JP5150688B2 - Train control device and ground device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent information from being provided to a train control system more than necessary, and enable each train to carry out a high-density operation. <P>SOLUTION: A device for controlling a train includes: a wireless communication unit for transmitting the positional information of a running train to a ground device and also receiving speed reduction limit information, which is calculated by the ground device based on the positional information, from the ground device; a speed checking pattern calculation unit for generating a speed checking pattern of the train based on the speed reduction limit information; a speed checking unit for controlling a brake of the train so that the train operates in a range of the speed checking pattern; and a pitch determination unit for calculating a reference distance and the time required for running at the speed of the train every transmission of the positional information, and determining the calculated time as a cycle pitch. The wireless communication unit transmits the positional information at the cycle pitch. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  Embodiments described herein relate generally to a train control device and a ground device.

  There is a train control system for controlling a train so that a dangerous state due to an oversight of a driver signal can be prevented and the vehicle can travel safely.

  In such a train control system, conventionally, speed control based on fixed blockage has been performed. The speed control based on the fixed blockage is control that prevents two or more trains from simultaneously existing in a predetermined blockage section.

  According to the speed control based on the fixed blockage, the train cannot proceed unless the preceding train is spaced from the blockage section. The length of the closed section is designed in accordance with the vehicle having the lowest braking performance in consideration of safety. Therefore, a vehicle with high braking performance cannot be driven to fully exhibit the original performance of the vehicle.

  As described above, the train control system using the speed control based on the fixed blockage does not provide control corresponding to each vehicle having various performances. In addition, the closed section becomes a harmful effect, and the operation interval cannot be shortened. In train control systems using speed control based on fixed blockage, control corresponding to various performances cannot be performed, and operation intervals cannot be shortened, making high-speed and high-density operation difficult.

  In recent years, there has been a strong demand for high-speed and high-density operation, and a train control system based on a moving block has been proposed instead of a train control system based on a fixed block.

  Hereinafter, the train control system based on the movement blockage is referred to as a movement blockage type train control system.

  Unlike the train control system based on the fixed block, the mobile block train control system is a system that controls the speed of each train according to the position and speed of each train.

  Next, train control in the mobile block train control system will be briefly described. In the mobile block train control system, first, each train transmits train position information and the like to the ground device. Then, the ground device generates stop (or deceleration) limit information from the train position information received from the train, and transmits it to the train. Here, the deceleration limit information is information indicating an instruction to reduce the speed to a speed (deceleration target speed) that is a certain point (referred to as a deceleration target position). In the stop limit information, the deceleration target speed is zero. When receiving the deceleration limit information from the ground device, the train creates a unique brake pattern based on the deceleration limit information, the vehicle performance of the train, and the track gradient. The train performs its own speed control based on the brake pattern created by itself. Here, the brake pattern is a curve indicating the speed change to the deceleration target position in order to reach the deceleration target speed at the deceleration target position. The train automatically controls with the brake when the speed exceeds the speed indicated by the brake pattern.

  In this way, in the mobile block train control system, each train controls its own train from the positional relationship with the preceding train, the performance of the own train, and the like, so that the interval from the preceding train can be set individually. Therefore, it is not necessary to take an interval more than necessary, and the operation interval between trains can be reduced. Therefore, according to the mobile block train control system, high-speed and high-density operation is expected as compared with a train control system based on fixed block.

  In the mobile block train control system, information (such as the deceleration limit information and the train position information described above) is exchanged by radio communication between the on-board device and the ground device of each train. This exchange of information is performed every repeated cycle time. Then, the brake pattern is updated every repetition cycle time. Therefore, the repetition cycle time of this information exchange greatly affects the accuracy of train control. The better the train control accuracy, the higher the speed and density of operation possible.

  On the other hand, in radio communication, since the frequency band is limited, if the amount of information exchanged by the control system increases, the required transmission time may increase and the repetition cycle time may become longer. For example, if the amount of information to be transmitted is increased or the number of trains is increased to increase the control accuracy of the operation interval between trains, the amount of information exchanged by the control system increases and the transmission time increases. As a result, the cycle time becomes longer.

Japanese Patent Laid-Open No. 10-297488

  As a technique for reducing the amount of information exchanged by the control system and preventing an increase in repeated cycle time, there is a technique disclosed in Patent Document 1, for example. The technique of Patent Literature 1 is a technique for reducing the information amount of deceleration limit information transmitted from the ground device to each train control device while ensuring the accuracy of train control. More specifically, the amount of deceleration limit information to be transmitted is changed according to the magnitude of the distance to the deceleration target position of each train. That is, for trains that are far away from the target deceleration position, the deceleration limit information is displayed as information with a small amount of information (quantized information expressed with coarse resolution) compared to a train with a short distance. Is transmitting. This is because a train with a large distance to the deceleration target position does not necessarily require information indicating the deceleration target position with high accuracy. By doing in this way, the amount of information on the deceleration limit information transmitted from the ground device to each train is reduced while ensuring the accuracy of train control. And by reducing the amount of information, the repetition cycle time is prevented from increasing, and the accuracy of train control is improved.

  However, there is a limit to the reduction of the information amount by coarsening the resolution accuracy of the quantized information amount in this way. Therefore, this technique has limitations in preventing an increase in the cycle time of information transmission and improving the accuracy of train control.

  In the prior art, the accuracy of train control is changed according to the distance to the deceleration target position. That is, as the distance to the deceleration target position is closer, highly accurate deceleration limit information is transmitted.

  However, it is not preferable to change the accuracy of train control only by the distance to the deceleration target position. For example, even if the distance to the deceleration target position is long, it can be said that it is necessary to increase the accuracy of train control for a fast train.

  One aspect of the present invention is to provide a train control device that enables each train to operate at high density by improving the accuracy of control of a fast train while preventing an excessive amount of information from flowing. Objective.

  The train control device according to the embodiment transmits position information of a traveling train to the ground device, and receives, from the ground device, deceleration limit information calculated by the ground device based on the position information. A communication unit, a speed check pattern calculation unit that generates a speed check pattern of the train based on the deceleration limit information, and a speed check that controls a brake of the train so that the train moves within the range of the speed check pattern And a period determining unit that calculates a time required to travel at the speed of the train each time the position information is transmitted, and determines the calculated time as a cycle period. The communication unit transmits the position information in the cycle period.

The figure which shows the structural example of the train control system which concerns on the 1st Embodiment of this invention. The sequence diagram which shows operation | movement of the train control system which concerns on the 1st Embodiment of this invention. The figure which shows the example of the speed check pattern which the train control apparatus which concerns on the 1st Embodiment of this invention produces. The figure which shows the operation | movement flowchart which determines the cycle period which the train control apparatus which concerns on the 1st Embodiment of this invention transmits train information. The figure which shows the structure of the modification of the train control system which concerns on the 1st Embodiment of this invention. The figure which shows the modification of the train control system which concerns on the 1st and 3rd embodiment of this invention. The flow for determining the cycle period for the train control apparatus which concerns on the 2nd Embodiment of this invention to carry out radio transmission. The figure which shows the example of speed control according to the brake performance of a train.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 shows a configuration example of a train control system according to the first embodiment of the present invention. The train control system in FIG. 1 includes a ground device 12 and a train control device 11 installed in the train 10 traveling on the track 13. The ground device 12 and the train control device 11 communicate via a wireless network.

  In FIG. 1, one train control device 11 and one ground device 12 are shown. However, the train control system is usually composed of a plurality of train control devices 11 and a plurality of ground devices 12. Each train control device 11 arranges the ground device 12 so that it can communicate with at least one ground device 12.

  First, the configuration of the train control device 11 will be described. The train control device 11 is a device that transmits the train position information to the ground device 12 with a short cycle period if the train speed is high, and with a long cycle period if the train speed is slow.

  The train control device 11 includes a speed generator 111, a speed distance calculation unit 112, a cycle determination unit 113, an on-board radio unit 114, a speed check pattern calculation unit 115, a speed check unit 116, and an antenna 117. .

  The speed generator 111 detects the rotation speed of the wheel of the train 10 and outputs a speed pulse.

  The speed distance calculation unit 112 receives the speed pulse from the speed generator 111 and continuously calculates the speed and traveling position of the own train 10.

  The on-vehicle wireless unit 114 communicates with the ground wireless unit 121 of the ground device 12 via the antenna 117. The on-board wireless unit 114 transmits train information to the ground device 12 and receives deceleration limit information from the ground device 12. Here, the train information is information including at least position information (current travel position of the own train 10). In addition, the train information may include speed information (current traveling speed of the own train 10) and the train vehicle length.

  The cycle determining unit 113 determines a cycle cycle in which the on-board wireless unit 114 transmits train information to the ground device 12 based on the speed of the train 10. A method for determining the cycle period will be described later.

  The speed check pattern calculation unit 115 generates a speed check pattern from the deceleration limit information received from the ground device 12 and the vehicle performance (for example, brake performance) of the own train 10. The deceleration limit information and the speed verification pattern will be described later.

  The speed check unit 116 controls the train 10 based on the speed check pattern generated by the speed check pattern calculation unit 115. Specifically, the speed check pattern is compared with the current travel position and speed of the train 10, and when the speed of the train 10 exceeds the speed check pattern, a brake command is output to a brake control unit (not shown), The brake is controlled by the brake control unit.

  The antenna 117 communicates with the antenna 124 of the ground device 12.

  Next, the configuration of the ground device 12 will be described.

  The ground device 12 includes a terrestrial radio unit 121, a standing line management unit 122, a deceleration limit information calculation unit 123, and an antenna 124.

  The ground radio unit 121 communicates with the on-board radio unit 114 of the train control device 11 via the antenna 124. The ground radio unit 121 receives train information from the train control device 11, and transmits deceleration limit information to the train control device 11.

  The standing line management unit 122 manages train information such as the position of each train 10 that is on the track 13. Upon receiving the train information via the ground radio unit 121, the standing line management unit 122 updates the train information.

  The deceleration limit information calculation unit 123 calculates deceleration limit information based on the train information of the on-line management unit 122. The deceleration limit information will be described later.

  The antenna 124 communicates with the antenna 117 of the train control device 11.

  FIG. 2 is a sequence diagram showing the operation of the train control system according to the first embodiment of the present invention. Next, processing between the train control device 11 and the ground device 12 in the train control system according to the embodiment of the present invention will be described with reference to FIG.

  First, the speed distance calculation unit 112 in the train control device 11 receives the speed pulse from the speed generator 111 and continuously calculates the speed and traveling position of the own train 10. Note that the method of calculating the speed of the own train 10 (hereinafter referred to as speed information) and the travel position (hereinafter referred to as position information) is not limited to this and is calculated using, for example, GPS. Also good.

  The on-board wireless unit 114 transmits train information including the position information, speed information, and vehicle length calculated by the speed distance calculation unit 112 (S101). The on-board wireless unit 114 converts the train information into a specific frame format format, performs modulation processing, D / A conversion, and necessary processing such as frequency conversion on a radio signal to a predetermined frequency, Transmit to device 12. It is assumed that the on-board radio unit 114 transmits the train information to the ground device 12 according to a cycle period determined by a cycle determination unit 113 described later. Details of the process in which the period determining unit 113 determines the cycle period will be described later.

  On the other hand, the ground radio unit 121 of the ground device 12 receives train information from the train control device 11 via the antenna 124. The terrestrial radio unit 121 performs demodulation processing on the received train information after performing necessary processing such as frequency conversion to baseband and A / D conversion. As a result, the ground radio unit 121 obtains train information (position information, travel speed information, and vehicle length) transmitted from the train control device 11. The ground device 12 receives train information from each of the plurality of train control devices 11 existing on the track 13 for each cycle period determined by each train control device 11. The ground radio unit 121 notifies the on-line management unit 122 every time train information is received.

  The standing line management unit 122 manages information such as position information, speed information, and vehicle length of each train 10 on the track 13. Each time the standing line management unit 122 is notified of new train information of each train 10 from the ground radio unit 121, it updates the position information and speed information of the train 10 (S102).

  When receiving the train information via the ground radio unit 121, the deceleration limit information calculation unit 123 of the ground device 12 calculates deceleration limit information (deceleration target speed and deceleration target position) for the train 10 (S103). Note that the deceleration limit information calculation unit 123 may calculate a deceleration target distance instead of the deceleration target position. In this case, the deceleration limit information is a deceleration target speed and a deceleration target distance. The deceleration limit information calculation unit 123 calculates deceleration limit information based on the train information of the on-line management unit 122. For example, the deceleration limit information calculation unit 123 is managed by the existing line management unit 122, based on the last position of the preceding train obtained from the position information of the preceding train and the vehicle length, and the position information (traveling position) of the own train, Calculate at least to which position (point) the train needs to reach the set deceleration target speed.

  Here, the point where the own train needs to reach the deceleration target speed is the deceleration target position. The deceleration target speed is often 0 km / h. When calculating the deceleration limit information, the deceleration limit information calculation unit 123 may calculate appropriately using not only the last position of the preceding train and the position information of the own train but also other information such as a speed limit value. Good.

  The ground radio unit 121 of the ground device 12 converts the deceleration limit information calculated by the deceleration limit information calculation unit 123 into a specific frame format format, and then performs necessary processing such as modulation processing, D / A conversion, and frequency conversion to a predetermined frequency. Is transmitted to the train control device 11 via the antenna 124 (S104).

  The on-board radio unit 114 of each train control device 11 receives the deceleration limit information related to the own train 10 after transmitting the train information to the ground device 12.

  The speed check pattern calculation unit 115 generates a speed check pattern from the received deceleration limit information and the vehicle performance (for example, brake performance) of the own train 10. Specifically, the speed verification pattern calculation unit 115 can complete speed control that reaches the deceleration target speed at a point that does not exceed the deceleration target position notified from the ground device 12 in consideration of the brake performance. A speed check pattern is generated (S105). FIG. 3 shows an example of the speed check pattern. As shown in FIG. 3, the speed verification pattern is a graph that defines the relationship between the position and speed from the current position to the deceleration target position so that the deceleration target speed is reached at the deceleration target position.

  The speed check unit 116 compares the speed check pattern obtained by the speed check pattern calculation unit 115 with the current traveling position and speed of the own train 10, and when the train speed exceeds the speed check pattern, it is not shown. A brake command is output to the brake control unit, and the brake control unit controls the brake (S106). By following the speed check pattern obtained as described above, each train 10 can perform the speed control of the own train 10 so as to complete the speed control up to the deceleration target speed without exceeding the deceleration target position. Here, when the speed verification pattern is calculated by the speed verification pattern calculation unit 115, a database including the gradient of the traveling route is held, and the speed verification pattern is determined by adding gradient information in addition to the vehicle performance. It may be calculated. By doing so, it is possible to create a more accurate speed verification pattern.

As described above, in the train control system of the present embodiment, the ground device 12 and the plurality of train control devices 11 are train information and deceleration limit information in units of cycle periods calculated by each train control device 11. Will be repeated. That is, the transmission / reception frequency of train information and deceleration limit information is different for each train 10. In FIG. 2, examples of T ₁ and T ₂ are shown as cycle periods. Thus, the cycle period changes according to the speed of the train 10 when the train information is transmitted.

  Here, in the present embodiment, a distributed access control method is used as the access control method when each train control device 11 transmits train information to the ground device 12. Accordingly, each train control device 11 transmits train information based on the cycle period determined by the own device. That is, each train control device 11 does not need to notify the ground device 12 of the cycle determined by itself, and it is only necessary to transmit train information according to access control according to the cycle determined by itself. This is because in the distributed access control method, each train 10 performs transmission access control in an autonomous and distributed manner, and therefore the ground device 12 does not need to know the transmission cycle of each train control device 11. Note that distributed access control methods include, for example, a CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance) method and a random access method.

  Next, a method in which each train control device 11 determines a cycle period for transmitting train information will be described. FIG. 4 is a flowchart illustrating a processing method in which the train control device 11 determines a cycle period for transmitting train information.

  The cycle determination unit 113 of each train control device 11 determines a cycle cycle for transmitting train information every time train information is transmitted, according to the flowchart shown in FIG.

  The cycle determining unit 113 determines the cycle cycle based on the current traveling speed of the train 10 and a reference distance (Xm) that is predetermined for determining the cycle cycle. Details will be described below. Here, the reference distance (Xm) is a value determined by the train control system.

  First, the cycle determination unit 113 of the train control device 11 calculates the time required to travel the reference distance Xm using the current travel speed of the train 10 (S201). This calculated time is taken as a cycle period. Next, the cycle determination unit 113 sets a timer (not shown) for the calculated time (S202). Here, for example, it is assumed that the timer is built in the period determining unit 113. Next, when the cycle period elapses and the timer expires, the on-board wireless unit 114 transmits train information to the ground device 12 at the timing when the timer expires (S204). Then, when the timer expires, the cycle determination unit 113 calculates the time required to travel the reference distance Xm using the traveling speed at the timing when the timer expires again (S201). Thereafter, the above processing is repeated.

  Here, the traveling speed used for calculating the cycle period may be the traveling speed at the time of calculating the cycle period, or may be the average traveling speed within the previous cycle period time. As the traveling speed, the traveling speed calculated by the speed distance calculation unit 112 is used.

  As described above, the train control device 11 repeats transmission of train information with the time required for traveling the reference distance as one cycle period. The traveling speed is different for each train, and the traveling speed of each train also changes. Therefore, the cycle period changes from train to train and every time the train speed changes. In other words, when considering a certain period of time, a train having a higher traveling speed has a higher frequency of transmitting train information, while a train having a lower traveling speed has a lower frequency of transmitting train information.

  Conventionally, each train transmits train information of its own train every fixed time cycle period. In this case, when the traveling speed is low, the train information is transmitted although the position information included in the train information notified when the train information was transmitted last time has changed little. However, in general, when the position change is small, it is considered that the importance of frequently transmitting train information is low even from the viewpoint of train tracking.

  In the train control device 11 according to the present embodiment, the train information is not transmitted from the train having a low traveling speed and the train information of the own train is not transmitted although the position is hardly changed. Therefore, an increase in the amount of information transmission more than necessary as a train control system can be prevented. Moreover, the transmission frequency of train information becomes high for a train having a high traveling speed. Therefore, for a train having a high traveling speed, it becomes possible to track the train (update the position information) with a smaller moving distance than in the past, and to perform highly accurate control. Thus, by enabling adaptive train speed control according to the traveling speed of the train, further high-density operation can be realized.

  Moreover, in the train control system of this embodiment, the train information of each train is updated every time it advances the reference distance Xm. On the other hand, conventionally, since train information is transmitted at regular intervals, the train information of each train is updated each time a different distance is traveled according to the speed of each train. Therefore, conventionally, there is a risk that a fast train travels a distance that collides with a preceding train for a certain time before updating the train information. However, in the train control system of the present embodiment, the train information is updated every time the reference distance Xm is advanced. Therefore, by appropriately setting the reference distance Xm, the train information is maintained while appropriately maintaining the distance between each train. Can be updated. As a result, the distance between trains can be maintained, and control for maintaining safety can be performed.

  In the train control system of the present embodiment, the train control device 11 calculates the speed verification pattern based on the deceleration limit information received from the ground device 12, but the ground device 12 calculates the speed verification pattern. You may do it. FIG. 5 is a diagram illustrating a first modification of the train control system according to the first embodiment. When the ground device 12 calculates the speed check pattern, as shown in FIG. 5, the ground device 52 includes the speed check pattern calculation unit 125, and the train control device 11 does not include the speed check pattern calculation unit 115. And And the ground apparatus 12 memorize | stores the vehicle performance of each train in the track management part 122, for example. The ground device 12 calculates a speed check pattern from the stored vehicle performance and the calculated deceleration limit information. Then, the ground radio unit 121 transmits the speed check pattern without transmitting the deceleration limit information. When the train control device 11 receives the speed verification pattern by the on-board wireless unit 117 via the antenna 117, the speed verification unit 116 performs the speed verification based on the obtained speed verification pattern. According to the train control system of the modification, the configuration of the train control device 11 can be simplified.

  Further, in the train control system of the present embodiment, the train control device 11 determines the cycle period for transmitting train information, but the ground device 12 may determine it. FIG. 6 is a diagram illustrating a second modification of the train control system according to the first embodiment. When the ground device 1 determines the cycle period, as shown in FIG. 6, the ground device 12 is configured to include the cycle determining unit 126, and the train control device 11 is configured not to include the cycle determining unit 113. Then, the train control device 11 includes the train speed information in the train information transmitted to the ground device 12. The cycle determination unit 113 of the ground device 12 determines the cycle cycle from the received speed information and the reference distance. And the ground radio | wireless part 121 of the ground apparatus 12 transmits the period information which is information including a cycle period with the deceleration limit information with respect to the train control apparatus 11. FIG. When the on-board wireless unit 117 receives the period information via the antenna 117, the train control device 11 transmits the next train information at the cycle period included in the period information. The method by which the cycle determining unit 126 of the ground device 12 determines the cycle cycle based on the speed information and the reference distance can be the same method as the method performed by the cycle determining unit 113 of the train control device 11, and therefore the description is Omitted. According to the train control system of the modification, the configuration of the train control device 11 can be simplified.

  In the train control system of the present embodiment, the train control device 11 transmits information including position information, speed information, and the number of vehicles as train information to the ground device 12, but the train information is not limited to this information. . That is, the train control device 11 may transmit at least position information as train information. The train control device 11 may notify the number of vehicles, for example, when each train first notifies the ground device 12 of train information or when the number of train vehicles changes. The train control device 11 does not necessarily need to transmit the speed information. However, as described in the first modification, when the ground device 12 generates the speed check pattern, the train control device 11 needs to notify the speed information including the train information. Further, as described in the second modification, even when the ground device 12 determines the cycle period for transmitting the train information of the train control device 11, it is necessary to include speed information in the train information.

  Further, in the train control system of the present embodiment, the train control device 11 calculates the time required to travel the reference distance Xm, and transmits train information using the calculated time as one cycle period. However, the train control device 11 may be configured to transmit the train information every time the vehicle travels the reference distance Xm without calculating the cycle period. In any case, the train control device 11 transmits train information with the time required to travel the reference distance Xm as one cycle.

  In the train control system of the present embodiment, the train control device 11 transmits train information from the train speed and the reference distance Xm with the time for traveling the reference distance Xm as one cycle period. However, the train control device 11 only needs to increase the transmission frequency of the train information as the traveling speed increases. The train control apparatus 11 always transmits the train information with the time for traveling the reference distance Xm at the traveling speed as one cycle period. You don't have to. For example, the cycle determining unit 113 of the train control device 11 may include a table that determines the train information transmission cycle period corresponding to the traveling speed and speed of the train, and may determine the cycle period using the table.

  The train control device 11 can also be realized by using, for example, a general-purpose computer device as basic hardware. That is, the speed generator 111, the speed distance calculation unit 112, the cycle determination unit 113, the on-board radio unit 114, the speed check pattern calculation unit 115, the speed check unit 116, and the antenna 117 are included in the above computer device. This can be realized by causing the installed processor to execute the program. At this time, the train control device 11 may be realized by installing the above program in a computer device in advance, or may be stored in a storage medium such as a CD-ROM or distributed through the network. Then, this program may be realized by appropriately installing it in a computer device.

  The ground device 12 can also be realized by using, for example, a general-purpose computer device as basic hardware. That is, the terrestrial radio unit 121, the standing line management unit 122, the deceleration limit information calculation unit 123, and the antenna 124 can be realized by causing a processor mounted on the computer device to execute a program. At this time, the ground device 12 may be realized by installing the above program in a computer device in advance, or may be stored in a storage medium such as a CD-ROM or distributed through the network. Thus, this program may be realized by appropriately installing it in a computer device. The on-line managing unit 122 is realized by appropriately using a memory, a hard disk, or a storage medium such as a CD-R, CD-RW, DVD-RAM, DVD-R, or the like that is built in or externally attached to the computer device. be able to.

(Second Embodiment)
Next, a train control system according to the second embodiment will be described. The configurations of the second train control system, the train control device, and the ground device are the same as those shown in FIG. Therefore, below, the train control system which concerns on 2nd Embodiment is demonstrated using FIG.

  In the train control system according to the second embodiment, unlike the train control system according to the first embodiment, the cycle determination unit 113 of the train control device 11 calculates the transmission cycle of the train information from a predetermined time threshold. If it is larger, the time threshold is set as a cycle period, and if the calculated transmission period is equal to or less than a predetermined time threshold, the calculated transmission period is set as a cycle period. The on-board wireless unit 114 transmits train information at the cycle period determined in this way. That is, the train control system according to the present embodiment is an example in which an upper limit of the transmission period of train information is provided. The functions of the other components are the same as those described in the first embodiment, and a description thereof will be omitted.

  FIG. 7 is a flowchart showing the operation of the train control device 11 according to the second embodiment. Below, operation | movement of the train control apparatus 11 concerning 2nd Embodiment is demonstrated using FIG.

  First, the cycle determination unit 113 of the train control device 11 calculates the time (cycle T) required to travel the reference distance Xm using the current travel speed of the train, as in the first embodiment ( S301). Next, the cycle determination unit 113 compares the magnitude relationship between the cycle T calculated in S301 and a predetermined time threshold T ′ (S302).

  When the calculated period T is equal to or less than the time threshold T ′ (S302 YES), the period determining unit 113 sets the calculated period T as a timer (S303A), as in the first embodiment. When the calculated period T elapses and the timer expires (S304), the on-board wireless unit 114 transmits train information to the ground device 12 (S305). On the other hand, when the calculated period T is larger than the time threshold T ′ (S302NO), the period determining unit 113 sets the time threshold T ′ as a timer (S303B). When the time threshold value T 'elapses and the timer expires (S304), the on-board wireless unit 114 transmits train information to the ground device 12 (S305). Then, when the on-board wireless unit 114 transmits the train information, or after transmission, the cycle T is calculated again using the traveling speed at that time (S301), and the calculated cycle T is compared with the time threshold T ′. (S302). In this way, the processing from S301 to S305 is repeated.

  Next, in the embodiment of the present invention, the reason why the time threshold T ′ is provided as the upper limit of the transmission period of train information and the preferable value as the time threshold T ′ will be described.

  The train control system according to the embodiment of the present invention is basically (when the cycle T is equal to or less than the threshold value T ′), with the cycle calculated by each train based on the traveling speed, as in the first embodiment. , Send train information. On the other hand, when the period T exceeds the upper limit (time threshold T ′), the train information is transmitted not at the period T but at the cycle period of the time threshold T ′. This point is different from the first embodiment. In this way, the train control device 11 does not transmit train information at a cycle period exceeding the time threshold T ′. This advantage will be described below.

  For example, when a train is stopped at a station platform or the like, the time (period T) required for the train control device to travel the reference distance Xm is substantially infinite. In addition, even when the train is not stopped, it may take more time than necessary to travel the reference distance Xm if the train is traveling at a low speed close to a stop. In such a case, the train control device 11 calculates a very large value as the period T, and does not transmit train information to the ground device 12 for a long period of time.

  In a mobile block train control system using wireless communication, even when a train is running and position information is transmitted from the train control device 11, a ground device is generated by occurrence of a packet error due to wireless communication. There are cases where the position information cannot be correctly received in 12 and the position information is not updated, or where the position information is not transmitted due to a failure or the like. In such a case, the train position information managed by the ground device 12 is not updated for a certain period of time. In such a case, the actual traveling position of the train deviates from the position of the train managed by the ground device 12, and the ground device 12 is correctly and safely based on the position information of each train. Train control becomes impossible. The ground device 12 of the mobile train control system using wireless communication prevents the train control from being disabled, and when the location information is not notified from the train control device 11 of the same train for a certain time or longer, the “train In some cases, it has a function to stop the operation of all trains, judging that the position is lost.

  Originally, this is a system in which the ground device 12 determines that the train position is lost when the location information is not notified from the same train for a certain time or more due to the above trouble factor. In the train control system of the present embodiment, it is a system that prevents it from being determined as “loss of train position” because it is a train control system with a cycle using traveling speed.

  That is, in the train control system of the present embodiment, the train information is transmitted with the time threshold T ′ as the upper limit, so that the “train position loss” does not occur when the cycle based simply on the train traveling speed is large. Can respond. For example, even when the train is stopped, the position information is transmitted at least in the period of the time threshold T ′, so that it is possible to prevent the ground device 12 from determining that “the train is lost”.

  Therefore, in the train control system of the present embodiment, the value of the time threshold value T ′ is a value that is at least smaller than the time that the ground device 12 recognizes as “train position loss”.

  As described above, according to the train control system of the present embodiment, it is possible to prevent the train control system from determining that “the train position has been lost” and stopping the operation of all trains other than troublesome factors.

(Third embodiment)
Next, a train control system according to the third embodiment will be described. In the train control system according to the third embodiment, the transmission of train information from the train control device 11 is not the access control by the autonomous decentralization used in the first embodiment, but the access control by the centralized control method by the ground device 12. To do. That is, the train control system according to the first embodiment is a mode in which the train control device 11 transmits the train information of the own train in an autonomous and distributed manner according to the cycle period determined based on the traveling speed. However, in the train control system according to the third embodiment, transmission of train information is performed by an access control method using a centralized control method. Specifically, the ground device 12 schedules at which timing each train 10 transmits the train information based on the train information transmission cycle period calculated by each train control device 11.

  In this embodiment, a case where a TDMA (Time Division Multiple Access) method is used as a centralized control access control method will be described as an example.

  In the access control method by autonomous decentralization, the train control device 11 notifies the train information to the ground device 12 at the timing determined by itself, whereas in the case of the centralized control access control method, the ground device 12 In this method, the train information transmission timing of each train control device 11 is controlled. More specifically, the ground device 12 schedules transmission timing of train information of each train control device 11, and each train control device 11 transmits train information according to the scheduling.

  Below, the structure of each apparatus of the train control system which concerns on 3rd Embodiment is demonstrated. Since the configuration of each device of the train control system according to the third embodiment is the same as the configuration described in FIG. 1, it will be described with reference to FIG. 1. Below, about the structure of each apparatus of the train control system which concerns on 3rd Embodiment, only the different function demonstrated in Example 1 is demonstrated, and description is abbreviate | omitted about the same function.

  The ground device 12 needs to grasp the transmission cycle period of the train information calculated by the train control device 11 when scheduling the transmission timing of the train information of each train control device 11.

  Therefore, the on-board radio unit 114 of the train control device 11 of each train notifies the cycle information including the cycle period calculated by the cycle determination unit 113 together with the train information. Here, the cycle information is, for example, the time calculated when the vehicle travels the reference distance at the current travel speed calculated by the cycle determination unit 113.

  Upon receiving the train information and the cycle information from the train control device 11 of each train, the ground radio unit 121 of the ground device 12 performs time slot scheduling for each train control device 11 based on the cycle information of each train control device 11 and the like. Do. The terrestrial radio unit 121 assigns a time slot in which each train should transmit the next train information, specifically, as time slot scheduling. Here, the time slot scheduling performed by the terrestrial radio unit 12 is a scheduling in which the ground device 12 can receive the train information from each train control device 11 and satisfies the period information received from each train control device 11.

  The ground radio unit 121 notifies each train control device 11 of the assigned time slot information assigned to each train as a control time slot.

  When the on-board radio unit 114 of the train control device 11 of each train receives the control time slot from the ground device 12, it can grasp the timing of transmitting the next train information of the own train. The on-board radio unit 114 of each train control device 11 transmits the train information and the cycle information at that time at the slot timing of the assigned time slot notified from the ground device 12. Here, this period information is information for the ground device 12 to determine the timing at which the train control device 11 transmits the timing for transmitting the next train information.

  In the control system according to the present embodiment, the same effects as in the first embodiment can be achieved, and wireless communication is performed by centralized control by the ground device 12 as described above, so that the ground device 12 and each train control device 11 are It becomes possible to carry out communication at a more reliable timing, and it becomes easier to control the train control system.

  What is the method of notifying the periodic information transmitted from each train control device 11 to the ground device 12 and the assigned time slot transmitted from the ground device 12 to each train control device 11? Also good. For example, the terrestrial radio unit 121 of the ground device 12 of the present embodiment may transmit the assigned time slot timing using a specific time slot (control time slot) as described above. 11 may be notified together with transmission of the deceleration limit information to be transmitted.

  In this embodiment, the TDMA (Time Division Multiple Access) method has been described as an example of the centralized control method. However, other methods may be used as long as the centralized control method is used.

(Modification 1)
Next, a modification of the train control system according to a modification of the third embodiment will be described.

  The train control system according to the modification of the third embodiment has the same configuration as the train control system shown in FIG. Therefore, it demonstrates using FIG.

  The train control system according to the modification of the third embodiment is a centralized control system, and the function of each component is basically the same as that of the train control system described in the third embodiment. However, in the train control system according to the modification of the third embodiment, the ground device 12 calculates the cycle period based on the speed information notified from each train control device 11 by the cycle determination unit 126. Then, the ground radio unit 121 of the ground device 12 performs time slot scheduling for each train in the same manner as described above based on the cycle period calculated by the own device, and each train has the next train information. The time slot to be transmitted is assigned. The process in which each train transmits train information based on the time slot received from the ground device 12 is the same as the method described in the third embodiment.

  In this case, the train control device 11 includes speed information as train information to be notified to the ground device 12.

  Then, upon receiving train information from the train control device 11, the cycle determination unit 126 of the ground device 12 determines a cycle cycle in which the train control device 11 transmits train information based on the speed information. Specifically, the period determining unit 126 sets the time required for traveling the reference distance Xm at the speed of the speed information included in the received train information as one cycle period. For example, the ground device 12 calculates a cycle period in parallel with calculating deceleration limit information. When determining the cycle, cycle determining unit 126 notifies terrestrial radio unit 121. Upon receiving the cycle period of each train control device 11 from the cycle determination unit 126, the ground radio unit 121 performs time slot scheduling for each train control device 11. The ground radio unit 121 performs time slot scheduling so that the cycle period of each train control device 11 is satisfied.

  Thereafter, the ground radio unit 121 notifies the train controller 11 of the determined time slot scheduling, and the train controller 11 notifies the train information based on the received time slot scheduling. Since this implementation method is the same as the method described in the third embodiment, a description thereof will be omitted.

  According to the train control system according to this modification, since the ground device 12 determines each scheduling cycle based on the traveling speed notified from each train, each train control device 11 does not need the cycle determination unit 113, and is simplified. It can be set as a simple structure.

  Moreover, according to the train control system by this modification, the effect similar to the train control system concerning 1st, 3rd embodiment can be achieved.

(Fourth embodiment)
Next, a train control system according to the fourth embodiment will be described. The configurations of the fourth train control system, the train control device, and the ground device are the same as those shown in FIG. Therefore, below, the train control system which concerns on 4th Embodiment is demonstrated using FIG.

  In the train control system according to the fourth embodiment, unlike the train control system of the first embodiment, the reference distance used when the cycle determining unit 113 of the train control device 11 determines the transmission cycle of train information is The train control system as a whole does not use one value, but sets different values depending on the route, time, and vehicle performance. Since the process of determining the cycle period using the reference distance, the process of determining the cycle period and transmitting train information, and the like are the same as those in the first embodiment, description thereof will be omitted.

  First, a case where the reference distance varies depending on the route will be described.

  In the train control system according to the fourth embodiment, a reference distance is determined for each route. For example, it determines with the operation density of the train for every route. That is, the reference distance is shortened as the route in which high-density operation is performed. When determining the reference distance for each route, determine the reference distance considering not only the operation density for each route but also the amount of information transmitted by the train control system and the number of trains managed by the ground device 12. You may do it. Here, the route is a line connecting the departure point and the destination point. For example, a predetermined section of a track on which a train runs is set. Further, when two tracks exist in parallel, each track may be distinguished as a separate route.

  Here, when determining the reference distance for each route, the reason why the reference distance is shortened as the route in which high-density operation is performed will be described. When the reference distance is shortened, the transmission frequency of train information from the train control device 11 to the ground device 12 increases correspondingly, and the accuracy of train tracking is also improved. And the route which requires high-density operation is required to improve the accuracy of this train tracking. Therefore, it is preferable to shorten the reference distance for routes on which high density operation is performed.

  For example, the ground device 12 manages the reference distance for each route, and notifies the train control device 11 of the train running on each route, and the cycle determination unit 113 of the train control device 11 is notified. Set the reference distance. Note that the method by which the cycle determining unit 113 of each train control device 11 sets the reference distance is not limited to this method.

(Modification 1)
Next, a train control system according to Modification 1 of the fourth embodiment will be described. The configurations of the train control system, the train control device, and the ground device according to the fourth embodiment are the same as those shown in FIG. Therefore, below, the train control system which concerns on the modification 1 of 4th Embodiment is demonstrated using FIG.

  In the train control system according to Modification 1 of the fourth embodiment, the cycle determination unit 113 of the train control device 11 changes the reference distance used for determining the transmission cycle of train information for each route. In addition to the train control system of the fourth embodiment, the reference distance is changed according to the time zone not only on the same route.

In the train control system according to the first modification of the fourth embodiment, not only the reference distance is changed for each route but also the reference distance is changed depending on each route and time zone. Specifically, the reference distance is determined according to the train operation density for each time zone. That is, even within the same route, the reference distance is set to be smaller for the high-density operation time zone, and the reference distance is set to be larger for the low-density operation time zone.
As the reference distance, for example, the ground device 12 manages a reference distance corresponding to each time zone for each route. The reference distance is assumed to be shorter as the time zone during which high density operation is performed. And the density of driving | operation in each time slot | zone can be grasped | ascertained, for example by a service schedule.

  Then, when the time zone changes and the reference distance needs to be changed, the ground device 12 notifies the train control device 11 of the train running on each route, and the cycle determination unit 113 of the train control device 11 is notified. Change or set the reference distance. Note that the method for setting the reference distance by the cycle determining unit 113 of each train control device 11 is not a method of notifying from the ground device 12, but each train control device 11 itself manages the reference distance according to each time zone. It is not limited to this method.

  In the following, the effect of changing the reference distance depending on the time zone as well as changing the reference distance for each route will be described. Regarding train operation density, even on the same route, the number of train operations differs between rush hours and non-rush hours, and high-speed operation is performed during rush hours. Therefore, more accurate train control is required during rush hours. As described above, the shorter the reference distance, the more frequently the train control device 11 transmits train information to the ground device 12, thereby enabling highly accurate train control. Therefore, it is preferable to change the reference distance depending on the time zone.

  Moreover, since the period of each train becomes larger as a whole by setting the reference distance large, the amount of traffic wirelessly transmitted can be reduced. If the reference distance is constant for each route, it is conceivable that the reference distance is set assuming the case of the time zone with the highest density operation for safety. However, in this case, when train information is transmitted at a transmission cycle determined by the reference distance in a time zone when high-density operation is not performed, transmission with a required accuracy or higher is performed. Therefore, in a time zone when high-density operation is not performed, the amount of transmission information can be reduced by setting a large reference distance within a range that satisfies the required accuracy of train control. And since the amount of transmission information can be reduced, there is a margin in radio resources. The train control device 11 can be used for wireless transmission of other information with the ground device 12, for example, information transmission for database update, and the upper limit of the number of retransmissions by wireless transmission, as long as there is room for radio resources. It can be used to increase

  That is, in this modification, by making the reference distance variable according to each time zone for each route, more adaptive train control is possible, and high-density operation of trains in the train control system is possible.

(Modification 2)
Next, a train control system according to Modification 2 of the fourth embodiment will be described. The configurations of the train control system, the train control device, and the ground device according to Modification 2 of the fourth embodiment are the same as the configurations shown in FIG. Therefore, below, the train control system which concerns on the modification 2 of 4th Embodiment is demonstrated using FIG.

  In the train control system according to Modification 2 of the fourth embodiment, the cycle determination unit 113 of the train control device 11 not only changes the reference distance used when determining the transmission cycle of train information for each route, It depends on the brake performance of each train. In other words, the higher the braking performance, the longer the reference distance, and the lower the braking performance, the shorter the reference distance.

  As the reference distance, for example, the ground device 12 manages the reference distance corresponding to the train running on each route for each route. This reference distance is assumed to be shorter for trains with lower braking performance. And the brake performance of each train can be easily grasped from the model of each train.

  Then, the ground device 12 notifies the train control device 11 of a reference distance corresponding to the brake performance of each train, and the cycle determining unit 113 of the train control device 11 sets the notified reference distance. Note that the method by which the cycle determining unit 113 of each train control device 11 sets the reference distance is not a method notified from the ground device 12, but each train control device 11 itself manages the reference distance according to the brake performance. It is not limited to this method.

  In the following, the effect of changing the reference distance according to the braking performance as well as changing the reference distance for each route will be described.

  FIG. 8 shows an example of speed control according to the brake performance of the train. As shown in FIG. 8, the higher the braking performance, the faster the speed can be reduced to the target deceleration speed. Therefore, when two trains with different train braking accuracy are traveling at the same speed, it is necessary to perform speed control at an earlier timing for a train with lower brake performance. Therefore, the train tracking accuracy is required for a train with lower brake performance. As described above, the shorter the reference distance, the more frequently the train control device 11 transmits train information to the ground device 12, thereby enabling highly accurate train control. On the other hand, for trains with high brake performance, the amount of transmission information can be reduced by setting a large reference distance within a range that satisfies the required accuracy compared to trains with low brake performance. Therefore, it is preferable to change the reference distance according to the brake performance. And since the amount of transmission information can be reduced, there is a margin in radio resources. The train control device 11 can increase the frequency of transmission of train information when high-precision control is required with the ground device 12 because the radio resource can be afforded. As a result, higher density operation is possible. As described above, according to the train control system of the present modification, by making the reference distance variable according to the brake performance, more adaptive train control is possible, and high-density operation of the train in the train control system is possible. .

  In this modification, the reference distance is determined according to the brake performance of the route and the train. Further, in combination with the modification 1, the reference distance is set according to the brake performance of the route and the train and the time zone. It may be determined.

  As mentioned above, according to the train control system concerning a 4th embodiment, in the case where the accuracy of train control is demanded adaptively in the case where the requirement of accuracy of train control is low, the update frequency of train information is reduced. The update frequency of train information can be increased, and a system that is rich in flexibility and suitable for shortening the operation interval between trains can be provided.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 10 ... Train, 11 ... Train control device, 12 ... Ground device, 13 ... Track, 111 ... Speed generator, 112 ... Speed distance calculation part, 113 ... Period determination 114, on-vehicle radio unit, 115, 125 ... speed check pattern calculation unit, 116 ... speed check unit, 117, 124 ... antenna, 121 ... ground radio unit, 122 ... -Line management unit, 123 ... deceleration limit information calculation unit, 126 ... cycle determination unit.

Claims (12)

While transmitting the position information of the traveling train to the ground device, the wireless communication unit that receives the deceleration limit information calculated by the ground device based on the position information from the ground device;
Based on the deceleration limit information, a speed check pattern calculation unit that generates a speed check pattern of the train, and
A speed check unit for controlling the brake of the train so that the train moves within the range of the speed check pattern;
Each time the position information is transmitted, a reference distance is calculated by calculating a time required to travel at the speed of the train, and a period determining unit that determines the calculated time as a cycle period,
The train control device, wherein the wireless communication unit transmits the position information in the cycle period. While transmitting the position information of the traveling train to the ground device, from the ground device, a wireless communication unit that receives the speed check pattern calculated by the ground device based on the position information;
A speed check unit for controlling the brake of the train so that the train moves within the range of the speed check pattern;
Each time the position information is transmitted, a reference distance is calculated by calculating a time required to travel at the speed of the train, and a period determining unit that determines the calculated time as a cycle period,
The train control device, wherein the wireless communication unit transmits the position information in the cycle period. While transmitting the position information of the traveling train to the ground device, the wireless communication unit that receives the deceleration limit information calculated by the ground device based on the position information from the ground device;
Based on the deceleration limit information, a speed check pattern calculation unit that generates a speed check pattern of the train, and
A speed check unit that controls a brake of the train so that the train moves within the range of the speed check pattern ;
The said radio | wireless communication part transmits the said positional information, whenever the said train runs the reference distance set as short distance, so that the operation density of a train is large, The train control apparatus characterized by the above-mentioned. While transmitting the position information of the traveling train to the ground device, from the ground device, a wireless communication unit that receives the speed check pattern calculated by the ground device based on the position information;
A speed check unit that controls a brake of the train so that the train moves within the range of the speed check pattern ;
The said radio | wireless communication part transmits the said positional information, whenever the said train runs the reference distance set as short distance, so that the operation density of a train is large, The train control apparatus characterized by the above-mentioned. The period determining unit determines the threshold time as the cycle period when the calculated time exceeds a predetermined threshold time, and when the calculated time is equal to or less than the threshold time, The calculated time is determined as the cycle period,
The wireless communication unit transmits the position information in the cycle period,
The train control device according to claim 1, wherein the threshold time is equal to or shorter than a time recognized as a train loss by the ground device.   6. The train control device according to claim 5, wherein the reference distance is set to a shorter distance as the train operation density is higher.   6. The train control device according to claim 5, wherein the reference distance is set to a shorter distance as the braking performance of the train to be controlled is lower. The access control method to the ground device by the wireless communication unit is a centralized control method,
Transmitting period information including the cycle period determined by the period determining unit to the ground device;
When the ground device receives the period information from a plurality of train control devices, the ground device schedules the timing at which each of the plurality of train control devices transmits the position information based on the cycle period of the plurality of train control devices. In addition, to each of the plurality of train control devices, each of the train control devices transmits timing information including timing to transmit position information,
The train control device according to claim 6, wherein when the timing information is received via the wireless communication unit, the position information is transmitted at the timing. A device that communicates with a train control device included in each of a plurality of trains traveling on a track,
From each of the plurality of train control devices, a wireless communication unit that receives the train position information controlled by the train control device and speed information including the speed of the train,
For each of the plurality of trains, managing the location information and receiving the location information, a management unit that updates the location information;
Based on the updated position information, a deceleration limit information calculation unit that calculates deceleration limit information;
A period determining unit for determining a cycle period for transmitting the position information, which is a time required to travel a reference distance at the train speed specified by the train speed information;
The wireless communication unit transmits the calculated deceleration limit information and the cycle period to the train control device. A device that communicates with a train control device included in each of a plurality of trains traveling on a track,
From each of the plurality of train control devices, a wireless communication unit that receives the train position information controlled by the train control device and speed information including the speed of the train,
For each of the plurality of trains, managing the location information and receiving the location information, a management unit that updates the location information;
Based on the updated position information, a deceleration limit information calculation unit that calculates deceleration limit information;
A period determining unit for determining a cycle period for transmitting the position information, which is a time required to travel a reference distance at the train speed specified by the train speed information;
The wireless communication unit schedules the timing at which each of the plurality of train control devices transmits the position information based on the cycle period of the plurality of train control devices, and to each of the plurality of train control devices, A ground device that transmits timing information including a timing at which each train control device transmits position information. While transmitting the position information of the traveling train to the ground device, the wireless communication unit that receives the deceleration limit information calculated by the ground device based on the position information from the ground device;
  Based on the deceleration limit information, a speed check pattern calculation unit that generates a speed check pattern of the train, and
  A speed check unit that controls a brake of the train so that the train moves within the range of the speed check pattern;
  The said radio | wireless communication part transmits the said positional information, whenever the said train runs the reference distance set as short distance, so that the brake performance of the train to control is low. While transmitting the position information of the traveling train to the ground device, from the ground device, a wireless communication unit that receives the speed check pattern calculated by the ground device based on the position information;
  A speed check unit that controls a brake of the train so that the train moves within the range of the speed check pattern;
  The said radio | wireless communication part transmits the said positional information, whenever the said train runs the reference distance set as short distance, so that the brake performance of the train to control is low.

Images