JP2003052105A - System and apparatus for supporting operation of movable body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detect the running speed and the traveling distance of a movable body with accuracy for supporting the operation of the movable body. SOLUTION: Markers 20 are installed in a place, where the movable body 1 runs at intervals δ. The movable body 1 is provided with a marker detecting means 30 for detecting the markers 20; a speed-calculating means 12, which calculates the running speed of the movable body 1, based on the difference between a time at which the marker detecting means 30 detects one marker 20 and a time, at which the marker detecting means detects the next marker 20 and the interval δ; and a travel distance calculating means 11, which calculates the traveled distance of the movable body 1 from the number of the markers 20 detected by marker detecting means 30. Thus, data, such as traveled distance, running speed, position, and the like of the movable body 1, can be obtained accurately using the markers 20 installed along the traveling path 50, and these pieces of data can be used for supporting the operation of the movable body 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system and an apparatus for supporting the driving of a moving body such as a train, and more particularly to detecting the speed and the position of the moving body with high accuracy and running the moving body based on the detection result. It is possible to control.

[0002]

2. Description of the Related Art Conventionally, a lane marker system has been known as a system for supporting driving of a vehicle traveling on a road. In this system, lane markers are installed at predetermined intervals on a road, and a traveling vehicle detects the lane markers to detect where the vehicle is in the lane.
In this system, a magnetic marker system using a magnet as a lane marker, a radio wave marker system using a radio wave reflection marker, and a light reflection system using a light reflection marker are known.

The radio wave reflection marker used in the radio wave marker system has an LC resonator as described in JP-A-11-161890 and is electrically resonated with an electromagnetic wave transmitted from the vehicle side to generate an electromagnetic wave. To occur. On the vehicle side,
This is detected by the detector to know the marker position, and the lateral displacement between the marker position and the vehicle position with respect to the traveling direction is identified. Then, automatic control of the vehicle becomes possible by controlling the vehicle to keep the amount of positional deviation constant.

Further, in the above-mentioned publication, resonance frequencies divided according to lane information, intersection information, curve information, etc. are individually assigned to the markers, and from the markers embedded in the road,
It is described that the vehicle side takes in this road information.

On the other hand, the traveling distance and traveling speed of the vehicle are usually calculated from the rotational speed of the wheels. In the case of a train or train running on a track, it is not necessary to detect the lateral shift, but it is necessary to accurately determine the running speed and the current position so that the train can be accurately stopped at a predetermined position on the platform. .

The speed of a conventional train is the same as that of a car.
It is calculated from the wheel rotation. In addition, the mileage and the current position are largely dependent on the driver's visual inspection, and the driver comprehensively considers this information and uses it for the train driving judgment.

Regarding the current position, a method of detecting an absolute position using GPS, which is applied to a car navigation system, has been considered for a train.

[0008]

However, the method of obtaining the vehicle speed from the rotation of the wheels has a problem that an error occurs due to slip of the wheels or the like. In the case of rain or snow, the wheels slip considerably and the error becomes large. In particular, in the case of a train traveling on a railroad, the weight of the train is heavier than that of an automobile, and inertia is less likely to be attenuated, so that the amount of wheel slippage is large.

Further, even when the means for knowing the absolute position of the train by GPS or the like is equipped, at present, the current position can be obtained only with an accuracy of a few meters at most. Therefore, even if an attempt is made to identify the current position by collating with a map, it is difficult to accurately distinguish the positions of the rails existing in parallel due to the error.

As described above, since the measurement data may include an error, the control of the ordinary train is almost left to the operator's hand, and therefore an error such as overshoot from the stop line may occur. There was a nature.

The present invention solves these conventional problems, and can detect the traveling speed and the traveling distance of a moving body with high accuracy in order to assist the driving of the moving body, and further, An object of the present invention is to provide a driving support system for a mobile body that can control the driving of the mobile body using the detection result, and a driving support device for the same.

Therefore, in the driving support system of the present invention, there are provided a marker installed at a predetermined distance in a place where a moving body travels, a marker detecting means for detecting the marker, and a marker detecting means. Speed calculating means for calculating the traveling speed of the moving body based on the detected time difference between the detected markers and the predetermined distance, and traveling distance calculation for calculating the traveling distance of the moving body based on the number of detected markers detected by the marker detecting means. Means and the marker detecting means, the speed calculating means, and the traveling distance calculating means are provided to the moving body.

In the driving support device of the present invention, the marker detection means for detecting the markers installed at a predetermined distance at the place where the moving body travels, and the detection time difference between the markers detected by the marker detection means. There are provided speed calculation means for calculating the traveling speed of the moving body based on the predetermined distance, and traveling distance calculation means for calculating the traveling distance of the moving body based on the number of detected markers detected by the marker detecting means.

In the driving support system and the driving support device of the present invention, it is possible to accurately obtain the data such as the traveling distance, the traveling speed, and the position of the moving body by using the markers installed on the traveling path. It can be used for driving assistance. INDUSTRIAL APPLICABILITY The present invention can exert an effect particularly in train driving support.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, as an embodiment of the present invention, an example in which the present invention is applied to train driving assistance will be described with reference to FIGS. 1 to 8.

(First Embodiment) As shown in FIG. 1, the driving support system of the first embodiment is a radio wave reflection type marker 20 installed at equal intervals (distance δ) on a track, and this marker. The train 1 detects 20 and the train 1 has a marker detecting means 30 installed in front of the traveling direction and a distance calculating means for calculating a traveling distance based on a detection result of the marker detecting means 30.
11 and speed calculation means 12 for detecting the traveling speed based on the detection result of the marker detection means 30.

As shown in FIG. 2, the marker 20 is, for example, a sleeper 51 at the central portion between the rails 50 of the track on which the train 1 passes.
It is installed by embedding it in or in gravel. The distance between the markers 20 is a predetermined distance δ
To be set.

FIG. 3 shows the internal structure of the marker 20 and the marker detecting means 30. The marker detecting means 30 has a frequency f
The transmitting wave generating means 31 that oscillates the transmitting signal of 1, the transmitting antenna 32 that transmits the transmitting wave, the receiving antenna 34 that receives the reflected wave returned from the marker 20, and the signal of frequency f1 from the received signals. And a received wave detecting means 33 for detecting. The marker 20 includes a reception antenna 22 that receives a transmission wave from the marker detection means 30, a resonator 21 formed of a resonance circuit of a signal of frequency f1, and a frequency f1 emphasized by the resonator 21.
And a transmitting antenna 23 that transmits the signal of as a reflected wave. In the marker detection means 30, the transmission wave generation means 31 is
Generates a pulsed transmission wave of frequency f1
Send from 32.

On the other hand, in the marker 20, the receiving antenna 22 receives the above-mentioned transmitted wave, the resonator 21 emphasizes the received signal of the frequency f1, and transmits again from the transmitting antenna 23 as a reflected wave of the frequency f1. Since the marker 20 is composed of a simple antenna and a resonance circuit, power supply is basically unnecessary.

The received wave detecting means 33 of the marker detecting means 30 is
Immediately after transmitting the pulsed transmission wave (that is, in the time zone when the marker detection means 30 itself does not transmit the transmission wave of the frequency f1), the reception wave received by the reception antenna 34 is identified and determined in advance. When the signal of the frequency f1 having the intensity higher than the threshold value is obtained, it is identified that the reflected wave from the marker 20 is received. That is, the presence of the marker 20 is detected.

In this way, the marker detecting means 30 installed in the train 1 detects the presence of the marker 20 when it is located immediately above or near the marker 20 due to the movement of the train 1,
Output the detection signal.

The speed calculating means 12 is arranged so that the time interval T1 between the detection signals output by the marker detecting means 30 (that is, the adjacent markers).
The detection time T1) between 20 is calculated, and the traveling speed v of the train 1 is calculated by the following (Formula 1) based on the distance δ between T1 and the marker 20. v = δ / T1 (Formula 1)

The distance calculating means 11 is a marker detecting means.
The number of detection signals output by 30 is counted, and when n detection signals are output from the installation start point of the marker 20,
The traveling distance d of the train 1 from the installation start point is calculated by the following (Equation 2). d = δ * n (Formula 2)

For example, if the markers 20 are installed at equal intervals δ toward the station with the position L ahead of the train stop at each station as the installation start point, the distance to the train stop is L. It can be calculated as −d = L−δ * n.

The running speed v calculated by the speed calculating means 12 and the cumulative running distance d (or the distance to the stop point) calculated by the distance calculating means 11 are displayed on a display device (not shown). The driver can accurately know the traveling speed and traveling distance of the train by referring to the data displayed on the display device, and can utilize this information for driving control of the train.

Thus, in this driving support system,
Since the information is directly obtained from the marker buried on the ground, the traveling speed of the train to the ground and the accumulated traveling distance can be accurately obtained.

Although a radio wave reflection type marker is used as the marker here, it is also possible to use a magnetic marker or a light reflection marker. However, unlike a magnetic marker, a radio wave reflection type marker is not affected by external disturbances such as magnetism of rails and other metals, and unlike a light reflection marker, it cannot be used during snowfall. Nor. Therefore, the radio wave reflection type marker is most suitable for the train driving support system.

(Second Embodiment) In the driving support system of the second embodiment, the frequency of the reflected wave of the radio wave reflective marker is different from the frequency of the transmitted wave sent from the marker detecting means.

FIG. 4 shows the internal structure of the marker 120 and the marker detecting means 30 of this system. The marker detection means 30 includes a transmission wave generation means 31 that oscillates a transmission signal of frequency f1, a transmission antenna 32 that transmits the transmission wave, and a marker 20.
It is provided with a receiving antenna 34 for receiving the reflected wave returned from the device, and a received wave detecting means 33 for detecting a signal of the frequency of the reflected wave of the marker 120 from the received signals.

The marker 120 receives a reception antenna 22 that receives a transmission wave of frequency f1 from the marker detecting means 30, a multiplier 24 that doubles the frequency of this reception signal, and a signal that is doubled by the multiplier 24. Transmitting antenna transmitting as a wave
It has 23 and.

As shown in FIG. 5, the multiplier 24 comprises an excitation resonance section 241, a frequency multiplication circuit 242 and a reflection resonance section 243, and a signal received by the receiving antenna 22 is excited by the excitation resonance section 241.
The signal resonated in the excitation resonance section 241 is full-wave rectified by the frequency multiplication circuit 242, and only the signal having a frequency twice the received signal is extracted by the reflection resonance section 243 and sent to the transmission antenna 23. It

Therefore, the frequency f1 from the marker detecting means 30
When the transmission wave of
The reflected wave of (= 2 * f1) is transmitted. Marker detection means 30
The received wave detection means 33 detects the signal of frequency f2.
In this way, since the frequency of the signal to be transmitted is different from the frequency of the signal to be detected, the marker detecting means 30 can perform transmission of the transmitted wave and detection of the reflected wave in parallel. Therefore, the transmitted wave generation means 31 of the marker detection means 30
Continuously outputs a transmission wave having a constant frequency, and the transmission antenna 32 transmits it.

In the marker 120, the reception antenna 22 receives the transmission wave, the multiplier 24 doubles the frequency of the transmission wave, and the transmission antenna 23 transmits again as a reflected wave.
Also in this case, since the marker 120 is composed of a simple antenna and a multiplication circuit, power supply is basically unnecessary.

The marker detecting means 30 receives the multiplied reflected wave from the marker 120 at the receiving antenna 34 while transmitting the transmitted wave. The received wave detection means 33 detects that the reflected wave from the marker 120 is received, that is, the presence of the marker 120, when the signal of the frequency f2 having the intensity higher than the predetermined threshold is obtained. You can

In this system, unlike the first embodiment, since the reflected wave from the marker can be received as a continuous wave, the SN ratio can be greatly increased. Further, when the pulsed transmission wave is output from the marker detection means to intermittently monitor the reflected wave, the marker passes through the marker position during the stop period of the monitoring during high-speed running of the train, and therefore the marker that cannot be detected. May occur, but in the system of this embodiment, there is no such fear.

Here, the case where the marker doubles the signal from the marker detecting means and transmits this as a reflected wave has been described. However, the signal from the marker detecting means is a multiplied signal of another multiplication number. It is also possible to convert it into a signal and transmit it as a reflected wave.

(Third Embodiment) In the driving support system of the third embodiment, the information represented by the marker array is detected by the train and utilized for driving.

In this system, as shown in FIG. 6, there are two types of markers, a marker 121 and a marker 122. For example, the marker 122 is a marker that outputs a reflected wave with normal reflection intensity, while the marker 121 is a marker that outputs a reflected wave with half the reflection intensity. One of the two types of markers 121 and 122 (for example, the marker 121) is set to "0", and the other marker 122 is set to "1", and a group of markers is arranged to form a digital data string. In the example of FIG.
When viewed from the traveling direction of the train 1, the arrangement of the group of markers is
It represents the 7-bit digital data of "1110101".

On the other hand, the train 1 includes a marker detecting means 30 which detects a marker and outputs a detection signal corresponding to the type thereof, and a distance calculating means 11 which calculates a traveling distance based on the detection result of the marker detecting means 30. A speed calculating means 12 for detecting the traveling speed based on the detection result of the marker detecting means 30, and a marker detecting means 30.
Marker array information detecting means 13 for identifying the information of the digital data represented by the marker array based on the detection result.

As shown in FIG. 7, the marker string information detecting means 13 stores the detection signals of the marker accumulating means 30 and the data accumulating section 131 which accumulates the information content represented by the digital data. A data receiving unit 132 for receiving, and a comparing unit 133 for comparing the signal sequence received by the data receiving unit 132 with the data accumulated in the data accumulating unit 131 and outputting the information content represented by the signal sequence are provided. There is.

The marker detecting means 30 of this system outputs not only the presence / absence of the marker but also a signal indicating the type of the marker. The distance calculating means 11 and the speed calculating means 12 calculate the traveling distance and traveling speed of the train 1 by using the detection signals of the marker detecting means 30 without distinguishing the types. This operation is the same as in the first embodiment.

Data storage unit 13 of marker string information detecting means 13
1 stores digital data and information about the position represented by the digital data (for example, latitude / longitude or address, rail number, starting point position of calculation of cumulative traveling distance, etc.) or speed limit information in advance. ing.

The comparing section 133 of the marker string information detecting means 13 is
When the data receiving unit 132 receives the signal sequence representing the marker type from the marker detecting means 30, the digital data represented by the signal sequence is compared with the data stored in the data storage unit 131, and the information represented by the digital data is displayed. Output the contents.

In the example of FIG. 6, the marker detecting means 30 is "11".
10101 ”is used as a marker string information detecting means 13
Then, the comparison unit 133 of the marker string information detection means 13 outputs the rail number or the like stored in the data storage unit 131 in association with the 7-bit digital data “1110101”. The information output from the comparison unit 133 is displayed on a display device (not shown). By referring to the information displayed on this display device, the driver can know the position information of the point where the train is currently passing, the rail number, the speed limit to be obeyed at that point, etc. It can be used for drive control.

Thus, in this driving support system,
By arranging the markers in rows, useful driving support information can be provided. In this case, since the information is represented by the arrangement of a plurality of markers, it is possible to define a large variety of information.

Here, two types of markers having different output intensities (amplitudes) of reflected waves are exemplified as the types of markers, but any marker can be used as long as the marker detecting means can identify the difference between the markers. It is also possible to use two types of markers, and two types of markers having different reflected wave frequencies (for example, when the frequency of the transmitted wave of the marker string information detecting means is f1, a reflected wave of frequency 2 * f1 is output). When,
It is also possible to use a marker that outputs a reflected wave having a frequency of 3 * f1, or two types of markers having different phases of the reflected wave.

(Fourth Embodiment) In the driving support system according to the fourth embodiment, the driving control is automated by using the driving support information obtained from the marker. This system, as shown in FIG. 8, has a distance calculating means 11 and a speed calculating means.
A drive control unit 14 that controls the drive of the train 1 is provided by using the data output from 12 and the marker string information detection unit 13.

In this system, for example, for a train entering the platform of a station, the starting point of the stop control is indicated by the arrangement of the markers 20 arranged at a predetermined distance in front of the station. The stop control start information represented by the marker row arrangement is detected by the marker detection means 30 and the marker row information detection means 13 of the train 1 that has passed through it, and is input to the drive control means 14. The drive control means 14 receives this,
Ground speed obtained from speed calculating means 12 and distance calculating means
Using the cumulative distance from the stop control start point obtained from 11, the train is optimally controlled to decelerate so that it can enter the platform at a desired time and at a speed below the dangerous acceleration.

A drive control method itself for performing deceleration control according to a set predetermined condition is well known. For example, a speed control characteristic that defines the relationship between the accumulated travel distance from the stop control start point and the ground speed is held in advance so that the ground speed becomes 0 at the stop point, and the train brake is applied so as to follow this characteristic. When the ground speed is too high compared to the speed specified by the speed control characteristics, the brake pressurization is increased, and the ground speed is compared with the speed. When the speed is slower than the speed specified by the control characteristics, there is a method of performing re-control such as reducing the pressurization of the brake and repeating this sequentially until the train stops.

Also in the drive control means 14 of this driving support device, the train is trained by using such a known drive control method.
It can be stopped safely and accurately.

Thus, in this driving support system,
It is possible to automatically control the driving of the train based on the detection information of the markers placed on the track, and it is possible to effectively and safely control the running of the train without relying only on the skill of the driver. .

In addition, in each of the embodiments, the system and the device for supporting the driving of the train have been described.
It can also be applied to driving assistance for fixed-route buses that have fixed stop positions and driving assistance for passenger cars that stop at intersection stop lines.

However, the present invention is most effective in supporting the operation of a train having a dedicated running track. This is for the following reasons. In the case of an automobile traveling on a road surface, the vehicle position may be displaced laterally (horizontal direction with respect to the traveling direction) with respect to the marker position. This causes a difference between the vehicle traveling speed and the vehicle traveling speed. Further, an automobile running on the road surface sometimes runs out of the marker in order to avoid an obstacle, and at this time, the detection information of the marker cannot be obtained. Further, when the preceding vehicle is temporarily stopped, the following vehicle must also be stopped, and there are many situations in which the driving cannot be controlled based only on the marker detection information.

On the other hand, in the case of a train traveling on a track, there is no lateral shift and the positional relationship between the marker and the train in the horizontal direction is always kept constant. Can be accurately calculated, and accurate operation control can be performed based on this information. Also, the train
Since it runs on its own track, it will not be disturbed by other vehicles. Therefore, it is possible to control the driving based only on the detection information of the marker.

[0054]

As is apparent from the above description, the driving support system and the driving support device of the present invention use the markers installed on the traveling path to obtain data such as the traveling distance, traveling speed, and position of the moving body. It can be accurately determined and these data can be used for driving assistance.

Therefore, it is possible to avoid mistakes in driving operation, and it is possible to automate driving by using these data. INDUSTRIAL APPLICABILITY The present invention can exert an effect particularly in train driving support.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration of a driving support system according to a first embodiment of the present invention,

FIG. 2 is a block diagram showing a configuration of a marker and marker detection means in the first embodiment of the present invention,

FIG. 3 is a view for explaining the arrangement of markers on a line according to the first embodiment of the present invention,

FIG. 4 is a block diagram showing a configuration of a marker and marker detecting means according to a second embodiment of the present invention,

FIG. 5 is a block diagram showing a configuration of a marker multiplier in a second embodiment of the present invention,

FIG. 6 is a schematic diagram showing the configuration of a driving support system in a third embodiment of the present invention,

FIG. 7 is a block diagram showing a configuration of marker string information detection means in a third exemplary embodiment of the present invention,

FIG. 8 is a schematic diagram showing a configuration of a driving support system according to a fourth embodiment of the present invention.

[Explanation of symbols]

1 train 11 Distance calculation means 12 Speed calculation means 13 Marker string information detection means 14 Drive control means 20 markers 21 resonator 22 Receive antenna 23 Transmit antenna 24 multiplier 30 Marker detection means 31 Transmission wave generation means 32 transmitting antenna 33 Received wave detection means 34 Receiving antenna 50 rails 51 sleepers 120 markers 121 Marker 122 Marker 131 Data storage unit 132 Data receiver 133 Comparison section 241 Excitation resonance part 242 Frequency multiplier 243 Reflective resonance part

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI Theme Coat (reference) G08G 1/00 G01S 13/80 5J070 // G01C 22/00 G05D 1/02 (72) Inventor Masato Tomano Kanagawa Matsushita Communication Industrial Co., Ltd., 3-1, Tsunashima Higashi 3-chome, Kohoku-ku, Yokohama, Japan (72) Inventor Akira Nakatsuka 4-3-1 Tsunashima Higashi 4-chome, Kohoku-ku, Yokohama-shi, Kanagawa Matsushita Communication Industrial Co., Ltd. F-term (reference) ) 2F024 AA02 AA03 AA11 AB01 AB03 AB05 AB07 AC01 AC03 AD03 AF03 5H115 PC02 PG01 PI01 PU01 QE05 SE03 SF01 SF11 SL01 SL06 TB01 TD07 TD09 TD17 5H161 AA01 BB02 BB06 DDFFDD03 DD16 DD21 531 5H301 AA03 AA09 BB05 CC03 CC06 DD11 DD17 EE04 FF02 GG11 GG14 KK02 KK03 KK08 5J070 AB01 AC01 AC02 AC06 AD02 AF02 AK22 BC03 BC08 BC09

Claims (12)

[Claims] 1. A marker installed at a predetermined distance at a place where a moving body travels, a marker detecting means for detecting the marker, a detection time difference between the markers detected by the marker detecting means, and the predetermined distance. The moving body according to the number of detections of the marker detected by the marker detecting means, and the traveling distance calculating means for calculating the traveling distance of the moving body. However, the driving support system for the moving body, comprising: the marker detecting means, the speed calculating means, and the traveling distance calculating means. 2. The marker receives an electromagnetic wave transmitted from the marker detecting means and transmits a reflected wave composed of the electromagnetic wave to the marker detecting means, and the marker detecting means comprises:
The driving support system according to claim 1, wherein the reflected wave is received to detect the marker. 3. The marker comprises frequency conversion means for converting the frequency of the electromagnetic wave received from the marker detection means, and the electromagnetic wave having the frequency converted by the frequency conversion means is transmitted as the reflected wave. The driving support system according to claim 2, which is characterized in that. 4. Each of the markers installed at a predetermined distance at the location is one of two types of markers, and the array of the markers of different types represents information for driving assistance. The driving support system according to claim 1, wherein: 5. The driving support system according to claim 4, wherein the moving body includes a marker row information detecting unit that identifies information represented by the arrangement of the markers. 6. The driving support system according to claim 4, wherein the arrangement of the markers represents position information of points where the markers are arranged. 7. A drive control means for controlling the drive of the moving body using the calculation results of the speed calculating means and the traveling distance calculating means, and the information identified by the marker row information detecting means. 6. The method according to claim 5, further comprising:
The driving support system described in. 8. The driving support system according to claim 1, wherein the moving body is a train, and the marker is installed on a track of the train. 9. A marker detecting means for detecting a marker installed at a predetermined distance at a place where a moving body travels, and a detection time difference between the markers detected by the marker detecting means and the predetermined distance. The above-mentioned movement comprising: speed calculation means for calculating a traveling speed of the moving body, and traveling distance calculation means for calculating a traveling distance of the moving body on the basis of the number of detected markers detected by the marker detecting means. Body driving support device. 10. The driving support device according to claim 9, further comprising marker string information detection means for identifying information represented by the arrangement of the markers from the detection result detected by the marker detection means. 11. A drive control means for controlling the drive of the moving body using the calculation results of the speed calculation means and the travel distance calculation means and the information identified by the marker row information detection means. The driving support device according to claim 10. 12. The driving support device according to claim 9, wherein the moving body is a train.