JP2018158607A - Wireless train control system and ground control device of the system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system capable of both ensuring safety and maintaining punctuality when a train wireless communication abnormality occurs. A wireless train control system according to an embodiment of the present invention includes a vehicle upper control device provided for each of a plurality of trains traveling on a railroad track, a plurality of train detection devices provided on the railroad track, and a vehicle upper side. It has a control device, a radio device for wireless communication, and a ground-side control device provided with a receiving device for receiving information from a train detection device. When the wireless communication with the train existing in the first section on the track is interrupted, the ground side control device sets the section as an emergency stop area, so that each train located in the section can be affected. On the other hand, an emergency stop is instructed by wireless communication, and the approach of a running train toward the section is stopped. When the ground side control device receives the emergency stop area release instruction for the train from the user, the ground side control device determines whether the train is within the second section on the track based on the information from the train detection device, and determines whether the train is within the second section of the track. Is in the second section, the stopped state of each train in the first section is released, and the trains are allowed to enter the first section. [Selection diagram] Fig. 6

Description

  The present invention relates to a train control system using wireless communication.

  Conventionally, a track circuit method using a track and a train axle as an electric circuit is mainly used as a method for detecting the position of the train track. This method utilizes the fact that the two rails are electrically shorted by the axle when the train is on the line, and detects the presence / absence of the train by monitoring the voltage applied to the rail with a device connected to the track. To do.

  The track circuit system has a simple equipment configuration and is easy to maintain mechanically. However, there are many ground facilities, the influence of impedance changes due to weather, etc. is large, and there is a need to adjust the presence line judgment threshold. Since it cannot be detected, the train interval becomes unnecessarily large and the train operation efficiency is lowered. To narrow the train interval, it is necessary to divide the track circuit finely.

  On the other hand, in recent years, a technique for managing the position of a train on the line by radio has been developed. In this method, communication data that summarizes information necessary for control between on-vehicle and ground devices is transmitted and received wirelessly. Hereinafter, this communication data is referred to as a message. For example, Patent Literature 1 discloses a system that controls train intervals by wirelessly transmitting and receiving electronic messages between on-vehicle and ground devices. The on-board device transmits its own train position information to the ground device, and the ground device performs train control based on the received position information of the plurality of trains.

  With wireless train control, it is possible to know position information without a track circuit, but when communication with the train is interrupted and abnormality is found in the position information, it is necessary to ensure safety including other trains. For example, in Patent Document 1, when an abnormality is recognized in the position information of the preceding train, the position detection error of the train for which the travel permission position is obtained from the position of the preceding train, and the position detection error of the preceding train And the technique which controls the space | interval of a train by making into the travel permission position the point which deducted the distance which a preceding train may reverse | retreat is disclosed.

JP 2000-159105 A

  Furthermore, due to overcrowding of diamonds in urban areas in recent years, there is an increasing need for maintaining the punctuality of other trains even when abnormal trains occur. Accordingly, an object of the present invention is to provide a function that enables both ensuring safety and maintaining punctuality when an abnormal train occurs.

  A radio train control system according to an embodiment of the present invention includes a vehicle upper side control device provided in each of a plurality of trains traveling on a track, a plurality of train detection devices provided on the track, a vehicle upper side control device, and a radio And a ground-side control device including a wireless device for performing communication and a receiving device for receiving information from the train detection device. When the ground side control device stops the wireless communication with the train that existed in the first section on the track, it sets the section as an emergency stop area, so that each train located in the section In response, an emergency stop is instructed by wireless communication, and the approach of a running train is stopped toward the section. Moreover, when the ground side control device receives an emergency stop area release instruction for the train from the user, the ground side control device determines whether the train is in the second section on the track based on information from the train detection device. Is in the second section, the stop state of each train in the first section is canceled, and the train is allowed to enter the first section.

  According to the present invention, it is possible to ensure both safety and maintenance of punctuality when an abnormal train occurs. Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is the figure which showed the outline | summary of the radio train control system which concerns on an Example. It is a block diagram which shows an example of a structure of a vehicle upper side control apparatus. It is a block diagram which shows an example of a structure of a ground side control apparatus. It is the figure which showed the outline | summary of the train control method by a radio train control system. It is the figure which showed the outline | summary of the train control method by a radio train control system. It is the figure which showed the outline | summary of the train control method by a radio train control system. It is a figure which shows the example of train position information. It is a flowchart of the process which a ground side control apparatus performs at the time of radio | wireless communication abnormality. It is a flowchart of the setting process of a stop limit point. It is a flowchart of an emergency stop area | region cancellation | release process.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram showing an outline of a radio train control system according to an embodiment of the present invention. In the radio train control system, the vehicle upper side control device 101, the ground side control device 104, and the user issue instructions to the ground side control device 104 mounted on the trains (trains 100a and 100b) traveling on the track 10. And a train detection device (transponder) 120 installed on the track 10. In the following, when the matters common to the trains 100a and 100b are described, the trains 100a and 100b are collectively referred to as “train 100”. In FIG. 1, only two trains 100 a and 100 b are shown, but more trains 100 may exist on the track 10. In addition, although the train 100 is naturally provided with devices necessary for the traveling of the train 100 such as a motor and a brake, the illustration is omitted in this embodiment.

  The vehicle upper side control device 101 is provided in each train 100 traveling on the track. The vehicle upper side control device 101 wirelessly transmits a telegram 105 including position information of the own train (the train 100 on which the vehicle upper side control device 101 is mounted) to the ground side control device 104. The message 105 may include information other than position information, such as speed information and message transmission time. The vehicle upper side control device 101 periodically transmits the telegram 105. Furthermore, the vehicle upper side control device 101 of the train 100 receives the telegram 106 from the ground side control device 104 and controls the train 100 based on the received telegram 106. The contents of the telegram 106 transmitted from the ground side control device 104 to the train 100 will be described later.

  In the present embodiment, when the train 100 detects the current position, the train detection device 120 installed on the track 10 is used. The train detection devices 120 are installed at a plurality of locations on the track 10, and each train detection device 120 has a function of transmitting a unique identifier (referred to as ID). The vehicle upper side control device 101 of the train 100 detects the current position of the train 100 by acquiring the ID issued by the train detection device 120. The train detection device 120 is connected to the ground side control device 104 via the transmission line 20, and also has a function of receiving information transmitted from the train 100 and transmitting it to the ground side control device 104.

  The train detection device 120 is, for example, a transponder used in a known ATS (Automatic Train Stop). However, other devices may be used as the train detection device 120. Any device may be used as long as it has a function of transmitting a unique identifier to the train 100 and transmitting information from the train 100 to the ground side control device 104.

  The ground side control device 104 is a device that transmits and receives a telegram by wireless communication with the vehicle upper side control device 101 of each train 100. The message transmitted from the ground side control device 104 to the train 100 includes stop limit information and an emergency stop instruction. The stop limit point and the emergency stop instruction will be described later.

  The maintenance terminal 110 is a device used when a user such as a railway line operation manager instructs the ground control device 104 to change the setting. When the maintenance terminal 110 accepts various setting instructions from the user, the maintenance terminal 110 transmits various setting instruction messages to the ground side control device 104. The ground-side control device 104 that has received the various setting instruction messages determines whether the setting specified by the message is possible, and performs the setting when the setting is possible.

  FIG. 2 is a functional block diagram of the vehicle upper side control device 101. The vehicle upper side control device 101 includes a position detection unit 302, a vehicle upper side calculation device 301, a vehicle upper side wireless device 300, and a transmission / reception device 303.

  The position detection unit 302 is a device for detecting the current position of the train 100. In the present embodiment, an example in which the train detection device 120 installed on the track is used when the position detection unit 302 detects the current position of the train 100 will be described. As described above, each train detection device 120 has a function of transmitting a unique identifier (referred to as ID). When the train 100 travels on the train detection device 120 installed on the ground, the position detection unit 302 acquires the ID issued by the train detection device 120 via the transmission / reception device 303, and uses the acquired ID as position information ( For example, the current position of the own train is detected by converting the information into information such as the distance from the starting point of the track or information such as latitude and longitude. For example, the position detection unit 302 may hold the correspondence relationship between the position information where each train detection device 120 is installed and the ID of the train detection device 120, and use it to detect the current position of the own train. When the position detection unit 302 detects the current position of the own train, the position detection unit 302 transmits the detected current position information of the own train to the vehicle upper side arithmetic unit 301.

  The vehicle upper side arithmetic unit 301 is a device that creates a message by performing necessary processing such as encoding on the position information received from the position detection unit 302, and transmits the created message to the vehicle upper side radio device 300. is there. In addition, when the vehicle upper side arithmetic unit 301 receives information such as a stop limit point, which will be described later, from the ground side control device 104, the vehicle upper side arithmetic unit 301 performs calculations necessary for controlling the train 100, and controls the speed of the train 100 based on the calculation results. Do. Specifically, the ground side control device 104 controls the speed of the train 100 or stops the train 100 by operating the brake of the train 100.

  The function of the vehicle upper side arithmetic unit 301 may be implemented by software (computer program). For example, the vehicle upper side arithmetic unit 301 is provided with a microprocessor and a memory storing a program for performing calculations necessary for creating a message and controlling the train 100, and the microprocessor executes the program so that the vehicle upper side arithmetic unit The function 301 is preferably realized. However, some or all of the functions of the vehicle upper side arithmetic unit 301 may be implemented by using hardware such as an FPGA (Field Programmable Gate Array) and an ASIC (Application Specific Integrated Circuit).

  The vehicle upper side wireless device 300 is a device for performing wireless communication with the ground side control device 104, and transmits a telegram passed from the vehicle upper side arithmetic device 301 to the ground side control device 104 by radio. On the other hand, when a message is wirelessly transmitted from the ground side control device 104, the vehicle upper side radio device 300 receives it and passes it to the vehicle upper side calculation device 301.

  The transmission / reception device 303 is a device for transmitting information to the ground side control device 104 via the train detection device 120. Each of the vehicle upper side control devices 101 has a unique identifier (hereinafter referred to as “train ID”) so that the ground side control device 104 can identify each train. The vehicle upper side arithmetic unit 301 transmits the train ID to the train detection device 120, and the train detection device 120 transmits the train ID to the ground side control device 104 via the transmission line 20 together with the ID of the train detection device 120. The ground side control device 104 can detect the position of the train by receiving the train ID from the train detection device 120 (that is, can detect that there is a train on the train detection device 120 that has transmitted the train ID). ). The detection of the train position using the information transmitted from the train detection device 120 is used when wireless telegram transmission / reception is not possible.

  FIG. 3 is a functional block diagram of the ground side control device 104. The ground side control device 104 includes a ground side arithmetic device 401, a ground side wireless device 400, and a receiving device 402. The ground side wireless device 400 receives the train position information transmitted from the vehicle upper side wireless device 300 and transmits it to the ground side arithmetic device 401. The ground side arithmetic unit 401 creates information such as a stop limit point, which will be described later, based on the received train position information, and transmits the information to the vehicle upper side control device 101 via the ground side wireless device 400. Similar to the vehicle upper side arithmetic unit 301, the functions of the ground side arithmetic unit 401 may be implemented by software (computer program), or may be implemented using hardware such as FPGA or ASIC.

  The receiving device 402 is a device for receiving information from the train detection device 120 via the transmission line 20. As described above, the train detection device 120 receives a train ID from a train passing over the train detection device 120 and transmits the train ID to the ground side control device 104 via the transmission line 20. The reception device 402 passes the train ID received from the train detection device 120 (and the identifier of the train detection device 120 that has transmitted the train ID) to the ground side arithmetic device 401. By referring to this information, the ground-side arithmetic device 401 can detect the position of the train even when a telegram cannot be received from the ground-side wireless device 400.

  Then, the stop limit point setting method performed in the radio train control system according to the present embodiment will be described. The stop limit point is a point indicating that each train may travel to that point. In the radio train control system according to the present embodiment, the ground side control device 104 calculates the stop limit point of each train 100 and notifies it to each train 100 so that each train 100 can stop before the stop limit point. The speed of the train 100 is adjusted. In the radio train control system according to the present embodiment, there are two types of control methods for setting the stop limit point. In the first control method, the stop limit point is determined mainly based on the position of a train (preceding train) traveling in front of each train 100. Hereinafter, this control method is referred to as a “first control method”.

  The outline of the first control method will be described with reference to FIG. In the first control method, the ground-side control device 104 acquires position information of each train 100 (trains 100a and 100b) by wireless communication (via the vehicle-side wireless device 300), and based on the acquired information, The stop limit point of each train 100 is obtained. In FIG. 1, it is assumed that trains 100a and 100b travel on the same track 10 in the right direction (the direction indicated by the arrow 200 in FIG. 1). That is, the train 100a travels in front of the train 100b. Therefore, in the following description, the train 100a may be referred to as “preceding train 100a” and the train 100b may be referred to as “subsequent train 100b”.

  As a method for determining the stop limit point, any method may be used as long as a point at which an accident such as the train 100 collides with another train does not occur. For example, in the example of FIG. 1, when the ground control device 104 obtains the stop limit point of the following train 100b, the position 109 that is a predetermined distance (for example, x meters) before the position of the preceding train 100a is determined as the stop limit point of the train A. You may do it. Alternatively, other known methods may be used. For example, Patent Document 1 discloses a method of obtaining a train travel permission position (a limit position where the train can travel safely), but the ground side control device 104 according to the present embodiment is also a method described in Patent Document 1. Thus, the travel permission position of the train may be obtained and the obtained travel permission position may be set as the stop limit point.

  In addition, when the ground side control device 104 cannot acquire the position information of the train 100 by wireless communication due to a failure of the vehicle upper side wireless device 300, the ground side control device 104 has finally acquired by wireless communication. Based on the position information of the train 100, a stop limit point is obtained.

  The vehicle upper side control device 101 of the train 100 that has received the message including the information about the stop limit point controls the train speed based on that. The vehicle upper side control device 101 determines the speed limit at each point up to the stop limit point so that the train 100 can stop at the stop limit point. The vehicle upper side control device 101 may determine the speed limit at each point in consideration of information such as train brake performance and line segment shape. If the train 100 exceeds the determined speed limit, the vehicle upper side control device 101 automatically performs a braking operation to control the speed of the train 100.

  On the other hand, the second control method is a method executed when the train 100 existing mainly at a specific place such as a station premises cannot wirelessly communicate with the ground side control device 104. Hereinafter, this control method is referred to as a “second control method”. The outline of the second control method will be described with reference to FIG.

  In FIG. 4, all of the trains 501, 502, and 503 have the same facilities as the train 100 described in FIG. 1. In FIG. 4, an area indicated as “section A” is an area set as an emergency stop area to be described later, for example, an area such as a station premises.

  Trains 501 and 502 are traveling in the left direction, and train 503 is traveling in the right direction. Further, among these trains, it is assumed that the train 501 is a train whose position cannot be specified by the ground-side control device 104 because wireless communication cannot be performed. Hereinafter, the train 501 may be referred to as an abnormal train 501. When the train 501 (or 502, 503) cannot perform wireless communication, for example, there may be a failure of the vehicle upper side radio device 300, but in addition to this, the pantograph of the train 501 is lowered for maintenance purposes. In some cases, the power supply to the vehicle upper side control device 101 is stopped.

  When each train 501, 502, 503 is present at the position shown in FIG. 4, the ground side control device 104 has lost communication with the train 501 (message transmission by wireless communication from the train 501 for a certain period of time or longer). The ground side control device 104 sets the section A as an emergency stop region in order to ensure safety. The section A is an area that is fixedly determined in advance, and the ground side control device 104 grasps the position information of the section A. When section A is set as an emergency stop area, the ground side control device 104 instructs the train (train 503 in the example of FIG. 4) existing in section A to stop immediately, and For a train traveling toward the section A (train 502 in the example of FIG. 4), entry into the section A is prohibited.

  Specifically, the ground side control device 104 transmits an emergency stop message to the train 503. The vehicle upper side control device 101 of the train 503 that has received the emergency stop message immediately stops the train 503. The ground control device 104 determines a point outside the range of the emergency stop area (section A), for example, a point between the section A and the train 502 (point 504 in the example of FIG. 4) as the stop limit point of the train 502. The information about the determined stop limit point is transmitted to the train 502 by radio. As a result, the train 502 stops without entering the emergency stop area. As a result, all the trains in the section A are stopped, and no trains enter the section A. Note that the method for determining the stop limit point here is not limited to a specific method. Any method may be adopted as long as it is a method in which at least a point outside the range of the section A is determined as the stop limit point.

  Problems in the second control method will be described with reference to FIG. FIG. 5 shows a state when the driver of the train 501 moves the train 501 to a place where the travel of other trains is not affected after the section A is set as the emergency stop region. A place that does not affect the traveling of other trains is a place where the train does not travel during normal times, such as a save line. For example, in the example of FIG. 5, the area described as the section B is a save line. The driver of the train 501 moves the train 501 to the section B, and then lowers the pantograph and turns off the battery for inspection or response in the event of an accident. At this time, since the abnormal communication state between the ground side control device 104 and the abnormal train 501 continues, the state where the section A is set as the emergency stop region continues. If inspection work or the like is prolonged in this state, the state set in the emergency stop region in the section A is kept for a long time, and a state in which a train other than the abnormal train 501 (such as the trains 502 and 503) cannot travel is long. It will continue.

  In order to prevent this, in the wireless train control system according to the present embodiment, even if the abnormal state of the wireless communication between the ground side control device 104 and the abnormal train 501 continues, an instruction from a user such as an operation manager is given. Thus, the setting of the emergency stop area of the section A can be canceled. FIG. 6 shows a state when the user inputs an emergency stop area release instruction to the maintenance terminal 110. The emergency stop area release instruction is issued for each train. When an abnormality occurs in the radio communication of the train 501 as shown in FIG. 4 (or FIG. 5), the user instructs the emergency stop area release of the train 501. The maintenance terminal 110 that has received an emergency stop area release instruction for the train 501 from the user transmits an emergency stop area release request message for the train 501 toward the ground control device 104.

  When the ground side control device 104 receives the emergency stop region release request message, the ground side control device 104 confirms that the abnormal train 501 exists in the section B by the information acquired from the train detection device 120. Similarly to the section A, the section B is an area fixed in advance, and the ground-side control device 104 grasps the position information of the section B. In addition, at this time, it is desirable to be able to confirm that all the vehicles constituting the abnormal train 501 are present in the section B, but it is also possible to confirm that only some of the vehicles are present in the section B. Good.

  When it is confirmed that the abnormal train 501 exists in the section B, the normal state, that is, the section A is not set in the emergency stop region. Specifically, the ground side control device 104 stops the transmission of the emergency stop message to the train 503 that has been in the section A so far, and permits the train 503 to travel. In addition, for the train 502 outside the section A, the ground side control device 104 transmits the information on the stop limit point calculated by the first control method (that is, stops based on the position of the preceding train of the train 502). Find the limit point). As a result, the trains 502 and 503 that have been stopped can travel normally.

  FIG. 7 is an example of train position information (hereinafter referred to as “train position information”) held by the ground-side arithmetic unit 401. The train position information 410 stores information such as the position of each train with which the ground side control device 104 is communicating. Of the information in the train position information 410, the train ID 411, the line name 412, and the position 413 store information sent from the vehicle upper side control device 101 of the train 100. The train ID 411 is the train identifier (train ID), and the line name 412 is the name of the line on which the train is running. When the route is a double track, as shown in FIG. 7, in addition to the route name, “up” or “down” information is also stored in the line name 412. A position 413 represents the position of the train. In FIG. 7, an example in which kilometer is stored at the position 413 is shown. However, information other than about a kilometer may be stored in the position 413 as long as the information can identify the position of the train.

  The stop limit point 414 stores information on the stop limit point calculated by the ground side arithmetic unit 401. When the ground side arithmetic unit 401 calculates the stop limit point, it stores it in the stop limit point 414 and transmits it to the train 100 as described above. In FIG. 7, an example in which the kilometer is stored in the stop limit point 414 is shown, but information other than the kilometer may be stored in the stop limit point 414.

  The communication state 415 stores information indicating whether the ground side control device 104 can wirelessly communicate with the train 100. When the ground side control device 104 can wirelessly communicate with the train 100, “0” is stored in the communication state 415, and when the ground side control device 104 becomes unable to wirelessly communicate with the train 100, the ground side arithmetic device 401 “1” is stored in the communication state 415. In the initial state, the communication state 415 of all trains 100 is set to “0”. Since each train 100 periodically transmits information to the ground-side control device 104 by radio, the ground-side control device 104 does not receive information from a certain train 100 within a predetermined time. Is changed to “1”. On the contrary, when the radio communication from the train 100 is recovered, that is, when the ground side control device 104 confirms that the transmission of the wireless telegram from the train 100 is resumed, the ground side control device 104 determines the communication state 415 of the train 100. Is changed to “0”.

  The cancellation setting 416 is set when an emergency stop area cancellation request message is received. Details will be described later. The ground control device 104 has an emergency stop region setting flag 450 in addition to the train position information 410. A specific usage of this will also be described later.

  Next, processing executed by the ground control device 104 according to the present embodiment will be described with reference to the flowcharts of FIGS. FIG. 8 shows a flow of processing performed when the ground control device 104 detects that wireless communication with the train 100 has been interrupted. In the following description, a train in which wireless communication with the ground side control device 104 is stopped is referred to as “train E”. Similarly to the explanation so far, the area set as the emergency stop area is called “section A”, and the area in which the train in which the communication abnormality has occurred is moved (withdrawn) has an influence on the traveling of other trains. A place that does not exist is called “Section B”.

  When the ground-side control device 104 detects that wireless communication with the train E has been interrupted, it refers to the train position information 410 and determines whether the position of the train E recorded in the train position information 410 is within the section A. (S1001). That is, the ground-side control device 104 determines the position of the train E based on the position information of the train E that is received last wirelessly from the train E. The section A is a predetermined section such as an area in the station as described above, and the ground side control device 104 recognizes the position information of the section A.

  When the position of the train E is not in the section A, the process of FIG. In this case, each train is controlled based on the first control method. This will be described later with reference to FIG.

  When the position of the train E is within the section A, the ground-side control device 104 refers to the train position information 410 and determines whether the cancel setting 416 of the train E is “1” (S1002). When the cancellation setting 416 is “1” (S1002: YES), this process ends. On the other hand, if the release setting 416 is “0” (S1002: NO), the ground control device 104 sets the emergency stop area setting flag 450 to “1” (S1003), and the process is terminated. By setting the emergency stop area setting flag 450 to “1”, the section A is set to the emergency stop area.

  FIG. 9 shows a flow of processing when the ground control device 104 transmits a stop limit point or an emergency stop message to each train. The ground side control device 104 is configured to periodically execute the process of FIG.

  In S1501, the ground-side control device 104 determines whether or not the emergency stop area setting flag 450 is “1”. When the emergency stop area setting flag 450 is “1” (S1501: YES), the ground control device 104 performs the processes of S1502 to S1504, whereby each train is controlled by the second control method. On the other hand, when the emergency stop area setting flag 450 is “0” (S1501: NO), the ground side control device 104 executes S1505. In S1505, the ground side control device 104 obtains the stop limit point of each train by the first control method, stores the obtained stop limit point in the train position information 410 (the stop limit point 414), and notifies each train. The process is terminated. Since the first control method has already been described, description thereof is omitted here.

  In S1502, the ground side control device 104 refers to the train position information 410 to identify all the trains existing in the section A (if the train whose line name 412 and position 413 are within the range of the section A is identified. Good). And the ground side control apparatus 104 transmits an emergency stop message with respect to all the identified trains. Thereby, all the trains in the section A stop.

  Subsequently, in S1503, the ground-side control device 104 refers to the train position information 410, identifies trains that are traveling toward the section A, and calculates the stop limit points of those trains. The stop limit point calculated here is a point outside the range of the section A (and a point located in front of the traveling train toward the section A) as described above. The ground side control device 104 stores the calculated stop limit point in the train position information 410 (the stop limit point 414) and notifies the train traveling in the section A by radio.

  Finally, in S1504, the ground-side control device 104 calculates a stop limit point for the train other than the train specified in S1502 or S1503 by the first control method. Then, the ground side control device 104 stores the calculated stop limit point in the train position information 410 (the stop limit point 414 thereof), notifies each train by radio, and ends the process.

  FIG. 10 shows a flow of processing performed by the ground control device 104 when the user inputs an emergency stop area release instruction to the maintenance terminal 110. The user inputs an emergency stop area release instruction for a certain train (hereinafter, this train is referred to as “train D”) to the maintenance terminal 110, and the maintenance terminal 110 responds accordingly to the ground-side control device 104 in an emergency stop of the train D. When the area release request message is transmitted, the ground side control device 104 starts the process of FIG.

  In S2001, the ground side control device 104 confirms the information transmitted from the train detection device 120 and determines whether the information of the train D can be received. When the information of the train D has not been received (S2001: NO), the process ends here.

  On the other hand, if the ground-side control device 104 can receive the information on the train D (S2001: YES), the ground-side control device 104 determines that the train D is in the section B (save line) based on the information on the train D in S2002. It is determined whether it exists in a place that does not affect the traveling of other trains). Similarly to the section A, the section B is a predetermined area, and the ground side control device 104 also grasps the position information of the section B. When the train detection device 120 receives the train ID from the train D, the train detection device 120 transmits the train ID together with the ID of the train detection device 120 to the ground control device 104. Therefore, when the ground-side control device 104 detects that the train ID of the train D has been transmitted from the train detection device 120 in the section B, it can determine that the train D exists in the section B.

  When the train D does not exist in the section B (S2002: NO), the process ends. When the train D exists in the section B (S2002: YES), the ground side control apparatus 104 changes the cancellation setting 416 of the train D to "1" among the information in the train position information 410 (S2003). Subsequently, the ground side control device 104 changes the emergency stop area setting flag 450 to 0 (S2004), and ends the process.

  When the process of FIG. 10 is executed, the emergency stop area setting flag 450 is changed to 0. Therefore, when the ground side control device 104 executes the process of FIG. 9, the processes of S1502 to S1504 are not executed, so even if there is a train that can no longer communicate wirelessly, it is in the section A or in the vicinity of the section A. Other trains can run. On the other hand, if the state in which the section A is set as the emergency stop area cannot be canceled, the state in which the section A remains set as the emergency stop area is long until the wireless communication function of the train that cannot perform the wireless communication is restored. All other trains in the section A or in the vicinity of the section A will continue to stop for a time. This may be preferable from the viewpoint of ensuring safety, but it makes it difficult to maintain the regularity of the train. In particular, when it is known that the train 501 is in a place (section B) that does not affect the traveling of other trains, there is no safety problem even if the other trains are traveling normally. In such a case, it is preferable that the section A is not set as an emergency stop area from the viewpoint of maintaining the punctuality of the train. Therefore, in the radio train control system according to the present embodiment, the state where the section A is set as the emergency stop region can be canceled manually (using the maintenance terminal 110 or the like).

  In addition, the above has mainly been described on the assumption that there is a train that can no longer communicate wirelessly on the track, but even if there is no train that cannot communicate wirelessly, the user can cancel the emergency stop area. May be instructed. Also in that case, the ground side control apparatus 104 performs the processing of FIG. 10 and FIG. The flow of processing of the ground control device 104 when an emergency stop area release instruction is issued when there is no train that cannot perform wireless communication will be outlined with reference to FIGS. 6, 8, and 10.

  In FIG. 6, the train 501 is in a normal state (a state in which wireless communication is possible), and the section A is not set as an emergency stop region (that is, the emergency stop region setting flag 450 managed by the ground side control device 104 is set). “0”). The train 501 is a target train for which pantograph lowering will be performed (power supply is stopped) for the purpose of inspection work and the like. At this time, when the user gives an instruction to cancel the emergency stop of the train 501, FIG. 10 is performed as described above. In the state of FIG. 6, since the train 501 exists in the section B, the ground side control apparatus 104 performs S2003 and S2004. By executing S2003, the cancellation setting 416 of the train 501 among the information in the train position information 410 is set to “1”.

  Thereafter, it is assumed that the operator or maintenance staff of the train 501 lowered the pantograph of the train 501 for the purpose of inspection work or the like. In this case, since the wireless communication between the train 501 and the ground side control device 104 is stopped, the ground side control device 104 starts the process of FIG. When the ground-side control device 104 executes the process of FIG. 8, since the cancel setting 416 of the train 501 is set to “1”, S1003 is not performed.

  That is, since section A is not set as an emergency stop region, trains other than train 501 (train 502 and train 503) do not have to stop, and control that does not hinder the scheduled operation of each train is possible. If there is a train that cannot be wirelessly communicated, the emergency stop area can be instructed to be released, or the train 501 is in a place that does not affect the travel of other trains (section B). However, when the power supply to the train 501 stops, the section A is always set as an emergency stop area, and the trains other than the train 501 (the train 502 and the train 503) stop within the section A (or in the vicinity of the section A). . This hinders regular train operation and is not preferable. Therefore, in the radio train control system according to the present embodiment, when an instruction to cancel the emergency stop is issued for a train in the section B (that is, a place that does not affect the traveling of other trains), power supply to the train is stopped. Even if the wireless communication with the ground control device 104 is interrupted, the section A is controlled so as not to be set in the emergency stop area.

  Note that the train control method described above is also effective when the position of a plurality of trains is indefinite as well as communication interruption. For example, there may be a case where the vehicle upper side radio apparatus 300 is normal but the position detection unit 302 fails. In this case, the ground side control apparatus 104 cannot specify the position of the train. Even in such a case, the train can be controlled by performing the emergency stop region setting and canceling process according to the procedure described above.

  Moreover, in the example demonstrated above, the position detection part 302 of the vehicle upper side control apparatus 101 demonstrates the example which detects a train position based on the information obtained from train detection apparatuses, such as a transponder installed on the track. However, the train position may be detected by other methods. As another embodiment, the position detection unit 302 may determine the train position by measuring the number of rotations of the train wheel and calculating the travel distance based on the measured number.

  Further, the section A and the section B described above are not limited to specific places. For example, the section B may be an arbitrary place as long as it is a place where a train in which a communication abnormality has occurred can be withdrawn and does not affect the traveling of other trains. Further, the radio train control system may be configured so that the location (position information) of the section A and the section B can be set from the maintenance terminal 110 to the ground side setting device 104.

100 (100a, 100b): train 101: vehicle upper side control device 104: ground side control device 105, 106: telegram 110: maintenance terminal 300: vehicle upper side wireless device 301: vehicle upper side calculation device 302: position detection unit 303: transmission / reception device 400: Ground-side wireless device 401: Ground-side computing device 402: Receivers 501, 502, 503: Train

Claims (8)

A vehicle upper side control device provided in each of a plurality of trains traveling on the track;
A plurality of train detection devices provided on the track;
A radio apparatus for performing radio communication with the vehicle upper side control apparatus, and a ground side control apparatus including a receiving apparatus for receiving information from the train detection apparatus;
A wireless train control system comprising:
The ground side control device is configured to be able to wirelessly communicate with the vehicle upper side control device and to obtain train information from each of the train detection devices,
The ground side control device, when wireless communication with the vehicle upper side control device provided in the first train out of the plurality of trains,
Finally, when the train position acquired from the upper side control device of the first train is in the first section on the track, by setting the first section as an emergency stop area, Instructing an emergency stop by radio communication for each train located in the first section, stopping the train from entering the first section from outside the first section,
The ground side control device also receives an emergency stop area release instruction for the first train from the user,
Determining whether the first train is in a second section on the track based on information obtained from the train detection device;
When the first train is in the second section, the stop state of each train located in the first section is released, and the train is allowed to enter the first section.
A wireless train control system. The ground-side control device is configured to receive an emergency stop area release instruction for a train existing in the second section from a user when the first section is not set as an emergency stop area. ,
When the ground side control device receives an emergency stop area release instruction for the second train when the second train of the plurality of trains is present in the second section,
After detecting the emergency stop area release instruction for the second train, when it is detected that the wireless communication with the vehicle upper side control device of the second train is interrupted, the first section is emergency stopped Do not set to the area,
The wireless train control system according to claim 1, wherein: The ground side control device, for each train, calculates a stop limit point that is a point where the train can travel based on the train position information acquired by wireless communication from the vehicle upper side control device. Send information of the stop limit point to the upper side control device of each train,
The vehicle upper side control device of the train that has received the information on the stop limit point is configured to control the speed of the train so that the train stops before the stop limit point,
When the first section is set as an emergency stop area, the ground-side control device determines the stop limit point of the train that is running from the outside of the first section toward the first section, By determining the outside point of the first section and transmitting the information of the stop limit point to the train, the approach of the train to the first section is stopped.
The radio train control system according to claim 1 or 2, wherein The second section is a save line in the first section.
The radio train control system according to any one of claims 1 to 3, wherein the radio train control system is characterized. A ground side control device that controls a plurality of trains traveling on a track by wireless communication,
The ground side control device is configured to be able to wirelessly communicate with each of the trains and to obtain train information from a plurality of train detection devices provided on the track,
The ground side control device, when wireless communication with the first train among a plurality of the trains is interrupted,
Finally, when the train position acquired from the first train is in the first section on the track, the first section is set as an emergency stop area, so that the first section Instructing an emergency stop by wireless communication for each of the trains that are located, stopping the train from entering the first section from outside the first section,
The ground side control device also receives an emergency stop area release instruction for the first train from the user,
Determining whether the first train is in a second section on the track based on information obtained from the train detection device;
When the first train is in the second section, the stop state of each train located in the first section is released, and the train is allowed to enter the first section.
A ground side control device characterized by that. The ground-side control device is configured to receive an emergency stop area release instruction for a train existing in the second section from a user when the first section is not set as an emergency stop area. ,
When the ground side control device receives an emergency stop area release instruction for the second train when the second train of the plurality of trains is present in the second section,
After detecting the emergency stop area release instruction for the second train, if it is detected that the wireless communication with the second train has been interrupted, the first section is not set as an emergency stop area,
The ground side control device according to claim 5, wherein The ground side control device calculates, for each train, a stop limit point that is a point where the train can travel based on the position information of the train acquired by wireless communication. Send stop limit information,
The train that has received the stop limit information is configured to control the speed of the train so that the train stops before the stop limit point,
When the first section is set as an emergency stop area, the ground-side control device determines the stop limit point of the train that is running from the outside of the first section toward the first section, By determining the outside point of the first section and transmitting the information of the stop limit point to the train, the approach of the train to the first section is stopped.
The ground side control device according to claim 5 or 6, characterized by things. The second section is a save line in the first section.
The ground side control device according to any one of claims 5 to 7, characterized by the above.

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