WO2015132839A1

WO2015132839A1 - Signal system

Info

Publication number: WO2015132839A1
Application number: PCT/JP2014/055211
Authority: WO
Inventors: 俊晴菅原; 尊善西野; 佐藤　裕; 健二今本
Original assignee: 株式会社日立製作所
Priority date: 2014-03-03
Filing date: 2014-03-03
Publication date: 2015-09-11
Also published as: JPWO2015132839A1; GB201614361D0; GB2538450A; JP6302994B2; GB2538450B

Abstract

The present invention addresses the problem of providing an inexpensive signal system having a small number of devices while reliably preventing a collision with a preceding train and an obstacle. In order to solve the above problem, provided is a signal system characterized by having: a plurality of reflectors continuously disposed on a track; a train traveling on the track; a detection unit for detecting objects in front of the train; a specifying unit for specifying the reflectors from among the objects; and a control unit for setting a stop limit on the near side of the furthest one of the reflectors continuously seen from the vicinity of the train, providing a speed limit according to the stop limit, and braking the train when the traveling speed of the train exceeds the speed limit.

Description

Signal system

The present invention relates to a signal system.

There is digital ATC as background art of this technical field. In the digital ATC technology, the ground logic unit detects train presence through track circuits, creates stop point information based on the presence information of preceding trains, and transmits this stop point information by information transmission using the track. Some digital information is transmitted to the on-board logic unit. In some vehicles, the on-board logic unit loads route data and individual vehicle performance data as a database, autonomously processes information transmitted from the ground logic unit, and performs optimal "one-step braking" control.

In JP-A-10-124799 (Patent Document 1), a scanning type laser radar is mounted on a vehicle traveling on a road on which a reflector is disposed on the road shoulder, and the front of the vehicle is scanned to detect obstacles. The detection limit distance of the laser radar is defined as the maximum detection distance, and if there is no obstacle within that range, the speed of the vehicle is controlled by assuming that the obstacle exists near the detection limit distance, and the obstacle There is described a method of performing brake control based on obstacle information detected by a laser radar when an object exists.

Unexamined-Japanese-Patent No. 10-124799 gazette

With the digital ATC mentioned in the background art, collisions between trains can be reliably prevented, and there are further advantages such as high-density operation. However, many ground systems, such as track circuits, ground logic units, ATC-LANs, transceivers, etc., are required, and the reduction in the number of equipment, that is, cost reduction is an issue.

On the other hand, the collision with the obstacle can be prevented at low cost by grasping the condition in front of the vehicle by the on-vehicle sensor and performing the brake control as in Patent Document 1. However, since the method of Patent Document 1 detects an obstacle by the reflection wave of the on-vehicle sensor and brakes when the obstacle is detected, the undetected preceding vehicle or obstacle occurs due to the disturbance, There was a problem that it collided. That is, it is an object to provide an inexpensive signal system with a small number of devices while reliably preventing a collision with a preceding train or an obstacle.

In order to solve the above problems, in a signal system having a plurality of reflectors continuously arranged on a track and a train traveling on the track, the train is detected as a detection unit that detects an object in front of the train. Control unit that controls the brakes of the train based on the stop limit, the deceleration performance of the train, and the traveling speed of the train, and the stop limit is detected by the identification unit A signal system is provided that is set based on the position of a reflector.

The present application can realize a low-cost signal system with a small number of devices while preventing a collision with an obstacle on a train or a track in a signal system that controls train travel using a reflector.

Signal system in the first or second embodiment Installation Example of Reflector in First or Second Embodiment Detection Example of Detection Unit in First or Second Embodiment Reflector identification unit in the first embodiment Brake control unit in the first or second embodiment Setting of Reference Reflector in First or Second Embodiment Operation Example of Signaling System in First Embodiment Relationship between travel speed and distance from object detection to stop Obstacle entering into orbit Reflector Identification Unit in Second Embodiment Operation Example of Signaling System in Second Embodiment Operation Example of Signal System in Third Embodiment Maintenance vehicle in the fourth embodiment Installation Example of Reflector and Heater in Fifth Embodiment

Examples will be described below.

A present Example is a signal system which prevents the collision of trains. FIG. 1 shows the signal system of the first embodiment. As shown in FIG. 1, the signal system is applied to a train 2 (a railway, a light rail transit, etc.) traveling on an iron rail 1. The train 2 operates in accordance with a predetermined schedule and plays a role of transporting passengers. Electric power is supplied to the train 2 from a substation (not shown) through an overhead wire (not shown). A driving force is generated by a motor (not shown) to rotate the wheels 9, and the train 2 travels on the rail 1. However, an engine (not shown) may be mounted on the train 2 and the train 2 may be driven by the power of the engine. The train 2 is operated by a driver (not shown) or an automatic driving device (not shown). This signal system can be applied not only to railways, but also to moving objects such as monorails, new transportation systems, automobiles and mine dumps.

The signal system is a security device that prevents collision between trains even if the driver or the automatic driving device erroneously operates the train 2. The signal system comprises a reflector 3 continuously arranged on the track, a detection unit 4 for detecting information on an object in front of the train, and an on-vehicle signal device 5. The on-vehicle signal device 5 defines a reflector identification unit 6 for identifying a reflector from among the objects detected by the detection unit 4 and a stop limit based on the information of the reflector, and provides the train speed limit based on the stop limit. It comprises a brake control unit 7 that applies a brake when the train exceeds the speed limit.

The reflector 3 is continuously disposed on the track, that is, between the rails 1 as shown in FIG. The continuous means, for example, a state of being arranged at intervals of about 5 [m] to 10 [m]. However, the interval may be changed depending on the place. When reflectors are continuously arranged on the track in this manner, if an obstacle such as a preceding train is present in front of the train 2, it is blocked by the obstacle and the reflector ahead of the obstacle disappears. That is, the fact that the train 2 can continuously detect the reflector means that there is no obstacle between the train and the reflector, and that the train can travel safely. Utilizing the above characteristics, the present signal system realizes a safe signal system by controlling the train in a range where the train 2 can continuously detect the reflector (a range in which the train can safely travel). There is. The installation method of the reflector is desirably three-dimensionally configured in a range not contacting the train 2 as shown in FIG. By doing this, it is possible to suppress that the reflector is hidden by fallen leaves or snow.

The detection unit 4 is installed in the train 2 so as to detect a reflector or an obstacle in front of the train 2. In the present embodiment, a sensor for detecting an object uses a laser radar. The detection unit 4 detects the relative position (X [i], Y [i], Z [i] of the object present in front of the vehicle based on the laser light emitted by the laser radar and the information of the reflected wave reflected on the object. ], Relative velocity (Vx [i], Vy [i]), shape (vertical width H [i], horizontal width W [i], depth D [i]), and the signal strength of the reflected wave are calculated. Here, [i] is an ID number when a plurality of objects are detected.

Next, consider the case where the train 2 travels the situation shown in FIG. 3 (1). 31 is a utility pole, 32 and 33 are rails on which the train 2 is traveling, 34 and 35 are rails on adjacent tracks, 36 is an oncoming train, and 37 to 44 are reflectors. The detection unit 4 has a detection limit and can not detect all of the above. As shown in FIG. 3 (2), the relative positions, relative speeds, shapes, and reflections of the electric pole 31, the left rail 32, the right rail 33, the

rails

34 and 35 of the adjacent tracks, the opposing train 36 and the reflectors 37-43. Calculate the signal strength of the wave. The detection unit 4 transmits the information of the object to the on-vehicle signal device 5 using an in-vehicle LAN (Local Area Network). The detection unit repeats the above process every fixed period, for example, every 0.1 second. In this embodiment, a laser radar is used, but a millimeter wave radar with small attenuation of rain and snow, a camera capable of adding value by image processing, etc. may be used.

Subsequently, the reflector specifying unit 6 will be described with reference to FIG. In S401, the

rails

32 and 33 are specified from among the information of the object detected by the detection unit 4 based on the shape. Next, it is determined that an object outside the orbit, that is, an object outside the rail is not a reflector. In the example of FIG. 3 (2), it is determined that the utility pole 31 and the

rails

34 and 35 of the adjacent tracks are not reflectors. Since it is not possible to detect the rail at distances further than Xa, it is not determined whether it is on the orbit. The process of S401 can reduce the possibility of misdetecting an object outside the orbit as a reflector. For example, the reflectors 3 on opposite trajectories (not shown) can also be eliminated in this process. The process of S401 multiplies the wheel diameter by the rotation speed of the speed generator 8 to estimate the traveling speed V of the train 2, integrates the traveling speed V to estimate the position of the train 2, and prestores from the position of the train 2 It may be determined whether or not the currently detected object is in orbit by referring to the map information of the orbit.

Subsequently, in S402, based on the traveling speed V of the train 2, it is determined by the following equation whether it is a stationary object or not. That is, one having a relative speed substantially equal to the traveling speed of the train 2 is determined as a stationary object, and it is determined that an object other than the stationary object is not a reflector.

−V−ΔV <Vy [i] <− V + ΔV (i = 1, 2, 3... N) (1)
Here, ΔV is a set value. In the example of FIG. 3 (2), it is determined that the oncoming train 36 is not a reflector because it does not apply to equation (1). The processing of S402 can reduce the possibility of misdetecting an object having a speed as a reflector.

Subsequently, in S403, it is determined whether the signal strength of the reflected wave is equal to or more than a predetermined value, and it is determined that the one having a predetermined value or more is a reflector. Since the reflector has a very high reflectance of the laser radar with respect to other objects, the processing of S403 can reduce the possibility of misdetecting an object other than the reflector as a reflector. In the example of FIG. 3 (2), it is determined that the signal intensity of the reflected waves of the reflectors 37 to 43 is equal to or greater than a predetermined value, and these are determined to be reflectors. It is also effective to dispose an absorber that absorbs the output of the sensor (millimeter wave or laser light) on the back of the train 2. By doing this, the reflectance of the train 2 is reduced, so the train 2 and the reflector can be more reliably separated. Further, by providing the above-mentioned absorber also on the back surface of the reflector 3, the reflectance of the reflector 3 on the opposite track is reduced, so that the erroneous detection of the reflector 3 on the opposite track can be surely eliminated. As another method for preventing erroneous detection, a deflection plate (not shown) is disposed in front of the reflection surface of the reflector 3 so as to reflect only the deflected light, and the detection unit 4 detects only the light deflected from the reflector 3 Is also valid. The reflector specifying unit described above repeats the process every fixed period, for example, every 0.1 second. The reflector identification unit 6 can identify only the reflector from among the objects detected by the detection unit 4. If the detection accuracy of the reflector is not determined, it is not necessary to perform all the processes in S401 to S403, but the reflector can be detected more accurately by performing the process.

Subsequently, the brake control unit 7 will be described with reference to FIG. In S501, as shown in FIG. 6 (1) and FIG. 6 (2), among the information of the reflectors identified by the reflector identification unit 6, the farthest reflector continuously detected from the vicinity of the train 2 is used as the reference reflector Extract. In order to determine whether the detected reflector is continuous, the position where the reflector is installed is stored in advance as map data, and it is determined whether the reflector can be detected continuously depending on whether the reflector is present or not. Do. However, the present invention is not limited to this method, and when reflectors are installed at equal intervals (for example, 10 [m] intervals), whether reflectors are continuously disposed depending on whether or not reflector intervals are provided at each installation interval You may decide In the case of FIG. 6 (1), four reflectors near the own train 2 are detected, and the fifth and subsequent reflectors can not be detected. In this case, the fourth reflector is used as a reference reflector. In the case of FIG. 6 (2), three reflectors and the fifth reflector close to the own train 2 are detected, and the fourth reflector is not detected. In this case, the third reflector is used as the reference reflector in this case. In addition, when a plurality of reflectors are detected continuously from the reflector closest to the own train 2, it means that the range of installation of the reflectors detected continuously can run without obstacles. Therefore, even if any reflector is used as a reference reflector, the traveling safety of the own train 2 is maintained. By setting one of the detected continuous reflectors farthest from the own train 2 as the reference reflector, the stop limit is set further away, and the traveling speed of the own train 2 is further maintained. Moreover, when only the reflector closest to the own train 2 is detected, the reflector closest to that is the reference reflector.

Subsequently, S502 will be described. As described above, the fact that the train 2 can continuously detect the reflector means that there is no obstacle between the train and the reflector, and that the train can travel safely. That is, since the reference reflector is a boundary between an area where it can travel safely and an area where it can not travel safely, the stop limit is set at the position of the reference reflector or at a position before the reference reflector. In the present embodiment, it is a point to detect reflectors continuously arranged in front of the own train 2 and to set a stop limit within a range in which the vehicle can travel based on the detection result.

In S503, first, gradient data corresponding to the position of the train 2 is acquired from the gradient information stored in advance. Next, based on the gradient data, the stop limit, and the deceleration performance of the train 2 stored in advance, the speed limit is set so that the train does not exceed the stop limit. The speed limit is associated with the position. The method of setting the speed limit may be a method generally performed by ATC or the like without being limited to the above.

At S504, it is determined whether the traveling speed V is higher than the speed limit, and if it is higher, a brake command is output to a braking device (not shown) at S505 to apply a brake. If it is smaller, the processing of the brake control unit is ended.

The brake control unit 7 described above repeats the process every fixed cycle, for example, every 0.1 second. The brake control unit 7 can provide a stop limit within the range in which the train 2 can travel safely, and can perform closing control.

Subsequently, an operation example when the signal system of the first embodiment is applied will be described. FIG. 7 (1) is the case where the preceding train is far (when the preceding train can not be detected from the train 2). An object which is a candidate for a reflector is detected by the detection unit 4, a reflector is specified from among the objects by the reflector specifying unit 6, and the farthest reflector continuously detected from the vicinity of the train 2 among the reflectors is a reference reflector And In the case of FIG. 7 (1), the reference reflector is the fourth reflector from the train 2. The brake control unit 7 provides a speed limit 71 in front of the reference reflector, and performs brake control when the train 2 exceeds the speed limit 71. As a result, it is possible to control the train 2 within a range where safety can be confirmed with low cost equipment with few ground equipment, and a safe signal system can be realized.

FIG. 7 (2) shows the case where the preceding train is near. In the case of FIG. 7 (2), the third reflector becomes the reference reflector because the reflector farther than the fourth one is hidden by the preceding train. Since the control for closing the reference reflector is performed, collisions between trains can be reliably avoided. As described above, it is possible to realize a safe signal system that is inexpensive because there are few ground facilities and can avoid collisions between trains.

The signal system of the first embodiment is also effective when the detection distance of the sensor becomes short due to bad weather or the like. In this case, the position of the reference reflector is on the front side, the stop limit is set on the front side, and closing control can be performed within a range where safety can be confirmed. That is, the signal system of the first embodiment is robust against disturbances.

The signal system of the first embodiment is also effective in places where the curvature or slope changes (for example, the top of a curve or a slope). At the top of the curve or slope as described above, the range that can be detected by the sensor becomes short. In this case, the position of the reference reflector comes to the front, the stop limit is set to the front, and the closing control is applied within the range where safety can be confirmed. The train runs at a low speed. That is, the signal system of the first embodiment is robust against traveling conditions such as curves and hill tops.

The signal system according to the first embodiment detects a reflector having a detection distance longer than that of the train 2 and performs control to shut it down. Therefore, the signal system can be operated at a higher speed than the train 2 is detected to control it.

The signal system of the first embodiment is effective even in the case where an obstacle (for example, a fallen leaf or a cardboard) covers the reflector. Also in this case, the train 2 is controlled to be closed within the range where the safety has been confirmed, and it can be reliably stopped before the obstacle. If the driver removes the obstacle and resumes operation, the operation stop can be short and social loss can be small.

The speeds at which the present signal system can be applied will be described. When the free running time is 0.5 [s] and the deceleration is 3.5 [km / h / s], the distance from the object detection to the stop is as shown in FIG. Thus, for example, assuming that the detection unit can detect a reflector ahead by 200 m, the present signal system can be applied to a train 2 traveling at about 70 km / h.

The present embodiment is a signal system for preventing a collision with a person 91 who has entered a track as shown in FIG. 9, an obstacle not shown, and a preceding train not shown. Descriptions of parts having the same functions as in the first embodiment will be omitted.

The reflector specification part 6 of 2nd Embodiment is shown in FIG. Since S1001 to S1003 are the same as S401 to 403, the description will be omitted. In S1004, if the object has the same shape as the reflector, that is, if the following equations (2) and (3) hold, it is determined that "a reflector that can be detected without losing the reflective surface".

H_ref−ΔH <H [i] <H_ref + ΔH (2)
W_ref−ΔW <W [i] <W_ref + ΔW (3)
Here, H_ref is the vertical width of the reflector, W_ref is the horizontal width of the reflector, and ΔH and ΔW are set values. When a person is present on the orbit, the reflector at the back of the person is partially visible as shown in FIG. By the process of S1004, such a partially detected reflector can be removed from the "reflector that can be detected without losing the reflective surface". That is, by the process of S1004, the reflector information used by the brake control unit can be limited to the reflector in front of the person, and the signal system can prevent the collision with the person.

Subsequently, an operation example when the signal system of the second embodiment is applied will be described using FIG. The detection unit 4 detects an object that is a candidate for a reflector, and the reflector specifying unit 6 specifies, from among the objects, “a reflector that can be detected without losing the reflection surface”. In the case of FIG. 11, the reflector (the fourth and subsequent reflectors) distant from the person 91 is partially obscured, so the reflector identification unit 6 It can be judged as a reflector that can be detected without Among the reflectors identified by the reflector identification unit 6, the brake control unit 7 uses the farthest reflector continuously detected from the vicinity of the train 2 as a reference reflector. In FIG. 11, the third reflector from the own train 2 is the reference reflector. In the brake control unit 7, a speed limit 71 is provided in front of the reference reflector, and brake control is performed so that the train 2 does not exceed the stop limit. Thus, the collision can be reliably avoided even for an obstacle entering the orbit.

According to the signal system of the second embodiment, it is possible to realize a safe signal system which is inexpensive because there are few ground facilities and can avoid a collision against people and obstacles entering the orbit. Although the explanation is omitted, the signal system of the second embodiment can prevent the collision with the preceding train in the same process.

This embodiment is a signal system in which the driver can release the brake control when the reflector can not be detected. Descriptions of parts having the same functions as in the first embodiment will be omitted.

FIG. 12 (1) shows an operation example of the signal system of the third embodiment. FIG. 12 (1) shows the situation where no reflector is present at the location 121 where the reflector should be installed. The difference from the first embodiment is that the on-vehicle signal device 5 includes an exclusion unit 122 and a communication unit 123.

In the situation of FIG. 12 (1), the farthest reflector among the reflectors that can be detected continuously from the own train 2 is set as the reference reflector, the stop limit is set in front of it, and the train 2 is controlled to be closed. . That is, it stops before the place 121 where the reflector should be installed. Although it is safe, if the operation can not be resumed until the reflector is installed, the operation rate of the railway decreases and social impact is large.

In view of the above, the on-vehicle signal device 55 is provided with the exclusion unit 122. The exclusion unit excludes reflectors that can not be detected by the driver's input from the control target. As a result, the brake control unit 77 sets the farthest reflector continuously detected from the vicinity of the own train 2 as the reference reflector except for the reflector which should have been at the location 121. In that case, as shown in FIG. 12 (2), the fourth reflector (the fifth reflector including the missing 121 reflectors) from the own train 2 is set as the reference reflector. If the driver confirms the safety by the exclusion unit 122, the operation can be continued without stopping the train 2, the influence on the operation can be minimized, and the operation rate of the train 2 can be improved.

The communication unit 123 performs wireless communication with communication units of other trains (not shown), and shares information of reflectors excluded by the exclusion unit 122 between the trains. By doing this, it is not necessary for the driver of each train to perform the exclusion input at 121 places, and the influence on the operation can be minimized, and the burden on the driver can be reduced.

This embodiment is an embodiment regarding maintenance of a signal system. FIG. 13 shows a maintenance vehicle 131 having a water spray unit 132. Reflectors need to be cleaned regularly as their surface reflectivity reduces their reflectivity. In the present embodiment, the maintenance vehicle 131 travels regularly, and water is sprinkled to the reflector by the water sprinkler 132 to remove dirt on the surface of the reflector. Watering is effective not only for dirt on the reflector but also for snowfall. The maintenance vehicle 131 having the above-described water spray portion 132 moves on the track or stops near the reflector and waters the reflector, so that the reflector does not need to be cleaned by a person, and the maintenance of the signal system can be performed inexpensively. It becomes possible to manage. In addition, the effects of dirt on the reflector and snow on the operation of the signal system can be minimized. Information on the contamination of a plurality of reflectors may be obtained in advance, and water may be sprayed only to the reflectors to be watered. Maintenance efficiency is improved when selecting a reflector to spray water. The information on the dirt of the reflector may be detected by a running train, or a means for detecting the dirt may be provided in the vicinity of the reflector, or the information on the reflector sprinkled in the past may be used. From the past watering records of reflectors, it is possible to detect a reflector at a position where it is easily soiled, or it may be possible to squeeze water onto a reflector with a low watering frequency. Moreover, although watering is performed by a maintenance vehicle in this embodiment, you may provide the facility which waters a water on the ground.

This embodiment is a countermeasure against snow. FIG. 14 shows the configuration of the heater 141 disposed adjacent to the reflector. If the reflector is covered with snow, the reflectance of radio waves and light from the reflector will be reduced. In the worst case, no reflector can be detected, and the signal system always brakes and stops the train 2. On the safe side, the operating rate of the railway system is reduced. Therefore, in the fifth embodiment, when the snow falls, the snow is detected by a snow sensor by image processing (not shown), and the snow is melted by the heater 141 shown in FIG. As described above, the influence of snow on the operation of the signal system can be minimized.

The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments are described in detail to illustrate the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Further, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. In addition, it is possible to add, delete, and replace another configuration for part of the configuration of each embodiment.
Further, each of the configurations, functions, processing units, processing means, etc. described above may be realized by hardware, for example, by designing part or all of them with an integrated circuit. Further, each configuration, function, etc. described above may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as a program, a table, and a file for realizing each function can be placed in a memory, a recording apparatus such as a hard disk or solid state drive (SSD), or a recording medium such as an IC card, an SD card, or a DVD.
Further, control lines and information lines indicate what is considered to be necessary for the description, and not all control lines and information lines in the product are necessarily shown. In practice, almost all configurations may be considered to be mutually connected.

DESCRIPTION OF SYMBOLS 1 rail 2 train 3 reflector 4 detector 5 vehicle signal apparatus 6 reflector identification 7 brake control 8 speed generator 9 wheel 31 pole 31 32 Rail on the left side 33 Rail on the

right side

34, 35 Rails on adjacent tracks 36 Opposed trains 37 to 44 Reflectors 71 Speed limit 91 People entering the track 121 Reflectors Where it should have been installed, 122: Exclusion section, 123: Communication section, 131: Maintenance vehicle, 132: Water sprinkling section, 141: Heater

Claims

Multiple reflectors arranged continuously on the track,
A signal system having a train traveling on the track,
The train is
A detection unit for detecting an object in front of the train;
A specification unit for specifying the reflector from the objects to be detected;
A control unit that performs brake control of the train based on the stop limit, the deceleration performance of the train, and the traveling speed of the train;
The signal system, wherein the stop limit is set based on the position of the reflector detected by the identification unit.
The signal system according to claim 1, wherein
When the identifying unit detects a reflector closest to the front of the train and a reflector continuously disposed in front of the train from the reflector closest to the train, the stop limit is selected from among the plurality of detected reflectors A signal system characterized by selecting a reflector to be set as a reference.
The signal system according to claim 2, wherein
The signal system, wherein the specifying unit selects a reflector farthest from the train as the reference among the plurality of detected reflectors.
A signal system according to claim 2 or claim 3,
A signal system characterized in that the stop limit is set in front of the reference reflector or the reference reflector.
A signal system according to any one of claims 1 to 4,
The signal detection system is characterized in that the detection unit uses at least one of a laser radar, a millimeter wave radar, and a camera.
The signal system according to any one of claims 1 to 5,
The signal system, wherein the detection unit calculates at least one of a position, a velocity, and a shape of the object, and a signal intensity of a reflected wave reflected by the object.
A signal system according to any one of claims 1 to 6,
The identification unit 6 identifies the object as a reflector based on any one of the positional relationship between the object and the trajectory, the velocity of the object, and the signal intensity reflected by the object. .
A signal system according to any one of claims 1 to 7,
The signal system according to claim 1, wherein the identification unit identifies a reflector that can be detected without losing a reflective surface in the reflector based on the shape of the object.
A signal system according to any one of claims 1 to 8,
Each of the said reflectors is an area | region which does not contact the said train, and is comprised three-dimensionally, The signal system characterized by the above-mentioned.
A signal system according to any one of claims 1 to 9,
The signal system characterized by providing the absorber which absorbs the electric wave which the said detection part irradiates on the back of the said train
A signal system according to any one of claims 1 to 10, wherein
A signal system characterized by excluding the reflector specified by the specifying unit based on driver's input from the control target
The signal system according to claim 11,
A signal system characterized by sharing information of the reflector excluded from the control object among a plurality of trains
A signal system according to any one of claims 1 to 12,
The vehicle includes a water sprinkling means, and water is sprayed to the reflector while moving or stopping on the track.
The signal system according to any one of claims 1 to 13,
A signal system characterized by comprising heat radiating means for warming the reflector in the vicinity of the reflector.