64 (hereinafter, referred to as an ECU 64). ECU
A road-to-vehicle communication device 66 for communicating with the road-to-vehicle communication devices 36 to 48 provided at each station is provided at 64.
The ECU 64 includes an inter-vehicle communication device 68 for performing inter-vehicle communication with another autonomous vehicle belonging to the same vehicle platoon.
Are arranged.

The plurality of self-driving vehicles belonging to the same vehicle platoon communicate with the preceding vehicle and the following vehicle using the inter-vehicle communication device 68, respectively. In the vehicle-to-vehicle communication, predetermined information such as vehicle ID information and a running position of the vehicle is communicated. In the present embodiment, the vehicle system 62 includes a drive motor 70. The drive motor 70 is a mechanism used as a drive source of the self-driving vehicle. The drive motor 70 is EC
A drive torque corresponding to the motor instruction value M supplied from U64 is generated.

The vehicle system 62 has a brake actuator 72. Brake actuator 72
Can generate an arbitrary braking force in the vehicle. The brake actuator 72 generates a braking force according to the brake instruction value B supplied from the ECU 64.
The vehicle system 62 includes a position detection sensor 74 and a wheel pulse generator 76. Wheel pulse generator 7
6 generates a pulse signal every time a predetermined rotation angle occurs on the wheels of the self-driving vehicle. The distance that the self-driving vehicle travels while the wheel rotates by a predetermined rotation angle changes due to a change in the outer diameter or the like of the wheel. Based on the number of pulse signals generated from the wheel pulse generator 76 while the vehicle passes between the two magnetic nails constituting the reference marker 54, the ECU 64 determines the interval between the pulse signals and the travel distance of the vehicle. And the travel distance S of the vehicle is detected based on the pulse signal.

The position detecting sensor 74 is a sensor for detecting a magnetic field generated by the reference marker 54 and the stop instruction marker 58 described above. The ECU 64 determines that the self-driving vehicle has passed the reference marker 54 or the stop instruction marker 58 when the position detection sensor 74 detects the magnetic field of the magnetic nail. The vehicle system 62 includes an obstacle detection sensor 78. The obstacle sensor 78 is a sensor that monitors the traveling direction of the vehicle platoon and detects an obstacle that hinders the progress of the vehicle platoon. When the obstacle sensor 78 detects an obstacle, the ECU 64 thereafter executes a predetermined process to stop the vehicle.

The vehicle system 62 has a steering actuator 82. The steering actuator 82 is a mechanism that controls the steering angle of the self-driving vehicle. The steering actuator 82 controls the steering angle of the vehicle based on the steering instruction value supplied from the ECU 64. Vehicle system 62
Includes a lateral position detection sensor 84. The lateral position detection sensor 84 is configured by a camera that photographs the lane marker 20. The ECU 64 detects the lateral position and the like of the self-driving vehicle with respect to the lane marker 10 based on the image data supplied from the lateral position detection sensor 84.

The vehicle system 62 includes a yaw rate sensor 8
6 is provided. The yaw rate sensor 86 outputs an electric signal according to the yaw rate (angular velocity around the center of gravity axis) of the self-driving vehicle. The ECU 64 detects the yaw rate of the vehicle based on the output signal of the yaw rate sensor 86. The vehicle system 62 includes a steering angle sensor 88.
The ECU 64 detects the steering angle of the steering wheel based on the output signal of the steering angle sensor 88. ECU
A steering instruction 64 is supplied to the steering actuator 82 based on the output signals of the lateral position detection sensor 84, the yaw rate sensor 86, and the steering angle sensor 88 so that the self-driving vehicle travels along the lane marker 10. Calculate the value.

The vehicle system 62 includes a vehicle door opening / closing actuator 90. Vehicle door actuator 9
Numeral 0 denotes an actuator for opening and closing the door of the self-driving vehicle. Further, the vehicle system 62 includes a door state detection sensor 92. The door state detection sensor 92 is a sensor that generates an output signal indicating that the door of the self-driving vehicle is fully open, and an output signal indicating that the door is fully closed.

The vehicle system 64 further includes a radio 94. The wireless device 94 has a function of transmitting a signal of a predetermined frequency to the wireless device 61 installed in the control center 52 and receiving a signal of a predetermined frequency transmitted from the wireless device 61. The ECU 64 instructs the wireless device 94 to output the above signal while the automatic driving vehicle is traveling normally. Further, when the self-driving vehicle is stopped in an emergency, the ECU 64 instructs the wireless device 94 to stop the output.

When any of the self-driving vehicles traveling on the main line 12 stops outputting the above signal, the control center 52 determines that the self-driving vehicle has stopped in an emergency. When the control center 52 detects an emergency stop of any of the self-driving vehicles, the control center 52 stops the supply of the signal from the wireless device 61 to the self-driving vehicle. When the predetermined frequency signal is not transmitted from the radio 61 of the control center 52, each of the self-driving vehicles determines that any self-driving vehicle traveling on the main line 12 has stopped emergency and immediately Stop.

According to the above-mentioned processing, when one of the self-driving vehicles is stopped in an emergency, the other self-driving vehicles can be immediately stopped. By the way, when one of the self-driving vehicles stops in an emergency, the function of notifying the state to the other self-driving vehicles is, for example, the emergency stop signal is generated by the wireless device 94 by the radio device 94 and the signal is controlled. It can also be realized by the radio 61 received by the center 52 issuing a stop command signal to each of the self-driving vehicles.

The system of this embodiment is a vehicle system 62
However, the first point is that the obstacle sensor 78 is provided as described above.
It has the following characteristics. The obstacle sensor 78 includes two laser radars. Each laser radar can scan a predetermined area in the traveling direction of the vehicle. If the obstacle sensor 78 is a dual system using two laser radars as in the present embodiment, it is possible to detect obstacles that hinder the progress of the vehicle platoon with high detection accuracy.

According to the laser radar constituting the obstacle sensor 78, the distance and the relative speed with respect to another vehicle platoon in front of the self-driving vehicle can be detected. EC
U64 recognizes an area at a predetermined distance behind another preceding vehicle platoon as a closed section in which the vehicle should not enter. Each time the obstacle sensor 78 recognizes another vehicle platoon, the ECU 64 calculates a traveling condition for preventing the vehicle from entering the closed section based on the relative distance and the relative speed to the vehicle platoon.

After calculating the above-mentioned running conditions, the ECU 64 controls the running state of the vehicle such that the conditions are satisfied. According to the above processing, it is possible to reliably prevent the following vehicle platoon from unduly approaching the stopped automatic driving vehicle in a situation where the automatic driving vehicle is stopped on the main line 12 due to some influence. be able to. For this reason,
According to the automatic transportation system of the present embodiment, the vehicle platoon can be safely driven along the main line 12.

In this embodiment, the obstacle sensor 78 is
As described above, it is composed of two radar sensors.
The two radar sensors may detect different relative speeds and distances. In this case, two types of traveling conditions for not entering the closed section are calculated based on the detection results of the respective radar sensors. In such a case, the ECU 64 controls the vehicle by selecting the most severe traveling condition, that is, the traveling condition requiring the largest deceleration.

According to this method, even when one of the two radar sensors erroneously detects the relative distance and the relative speed with respect to the preceding vehicle platoon, the own vehicle surely enters the closed section. Can be prevented.
In the present embodiment, the above method is based on the premise that the obstacle sensor 78 is configured by two radar sensors. However, even when the obstacle sensor 78 is configured by three or more radar sensors, The method of selecting the strictest driving conditions is an effective method for driving a vehicle platoon safely.

When the obstacle sensor 78 is a multiplex system using two laser radars as in the present embodiment, it is necessary to prevent the two laser radars from interfering with each other. The laser radar used in the present embodiment requires a predetermined time (for example, 100 msec) to scan a predetermined area. In addition, the laser radar used in the present embodiment also requires the above-described predetermined time when returning to the current position after scanning in one direction is completed.

For this reason, in this embodiment, the two laser radars are alternately scanned, and when they return to the current position, the laser radars are deactivated. According to the above processing, the front of the vehicle can be monitored using both of the two radar lasers without causing interference between the two laser radars.

The system of the present embodiment has a second feature in that it is determined whether or not a vehicle platoon stopped at a succeeding station is permitted to depart according to the departure / arrival status of the vehicle platoon at one station. I have. Hereinafter, the second characteristic portion will be described with reference to FIGS. FIG. 3 is a diagram illustrating an operation rule between the fourth station 30 and the fifth station 32 arranged side by side on the straight line portion 18.

FIG. 3A shows a state where the vehicle platoon 96 that has departed from the fourth station 30 arrives at the preceding fifth station 32 before reaching the fourth station 3.
The state where the vehicle platoon 98 following 0 has arrived is shown. In this embodiment, the control center 52 prohibits the departure of the vehicle platoon of the fourth station 30 in such a situation. FIG. 3 (B)
After the state shown in FIG. 3A is maintained, the vehicle platoon 9
6 shows the state after arrival at the fifth station 32. When such a situation is formed, the control center 52 permits the vehicle platoon 98 stopped at the fourth station 30 to depart.

The above-mentioned operation rules are observed between the fourth station 30 and the fifth station 32, and are also observed between all the other stations arranged along the straight lines 16, 18. ing. In the system of the present embodiment, the vehicle platoon has the straight line portion 16,
The time during which the vehicle platoon stops at each station is set shorter than the time required to travel between the stations arranged side by side. For this reason, if the above-mentioned operation rules are observed at the station in the straight section, it is possible to reliably avoid a situation in which the preceding vehicle platoon and the following vehicle platoon are unduly approached.

In order to reliably prevent the preceding vehicle platoon and the following vehicle platoon from approaching, for example, after the preceding vehicle platoon has departed from the preceding station, the departure of the following vehicle platoon is permitted. Is valid. However, according to this method, there is a disadvantage that the operation interval of the vehicle platoon becomes unnecessarily long. In contrast, FIG.
According to the operation rules shown in (1), the operation interval of the vehicle platoon can be appropriately shortened. In the system of the present embodiment,
As described above, each self-driving vehicle includes the obstacle detection sensor 78. For this reason, even if the vehicle platoon maintains a stopped state for an abnormally long time at any station, the following vehicle platoon does not unduly approach the stopped vehicle platoon. Therefore, the system of the present embodiment is effective for safely driving a plurality of vehicle platoons at appropriate operation intervals.

FIG. 4 is a diagram for explaining the operation rules between the third station 28 and the fourth station 30 arranged with the loop portion 20 interposed therebetween. FIG. 4A shows a state where the vehicle platoon 96 and the vehicle platoon 98 are stopped at the fourth station 30 and the third station 28, respectively. In this embodiment, the traffic control center 52 prohibits the departure of the vehicle platoon 98 at the third station 28 under such a situation.

FIG. 4B shows a state after the vehicle platoon 96 departs from the fourth station 30 after the state shown in FIG. 4A is maintained. When such a situation is formed, the control center 52 permits the vehicle platoon 98 stopped at the third station 28 to depart. The above-mentioned operation rules are observed between the third station 28 and the fourth station 30 and also between the sixth station 34 and the first station 24 which are similarly arranged with the loop portion 22 interposed therebetween. Have been. The autonomous driving vehicle has loop portions 20 and 22
, A situation is formed in which it is difficult for the obstacle detection sensor 78 to capture the preceding vehicle platoon. For this reason, when the vehicle platoon runs on the loop portion, it is desirable that the preceding vehicle platoon and the following vehicle platoon are guaranteed not to approach each other.

According to the operation rules shown in FIG. 4, two groups of vehicle platoons 96 and 9 running across the loop portions 20 and 22 are provided.
8 can be guaranteed not to be unduly approached.
For this reason, according to the system of the present embodiment, a plurality of vehicle platoons can be safely driven across the loop portion.
Next, with reference to FIG. 5, another example of the operation rules between the third station 28 and the fourth station 30 arranged with the loop portions 20 and 22 interposed therebetween will be described.

The operation rules described below can be applied by arranging the passage detection sensor 100 at a predetermined position of the loop section 20, as shown in FIG. As described above, when the self-driving vehicle travels in the loop section 20, a state in which the preceding vehicle platoon is difficult to be captured by the obstacle sensor 78 occurs. Passage detection sensor 100 is provided at the boundary of the region where such a state occurs.

FIG. 5A shows a state in which a vehicle platoon 96 that has departed from the third station 28 has passed above the passage detection sensor 100. If the vehicle platoon 96 stops before passing through the passage detection sensor 100, then when the following vehicle platoon 98 departs from the third station 28, the obstacle sensor 78 of the vehicle platoon 98 will properly stop the vehicle platoon 96. Non-capture situations can occur. Therefore, it is appropriate that the following vehicle platoon 98 is not departed from the third station 28 until the vehicle platoon 96 has finished passing the passage detection sensor 100. According to this operation rule, the control center 52 prohibits the departure of the vehicle platoon 98 of the third station 28 in such a situation.

FIG. 5B shows a state after the vehicle platoon 96 that has departed from the third station 28 has passed the passage detection sensor 100. When the vehicle platoon 96 stops after passing the passage detection sensor 100, the obstacle sensor 7 of the vehicle platoon 98 is stopped while the following vehicle platoon 98 approaches the vehicle platoon 96.
8 reliably captures the preceding vehicle platoon 98. Therefore,
After the preceding vehicle platoon 96 has passed the passage detection sensor 100, it is appropriate to allow the following vehicle platoon 98 to depart from the third station 28 in order to shorten the operation interval of the vehicle platoon.

When the passage detection sensor 100 detects the passage of all the autonomous vehicles constituting the vehicle platoon departing from the third station 28, the passage detection sensor 100 notifies the control center 52 of the passage of the vehicle platoon. Upon receiving the above notification, the control center 52 permits departure of the vehicle platoon stopped at the third station. According to the above processing, the third station 28 disposed with the loop portion 20 interposed therebetween.
A plurality of vehicle platoons can be safely driven at an appropriate operation interval between the vehicle and the fourth station 30.

The operation rules described above can be applied between the third station 28 and the fourth station 30 and the sixth station 34
And the first station 24. The operation rule shown in FIG. 3 is applied between the stations arranged side by side on the straight lines 16, 18, and between the third station 28 and the fourth station, and between the sixth station 34 and the first station 24. When the above operation rules are applied to both of the above, the plurality of vehicle platoons can be safely driven at appropriate operation intervals in the automatic traffic system of the present embodiment.

In the above embodiment, when the obstacle sensor 78 detects the preceding vehicle platoon when the obstacle sensor 78 detects the preceding vehicle platoon, the vehicle sensor detects the vehicle platoon. By recognizing a predetermined area behind the vehicle as an occluded section where the vehicle should not enter, and by guiding the vehicle to a stop state when the occluded section is recognized. The "travel control means" according to claim 1 is realized respectively.

In the above embodiment, the first station 2
Road-to-vehicle communication devices 36 to 46 arranged at the fourth to sixth stations 34,
In addition, the passage detector 100 is the “spot communication device” according to claim 2, and the road-to-vehicle communication device 66 mounted on the self-driving vehicle is “transmission means” and “reception means” according to claim 2. , Respectively. By the way, in the above embodiment, the obstacle sensor 78 is configured using a laser radar.
The mechanism for realizing 8 is not limited to a laser radar, and a millimeter wave radar, an image sensor, an ultrasonic sensor, or the like may be used.

Next, a second embodiment of the present invention will be described with reference to FIGS. The automatic transportation system according to the present embodiment is realized by running the automatic driving vehicle according to the first embodiment on an infrastructure facility shown in FIG. FIG.
2 is a diagram schematically illustrating an infrastructure facility of the automatic driving system according to the present embodiment. The infrastructure shown in FIG. 6 includes a main line 110, a standby line 112 to 126, and a first station 128.
To the fifth station 136. Lane markers are laid on the main line 110 and the standby lines 112 to 126 as in the case of the first embodiment. The self-driving vehicle travels along the lane marker. In this embodiment, the main line 11
“0” is divided into closed sections “1” to “38”.

FIG. 7 shows an enlarged view of one closed section. As shown in FIG. 7, a road-to-vehicle communication device 138 is provided at the boundary of the closed section. Road-to-vehicle communication device 138
Are connected to the control center 52 as in the first embodiment. The road-to-vehicle communication device 138 transmits its own ID information and the like to each self-driving vehicle when the vehicle passes the boundary of the closed section.

The road-vehicle communication device 13
8 and a magnetic marker 140 are provided. The magnetic marker 140 is a marker that functions similarly to the reference marker 54 or the stop instruction marker 58 in the first embodiment. According to the above-described configuration, the self-driving vehicle traveling on the main line 110 can detect the magnetic marker 14 within the communication area of the road-to-vehicle communication device 138.
0 magnetic field is detected.

According to the above configuration, the self-driving vehicle can detect the absolute position on the main line 110 every time it passes the magnetic marker 140, that is, every time it passes the boundary of the closed section. Further, according to the above configuration, when the position detection sensor 74 detects noise outside the communication area of the road-to-vehicle communication device 138, it is possible to prevent the noise from being erroneously recognized as the magnetic field of the magnetic marker 140. it can.

In order to allow the self-driving vehicle to travel between stations in a predetermined pattern with high accuracy, the self-driving vehicle must be able to accurately detect its absolute position without erroneously detecting the position of the magnetic marker. Is desirable. Therefore, according to the automatic driving system of the present embodiment, the automatic driving vehicle can be operated accurately between the stations in a predetermined pattern. Hereinafter, FIG.
The operation rules used in the automatic traffic system according to the present embodiment will be described with reference to FIGS.

FIG. 8 is a diagram for explaining basic operation rules used in the automatic traffic system of this embodiment.
FIG. 8A shows that the control center 52 has an arbitrary closed section n +
3 shows a state where it is recognized that a vehicle platoon exists.
In this embodiment, when detecting the passage of the leading vehicle of the vehicle platoon, the road-to-vehicle communication device 138 notifies the control center 52 that the vehicle platoon has checked in to the next closed section.
When the road-vehicle communication device 138 detects the passage of the last vehicle in the vehicle platoon, the road-vehicle communication device 138 notifies the management center 52 that the vehicle platoon has been checked out from the previous closed section.

Therefore, in the state shown in FIG. 8A, the road-to-vehicle communication device 138 disposed on the approach side of the closed section n + 3 notifies the management center 52 of the check-in of the vehicle platoon and the closed section n + 3. This is realized in a situation where the road-to-vehicle communication device 138 disposed on the escape side of the vehicle does not notify the management center 52 of the checkout of the vehicle platoon. Management center 52
Sends a command signal to the road-vehicle communication device 138 disposed on the approach side of the blockage section n + 1 immediately before the blockage section n + 3 to stop the subsequent vehicle platoon 142 in such a situation.

FIG. 8B shows a state in which the vehicle platoon 142 that has received the stop command has stopped under the situation shown in FIG. 8A. In this embodiment, the vehicle platoon 142 starts the deceleration process immediately after receiving the stop command from the road-to-vehicle communication device 138, and the next road-to-vehicle communication device 138 as shown in FIG.
, Ie, within the communication area of the roadside-to-vehicle communication device 138 disposed on the escape side of the blockage section n + 1.

In this embodiment, when the vehicle platoon 142 is stopped, it is necessary to instruct the vehicle platoon 142 to resume running when the cause of the stop of the vehicle platoon 142 disappears. The system according to the present embodiment does not include a communication unit that continuously secures communication between the vehicle platoon 142 and the control center 52. Therefore, when stopping the vehicle platoon 142, it is necessary to stop the vehicle in the communication area of any road-to-vehicle communication device 138 so that an instruction from the control center 52 can be obtained.

FIG. 9 shows a state in which the preceding vehicle 144 has stopped immediately after entering the closed section n + 3. As shown in FIG. 9, when the vehicle 144 stops immediately after entering the blockage section n + 3, the last vehicle in the vehicle platoon 146 becomes the roadside-to-vehicle communication device 138 disposed on the approach side of the blockage section n + 3.
May exist in the communication area. Accordingly, when the control center 52 recognizes that the vehicle platoon 144 exists in the blockage section n + 3, the following vehicle platoon 142 is transmitted to the road-to-vehicle communication device 138 disposed on the approach side of the blockage section n + n.
It is appropriate to stop within the communication area. As described above, in the system of the present embodiment, an operation rule that satisfies such a request is used. For this reason, according to the automatic traffic system of the present embodiment, a plurality of vehicle platoons can be safely and automatically driven.

FIG. 10 is a diagram for explaining an operation rule when an abnormality is found in road-to-vehicle communication. In the present embodiment, the road-to-vehicle communication device 138 and the vehicle platoon determine whether or not the road-to-vehicle communication has been properly performed when the vehicle platoon travels on the boundary of the closed section. As a result, when it is determined that the road-vehicle communication is not properly performed, the mutual communication is repeated a predetermined number of times.

When the vehicle platoon passes the boundary of the closed section, if the communication between the road-vehicle communication 138 and the vehicle platoon is not properly executed for a predetermined number of times, the control center 52 determines that It is determined that an abnormality has occurred in the inter-vehicle communication device 138 or the inter-vehicle communication device 66 on the vehicle side. Then, when an abnormality in the communication is recognized, the management center 52 issues a stop command to the vehicle platoon via the road-to-vehicle communication device 138 in which the abnormality has occurred.

FIG. 10 shows a case where a communication abnormality is determined when the vehicle platoon 142 enters an arbitrary block section n + 1. In this case, the control center 52 issues a stop command to the vehicle platoon 142 via the road-to-vehicle communication device 138 disposed on the approach side of the closed section n + 1. In this case, the vehicle platoon 142 immediately starts the deceleration process, and the closed section n +
1 stops in the communication area of the road-to-vehicle communication device 138 disposed on the escape side.

When the vehicle platoon 142 is traveling on the main line 110 in accordance with the operation rules shown in FIG. 8, the vehicle platoon 142 enters the closed section n + 1 without receiving the stop command only when the closed section n + 2 is reached. Only if there is no preceding vehicle platoon. Therefore, after the abnormality of the road-vehicle communication is recognized, by stopping the vehicle platoon 142 as described above, the distance of at least one closed section between the preceding vehicle platoon 144 and the subsequent vehicle platoon 142 is determined. Can be secured. For this reason, according to the automatic traffic system of the present embodiment, even when an abnormality occurs in the road-vehicle communication devices 138 and 66, a plurality of vehicle platoons can be automatically driven safely.

FIG. 11 is a diagram for explaining the operation rules when the self-driving vehicle waiting on the waiting line joins the main line 110. The automatic transportation system of the present embodiment has a function of increasing the number of trains in a vehicle platoon in accordance with an increase in the number of passengers. Such a function can be realized by, when the vehicle platoon 148 is present in the predetermined block section n + 2, joining the self-driving vehicle 146 waiting on the standby line following the block section n + 2 to the tail end of the vehicle platoon 148. .

In this embodiment, the control center 52 uses the road-vehicle communication devices 138 disposed on the entrance side and the exit side of the blockage section n + 1 before the automatic driving vehicle 146 joins the main line 110. It is determined whether or not a vehicle platoon exists in the closed section n + 1. Then, the closed section n +
Only when it is determined that the vehicle platoon does not exist in 1, the joining of the automatic driving vehicle 146 from the standby line to the main line 110 is permitted.

According to the above processing, the self-driving vehicle 146
To the main line 110 without interfering with other autonomous vehicles.
Can be joined. For this reason, according to the automatic traffic system of the present embodiment, the number of trains in the vehicle platoon can be safely increased. FIG. 12 is a diagram for explaining an operation rule when the self-driving vehicle existing on the main line 110 escapes to the standby line.

The automatic traffic system of this embodiment has a function of reducing the number of trains in a vehicle platoon in accordance with a decrease in the number of passengers. Such a function is performed when the vehicle platoon 150 exists in the predetermined closed section n,
52 can be realized by escaping to the standby line following the closed section n. In this embodiment, the control center 52
Before the self-driving vehicle 152 escapes to the standby line, is there any space available for storing the self-driving vehicle 152 in the standby line using the road-to-vehicle communication device 138 disposed on the entrance side of the standby line? Check whether or not. Only when it is determined that the space is vacant, the escape of the automatic driving vehicle 152 from the main line 110 to the standby line is permitted.

According to the above processing, the self-driving vehicle 152
To the main line 110 without interfering with other autonomous vehicles.
Can escape to the standby line 10. For this reason,
According to the automatic traffic system of this embodiment, the number of trains in a vehicle platoon can be safely reduced. In the above embodiment, the road-to-vehicle communication device 138 corresponds to the “spot communication device” according to the second aspect.

[0068]

As described above, according to the first aspect of the present invention, each vehicle platoon is provided with a traveling direction without providing communication means for enabling continuous communication between the infrastructure facility and the vehicle. Can set a closed section. For this reason, according to the present invention, it is possible to inexpensively realize a traveling support device that safely drives a plurality of vehicles in a platoon.

According to the second aspect of the present invention, it is possible to inexpensively realize a system capable of appropriately performing road-to-vehicle communication between an infrastructure facility and a vehicle when the vehicle travels along a predetermined track. According to the invention described in claim 3, departure-related information and stop-related information can be provided from the infrastructure facility to the vehicle. Therefore, according to the present invention, a system capable of appropriately managing the departure status and the stop status of the vehicle platoon can be realized at low cost.

According to the fourth aspect of the present invention, a system capable of providing necessary information from the infrastructure facility to the vehicle at a low cost is realized at a curved portion on a track where the monitoring means does not easily monitor the front of the vehicle. You can do it.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating an infrastructure facility of an automatic transportation system according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing an electrical configuration of the automatic transportation system according to the first embodiment of the present invention.

FIG. 3 is a diagram for explaining an operation rule applied between stations arranged adjacent to a straight line portion in the first embodiment of the present invention.

FIG. 4 is a diagram for explaining an example of an operation rule applied between stations arranged with a loop portion interposed therebetween in the first embodiment of the present invention.

FIG. 5 is a diagram for explaining another example of the navigation rules applied between the stations arranged with the loop portion interposed therebetween in the first embodiment of the present invention.

FIG. 6 is a diagram schematically illustrating an infrastructure facility of an automatic transportation system according to a second embodiment of the present invention.

7 is an enlarged view of a closed section of the infrastructure facility shown in FIG. 6;

FIG. 8 is a diagram for explaining basic operation rules used in the automatic traffic system according to the second embodiment of the present invention.

FIG. 9 is a diagram for explaining effects obtained by basic operation rules used in the automatic traffic system according to the second embodiment of the present invention.

FIG. 10 is a diagram for explaining an operation rule used when an abnormality is recognized in road-to-vehicle communication in the automatic traffic system according to the second embodiment of the present invention.

FIG. 11 is a diagram for explaining an operation rule used when a self-driving vehicle joins a main line from a standby line in the automatic traffic system according to the second embodiment of the present invention.

FIG. 12 is a diagram for explaining an operation rule used when an automatic driving vehicle escapes from a main line to a standby line in the automatic transportation system according to the second embodiment of the present invention.

[Explanation of symbols]

12 main lines 24,26,28,30,32,34 1st station to 6th
Stations 36,38,40,42,44,46,48,138
Road-to-vehicle communication device 52 Control center 54 Reference marker 58 Stop instruction marker 61,94 Radio 78 Obstacle sensor 100 Passage detection sensor 140 Magnetic marker n, n + 1, n + 2, n + 3 Closed section

Claims (4)

[Claims] 1. A travel support device mounted on a vehicle traveling on a plurality of predetermined tracks, a monitoring unit for monitoring a predetermined range in a traveling direction of the vehicle, and the track based on a monitoring result of the monitoring unit. A closed section setting means for setting a closed section in which entry of the vehicle is prohibited, and travel control means for controlling a running state of the vehicle so that the vehicle does not enter the closed section. Driving support device. 2. The driving support device according to claim 1, wherein vehicle information is transmitted to a spot communication device disposed at a predetermined position on the track when the vehicle passes through the predetermined position. Transmitting means, and receiving means for receiving, from the spot communicator, information regarding a vehicle traveling in front of the vehicle when the vehicle passes through the predetermined position. Support equipment. 3. The driving support device according to claim 2, wherein the predetermined position is a station where the vehicle starts and stops. 4. The driving support device according to claim 2, wherein the predetermined position is a curved portion on the track.