TWI731323B - Front monitoring device, obstacle collision avoidance device and train control device - Google Patents

Abstract

The front monitoring device of the embodiment is mounted on a train, and includes: an area setting unit that renewably sets a three-dimensional monitoring area in front of the train based on the input speed information of the train and the route information corresponding to the running position of the train; An angle of view setting unit that sets the angle of view of the imaging device that captures the front of the train so that the images corresponding to all of the surveillance area become larger than a predetermined size in the captured image; an image acquisition unit that obtains the front of the train from the imaging device The image; and the obstacle determination unit, which determines the presence or absence of obstacles in the surveillance area based on the image; based on this, it can reliably detect distant obstacles and a wide range of obstacles, while achieving miniaturization of the device.

Description

Front monitoring device, obstacle collision avoidance device and train control device

The embodiments of the present invention relate to a front monitoring device, an obstacle collision avoidance device, and a train control device.

In recent years, unmanned driving systems have been introduced in overseas subways and new domestic transportation systems, and the iron ring route has gradually become popular overseas. To realize unmanned driving, not only the automation of train running, but also the function of coping with obstacles such as people, cars, and falling objects on the track.

In the existing driverless routes, through the use of tunnels, elevated rails, and platform doors to stations, people and vehicles are prevented from entering the rails. However, other aspects such as falling objects and entry of supervisors need to be dealt with separately.

For this reason, in some unmanned routes, the method of detecting the impact of the obstacle removal device of the locomotive and outputting an emergency braking command has been practically applied. However, this method cannot avoid collisions with obstacles.

In addition, with regard to automobiles, systems that automatically decelerate when a front obstacle is detected by a camera and radar in front of the vehicle body to achieve collision avoidance and collision reduction are becoming popular (see, for example, Patent Document 1 and Patent Document 2). However, it is sufficient to detect obstacles about 100m ahead on the automobile side. However, on railways with long braking distances, it is necessary to detect obstacles hundreds of meters ahead to avoid collisions. [Prior Technical Literature] [Patent Literature]

[Patent Document 1] JP 2015-050651 A [Patent Document 2] JP 2017-147482 A

[The problem to be solved by the invention]

Therefore, in order to detect obstacles in the distance, although the use of telephoto cameras has been considered, but the viewing angle of the telephoto cameras is narrow. For example, when entering the station area, the front of the diverging track exceeds the screen and the obstacle cannot be detected. The danger of things. In addition, although it has been considered that the use of a high-pixel sensor can cope with both wide-angle and telephoto at the same time, there is a risk that the larger the size of the camera will become a high cost.

The present invention was created in view of the above and aims to provide a forward monitoring device, an obstacle collision avoidance device, and a train control device, which can reliably detect distant obstacles and a wide range of obstacles, while achieving miniaturization of the device. [Technical means to solve the problem]

The front monitoring device of the embodiment is mounted on a train, and includes: an area setting unit that renewably sets a three-dimensional monitoring area in front of the train based on the input speed information of the train and the route information corresponding to the running position of the train; An angle of view setting unit that sets the angle of view of the imaging device that captures the front of the train so that the images corresponding to all of the surveillance area become larger than a predetermined size in the captured image; an image acquisition unit that obtains the front of the train from the imaging device The image; and the obstacle determination unit, which determines the presence or absence of obstacles in the surveillance area based on the image.

Next, a train control system including the train control device of the embodiment will be described with reference to the drawings. Fig. 1 is a schematic block diagram of the train control system of the embodiment. The train 11 constituting the train control system 10 includes: a train control device 12 that controls the train 11 by outputting front monitoring information, power commands, or brake commands, and a main controller that outputs power commands or brake commands by the driver performing various operations 13. A control transmission device 14 that transmits power commands or braking commands output by the train control device 12 or the main controller 13.

In addition, the train 11 is equipped with a drive/brake control device 17 that controls a motor 15, a brake device 16, etc., based on a power command, a brake command, etc. from the train control device 12 or the main controller 13 transmitted via the control transmission device 14, and a speed generator. A motor (TG) 18, an on-vehicle 19 that outputs ground-mounted detection information, and a notification device 20 that notifies the forward monitoring result based on the forward monitoring information outputted by the train control device 12.

Furthermore, the train 11 includes a stereo camera 21 that photographs the front of the train 11 based on the adjustment signal output by the train control device 12 and outputs (stereo) image information, and receives ATC (Automatic Train Control) via the guide rail RL constituting the track circuit. ) Signal receiver 22.

In the above configuration, the train control device 12 includes a speed position detection unit 31 that detects the speed and running position of the train 11, an ATC on-board device 32 that performs automatic speed control of the train 11, and ATO (Automatic Train) that performs automatic driving of the train 11. Operation) device 33, a memory unit 34 that memorizes route conditions, operating conditions, vehicle performance, etc., and an obstacle collision avoidance device 35 that performs collision avoidance control. Here, the obstacle collision avoidance device 35 performs image processing based on the image information output by the stereo camera 21, and determines whether an obstacle exists in front of the traveling direction of the train 11 based on the route information, operation information, or vehicle information stored in the memory unit 34. In addition, the obstacle collision avoidance device 35 performs collision avoidance control for the obstacle when there is an obstacle, and at the same time generates front monitoring information and outputs it to the notification device 20.

In the above configuration, the speed position detection unit 31 detects the speed and position of the train based on the TG pulse output by the speed generator (TG) 18 and the ground sub-detection information received from the ground sub-GT via the car-mounted sub 19, as the speed position information Output to the ATC on-board device 32 and the ATO device 33.

In addition, the ATC on-board device 32 secures the distance between the train 11 and the preceding train 11A based on the speed and position information from the speed position detection unit 31 and the ATC signal sent by the ATC ground device AE input via the guide rail RL and the power receiver 22 For distance, in order to limit the traveling speed, the speed limit based on the ATC signal is compared with the speed of the train 11 corresponding to the speed position information output by the speed position detection unit 31. Then, the ATC on-board device 32 outputs a braking command to the drive/brake control device when the speed of the train 11 exceeds the speed limit. Here, the ATC ground device AE detects the presence or absence of trains in each blocked section via the rail RL constituting the track circuit, determines the ATC signal (signal display) of each blocked section according to the online status, and transmits the ATC signal to the ATC car via the rail RL. The upper device 32 sends.

The ATO device 33 outputs a power/brake command for the train 11 to travel to the next station via the control transmission device 14 to the drive/brake control device 17. In addition, the ATO device 33 uses the speed position information output by the speed position detection unit 31, the route information read out from the memory unit 24, the running information and the vehicle information, and the ATC signal (signal display) received by the ATC on-board device 32. 11 Calculate the walking plan by reaching the predetermined position of the next stop at the predetermined time, and output the power/brake command accordingly.

The memory unit 24 memorizes as route information: the stop target position of each station, the slope and curve of the route (radius of curvature), the speed limit information and the length of the block (distance of the block), the linear information (the length of the block) Arrangement, correspondence between each route of each station and branch position/turning direction at the branch position/blocked section, the difference between the travel distance to the stop position of each route and the travel distance to the stop position of the reference route). In addition, the memory unit 24 is used as operation information to memorize: the stops of each driving type, the scheduled departure and arrival time of each station, and the scheduled arrival route. Furthermore, the memory unit 24 stores as vehicle information: the length of the train from the train, and the characteristics of acceleration/deceleration corresponding to the power/brake command.

Here, the obstacle collision avoidance device 35 will be described in detail. Figure 2 is a block diagram of the functional structure of the obstacle collision avoidance device. The obstacle collision avoidance device 35 includes a front monitoring device 41 that performs front monitoring, and a braking command calculation unit 42 that determines a braking command based on the result of the front monitoring and outputs the braking command to the drive/brake control device via the control transmission device.

The front monitoring device 41 is basically equipped with: a monitoring area setting information storage unit 51, a necessary area setting unit 52, an angle of view setting unit 53, a camera adjustment unit 54, an image acquisition unit 55, a monitoring area setting unit 56, and an obstacle detection unit 57.

The monitoring area setting information storage unit 51 stores in advance the shape and size of the cross section of the monitoring area that intersects the traveling direction of the train 11 in the monitoring area defined as a three-dimensional, wide-area space.

In this case, the shape of the cross-section of the monitoring area is set in advance in the horizontal direction and the vertical direction of the cross-section of the monitoring area based on the plane shape including the vehicle restriction of the railway vehicle and the building restriction. Therefore, the overall shape of the monitoring area is also set in accordance with the plan shape including the vehicle restriction of the railway vehicle and the construction restriction.

The necessary area setting unit 52 sets a three-dimensional necessary area based on the train speed position information from the speed position detection unit, the route information from the memory unit, and the shape and size of the monitoring area cross section from the monitoring area setting information memory unit.

In other words, the shape of the cross-section of the required area is also based on the plane shape of the vehicle and building restrictions including railway vehicles, and the horizontal and vertical shapes of the cross-section of the required area are preset. The overall shape of the required area is also based on the shape of the entire area. Set the plane shape of vehicle restrictions and building restrictions.

The angle of view setting unit 53 calculates and sets the minimum angle of view that falls within the imaging screen of the stereo camera 21 as the required area set by the required area setting unit 52. The camera adjustment unit 54 adjusts the viewing angle conditions of the stereo camera 21 based on the viewing angle set by the viewing angle setting unit 53 and outputs the corresponding adjustment signal to the stereo camera 21.

The image acquisition unit 55 converts the captured image of the stereo camera 21 into a distance image. The surveillance area setting unit 56 sets a three-dimensional surveillance area in the image based on the shape and size of the surveillance area cross section from the surveillance area setting information storage unit 51, and the track position in the image. The obstacle detection unit 57 extracts and detects obstacle candidates in the monitoring area from the image, determines whether it is an obstacle, and outputs the obstacle determination result to the brake command calculation unit 42 and the notification device 20 as forward monitoring information.

On the other hand, the braking command calculation unit 42 is based on the obstacle determination result obtained by the obstacle detection unit 57 to avoid a collision with an obstacle. If the collision cannot be avoided, it is determined to reduce the collision. The braking command of the motor is output to the drive/brake control device 17 via the control transmission device 14.

Next, the above-mentioned necessary area and monitoring area setting will be explained. Figure 3 is an explanatory diagram of the necessary area and the monitoring area (Part 1). Fig. 3(a) is an explanatory diagram of various distances for the setting of the necessary area ARI and the monitoring area ARO from the front end of the traveling direction of the train 11, and Fig. 3(b) is an explanatory diagram of an example of the setting of the necessary area and the monitoring area (Plan view).

The necessary area ARI is obtained from the idling distance L1, the braking distance L2, and the margin distance L3, which are determined in accordance with the speed of the train 11. Here, the idling distance L1 and the braking distance L2 are values at the time of deceleration due to emergency braking, and the margin distance L3 is set on the safe side in consideration of the detection error of the distance to the obstacle.

First, the setting of the necessary area ARI will be explained. The start end position of the required area ARI is set so that the distance from the front end of the traveling direction of the train 11 to the start end of the required area ARI becomes the idle distance L1.

Then, the position obtained by adding the sum of the braking distance L2 and the margin distance L3 from the beginning of the necessary area ARI is set as the end position of the necessary area ARI. That is, the position corresponding to the distance of the free travel distance L1, the braking distance L2, and the margin distance L3 added to the front end of the traveling direction of the train 11 is set as the end position of the required area ARI. In addition, the width W and the height H of the necessary area ARI are set to be the same as the width W and the height H of the monitoring area ARO described later.

Next, the setting of the monitoring area ARO will be described. The start end of the monitoring area ARO is set to the same position as the front end (top end) of the train 11 in the traveling direction. In addition, the terminal of the surveillance area ARO is set from the terminal position of the necessary area to a predetermined distance ahead.

In addition, the width of the monitoring area ARO is set according to the width of the railway vehicle constituting the train 11 that can be safely passed in consideration of the vibration, shaking, etc. of the railway vehicle during running of the railway vehicle. In addition, the height of the monitoring area ARO is set according to the height at which the railway vehicle constituting the train 11 can pass safely in consideration of vibrations, shaking, etc. during the running of the railway vehicle.

Figure 4 is an explanatory diagram of the necessary area and monitoring area (Part 2). Fig. 4(a) is an explanatory diagram of various distances used in the setting of the necessary area ARI and the monitoring area ARO from the front end of the train 11 when there is a divergence of the track in the direction of travel, and Fig. 4(b) is An explanatory diagram of a setting example of the necessary area ARI and the monitoring area ARO when there is a difference in the height of the track ahead in the direction of travel.

As shown in Fig. 4(a), when there is a divergence of rails in front of the train 11, the necessary area setting unit 52 is the same as in the case of Fig. 3 for each rail, using the idle distance L1, the braking distance L2, and the margin From the distance L3, the required area ARI1 and the required area ARI2 are calculated, and the entire treatment of the required area ARI1 and the required area ARI2 is the required area ARI.

Similarly, as shown in FIG. 4(a), the monitoring area setting unit 56 uses the idle distance L1, the braking distance L2, and the margin distance L3 for each track as in the case of FIG. 3 to obtain the monitoring area ARO1 and the monitoring area ARO2 treats the entire monitoring area ARO1 and the monitoring area ARO2 as the monitoring area ARO.

In addition, as shown in FIG. 4(b), when the height of the track changes, the required area setting unit 52 sets the required area ARI3 along the change of the track, and the monitoring area setting unit 56 sets the monitoring area ARO3 along the change of the track.

Next, the method of setting the angle of view in the angle of view setting unit 53 will be described. Fig. 5 is an explanatory diagram of viewing angle setting. As shown in FIG. 5(a), the viewing angle θ _V in the height direction according to the height of the surveillance area ARO is theoretically determined as the equation (1) according to the idling distance L1.

[Numerical formula 1]

Similarly, as shown in FIG. 5(c), based on the horizontal viewing angle θ _H under the width of the surveillance area ARO, theoretically, the idle distance L1 is set as the equation (2).

[Numerical formula 2]

However, in fact, the viewing angle θ _{V in the} height direction and the viewing angle θ _H in the horizontal direction are as shown in FIG. 5(b), and according to the aspect ratio (h:w) of the imaging screen of the stereo camera 21, as shown in the equation ( 3) and formula (4) are generally restricted.

[Numerical formula 3]

As a result of these, in the captured image of the stereo camera 21, the image set to include the entire surveillance area ARO becomes as large as possible. _{It is more preferable to set the viewing angle θ V in the} height direction and the viewing angle θ _{H in the} horizontal direction so that the entire image including the monitoring area ARO becomes the largest size.

In other words, in the captured image of the stereo camera 21, the size of the captured image including the entire image of the surveillance area ARO is larger than the predetermined size (either the height or the width of the captured image of the image including the entire surveillance area ARO is the size of the captured image. The height or the width of the captured image, for example, a size of 95%) is large (maximum 100%), and the viewing angle θ _{V in the} height direction and the viewing angle θ _{H in the} horizontal direction are set.

Fig. 6 is an explanatory diagram of setting the angle of view when there is a divergence of tracks in front of the train. In the front of the train 11, as shown in Fig. 6(a), if there is a divergence of tracks in front of the train 11, set the start of the necessary areas ARI1 and ARI2 (the point at the distance L1 from the front end of the train 11) The cross-sections of both the surveillance area ARO1 and the surveillance area ARO2 to the end of the necessary area (the position of the distance L1+L2+L3 from the front end of the train 11) are shown in Fig. 6(b) that does not exceed the imaging screen 21D of the stereo camera 21 The smallest viewing angle θH.

Fig. 7 is an explanatory diagram of the relationship between train speed, necessary area and monitoring area. Figure 7(a) shows the various distances used for the setting of the necessary area ARIL from the front end of the traveling direction when the train 11 is traveling at low speed, and the setting of the necessary area ARIH from the front end of the traveling direction of the train 11 when traveling at high speed. Illustrative diagram of various distances.

In addition, FIG. 7(b) is an explanatory diagram of a setting example of the necessary area ARIL when the train 11 is traveling at a low speed and an example of setting the necessary area ARIL when the train 11 is traveling at a high speed. 7(c) is an explanatory diagram for reference in the case where the necessary area ARIH of the train 11 when traveling at high speed is displayed on the imaging screen 21DL of the stereo camera 21 that is the angle of view θVL when the train 11 is traveling at low speed.

In addition, FIG. 7(d) is an explanatory diagram of a display example in the case where the necessary area ARIH of the train 11 when traveling at high speed is displayed on the imaging screen 21DH of the stereo camera 21 set as the angle of view θVH when the train 11 is traveling at high speed. .

As shown in Fig. 7(a), when the train 11 travels at a low speed, the necessary area setting unit 52 uses the idling distance L1L, the braking distance L2L, and the margin distance L3L to set the necessary area ARIL shown in Fig. 7(b).

Similarly, when the train 11 travels at a high speed, the necessary area setting unit 52 uses the idling distance L1H (>L1L), the braking distance L2H (>L2L), and the margin distance L3H (>L3L). The settings are shown in Fig. 7 ( b) the necessary area ARIH.

Therefore, the viewing angle θVL when the train 11 travels at a low speed is larger than the viewing angle θVH when the train 11 travels at a high speed. That is, θVH < θVL, and therefore the necessary area ARIH for the train 11 when traveling at a high speed is displayed on the imaging screen 21DL of the stereo camera 21 set as the viewing angle θVL when the train 11 is traveling at low speed, as shown in FIG. 7 (c) The necessary area ARIH when the train 11 travels at a high speed is a small display on the imaging screen 21DL, and obstacle detection may become difficult.

Therefore, in the present embodiment, as shown in FIG. 7(d), in the imaging of the necessary area ARIH when the train 11 is traveling at high speeds, imaging is used that reduces the angle of view θVH compared to when traveling at low speeds to perform imaging from the far side. The screen 21DH can display a large necessary area ARIH, which facilitates early detection of obstacles located at a distance.

Next, the operation of the embodiment will be described. Fig. 8 is an operation flowchart of the embodiment. First, the required area setting unit 52 of the obstacle collision avoidance device 35 is based on the speed of the train 11 corresponding to the speed position information output by the speed position detection unit 31. The distance to the beginning of the required area ARI is shown in FIG. 3(b) (Calculated from the front end of the train 11 corresponding to the speed of the train 11, the idle distance L1) and the distance to the end of the required area ARI (calculated from the front end of the train 11 corresponding to the speed of the train 11, the distance L1, braking distance L2 The distance corresponding to the sum of the margin distance L3) is read from the monitoring area setting information storage unit 51 and set (step S11).

In this case, as long as the distance to the obstacle is the idling distance + braking distance + margin distance, the brake is applied to avoid collision with the obstacle.

Next, the necessary area setting unit 52, as shown in FIG. 4, requires the range of the left-right direction (width direction) and the vertical direction (height direction) of the necessary area ARI, based on the route information (line shape of the route) read from the memory unit 34 Information) is set and output as required area information to the angle of view setting unit 53 (step S12).

As a result, the angle of view setting unit 53 calculates and sets the minimum angle of view of the captured image of the stereo camera 21 if the necessary area ARI falls into the angle of view of the stereo camera 21, and outputs it to the camera adjustment unit 54 as the angle of view condition (step S13) .

In this case, when the track from the front end of the train 11 to the end of the required area ARI is flat and straight, as shown in FIG. 5, the cross section of the monitoring area set at the beginning of the required area does not exceed the minimum viewing angle of the screen.

In addition, when the track from the front end of the train 11 to the end of the necessary area ARI diverges, as shown in FIG. 6, the monitoring area cross section is set to the minimum viewing angle of the screen for the entire divergence.

As a result, even if the braking distance becomes longer when the train 11 is traveling at a high speed, the number of pixels in the ARO section of the surveillance area at the end of the necessary area ARI1 will not be extremely reduced, and the possibility of obstructions can be greatly reduced.

Conversely, a wide viewing angle is set in the branch, sharp bend, etc., so the front of the branch guide does not exceed the screen. In this case, although the number of pixels in the cross-section of the remote monitoring area is reduced, the walking speed is reduced due to the speed limit at the branch and sharp corners, so the idling distance and braking distance are shortened, and the number of pixels at the end of the necessary area will not be extreme. reduce.

Next, the camera adjustment unit 54 to which the viewing angle condition is input, outputs an adjustment signal corresponding to the set viewing angle condition to the stereo camera 21, and adjusts the angle of view of the stereo camera 21 to a desired value (with the difference between the wide-angle end and the telephoto end). Either one of the corresponding viewing angles) (step S14).

Accordingly, the stereo camera 21 outputs the image information corresponding to the adjusted angle of view to the image acquisition unit 55 of the obstacle collision avoidance device 35. The image acquisition unit 55 converts the image corresponding to the input image information from the stereo camera 21 into a distance image (step S15). Here, the distance image is an image calculated from the parallax of the left and right images of the stereo camera 21 to move to each part (for example, obstacles, sleepers, signs, etc.) in the captured image.

Next, the surveillance area setting unit 56 sets the three-dimensional image in the image based on the shape and size of the surveillance area section read from the surveillance area setting information storage unit 51 and the track position (track position) in the image, as shown in FIG. 3 The area ARO is monitored (step S16). That is, the track position (track position) in the image is recognized, and the range of the monitored area profile on the track is extracted according to the distance, and the track (rail) is repeated until the track (rail) is not visible. For the identification of the track position (track position) in the image, the existing image processing technology can be used.

Next, the obstacle detection unit 57 detects and extracts obstacle candidates in the surveillance area ARO from the image (step S17). Existing image processing technology can be used to extract obstacle candidates. Next, the obstacle detection unit 57 determines whether or not the obstacle candidate in the surveillance area ARO detected in the process of step S17 is an obstacle (step S18).

When it is determined in step S18 that it is an obstacle in the surveillance area ARO (step S18; Yes), it is determined whether the obstacle in the surveillance area ARO is closer to the front than the end of the necessary area ARI ( Step S19).

Fig. 9 is an explanatory diagram in a state where the obstacle is closer to the front than the end of the necessary area. In the determination of step S19, as shown in FIG. 9, it is determined that the obstacle is closer to the front than the terminal of the necessary area ARI (step S19; Yes), the obstacle detection unit 57 is used as the forward monitoring information and compares the obstacle to The end of the required area ARI informs the brake command calculation unit 42 in an immediate manner.

As a result of this, the brake command calculation unit 42 outputs the emergency brake command to the control transmission device 14 and ends the process (step S20). As a result, as long as the obstacle exists before the train 11 approaches, that is, the obstacle is detected when the terminal of the necessary area ARI reaches the position of the obstacle due to the traveling of the train 11, so it can stop immediately before the obstacle. Avoid collisions with obstacles.

In addition, due to the movement of obstacles, even if an obstacle is suddenly generated (appeared) in the necessary area ARI, it can still be decelerated to reduce impact.

Fig. 10 is an explanatory diagram of the state in front of the position where the obstacle is on the inner side than the end of the necessary area, and the idling distance is added to the front end of the train, and the braking distance and the margin distance when decelerating with a predetermined service brake .

In the determination of step S19, as shown in FIG. 10, it is determined that the obstacle is inside the terminal or the terminal of the necessary area (step S19; No), it is determined that the train 11 is decelerating from the front end of the train 11 with the predetermined service brake. Whether the distance of the front end position of the train 11 plus the idle distance L1, the braking distance L2N, and the margin distance L3 is greater than the distance from the front end of the train 11 to the obstacle (step S21).

Here, the predetermined service brake refers to, for example, when decelerating with 80% of the braking force of the maximum service brake. In addition, the idling distance L1 + braking distance L2N + margin distance L3 when decelerating with a predetermined service brake can be obtained from the route information of the train 11's speed, slope/curve, etc., and the deceleration and idle time corresponding to the predetermined service brake. And other vehicle information is calculated.

In the determination in step S21, it is determined that the distance from the front end of the train 11 to the front end position of the train when decelerating with the predetermined service brake plus the idling distance L1, the braking distance L2N, and the margin distance L3 is greater than the distance from the front end of the train 11 to the obstacle. When the distance is large (step S21; Yes), the obstacle detection unit 57 is used as front monitoring information to place the obstacle at the end of the necessary area or inside the end, and decelerate from the front end of the train 11 with the predetermined service brake When the distance between the front end position of the train and the idling distance L1, the braking distance L2N, and the margin distance L3 is larger than the distance from the front end of the train 11 to the obstacle, the brake command calculation unit 42 is notified.

As a result, the brake command calculation unit 42 outputs a brake command corresponding to the brake that can be stopped to the detection position of the obstacle among the predetermined service brake or emergency brake to the control transmission device 14 and ends the process (step S22).

In this case, among the brakes that can be selected between emergency braking and the established service brake, the weakest brake among the stopping position that does not exceed the distance to the obstacle is selected as the braking command, and the obstacle can be avoided at the same time. The collision, while reducing the deterioration of the ride feeling caused by sudden braking.

Fig. 11 is an illustration of the state where the obstacle is on the inner side than the end of the necessary area, and the idling distance is added to the front end of the train, and the braking distance and the marginal distance when decelerating with a predetermined service brake are added to the inner side. Figure.

In the determination of step S21, the distance from the front end of the train 11 to the front end position of the train when decelerating with the predetermined service brake plus the idling distance L1, the braking distance L2N, and the margin distance L3 is determined to be from the front end of the train 11 to the obstacle When the obstacle detection unit 57 is used as the forward monitoring information, the obstacle is at the end of the necessary area or inside the end, and when the train 11 is decelerating from the front end of the train 11 with the predetermined service brake (step S21; No) The brake command calculation unit 42 is notified to the front end position of the train that the distance of the idle distance L1, the braking distance L2N, and the margin distance L3 is equal to or less than the distance from the front end of the train 11 to the obstacle.

As a result, the brake command calculation unit 42 ends the process of outputting the brake relief command to the control transmission device 14 (step S22). That is, when the distance to the obstacle is sufficiently larger than the speed of the train 11, the braking command is controlled until the distance that can be used for collision avoidance with the normal brake is reached. When the obstacle is moved and other obstacles become non-obstacles, it can be avoided. The braking command becomes a useless situation, and the deterioration of the ride feeling caused by the ON/OFF of the brake can also be avoided.

On the other hand, in the determination of step S18, it is determined that there is no obstacle in the monitoring area ARO (step S18; No), and it is determined whether the guide rail is in a state of being out of sight than the end position of the necessary area ARI (step S24 ).

In the determination of step S24, if it is determined that the guide rail is not visible in front of the end position of the necessary area ARI, (step S24; Yes), the obstacle detection unit 57 places the guide rail at the end position of the necessary area ARI. The brake command calculation unit 42 is notified based on the state of being out of sight.

As a result, the brake command calculation unit 42 outputs a weak brake command that does not generate a braking force to the control transmission device 14 and ends the process (step S25). This is to make the effective idling distance L1=0. After the brake command is output, the brake is applied directly.

According to this, even if there are obstacles in front of the diverging track (track) in the invisible part that becomes the shadow of the house, and the invisible part on the other side of the uphill, the empty walking distance can still be shortened and the obstacles can be reduced. The speed of the collision can reduce the shock caused by the collision.

In the determination of step S24, if it is determined that the track leading to the inner side than the end position of the necessary area ARI is determined (step S24; No), the obstacle detection unit 57 sets the end position of the required area ARI The brake command calculation unit 42 is notified of the state that the guide rail is visible on the inner side of the end position of the required area ARI.

As a result, the brake command calculation unit 42 ends the process of outputting the brake relief command to the control transmission device 14 (step S26).

As explained above, according to the present embodiment, the above-mentioned processing is repeated in a predetermined cycle, so that the collision can be reduced even if the obstacle is detected through the front monitoring and collision avoidance and collision cannot be avoided.

In addition, the angle of view of the stereo camera is adjusted according to the train speed and the line shape of the route, so that the resolution that can detect distant obstacles and the angle of view of the branch can be ensured at the same time when traveling at high speed, so the brake distance is long. , It can avoid and reduce the impact through front monitoring without using mechanical drive mechanism or special sensors.

In the above description, although the case where the obstacle collision avoidance device 35 includes the brake command calculation unit 42 has been described, it may be configured to be included in the ATO device 33. In addition, the forward monitoring information output by the obstacle detection unit 57 is not only output to the braking command calculation unit 42 but also can be output as a pair of notification devices (display devices, voice guidance devices, etc.) for flight attendants and passengers.

In addition, when the train is controlled in the manual driving mode in which the ATO device 33 does not output power commands and brake commands, it is made that the brake command calculation unit 42 does not output the brake command, and the driver performs the operation based on the forward monitoring information notified via the notification device 20 Brake operation. In this case, the distance to the end of the necessary area may be additionally set due to the idle distance due to the driver's response delay.

In the above description, although the camera uses a stereo camera that can easily obtain distance information, even if it is a single-lens camera, it can be calculated based on the size or distance in the image for a known subject (logo, track width, sleeper, etc.) The distance to the obstacle is constructed by the existing technique.

The front monitoring device or obstacle collision avoidance device of this embodiment includes control devices such as MPU and GPU, memory devices such as ROM and RAM, external memory devices such as HDD and CD drive devices, display devices such as display devices, and various The input device is constructed using the hardware of a general computer.

The program executed by the front monitoring device or the obstacle collision avoidance device of this embodiment is an installable or executable file that is recorded on a semiconductor memory such as CD-ROM, DVD (Digital Versatile Disk), USB memory, etc. A computer-readable recording medium such as a device is provided.

In addition, it may be configured such that the program executed by the front monitoring device or the obstacle collision avoidance device of this embodiment is stored on a computer connected to a network such as the Internet, and downloaded via the network to provide it. In addition, it may be configured to provide or distribute a program executed by the front monitoring device or the obstacle collision avoidance device of the present embodiment through a network such as the Internet. In addition, it may be configured such that the program of the forward monitoring device or the obstacle collision avoidance device of the present embodiment is preliminarily loaded into a ROM or the like and provided.

Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other ways, and various omissions, substitutions, and changes can be made without departing from the scope of the gist of the invention. These embodiments and their modifications fall within the scope and gist of the invention, and also fall within the scope of the invention described in the claimed scope and its equivalent scope.

10‧‧‧Train Control System 11‧‧‧Train 11A‧‧‧Previous train 12‧‧‧Train control device 13‧‧‧Main Controller 14‧‧‧Control transmission device 15‧‧‧Motor 16‧‧‧Brake device 17‧‧‧Drive/Brake Control Device 18‧‧‧Speed Generator (TG) 19‧‧‧Car in the car 20‧‧‧Notification device 21‧‧‧Stereo Camera 22‧‧‧Receiver 31‧‧‧Speed position detection unit 32‧‧‧ATC on-board device 33‧‧‧ATO device 34‧‧‧Memory Department 35‧‧‧Obstacle collision avoidance device 41‧‧‧Front monitoring device 42‧‧‧Brake command calculation unit 51‧‧‧Monitoring area setting information memory 52‧‧‧Required area setting section 53‧‧‧Viewing angle setting section 54‧‧‧Camera adjustment section 55‧‧‧Image Acquisition Department 56‧‧‧Monitoring area setting section 57‧‧‧Obstacle Detection Department AE‧‧‧ATC ground device

[Fig. 1] Fig. 1 is a schematic configuration block diagram of a train control system according to an embodiment. [Fig. 2] Fig. 2 is a block diagram of the functional structure of the obstacle collision avoidance device. [Fig. 3] Fig. 3 is an explanatory diagram of the necessary area and monitoring area (Part 1). [Fig. 4] Fig. 4 is an explanatory diagram of the necessary area and monitoring area (Part 2). [Fig. 5] Fig. 5 is an explanatory diagram of viewing angle setting. [Fig. 6] Fig. 6 is an explanatory diagram of the setting of the angle of view when there is a divergence of the track in front of the train. [Fig. 7] Fig. 7 is an explanatory diagram of the relationship between the train speed, the necessary area and the monitoring area. [Fig. 8] Fig. 8 is an operation flowchart of the embodiment. [Fig. 9] Fig. 9 is an explanatory diagram in a state where the obstacle is closer to the front than the end of the necessary area. [FIG. 10] FIG. 10 shows the position where the obstacle is inside the end of the necessary area, and the idling distance is added to the front end of the train, the braking distance and the margin distance when decelerating with a predetermined service brake Illustration of the state. [Fig. 11] Fig. 11 shows the position where the obstacle is inside the end of the necessary area, and the idling distance is added to the front end of the train, and the braking distance and the margin distance when decelerating with a predetermined service brake are above and inside. Illustrative diagram of the state.

14‧‧‧Control transmission device

20‧‧‧Notification device

21‧‧‧Stereo Camera

31‧‧‧Speed position detection unit

34‧‧‧Memory Department

35‧‧‧Obstacle collision avoidance device

41‧‧‧Front monitoring device

42‧‧‧Brake command calculation unit

51‧‧‧Monitoring area setting information memory

52‧‧‧Required area setting section

53‧‧‧Viewing angle setting section

54‧‧‧Camera adjustment section

55‧‧‧Image Acquisition Department

56‧‧‧Monitoring area setting section

57‧‧‧Obstacle Detection Department

Claims (10)

A front monitoring device, which is mounted on a train, includes: an area setting unit that can update the three-dimensional setting for the front of the train based on the input speed information of the train and the route information corresponding to the running position of the train The monitoring area; the angle of view setting unit, which sets the angle of view of the imaging device that captures the front of the train so that the images corresponding to all of the aforementioned monitoring area become more than a predetermined size in the captured image; the image acquisition unit, which from the aforementioned The imaging device obtains an image of the front of the train; and an obstacle determination unit that determines the presence or absence of obstacles in the surveillance area based on the image; the surveillance area includes the distance range necessary from the actual braking of the train to the stop For the corresponding required area, the area setting unit sets the distance to the beginning of the required area based on the speed information to the free travel distance corresponding to the speed information of the train, and the distance to the end of the required area It is set as a distance obtained by adding a braking distance and a margin distance corresponding to the speed information of the train to the distance to the aforementioned starting end. For example, in the front monitoring device of the first item of the scope of patent application, the area setting unit sets the distance to the beginning of the necessary area based on the empty travel distance of the train. For example, in the front monitoring device of the first item of the scope of patent application, the area setting unit sets the distance to the end of the necessary area based on the idling distance and the braking distance of the train. For example, the front monitoring device of the first item of the scope of patent application, wherein the aforementioned area setting unit sets the horizontal shape and vertical shape of the area based on the plane shape including the vehicle restriction of the railway vehicle and the construction restriction. An obstacle collision avoidance device, comprising: a front monitoring device as in any one of items 1 to 4 in the scope of patent application; and a brake command calculation unit that determines that the obstacle is in the monitoring area through the front monitoring device In the case of internal, the brake command is output based on the result of the aforementioned determination. A train control device, including: a front monitoring device such as any one of items 1 to 4 in the scope of the patent application; a speed and position detection unit that detects the speed and position of the train, and outputs the speed and position information of the train ; And a control command unit, which outputs a control command for driving or braking the aforementioned train based on the determination result of the presence or absence of obstacles in the front monitoring device. For example, the train control device of claim 6, wherein the control instruction unit determines in the front monitoring device that it reaches the range of the distance required from the actual braking of the train falling into the monitoring area to stop When the obstacle is present in the range up to the end of the corresponding necessary area, the control command for braking through emergency braking is output. For example, the train control device of claim 6, wherein the control instruction unit determines in the front monitoring device that it corresponds to the range of the distance required from the actual braking of the train falling into the monitoring area to stop. If there is the aforementioned obstacle in front of the terminal of the necessary area, the aforementioned control command for braking to perform a brake that can be stopped to the detection position of the aforementioned obstacle is output. For example, the train control device in the scope of patent application, in the case of obtaining an obstacle detection result that is farther than the distance to stop with a predetermined brake, the control instruction calculation unit outputs the aforementioned braking relief Control instructions are used as control instructions. For example, the train control device of claim 6, wherein the control instruction unit is required for the front monitoring device to be unable to set the monitoring area until the actual braking of the train falling into the monitoring area starts to stop. In the case of the end of the necessary area corresponding to the distance range, the output is used to perform weak braking to the extent that the transmission does not generate braking force. The aforementioned control commands for moving brakes.

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