JP5813396B2 - Train control system - Google Patents

Description

  Embodiments described herein relate generally to a train control system, an on-board device, and a ground device that perform railway train control using wireless communication.

  In recent years, development of train control systems using wireless communication technology has been promoted. In a train control system using wireless communication, for example, an on-board device mounted on a train detects a train position on a travel path, and transmits the detected train position to a ground device via the wireless device. The ground device grasps the position of all trains traveling on the road and the state of the road, calculates the stop limit position where each train can safely travel, and stops limit information indicating the calculated stop limit position Is transmitted to each train via a wireless device. The on-board device calculates a speed check pattern that can safely stop the train based on the stop limit information received from the ground device, and automatically performs brake control if the train exceeds this speed check pattern. Stop the train.

  In such a train control system using wireless communication, when wireless communication is interrupted with an on-board device, the ground device cannot accurately grasp the position of the train. For this reason, when it becomes impossible to acquire the train position information from the on-board device due to communication interruption, the ground device assumes that the train is in a wide range in order to securely control other trains. Need to be controlled. For example, when the position information of a train cannot be received from the on-board device due to a communication interruption, the conventional ground device changes the train from the train tail end position immediately before the occurrence of the abnormality of the train to the relevant train immediately before the occurrence of the abnormality. The control up to the stop limit position that has been given is performed as the on-line range of the train.

JP 2007-15517 A

  An embodiment of the present invention aims to provide a train control system, an on-board device, and a ground device that can perform safe and efficient train control even when wireless communication is interrupted for a predetermined time or more.

According to the embodiment, in the train control system, the on-board device mounted on the train and the ground device installed on the ground perform wireless communication. The on-board device includes a position detection unit, a stoppable position calculation unit, an on-board message transmission unit, a ground message reception unit, and a train control unit, and the ground device includes an on-board message reception unit, Route configuration information creating means, train existing line information creating means, stop limit information creating means, and ground telegram transmitting means. The position detection means detects the position of the train. The stop possible position calculating means calculates a stop possible position of the train. The on-board message transmission unit transmits an on-board message including the train position detected by the position detection unit and the stoppable position calculated by the stoppable position calculation unit to the ground device. The on-board message receiving means receives an on-board message from the on-board device. The route configuration information creating means acquires route configuration information indicating a route configured on a travel route on which the train travels. The train presence line information creating means is present on a travel path on which the train on which the on-board device is mounted travels from the route configuration information and the train position included in the on-board telegram received by the on-board telegram receiving means. Train on-line information indicating the on-line position of each train is created , and when an abnormality occurs in wireless communication with the on-board device, the on-line position of the train on which the on-board device is mounted is finally received from the on-board device. The range of the train position and the stoppable position included in the on-board message is determined . The stop limit information creating means creates stop limit information indicating a stop limit position for the train from the train location information, the route configuration information, and the train position information. The terrestrial telegram transmission unit transmits a terrestrial telegram including reception confirmation information indicating a stoppable position that has been successfully received by the on-board message reception unit and the stop limit information. The terrestrial telegram receiving means receives a terrestrial telegram including the stop limit information and reception confirmation information. When the radio communication with the ground device is normal, the train control unit controls the train based on the stop limit position received by the ground telegram receiving unit, and the radio communication with the ground device is performed for a predetermined time. In the case where there is a disconnection or when the reception confirmation information is not updated for a predetermined time or more, it is determined that a communication interruption abnormality has occurred, and the ground device has successfully received the reception confirmation information received by the ground telegram receiving means. The train is stopped in a range up to a stoppable position where it has been confirmed.

FIG. 1 is a diagram schematically illustrating a configuration example of a ground-side system in a train control system. FIG. 2 is a diagram for explaining functions of the ground device and the on-board device. FIG. 3 is a diagram illustrating an example of a stoppable position and a stop limit position. FIG. 4 is a diagram illustrating a communication procedure when the on-board message and the terrestrial message are normally transmitted and received. FIG. 5 is a diagram illustrating a communication procedure when an error occurs in transmission from the on-vehicle device to the ground device (when the ground device cannot normally receive the on-board message). FIG. 6 is a diagram illustrating a communication procedure when an error occurs in transmission from the ground device to the on-board device (when the on-board device cannot normally receive the terrestrial telegram). FIG. 7 is a flowchart for explaining a first processing example in the on-board device. FIG. 8 is a flowchart for explaining a second processing example in the on-vehicle apparatus. FIG. 9 is a flowchart for explaining a processing example in the ground device. FIGS. 10A, 10 </ b> B, and 10 </ b> C are diagrams illustrating train positions that the ground device can grasp.

Hereinafter, embodiments will be described with reference to the drawings.
FIG. 1 is a diagram schematically illustrating a configuration example of a train control system according to the present embodiment.
As shown in FIG. 1, the train control system controls a train 2 that travels on a travel path 1. As shown in FIG. 1, the train control system transmits and receives information by wireless communication between a ground side system (ground system) installed on the ground and a vehicle side system (vehicle system) mounted on the train 2. To control the running.

  The ground side system is composed of devices installed on the ground. In the configuration example shown in FIG. 1, the ground side system includes a ground device 10 and a plurality of ground radio devices 11. Moreover, the ground unit 12 which is installed in various places on the traveling path 1 and provides information to the train 2 may be considered as a ground side system. The ground device 10 is connected to a plurality of terrestrial radio devices 11 installed along the line of the travel path 1 so that communication is possible over the entire travel path 1 along which the train 2 to be controlled travels. The ground device 10 continuously performs wireless communication with the train 2 traveling on the travel path 1 via each ground wireless device 11. The ground device 10 controls the travel of each train based on the operation schedule, the status of each train, the state of the travel path, and the like.

  The ground device 10 can be configured by a computer having a control unit, a memory, and various interfaces. In the ground device 10, various processes are realized by executing a program stored in the memory by the control unit. For example, in the ground device 10, the control unit calculates control information for controlling the travel of each train by executing a program. The ground device 10 stores information received from each on-vehicle device 20 in a memory. Further, the ground device 10 has a ground database 10a that stores information related to the operation schedule, the status of each train, the state of the travel route, and the like.

  In addition, the ground side system should just be comprised so that the whole region of the traveling path 1 which a train drive | works may become a communication range, and is not limited to the structure shown in FIG. For example, the ground side system may have a plurality of ground devices. Furthermore, the ground side system may be configured to connect a plurality of ground devices via a network and connect a command center device that performs overall control to the network. In this case, the command station apparatus may store and manage information for performing overall control (information relating to the operation schedule, the status of each train, the state of the travel route, and the like).

  The vehicle upper system is composed of various devices mounted on each train. In the configuration example shown in FIG. 1, the vehicle upper side system includes an on-vehicle device 20, an on-vehicle wireless device 21, a speed generator 22, and an on-vehicle child 23. The onboard device 20 is connected to the onboard radio device 21, the speed generator 22, and the onboard child 23. The on-board device 20 continuously performs wireless communication with the ground device 10 via the on-board wireless device 21 while the train is running.

  The on-board device 20 includes a control unit, a memory, and an electronic computer having various interfaces. In the on-board device 20, various processes can be realized by executing a program stored in the memory by the control unit. For example, in the ground device 10, the control unit executes the program, thereby detecting the position of the train 2 and notifying the train device 10 of the train position information, and the control information given from the ground device 10. A function for controlling the traveling of the train 2 is realized. The on-vehicle device 20 stores information received from the ground device 10 in a memory.

  Moreover, the on-board device 20 has an on-board database 20a that stores information such as information on the train, information on the ground element, and information on the travel path. For example, as the information on the ground child, a table in which the ground child ID transmitted from each ground child 12 and the positional information on the traveling path 1 where each ground child 12 is installed is stored in the on-board database 20a. In addition, as information on the traveling road, traveling road condition information indicating the conditions of the traveling road, information for calculating traveling resistance, curve resistance, and gradient resistance (for example, traveling road gradient data and curve data), or restrictions Information such as speed information is stored in the on-board database 20a.

  The speed generator 22 detects information related to the rotational speed of the train wheel. The speed generator 22 outputs the detected information to the on-board device 20. The control unit of the on-board device 20 has a function of detecting the train speed from the rotational speed of the wheel detected by the speed generator 22 and the wheel diameter of the wheel. The vehicle upper element 23 receives the ground element ID transmitted from the ground element 12. The vehicle upper element 23 outputs the ground element ID received from the ground element 12 to the on-vehicle device 20. The control unit of the on-board device 20 has a function of detecting the position of the train from the ground element ID and information indicating the installation position of each ground element. The control unit of the on-board device 20 also has a function of detecting a position between the ground elements based on the received position information of the ground element of the ground element ID and the accumulated information of the train speed.

  Next, various processing functions of the ground device 10 and the on-board device 20 will be described.

  FIG. 2 is a diagram for explaining the functions of the ground device 10 and the on-board device 20.

  As shown in FIG. 2, the on-board device 20 has, as processing functions, a train position detection means 41, a train speed detection means 42, a stoppable position calculation means 43, a speed check pattern creation means 44, a speed check control means 45, and Transmission control means 46 is provided. These functions are functions realized when the control unit (processor) of the on-board device 20 executes a program.

  The train position detecting means 41 of the on-board device 20 has a function of detecting the position based on the ground element ID received by the onboard element from the ground element. That is, when the vehicle upper element 23 receives the ground element ID transmitted from the ground element 12 while the train 2 is traveling, the control unit of the on-vehicle device 20 travels with the ground element of the received ground element ID installed. The position on the road 1 is determined from the on-board database 20a, and the position of the train on the travel path 1 at the time when the ground child ID is received is specified.

  The train speed detecting means 42 of the on-board device 20 has a function of detecting the speed of the train from information regarding the rotational speed of the wheel of the train detected by the speed generator 22 and the wheel diameter of the wheel.

  Furthermore, the control unit of the on-board device 20 calculates the travel distance of the train 2 by integrating the above-described train speeds as the train position detection means 41, and trains between the above-ground elements based on the calculated travel distance. The position may be detected. Thereby, the train position detection means 41 of the on-board device 20 can detect the position of the train continuously (continuously) even while traveling between the ground elements 12.

  In the present embodiment, the train position detection means 41 identifies the position on the travel path 1 by the ground element ID transmitted from the ground element 12 and determines the train speed between the ground elements 12. It demonstrates as what calculates a train position by integrating | accumulating. However, the train position detection means 41 should just be what can detect the position of a train continuously by the on-board apparatus 20, and the detection method or a structure is not limited to what was mentioned above. Further, the train speed detecting means 42 is not limited to the above-described one, and any means can be used as long as the on-board device 20 can continuously detect the train speed.

  The stoppable position calculation means 43 of the on-board device 20 calculates a stoppable position that can surely stop the train when the on-board device 20 detects an abnormality within a predetermined time from the current time. It is. The stoppable position is calculated based on information on the train position, information on the train speed (current speed, acceleration, etc.), information indicating the conditions of the travel path stored in the on-board database 20a, and the like. The method for calculating the stoppable position will be described later in detail.

  The speed check pattern creating means 44 of the on-board device 20 is based on the stop limit information received from the ground device 10 and the road condition information stored in the on-board database 20a, so that the speed check for safely stopping the train 2 is performed. This is a function for creating a pattern (also called a brake curve). The speed check pattern creating means 44 of the on-board device 20 is based on a position on the near side from the stop limit position (also simply referred to as a stop limit) indicated by the received stop limit information by a margin for ensuring safety. From the position of this base point and the speed at the base point position (= 0 km / h), using a predetermined brake deceleration and taking into account the road conditions (travel resistance, curve resistance, gradient resistance), at least the current position of the train Create a speed check pattern (brake curve) by reverse pulling up. Further, the speed check pattern creating means 44 of the on-board device 20 creates a brake curve in consideration of speed limit information recorded on the travel path recorded in the on-board database 20a. The “speed check pattern based on the stop limit” created by the speed check pattern creating means 44 of the on-board device 20 is information obtained by a data set including information representing “position” and “speed”. Yes, it indicates the allowable speed of the train with respect to the position (about kilometer) on the road.

  The speed check control means 45 of the on-board device 20 is a function for controlling the travel of the train based on the speed check pattern created by the speed check pattern creating means 44 and the current train speed and train position. For example, when the train speed and the train position exceed the speed check pattern based on the stop limit described above, the speed check control means 45 of the onboard device 20 automatically follows the speed check pattern based on the stop limit information described above. In this way, a brake is output to stop the train 2 before reaching the stop limit position.

  The on-vehicle transmission control means 46 of the on-board device 20 uses the on-board radio device 21 and the terrestrial radio device 11 as information on the vehicle telegram (train information) including the continuously detected train position and stoppable position. This function transmits to the ground device 10. The on-vehicle transmission control means 46 of the on-vehicle device 20 also has a function of receiving a terrestrial telegram transmitted from the ground device 10 via the on-vehicle wireless device 21 and the terrestrial wireless device 11. That is, the on-board transmission control means 46 of the on-board device 20 functions as an on-board message transmission means and a terrestrial message reception means.

  In addition, as shown in FIG. 2, the ground device 10 has, as processing functions, train presence line information creating means 51, route configuration information creating means 52, stop limit information creating means 53, reception confirmation information creating means 54, and ground transmission control. Means 55 are included. These functions may be realized by a control unit (processor) of the ground device 10 executing a program stored in the memory.

  The route configuration information creation means 52 of the ground device 10 is a function that generates route configuration information that allows the train 2 to travel safely based on train location information and travel route information. The ground device 10 stores, in a memory, travel route information indicating the branching or joining state of the route on which the train actually travels based on the state of the tipping device provided on the travel route 1. Such information may be acquired from another device such as an interlocking device. The train location information creation means 51 of the ground device 10 is based on the route configuration information created by the route configuration information creation means 52 and the train position acquired from the onboard device 20 of each train via the ground radio device 11. This is a function of grasping the position of each train traveling on 1 and creating train presence line information indicating the position of each train on the traveling path 1.

The stop limit information creating means 53 of the ground device 10 is a function for creating stop limit information indicating a stop limit at which each train can travel safely based on the train location information, route configuration information, and train position.
The reception confirmation information creating means 54 of the ground device 10 is a function of creating information for confirming that the train information from the on-board device 20 has been received. The reception confirmation information creating means 54 creates information indicating the latest (last) on-board message (or a stoppable position) that has been successfully received as reception confirmation information.

  The terrestrial transmission control means 55 of the terrestrial device 10 uses the information including the control information such as the stop limit information and the reception confirmation information as terrestrial telegram (ground information) via the terrestrial radio device 11 and the on-vehicle radio device 21. It is a function to transmit to. The ground transmission control means 55 of the ground device 10 receives an on-board message (train information) including the train position and the stoppable position from the on-board device 20 via the ground wireless device 11 and the on-board wireless device 21. It is also a function. That is, the ground transmission control means 55 of the ground device 10 functions as an on-board message reception means and a ground message transmission means.

Next, the stoppable position will be described in detail.
FIG. 3 is a diagram illustrating an example of a stoppable position and a stop limit position.
The on-board device 20 calculates a stoppable position as shown in FIG. As shown in FIG. 3, the stoppable position calculation means 43 has a speed and position at which the train can reach within a predetermined predicted time Tdet from the current time, and when the train is accelerated from the current time by the predicted time Tdet. A train speed and a train position are calculated, and a position where the train can be decelerated and stopped is calculated as a stoppable position. In addition, said predetermined estimated time Tdet shall be defined based on the time etc. required in order to detect abnormalities, such as interruption of radio | wireless communication, by the on-board apparatus 20. FIG.

  The stoppable position calculation means 43 includes a predetermined predicted time Tdet [seconds], the current train speed V0 [km / h], the maximum acceleration A0MAX [km / h / s] when there is no gradient, Based on the road slope data and the road curve data, the train resistance (running resistance Fr [N], slope resistance Fg [N] is calculated from the current position X0 [m] and current speed V0 [km / h] of the train. ], Predicted train position X1 [m] when the train is accelerated by a predetermined time Tdet [seconds] with maximum acceleration AMAX [km / h / s] taking into account the effect of curve resistance Fc [N]) And the predicted train speed V1 [km / h] is calculated.

  The gradient data is data indicating the gradient of the traveling path in the direction from the current train position toward the traveling direction of the train on the traveling path, and the curve data is the traveling direction of the train from the current train position on the traveling path. It is the data which shows the degree (curve) of the curve of the travel path in the direction which goes to. It is assumed that the gradient data and the curve data on the traveling road are information stored in advance in the on-board database 20a. In this case, the stoppable position calculation unit 43 appropriately acquires gradient data and curve data based on the current train position from the on-board database 20a.

  The stoppable position calculation means 43 calculates, for example, the predicted train position X1 and the predicted train speed V1 by the following equations (1) and (2). Note that the sign of the second term on the right side of Equation (2), which will be described later, is positive when the train travels in the down direction (direction in which the kilometer increases), and is negative in the case of traveling in the upward direction (direction in which the kilometer decreases). Shall be.

V1 = V0 + AMAX × Tdet (1)
X1 = X0 ± {(V0 / 3.6) × Tdet + (1/2) × (AMAX / 3.6) × Tdet × Tdet} (2)

  Further, the maximum acceleration considering the influence of the train resistance is calculated by the following equation (3) as an inertia coefficient k required for the train mass W [ton], the rotation of the train rotating body, and the like. It is assumed that the sign of the gradient resistance Fg [N] in the equation (3) described later is negative for the downward gradient and positive for the upward gradient.

AMAX = A0MAX− (Fr + Fg + Fc) × 3.6 / {W × 1000 × (1 + k)} (3).

  In general, the running resistance Fr [N] is measured for each train formation and expressed as a quadratic equation of the train speed, and the gradient resistance Fg [N] and the curve resistance Fc [N] are the gradient g [‰]. Using the curvature radius r [m], the following expressions (4) and (5) are used.

Fg = W × 9.8 × g (4)
Fc = (W × 9.8) × 800 / r (5)

Next, from the predicted train position X1 and the predicted train speed V1, the predetermined brake deceleration B0MAX [km / h / s] and train resistance (running resistance Fr [N], gradient resistance Fg [N], curve resistance Fc [N ]) To obtain the predicted stop position X2 of the train when decelerating.
The train deceleration BMAX [km / h / s] considering the train resistance can be obtained by the following equation (6).
BMAX = B0MAX + (Fr + Fg + Fc) × 3.6 / {W × 1000 × (1 + k)} (6)
The predicted stop position X2 of the train is determined using the calculated train deceleration BMAX. In addition, the sign of the second term on the right side in the following formula (7) is positive when the train travels in the down direction (direction in which the kilometer increases), and in the case in which the train travels in the upward direction (direction in which the kilometer decreases). Negative.

X2 = X1 ± (V2 × V2) / (7.2 × BMAX) (7)

  In equations (1) to (7), the maximum acceleration A0MAX, brake deceleration B0MAX, gradient resistance, curve resistance, and running resistance of the train are described as being constant. Each time the speed changes, the calculation is performed while changing these conditions.

  The stop possible position Xstop is calculated by adding a position error dX caused by a variation occurring in the actual brake deceleration as necessary to the predicted stop position X2 of the train thus obtained. In addition, dX in the following formula (8) is a position error that should be comprehensively determined in view of the safety of the system, and the sign of the second term on the right side is that the train is in the downward direction (about kilometer increases) ) When traveling in the direction), and minus when traveling in the upward direction (direction in which the kilometer decreases).

Xstop = X2 ± dX (8)

  In the above description, consideration of the speed limit condition is not described in order to simplify the description. However, the stoppable position calculation means 43 acquires information such as a speed limit ahead of the train from the on-board database 20a, creates an acceleration curve and a deceleration curve considering the speed limit, and calculates a stoppable position. As a method for creating a running curve of a train in consideration of such a speed limit, for example, a known technique such as that disclosed in JP-A-4-257767 can be used.

  In the above description, the example in which the stoppable position is calculated assuming that the vehicle is decelerated at the predetermined train deceleration BMAX after accelerating at the maximum acceleration AMAX from the current train speed V0 has been described. You may make it raise the precision of the position which can be stopped by using a train acceleration.

  In addition, the stoppable position calculation unit 43 ignores the influence of the gradient and the curve depending on the conditions of the traveling path in order to reduce the processing load when it can be determined that the influence is small in determining the stoppable position of the train. Alternatively, representative values of routes and sections may be used as these values. In addition, the stoppable position calculation unit 43 may calculate the stoppable position considering that the acceleration and deceleration of the train are constant.

Further, the stoppable position calculation means 43 may have a distance from the current train position X0 to the stoppable position as a function expression or table data for the current train speed V0.
The stoppable position calculation means 43 is not limited to the calculation of the stoppable position by the above-described calculation method, and the train can be surely operated when the on-board device 20 detects occurrence of an abnormality such as a wireless communication interruption. As long as it is possible to calculate a stoppable position that can be stopped, the stoppable position may be calculated using any calculation method.

Next, a communication procedure between the on-vehicle device 20 and the ground device 10 will be described.
As described above, the on-board transmission control unit 46 of the on-board device 20 uses the stop position generated by the stop position calculation unit 43 as well as information such as the train position detected by the train position detection unit 41 as an on-board message. Transmit to the ground device 10. The on-board transmission control means 46 also includes an on-board message ID indicating the timing at which the on-board message is created. As the on-board message ID, for example, serial numbers for continuously generated on-board messages and time information managed by the on-board device can be used.

  When the on-board message is received, the ground device 10 can determine the order in which the on-board message received from the on-board message ID is transmitted from the on-board device, the update time interval of the on-board message, and the like. When information such as the train position and the stoppable position included in the on-board message received by the ground device 10 can be acquired, the reception confirmation information creating means 54 of the ground device 10 receives that the on-board message has been received. Create confirmation information. The ground transmission control means 55 of the ground apparatus 10 sends the reception confirmation information created by the reception confirmation information creation means 54 to the on-board apparatus 20 as a ground telegram together with information such as the stop limit information created by the stop limit information creation means 53. Send.

  For example, when the on-board message can be normally received, the ground device 10 adds the on-board message ID stored in the on-board message that has been normally received to the terrestrial message as reception confirmation information and transmits it. In addition, when the ground device 10 cannot normally receive the on-board message from the on-board device 20 (if the on-board message could not be received within a predetermined time interval, the on-board message was received but stored. If there is an error in the train position or stoppable position data, or if there is a problem with the consistency or rationality of the received on-board data, the ground device 10 was able to receive normally. The on-board message ID stored in the last on-board message is added to the terrestrial message as reception confirmation information and transmitted.

  The ground device 10 periodically (continuously) outputs a ground message at a predetermined time interval. Since the ground device 10 outputs the ground message at a predetermined cycle, the ground device 10 can receive the most recently received on-board message among the correctly received on-board messages even when the normal on-board message is not continuously received. A terrestrial telegram including reception confirmation information indicating a telegram is created. In other words, the ground device 10 creates an on-board message ID included in the most recently received on-board message as reception confirmation information and adds it to the on-board message. Therefore, the ground message output from the ground device 10 is calculated using the reception confirmation information indicating the on-board message ID of the latest on-board message received normally and the train position included in the most recently received on-board message. Stop limit information is included.

  On the other hand, the on-board device 20 creates and outputs an on-board message periodically (continuously) at predetermined time intervals. Moreover, the speed check pattern creation means 44 uses the speed check pattern (first speed check pattern) based on the stoppable position at which normal reception by the ground device 10 is confirmed, and the stop limit position information obtained from the ground device. A speed check pattern based on the second speed check pattern is created at a predetermined cycle. That is, the speed check pattern creating means creates two speed check patterns based on the stoppable position where normal reception by the ground device 10 is confirmed and the stop limit information notified from the ground device 10. In addition, when the stop possible position exists inward (train traveling direction side) from the stop limit position, the speed check pattern creating means creates the first speed check pattern using the stop limit position as the stop possible position. . That is, the speed check pattern based on the stoppable position where normal reception at the ground device has been confirmed (the first speed check pattern) is always greater than the speed check pattern based on the stop limit information (the second speed check pattern). It should be created on the outer side that is the front side with respect to the traveling direction.

  The on-board device 20 confirms the on-board message (stoppable position) normally received by the ground device 10 based on the reception confirmation information included in the normally received terrestrial message. However, the on-board device 20 may not be able to normally receive a terrestrial telegram due to a communication error or the like, but it is necessary to create a speed check pattern at predetermined intervals for continuous train control. For this reason, the speed check pattern creation means of the on-board device 20 creates a speed check pattern based on the stop limit position included in the latest ground telegram, and the ground device 10 uses the reception confirmation information included in the latest ground telegram. A speed check pattern based on the stoppable position where normal reception has been confirmed is created.

  The speed check control means 45 of the on-board device 20 has a speed check pattern (first speed check pattern) based on the position where the train position and the train speed can be stopped (first speed check pattern) or a speed check pattern based on the stop limit position (second speed check pattern). ) Control the train to fit. For example, when the train speed and the train position exceed the first or second speed check pattern targeted for control, the speed check control means 45 of the onboard device 20 automatically follows the speed check pattern that has been exceeded. The brake is output to stop the train before it reaches the stop limit position.

  By configuring as described above, even if a communication abnormality occurs between the onboard apparatus 20 and the ground apparatus 10 within a predetermined prediction time Tdet that is determined in advance, 20 is a train on the outer side of the speed check pattern (first speed check pattern) based on the stop possible position created by the on-board device 20 on the outer side of the stop limit position created by the ground device 10. Can be stopped.

Next, an outline of train control by wireless communication between the ground device 10 and the on-board device 20 will be described.
FIG. 4 shows a communication procedure when the on-board message and the terrestrial message are normally transmitted and received.
As shown in FIG. 4, the on-board device 20 detects the train position and the train speed at a predetermined cycle, and calculates a stoppable position based on the detected train position and speed. Next, the on-board device 20 creates an on-board message (k) including the on-board message ID (k), the train position (k), and the stoppable position (k), and the created on-board message (k). Are transmitted from the on-board wireless device 21 to the ground device 10 at predetermined intervals. For the on-board message ID (k), for example, information that can identify the timing at which the on-board message was created, such as a serial number that is sequentially issued to the on-board message to be output or time information managed by the on-board device is used.

  The ground device 10 sequentially receives the on-board message from the on-vehicle device 20 at a predetermined period and outputs the ground message at a predetermined interval so that the route configuration state on the travel path and the position of each train on the travel path And the stop limit position of the train that is the transmission source of the on-board message is calculated. For example, the ground device 10 determines all trains from information such as the route configuration state on the travel route and the train position (current train position) (k) acquired from the on-board telegram (k) received from each train on the travel route. The stop position (n) for each train is calculated by specifying the standing line position. In addition, the ground device 10 creates reception confirmation information for notifying the on-board device 20 that the on-board message (k) has been normally received. The reception confirmation information is, for example, the latest on-board message that has been successfully received (on-board message including the train position information used to calculate the stop limit) (k), the on-board message ID (k) and the stop The possible position (k) is used.

  In this example, both the on-board message ID and the information on the stoppable position are used as the reception confirmation information. However, in order to reduce the amount of wireless communication, only the stoppable position or only the on-board message ID is transmitted. Anyway. When only the stoppable position is transmitted as the reception confirmation information from the ground device, the on-board device can use the information of the stoppable position as it is. In addition, when only the on-board message ID is transmitted as the reception confirmation information, the on-board device side stores the on-board message ID transmitted from the on-board device in the past and the information on the stoppable position transmitted at the same time. It is only necessary to obtain the stoppable position from the on-board message ID received as the reception confirmation information from the ground device, and update the stoppable position on the on-board device side. The ground device 10 issues a serial ground message number (n), and includes a ground message number (n), a stop limit (n), and reception confirmation information (on-board message ID (k)). Create The ground device 10 transmits the created terrestrial telegram (n) to the on-board device 20 by the ground wireless device 11 at a predetermined interval.

  The on-board device 20 creates a next on-board message (k + 1) at a predetermined interval and is in a state in which the on-board message (n) from the ground device 10 can be received. When the on-board device 20 receives the terrestrial telegram (n) from the ground device 10, the speed check pattern (second speed check pattern) based on the stop limit (n) included in the terrestrial telegram (n), and the ground telegram A speed check pattern (first speed check pattern) based on the stoppable position (k) sent by the on-board message (k) that has been confirmed to be received by the ground device 10 based on the reception check information included in (n). create. If there is no abnormality such as communication interruption with the ground device 10, the on-board device 20 controls the train with a speed check pattern based on the stop limit (n). If an abnormality such as a communication interruption with the ground device 10 occurs, the on-board device 20 controls the train with the first speed check pattern based on the stoppable position (k). Note that when an abnormality such as a communication interruption with the ground device 10 occurs, the on-board device 20 may make an emergency stop of the train by an emergency stop brake. In this case, the on-board device calculates the stop position by the emergency stop brake as a stoppable position, or the stoppable position is always inward from the stop position by the emergency stop brake (the traveling side with respect to the traveling direction of the train). Create as follows.

  In the train control system of the present embodiment, while the radio communication between the ground device 10 and the on-board device 20 is normal, the ground device 10 and the on-board device 20 transmit and receive information as shown in FIG. By repeatedly executing it, the train can be controlled safely and efficiently.

Next, control when the ground device 10 cannot normally receive some on-board messages will be described.
FIG. 5 shows a communication procedure when a part of the on-board message transmitted from the on-board device 20 cannot be normally received by the ground device 10. Further, it is assumed that the transmission error shown in FIG. 5 is of a level at which the wireless communication between the ground device 10 and the on-board device 20 is not determined as an abnormality such as communication interruption. That is, in FIG. 5, one on-board message (k + 1) is normal among the on-board messages transmitted from the on-board device 20 to the ground device 10 at a predetermined interval in a state where the wireless communication is not determined to be abnormal such as communication interruption. Indicates that it could not be received.

  When the on-board message (k + 1) cannot be normally received by the ground device 10, the ground device 10 does not update the information by the on-board message (k + 1), and the latest on-board message (k that has been normally received) The stop limit (n + 1) is calculated using the train position (k) included in That is, the stop limit information creating unit 53 is included in the train standing line information detected by the train standing line information creating unit 51, the route configuration information detected by the route configuration information creating unit 52, and the latest received on-board message (k). A stop limit (n + 1) is calculated based on the train position (k).

  When the stop limit (n + 1) is created based on the stoppable position (k), the reception confirmation information creating means 54 of the ground device 10 uses the on-board message (n + 1) as the reception confirmation information (n + 1) to be added to the ground message (n + 1). The reception confirmation information (n + 1) indicating that information such as the train position (k) and the stoppable position (k) included in k) is normally received is created. That is, the reception confirmation information (n + 1) indicates that the latest information normally received by the ground device 10 is not the on-board message (k + 1) but the on-board message (k). In addition, the terrestrial telegram (n + 1) created by the ground device is not the on-board telegram (k + 1), but the train position (k) included in the latest on-board telegram (k) normally received by the ground device 20 can be stopped. It is created based on information such as the position (k).

  In the control cycle (k + 2) of the on-board device in FIG. 5, the on-board device 20 detects the train position (k + 2) and the train speed (k + 2), and also receives the ground message (n + 1) at the on-board device 20. A second speed check pattern based on the stop limit (n + 1) included in the ground message (n + 1) is created. However, information such as the stop limit (n + 1) included in the ground message (n + 1) is actually information based on the on-board message (k) normally received by the ground device 20. Further, since the reception confirmation information (n + 1) included in the ground message (n + 1) is information indicating normal reception of the on-board message (k), the on-board device 20 does not update the stoppable position (k) and stops. A first speed check pattern based on the possible position (k) is created. Therefore, the on-board device 20 controls the train by either the second speed check pattern based on the stop limit (n + 1) or the first speed check pattern based on the stoppable position (k).

  Next, the on-board device 20 calculates a stoppable position (k + 2) based on the train position (k + 2) and the train speed (k + 2). Based on the information such as the train position (k + 2) and stoppable position information (k + 2) calculated in this way, the on-board device 20 creates an on-board message (k + 2) including the on-board message ID (k + 2), and the ground device 10 to send. When the on-board message (k + 2) is normally received by the ground device 10, the ground device 10 determines the stop limit based on information such as the train position (k + 2) and the stoppable position (k + 2) included in the on-board message (k + 2). While calculating information such as (n + 2), a terrestrial telegram (n + 2) including reception confirmation information (n + 2) indicating that the on-board telegram (k + 2) has been normally received is created and transmitted to the on-board device 20. . Since the reception confirmation information (n + 2) included in the terrestrial telegram (n + 2) indicates that the on-board telegram (k + 2) has been normally received, the on-board device 20 sets the stoppable position to the stoppable position (k + 2). And the first speed verification pattern based on the stoppable position (k + 2) can also be updated.

  As described above, if the on-board device 20 cannot confirm that the transmitted on-board message has been normally received by the ground device 10, the on-board device 20 performs the first speed check pattern based on the stoppable position and the stoppable position. Do not update. In other words, the on-board device 20 always performs the speed check control on the train based on the stop limit transmitted from the ground device 10 or the latest checkable position based on the latest stoppable position that the ground device 10 has confirmed normal reception. Then, before it is determined that an abnormality such as a wireless communication interruption has occurred, that is, before the control based on the first speed check pattern based on the stoppable position is performed, information transmission between the on-board device and the ground device is performed. If it is normally executed, the stoppable position of the on-board device 20 is updated, and the first speed check pattern based on the updated stoppable position is also updated. Conversely, when the on-board message cannot be normally received by the ground device 10 and the wireless communication is continuously interrupted for a predetermined time or longer, the stop limit and the stoppable position received by the on-vehicle device 20 are not updated. When the first speed check pattern based on the stoppable position or the second speed check pattern based on the stop limit is exceeded, the train is stopped.

Next, the control in the case where the on-board device 20 cannot normally receive a part of the ground telegram will be described.
FIG. 6 shows a communication procedure when a part of the terrestrial telegram transmitted from the ground device 10 at a predetermined interval cannot be normally received by the on-board device 20.

  Here, for the sake of simplicity of explanation, the traveling direction of the train is determined at least in a certain section on the traveling path, such as a double track or multiple track line, and the stop limit advances sequentially forward with respect to the traveling direction of the train. It is assumed that the car goes in the opposite direction and does not move in the opposite direction (direction approaching the train).

  In FIG. 6, first, the train position (k), the train speed (k), and the stoppable position (k) are calculated in the control cycle k of the onboard apparatus 20 and transmitted to the ground apparatus 10 as an onboard message (k). The At this time, the terrestrial telegram of the on-board device 20 is, for example, a terrestrial telegram (k-1) (not shown) received before the control cycle k, and the stop possible position confirmed by the stop limit information or the ground device. Is also included in this terrestrial telegram.

  Next, this on-board message (k) is normally received in the control cycle n of the ground device 10, and the train position (k), stoppable position (k), and ground device 10 included in the on-board message (k). A stop limit (n) or the like is created based on information created by the route configuration information creating means, and transmitted to the on-board device 20 as a ground telegram (n). It should be noted that information such as the stop limit created by the ground device 10 is created based on trains and route configuration states that are all on the travel path to be controlled by the ground device 10. That is. That is, FIG. 6 shows a state where each ground device and on-vehicle device communicate with each other, but in actuality, the ground device communicates with a plurality of on-vehicle devices existing on the traveling path to be controlled. While doing this, the train on which these on-board devices are mounted is controlled. For example, the stop limit (n) included in the terrestrial telegram (n) transmitted to the on-board device illustrated in FIG. 6 is the train and route existing in front of the train on which the illustrated on-board device is mounted. The information such as the train position (k) included in the on-board telegram (k) received from the on-board device shown in FIG. 6 is mainly based on the subsequent state of this train. It will be used to create stop limits for trains.

  Next, the on-board device 20 normally receives the terrestrial telegram (n) in the control cycle (k + 1), and receives the second speed check pattern by the stop limit n included in the terrestrial telegram (n), and also by the ground device. A first speed check pattern is created based on the confirmed stoppable position (k). In addition, in the control cycle (k + 1) of the on-board device 20, information such as the train position (k + 1), the train speed (k + 1), and the stoppable position (k + 1) is calculated and transmitted to the ground device 10 as an on-board message (k + 1). Sent.

  Next, this on-board message (k + 1) is normally received by the ground device 10 in the control period (n + 1) of the ground device 10, and the train position (k + 1) and the stoppable position ( The stop limit (n + 1) is created based on information such as k + 1) and the route configuration information created by the route configuration information creation means, and the ground telegram (n + 1) is transmitted to the on-board device 20.

FIG. 6 shows a case where the terrestrial telegram (n + 1) is not normally received in the control period (k + 2) of the on-board device 20.
Since the terrestrial telegram (n + 1) could not be normally received in the control cycle (k + 2) of the on-board device 20, the terrestrial telegram that the on-board device last successfully received in this control cycle is the terrestrial telegram n. The stop limit in the upper device 20 is not updated as the stop limit n, and the stoppable position received and confirmed in the ground device remains the stoppable position k. For this reason, the first and second speed check patterns in the on-board device are not updated, and the speed check control of the train is performed for the stop limit n and the stop possible position k. However, since the train speed (k + 2) and the train position (k + 2) are updated in the control cycle (k + 2) of the on-board device 20, the train position (k + 2) and the train speed (k + 2) are the first and second speeds. When the check pattern is exceeded, the brake is automatically controlled by the speed check control means 45 and the train stops. At this time, the stop limit n used by the on-board device in the control cycle (k + 2) is outside the stop limit (n + 1) included in the terrestrial telegram (n + 1) that was not received. Because it is in a range where it is confirmed that safe traveling is possible, there will be no problem with the traveling safety of the train.

  On the other hand, the ground device 10 tries to control the train by the latest stop limit (n + 1) created. However, the stop limit (n + 1) is calculated based on the train existing ahead of the train equipped with the on-board device shown in FIG. 6 and the route configuration information ahead. Since it has been updated, there is no problem with the safety of train travel. In addition, the ground device 10 has a stop limit or the like based on the train position (k + 1) included in the on-board telegram (k + 1) for the train following the train including the on-board device illustrated in FIG. However, since the on-board message (k + 1) is also information that can be normally received by the ground device, there is no problem in the safety of the train.

  As described above, in the control cycle (k + 2) of the on-board device 20, the train position (k + 2), the train speed (k + 2), and the stoppable position (k + 2) are calculated, and the ground device 10 is used as the on-board message (k + 2). Sent to.

  If the subsequent communication can be normally performed between the ground device and the on-vehicle device, the on-vehicle device 20 can return to normal processing. In addition, if the ground message cannot be normally received in the on-board device for a certain time for some reason, the stop limit information of the on-vehicle device and the stoppable position confirmed by the ground device are not updated by the ground message. Eventually, the first speed check pattern based on the stoppable position or the second speed check pattern based on the stop limit will be exceeded, and the speed check means 45 will stop the train safely.

  In the description of FIGS. 5 and 6 above, there has been shown a case where there is a problem in the transmission of only the on-board message or only the on-board message between the ground device and the on-board device. The above-described processing is also established when both of the electronic message communications cannot be performed normally at the same time. When normal communication cannot be performed between the ground device and the on-vehicle device, the train is controlled based on the latest information normally received by each device. At this time, in the on-board device, the brake of the train is controlled based on the stop limit that has been normally received and the stoppable position that has been confirmed to be received by the ground device, but these must be able to travel safely. Therefore, even if the train is controlled based on this information, there is no problem with the safety of the train. In the ground device, the train is controlled as if the train is in the range of the past train position and the stoppable position included in the on-board message that has been normally received. Since the upper device side also performs control to stop the train within this range, there is no problem with the safety of the train traveling. Furthermore, if communication between the on-board device and the ground device is not normally performed, the exact position of the train is unknown at the ground device, but the stoppable position as in this embodiment Compared to the case where the ground device has only stop limit information, the information on the outside of the stop limit position is created and the train is stopped up to this stoppable position when there is an abnormality such as communication interruption. , It is possible to specify the train on-line range to a smaller range.

  In this embodiment, the on-board device calculates a stoppable position and transmits it as an on-board message to the ground device. The confirmation information is transmitted from the ground device to the on-board device by the ground message, so that the on-board device can determine that the ground device has received the on-board message normally. For the ground device, the stoppable position received and confirmed by the ground device used for creating the first speed check pattern by the speed check pattern creation means 44 of the on-board device is transmitted as the stoppable position under control. You may make it do. With this configuration, even when communication between the ground device and the on-vehicle device is interrupted, the range where the train is present can be specified with higher accuracy on the ground device side.

Next, a first processing example will be described as a specific processing example in the on-board device 20.
FIG. 7 is a flowchart for explaining a first processing example in the on-board device 20.

  In the on-board device 20, the train speed detecting means 42 detects the train speed at a predetermined period (step S11), and the train position detecting means 41 continuously detects the train position at a predetermined period (step S12). The on-board device 20 appropriately receives a message (terrestrial message) from the ground device 10 by the on-board wireless device 21 (step S13). Although it is assumed that the ground device 10 transmits a terrestrial telegram at a predetermined cycle, the on-board device 20 does not necessarily receive the terrestrial telegram from the ground device 10 at the predetermined cycle. That is, the ground message reception cycle and the processing cycle in the on-board device 20 may not necessarily be synchronized.

  The control unit of the on-board device 20 calculates a stoppable position at a predetermined processing cycle, and transmits the stoppable position at a predetermined processing cycle to the ground device 10 as an on-board message. On the other hand, the control unit of the on-board device 20 calculates a speed check pattern for performing speed check control based on the stoppable position using the latest stoppable position at which normal reception by the ground device 10 has been confirmed. That is, the on-board device 20 creates a speed verification pattern based on the stoppable position using the latest stoppable position that has been confirmed to be normally received by the ground device 10 instead of the stoppable position calculated at a predetermined cycle.

  When receiving a terrestrial telegram from the ground device 10 (step S13), the control unit of the on-board device 20 indicates “reception confirmation information” included in the received terrestrial telegram (for example, the on-board message received by the ground device). It is determined whether the on-board message ID) is new (step S14). The control unit of the on-board device 20 controls the train based on the stoppable position at which reception is confirmed by the ground device 10. For this reason, if the on-board message ID as the reception confirmation information is new, the control unit of the on-board device 20 can confirm the stoppable position included in the on-board message (that is, reception by the ground device 10 can be confirmed). It is determined that the stoppable position is also new.

  The control unit of the on-board device 20 determines whether or not to update the stoppable position used for train control based on whether or not the ground device 10 has received a new on-board message (new stoppable position). Further, the stoppable position calculated by the stoppable position calculation means 43 at a predetermined processing cycle and the stoppable position for train control (the latest stoppable position where normal reception at the ground device has been confirmed) are the on-board device 20. Saved in the memory. When it is determined to update the stoppable position for train control (the stoppable position at which normal reception at the ground device 10 has been confirmed) (step S14, YES), the control unit of the on-board device 20 The latest stoppable position that has been confirmed to be received is updated as a stoppable position for train control (step S15).

  When the stoppable position for train control is updated, the control unit of the on-board device 20 checks whether or not the updated stoppable position is outside of the stop limit (closer to the train) (step S16). In order to ensure safety, the train cannot proceed inward of the stop limit (forward with respect to the traveling direction of the train). For this reason, when the stoppable position is not outside the stop limit (step S16, NO), the control unit of the on-board device 20 sets the stop limit notified from the ground device 10 by the ground telegram to the stop limit for train control. The train is controlled as a position (step S17).

  When the stoppable position for train control is specified, the control unit of the on-board device 20 confirms reception of the latest stoppable position (updated train control updated by the speed check pattern creating unit 44 on the ground device 10). A speed check pattern (first speed check pattern) based on the stop position for use is created (updated) (step S18). Further, the control unit of the on-board device 20 creates (updates) a speed check pattern (second speed check pattern) based on the stop limit included in the ground message received from the ground device 10 (step S19).

  On the other hand, the control unit of the on-board device 20 calculates a stoppable position based on the current train position and the current train speed in a predetermined processing cycle (step S20). When the stop possible position based on the current train position and the train speed is calculated, the control unit of the onboard device 20 creates an onboard message including the current train position, the calculated stoptable position, the onboard message ID, and the like ( Step S21). When the on-board message is created based on the train position, the stoppable position, and the on-board message ID, the control unit of the on-board device 20 transmits the on-board message created by the transmission control means 46 via the on-board wireless device 21 to the ground device 10. (Step S22).

  Further, the control unit of the on-board device 20 monitors whether or not an abnormality has occurred in the wireless communication with the ground device 10 by the speed check control means 45 (wireless communication has been interrupted) (step S23). For example, the control unit of the on-board device 20 generates an abnormality in wireless communication with the ground device 10 when a new ground message including a reception confirmation for the on-board message transmitted by the on-board device 20 cannot be received within a predetermined time. You may make it judge that it was.

  When it is not detected that an abnormality has occurred in wireless communication with the ground device 10 (step S23, NO), the control unit of the on-board device 20 uses the speed check control means 45 to check the speed check pattern (first step). Speed check control such as a train speed (for example, brake control due to an excess of the check speed pattern) is performed (step S24).

  Further, when it is detected that an abnormality has occurred in wireless communication with the ground device 10 (wireless communication has been interrupted) (YES in step S23), the control unit of the on-board device 20 is stopped by the speed check control means 45. Using the speed check pattern (first speed check pattern) based on the possible positions, speed check control such as train speed (for example, brake control by exceeding the check speed pattern) is performed (step S25).

  According to the above processing, the on-board device can control the train based on the stop limit position if there is no abnormality in the wireless transmission with the ground device, and the abnormality occurs in the wireless transmission with the ground device. In this case, the train can be controlled based on the stoppable position. As a result, when an abnormality occurs in the wireless transmission, the on-board device can control the train so that the on-board device exists within the range up to the latest stoppable position that has been confirmed to be received by the ground device. In other words, when an abnormality occurs in the radio transmission, the ground device can determine that the ground device exists within the range up to the latest stoppable position that can be reliably received from the on-board device.

Next, a second processing example in the on-board device 20 will be described.
FIG. 8 is a flowchart for explaining a second processing example in the on-board device 20.

  The second processing example shown in FIG. 8 has the same basic processing flow as the first processing example shown in FIG. For example, the processes of steps S11 to S22 and S24 shown in FIG. 8 are the same as the processes of steps S11 to S22 and S24 shown in FIG. For this reason, detailed description shall be abbreviate | omitted about step S11-S22 and S24 shown in FIG.

  In the second processing example shown in FIG. 8, the control unit of the on-board device 20 monitors whether or not wireless communication with the ground device 10 has been interrupted. For example, when a new terrestrial telegram from the ground device 10 cannot be received for a predetermined time or more, the control unit of the on-board device 20 determines that wireless communication with the ground device 10 has been interrupted (abnormal) (step S31). ). When the wireless communication with the ground device 10 is not interrupted (step S31, YES), the control unit of the on-board device 20 uses the speed check pattern (second speed check) based on the stop limit created by the speed check control means 45. The pattern is used to perform a speed check control such as a train speed (for example, a brake control when the check speed pattern is exceeded) (step S24).

  When it is determined that wireless communication with the ground device 10 has been interrupted (step S31, YES), the control unit of the on-board device 20 performs a process of operating the emergency stop brake mounted on the train (step S32). . The emergency stop brake is a function that reliably stops the train at a short distance. For this reason, it is considered that the emergency stop brake stops the train at least outward from the stoppable position (front side with respect to the train traveling direction).

  For example, a railway operator may be determined to operate an emergency stop brake when an abnormality occurs according to an operation policy. In such an operation policy, when wireless transmission with the ground device 10 is interrupted, the control unit of the on-board device 20 stops the train with the emergency stop brake. Even in such a case, the stop position by the emergency stop brake is at least outward from the stop possible position (front side with respect to the train traveling direction).

  When an emergency stop is caused by the emergency stop brake as described above, the on-board device 20 may return to normal control by manual operation after the crew member confirms that the abnormality has been eliminated, for example. Moreover, the on-board device 20 may automatically execute the return processing from the emergency stop state to the normal control. For example, the control unit of the on-board device 20 may normally control the train according to a control command from the ground device 10 after confirming that the abnormality has been resolved (return to a normal communication state).

  According to the second processing example as described above, even if the operation policy is to operate the emergency stop brake when an abnormality occurs in wireless communication, the on-board device 20 is at least outward (from the stoppable position). The train can be stopped on the near side of the train traveling direction. As a result, according to the second processing example as described above, the ground device 10 can determine that a train exists within the range up to the latest stoppable position that can be received from the on-board device 20.

  The process flow shown in the flowchart of FIG. 7 or FIG. 8 shows an example of the process flow in the on-board device, and does not limit the processing content or the processing order. For example, in the on-board device, the reception processing of the ground message, the train speed detection processing, the train position detection processing, the stop position calculation processing, the on-board message creation processing, the on-board message transmission processing, the stop limit position The speed verification pattern creation processing based on the speed stop pattern creation processing based on the stoppable position, the speed verification control, and the like may be executed as independent tasks. Furthermore, reception processing of ground messages, train speed detection processing, train position detection processing, stop position calculation processing, on-board message creation processing, on-board message transmission processing, and creation of a first speed check pattern The entire system that executes processing, second speed verification pattern creation processing, speed verification control processing, and other processing on different devices and mutually transmits information such as processing results between these devices as an on-board device It may be mounted on a train.

Next, a specific processing example in the ground device 10 will be described.
FIG. 9 is a flowchart for explaining a processing example in the ground device 10.
In the ground apparatus 10, the process as shown in FIG. 9 is executed for all trains to be controlled on the traveling road. That is, in the ground device 10, the terrestrial radio device 11 appropriately receives a message (on-vehicle message) from the on-vehicle device 20 mounted on each train. The on-board device 20 transmits the on-board message at a predetermined cycle, but the ground device 10 does not necessarily receive the on-board message from the on-board device 20 at the predetermined cycle. That is, the ground device 10 does not necessarily have to synchronize the on-board message reception cycle and the processing cycle for transmitting the terrestrial message.

  When the on-board message is received from the on-board device 20 mounted on the train to be controlled (step S41, YES), the control unit of the ground device 10 receives the on-board message ID included in the received on-board message, Train position information and stoppable position information are acquired (step S42). The ground device 10 stores train position information and stoppable position information included in the latest on-board telegram as information on the train to be controlled in association with the on-board telegram ID. For this reason, when the on-board message is received, the control unit of the ground device 10 determines whether the on-board message ID of the received on-board message is newer than the on-board message ID stored ( It is determined whether or not (train position information and stoppable position information) is updated (step S43).

  When it is determined that the on-board message ID of the received on-board message is newer than the stored on-board message ID (step S43, YES), the control unit of the on-board device 20 has a wireless communication abnormality by the previous time. It is confirmed whether it is a train that has been stopped (that is, a train immediately after returning from a state in which wireless communication is interrupted) (step S44). If it is not immediately after returning from the state where the wireless communication is interrupted, the control unit of the on-board device 20 updates the train position information (step S55). In the case of a train immediately after returning from a state in which wireless communication has been interrupted, the control unit of the on-board device 20 performs a return process for returning control by wireless communication to normal control (step S45).

  Note that the return processing to normal control may be performed automatically by the train control system, or after confirming the situation by a person in charge of train operation management, You may make it return. The normal control return processing is determined in accordance with, for example, the operation policy of the railway operator.

  When it is determined that the wireless communication with the on-vehicle device 20 has been interrupted (step S46, YES), the control unit of the ground device 10 performs an abnormal process (transmission interruption process) as a process corresponding to the wireless communication interruption. This is performed (step S47). When the control unit of the ground device 10 has not updated the information regarding the specific train even if the predetermined time for detecting the interruption of the wireless communication is exceeded (that is, a new on-board message from the specific train is If it cannot be received), it is determined that an abnormality (disruption) in wireless communication with the on-board device 20 of the train has occurred.

  The ground device 10 does not detect the interruption of wireless communication only when a new on-board message cannot be received, but a failure or abnormality of the ground wireless device 11 or transmission between the ground device 10 and the ground wireless device 11. By detecting a failure or abnormality in the road, the interruption of wireless communication may be detected. For example, a failure or abnormality in the transmission path between the terrestrial radio apparatus 11 or the terrestrial apparatus 10 and the terrestrial radio apparatus 11 may be detected by, for example, detecting a failure by hardware or detecting an abnormality by polling.

As an abnormal process (transmission interruption process), it is conceivable that the control unit of the ground device 10 executes processes as shown in the following (1) to (4).
(1) The ground device 10 recognizes a train equipped with the on-board device 20 in which wireless communication is interrupted as an abnormal train. (2) Sending a control signal for stopping the train by transmitting an emergency stop signal to a train equipped with the on-board device 20 in which wireless communication is interrupted (however, if transmission by wireless communication is interrupted, There is a possibility that the signal does not reach, but since the transmission from the ground device 10 to the on-vehicle device 20 may be possible in one direction, this processing should be executed). (3) As a process for trains (other trains) other than the train (abnormal train) equipped with the on-board device 20 in which wireless communication has been interrupted, the on-line available range of the abnormal train (notified by an on-board message that has been successfully received) The telegram to other trains is created so that other trains do not enter the train from the tail end of the train to the stoppable position. That is, information such as stop limit position information for controlling other trains is created as a range from the position of the train in which an abnormality has occurred to the last stoppable position. (4) The route in the possible range of the train where the abnormality has occurred is kept so as not to change.

  In addition, the process from S41 mentioned above to this is performed for all the trains which exist in the control object range of the ground apparatus 10.

  Further, the control unit of the ground device 10 acquires route configuration information for the train to be controlled at a predetermined processing cycle (step S48). When the route configuration information for the control target train is acquired, the control unit of the ground device 10 confirms whether the route configuration indicated by the acquired route configuration information is normal, and detects an abnormality or failure related to the route configuration (step S49). ). When it is determined that the route configuration is not normal, or when it is determined that the route configuration includes an abnormality or failure (NO in step S49), the control unit of the ground device 10 performs an abnormality as a process corresponding to the abnormality in the route configuration. Time processing (route configuration abnormality processing) is performed (step S50). In addition, as route configuration abnormality processing, processing according to the above-described abnormality processing (transmission interruption processing) is performed as a section (route) where an abnormality has occurred, not an abnormal train.

  In addition, the control unit of the ground device 10 determines the in-line range of the train in order to track the in-line position of the train in a predetermined processing cycle. For example, when the wireless communication is not interrupted (when continuous wireless communication is possible), the control unit of the ground device 10 receives the latest train position (range from the rear end to the front end of the vehicle). ) Is determined as the current range of the train. In addition, for a train equipped with an on-board device in which wireless communication is interrupted, the control unit of the ground device 10 determines the range from the last received train position to the stoppable position as the current line range of the train ( Step S51). Information indicating the determined on-line range is stored in the memory of the ground device 10. Further, the control unit of the ground device 10 creates stop limit information for the train based on the latest train position that can be normally received, the above-described route configuration information, and on-track information for all trains (step S52). The created stop limit information is stored in a memory in the ground device 10.

For example, FIGS. 10A to 10C are diagrams illustrating train positions that the ground device 10 can grasp.
FIG. 10A is a diagram illustrating train positions that can be grasped by the ground device 10 when wireless communication with the on-vehicle device 20 is normal. As shown in FIG. 10 (a), if the wireless communication is normal, the ground device 10 determines the range in which the train exists based on the train position included in the latest on-board message received from the on-board device 20. it can.
FIG. 10B is a diagram illustrating train positions that can be grasped by the ground device 10 when an abnormality occurs in wireless communication in a form in which the on-board message does not include a stoppable position. When the on-board message does not include a stoppable position and the wireless communication with the on-board device 20 is interrupted, the ground device 10 sets the range where the train is located to the stop limit position as shown in FIG. It must be understood as a range.

  FIG. 10C illustrates a case where the ground device 10 is in an abnormal state in wireless communication in a form in which the on-board message includes a stoppable position (a form in which the ground device 10 and the ground device 10 can share a stoppable position). It is a figure which shows the train position which can be grasped | ascertained. As shown in FIG. 10C, if the on-board device 20 and the ground device 10 share a stoppable position, the on-board device 20 grasps the ground device 10 when an abnormality occurs in wireless communication. The train can be stopped within the range up to the stop possible position. That is, when an abnormality occurs in wireless communication, the ground device 10 can determine the range up to the stoppable position that can be received from the on-board device 20 as the on-line range of the train. The stoppable position is closer to the train than the stop limit position. Therefore, by sharing the stoppable position, even if an abnormality occurs in wireless communication, the on-line position of the train can be determined in a range narrower than the range up to the stop limit position.

  When the stop limit information based on the latest train position or the like is created, the control unit of the ground device 10 creates the created stop limit information, reception confirmation information (for example, the on-board message ID of the latest on-board message that can be received), A terrestrial telegram including the terrestrial telegram number is created (step S53). When the terrestrial telegram including the stop limit information, the reception confirmation information, and the terrestrial telegram number is created, the control unit of the ground device 10 transmits the terrestrial telegram created by the terrestrial radio device 11 (step S54).

  Note that the processing flow shown in the flowchart of FIG. 9 shows an example of the processing flow in the ground device 10 and does not limit the processing content or processing order. For example, in the ground device 10, on-board message reception processing, train position information update processing, route configuration information acquisition processing, stop limit position calculation processing, train existing line range update processing, ground message creation processing, ground The transmission process of a message may be executed as an independent task. Furthermore, on-board message reception processing, train position information update processing, route configuration information acquisition processing, stop limit position calculation processing, train on-line range update processing, ground message creation processing, ground message transmission processing The entire system that executes processing such as these on different devices and mutually transmits information such as processing results between the devices may be a ground device.

  As described above, in the train control system, the stoppable position created in the on-board device is shared with the ground device, and a speed check pattern based on the stoppable position confirmed to be received by the ground device is created. As a result, even when a communication abnormality occurs between the on-board device and the ground device, the on-board device controls the speed check by the speed check pattern based on the latest stoppable position that has been confirmed to be received by the ground device. It can be performed. As a result, in the ground device, even if a communication abnormality occurs between the on-board device and the ground device, the range in which the train is considered to be on the line (the range that should be assumed that the train is on the line reliably) is smaller. It is possible to narrow down to a limited range (a range up to a stoppable position).

  That is, in the train control system using wireless communication, only the on-board device side can detect the train position in real time. For this reason, when an abnormality occurs in the transmission between the on-vehicle device and the ground device, the ground device cannot accurately identify the current train position. When the train position cannot be specified accurately, the train control system performs the train control on the assumption that the train exists in order to ensure the safety of the train operation. However, if the position of the train is specified in a wide range, it becomes difficult to efficiently control other trains.

  In the train control system according to the embodiment described above, even if an abnormality occurs in wireless communication, the ground device is within the range up to the latest stoppable position recognized by the ground device. Therefore, it is possible to achieve a high balance between safety and efficiency of train operation. Further, in the train control system according to the present embodiment, it is not necessary to install an external device such as an axle detection device in case of an abnormality, and it can be expected that the cost of the entire system is reduced.

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.
Hereinafter, the description of the scope of claims at the beginning of application of the present application will be added.
[1]
In a train control system in which an on-board device mounted on a train and a ground device installed on the ground communicate wirelessly,
The on-board device is:
Position detecting means for detecting the position of the train;
Stop possible position calculating means for calculating the stop possible position of the train;
An on-board message transmitting means for transmitting an on-board message including the stop-possible position calculated by the stop-possible position calculating means and the train position detected by the position detecting means to the ground device;
The ground device is
On-board message receiving means for receiving an on-board message from the on-board device;
Train on-line information creating means for creating train on-line information indicating the on-line position of each train existing on the travel path on which the train on which the on-board device is mounted travels,
Route configuration information creating means for acquiring route configuration information indicating a route configured on a travel route on which the train travels;
Stop limit information creating means for creating stop limit information indicating a stop limit position for the train from the train presence line information, the route configuration information, and the position information of the train,
A terrestrial telegram transmission unit that transmits a terrestrial telegram including reception confirmation information indicating the stoppable position that has been successfully received by the on-board telegram reception unit, and the stop limit information;
The on-board device further includes:
A terrestrial telegram receiving means for receiving a terrestrial telegram including the stop limit information and reception confirmation information;
When the wireless communication with the ground device is normal, the train is controlled based on the stop limit position received by the ground message receiving means, and when an abnormality occurs in the wireless communication with the ground device, the ground message A train control system comprising: train control means for stopping the train in a range up to a stoppable position where it was confirmed that the ground device was normally received by the reception confirmation information received by the reception means.
[2]
The on-train information generating means of the ground device, when an abnormality occurs in wireless communication with the on-board device, the vehicle that lastly received the on-line position of the train on which the on-board device is mounted from the on-board device. Decide on the range of train position and stop possible position included in the upper message,
The train control system according to [1].
[3]
The on-board message transmitting means of the on-board device transmits an on-board message including an on-board message ID in addition to the stoppable position and the train position to the ground device,
The terrestrial telegram transmission means of the ground device transmits a terrestrial telegram including an on-board telegram ID corresponding to a stoppable position that has been successfully received as the reception confirmation information.
The train control system according to either [1] or [2].
[4]
The on-board device can further confirm that the ground device has normally received from the speed check pattern based on the stop limit position received by the ground telegram receiving unit and the reception confirmation information received by the ground telegram receiving unit. Creating means for creating a speed check pattern based on the possible stop position;
When the wireless communication with the ground device is normal, the train control means of the on-board device controls the train with a speed check pattern based on the stop limit position, and there is an abnormality in the wireless communication with the ground device. If it occurs, control the train with a speed check pattern based on the stoppable position,
The train control system according to any one of [1] to [3].
[5]
The train control means of the on-board device stops the train by an emergency stop brake mounted on the train when an abnormality occurs in wireless communication with the ground device.
The train control system according to any one of [1] to [3].
[6]
On-board equipment that is mounted on a train and wirelessly communicates with ground equipment installed on the ground.
Position detecting means for detecting the position of the train;
Stop possible position calculating means for calculating the stop possible position of the train;
A transmission unit that transmits an on-board message including the stoppable position calculated by the stoppable position calculation unit, the train position detected by the position detection unit, and a message number to the ground device;
Receiving means for receiving a terrestrial telegram including reception confirmation information indicating a stoppable position that the ground device has successfully received and a stop limit position created based on a train position that the ground device has successfully received;
When the wireless communication with the ground device is normal, the train is controlled based on the stop limit position received by the receiving unit, and when the abnormality occurs in the wireless communication with the ground device, the receiving unit receives Train control means for stopping the train in a range up to a stoppable position where it was confirmed that the ground device was normally received by the received confirmation information;
On-vehicle device with
[7]
In the ground device that is installed on the ground and wirelessly communicates with each on-board device mounted on each train on the road,
Receiving means for receiving an on-board message including a train position and a stoppable position from an on-board device mounted on a train to be controlled;
Train on-line information creating means for creating train on-line information indicating the on-line position of each train existing on the travel path on which the train to be controlled travels,
Route configuration information creating means for acquiring route configuration information indicating a route configured on a travel route on which the train to be controlled travels;
Stop limit information creating means for creating stop limit information indicating a stop limit for the control target train from the train location information, the route configuration information, and a train position received from an onboard device mounted on the control target train When,
A transmission means for transmitting a ground telegram including reception confirmation information indicating the stoppable position successfully received from an on-board device mounted on the controlled train by the reception means and the stop limit information;
Having ground equipment.

  DESCRIPTION OF SYMBOLS 10 ... Ground apparatus, 11 ... Ground radio apparatus, 20 ... On-board apparatus, 21 ... On-board radio apparatus, 41 ... Train position detection means, 42 ... Train speed detection means, 43 ... Stoppable position calculation means, 44 ... Speed check Pattern creation means 45 ... Speed check control means 46 ... Vehicle transmission control means 51 ... Train presence line information creation means 52 ... Route configuration information creation means 53 ... Stop limit information creation means 54 ... Reception confirmation information creation means 55: Terrestrial transmission control means.

Claims (4)

In a train control system in which an on-board device mounted on a train and a ground device installed on the ground communicate wirelessly,
The on-board device is
Position detecting means for detecting the position of the train;
Stop possible position calculating means for calculating the stop possible position of the train;
An on-board message transmitting means for transmitting an on-board message including the stop-possible position calculated by the stop-possible position calculating means and the train position detected by the position detecting means to the ground device;
The ground device is
On-board message receiving means for receiving an on-board message from the on-board device;
When the train on-line information indicating the on-line position of each train existing on the travel path on which the train on which the on-board device is mounted travels is created and abnormality occurs in wireless communication with the on- board device, the on-board device Train on- line information creation means for determining the range of the train position and the stoppable position included in the on-board message last received from the on-board device ,
Route configuration information creating means for acquiring route configuration information indicating a route configured on a travel route on which the train travels;
Stop limit information creating means for creating stop limit information indicating a stop limit position for the train from the train presence line information, the route configuration information, and the position information of the train,
A terrestrial telegram transmission unit that transmits a terrestrial telegram including reception confirmation information indicating the stoppable position that has been successfully received by the on-board telegram reception unit, and the stop limit information;
The on-board device further includes:
A terrestrial telegram receiving means for receiving a terrestrial telegram including the stop limit information and reception confirmation information;
When the wireless communication with the ground device is normal, the train is controlled based on the stop limit position received by the ground message receiving means, and when an abnormality occurs in the wireless communication with the ground device, the ground message A train control system comprising: train control means for stopping the train in a range up to a stoppable position where it was confirmed that the ground device was normally received by the reception confirmation information received by the reception means. The on-board message transmitting means of the on-board device transmits an on-board message including an on-board message ID in addition to the stoppable position and the train position to the ground device,
The terrestrial telegram transmission means of the ground device transmits a terrestrial telegram including an on-board telegram ID corresponding to a stoppable position that has been successfully received as the reception confirmation information.
The train control system according to claim 1 . The on-board device can further confirm that the ground device has normally received from the speed check pattern based on the stop limit position received by the ground telegram receiving unit and the reception confirmation information received by the ground telegram receiving unit. Creating means for creating a speed check pattern based on the possible stop position;
When the wireless communication with the ground device is normal, the train control means of the on-board device controls the train with a speed check pattern based on the stop limit position, and there is an abnormality in the wireless communication with the ground device. If it occurs, control the train with a speed check pattern based on the stoppable position,
The train control system according to any one of claims 1 and 2 . The train control means of the on-board device stops the train by an emergency stop brake mounted on the train when an abnormality occurs in wireless communication with the ground device.
The train control system according to any one of claims 1 and 2 .

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