JP7839697B2 - Autonomous driving systems and on-board equipment - Google Patents

Description

This invention relates to an automatic driving system for trains traveling on tracks, etc.

Automated train operation in railways is classified into four levels of automation (GoA: Grades of Automation), from Level 0 to Level 4, depending on the crew's operational structure. Levels 3 and 4, which do not involve a train driver (a licensed train driver), require specific conditions, such as the absence of level crossings, structures that prevent easy access by people (e.g., elevated tracks), platform screen doors at stations, and the installation of Automatic Train Operation (ATO) systems. Therefore, until now, this has been limited to lines where there is little risk of public intrusion onto the tracks, such as tunnels and elevated lines. However, in recent years, its introduction to other lines has been considered.

One level of automation being considered for implementation is GoA2.5, which involves on-board automated operation. In GoA2.5 automated operation, an attendant is stationed at the front of the train. This attendant does not possess a locomotive driver's license and is therefore unable to perform any operations related to the train's operation. Therefore, a challenge lies in how to authorize departure in the event of an emergency or other situation where the train has stopped.

For example, Patent Document 1 discloses a technology for transmitting departure permission information from a ground-based radio unit installed near a traffic signal to the onboard vehicle. In the technology described in Patent Document 1, departure permission information is transmitted to a train that has stopped because the traffic signal is showing a stop indication, when the signal indication changes to a proceed indication. This technology in Patent Document 1 can prevent the erroneous departure of a stopped, automatically operated train. Furthermore, a configuration is also described in which a radio unit is installed near an obstacle detection device, and departure permission information is transmitted to a train that has stopped because the obstacle detection device has detected an obstacle, when the obstacle detection device no longer detects an obstacle.

Japanese Patent Publication No. 2021-101613

However, the technology described in Patent Document 1 requires the installation of radio equipment near all signal lights and obstacle detection devices. Furthermore, even with radio equipment installed, if a train stops due to some interference outside the wireless communication area, it is difficult to provide departure permission information from the ground. In such a situation, the personnel would have to depart the train under the instructions and permission of the control center's dispatcher or station master, resulting in a long delay before operations could resume.

Therefore, in automated driving, it is undesirable for trains to stop outside the wireless communication area where stopping is not anticipated (other than designated stopping points). In other words, departing a train when there is a risk of stopping outside the designated stopping points can disrupt smooth operation, and such departures are careless and should be avoided. Furthermore, the technology described in Patent Document 1 is an automated train driving system where the train spontaneously avoids danger without relying on driver operation or information from ground-side equipment; therefore, it is considered to presuppose a higher level of automated driving than GoA 2.5.

The problem that this invention aims to solve is to provide a technology for preventing unintentional train departures that would disrupt smooth operation in the automated operation of trains operated by staff.

The first invention for solving the above problems is an automatic driving system comprising: an onboard device of an automatically driven train operated by an attendant who is not a train driver; and a center device capable of communicating with the onboard device via a ground radio installed along the track so that the designated stopping position of the train is located within the wireless communication area, wherein the center device comprises: an equipment state storage means (for example, an equipment state DB 791 in Figure 10) that stores the operating state of each predetermined piece of railway equipment installed for operational safety; and an inquiry response means (for example, an inquiry response unit 775 in Figure 10) that returns to the onboard device, in response to an inquiry from the onboard device, departure determination information including the operating state of the railway equipment, or departure determination information that determines whether or not departure is possible based on the operating state of the railway equipment, wherein the onboard device comprises a designated stopping position storage means (for example, Figure 1 The automatic driving system comprises: 1) an on-board DB (591); a train position calculation means (for example, a position and speed calculation unit 571 in Figure 11) for calculating the position of the train on which the on-board device is mounted; an inquiry means (for example, an inquiry unit 572 in Figure 11) for making the inquiry to the central device when the train stops at the designated stopping position; a departure determination means (for example, a departure determination unit 573 in Figure 11) for determining whether the departure conditions are met, indicating that the train can travel without stopping to at least the nearest designated stopping position in the direction of travel, based on the departure determination information returned from the central device in response to the inquiry by the inquiry means; and a departure control means (for example, a departure control unit 574 in Figure 11) for requesting a confirmation operation by the staff when the departure conditions are met, and for departing the train when the confirmation operation is performed.

According to the first invention, the on-board device acquires departure determination information from the center device, including the operating status of railway equipment installed for operational safety, or acquires departure determination information that determines whether departure is possible based on the operating status of said railway equipment, and determines the departure conditions. The on-board device then departs the train only if it can travel from the designated stopping position to the next designated stopping position (the immediate nearest designated stopping position) without stopping along the way. If it cannot travel that far, the device prevents the train from departing. This prevents situations where the train stops at a position other than the designated stopping position. Therefore, in the automated operation of trains with crew members on board, it becomes possible to prevent unintentional train departures that would disrupt smooth operation.

Furthermore, the second invention is an automated driving system in which, in the above-described automated driving system, the query includes the equipment ID of the railway equipment installed in front of the train's direction of travel, the departure determination information includes the operating state of the railway equipment indicated by the equipment ID included in the query, and the departure determination means determines whether the departure conditions are met based on the operating state of the railway equipment included in the departure determination information returned from the center device and predetermined control logic.

According to the second invention, the onboard device can acquire the status of railway equipment necessary for determining departure conditions, and autonomously determine whether to depart the train based on the operating status and predetermined control logic.

Furthermore, the third invention is an automatic driving system in which, in the above-described automatic driving system, the railway equipment includes a signal, the designated stopping position is a position outside the signal where the train is expected to stop, the departure determination information includes the indication of a signal installed in front of the train's direction of travel, and the on-board equipment further comprises a speed setting means (for example, the speed setting unit 575 in Figure 11) that sets the speed of the train to be departed based on the indication of the signal included in the departure determination information.

According to the third invention, for example, it becomes possible to set the train's speed lower when the signal indicator installed ahead of the train's direction of travel is not showing a proceed indication, compared to when it is showing a proceed indication.

Furthermore, the fourth invention is an automated driving system in which, in the above-described automated driving system, the railway equipment includes an obstacle detection device, and the departure determination means determines whether or not the departure conditions are met based on the detection results of the obstacle detection device.

For example, if an obstacle detection device is installed between the vehicle and the next designated stopping point, and the device detects an obstacle, there is a high probability that the vehicle cannot travel to the next designated stopping point without stopping. According to the fourth invention, it becomes possible to determine that the departure conditions are not met in such a situation.

Furthermore, the fifth invention is an automated driving system in which the center device further comprises a departure prevention response means (for example, the inquiry response unit 775 in Figure 10) that returns departure prevention information to the on-board device in response to an inquiry from the on-board device, and the departure determination means determines that the departure conditions are not met when it receives the departure prevention information.

When a train driver decides whether to depart, they refer to the operating status of railway equipment, such as signal indications, and follow departure restriction information from the control center. However, in this invention, the train driver is not on board. According to the fifth invention, when the onboard equipment receives an inquiry from the central unit, the central unit transmits departure restriction information, and the onboard equipment determines that the departure conditions are not met, making it possible to achieve a determination equivalent to that made when a train driver is on board.

Furthermore, the sixth invention relates to an onboard device of an automated driving system, which comprises an onboard device of an automated driving train operated by an attendant other than a locomotive driver, and a center device capable of communicating with the onboard device via a ground radio installed along the track so that the designated stopping position of the train is located within a wireless communication area, wherein the center device comprises equipment state storage means for storing the operating state of each predetermined piece of railway equipment installed for operational safety, and inquiry response means for returning departure determination information including the operating state of the railway equipment, or departure determination information determining whether or not departure is possible based on the operating state of the railway equipment, to the onboard device in response to an inquiry from the onboard device, and the designated stopping position The on-board device comprises: a prescribed stopping position storage means for storing the vehicle's position; a train position calculation means for calculating the position of the train on which the on-board device is mounted; an inquiry means for making the inquiry to the central device when the train stops at the prescribed stopping position; a departure determination means for determining whether the departure conditions are met, based on the departure determination information returned from the central device in response to the inquiry by the inquiry means, indicating that the train can travel without stopping to at least the nearest prescribed stopping position in the direction of travel among the prescribed stopping positions; and a departure control means for requesting a confirmation operation by the staff if the departure conditions are met, and departing the train if the confirmation operation is performed.

According to the sixth invention, an on-board device that achieves the same effects as the first invention can be realized.

A diagram showing an overview of an example of the overall configuration of an autonomous driving system. A diagram showing an example of the data structure of an onboard database. A diagram illustrating an example of determining departure conditions. Another diagram illustrating an example of determining the departure conditions. Another diagram illustrating an example of determining the departure conditions. Another diagram illustrating an example of determining the departure conditions. A diagram illustrating an example of setting the driving speed. Another diagram illustrating an example of setting the driving speed. Another diagram illustrating an example of setting the driving speed. Block diagram showing an example of the functional configuration of the central unit. A block diagram showing an example of the functional configuration of an on-board device. A flowchart illustrating the processing flow performed by the on-board equipment.

Preferred embodiments of the present invention will be described below with reference to the drawings. However, the present invention is not limited to the embodiments described below, nor are the applicable forms of the present invention limited to these embodiments. Furthermore, identical parts are denoted by the same reference numerals in the drawings.

[Overall structure]
Figure 1 is a diagram showing an overview of the overall configuration example of the automatic driving system 1 in this embodiment. As shown in Figure 1, the automatic driving system 1 comprises an onboard device (ATO onboard device) 50 of the automatically driven train 8, and a center device (ATO ground device) 70 that can communicate with the onboard device 50 via a ground radio 3 installed along the track 9. In the automatic driving system 1 of this embodiment, the train 8 is driven automatically at an automation level of GoA2.5 (automatic driving with an attendant). In GoA2.5 automatic driving, an attendant other than the locomotive driver (hereinafter referred to as "driver") is on board the front of the train 8. The attendant performs tasks such as opening and closing the doors, confirmation operations required when the train 8 departs, emergency stop operations, and evacuation guidance.

More specifically, the automatic operation in this embodiment is achieved by applying an existing ATO (Automatic Train Operation) system. That is, the on-board device 50 measures the current position of the train 8, detects ground sensors 91 (see Figure 3, etc.) installed at predetermined positions along the track 9 via on-board sensors located at the bottom of the vehicle body, and controls the movement of the train 8.

The ground radio 3 is installed so that the designated stopping position of the train 8 is located within the radio communication area of the ground radio 3.

The designated stopping position for train 8 is the position outside the signal where train 8 is expected to stop. For example, positions outside home signals and departure signals are considered designated stopping positions. On the other hand, for positions where train 8 stops relatively infrequently, such as positions outside some block signals between stations, these may or may not be designated as designated stopping positions. In either case, the designated stopping position is the position where train 8 is expected to stop. The ground radio equipment 3 is installed so that each designated stopping position is located within its radio communication area.

In other words, the ground radio units 3 are not installed to correspond to all traffic signals, but rather to the traffic signals corresponding to the prescribed stopping positions as defined in the aforementioned procedure. In the example shown in Figure 1, the ground radio units 3 are installed to correspond to four of the five traffic signals 13 shown, excluding signal 13a. This reduces the number of ground radio units 3 required, thereby lowering installation and maintenance costs.

The central unit 70 is connected to designated railway equipment or its controllers installed on the ground for operational safety, and stores the operating status of said railway equipment. Therefore, the central unit 70 can continuously monitor the operating status of each piece of railway equipment. The central unit 70 is also connected to the ground radio 3 and the level crossing controllers 27 at level crossings.

The specified railway equipment includes signal lights 13 and obstacle detection devices 15 installed within the line section where automatic operation is performed. The obstacle detection devices 15 are installed at level crossings, as well as in tunnels and locations with poor visibility. Specifically, in the example shown in Figure 1, the central unit 70 is connected to the signal controller 23 of the signal light 13 and the obstacle detection controller 25 of the obstacle detection device 15, and the operating status of these railway equipment is input in real time. The central unit 70 registers the input operating status in the equipment status DB 791, thereby continuously updating and managing the latest operating status for each piece of railway equipment. The equipment status DB 791 stores the operating status of the railway equipment associated with the equipment ID of the railway equipment being stored and managed. For example, the signal light 13 stores the indication, and the obstacle detection result of the obstacle detection device 15 stores the obstacle detection result as the operating status.

Then, when the center device 70 receives an inquiry from the on-board device 50 via the ground radio 3, it performs inquiry response processing and sends back departure determination information, including the operating status of the railway equipment stored in the equipment status DB 791, to the on-board device 50.

Furthermore, when responding, the central device 70 checks whether command designation information for train 8 related to the on-board device 50 has been input. In this embodiment, the central device 70 receives command designation information for individual trains from the operation management device 701 and the ATO setting terminal 703 as needed. The command designation information includes departure delay information that instructs the relevant train to delay its departure, temporary speed limit information that instructs the train to set a temporary speed limit, and next station arrival time information that indicates the recommended arrival time at the next station. The departure delay information may also include departure time information. When command designation information is input, the central device 70 stores it in the storage unit 79 (see Figure 10) as train-specific command designation information 793 (see Figure 10), associated with the destination train ID. Command designation information can be input by a dispatcher or created by the dispatch system. If the central device 70 has command designation information for the relevant train stored as train-specific command designation information 793, it will return the command designation information along with the departure determination information.

The onboard device 50, upon the train stopping at the designated stopping position, performs the following: (1) an inquiry process to contact the central device 70; and (2) a departure determination process to determine whether the departure conditions are met using the departure determination information and command designation information returned from the central device 70 in response to the inquiry. Then, (3) if the onboard device 50 determines that the departure conditions are met, it requests a confirmation operation by an attendant, and if the confirmation operation is performed, it performs a departure control process to depart the train. Furthermore, the onboard device 50 performs a running speed setting process to set the running speed of the train to be departed in the departure control process.

[detail]
In the operation of trains with a driver on board, the driver makes various assumptions when operating the train. For example, the driver makes immediate decisions about operating the train based on their experience, taking into account not only the indication of the signal closest to the direction of travel, but also the indication of signals further ahead that are visible, the timing of changes in those signal indications, and the operating status of other trains obtained from train radio. One such decision might be to stay at a station (not depart) to avoid a long stop between stations.

In contrast, in the GoA2.5 automated operation of this embodiment, only staff members are on board the train; there is no driver. Therefore, if the train stops in an emergency, instructions and permission from a dispatcher or station master are required to resume operation. In such cases, the dispatcher will need to interview staff members about the situation at the scene and with the train before deciding whether to allow departure, which could result in a long delay before operation can resume.

This problem can be resolved by ensuring that trains always stop at designated stopping points and avoiding stopping anywhere else. At designated stopping points, the on-board equipment 50 can communicate with the central equipment 70, obtain the necessary information for departure determination from the central equipment 70, and autonomously determine departure. This can be achieved by determining that the train can travel without stopping at least to the next (immediately nearest) designated stopping point in the direction of travel, as a departure condition.

However, determining whether it is possible to travel without stopping until the next designated stopping point is sometimes difficult based solely on the signal indication of the nearest signal in the direction of travel. For example, even if the signal in question is not showing a stop indication, there may be obstacles further ahead. Furthermore, there may be signals without ground radio equipment 3 (signals whose position beyond the signal is not designated as a designated stopping point) located between the designated stopping point and the next designated stopping point. If the train stops at the position beyond the signal because it is showing a stop indication, communication with the center device 70 is impossible, potentially leading to a situation where it takes a long time to resume operation, similar to the emergency situations described above.

Furthermore, in order to ensure accurate departure decisions, it is necessary for the dispatcher (or the dispatch system) to understand the operating status of the railway equipment and to be able to participate in the departure decision from an overarching perspective. For example, with automatic block signals, the dispatcher cannot manipulate the signal indication; the proceed indication is determined by the train's position. Therefore, if the dispatcher determines, based on the operating status of the railway equipment ahead in the direction of travel, that the train should be stopped, they instruct the driver to stop the departure. If the train is operated by a driver, the driver can, in accordance with the dispatcher's instructions, take measures to keep the train at the station instead of departing.

Furthermore, in the operation of trains with a driver on board, the driver can reduce the train's speed to maintain a safe distance from the preceding train based on visible signal indications and information from train radio. Dispatchers may also make decisions to instruct speed limits.

Therefore, in automated train operation, control of train departure and speed requires the same level of control as the judgment and actions of a train driver, as exemplified above. Specifically, it is necessary to configure logic to determine departure conditions based on the operating status of railway equipment installed up to the next designated stopping point, and to set the running speed based on the signal indication related to the next designated stopping point. When command designation information is input, it is also necessary to make decisions that reflect the content of that information (i.e., the judgment of the dispatcher, etc.).

1. Regarding the inquiry process: First, (1) in the inquiry process, the onboard device 50 communicates with the center device 70 via the ground radio 3 and makes an inquiry to obtain departure determination information from the center device 70, including the operating status of railway equipment necessary for determining departure conditions.

For this query, the on-board device 50 is equipped with an on-board database (DB) 591 (see Figures 2 and 11). Figure 2 shows an example of the data configuration of the on-board DB 591. As shown in Figure 2, the on-board DB 591 stores the query equipment ID in association with the kilometer mileage of the specified stopping position. Specifically, for each specified stopping position, the on-board DB 591 stores the equipment ID of railway equipment such as signals and obstacle detection devices installed between the current specified stopping position and the next specified stopping position as the query equipment ID.

The specific query procedure involves the on-board device 50 first referring to the on-board database 591 to determine the designated stopping position based on the train's current position. Here, the on-board device 50 calculates the train's current position (expressed as distance traveled in kilometers) and speed by, for example, counting the rotational speed of a speed generator attached to the axle. Therefore, by comparing the train's position with the kilometer markers of the designated stopping positions stored in the on-board database 591, it can determine which designated stopping position the train stopped at. Once the designated stopping position is identified, the on-board device 50 reads the corresponding query equipment ID from the on-board database 591. Then, the on-board device 50 transmits the read query equipment ID, along with the train's train ID, to the central device 70 to perform the query.

2. Departure Determination Process Next, in (2) Departure Determination Process, the onboard device 50 determines the departure conditions. Specifically, the onboard device 50 determines whether or not the departure conditions are met by applying the operating status of each railway equipment included in the departure determination information transmitted from the center device 70 in response to the inquiry in the inquiry process to a predetermined control logic.

Specifically, the departure determination information from the central device 70 includes the operating status of predetermined railway equipment (in this embodiment, signal lights 13 and obstacle detection devices 15) installed within the target section from one predetermined stopping position to the next predetermined stopping position. The onboard device 50 determines, based on the operating status of the railway equipment, that the departure conditions are met if none of the signal lights 13 within the target section are showing a stop indication and the obstacle detection devices 15 within the target section have detected any obstacles.

Furthermore, if railway equipment other than the signal lights 13 and obstacle detection devices 15 are included in the specified railway equipment, the control logic can be configured by adding the operating state of such railway equipment as a condition. For example, if the condition is to include that a level crossing between the train 8 and the next specified stopping position must be closed when the train 8 departs, then the level crossing (level crossing controller 27) may be included in the specified railway equipment. In that case, the operating state of the level crossing is stored as the closed state by the barrier. In addition, emergency alarm buttons at level crossings, emergency alarm buttons on station platforms, train protection switches, etc., may be included in the specified railway equipment. In that case, the operating state of the emergency alarm buttons, train protection switches, etc., is stored as the operating state of such railway equipment.

Furthermore, if the on-board device 50 receives instruction designation information, including departure restriction information, from the center device 70 in response to an inquiry, it determines that the departure conditions are not met according to the departure restriction information. If the departure restriction information includes departure time information, it determines that the departure conditions are not met until the departure time arrives.

Figures 3 to 6 illustrate examples of departure condition determination. Each figure focuses on a portion of the track 9 and shows the positional relationship between train 8A, which is controlled by the onboard processing unit 50, and the signals 13 (13b, 13c, 13d), obstacle detection device 15 (15a), and preceding train 8B, etc. In each figure, the hatched area indicates the wireless communication area 31 (31a, 31b) of the ground radio 3 (not shown in Figures 3 to 6). Furthermore, the dashed lines show the speed pattern when train 8A departs from the state shown in each figure.

First, in the example shown in Figure 3, train 8A is stopped at the designated stopping position within the wireless communication area 31a on the left side, and the signal 13b closest to the direction of travel is showing a stop indication. Therefore, if train 8A were to depart in the situation shown in Figure 3, the emergency brake would be activated the moment the ground beacon 91a is detected. In other words, as indicated by the dashed speed pattern, train 8A would stop immediately after departing, making such a departure of train 8A an unintentional one. In the case of Figure 3, the departure determination process rejects the departure, and train 8A does not depart.

Specifically, as part of the inquiry and departure determination process, the on-board device 50 first refers to the kilometer markers of the designated stopping positions set in the on-board database 591 to identify which designated stopping position the train is currently stopped at. In the example shown in Figure 3, between the designated stopping position in the wireless communication area 31a where train 8A is stopped and the next designated stopping position in the wireless communication area 31b to the right, there are two signal lights 13b and 13c, and an obstacle detection device 15a. Therefore, the on-board database 591 stores the equipment IDs of each railway equipment 13b, 13c, and 15 for the designated stopping positions in the wireless communication area 31a as inquiry equipment IDs.

Therefore, in the inquiry process, the on-board device 50 sends the inquiry equipment IDs along with the train ID to the central device 70. The central device 70 responds to the inquiry by returning departure determination information, including the indications of signals 13b and 13c, and the obstacle detection results from the obstacle detection device 15a. Based on this departure determination information, the on-board device 50 determines that the departure conditions are not met because signal 13b is showing a stop indication.

Furthermore, in the example shown in Figure 4, the signal indication of signal 13b has changed to a proceed indication from the situation in Figure 3. However, the obstacle detection device 15a further ahead still detects an obstacle. Therefore, if train 8A were to depart in the situation shown in Figure 4, as indicated by the dashed speed pattern, train 8A would stop before the obstacle monitoring area of the obstacle detection device 15a. Such a departure by train 8A is an ill-advised departure that would result in stopping outside the designated stopping position. In the case of Figure 4 as well, the departure determination process rejects the departure determination, and train 8A does not depart. That is, the on-board device 50, based on the departure determination information from the center device 70, determines that the detection result of the obstacle detection device 15a is detected, and therefore the departure conditions are not met.

Furthermore, in the example shown in Figure 5, the obstacle has been removed from the situation in Figure 4, and the obstacle detection device 15a no longer detects an obstacle. However, because the preceding train 8B is present, the signal 13c ahead is showing a stop indication. Moreover, signal 13c is a signal without a ground radio 3 installed. Therefore, if train 8A were to depart in the situation shown in Figure 5, as indicated by the dashed speed pattern, train 8A would stop outside the signal 13c. Such a departure by train 8A is an ill-advised departure that would result in stopping outside the designated stopping position. In the case of Figure 5 as well, the departure determination process rejects the departure determination, and train 8A does not depart. That is, the on-board device 50, based on the departure determination information from the center device 70, determines that the departure conditions are not met because signal 13c is showing a stop indication.

Furthermore, in the example shown in Figure 6, the preceding train 8B is proceeding from the situation in Figure 5, and the indication of signal 13c has changed to a proceed indication. Therefore, if train 8A departs in the situation in Figure 6, as shown by the dashed speed pattern, train 8A can travel without stopping until the next designated stopping position within the wireless communication area 31b, which is outside signal 13d. Thus, the departure determination process affirms the departure, and train 8A departs after confirmation by the staff. In other words, the onboard device 50 determines that the departure conditions are met based on the departure determination information from the center device 70, since neither signal 13b nor 13c is showing a stop indication and the obstacle detection device 15a detects no obstacles.

Note that Figures 3 to 6 illustrate a case where no command designation information is received as a reply from the center device 70. However, if command designation information including departure suppression information is returned from the center device 70, it will be determined that the departure conditions are not met based on the departure suppression information.

3. Departure Control Processing Next, in (3) Departure Control Processing, if the onboard device 50 determines in the Departure Judgment Processing that the departure conditions are met, it displays a confirmation screen with a confirmation button on the display unit 55 (see Figure 11), for example. The operation of the confirmation button is then accepted as a confirmation operation by the staff. Of course, a dedicated input device for confirmation operations may be provided in an appropriate place to accept confirmation operations. In this case, a buzzer, alarm, or voice prompting the staff to perform the confirmation operation may be output from the sound output unit 56 (see Figure 11). The staff performs the confirmation operation after performing necessary tasks such as opening and closing doors and visually checking for safety. Then, if the confirmation operation has been performed by the staff, the onboard device 50 controls the departure of its own train.

4. Running Speed Setting Process Next, in (4) Running Speed Setting Process, the onboard device 50 determines in the departure determination process that the departure conditions are met and sets the running speed of its own train to be departed in the departure control process, using the departure determination information received from the center device 70. Figures 7 to 9 are diagrams illustrating examples of running speed setting. Each figure focuses on a section of track 9 and shows the train 8A related to the onboard device 50, which is the main processing unit, and the signal lights 13 (13e, 13f, 13g, 13h) installed in front of the train 8A in the direction of travel. In each figure, the hatched area indicates the wireless communication area 31 of the ground radio 3 (not shown in Figures 7 to 9). In addition, the speed pattern when train 8A departs from the state in each figure is shown by a dashed line.

Here, Figure 7 shows a scene in which the onboard equipment 50 of train 8A, which is stopped at the designated stopping position (station S10) on the left side, initiates the departure of train 8A. In this example, checking the indications of the three signals 13e, 13f, and 13g ahead of train 8A in the direction of travel, the two signals 13e and 13f are showing a proceed indication, while the signal 13g further ahead is showing a stop indication. Therefore, it is possible to make train 8A travel at the speed pattern shown by the dashed line to the next designated stopping position, which is outside the position of signal 13g. However, in the example of Figure 7, if signal 13h changes to a proceed indication and the preceding train 8C departs from station S30, signal 13g will also change to a proceed indication. In that case, train 8A can travel to the next designated stopping position (station S30) without stopping at the said designated stopping position. Therefore, in situations like this, when a train is operated by a driver, the driver may perform driving maneuvers to reduce the train's speed.

Therefore, in the speed setting process, the on-board device 50 sets the speed lower than when the signal 13 (in this case, signal 13g) related to the next designated stopping position in the direction of travel of the train is not showing a proceed indication. For example, in the example in Figure 7, since the signal 13g related to the next designated stopping position as seen from train 8A is showing a stop indication, the on-board device 50 of train 8A adjusts the speed to be lower than the speed limit between stations, as shown by arrow D1 in Figure 8, thereby creating a dashed speed pattern and suppressing the speed of the train.

Then, as shown in Figure 9, let's assume that when train 8A has proceeded to the point where it detects the ground beacon 91b, the preceding train 8C, which was stopped at station S30, has departed, and the indication of signal 13g has changed to a proceed indication. In that case, when the onboard device 50 detects the ground beacon 91b, it creates a new speed pattern that updates the running speed to the speed limit between stations, as shown by the dashed line in Figure 9. According to this, train 8A can travel from station S10 to the next designated stopping point (in this case, to station S30) without stopping at intermediate designated stopping points.

Furthermore, the train's speed may be set using the indications of the three signals 13e, 13f, and 13g included in the departure determination information. For example, the system may determine whether (a) all signals up to the second signal ahead (13g) are showing a proceed indication, (b) all signals up to the next signal (13f) are showing a proceed indication, or (c) only signal 13e is showing a proceed indication, and then set the speed to decrease progressively in each case. It is also possible to set the speed using the indication of a signal beyond the next designated stopping position signal (e.g., signal 13h). This can be achieved by querying the necessary signal indications during the query process.

Furthermore, Figures 7 to 9 assume that while the train is stopped at station S10, it has not received command designation information including temporary speed limit information as a reply from the center device 70. However, if command designation information including temporary speed limit information is returned from the center device 70, the onboard device 50 of train 8 will set the train's speed to the speed limit indicated by the temporary speed limit information.

Furthermore, if the center device 70 returns command information including the recommended arrival time at the next station, the speed pattern may be created based on the recommended arrival time at the next station.

[Functional Configuration]
1. About the Center Device Figure 10 is a block diagram showing an example of the functional configuration of the center device 70. As shown in Figure 10, the center device 70 includes an operation input unit 71, a display unit 73, an audio output unit 74, a communication unit 75, a processing unit 77, and a storage unit 79.

The operation input unit 71 is implemented by an input device such as a touch panel, keyboard, or button switch, and outputs an operation signal to the processing unit 77 in accordance with the operation input. The display unit 73 is implemented by a display device such as an LCD (Liquid Crystal Display) or touch panel, a lamp, or an indicator light, and displays information in accordance with the display signal from the processing unit 77. The sound output unit 74 is a sound output device implemented by a speaker, for example, and outputs sound in accordance with the sound signal from the processing unit 77.

The communication unit 75 is a wired or wireless communication device, such as a wireless communication module, router, modem, TA, jacks and control circuits for wired communication cables, and communicates with the onboard equipment 50 of the train stopped at a designated stopping position via the ground radio 3. The communication unit 75 also communicates with controllers of predetermined ground equipment that manage the operating status in the equipment status DB 791. In the example in Figure 1, it communicates with the signal controller 23 of the signal light 13 and the obstacle detection controller 25 of the obstacle detection device 15, etc.

The processing unit 77 comprehensively controls the operation of the central device 70 based on operation signals from the operation input unit 71, operating status input from predetermined railway equipment, command designation information input from the operation management device 701 and ATO setting terminal 703, and train IDs and inquiry equipment IDs received as inquiries from the ground radio 3. The processing unit 77 comprises an equipment status management unit 771, a command information management unit 773, and an inquiry response unit 775. Each of these functional units may be an arithmetic processing block implemented as software by executing a program, or a circuit block implemented by a signal processing circuit. In this embodiment, the processing unit 77 is described as an arithmetic processing block implemented as software by executing a predetermined program.

The equipment status management unit 771 manages the operating status of the railway equipment under its storage and management by continuously registering the operating status input from designated railway equipment into the equipment status database 791.

The command information management unit 773 stores train-specific command designation information 793 in the storage unit 79, which is input from the operation management device 701 and the ATO setting terminal 703, and manages the input command designation information.

When the inquiry response unit 775 receives an inquiry from the on-board device 50, it reads the operating status of the corresponding railway equipment from the equipment status DB 791 according to the inquiry equipment ID related to the inquiry. The inquiry response unit 775 also searches the train-specific command designation information 793 using the train ID related to the inquiry. If command designation information, including departure delay information and temporary speed limit information for the relevant train, is stored, it reads it. The inquiry response unit 775 then sends back to the on-board device 50 that made the inquiry, including the read operating status of each railway equipment in the departure determination information. At that time, if there is read command designation information, the inquiry response unit 775 also sends it back to the on-board device 50 along with the departure determination information.

The memory unit 79 is implemented using a storage medium such as an IC memory or a hard disk. This memory unit 79 pre-stores programs for operating the central device 70 and realizing its various functions, as well as data used during the execution of these programs, or temporarily stores them each time processing is performed. In this embodiment, the memory unit 79 stores the equipment status DB 791 and train-specific command designation information 793.

2. On-board equipment Figure 11 is a block diagram showing an example of the functional configuration of the on-board equipment 50. As shown in Figure 11, the on-board equipment 50 includes an on-board radio 51, an operation input unit 53, a display unit 55, an audio output unit 56, an on-board control unit 57, and an on-board storage unit 59.

The on-board radio 51 communicates wirelessly with the ground radio 3.

The operation input unit 53 is, for example, an input device having switches or buttons, and outputs an operation signal corresponding to the operation input to the on-board control unit 57. The display unit 55 is implemented, for example, by a lamp or liquid crystal display device, and displays information according to the display signal from the on-board control unit 57. The sound output unit 56 is a sound output device implemented, for example, by a speaker, and outputs sound according to the sound signal from the on-board control unit 57.

The on-board control unit 57 comprehensively controls the operation of the on-board equipment 50 based on departure determination information and command designation information returned from the center device 70, detection results from ground sensors via on-board sensors, and operation signals from the operation input unit 53. The on-board control unit 57 includes a position/speed calculation unit 571, an inquiry unit 572, a departure determination unit 573, a departure control unit 574, and a driving speed setting unit 575. Each of these functional units may be a calculation processing block implemented as software by executing a program, or a circuit block implemented by a signal processing circuit. In this embodiment, the on-board control unit 57 is described as a calculation processing block implemented as software by executing a predetermined program.

The position and speed calculation unit 571 calculates the train's position (distance traveled) and speed based on detection signals from rotation detectors (not shown), such as pulse generators or speed generators, which detect the rotation of the wheels or axles. The calculated position is stored as calculated position information 593.

The inquiry unit 572 is a functional unit that processes inquiries. When the train stops at a designated stopping position, it sends an inquiry to the central device 70 via the onboard radio 51.

The departure determination unit 573 is a functional unit that performs departure determination processing. Based on the departure determination information returned from the central device 70 in response to an inquiry by the inquiry unit 572, it determines whether the departure conditions are met. In this embodiment, the departure determination unit 573 makes a determination (departure determination) whether the departure conditions are met based on the operating status of the railway equipment included in the returned departure determination information and predetermined control logic.

The departure control unit 574 is a functional unit that performs departure control processing. When the departure determination unit 573 determines that the departure conditions are met, it requests a confirmation operation by an attendant. If this confirmation operation is performed, the unit departs the train.

The speed setting unit 575 is a functional unit that performs speed setting processing. Based on the indications of the signal 13 located ahead of the train's direction of travel, temporary speed limit information, recommended arrival time information for the next station, etc., it sets the speed at which the departure control unit 574 will depart the train.

The on-board storage unit 59 is implemented using a storage medium such as an IC memory or a hard disk. This on-board storage unit 59 pre-stores programs for operating the on-board device 50 and realizing its various functions, as well as data used during the execution of these programs, or temporarily stores them each time processing is performed. In this embodiment, the on-board storage unit 59 stores the on-board DB 591 shown in Figure 2 and the calculated position information 593.

[Processing flow]
Figure 12 is a flowchart showing the processing flow performed by the onboard device 50. The onboard device 50 performs the processing shown in Figure 12 each time its own train stops at a designated stopping position. That is, when the own train stops, the inquiry unit 572 starts the inquiry process and first refers to the onboard DB 591 and compares the position of the own train calculated by the position and speed calculation unit 571 with the kilometer mileage of the designated stopping position to identify the designated stopping position (step S1). In this embodiment, it is assumed that the train will stop only at designated stopping positions in principle, so it is explained that the designated stopping position can be identified in step S1. However, if the possibility of stopping at a position other than the designated stopping position is to be included, then if the designated stopping position cannot be identified, it should be determined that the train stopped at a position other than the designated stopping position and this process should be stopped. After identifying the designated stopping position, the inquiry unit 572 reads the inquiry equipment ID corresponding to the designated stopping position identified in step S1 from the onboard DB 591, and transmits the read inquiry equipment ID along with the train ID of its own train to the central device 70 to perform the inquiry (step S3).

Then, if a reply is received from the center device 70 in response to the inquiry in step S3 (step S5: YES), the departure determination unit 573 starts the departure determination process and first determines whether or not it received command designation information including departure suppression information in step S5.

Then, if the departure determination unit 573 receives only departure determination information and not command designation information, or if it receives information but does not include departure determination information (step S7: NO), it makes a departure determination (step S11) based on the operating status of predetermined railway equipment such as signal lights 13 and obstacle detection devices 15 included in the departure determination information received in step S5, and predetermined control logic, to determine whether the departure conditions are met. If the departure determination in step S11 determines that the departure conditions are met (step S13: YES), the departure control unit 574 starts the departure control process and proceeds to step S15. If the departure determination in step S11 determines that the departure conditions are not met (step S13: NO), the departure determination unit 573 returns to step S3, queries the center device again, and repeats the process of waiting for a reply in step S5. As a result, if the center device 70 sends back only departure determination information or does not include departure determination information (Step S5: YES → Step S7: NO), and the departure determination in Step S11 determines that the departure conditions are met (Step S13: YES), the process proceeds to Step S15.

On the other hand, if command designation information including departure determination information is received in step S5 (step S7: YES), it is determined that the departure conditions are not met (step S14). In that case, the departure determination unit 573 returns to step S3, queries the center device again, and repeats the process of waiting for a reply in step S5. As a result, if the center device 70 replies with only departure determination information or a reply that does not include departure determination information (step S5: YES → step S7: NO), the process proceeds to step S11 to perform a departure determination, and if it is determined that the departure conditions are met (step S13: YES), the process proceeds to step S15. If the departure determination information includes departure time information, the departure determination unit 573 determines that the departure conditions are met when the departure time arrives and proceeds to step S15.

Then, in step S15, the system requests confirmation by an attendant (step S15). If the attendant confirms the operation (step S17: YES), the departure control unit 574 performs a speed setting process (step S19) to set the train's speed based on the signal indications located ahead of the train's direction of travel, temporary speed limit information, recommended arrival time information for the next station, etc., and then departs the train (step S21). Note that if the system determines in step S9 or step S13 that the departure conditions are not met, the train will not depart.

As explained above, according to this embodiment, the on-board device 50 determines whether the train can travel without stopping until the nearest designated stopping position in the direction of travel, and can depart the train if the departure condition is met. This allows the on-board device 50 to autonomously determine whether to depart the train, preventing unintentional train departures that would disrupt smooth operation.

Specifically, the on-board device 50, upon stopping at a designated stopping position, queries the central device 70 to determine departure conditions based on the operating status of designated railway equipment such as signal lights 13 and obstacle detection devices 15 installed in the target section, as well as command designation information entered by the dispatcher or created by the command system. Furthermore, when departing the train, the on-board device 50 can set the train's speed based on the indication of the signal light 13 installed ahead in the direction of travel. Therefore, it can achieve processing equivalent to the driver's judgment in controlling train departure and speed.

Furthermore, the applicable embodiments of this invention are not limited to those described above, and components can be added, omitted, or modified as appropriate.

[Variation 1]
For example, in the above embodiment, the departure condition is determined to be whether it is possible to travel from a designated stopping position to the next designated stopping position without making any intermediate stops, and an example was described in which the operating status of railway equipment installed in the target section is obtained from the central device 70 to determine the departure condition. In contrast, it is also possible to obtain the operating status of railway equipment installed further beyond the next designated stopping position from the central device 70 and use the operating status of this railway equipment to determine the departure condition. The extent to which the operating status of railway equipment to be obtained can be set individually for each designated stopping position. In the onboard DB 591, the equipment ID necessary for determining the departure at each designated stopping position can be set as the query equipment ID corresponding to that designated stopping position.

Furthermore, it is possible to configure the system to change how far ahead the operational status of railway equipment is acquired depending on the train type and time of day. If the configuration is changed by time of day, for example, during rush hour, the operational status of railway equipment beyond the next designated stopping point is acquired and used to determine the departure conditions. Conversely, during off-peak hours, the operational status of railway equipment up to the next designated stopping point is acquired and used to determine the departure conditions. In this case, a list of query equipment IDs for each time of day is set up in the onboard DB591 for each designated stopping point.

[Modified example 2]
Furthermore, in the above embodiment, the on-board device 50 acquires departure determination information, including the operating status of predetermined railway equipment, from the central device 70 and uses it to determine the departure conditions. Alternatively, the central device 70 can determine whether departure is permitted and return the determination result to the on-board device 50 as departure determination information. In that case, the on-board device 50 sends its own train's position and train ID to the central device 70 to make an inquiry. On the other hand, when the central device 70 receives an inquiry from the on-board device 50, it determines whether the train related to the inquiry is permitted to depart. The determination itself can be performed by the central device 70 in the same manner as described in the above embodiment where the on-board device 50 performs the determination.

The on-board device 50 then determines whether the departure conditions are met based on the departure determination information returned from the center device 70. When it receives departure determination information indicating that departure is possible, it determines that the departure conditions are met; when it receives departure determination information indicating that departure is not possible, it determines that the departure conditions are not met.

[Modification 3]
Furthermore, in the above embodiment, the center device 70 is configured to return the input command designation information to the on-board device 50 along with departure determination information when command designation information is input from the operation management device 701 or the ATO setting terminal 703. In contrast, if departure determination information is input as command designation information, the system may return only the departure determination information without returning the departure determination information.

[Modification 4]
Furthermore, in the above embodiment, a configuration was described in which departure conditions are determined using the detection results of an obstacle detection device 15 installed on the ground. In contrast, an obstacle detection unit may be provided on the train side to monitor the area in front of the train's direction of travel. In this case, departure conditions may be determined using the detection results of the obstacle detection unit. The obstacle detection unit is used to measure the presence or absence of obstacles in the monitoring area and the distance to the detected obstacles, and can be implemented using, for example, a camera such as a CMOS image sensor, a sensor capable of long-range detection such as LiDAR (Light Detection and Ranging), or a millimeter-wave radar.

1. Automated driving system, 13. Traffic lights, 23. Traffic signal controller, 15. Obstacle detection device, 25. Obstacle detection controller, 27. Level crossing controller, 3. Ground radio, 31. Wireless communication area, 50. On-board equipment, 51. On-board radio, 53. Operation input unit, 55. Display unit, 56. Sound output unit, 57. On-board control unit, 571. Position and speed calculation unit, 572. Inquiry unit, 573. Departure determination unit, 574. Departure control unit, 575. Driving speed setting unit, 59. On-board storage unit, 591. On-board DB, 593. Calculated position information, 70. Center device, 71. Operation input unit, 73. Display unit, 74. Sound output unit, 75. Communication unit, 77. Processing unit, 771. Equipment status management unit, 773. Command information management unit, 775. Inquiry response unit, 79. Storage unit, 791. Equipment status DB, 793. Train-specific command designation information, 701 Operation management device, 703 ATO setting terminal, 8 Train, 9 Track, 91 Ground coil

Claims (6)

An automated driving system comprising: an onboard device of an automated train operated by an employee who is not a locomotive driver; and a center device capable of communicating with the onboard device via a ground radio installed along the track such that the designated stopping position of the train is located within the wireless communication area,
The aforementioned center device is
A means for storing the operating status of each designated piece of railway equipment installed for operational safety,
An inquiry response means that, in response to an inquiry from the onboard device, returns to the onboard device departure determination information including the operating status of the railway equipment, or departure determination information determining whether departure is possible or not based on the operating status of the railway equipment.
Equipped with,
The above-mentioned onboard device is,
A prescribed stopping position storage means for storing the aforementioned prescribed stopping position,
A means for calculating the position of the train on which the onboard device is installed,
When the train stops at the designated stopping position, the inquiry means makes the inquiry to the central device,
A departure determination means determines, based on the departure determination information returned from the center device in response to the inquiry of the inquiry means, whether or not the departure conditions indicating that the vehicle can travel without stopping along the way to at least the nearest designated stopping position in the direction of travel among the designated stopping positions are met,
A departure control means that, when it is determined that the aforementioned departure conditions are met, requests a confirmation operation by the aforementioned staff member, and departs the train when the confirmation operation is performed,
Equipped with,
Autonomous driving system. The aforementioned inquiry includes the equipment ID of the railway equipment located ahead of the direction of travel of the train,
The departure determination information includes the operating status of the railway equipment indicated by the equipment ID included in the query,
The departure determination means determines whether or not the departure conditions are met based on the operating status of the railway equipment included in the departure determination information returned from the center device and predetermined control logic.
The automated driving system according to claim 1. The aforementioned railway equipment includes signaling equipment.
The aforementioned designated stopping position is the position outside the signal where the train is expected to stop.
The departure determination information includes the indication of a signal installed in front of the train in the direction of travel.
The onboard device further includes a speed setting means for setting the speed of the train to be departed based on the indication of a signal included in the departure determination information.
The automated driving system according to claim 2. The aforementioned railway equipment includes an obstacle detection device,
The departure determination means determines whether or not the departure conditions are met based on the detection result of the obstacle detection device.
The automated driving system according to claim 2. The aforementioned center device further comprises a departure determination response means that returns departure determination information to the on-board device in response to an inquiry from the on-board device,
The departure determination means determines that the departure conditions are not met when it receives the departure suppression information.
An automated driving system according to any one of claims 1 to 4. The onboard equipment of an automated driving system comprising: an onboard equipment of an automated driving train operated by an employee who is not a locomotive driver; and a center equipment capable of communicating with the onboard equipment via a ground radio installed along the track such that the designated stopping position of the train is located within the wireless communication area,
The aforementioned center device comprises equipment status storage means for storing the operating status of each predetermined piece of railway equipment installed for operational safety, and inquiry response means for returning departure determination information, including the operating status of the railway equipment, or departure determination information, which determines whether or not departure is permitted based on the operating status of the railway equipment, to the onboard device in response to an inquiry from the onboard device.
A prescribed stopping position storage means for storing the aforementioned prescribed stopping position,
A means for calculating the position of the train on which the onboard device is installed,
When the train stops at the designated stopping position, the inquiry means makes the inquiry to the central device,
A departure determination means determines, based on the departure determination information returned from the center device in response to the inquiry of the inquiry means, whether or not the departure conditions indicating that the vehicle can travel without stopping along the way to at least the nearest designated stopping position in the direction of travel among the designated stopping positions are met,
A departure control means that, when it is determined that the aforementioned departure conditions are met, requests a confirmation operation by the aforementioned staff member, and departs the train when the confirmation operation is performed,
An on-board device equipped with the following features.