JP6472913B1 - Train control system, on-board device, ground device, and train control method - Google Patents

Abstract

An object of the present invention is to prevent erroneous traveling control by a pseudo signal in a no-signal allowable stop section and to clearly recognize the approach position to the no-signal allowable stop section as a safe side position. An onboard device 50 in a train control system 1 stores a transmission destination section ID included in control information 60 received from a rail when the next section or existing section is a no-signal allowable stop section. It is determined whether the control information 60 is a pseudo signal depending on whether the line ID matches the current section ID or the next section ID. In addition, the on-board device 50 recognizes that the next section is a no-signal allowable stop section based on the stored no-signal allowable stop section flag, and the no-signal time reaches the second threshold time. The approach to the no-signal allowable stop section is determined depending on whether the duration condition is satisfied. The no-signal time is an elapsed time from when the adoption of the control information 60 is finally confirmed. The position at the time corresponds to a position regarded as an entry position of the no-signal allowable stop section. [Selection] Figure 1

Description

  The present invention relates to a train control system and the like.

  In the ATC (Automatic Train Control) system, which is a type of train control system, control information such as speed limit is defined for each section (section with track circuit as a unit) behind it based on the position of the preceding train. The ATC signal including the control information of the section is transmitted to the rail. The on-board device performs traveling control (speed control) based on the control information received from the rail.

  In train control, the current train section of the preceding train is an absolute stop section where entry of the following train is prohibited, and the rear section of that section is allowed to enter the subsequent train but must be stopped within the section. Interval. Normally, the absolute stop signal for the absolute stop section is a no signal, and the allowable stop signal for the allowable stop section is a signal.

  However, if the track circuit in each section is a non-resonant type non-insulated track circuit, the allowable stop section must be a no-signal. In this case, no signal is transmitted by transmitting information indicating that the next section is an allowable stop section or control information including the section length of the section with respect to one section behind the no signal allowable stop section. It is possible to enter the allowable stop section (see, for example, Patent Document 1).

Japanese Patent No. 4580068

  By the way, when entry into a non-signal section is permitted by a non-signal permissible stop signal, there is a problem that an ATC signal transmitted to a certain section flows into the non-signal section by induction or wraparound and a pseudo signal may be generated. There is. That is, in the no-signal permissible stop section, the ATC signal received by the on-board device may be an ATC signal in a neighboring section including the upper and lower lines. In this case, the received ATC signal is a normal ATC signal, but is not an ATC signal for the current section of the own train, and thus becomes a pseudo signal for the on-board device. The on-board device cannot distinguish between an ATC signal that should be originally received and transmitted in the current line section, and a pseudo signal. For this reason, for example, in the section of the no-signal allowable stop signal that allows entry into the no-signal section, by receiving the pseudo signal, the place where the driving control should be originally performed according to the allowable stop section, There is a possibility that a very dangerous situation may occur such that the presence of a pseudo signal recognizes that the vehicle is not in an allowable stop zone and adopts a travel control that does not correspond to the allowable stop zone.

  Moreover, it is necessary to stop without fail within the allowable stop section. In Patent Document 1, the brake control is performed based on the travel distance after entering the allowable stop section. However, since the allowable stop section is no signal in the first place, there is a problem that the entry position of the allowable stop section is unclear. is there. If the approach position to the allowable stop section is mistakenly recognized, the brake will not be in time, and the allowable stop section may be exceeded and the absolute stop section may be entered.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent erroneous traveling control due to a pseudo signal in a no-signal allowable stop section and to determine an approach position to the no-signal allowable stop section. It is to be able to clearly recognize the position on the safe side.

The first invention for solving the above-described problems is
Train control comprising an on-board device mounted on a train that travels on a track configured such that any one of a predetermined number of zone IDs is assigned to each zone so as to have different IDs in adjacent zones, and a ground device A system,
The ground device is
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. Identification information indicating whether or not there is (for example, a no-signal allowable stop section flag in FIG. 2), inner section length information indicating the section length of one section inner section, and section ID of one section inner section (hereinafter referred to as “inner Transmitting means (for example, the transmission control unit 320 in FIG. 1) for transmitting control information including at least the “side section ID”),
With
The on-board device is:
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means (for example, the storage unit 200 of FIG. 8) that stores at least the information about the inner section of the first section included in the next section information as information of the next section;
Receiving means for receiving the control information from the rail (for example, the power receiver 42 in FIG. 8);
The destination section ID in the new control information received by the receiving means is compared with the destination section ID in the existing section information stored in the storage means or the inner section ID in the next section information. A confirmation means for confirming the adoption of the new control information when a predetermined confirmation condition is satisfied (for example, the adoption confirmation unit 104 in FIG. 8);
A storage content update unit (for example, a storage content update unit 106 in FIG. 8) that updates the storage content of the storage unit with the new control information determined by the determination unit;
Distance detection means (for example, no-signal distance calculation unit 110 in FIG. 8) for detecting a travel distance from the point finally determined by the determination means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition In the case where the own train has entered the no-signal permissible stop section (for example, no-signal permissible stop section entry determination unit 114 in FIG. 8),
A brake control means (for example, the brake control unit 118 in FIG. 8) that applies a brake to stop the own train when it is determined that the entry determination means has entered;
With
It is a train control system.

As another invention,
The on-board device includes an on-board device mounted on a train that travels on a track configured so that any one of a predetermined number of section IDs is assigned to each section so as to have different IDs in adjacent sections, and a ground device. Is a train control method for controlling a train equipped with
The ground device is
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. Control information including at least identification information indicating whether there is one, inner section length information indicating the section length of the inner section of one section, and section ID of the inner section of one section (hereinafter referred to as “inner section ID”) is transmitted. To do and
The on-board device is
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing at least the information about the inner section of the first section included in the next section information as information of the next section,
The on-board device is
Receiving the control information from the rail;
When new control information is received, the destination section ID in the new control information, the destination section ID in the existing section information stored in the storage means, or the inner section in the next section information Comparing the section ID and confirming the adoption of the new control information when a predetermined confirmation condition is satisfied;
Updating the storage content of the storage means with the determined new control information;
Finally, detecting the mileage from the determined point;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, when the elapsed time of the state where the determination is not made satisfies a predetermined duration condition Determining that the own train has entered the no-signal allowable stop section;
When it is determined that the vehicle has entered, the brake is applied to stop the own train;
I do,
A train control method may be configured.

  According to the first invention and the like, the transmission destination section ID in the newly received control information is compared with the stored transmission destination section ID or inner section ID, and the adoption of the control information is confirmed. Therefore, it is possible to eliminate pseudo signals and employ only control information to be received. Further, in a state where the next section is recognized as a no-signal permissible stop section, the entry into the no-signal permissible stop section is determined based on the elapsed time when the adoption of the received control information is not confirmed. In other words, the time when the adoption of the control information received last is confirmed as the time when the vehicle enters the no-signal allowable stop section, and this is the time before the actual input time of the no-signal allowable stop section, Operation is safe.

The second invention is the train control system of the first invention,
The brake control means operates the service brake when the travel distance detected by the distance detection means is within the section length indicated by the inner section length information in the next section information stored in the storage means. If the section length is exceeded, an emergency brake is applied.
It is a train control system.

  According to the second aspect of the invention, control is performed to stop by the service brake within the no-signal allowable stop section. However, if the no-signal allowable stop section is exceeded, it can be immediately stopped by the emergency brake.

The third invention is the train control system of the first or second invention,
The approach determination means has a cancel means for canceling the determination that the own train has entered the no-signal allowable stop section when the determination means is confirmed after the duration condition is satisfied. ,
The brake control means has a relieving means for releasing the brake when it is determined by the entry determining means that the brake is applied and the cancel is canceled after the brake is applied.
It is a train control system.

  According to the third aspect of the invention, for example, when the preceding train has advanced in the existing section and the existing section of the own train is no longer a no-signal allowable stop section, the brake can be released and the traveling can be continued.

The fourth invention is the train control system of any one of the first to third inventions,
The determination means determines whether or not the determination condition is satisfied by performing the comparison when the identification information in the next section information indicates the no-signal allowable stop section.
It is a train control system.

  According to the fourth invention, when the next section is a no-signal allowable stop section, the transmission destination section ID in the newly received control information, the stored transmission destination section ID or the inner section ID, Since the adoption of the control information is confirmed, the pseudo signal can be eliminated and only the control information to be received can be adopted.

A fifth invention is the train control system according to any one of the first to fourth inventions,
The determining means determines that the destination section ID in the new control information received by the receiving means is stored in the storage means when the entry determining means determines that the no-signal allowable stop section has been entered. When the destination section ID in the stored line section information or the inner section ID in the next section information matches, the adoption is confirmed as satisfying the determination condition,
It is a train control system.

  According to the fifth invention, after determining that the vehicle has entered the no-signal allowable stop section, the transmission destination section ID in the newly received control information is stored in the transmission destination section ID or the inner section ID. Since the adoption of the control information is determined depending on whether they match, the pseudo signal can be eliminated and only the control information to be received can be adopted. Also, depending on whether the received destination section ID matches the stored destination section ID or the inner section ID, whether the own train has advanced into the no signal allowable stop section and entered the next section It is possible to determine whether or not.

As a sixth invention,
An on-board device mounted on a train that runs on a track configured such that any of a predetermined number of section IDs is assigned to each section so that different IDs are set in adjacent sections, and the section (hereinafter referred to as “destination section”). )), The ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and identification information indicating whether one inner section of the transmission destination section is a no-signal allowable stop section, A ground device comprising transmission means for transmitting control information including at least inner section length information indicating the section length of one section inner section and section ID of the one section inner section (hereinafter referred to as “inner section ID”); An on-board device of a train control system comprising:
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing information related to the inner section of the first section included in the next section information as at least the next section information;
Receiving means for receiving the control information from the rail;
The destination section ID in the new control information received by the receiving means is compared with the destination section ID in the existing section information stored in the storage means or the inner section ID in the next section information. A confirmation means for confirming the adoption of the new control information when a predetermined confirmation condition is satisfied,
Storage content update means for updating the storage content of the storage means with the new control information determined by the determination means;
Distance detecting means for detecting a travel distance from the point finally determined by the determining means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition The entry determination means for determining that the own train has entered the no-signal allowable stop section,
A brake control means for stopping the own train by applying a brake when it is determined that the entry determination means has entered;
You may comprise the on-vehicle apparatus provided with.

  In this case, it is possible to realize the on-board device that exhibits the operational effects of the first invention.

As a seventh invention,
A ground device that transmits control information to a rail of a track configured such that any of a predetermined number of section IDs are assigned to each section so as to have different IDs in adjacent sections,
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. The control information including at least identification information indicating whether or not there is, inner section length information indicating a section length of an inner section of one section, and a section ID of the inner section of one section (hereinafter referred to as “inner section ID”). A transmission means for transmitting;
With
As an on-board device for a train traveling on the track,
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing information related to the inner section of the first section included in the next section information as at least the next section information;
Receiving means for receiving the control information from the rail;
The destination section ID in the new control information received by the receiving means is compared with the destination section ID in the existing section information stored in the storage means or the inner section ID in the next section information. A confirmation means for confirming the adoption of the new control information when a predetermined confirmation condition is satisfied,
Storage content update means for updating the storage content of the storage means with the new control information determined by the determination means;
Distance detecting means for detecting a travel distance from the point finally determined by the determining means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition The entry determination means for determining that the own train has entered the no-signal allowable stop section,
A brake control means for stopping the own train by applying a brake when it is determined that the entry determination means has entered;
You may comprise the ground apparatus which transmits the said control information toward the on-vehicle apparatus which has.

  In this case, a ground device that exhibits the operational effects of the first invention can be realized.

The block diagram of a train control system. An example of control information. Explanatory drawing of determination of the pseudo signal based on area ID. Explanatory drawing of determination of the pseudo signal based on area ID. Explanatory drawing of a no-signal timer. Explanatory drawing of a no signal distance counter. Explanatory drawing of determination of the approach to a no signal permissible stop area. The functional block diagram of a vehicle-mounted apparatus. An example of standing section information and next section information. Explanatory drawing of a section distance counter. The flowchart of a ground control process. The flowchart of on-vehicle control processing.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiments described below, and modes to which the present invention can be applied are not limited to the following embodiments. In the description of the drawings, the same elements are denoted by the same reference numerals.

[System configuration]
FIG. 1 is a configuration diagram of a train control system 1 in the present embodiment. The train control system 1 is a digital ATC system, and includes a ground device 10 and an on-board device 50 mounted on a train 40 traveling on a track R.

  On the track R, a section serving as a unit of travel control of the train 40 in which the rail is divided along the traveling direction of the train 40 is defined. The section is determined with a track circuit installed along the track R as a unit. The track circuit in each section is a non-resonant non-insulated track circuit that does not provide insulation at the circuit boundary and does not use rail resonance.

  A section ID is assigned to each section, but the number of prepared section IDs is smaller than the total number of sections defined in the track circuit. In other words, since the installed track circuit is a non-resonant non-insulated track circuit, each section ID within a predetermined distance where the ATC signal transmitted to the rail is assumed to be sufficiently attenuated is not the same. A section ID is assigned to the section. For example, the section IDs are assigned to the sections so that the section IDs prepared along the traveling direction are repeated in a predetermined order, so that the section IDs are different at least in the adjacent sections.

  The section where the last vehicle of the preceding train 40a is present (section 14T in FIG. 1) is an absolute stop section where there is no signal, and the section (outward in FIG. 1) is one section behind (outward) the absolute stop section. 15T) is an allowable stop section. The absolute stop section is a section in which entry of the following train 40b is prohibited, and when entering, an emergency brake is applied and the emergency stop must be immediately stopped. The permissible stop section is a section that allows the following train 40b to enter, but must stop within the section. In the present embodiment, since the track circuit is a non-resonant non-insulated track circuit, the allowable stop section is also a section with no signal. Hereinafter, the allowable stop period is referred to as a no-signal allowable stop period.

  The ground device 10 includes a plurality of ATC transmitters 20 and a ground control device 30. The ATC transmitter 20 is connected to the boundary on the advancing side of each section, and outputs the ATC signal generated by the ground control device 30 to the rail of the connected section. This connection point is also referred to as an ATC signal input point.

  The ground control device 30 includes a standing line detection unit 310 and a transmission control unit 320. The standing line detection unit 310 detects the position of each train 40 on the track R in units of track circuits (that is, sections). The transmission control unit 320 uses the track R based on the track information of each train 40 detected by the track detection unit 310, the route information (including branching direction information) obtained from a not-shown interlocking device, and the like. Control information 60 for each upper train 40 is generated, included in the ATC signal (telegram), and repeatedly transmitted via the ATC transmitter 20 to the corresponding rail in the existing line section. Hereinafter, the ATC signal will be described as the control information 60.

  The on-board device 50 performs traveling control of the own train based on the control information 60 received from the rail. Specifically, a speed check pattern based on the received control information 60 is generated, and travel control (speed control) is performed according to the speed check pattern.

  FIG. 2 is a diagram illustrating an example of the control information 60. As shown in FIG. 2, the control information 60 includes transmission destination section information 62 related to a transmission destination section, which is a section in which the information is transmitted, and inner section information 64 related to one inner section of the transmission destination section. Including. The transmission destination section information 62 includes a section ID (transmission destination section ID), a section length, a start speed Vs, and a termination speed Vo. The inner section information 64 is section ID (inner section ID), section length, start speed Vs, end speed Vo, and no signal allowable stop that is identification information as to whether or not there is a no signal allowable stop section. And a section flag. The start speed Vs is a speed limit when entering the corresponding section, and is a speed limit determined for the corresponding section. The terminal speed Vo is a speed limit at the time of advancement from the corresponding section, and is a speed limit of one section inner section of the section. For the no-signal allowable stop period, the terminal speed Vo is zero.

(A) Pseudo signal By the way, when transmitting an ATC signal using a track circuit, control information 60 transmitted in a certain section is transferred to another section by guidance to a parallel vertical line or a sneak into a neighboring section. May also be sent. That is, the on-board device 50 may receive the control information 60 transmitted to another section instead of the section where the own train is located. In particular, the no-signal allowable stop section is a no-signal section, and the control information 60 is not transmitted in the section, so the control information 60 transmitted to another section is likely to be a pseudo signal. Therefore, in the present embodiment, the on-board device 50 determines the section ID included in the received control information 60 when the next section is a no-signal allowable stop section or when the on-line section is a no-signal allowable stop section. Thus, it is determined whether or not the received control information 60 is a pseudo signal that is the control information 60 transmitted toward another section.

  Here, whether the next section is a no-signal permissible stop section can be determined by a no-signal permissible stop section flag in the inner section information 64 included in the control information 60. Then, it is possible to determine that the existing line section is a no-signal allowable stop section by determining entry into the next section in a state where the next section is a no-signal allowable stop section. The determination of entering the next section will be described later.

  Although specifically described later, the timing at which the on-board device 50 determines that the own train enters the no-signal allowable stop section is later than the timing at which the own train actually enters the no-signal allowable stop section. In order to eliminate the possibility of receiving a pseudo signal between the actual entry timing and the determination timing, when there is a line outside one section of the no-signal allowable stop section (that is, the next section) Is a no-signal allowable stop section), the pseudo signal is determined based on the section ID.

  The determination of the pseudo signal based on the section ID is performed as follows. That is, it is determined whether or not the transmission destination section ID included in the received control information 60 matches the stored transmission section ID or inner section ID. If the received transmission destination section ID matches the stored transmission destination section ID or the inner section ID, it is determined that the control information 60 is not a pseudo signal. Otherwise, the control information 60 Is determined to be a pseudo signal.

  3 and 4 are diagrams for explaining determination of a pseudo signal based on the section ID. As shown in FIG. 3 (a), the on-board device 50 of the train 40c receives the control information 60a transmitted to the current section 16T of the own train 40c, and the “transmission destination” included in the control information 60a. “Section ID = ID-A” and “Inner section ID = ID-B” are stored. At this time, since the section 16T that is the current section and the section 15T that is the next section are not the no-signal allowable stop section, the on-board device 50 does not determine the pseudo signal based on the section ID.

  Next, as shown in FIG. 3B, when the train 40c enters the next section 15T, the control information 60b transmitted in the section 15T is received. The on-board device 50 determines that the next section 14T is a no-signal allowable stop section from the no-signal allowable stop section flag of the inner section information 64 included in the received control information 60b. Then, the pseudo signal is determined based on the section ID. That is, it is determined whether the transmission destination section ID included in the received control information 60b matches the stored transmission section ID or the inner section ID. In this case, the received transmission destination section ID and the stored inner section ID are both “ID-B” and match. Accordingly, the on-board device 50 determines that the received control information 60b is not a pseudo signal, and the stored transmission destination section ID and the inner section ID are included in the newly received control information 60b “transmission destination section”. Update and store with “ID = ID-B” and “inner section ID = ID-C”.

  FIG. 4A shows a case where the train 40c enters the next section 14T and receives a pseudo signal following FIG. 3B. The entered section 14T is one section outside the existing section 13T of the preceding train 40d, that is, a no-signal allowable stop section, and should be no-signal. However, the control information 60y transmitted to the parallel reverse rails is propagated to the section 14T by guidance or sneaking, and the on-board device 50 receives the control information 60y propagated to the section 14T. In this case, “transmission destination section ID = ID-Y” included in the received control information 60y is “transmission destination section ID = ID-B” stored in the on-board device 50, and “inward It does not match any of the section ID = ID-C. Therefore, the on-board device 50 determines that the received control information 60y is a pseudo signal and discards it as invalid.

  Subsequently, as shown in FIG. 4B, when the preceding train 40d advances in the section 13T, the section 14T is not a no-signal allowable stop section, and transmission of the control information 60c to the section 14T is started. The on-board device 50 of the train 40c receives the control information 60c transmitted to the on-line section 14T. The section 14T is not a no-signal allowable stop section, but the next section 13T is a no-signal allowable stop section. The on-board device 50 determines that the next section 13T is a no-signal permissible stop section from the no-signal permissible stop section flag of the inner section information 64 included in the received control information 60c. The determination of the pseudo signal based on is continued. The transmission destination section ID included in the control information 60c received by the on-board device 50 and the stored inner section ID are both “ID-C” and match. Therefore, the on-board device 50 determines that the received control information 60c is not a pseudo signal, and the stored transmission destination section ID and inner section ID are stored in the transmission destination section “ID = Update and store with “ID-C” and “inner section ID = ID-D”.

  In the present embodiment, when the next section or the existing section is a no-signal allowable stop section, the pseudo signal is determined based on the section ID. However, both the next section and the existing section are a no-signal allowable stop section. Similarly, the pseudo signal may be determined based on the section ID.

(B) Adoption of control information 60 As described above, since the control information 60 is repeatedly transmitted to each section, in the on-board device 50, if the current section of the own train is not a no-signal allowable stop section, the rail One after another, the control information 60 transmitted to is received. The on-board device 50 determines whether or not a predetermined definite condition is satisfied every time the control information 60 is newly received. If the predetermined information is satisfied, the on-board device 50 adopts the control information 60 and updates the stored contents, and then runs the own train. Used for control.

  The confirmation condition is a condition for confirming the adoption of the control information 60, and is classified into the following two cases depending on whether the current section and the next section of the own train are no-signal allowable stop sections. That is, the first is a case where neither the current section or the next section of the own train is a no-signal allowable stop section. For example, the case of FIG. In this case, a) satisfying a predetermined test condition is a definite condition. The second is a case where the current section or the next section of the own train is a no-signal allowable stop section. For example, the cases of FIGS. 3B, 4A, and 4B are applicable. In this case, it is a definite condition that (a) the predetermined test condition is satisfied and (b) the control information 60 is determined not to be a pseudo signal by the determination of the pseudo signal based on the section ID.

  The reason why the determination of the pseudo signal based on the section ID is not required as the final condition when both the current section and the next section of the own train are not the no-signal allowable stop section is as follows. In other words, in this case, both the current line section and the next section are sections having a signal, and therefore, even if a weak pseudo signal is mixed as compared with a section signal, there is no problem. Therefore, a) Adoption of the newly received control information 60 can be confirmed if predetermined test conditions are satisfied.

  The test condition is a condition that the control information 60 can be considered to have been received safely and rationally. For example, two consecutive control information 60 match or two of the three consecutive control information 60 match. It can be determined in the condition such as.

(C) Entering the no-signal allowable stop section When the train 40 enters the no-signal allowable stop section, it is necessary to control the on-board device 50 to stop the own train within the section by applying a brake. That is, in the no-signal allowable stop section, the own train is gradually decelerated and stopped by the service brake, and when the no-signal allowable stop section is exceeded, the emergency brake is immediately stopped by the emergency brake.

  After entering the no-signal allowable stop section, the control information 60 is not received and is in a no-signal state. However, there is a no-signal state in which the control information 60 is not temporarily received due to various factors, such as when a signal signal passes through a section boundary, when a crossing point passes in the middle of the section, or when the received signal strength temporarily decreases. Can occur. For this reason, it is necessary to distinguish whether the no-signal state is an approach to the no-signal allowable stop section or due to other factors. Therefore, in the present embodiment, the on-board device 50 determines the entry of the own train into the no-signal allowable stop section based on the no-signal time that is the duration of the no-signal state.

  The no signal time can be measured by a no signal timer. The no-signal timer is a timer that always accumulates the elapsed time, and is reset every time the reception status of the control information 60 satisfies the determination condition for determining the adoption of the newly received control information 60 described above.

  Then, after entering the no-signal allowable stop section, whether or not the own train is in the no-signal allowable stop section, the distance traveled after entering the no-signal allowable stop section, Judgment is made by comparing with the section length. The section length of the no-signal allowable stop section is included in the control information 60 received during traveling in the immediately preceding section. The no-signal distance that is the travel distance after entering the no-signal allowable stop section can be measured by the no-signal distance counter. The no-signal distance counter is a counter that always accumulates the travel distance, and is reset every time the reception status of the control information 60 satisfies the definite condition, like the no-signal timer.

  FIG. 5 is a diagram for explaining the calculation of the no-signal time by the no-signal timer. In FIG. 5, the ATC signal transmitted to the rail, the received message (control information 60) in the on-board device 50, and the timer value of the no-signal timer (no-signal time) in the order from the top with the train end position in the horizontal direction. Show. The ATC signal indicates the received signal strength at the position as a vertical width. Since the ATC signal is transmitted from the advancing end of the section, the received signal strength of the ATC signal increases as the advancing end is approached. The received telegram shows one control information 60 received by the on-board device 50 as one rectangular block, and the added numbers are included in the control information 60 received and decoded by the on-board device 50. The destination section ID is shown. The position of the right end of the rectangular block indicates the timing when the control information 60 is decoded. A rectangular block subjected to cross-hatching represents control information 60 that could not be received or decoded.

  FIG. 5 shows an example of passing through the boundary between the sections 1T and 2T. Control information 60 including “destination section ID = 1” is transmitted in section 1T, and control information 60 including “destination section ID = 2” is transmitted in section 2T. When the train 40 passes through the section boundary, a no-signal state in which the control information 60 is not temporarily received in the on-board device 50 may occur.

  As shown in FIG. 5, during normal operation, the on-board device 50 of the train 40 traveling in the section 1T continuously receives the control information 60 of “transmission destination section ID = 1” and satisfies the definite condition. Every time, that is, each time one control information 60 is received and decoded, the no-signal timer is reset. Next, when passing the boundary between the sections 1T and 2T, a no-signal state is temporarily set, and the no-signal timer value increases. Thereafter, reception of the control information 60 of “transmission destination section ID = 2” is started, and after satisfying the confirmation condition, the no-signal timer is reset every time the confirmation condition is satisfied.

In this case, the control information 60 destination segment ID is different from the immediately preceding timing is determined as the confirmed condition is satisfied (in FIG. 5 (a), the timing _{t 2,} in FIG. 5 (b), the timing _{t 4)} in the section It is determined that the boundary between 1T and 2T has been passed. The position of the timing (timing t ₁ in FIG. 5A and timing t ₃ in FIG. 5B) determined to satisfy the definite condition immediately before this timing is defined as the boundary between the sections 1T and 2T. I reckon.

  FIG. 6 is a diagram for explaining calculation of the no-signal distance by the no-signal distance counter. In FIG. 6, the received message (control information 60) and the count value of the no-signal distance counter (no-signal distance) in the on-board device 50 are shown in order from the top with the horizontal axis as the train position. 6A shows a case where the transmission destination section IDs of the received control information 60 are all the same. FIG. 6B shows a case where the transmission destination section ID of the received control information 60 changes due to passage of a section boundary or the like. An example of the case is shown.

  Similar to the no-signal timer, the no-signal distance counter is reset at a timing that satisfies the determination condition. For this reason, the no-signal distance calculated by the no-signal distance counter is a travel distance starting from when the received control information 60 satisfies the definite condition, and has a length including the actual no-signal section.

  FIG. 7 shows the time of entering the no-signal allowable stop section. In FIG. 7, the ATC signal transmitted to the rail, the received message (control information 60) in the on-board device 50, the timer value of the no-signal timer (no-signal time), no The count value (no signal distance) of the signal distance counter is shown.

  As shown in FIG. 7, the on-board device 50 of the train 40 that is traveling in the section 1T continuously receives the control information 60 of “transmission destination section ID = 1”, and every time the definite condition is satisfied, that is, Each time the control information is received / decoded, the no-signal timer and the no-signal distance counter are reset.

Next, when entering the section 2T, since the section 2T is a no-signal allowable stop section, the determination condition is not satisfied, and the timer value of the no-signal timer and the count value of the no-signal distance counter increase. Then, it is determined that no signal time a timer value of the no-signal timer at the timing t ₆ that satisfies the duration conditions, enters the no-signal permissible stop section. The duration condition is a condition that can be regarded as having entered the no-signal allowable stop section, and is defined as a condition that the no-signal time has reached the second threshold time. The second threshold time is determined as a time longer than the duration of the no-signal state that occurs when the section boundary passes.

In this case, a no-signal permissible stop timing t ₆ before it is determined that has entered the zone, the position of the timing t ₅ it is determined that the determined condition is satisfied immediately before, regarded as the start position of the no-signal permissible stop section. That is, the position regarded as the start position of the no-signal allowable stop section is the front (outward) from the actual start position of the no-signal allowable stop section. The no-signal distance, which is the count value of the no-signal distance counter, is the travel distance from the position regarded as the start position of the no-signal allowable stop section, and is longer than the actual travel distance of the no-signal allowable stop section. This is a safe operation.

[Function configuration]
FIG. 8 is a functional configuration diagram of the on-board device 50. According to FIG. 8, the on-board device 50 is a kind of computer device that includes the processing unit 100 and the storage unit 200.

  The processing unit 100 is realized by an arithmetic device such as a CPU (Central Processing Unit), for example, and performs overall control of the on-board device 50 based on programs, data, and the like stored in the storage unit 200. In addition, the processing unit 100 executes the on-board control program 202 stored in the storage unit 200, so that the position / speed calculation unit 102, the adoption determination unit 104, the stored content update unit 106, the no-signal time calculation unit 108, It functions as each functional block of a signal distance calculation unit 110, a section distance calculation unit 112, a no-signal allowable stop section entry determination unit 114, a speed check pattern creation unit 116, and a brake control unit 118. However, these functional blocks can be configured as independent arithmetic circuits by ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), or the like.

  The position speed calculation unit 102 calculates the current travel position (travel distance) and travel speed of the own train 40 based on the measured value of the rotational speed of the speed generator 44 attached to the axle. The calculated travel position and travel speed are stored as position speed information 204.

  The adoption confirmation unit 104 determines whether the control information 60 received from the rail by the power receiver 42 satisfies the confirmation condition, and confirms the adoption of the control information 60 when the condition is satisfied. The confirmation condition is divided into two cases depending on whether or not the current section and the next section of the own train are no-signal allowable stop sections. In other words, if neither the current section or the next section of the own train is a no-signal permissible stop section, it is a definite condition that the predetermined test condition is satisfied, and there is no existing section or the next section of the own train. If it is a signal permissible stop period, a) a predetermined condition is satisfied, and b) a determination condition that the control information 60 is determined not to be a pseudo signal by determining a pseudo signal based on the section ID. It becomes. The test condition can be set to a condition that, for example, two consecutive control information 60 match or two of the three consecutive control information 60 match.

  The stored content update unit 106 updates the stored section information 206 and the next section information 208 stored therein. FIG. 9 shows an example of the standing section information 206 and the next section information 208. The on-track section information 206 is information related to the on-line section of the own train 40, and includes a section ID, a section length, a start speed Vs, a terminal speed Vo, and a no-signal allowable stop section flag. The next section information 208 is information regarding a section in which the host train 40 will enter next, and includes a section ID, a section length, a start speed Vs, a terminal speed Vo, and a no-signal allowable stop section flag.

  When the adoption confirmation unit 104 confirms the adoption of the control information 60, the storage content update unit 106 sets the transmission destination section information 62 included in the control information 60 as the on-line section information 206 and the inner section information 64 as the next section. It is updated as information 208. Further, when the no-signal allowable stop section entry determination unit 114 determines that the own train 40 has entered the no-signal allowable stop section, the next section information 208 is updated as the on-line section information 206 and the next section information 208 is cleared. .

  The no-signal time calculation unit 108 calculates the no-signal time that is the duration of the no-signal state. That is, it corresponds to the above-described no-signal timer, and the timer value of this no-signal timer is defined as no-signal time. That is, the elapsed time is always counted, and the timer value is reset every time the adoption confirmation unit 104 confirms the adoption of the control information 60 (see FIGS. 5 and 7).

  The no-signal distance calculation unit 110 calculates a no-signal distance that is a travel distance in the duration of the no-signal state. That is, it corresponds to the above-mentioned no-signal distance counter, and the count value of this no-signal distance counter is defined as no-signal distance. That is, the travel distance is always counted, and the count value is reset every time the adoption confirmation unit 104 confirms the adoption of the control information 60 (see FIGS. 6 and 7). The travel distance is obtained, for example, by integrating the current travel speed calculated by the position speed calculation unit 102 with time.

  The section distance calculation unit 112 calculates a section travel distance that is a travel distance of the own train 40 with the section boundary as a base point. The section travel distance can be measured by a section distance counter.

  FIG. 10 is a diagram for explaining calculation of the section travel distance by the section distance counter. In FIG. 10, the ATC signal transmitted to the rail in order from the top, the received telegram (control information 60) in the on-board device 50, the count value of the section distance counter (section travel distance) The count value (no signal distance) of the signal distance counter is shown.

As shown in FIG. 10, interval 6T, at timing t ₈ the passage is determined boundaries of 7T, the count value of the interval distance counter (trip mileage) is, the count value of the no-signal distance counter (no signal distance) Updated. The determination timing of the passage of the section boundary is a timing that satisfies the definite condition for the control information 60 whose transmission destination section ID is different from that immediately before. Then, the count value of the no-signal distance counter at the timing t ₈ (no signal distance) is the travel distance from the position of the timing t ₇ regarded as a section boundary, the position of the timing t _7, from the actual section boundary Will also be in the foreground. That is, the section distance calculation unit 112 always counts the travel distance, and every time the adoption determination unit 104 determines that the transmission destination section ID is adopted differently from the immediately preceding control information, the section distance counter count value is calculated. The no-signal distance calculation unit 110 updates the no-signal distance.

  The no-signal allowable stop section entry determination unit 114 determines whether the own train 40 has entered the no-signal allowable stop section. Specifically, in a state where the next section is a no-signal allowable stop section, that is, in a state where the no-signal allowable stop section flag included in the next section information 208 is “1”, it is calculated by the no-signal time calculation unit 108. When the no-signal time reaches the second threshold time which is the duration condition, it is determined that the own train 40 has entered the no-signal allowable stop section (see FIG. 7). Further, after entering the no-signal allowable stop section, if the new control information 60 is received and the adoption is confirmed by the adoption determination unit 104, the no-signal allowable stop section entry determination unit 114 performs the no-signal allowable stop section. Cancel the entry to the section. This corresponds to the case of FIG. The second threshold time that is the duration condition is stored as duration condition information 210.

  The speed check pattern creation unit 116 creates a speed check pattern based on the existing section information 206 and the next section information 208. For example, every time the track section information 206 or the next section information 208 is updated, the current travel position of the own train 40 and the start speed Vs and the end speed Vo of the track section, the start speed Vs and the end speed Vo of the next section, and Create a speed check pattern starting from the running speed.

  The brake control unit 118 performs brake control according to the speed verification pattern created by the speed verification pattern creation unit 116. Specifically, the verification speed at the current travel position determined by the speed verification pattern is compared with the current travel speed, and if the travel speed is higher than the verification speed, the service brake 46 is applied to decelerate to the verification speed. Let

  Further, when it is determined by the no-signal allowable stop section entry determination unit 114 that the own train 40 has entered the no-signal allowable stop section, the service brake 46 is operated in the section to stop the own train 40. However, in the unlikely event that the section is exceeded, the emergency brake 48 is operated to stop the own train 40 immediately. Whether the own train 40 is in or exceeds the no-signal allowable stop section is determined by whether or not the no-signal distance calculated by the no-signal distance calculation unit 110 has reached the section length included in the next section information 208. To do. Further, when the determination of entry into the no-signal allowable stop section is canceled by the no-signal allowable stop section entry determination unit 114, the brake is released.

  The storage unit 200 is realized by a storage device such as a ROM (Read Only Memory), a RAM (Random Access Memory), or a hard disk, and stores a program, data, and the like for the processing unit 100 to control the on-board device 50 in an integrated manner. At the same time, it is used as a work area of the processing unit 100, and the calculation result executed by the processing unit 100 is temporarily stored. The processing unit 100 stores an on-board control program 202, position / speed information 204, standing section information 206, next section information 208, and duration condition information 210.

[Process flow]
(A) Ground device 10
FIG. 11 is a flowchart for explaining ground control processing in the ground device 10. This process is realized by the transmission control unit 320 executing the ground transmission control program 322.

  The transmission control unit 320 monitors the on-line section of each train detected by the on-line detection unit 310. If the train enters a new section (step A1: YES), the on-line of the nearest train ahead of the train is transmitted. A section is determined (step A3), and one section behind the determined current section is set as a no-signal allowable stop section (step A5). And the control information 60 with respect to the approach area of the said area is produced | generated, and transmission of the said control information 60 to an approach area is started (step A7).

  If the train has advanced through the section (step A9: YES), the transmission of the control information 60 to the advanced section is terminated (step A11). Next, the rear section (that is, the advance section) of the current section of the train is set as a no-signal allowable stop section (step A13). Then, the existing section of the nearest train behind the train is determined (step A15), control information 60 for the determined existing section is generated, and transmission of the control information 60 to the existing section is started (step A17). Then, it returns to step A1 and repeats the same process.

(B) On-board device 50
FIG. 12 is a flowchart for explaining on-vehicle control processing in the on-vehicle device 50.
This process is realized by the processing unit 100 executing the on-board control program 202.

  First, it is determined whether new control information 60 has been received. If received (step B1: YES), the adoption determination unit 104 determines whether the control information 60 satisfies a determination condition. If satisfied (step B3: YES), the adoption of the control information 60 is confirmed, and the no-signal timer and the no-signal distance counter are reset (step B5). If the transmission destination section ID included in the received control information 60 matches the next section ID stored as the next section information 208 (step B7: YES), it is determined that the own train 40 has entered the next section. (Step B9), the section distance counter is reset (Step B11). Next, the stored section information 206 and the next section information 208 stored are updated based on the received control information 60 (step B13). Then, the speed check pattern creation unit 116 updates the speed check pattern based on the updated in-situ section information 206 and the next section information 208 (step B15).

  Thereafter, it is determined whether or not to end this process due to arrival at the arrival station or the like. If not (step B17: NO), the process returns to step B1 and the same process is repeated. If completed (step B17: YES), this process is terminated.

  On the other hand, if new control information 60 has not been received (step B1: NO), it is determined by the no signal allowable stop section flag stored as the next section information 208 whether the next section is a no signal allowable stop section. To do. If the next section is a no-signal allowable stop section (step B19: YES) and the no-signal time, which is the timer value of the no-signal timer, has reached the second threshold time (step B21: YES), the own train 40 is absent. It is determined that the vehicle has entered the signal allowable stop section (step B23). Then, the stored content update unit 106 updates the stored next section information 208 as the on-line section information 206, and clears the next section information 208 (step B25). Then, the speed check pattern creation unit 116 updates the speed check pattern based on the updated in-situ section information 206 and next section information 208 (step B26).

  Next, if the no-signal distance by the no-signal distance counter is within the section length stored as the in-zone section information 206 (step B27: YES), the own train 40 is traveling in the no-signal allowable stop section, so the brake The control unit 118 activates the service brake 46 (step B29). If the no-signal distance exceeds the section length (step B27: NO), since the own train 40 has exceeded the no-signal allowable stop section, the brake control unit 118 operates the emergency brake 48 (step B31).

  And before the own train 40 stops (step B33: NO), the new control information 60 is received (step B35: YES), and if the control information 60 satisfies the definite condition (step B37: YES) ), The adoption confirmation unit 104 confirms the adoption of the control information 60, and the no-signal allowable stop section entry determination unit 114 cancels the determination of the own train 40 entering the no-signal allowable stop section (step B39). . Then, the brake control unit 118 releases the applied brake (step B41). Thereafter, the no-signal timer and the no-signal distance counter are reset (step B43), and the stored content update unit 106 stores the existing line section information 206 and the next section information stored based on the received control information 60. 208 is updated (step B45). Then, the speed check pattern creation unit 116 updates the speed check pattern based on the updated in-situ section information 206 and next section information 208 (step B46).

  On the other hand, if the own train 40 is stopped by the brake (step B33: YES), the process proceeds to step B17. If new control information 60 is not received (step B35: NO), or if the definite condition is not satisfied (step B37: NO), the process proceeds to step B27.

  If the next section is not the no-signal allowable stop section (step B19: NO), it is determined whether the no-signal time has exceeded the first threshold time. If the no-signal time exceeds the first threshold (step B47: YES), the brake control unit 118 applies the emergency brake 48 (step B49), and the own train 40 stops (step B51: YES). The process proceeds to step B17. Here, the first threshold time is set to a time longer than the duration of the no-signal state that occurs when the section boundary passes. A state in which the non-signal time continues for the first threshold time or more although the next section is not a no-signal allowable stop section may be a dangerous state in which control information is not received for some reason.

[Function and effect]
Thus, according to this embodiment, the on-board device 50 in the train control system 1 matches the transmission destination section ID of the control information 60 received from the rail with the stored section ID or the next section ID. Therefore, it can be determined whether the control information 60 is the control information 60 transmitted toward the current section of the own train. Therefore, it is possible to eliminate the pseudo signal and use only the control information 60 to be received.

  In addition, the on-board device 50 recognizes that the next section is a no-signal allowable stop section based on the stored no-signal allowable stop section flag, and the no-signal time reaches the second threshold time. The approach to the no-signal allowable stop section is determined depending on whether the duration condition is satisfied. The no-signal time is an elapsed time in a state where adoption of the control information 60 is not confirmed, that is, an elapsed time since the last adoption of the control information 60 is confirmed. The determined position corresponds to a position regarded as an entry position in the no-signal allowable stop section, and is a position before the actual no-signal allowable stop section, and thus is a safe position.

  Furthermore, the on-board device 50 can continue traveling by releasing the brake when the on-line section of the own train is no longer a no-signal allowable stop section because the preceding train has advanced in the on-line section.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Train control system 10 ... Ground apparatus 20 ... ATC transmitter 30 ... Ground control apparatus 310 ... On-line detection part 320 ... Transmission control part
322 ... Ground transmission control program 40 ... Train 42 ... Power receiver, 44 ... Speed generator 46 ... Service brake, 48 ... Emergency brake 50 ... On-board device 100 ... Processing unit 102 ... Position speed calculation unit, 104 ... Employment determination unit 106 ... Memory content update section, 108 ... No signal time calculation section 110 ... No signal distance calculation section, 112 ... Section distance calculation section 114 ... No signal allowable stop section entry determination section 116 ... Speed check pattern creation section, 118 ... Brake control section DESCRIPTION OF SYMBOLS 200 ... Memory | storage part 202 ... On-board control program 204 ... Position speed information, 206 ... Standing line section information 208 ... Next section information, 210 ... Duration condition information 60 ... Control information 62 ... Transmission destination section information, 64 ... Inner section information

Claims (8)

Train control comprising an on-board device mounted on a train that travels on a track configured such that any one of a predetermined number of zone IDs is assigned to each zone so as to have different IDs in adjacent zones, and a ground device A system,
The ground device is
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. Control information including at least identification information indicating whether there is one, inner section length information indicating the section length of the inner section of one section, and section ID of the inner section of one section (hereinafter referred to as “inner section ID”) is transmitted. Transmission means to
With
The on-board device is:
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing information related to the inner section of the first section included in the next section information as at least the next section information;
Receiving means for receiving the control information from the rail;
Whether the destination segment ID in the new control information received by the receiving means matches an inner section ID of the destination segment ID or the next section information in the on-rail section information stored in said storage means and determining means for how compares, and strike determined satisfy definite conditions if they match to determine the adoption of the new control information,
Storage content update means for updating the storage content of the storage means with the new control information determined by the determination means;
Distance detecting means for detecting a travel distance from the point finally determined by the determining means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition The entry determination means for determining that the own train has entered the no-signal allowable stop section,
A brake control means for stopping the own train by applying a brake when it is determined that the entry determination means has entered;
With
Train control system. The brake control means operates the service brake when the travel distance detected by the distance detection means is within the section length indicated by the inner section length information in the next section information stored in the storage means. If the section length is exceeded, an emergency brake is applied.
The train control system according to claim 1. The approach determination means has a cancel means for canceling the determination that the own train has entered the no-signal allowable stop section when the determination means is confirmed after the duration condition is satisfied. ,
The brake control means has a relieving means for releasing the brake when it is determined by the entry determining means that the brake is applied and the cancel is canceled after the brake is applied.
The train control system according to claim 1 or 2. The determination means is a predetermined test condition based on continuous reception of new control information by the receiving means when the identification information in the next section information indicates the no-signal allowable stop section. Is satisfied, and it is determined that the definite condition is satisfied when it is determined by the comparison that they match .
The train control system according to any one of claims 1 to 3. Said determining means, said if it is determined to have entered the entry judging means to the no-signal permissible stopping block, the predetermined test conditions based on continuous reception of new control information Ru good to said receiving means satisfy And it is determined that the definite condition is satisfied when it is determined by the comparison that they match .
The train control system according to any one of claims 1 to 4. An on-board device mounted on a train that runs on a track configured such that any of a predetermined number of section IDs is assigned to each section so that different IDs are set in adjacent sections, and the section (hereinafter referred to as “destination section”). )), The ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and identification information indicating whether one inner section of the transmission destination section is a no-signal allowable stop section, A ground device comprising transmission means for transmitting control information including at least inner section length information indicating the section length of one section inner section and section ID of the one section inner section (hereinafter referred to as “inner section ID”); An on-board device of a train control system comprising:
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing information related to the inner section of the first section included in the next section information as at least the next section information;
Receiving means for receiving the control information from the rail;
Whether the destination segment ID in the new control information received by the receiving means matches an inner section ID of the destination segment ID or the next section information in the on-rail section information stored in said storage means and determining means for how compares, and strike determined satisfy definite conditions if they match to determine the adoption of the new control information,
Storage content update means for updating the storage content of the storage means with the new control information determined by the determination means;
Distance detecting means for detecting a travel distance from the point finally determined by the determining means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition The entry determination means for determining that the own train has entered the no-signal allowable stop section,
A brake control means for stopping the own train by applying a brake when it is determined that the entry determination means has entered;
On-vehicle device with A ground device that transmits control information to a rail of a track configured such that any of a predetermined number of section IDs are assigned to each section so as to have different IDs in adjacent sections,
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. The control information including at least identification information indicating whether or not there is, inner section length information indicating a section length of an inner section of one section, and a section ID of the inner section of one section (hereinafter referred to as “inner section ID”). A transmission means for transmitting;
With
As an on-board device for a train traveling on the track,
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing information related to the inner section of the first section included in the next section information as at least the next section information;
Receiving means for receiving the control information from the rail;
Whether the destination segment ID in the new control information received by the receiving means matches an inner section ID of the destination segment ID or the next section information in the on-rail section information stored in said storage means and determining means for how compares, and strike determined satisfy definite conditions if they match to determine the adoption of the new control information,
Storage content update means for updating the storage content of the storage means with the new control information determined by the determination means;
Distance detecting means for detecting a travel distance from the point finally determined by the determining means;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, the elapsed time in the state where the confirmation by the confirmation means is not satisfied satisfies a predetermined duration condition The entry determination means for determining that the own train has entered the no-signal allowable stop section,
A brake control means for stopping the own train by applying a brake when it is determined that the entry determination means has entered;
A ground device for transmitting the control information to an on-vehicle device having The on-board device includes an on-board device mounted on a train that travels on a track configured so that any one of a predetermined number of section IDs is assigned to each section so as to have different IDs in adjacent sections, and a ground device. Is a train control method for controlling a train equipped with
The ground device is
The rail of the section (hereinafter referred to as “transmission destination section”), the section ID of the transmission destination section (hereinafter referred to as “transmission destination section ID”), and the inner section of the transmission destination section is a no-signal allowable stop section. Control information including at least identification information indicating whether there is one, inner section length information indicating the section length of the inner section of one section, and section ID of the inner section of one section (hereinafter referred to as “inner section ID”) is transmitted. To do and
The on-board device is:
Information related to the transmission destination section included in the control information is stored and included in the on-line section information as information on the on-line section of the train (hereinafter referred to as “own train”) on which the on-board device is mounted, and the control information Storage means for storing at least the information about the inner section of the first section included in the next section information as information of the next section,
The on-board device is
Receiving the control information from the rail;
If the new piece of the control information is received, the destination segment ID in the new control information, inwardly destination segment ID or the next section information in the on-rail section information stored in said storage means and to compare if it matches the segment ID, the strike decision meets the established conditions if they match to determine the adoption of the new control information,
Updating the storage content of the storage means with the determined new control information;
Finally, detecting the mileage from the determined point;
In a state where the identification information in the next section information stored in the storage means indicates the no-signal allowable stop section, when the elapsed time of the state where the determination is not made satisfies a predetermined duration condition Determining that the own train has entered the no-signal allowable stop section;
When it is determined that the vehicle has entered, the brake is applied to stop the own train;
I do,
Train control method.

Images