JP5847736B2 - Train control system and train control method - Google Patents

Description

  The present invention relates to a train control system and the like for controlling the speed of a train through communication between an on-board device mounted on the train and a ground device.

  In recent years, in trains, development of train control systems using wireless communication is progressing. In such a system, the on-board device mounted on the train calculates the traveling position and traveling speed of the own train and transmits it to the ground device, and receives control information including the stop position and the like from the ground device. And it is common that the vehicle upper side which performs speed control (brake control) according to the speed check pattern created based on the received control information is a main component (see, for example, Patent Document 1). .

JP 2012-174221 A

  In railways, it is desired to have a dual (redundant) configuration from the viewpoint of reliability and safety. However, attention has been paid to the dual system of equipment, such as the on-vehicle device having a dual system configuration and the ground device having a dual system configuration, and functions such as how to calculate the speed control standard. The duplex system was rarely regarded as important.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a train control system in which an on-board device and a ground device communicate to control the speed of a train. It is to configure a redundant system of functions and improve the safety of train control.

The first invention for solving the above-described problems is
A train control system that controls the speed of the train by communicating with an on-board device and a ground device mounted on a train,
The on-board device is
Position acquisition means (for example, position speed calculation unit 120 in FIG. 5) for acquiring the traveling position of the train;
Speed acquisition means (for example, the position speed calculation unit 120 in FIG. 5) for acquiring the traveling speed of the train;
On-vehicle transmission means (for example, on-vehicle transmission control unit 150 in FIG. 5) that transmits the traveling information including the acquired traveling position and traveling speed to the ground device;
On-vehicle receiving means for receiving ground prediction information from the ground device (for example, on-vehicle reception control unit 160 in FIG. 5);
The first verification speed candidate included in the received ground prediction information (and the driving curve of the train stored in the on-board device corresponding to the travel position acquired at a given control timing) A second verification speed candidate (based on the verification speed determination means for determining the verification speed (for example, the verification speed determination unit 130 in FIG. 5);
Speed control means (for example, speed control unit 140 in FIG. 5) that performs speed control of the train by comparing the acquired traveling speed and the determined verification speed at the control timing;
With
The ground device is
Ground receiving means (for example, the ground reception control unit 340 in FIG. 6) for receiving the travel information from the on-board device;
Based on the received travel information, position prediction means (for example, the position prediction unit 310 in FIG. 6) that calculates the predicted position of the train at the control timing;
A selection means (for example, a verification speed candidate calculation unit 320 in FIG. 6) that selects, as the first verification speed candidate, a speed corresponding to the predicted position in the operation curve of the train stored in the ground device;
Ground transmission means (for example, the ground transmission control unit 330 in FIG. 6) for transmitting the ground prediction information including the selected first verification speed candidate to the on-board device;
With
It is a train control system.

As another invention,
A train control method for controlling the speed of the train by communicating with the on-board device and the ground device mounted on the train to calculate the travel position and travel speed of the train as needed,
An on-vehicle transmission step (for example, step A5 in FIG. 7) in which the on-vehicle device transmits traveling information including a traveling position and a traveling speed of the train to the ground device;
A ground receiving step (for example, step B1 in FIG. 8) in which the ground device receives the travel information;
A position prediction step (for example, step B13 in FIG. 8) in which the ground device calculates a predicted position of the train at a given control timing based on the received travel information;
A selection step (for example, step B19 in FIG. 8) in which the ground device selects a speed corresponding to the predicted position in the operation curve of the train stored in the ground device as a first verification speed candidate;
The ground device transmits the ground prediction information including the selected first verification speed candidate to the on-vehicle device (for example, step B21 in FIG. 8);
On-vehicle reception step (for example, step A7 in FIG. 7) in which the on-vehicle device receives the ground prediction information;
The on-board apparatus corresponds to the first verification speed candidate included in the received ground prediction information and the train running curve stored in the on-board apparatus corresponding to the travel position of the train at the control timing. A verification speed determination step (for example, steps A13 and A19 in FIG. 7) for determining a verification speed based on the second verification speed candidate in
A speed control step (for example, steps A23 to A31 in FIG. 7) in which the on-board device compares the traveling speed of the train at the control timing with the determined verification speed to control the speed of the train; ,
A train control method including the above may be configured.

  According to the first aspect of the invention, in the train control system that controls the speed of the train by communicating between the on-board device mounted on the train and the ground device, each of the ground device and the on-board device selects the verification speed candidate. Train speed control can be realized with the function of calculating a dual system. That is, the on-board device transmits travel information including the travel position and travel speed of the train to the on-board device. On the other hand, in the ground device, the speed in the driving curve corresponding to the predicted position of the train at a given control timing is selected as the first verification speed candidate based on the travel information received from the on-board device. To be transmitted to the on-board device. Next, the on-board device determines the check speed based on the first check speed candidate received from the ground device and the second check speed candidate in the driving curve corresponding to the travel position at a given control timing. . Then, the train speed control is performed by comparing the travel speed acquired at the control timing with the determined check speed.

As a second invention, the train control system of the first invention,
The on-vehicle transmission means transmits the travel information at a predetermined time interval,
The control timing is later than the time when the round-trip communication time between the on-vehicle device and the ground device has elapsed since the time when the traveling information was transmitted immediately before by the on-vehicle transmitting device, and by the on-vehicle transmitting device. Next, it is determined until the travel information is transmitted,
The verification speed determination means, when the ground prediction information is not received by the on-vehicle reception means between the previous transmission time by the on-vehicle transmission means and the control timing, the second verification Determine verification speed based on speed candidates,
A train control system may be configured.

  According to the second aspect of the present invention, in the on-vehicle device, if the first verification speed candidate from the ground device is not received due to a failure of the ground device or a communication interruption between the on-vehicle device and the ground device, the vehicle The verification speed is determined using only the second verification speed candidate calculated in the upper apparatus. When the functions are made redundant between the vehicle upper side and the ground side, it is necessary to take measures when a communication trouble occurs between the vehicle and the ground. According to the second invention, it is possible to cope with this communication trouble.

Further, as a third invention, the train control system of the first or second invention,
The ground transmission means transmits the predicted position further included in the ground prediction information,
The on-vehicle device determines whether a difference between the traveling position included in the traveling information and the predicted position included in the ground prediction information received by the on-vehicle receiving unit satisfies a predetermined distance allowable condition. A distance allowable condition determining means for determining (for example, the checking speed determining unit 130 in FIG. 5; step A9 in FIG. 7) is further provided.
The verification speed determination means determines a verification speed based on the second verification speed candidate when a negative determination is made by the distance allowable condition determination means.
A train control system may be configured.

  According to the third aspect of the present invention, in the on-board device, the difference between the travel position transmitted in the travel information and the predicted position included in the received ground prediction information does not satisfy the predetermined distance allowable condition. In this case, the verification speed is determined based on the second verification speed candidate. That is, when it is considered that the reliability of the predicted position calculated by the ground device is low, the second verification speed candidate calculated by the on-board device is used without using the first verification speed candidate calculated by the ground device. Use only to determine the verification speed.

As a fourth invention, the train control system according to any one of the first to third inventions,
The position predicting means calculates the predicted position on the assumption that the train has maintained a traveling state using past traveling information received by the ground receiving means.
A train control system may be configured.

  According to the fourth aspect of the invention, the ground device uses the past travel information received from the on-board device to calculate a predicted position assuming that the train has maintained the travel state.

Moreover, as a fifth invention, the train control system according to any one of the first to fourth inventions,
The ground device is
Speed range setting means for setting a speed range that the train can take based on acceleration performance and braking performance determined in advance for the train and travel information received by the ground receiving means last time (for example, FIG. 6). Position prediction unit 310; step B5) in FIG.
A traveling speed correction unit that determines whether or not the traveling speed included in the traveling information newly received by the ground receiving unit is within the speed range, and corrects the traveling speed within the speed range when the traveling speed is out of the speed range. (For example, position prediction unit 310 in FIG. 6; step B9 in FIG. 8);
Further comprising
The position predicting means calculates the predicted position based on travel information corrected by the travel speed correcting means;
A train control system may be configured.

  According to the fifth aspect of the invention, the ground device sets a speed range that the train can take based on the acceleration performance and brake performance that are predetermined for the train and the travel information received last time, and is newly received. When the travel speed included in the travel information is outside the speed range, the travel speed is corrected within the speed range, and the predicted position is calculated based on the corrected travel information.

Moreover, as a sixth invention, the train control system according to any one of the first to fifth inventions,
The on-board device is
Idling / sliding judging means for judging occurrence of idling or gliding,
A transmission inhibiting means for inhibiting transmission of the traveling information by the on-vehicle transmitting means when an affirmative determination is made by the idle running determination means;
Further comprising
A train control system may be configured.

  According to the sixth aspect of the present invention, when the idling or the sliding occurs in the on-vehicle device, the transmission of the traveling information is suppressed. This is because when the idling or sliding occurs, it can be considered that the reliability of the traveling position and the traveling speed acquired in the on-vehicle device is low.

The block diagram of a train control system. Explanatory drawing of the communication procedure between an on-vehicle apparatus and a ground apparatus. Explanatory drawing of calculation of the verification speed candidate using a driving curve. Explanatory drawing of a speed range. The block diagram of an on-vehicle apparatus. The block diagram of a ground apparatus. The flowchart of on-vehicle control processing. The flowchart of a ground control process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[System configuration]
FIG. 1 is a configuration diagram of a train control system 1 of the present embodiment. The train control system 1 includes an on-board device 20 and a ground device 30 that are mounted on a train 10 traveling on a track R. The on-board device 20 and the ground device 30 can perform wireless communication via a predetermined wireless communication line.

  The wireless communication line may be configured by installing a plurality of wireless base stations 40 such that the communication area continuously includes the track R as indicated by a broken line in FIG. A loop antenna or a leaky coaxial cable (LCX) may be laid.

  The on-board device 20 transmits travel information including the train ID, travel position, travel speed, and the like of the own train to the ground device 30. The travel position and travel speed are calculated based on, for example, measured values of the number of revolutions detected by a speed generator attached to the axle. And the speed check which considered also the ground prediction information transmitted from the ground apparatus 30 is performed, and driving | running | working (speed) of the own train is controlled.

  The ground device 30 is installed, for example, at a central headquarters or the like, and performs speed control of each train by performing wireless communication with the on-board device 20. Specifically, when traveling information is received from the on-board device 20, a train verification speed candidate at a given control timing is calculated based on the traveling position and traveling speed of the train included in the traveling information, It is included in the prediction information and transmitted to the on-board device 20.

[principle]
(1) On-vehicle / ground communication procedure FIG. 2 is a diagram illustrating a communication procedure between the on-vehicle device 20 and the ground device 30. In FIG. 2, the vertical direction is time t, and the data transmission / reception timings of the on-vehicle device 20 and the ground device 30 are shown.

  The on-board device 20 transmits travel information including the travel position Ln of the own train and the travel speed Vn at the time tn to the ground device 30 at a predetermined communication cycle time Tx (where n = 0, 1, 2, ...). The ground device 30 calculates the predicted travel position Lp of the train and the first verification speed candidate Vu1 at a given control timing tp based on the travel information received from the on-vehicle device 20, and uses the ground prediction information as the ground prediction information. Including them and transmitting them to the on-board device 20.

  The control timing tp is determined as a time after a predetermined delay time Δtx has elapsed from the transmission time tn of the received travel information. The delay time Δtx is shorter than the communication cycle time Tx, the travel information transmission time Δta from the on-board device 20 to the ground device 30, the calculation time Δtb of the first verification speed candidate Vu1 in the ground device 30, and the ground device 30. Is defined as the sum of the transmission time Δtc of the ground prediction information from the vehicle to the on-board device 20 and the calculation time Δtd of the verification speed Vu in the on-board device 20 (Δtx = Δta + Δtb + Δtc + Δtd).

(2) Calculation of first verification speed candidate Vu1 Calculation of the first verification speed candidate Vu1 in the ground device 30 is performed as follows. First, the acceleration α1 is calculated from the traveling speed V1 of the train at time t1 received this time and the traveling speed V0 at time t0 received last time.
α1 = (V1−V0) / Tx (1)

Next, the predicted speed Vp of the train at time tp when traveling at the acceleration α1 is calculated.
Vp = V1 + α1 · Δtx (2)

Subsequently, the predicted position Lp of the train at time tp is calculated based on the predicted speed Vp.
If α1 ≠ 0:
Lp = L1 + (V1 ² −V0 ² ) / (7.2 × α1) (3a)
When α1 = 0: Lp = L1 + V1 × Δtx (3b)

  Then, as shown in FIG. 3, in the train operation curve (run curve), the speed V corresponding to the predicted position Lp is calculated, and this is set as the first verification speed candidate Vu1. The ground prediction information including the predicted position Lp and the first verification speed Vu1 calculated in this way is transmitted to the on-board device 20.

(3) Speed control in on-board device Speed control in on-board device 20 is performed as follows. First, in the operation curve of the own train, the speed V corresponding to the current travel position Ln is calculated and set as the second verification speed candidate Vu2. Next, the smaller one of the second verification speed candidate Vu2 and the first verification speed candidate Vu1 received from the ground device 30 is set as the verification speed Vu.

  Then, the current travel speed Vn is compared with the verification speed Vu, and speed control is performed according to the comparison result. For example, if the traveling speed Vn exceeds the verification speed Vu (Vn> Vu), the speed is exceeded, so brake control is performed to decelerate the train. Further, if the traveling speed Vn is lower than the verification speed Vu (Vn <Vu), the speed is insufficient, so that an acceleration instruction such as turning on an acceleration indicator lamp provided on the cab is notified to accelerate the train. If the traveling speed Vn matches the verification speed Vu (Vn = Vu), the speed is ideal and no special control is performed. Note that these speed controls are merely examples. For example, if the speed is insufficient, the acceleration control may be automatically performed. If the traveling speed Vn and the verification speed Vu match, the current speed is maintained. It is good also as lighting the indicator light to the effect. The coincidence determination between the traveling speed Vn and the verification speed Vu may be determined as coincidence when it can be regarded as substantially coincident with a certain allowable range.

(4) Determination of idling The on-board device 20 detects the traveling position and traveling speed of the train based on the measurement value of the speed generator attached to the axle, and the speed generator detects the rotation of the axle. Therefore, if wheel sliding or idling (hereinafter collectively referred to as “idling”), the traveling position and traveling speed of the train cannot be accurately detected. In order to cope with such a situation, the configuration is as follows.

(4-1) On-vehicle device 20
In a train, it is assumed that a speed generator and an idling detector are attached to each of a plurality of axles, and the occurrence of idling is detected for each axle. When configured in this manner, the on-board device 20 uses only the measured value of the speed generator of the axle in which the occurrence of idling is not detected among the axles to which the speed generator is attached. The travel position and travel speed are calculated. When the occurrence of idling is detected for all the axles to which the speed generator is attached, the travel position and travel speed are not transmitted to the ground device 30.

(4-2) Ground device 30
The ground device 30 determines the occurrence of the idling of the train based on the traveling speed V received from the on-vehicle device 20. First, the traveling mode of the train is determined based on the acceleration α. That is, if the acceleration α is a positive value (α> 0), it is determined as an acceleration operation, if the acceleration α is a negative value (α <0), it is determined as a deceleration operation, and if the acceleration α is 0 (α = 0). Judged as row driving

  Next, as shown in FIG. 4, the speed range that the train can take is set according to the travel mode. That is, a speed curve (acceleration curve) when the vehicle travels at the maximum acceleration αmax determined as the train performance is calculated from the travel speed V0 at the previous time t0, and this acceleration curve is set as the upper limit speed. Further, a speed curve (deceleration curve) when the vehicle decelerates at the maximum deceleration βmax determined as the train performance is calculated from the previous traveling speed V0 at time t0, and this deceleration curve is set as the lower limit speed. A range defined by these upper limit speed and lower limit speed is set as a speed range.

  Then, when the traveling speed V1 at time t1 is out of this speed range, the occurrence of idling is determined. In the case of idling, it corresponds to the case where the upper limit speed is exceeded because it is an acceleration operation, and in the case of sliding, it corresponds to the case where the lower limit speed is exceeded (below) because it is a deceleration operation. When the occurrence of idling is determined, the traveling speed V1 at time t1 is corrected to a speed within the speed range, and the above-described predicted position Lp is calculated. For example, when the speed V1 exceeds the upper limit speed of the speed range, the speed V1 is corrected to the upper limit speed, and when the speed V1 falls below the lower limit speed of the speed range, the speed V1 is corrected to the lower limit speed.

(5) Communication interruption between the ground and the vehicle Since it is necessary to perform communication between the ground device 30 and the vehicle device 20, there is a possibility that a communication trouble (for example, temporary communication interruption or communication delay) may occur. is there. In order to cope with such a situation, the configuration is as follows.

(5-1) On-vehicle device 20
When the communication between the ground and the vehicle is normally performed, the on-vehicle device 20 receives the ground prediction information at a time interval substantially equal to the communication cycle time Tx. For this reason, when the ground prediction information cannot be received from the ground device 30 even after the predetermined standby time tw2 has elapsed from the transmission of the travel information, it is determined that a communication trouble has occurred.

  The standby time tw2 is longer than the time Δtf (= Δta + Δtb + Δtc) required from the transmission of the travel information to the reception of the ground prediction information in consideration of the calculation time Δtd in the on-board device 20, and the calculation time Δtd is subtracted from the communication cycle time Tx. It is defined as a time shorter than the time (Δtf <tw2 <Tx−Δtd).

  When it is determined that a communication trouble has occurred, the speed (second verification speed candidate Vu2) corresponding to the current position Ln is determined as the verification speed Vu in the operation curve of the own train, and the verification speed Vu and the traveling speed are determined. Comparison with the speed Vn is performed.

(5-2) Ground device 30
When communication between the ground and the vehicle is normally performed, the ground device 30 receives the travel information from the vehicle device 20 at intervals of the communication cycle time Tx. For this reason, if the next running information is not received from the on-board device 20 even after a predetermined waiting time tw1 has elapsed since the previous driving information was received, it is determined that a communication trouble has occurred.

  The waiting time tw1 is longer than the communication cycle time Tx and is obtained by subtracting the delay time Δtx from the time twice the Tx in consideration of the communication times Δta and Δtc and the calculation times Δtb and Δtd of the ground device 30 and the on-board device 20. It is defined as a shorter time (Tx <tw1 <2 × Tx−Δtx).

  When it is determined that a communication trouble has occurred, the first verification speed candidate Vu1 is calculated based on the last received travel information. That is, based on the travel position L0 and travel speed V0 at time t0 included in the last received travel information, the predicted position Lp at the control timing tp is calculated on the assumption that the previous acceleration α0 is continued, A first verification speed candidate Vu1 is calculated.

[Function configuration]
(A) On-Board Device FIG. 5 is a configuration diagram of the on-board device 20. As shown in FIG. 5, the on-board device 20 is a kind of computer configured to include an on-board processing unit 100 and an on-board storage unit 200.

  The on-board processing unit 100 is realized by, for example, a calculation device such as a CPU, and is based on programs and data stored in the on-board storage unit 200, data received via the wireless mobile station 11 mounted on the train, and the like. The overall control of the on-board device 20 is performed. The on-board processing unit 100 includes an idling / sliding determination unit 110, a position / speed calculation unit 120, a verification speed determination unit 130, a speed control unit 140, an on-board transmission control unit 150, and an on-vehicle reception control unit 160. And an on-board timing unit 170, and performs on-board control processing (see FIG. 7) according to the on-board control program 210.

  The idling determination unit 110 determines the occurrence of idling of the own train. Specifically, the occurrence of idling of each axis to which the speed generator 16 is attached is determined. A known method can be adopted as a method for detecting idling. For example, it is possible to determine the axis on which idling occurred based on the deviation of the measured value of each axis, or to compare the measured value of each axis with the speed information of the T car and the speed information of the cab so that Determine the occurrence of gliding. The idling determination unit 110 also determines the occurrence of so-called all-axis idling in which the occurrence of idling is detected for all axles.

  The position speed calculation unit 120 calculates the current travel position (travel distance expressed in kilometers) and travel speed of the own train based on the measured value of the rotational speed of the speed generator 16 attached to the axle. . At this time, the shaft for which the occurrence of idling is detected by the idling determination unit 110 is excluded, and the measured value of the speed generator 16 attached to the axle for which the occurrence of idling is not detected is the traveling position and the traveling speed. It is used as a calculation standard. Further, the position speed calculation unit 120 identifies the ground element that has passed from the ground element ID acquired by wireless communication with the ground element 50 via the power receiver 17 when passing in the vicinity of the ground element 50, and the traveling position L Correct.

  The travel position and travel speed calculated by the position speed calculation unit 120 are stored and stored as position speed data 230 in association with the calculation time.

  The verification speed determination unit 130 determines the verification speed Vu. Specifically, when the ground prediction information is received by the on-vehicle reception control unit 160, the speed V corresponding to the current traveling position in the driving curve of the own train. Is determined as a second verification speed candidate Vu2. The operation curve of the own train is stored as operation curve data 220. Then, the lower one of the second verification speed candidate Vu2 and the first verification speed candidate Vu1 included in the received ground prediction information is set as the verification speed Vu.

  At this time, if the ground prediction information is not received even after a predetermined waiting time tw2 has elapsed from the transmission of the travel information by the on-board transmission control unit 150, the second verification speed Vu2 is determined as the verification speed Vu.

  The speed control unit 140 compares the verification speed Vu determined by the verification speed determination unit 130 with the current traveling speed Vn, and performs speed control according to the comparison result. That is, if the traveling speed Vn exceeds the verification speed Vu, the speed is excessive, so that a deceleration command is output to the brake mechanism 13 to perform braking control for decelerating the own train, and the display device 12 indicates that the speed is excessive. To display. At this time, the speed difference (= Vn−Vu) between the traveling speed Vn and the verification speed Vu may be used as the deceleration command.

  Further, if the traveling speed Vn is lower than the verification speed Vu, the display device 12 displays that the speed is insufficient because the speed is insufficient. At this time, the speed difference (= Vu−Vn) between the traveling speed Vn and the verification speed Vu may be output as an acceleration command to the brake mechanism 13 to accelerate the own train. Further, if the traveling speed Vn matches the verification speed Vu, it is an appropriate speed, so that the speed maintenance is displayed on the display device 12.

  The on-board transmission control unit 150 generates traveling information including the traveling position L and traveling speed V of the own train calculated by the position / speed calculating unit 120 and the train ID of the own train at intervals of a predetermined communication cycle time Tx. And transmitted to the ground device 30 via the wireless mobile station 11. In addition, when the occurrence of idling is determined by the idling determination unit 110, traveling information is not transmitted (suppressed).

  The on-vehicle reception control unit 160 receives the ground prediction information transmitted from the ground device 30 via the wireless mobile station 11.

  The on-board timekeeping unit 170 measures the current time, the elapsed time from the designated timing, and the like, and outputs the measured time and elapsed time to the on-board processing unit 100.

  The on-board storage unit 200 is realized by a storage device such as a ROM, a RAM, and a hard disk. The on-board processing unit 100 stores programs, data, and the like for the on-board device 20 to be integratedly controlled. It is used as a work area of the upper processing unit 100, and temporarily stores calculation results executed by the on-board processing unit 100, data received via the radio base station 40, and the like. In the present embodiment, an on-vehicle control program 210, driving curve data 220, and position / speed data 230 are stored.

  FIG. 6 is a configuration diagram of the ground device 30. According to FIG. 6, the ground device 30 is a kind of computer configured to include a ground processing unit 300 and a ground storage unit 400.

  The ground processing unit 300 is realized by an arithmetic device such as a CPU, and performs overall control of the ground device 30 based on programs and data stored in the ground storage unit 400, data received via the radio base station 40, and the like. The ground processing unit 300 includes a position prediction unit 310, a verification speed candidate calculation unit 320, a ground transmission control unit 330, a ground reception control unit 340, and a ground timing unit 350. The ground control processing (see FIG. 8) is performed.

  The position prediction unit 310 calculates a predicted position Lp at a given control timing tp of the corresponding train based on the travel information received by the ground reception control unit 340. The corresponding train is identified from the train ID included in the travel information. The predicted timing tp is the time after a predetermined delay time Δtx has elapsed from the transmission time tn of the travel information.

  Specifically, an acceleration α1 is calculated from the current travel speed V1 and the previous travel speed V0 (formula (1)), and a predicted speed Vp at time tp is calculated based on the acceleration α1 (formula (2) )), A predicted position Lp at time tp is calculated based on the predicted speed Vp (formula (3)).

  At this time, a speed range is set based on the previous travel speed V0 (see FIG. 4). When the current travel speed V1 is outside this speed range, the travel speed V1 is corrected so as to be within the speed range, and the predicted position Lp is calculated using the corrected travel speed V1.

  In addition, when the travel information is not received even after a predetermined standby time tw1 has elapsed since the previous travel information was received for the train, the predicted position Lp at the control timing tp is determined based on the travel information received last. calculate. The control timing tp is a time after (m × Tx + Δtx) has elapsed since the last received travel information transmission time tn, where m is the number of times travel information is not continuously received.

  The verification speed candidate calculation unit 320 calculates a first verification speed candidate Vu1. That is, the speed corresponding to the predicted position Lp calculated by the position prediction unit 310 is calculated in the operation curve of the corresponding train, and this is set as the first verification speed candidate Vu1.

  The ground transmission control unit 330 generates ground prediction information including the predicted position Lp calculated by the position prediction unit 310 and the first verification speed candidate Vu1 calculated by the verification speed candidate calculation unit 320, and the radio base station 40 Is transmitted to the corresponding on-vehicle device 20 via.

  The ground reception control unit 340 receives the travel information transmitted from the onboard device 20 of each train via the radio base station 40.

  The ground timing unit 350 counts the current time, the elapsed time from the specified timing, and outputs the time and elapsed time to the ground processing unit 300.

  The ground storage unit 400 is realized by a storage device such as a ROM, a RAM, and a hard disk. The ground processing unit 300 stores programs, data, and the like for the ground processing unit 300 to control the ground device 30 in an integrated manner. The calculation result executed by the ground processing unit 300, the data received via the radio base station 40, and the like are temporarily stored. In this embodiment, the ground control program 410 and the train DB 420 are stored.

  The train DB 420 stores, for each train, the train ID, the over-deceleration performance data including the maximum acceleration αmax and the maximum deceleration βmax, the operation curve data, and the position speed data in which the received travel position L and the travel speed are accumulated. doing.

[Process flow]
(A) On-board control FIG. 7 is a flowchart for explaining on-board control processing executed in the on-board device 20. As shown in FIG. 7, when a predetermined communication cycle time Tx has elapsed since the previous transmission of travel information (step A1: YES), the idling determination unit 110 determines whether idling has occurred. If idling does not occur (step A3: NO), the on-board transmission control unit 150 transmits travel information including the current travel position L1 and travel speed V1 of the own train to the ground device 30 (step A5). ).

  Thereafter, if the ground prediction information from the ground device 30 is received (step A7: YES), the predicted travel distance that is the difference between the predicted position Lp included in the received ground prediction information and the transmitted travel position L1. ΔL (= Lp−L1) is calculated, and it is determined whether or not the predicted travel distance ΔL is equal to or less than a predetermined idle travel distance. As a result, if the predicted travel distance ΔL is equal to or less than the free travel distance (step A9: YES), the verification speed determination unit 130 calculates the speed V corresponding to the current travel position Ln from the operation curve of the own train, and 2 as the verification speed candidate Vu2 (step A11).

  Next, the smaller one of the second verification speed candidate Vu2 and the first verification speed candidate Vu1 included in the received ground prediction information is determined as the verification speed Vu (step A13). Then, the speed control unit 140 compares the determined verification speed Vu with the current travel speed Vn (step A15), and performs speed control according to the comparison result. That is, if the traveling speed Vn exceeds the verification speed Vu (step A23: YES), deceleration control is performed such that a deceleration command is output to the brake mechanism 13 or the display device 12 (step A25). If the traveling speed Vn is lower than the verification speed Vu (step A23: NO to A27: YES), acceleration control is performed such that the display device 12 outputs a display prompting acceleration (step A29). If the traveling speed Vn matches the verification speed Vu (step A23: NO to A27: NO), speed maintenance control is performed such that the display device 12 outputs a display prompting the maintenance of the traveling speed (step A31).

  On the other hand, when the ground prediction information is not received from the ground device (step A7: NO) and the elapsed time from the transmission of the travel information reaches a predetermined standby time tw2 (step A17: YES), or the predicted travel distance ΔL Exceeds the idle travel distance (step A9: NO), the verification speed determination unit 130 acquires the speed V corresponding to the current travel position Ln from the operation curve of the own train, and uses this as the verification speed Vu ( Step A19) is compared with the current travel speed Vn (step A15). Then, speed control according to the comparison result is performed (steps A23 to A31). If the above process is performed, it will return to step A1 and will repeat the same process.

(B) Ground Control FIG. 8 is a flowchart for explaining ground control processing executed in the ground device 30. According to FIG. 8, when the travel information is received from the on-board device 20 (step B1: YES), the position prediction unit 310 calculates the first verification speed candidate Vu1 based on the received travel information.

  That is, the acceleration α1 is calculated from the travel speed V1 received this time and the travel speed V0 received last time (step B3). Next, the travel mode is determined based on the calculated acceleration α1, and a speed range corresponding to the determined travel mode is set (step B5). Subsequently, it is determined whether or not the traveling speed V1 is within this speed range. If the traveling speed V1 is outside the speed range (step B7: NO), the traveling speed V1 is corrected to a value within the speed range (step B9). Then, a predicted speed Vp at the control timing tp is calculated based on the traveling speed V1 and the acceleration α1 (step B11), and a predicted position Lp at the control timing tp is calculated based on the predicted speed Vp (step B11). B13).

  Subsequently, the verification speed candidate calculation unit 320 calculates a speed corresponding to the predicted position Lp from the operation curve of the corresponding train, and determines this as the first verification speed candidate Vu1 (step B19). Thereafter, the ground transmission control unit 330 transmits ground prediction information including the predicted position Lp and the first verification speed candidate Vu1 to the on-board device 20 (step B21).

  If the predetermined standby time tw1 has elapsed (step B15: YES) without traveling information being received from the on-board device 20 (step B1: NO), the position predicting unit 310 determines the previous traveling speed V0 and acceleration. Based on α0, the predicted speed Vp and the predicted position Lp are calculated (step B17). Then, the process proceeds to step B19. After the process of step B21, the process returns to step B1 and the same process is repeated.

[Function and effect]
Thus, in the train control system 1 of the present embodiment, the on-board device 20 transmits travel information including the travel position and travel speed of the own train to the on-board device 20, and the on-board device 20 is the on-board device. Based on the travel information received from 20, the first verification speed candidate Vu1 is calculated with reference to the operation curve of the corresponding train, and ground prediction information including this is transmitted to the on-board device 20.

  The on-board device 20 calculates a second verification speed candidate corresponding to the traveling position Ln of the own train at a given control timing tp with reference to the operation curve of the own train, and calculates the calculated second verification. The verification speed candidate is determined using the speed candidate and the first verification speed candidate received from the ground device 30, and the speed verification using the determined verification speed is performed.

  Thereby, the speed control which comprised the double system of the function of calculating a verification speed candidate in each of the on-board apparatus 20 and the ground apparatus 30 is realizable. In addition, when a communication trouble occurs between the ground device 30 and the on-board device 20, the speed check using only the check speed candidates calculated by the on-board device 20 can be performed.

  In addition, since a predetermined operation curve (run curve) itself is used for train control (running control), control including forward protection is realized, and conventionally, an ATS device used for forward protection and An ATC device or the like becomes unnecessary. Furthermore, by using the driving curve (run curve), it is possible to easily determine the passage / stop of the station, so that it is possible to prevent erroneous passage of the station, and it is possible to provide a driving environment that allows the crew to focus on the front.

  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 Train 20 Car on-board apparatus 100 Car on-board process part 110 Sliding and sliding determination part, 120 Position speed calculation part 130 Check speed determination part, 140 Speed control part 150 Car on-board transmission control part, 160 Car on-board reception control part 170 Timekeeping unit 200 On-vehicle storage unit 210 On-vehicle control program 220 Driving curve data, 230 Position speed data 30 Ground device 300 Ground processing unit 310 Position prediction unit, 320 Check speed candidate calculation unit 330 Ground transmission control unit, 340 Ground reception control Part, 350 timing part 400 ground storage part 410 ground control program, 420 train DB
40 radio base station 50 ground unit

Claims (7)

A train control system that controls the speed of the train by communicating with an on-board device and a ground device mounted on a train,
The on-board device is
Position acquisition means for acquiring the traveling position of the train;
Speed acquisition means for acquiring the traveling speed of the train;
On-vehicle transmission means for transmitting travel information including the acquired travel position and travel speed to the ground device;
On-vehicle receiving means for receiving ground prediction information from the ground device;
The first verification speed candidate included in the received ground prediction information and the first driving speed curve in the train stored in the on-board device corresponding to the acquired travel position at a given control timing. A verification speed determining means for determining a verification speed based on the two verification speed candidates;
Speed control means for controlling the speed of the train by comparing the acquired traveling speed and the determined verification speed at the control timing;
With
The ground device is
Ground receiving means for receiving the travel information from the on-board device;
Based on the received travel information, position prediction means for calculating the predicted position of the train at the control timing;
Selecting means for selecting a speed corresponding to the predicted position in the operation curve of the train stored in the ground device as the first verification speed candidate;
Ground transmission means for transmitting the ground prediction information including the selected first verification speed candidate to the on-board device;
With
Train control system. The on-vehicle transmission means transmits the travel information at a predetermined time interval,
The control timing is later than the time when the round-trip communication time between the on-vehicle device and the ground device has elapsed since the time when the traveling information was transmitted immediately before by the on-vehicle transmitting device, and by the on-vehicle transmitting device. Next, it is determined until the travel information is transmitted,
The verification speed determination means, when the ground prediction information is not received by the on-vehicle reception means between the previous transmission time by the on-vehicle transmission means and the control timing, the second verification Determine verification speed based on speed candidates,
The train control system according to claim 1. The ground transmission means transmits the predicted position further included in the ground prediction information,
The on-vehicle device determines whether a difference between the traveling position included in the traveling information and the predicted position included in the ground prediction information received by the on-vehicle receiving unit satisfies a predetermined distance allowable condition. It further comprises a distance tolerance condition determining means for determining
The verification speed determination means determines a verification speed based on the second verification speed candidate when a negative determination is made by the distance allowable condition determination means.
The train control system according to claim 1 or 2. The position predicting means calculates the predicted position on the assumption that the train has maintained a traveling state using past traveling information received by the ground receiving means.
The train control system according to any one of claims 1 to 3. The ground device is
Speed range setting means for setting a speed range that can be taken by the train, based on acceleration performance and braking performance predetermined for the train, and travel information received last time by the ground receiving means,
A traveling speed correction unit that determines whether or not the traveling speed included in the traveling information newly received by the ground receiving unit is within the speed range, and corrects the traveling speed within the speed range when the traveling speed is out of the speed range. When,
Further comprising
The position predicting means calculates the predicted position based on travel information corrected by the travel speed correcting means;
The train control system according to any one of claims 1 to 4. The on-board device is
Idling / sliding judging means for judging occurrence of idling or gliding,
A transmission inhibiting means for inhibiting transmission of the traveling information by the on-vehicle transmitting means when an affirmative determination is made by the idle running determination means;
Further comprising
The train control system according to any one of claims 1 to 5. A train control method for controlling the speed of the train by communicating with the on-board device and the ground device mounted on the train to calculate the travel position and travel speed of the train as needed,
On-vehicle transmission step in which the on-vehicle device transmits traveling information including a traveling position and a traveling speed of the train to the ground device;
A ground receiving step in which the ground device receives the travel information;
A position prediction step in which the ground device calculates a predicted position of the train at a given control timing based on the received travel information;
A selection step in which the ground device selects a speed corresponding to the predicted position in the operation curve of the train stored in the ground device as a first verification speed candidate;
A ground transmission step in which the ground device transmits ground prediction information including the selected first verification speed candidate to the on-vehicle device;
The on-vehicle receiving step in which the on-vehicle device receives the ground prediction information;
The on-board apparatus corresponds to the first verification speed candidate included in the received ground prediction information and the train running curve stored in the on-board apparatus corresponding to the travel position of the train at the control timing. A verification speed determination step for determining a verification speed based on the second verification speed candidate in the medium;
The on-board device compares the traveling speed of the train at the control timing with the determined verification speed, and performs a speed control step for controlling the speed of the train,
Including train control method.

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