WO2019021518A1

WO2019021518A1 - Track transport system and track transport system operating method

Info

Publication number: WO2019021518A1
Application number: PCT/JP2018/007675
Authority: WO
Inventors: 小田　篤史; 勝田　敬一; 尊善西野; 将尭横田; 雄飛堤
Original assignee: 株式会社日立製作所
Priority date: 2017-07-27
Filing date: 2018-03-01
Publication date: 2019-01-31
Also published as: JP2019025984A; EP3659896A1

Abstract

Obstacle detection is an issue in improving the safety and operability of a track transport system in which a transport car travels on a track, since evasive steering is not possible should an obstacle be present on the track. To address this problem, the present invention is characterized by comprising a transport car for transporting passengers, an obstacle detection car which precedes the transport car and has a sensor for detecting an obstacle on the track, and a communication means for connecting the transport car and obstacle detection car so as to enable communication therebetween, and in that the transport car decelerates upon receiving an obstacle detection signal from the sensor.

Description

Orbital transport system, operation method of orbital transport system

The present invention relates to an orbital transport system traveling on a track.

In a track transportation system in which a transportation vehicle travels on a track, if there is an obstacle on the track, the obstacle can not be avoided by steering. Therefore, detecting obstacles is important to improve the safety and operability of the transportation system. In a manned driving system operated by a driver, most of on-orbit and route are detecting obstacles by visual observation of the driver. On the other hand, in an unmanned operation system that employs automatic operation, safety and operability are ensured by blocking other traffic on a dedicated track and preventing the entry of obstacles.

Further, in Patent Document 1, as a technology for eliminating an obstacle on a track, a displacement vehicle is caused to travel while maintaining a predetermined inter-vehicle distance ahead of a transportation vehicle traveling on a track, and an obstacle on a traveling road is eliminated. Track transport system is disclosed.

Japanese Patent Application Laid-Open No. 5-338538

There are large restrictions on cost and location when adopting a dedicated track. Even in the case of a manned operation system, there may be a need to further improve safety and operability. Further, the displacement vehicle of Patent Document 1 is a system on the premise of collision with an obstacle, and when the obstacle can not be eliminated, a significant delay in operation may occur.

An object of the present invention is to provide a track transportation system with improved safety and operability in order to cope with the above-mentioned problems.

In order to solve the above problems, a transport vehicle for transporting passengers, an obstacle detection vehicle having a sensor that precedes the transport vehicle and detects an obstacle on a track, the transport vehicle, and the obstacle The transport vehicle is characterized in that the transport vehicle is decelerated in response to an obstacle detection signal from the sensor.

According to the present invention, it is possible to provide an orbital transportation system with improved safety and operability. Problems, configurations, and effects other than those described above will be apparent from the description of the embodiments below.

It is a figure which shows the structure of the orbital transport system in one Example of this invention. It is a flowchart which shows operation | movement of the obstacle detection vehicle in one Example of this invention. It is a flowchart which shows operation | movement of the transport vehicle in one Example of this invention. It is an explanatory view of a sensor corresponding to a touch and a collision in one example of the present invention.

The reduction in the number of users is required to reduce operating costs, and the need for unmanned operation of the orbital transportation system is high. However, existing unmanned operation systems are limited to those using dedicated tracks. The dedicated track uses a dedicated track that blocks the entry of other traffic by infrastructure such as elevated and underground, and the introduction cost is very high. When changing the existing open track to a dedicated track, it is necessary to consider further restrictions such as site and construction.

On the other hand, the inventors created a new idea for realizing an unmanned operation system on an open track. That is, the idea is to run a unit (obstacle detection vehicle) having a sensor having an obstacle detection function separately from the transport vehicle that transports passengers. In an embodiment to be described later, an example will be described in which unmanned operation is realized by an operation in which a unit for obstacle detection runs ahead of a passenger vehicle. According to this example, even if there is an obstacle on the track, it can be detected early and the vehicle can be stopped, so it is possible to provide a track transportation system with improved safety and operability. If the obstacle detection vehicle has an unmanned driving function, this system can be introduced without increasing the number of drivers. Furthermore, if the transport vehicle has an unmanned operation function, the train can be operated without an operator. Then, instead of reducing the formation of one train, the degree of freedom of operation will be increased by increasing the number of trains.

In Patent Document 1, as a technique (paragraph 0002) for removing an obstacle on a track, a displacement vehicle is made to travel while maintaining a predetermined inter-vehicle distance in front of a transportation vehicle traveling on a track. An orbital transport system (paragraph 0001) is disclosed which eliminates obstacles. For example, in paragraph 0012, "the small obstacle is eliminated by the elimination car, and the elimination car collides with an obstacle that can not be eliminated so that the vehicle can not travel. Even in cases where it is possible to stop the transport vehicle safely, it is a premise system to eliminate obstacles by collisions. If an obstacle can not be eliminated, a significant delay in operation may occur. In this vehicle, an automatic driving system is installed to make the leading shape of the leading vehicle of the following transportation vehicles an ideal shape with low aerodynamic resistance and reduce the weight of the vehicle to increase the payload. It is done. The function of detecting an obstacle is not disclosed.

On the other hand, the track transportation system according to the embodiment is a system on the premise that a unit having an obstacle detection function detects an obstacle at an early stage, thereby stopping both the unit and the transportation vehicle before a collision occurs. . This makes it possible to increase the safety of the unit, the transport vehicle, and the obstacle. In addition, by providing the obstacle detection function to the unit traveling ahead, the transport vehicle itself can exhibit a sufficient detection / braking function as a whole without having a high detection function and braking function, safety, A highly operable system can be realized. Furthermore, since the obstacle can be eliminated after avoiding the collision with the obstacle, highly operable operation with reduced operation delay becomes possible.

By the way, obstacle detection technology is being researched for automatic driving of a car, and in general, millimeter wave radar, laser radar, camera and the like are used. The detection distance is about 200 m even for millimeter wave radars and cameras, which are sensors with long detection distances. The braking distance of the car is about 200 m at 120 km / h, and it can be stopped in front of the obstacle even if it is braked after detecting the obstacle with a millimeter wave radar or a camera. The braking distance of the car is short because the occupant is seated and high deceleration performance is set on the premise that the seat belt is worn.

On the other hand, in the track transportation system represented by a train, it is assumed that passengers get on the vehicle in a standing state, and generally, deceleration performance lower than that of a car is set. As a result, the braking distance required to stop from the same speed is longer in an orbital transport system than in a car. For example, the braking distance from 120 km / h is about 500 m. Therefore, when a sensor for vehicles is applied as it is to a track transportation system, the detection distance of the sensor may be shorter than the necessary braking distance. As a result, even if an obstacle is detected by a sensor, there arises a safety issue that the track transportation system can not stop in front of the obstacle. In addition, when the maximum speed is reduced to the speed that can be stopped after detection by the sensor, there are operational issues such as a decrease in expressability and transportation capacity. To solve this problem, if the maximum deceleration of the separate unit is made larger than that of the passenger vehicle, the distance from the detection by the sensor to the stop can be shortened compared to when the separate unit is not used. In this way, it is possible to realize a highly safe and easy-to-operate track transportation system while using sensors developed for autonomous driving of vehicles. This can be said to cover the portion that can not be stopped by the millimeter wave by the distance of the preceding unit.

Hereinafter, as an example of the present invention, an example of a railway with an open track will be described with reference to the drawings.

FIG. 1 is a diagram showing the configuration of an orbital transportation system. The track transportation system includes a transportation vehicle 101 for carrying passengers and cargo, an obstacle detection vehicle 102 for detecting an obstacle in front, and communication means 103 between the transportation vehicle 101 and the obstacle detection vehicle 102. The communication means may connect the transportation vehicle 101 and the obstacle detection vehicle 102 by inter-vehicle communication, or may communicate via a facility on the ground. In the present embodiment, between the transportation vehicle 101 and the obstacle detection vehicle 102, data transmission may be implemented with sufficiently small transmission delay for control described later, and the method is not limited.

The obstacle detection vehicle 102 includes an obstacle detection sensor 104 which is a sensor for detecting an obstacle. The obstacle detection sensor 104 is mainly intended to detect obstacles in advance. However, as a matter of course, it may be possible to detect that the obstacle detection vehicle 102 has touched or collided with an obstacle.

FIG. 4 is an explanatory view of a sensor corresponding to a touch or a collision. An obstacle detection vehicle 402 traveling ahead of the transportation vehicle 401 includes a collision sensor 414 and a contact sensor 424. In the present embodiment, as an example of the obstacle, collision with people on a track such as a level crossing, cars, falling objects, etc., or contact with plants or protrusions invading building limits are assumed. The construction limit is the clearance where the building should not be installed on the track. The collision sensor 414 can use a detection sensor for an air bag of a car. As the contact sensor 424, a hollow structure that encloses all or part of the construction limit, a solid structure that covers the same area, or the like can be employed.

The deceleration performance of the obstacle detection vehicle 102 is set higher than the deceleration performance of the transportation vehicle 101. The obstacle detection vehicle 102 according to the present embodiment is assumed to stop at 300 m, while the deceleration performance of the current train may stop at 600 m from the maximum speed. The deceleration performance set for the obstacle detection vehicle 102 is desirably equivalent to, for example, the deceleration performance of a car. For example, if it is possible to stop at a maximum speed of 120 km to 200 m, many obstacle detection sensors used in automobiles can be easily used. Furthermore, it is more desirable to set the maximum level of deceleration performance that can be physically exhibited in an orbital transportation system.

The acceleration performance of the obstacle detection vehicle 102 is set higher than the acceleration performance of the transportation vehicle 101. The acceleration performance of the obstacle detection vehicle 102 is expressed by equation (1).

Here, alpha ₁ is the required acceleration, alpha ₂ of the obstacle detecting vehicle 102 is the maximum acceleration of the transportation vehicle 101, beta is the maximum deceleration of the transport vehicle 101.

It is desirable that the obstacle detection vehicle 102 be lightweight so that it can be easily retracted from the track if it can not travel due to contact or collision with an obstacle. Moreover, if it is lightweight, it will be possible to minimize damage to the obstacle even if it contacts or collides with the obstacle. If it is less than 2 tons like a car, it is desirable from the point that it can be operated without heavy equipment.

It is desirable that the material of the leading end of the obstacle detection vehicle 102 be capable of absorbing shock. In the event of a collision with an obstacle, the impact of the collision can be mitigated. In addition, it is desirable that the leading end shape of the obstacle detection vehicle 102 be a displacement structure that promotes elimination of the obstacle. Even if the vehicle collides with an obstacle, it is possible to prevent the obstacle detection vehicle 102 from involving the obstacle, which is advantageous for early resumption of driving.

The distance between the transport vehicle 101 and the obstacle detection vehicle 102 by the control device (not shown) is at least the distance necessary to stop when the vehicle speed of the transport vehicle 101 is reduced at maximum deceleration performance as described later. To be controlled.

Next, the operation of the obstacle detection vehicle will be described. FIG. 2 is a flowchart showing a processing procedure executed by the obstacle detection vehicle 102.

In steps 201 to 206, a stop instruction for the transportation vehicle 101 and the current position of the obstacle detection vehicle 102 are created. The present process is executed every control cycle (for example, 20 milliseconds) of the obstacle detection vehicle 102. The operation based on the flowchart of FIG. 2 is as follows.

Step 201:
Sensor information on an obstacle on the orbit is acquired from the obstacle detection sensor 104. From the sensor information, it is determined whether or not an obstacle exists on the trajectory. Go to step 202.

Step 202:
Sensor information on an obstacle in orbit is acquired from the collision sensor 414 and the contact sensor 424. From the sensor information, it is determined whether there is a contact or a collision with an obstacle on the track. Go to step 203.

Step 203:
At step 201, it is determined whether an obstacle exists or at step 202 there is a contact or collision with the obstacle. If it is determined that an obstacle is present, or that it has come into contact with or collided with the obstacle, the process proceeds to step 204. If it is determined that the obstacle does not exist and does not contact or collide with the obstacle, the process proceeds to step 205.

Step 204:
If it is determined in step 203 that an obstacle is present, or that the vehicle is in contact with or collides with the obstacle, a stop instruction is generated because it is necessary to immediately stop the transportation vehicle 101. Proceed to step 205.

Step 205:
The current position of the obstacle detection vehicle 102 necessary for calculating the distance between the transportation vehicle 101 and the obstacle detection vehicle 102 is calculated. Although calculation of the current position is generally performed based on integration of the vehicle speed, other methods may be used. For example, a global positioning system (GPS) or the like may be used. Proceed to step 206.

Step 206:
The current position of the obstacle detection vehicle 102 and the presence / absence of a stop instruction for the transportation vehicle 101 are transmitted to the transportation vehicle 101 via the communication means 103.

Next, the operation of the transportation vehicle 101 will be described. FIG. 3 is a flowchart showing a processing procedure executed by the transportation vehicle 101.

In steps 301 to 306, the transport vehicle 101 is stopped when there is an obstacle on the track or when the obstacle detection vehicle 102 contacts or collides with the obstacle. Alternatively, if there is no obstacle on the track and the obstacle detection vehicle 102 does not contact or collide with the obstacle, the vehicle travels with the obstacle detection vehicle 102 at a necessary distance. This process is executed every control cycle (for example, 20 milliseconds) of the transportation vehicle 101. The operation based on the flowchart of FIG. 3 is as follows.

Step 301:
The obstacle detection vehicle 102 receives the current position of the obstacle detection vehicle 102 and a stop instruction for the transportation vehicle 101. Go to step 302.

Step 302:
In step 302, the current position of the transportation vehicle 101 necessary for calculating the distance between the transportation vehicle 101 and the obstacle detection vehicle 102 is calculated. Although calculation of the current position is generally performed based on integration of the vehicle speed, other methods may be used. For example, a global positioning system (GPS) or the like may be used. Proceed to step 303.

Step 303:
In step 303, the distance between the obstacle detection vehicle 102 and the transportation vehicle 101 is calculated from the current position of the obstacle detection vehicle 102 and the current position of the transportation vehicle 101. Go to step 304.

Step 304:
In step 304, the transport vehicle is set to be equal to or longer than the distance by which the distance between the obstacle detection vehicle 102 and the transport vehicle 101 is stopped when the transport vehicle 101 decelerates from the current vehicle speed with the maximum deceleration performance. Control. Generally, the distance required to decelerate and stop at a constant deceleration from a certain speed is expressed by equation (2).

Here, L is a distance required to stop, V is a vehicle speed at the start of deceleration, and β is a deceleration of the transport vehicle. In step 304, control is performed so that L is smaller than the distance between the obstacle detection vehicle 102 and the transportation vehicle 101. Specifically, for transportation, the distance between the obstacle detection vehicle 102 and the transportation vehicle is substituted as L in Equation (2), and the maximum deceleration of the transportation vehicle 101 is substituted for β to be equal to or less than V. The speed of the vehicle 101 may be controlled. If the distance between the obstacle detection vehicle and the transportation vehicle 101 can be controlled to be equal to or more than the distance traveled before the transportation vehicle 101 decelerates from the current vehicle speed with the maximum deceleration performance, the transportation vehicle 101 can A collision with the obstacle detection vehicle 102 can be suppressed. Go to step 305.

Step 305:
In step 301, it is determined whether a stop instruction has been received from the obstacle detection vehicle 102. If the stop instruction has been received, the process proceeds to step 306.

Step 306:
When the stop instruction is received from the obstacle detection vehicle 102, the transportation vehicle 101 is decelerated at the maximum deceleration and stopped.

Although the first embodiment shows an example in which the transportation vehicle 101 and the obstacle detection vehicle 102 are decelerated at the maximum speed and stopped, the present invention is not limited thereto, and the vehicle is decelerated if collision with each other vehicle and obstacle can be suppressed. It doesn't matter.

As described above, the track transportation system according to the first embodiment includes the transportation vehicle 101 for transporting passengers, and the obstacle detection vehicle 102 having the sensor 104 which precedes the transportation vehicle 101 and detects an obstacle on the track. The transportation vehicle 101 is configured to decelerate in response to an obstacle detection signal from the sensor 104, and includes communication means 103 communicably connecting the transportation vehicle 101 and the obstacle detection vehicle 102 with each other. Then, even when using a general obstacle detection sensor developed for a car, the transportation vehicle of the track transportation system is stopped in front of the obstacle or collision is avoided while maintaining the rapidity and transportation ability. It is possible to improve the safety and operability of the rail transportation system. In addition, it becomes possible to replace the obstacle detection by visual observation of the driver with the present embodiment, and to enable unmanned operation of the track transport system currently being operated by the driver, and to reduce the operation cost. It becomes.

This effect becomes greater as the braking distance of the obstacle detection vehicle 102 is shorter than the braking distance of the transportation vehicle 101.

In the first embodiment, the obstacle detection vehicle 102 determines whether there is an obstacle from the information of the obstacle detection sensor 104 or whether there is a contact or a collision with the obstacle from the information of the collision sensor 414 and the contact sensor 424. I have made instructions. However, information such as the obstacle detection sensor 104 is transmitted to the transportation vehicle 101, it is determined whether the transportation vehicle 101 has an obstacle or there is a contact or collision with the obstacle, and a stop instruction is generated. You may The point is that the transportation vehicle 101 can be stopped or sufficiently decelerated if there is an obstacle or if there is a contact or collision with the obstacle, and in the present invention, an obstacle exists or it is in contact with an obstacle or It does not matter which device is used to determine whether a collision has occurred or to issue a stop instruction based on the determination.

In the first embodiment, the transportation vehicle is such that the distance between the obstacle detection vehicle 102 and the transportation vehicle 101 is equal to or greater than the distance traveled before the transportation vehicle 101 decelerates from the current vehicle speed with the maximum deceleration performance. It controls 101. However, the obstacle detection vehicle is such that the distance between the obstacle detection vehicle 102 and the transportation vehicle 101 is equal to or more than the distance traveled before the transportation vehicle 101 decelerates from the current vehicle speed with the maximum deceleration performance. 102 may be controlled. In this embodiment, the distance between the obstacle detection vehicle 102 and the transportation vehicle 101 is equal to or greater than the distance traveled before the transportation vehicle stops at the maximum deceleration performance from the current vehicle speed (that is, the braking distance) It does not matter which device is used to control the interval.

101 Transportation Vehicle 102 Obstacle Detection Vehicle 103 Communication Means 104 Obstacle Detection Sensor 401 Transportation Vehicle 402 Obstacle Detection Vehicle 414 Collision Sensor 424 Contact Sensor

Claims

A transport vehicle for transporting passengers,
An obstacle detection vehicle that precedes the transportation vehicle and has a sensor that detects an obstacle on a track;
A communication unit communicably connecting the transport vehicle and the obstacle detection vehicle;
An orbital transportation system in which the transportation vehicle decelerates in response to an obstacle detection signal from the sensor.
The track transportation system according to claim 1, further comprising: a control device that controls the obstacle detection vehicle to travel ahead of a braking distance required before the transportation vehicle stops.
The track transportation system according to claim 1, wherein a braking distance of the obstacle detection vehicle is shorter than a braking distance of the transportation vehicle.
The control device according to claim 1, further comprising a control device for stopping the transportation vehicle when any one of the detection of the obstacle by the sensor and the collision or contact between the obstacle detection vehicle and the obstacle occurs. Orbital transport system.
The track transportation system according to claim 1, wherein the obstacle detection vehicle has an unmanned driving function.
The orbital transportation system according to claim 5, wherein the transportation vehicle has an unmanned driving function.
A method of operating a track transportation system, comprising running an obstacle detection vehicle having a sensor for detecting an obstacle on a track prior to a transportation vehicle for transporting a passenger.