JP2011166361A - Train control system, on-vehicle system, and ground system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train control system for smoothly and reliably performing handover between a ground system and an on-vehicle system and performing continuous wireless communication. <P>SOLUTION: The train control system includes the ground system and the on-vehicle system. The ground system includes: a plurality of base devices 12 connected by an inter-base network 1; a ground information controller 13 connected to an along-a-route network 2 to which the respective base devices 12 are connected; and a plurality of wireless base stations 14 which is connected to the ground information controller 13 and arranged to perform wireless communication in order by a plurality of kinds of frequencies to which a plurality of on-vehicle wireless stations 23 mounted on a train corresponds. The on-vehicle system includes: an on-vehicle controller 21 controlling the train; an on-vehicle information controller 22 connected to the on-vehicle controller 21 via an in-vehicle network 20; and a plurality of on-vehicle wireless stations 23 which is connected to the on-vehicle information controller 22 and corresponds to a plurality of frequencies used by the wireless base stations 14. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is, for example, a system for controlling a train on a railway, and a train in which a ground system composed of devices installed on the ground side and an on-vehicle system composed of devices mounted on the train exchange information wirelessly. It relates to the control system.

  Conventionally, in a train control system used for train control in a railroad or the like, a system has been proposed in which an on-board control device mounted on a train traveling on a route and a base device installed on the ground perform information communication. A conventional train control system performs wireless information communication between an on-board control device mounted on a train and a base device installed on the ground. In order to realize such wireless communication, an on-board wireless station is provided on the train side (the vehicle upper side), and a wireless base station is provided on the ground side. In the system on the ground side, each wireless base station and each base device are connected by a railway communication network. In each base device, an area to be controlled is set for the route on which the train travels. In other words, in the system on the ground side, an area controlled by a plurality of base devices is shared. In addition, the base devices are connected to each other via a base network. The inter-base network is also connected to a command center device for giving a general command.

  However, in the train control system in which the traveling control of the train is performed while transmitting and receiving information by wireless transmission as described above, the on-board radio station mounted on the train moves as described above. The on-board radio station appropriately selects a radio base station capable of communication from a plurality of radio base stations provided on the ground side, and sequentially switches the radio base station to be a communication partner so that the communication quality is maintained. It is necessary to run. In this way, the process of sequentially switching the radio base station on the ground side, which is the communication partner of the on-board radio station, with the progress of the train is called handover, and a mobile object such as a train and the ground side communicate wirelessly. This is an indispensable technology for systems that exchange information.

As a conventional handover, a method of determining a handover timing and a handover destination radio base station based on the strength of radio field strength is generally used. For example, in Japanese Patent No. 3451543, a handover point is determined in advance, and when the train approaches the handover point, the radio channel of the downstream radio base station is reserved on the ground side so that the handover can be performed. Proposals have been made.
Such handover processing for switching a radio base station that is a communication partner of an on-board radio station includes “switching to a radio base station under the same base device” and “wireless base stations under a different base device” Switching to a station ". In particular, in the latter case, the radio base station after the handover belongs to a base device different from the radio base station so far. For this reason, the latter control is handled differently from the former case, and smooth handover is difficult.

Japanese Patent No. 3451543

  An object of one aspect of the present invention is to provide a train control system, a ground system, and an on-vehicle system capable of smoothly and reliably performing continuous wireless communication between the ground side and the vehicle upper side.

  An on-board system according to an aspect of the present invention includes an on-board control unit that controls the train, and an on-board information control unit that is connected to the on-board control unit via an in-vehicle network. And a plurality of on-vehicle wireless communication means connected to the on-board information control means and corresponding to wireless communication using a plurality of types of frequencies respectively used by a plurality of wireless base stations installed on the ground.

  A ground system as one embodiment of the present invention is for communicating with a train traveling on a route, and a plurality of base means connected to the first network and one base means are connected to each. The ground information control means connected to the second network, and the ground information control means connected to the ground information control means, all the routes on which the train travels are within communication range, and a plurality of vehicles mounted on the train And a plurality of terrestrial wireless communication means installed so that wireless communication at a plurality of types of frequencies corresponding to the wireless communication means is performed in order.

  A train control system according to an aspect of the present invention includes a ground system for communicating with a train traveling on a route and an on-board system mounted on the train. The on-board system includes the train On-vehicle control means for controlling the vehicle, on-vehicle information control means connected to the on-vehicle control means via an in-vehicle network, and a plurality of on-vehicle information control means, each connected to the on-vehicle information control means A plurality of on-vehicle wireless communication means corresponding to wireless communication using a plurality of types of frequencies used by the wireless base station, and the ground system includes a plurality of base means connected to the first network, The ground information control means connected to the second network to which the two base means are connected, and the ground information control means are connected to the ground information control means, and all the routes on which the train travels are in communication range, One has a plurality of terrestrial wireless communication means in which a plurality of radio communication in a plurality of types of frequencies are installed to occur in the order in which a plurality of on-train radio communication unit to be mounted on the train corresponds.

  According to one aspect of the present invention, it is possible to provide a train control system, a ground system, and an on-vehicle system that can smoothly and reliably perform continuous wireless communication between the ground side and the vehicle upper side.

FIG. 1 is a diagram schematically illustrating a configuration example of a ground-side system in a train control system. FIG. 2 is a diagram for explaining wireless communication control between the ground side system and the vehicle upper side system. FIG. 3 shows a state where a train is present in a transmission area of one wireless LAN. FIG. 4 shows a state where the train is present across two wireless LAN transmission areas belonging to the same railway network. FIG. 5 shows a state where the train leaves the transmission area of one wireless LAN and exists only in the transmission area of the other wireless LAN. FIG. 6 shows a state where a train is present across two wireless LAN transmission areas belonging to different railway networks. FIG. 7 shows a state where a train is present in the transmission area of one wireless LAN.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The train control system according to the present embodiment is a system that controls the traveling of a train by transmitting and receiving information between a ground-side system (ground system) installed on the ground and a vehicle-side system (vehicle system) mounted on the train. It is. In the train control system according to the present embodiment, the ground side system and the vehicle upper side system perform information communication by wireless communication.

  The ground side system is composed of various devices installed on the ground. The ground side system is a system capable of communicating with a train traveling on a route to be controlled. The ground system manages the operation of each train based on the operation schedule and the operation status of each train. The vehicle upper system is composed of various devices mounted on the train. The vehicle upper system controls the train based on information given from the ground system. The vehicle upper system also has a function of providing information on the speed or position of the train to the ground system while traveling.

FIG. 1 is a diagram schematically illustrating a configuration example of a ground-side system in a train control system.
The ground side system shown in FIG. 1 includes an inter-base network 1 and a plurality of railway networks 2 (2A, 2B,...). The inter-base network 1 connects the command center apparatus 11 and a plurality of base apparatuses 12 (12A, 12B,...). Each railway network 2A (2B,...) Connects each base device 12A (12B,...) And a plurality of ground information control devices 13A1, 13A2,. Each ground information control device 13 (13A1, 13A2,..., 13B1,...) Is connected with a radio base station 14 (14A11,..., 14A12,..., 14B11,...).

  A jurisdiction area is assigned to each site apparatus 12 installed in each railway network 2. That is, the entire area that requires communication with the train to be controlled is divided into the jurisdiction areas of the base apparatuses 12. Each railway network 2 is a network for performing wireless communication with the vehicle upper system of each train in the jurisdiction area assigned to the base device 12. In each track network 2, the ground information control device 13 is connected to a plurality of radio base stations 14 installed so as to be able to perform radio communication with the vehicle upper system mounted on the train in the jurisdiction area. Each wireless base station 14 performs wireless communication with an on-board system in a jurisdiction area in the railway network 2 under the control of the ground information control device 13.

Next, train control by the train control system shown in FIG. 1 will be schematically described.
First, the command center apparatus 11 performs schedule management that is the basis of the operation schedule of each train on the route. Moreover, the command center apparatus 11 collects on-line information (information on where each train exists) of each train transmitted from each base apparatus via the inter-base network. The command center apparatus 11 transmits a route setting request to each base apparatus as necessary based on the operation schedule of each train, the on-line information of each train, and the like. The route setting request is a request for preparation for allowing the train to travel safely on the planned travel route.

  The base station device 12 that has received the route setting request sets the route that is the basis of the route setting request while grasping the position of each train existing in the jurisdiction area. For example, the base unit 12 confirms whether there is another train on the planned travel route of the train, or whether there is a branch device that has not been changed to the planned travel direction of the train. Based on this confirmation result, the base unit 12 transmits a branch switch conversion command to the switch unit 15 if possible. When it is confirmed that the switch device has completed the switching of the branching device, the base device 12 locks the target switch device 15. When such route setting is performed, the base device 12 sets a stop limit position indicating to which point the train can travel. This stop limit position information is transmitted from the ground information control device to the train upper system via the radio base station. The base unit 12 also transmits information indicating various speed limits and the like to the upper system of the train via the ground information control unit and the radio base station.

  On the other hand, in the train upper system, the on-board control device and the on-board information control device are connected by an in-vehicle network. The on-board controller performs automatic train control while monitoring the train speed based on the stop limit position information received from the ground system and various speed limit information. The on-board controller performs safety brake control (for example, deceleration and stop control for rear-end collision avoidance control to the preceding train or derailment avoidance control on the branching device) as necessary. In addition, the on-board controller performs its own speed detection and position detection, and transmits the tip and tail end position information of the train to the base unit 12 via the on-board radio station and the radio base station.

  As described above, in the train control system, the ground-side system and the vehicle-side system perform data communication to control safe and smooth travel of the train. That is, in the train control system, in order to control the safe and smooth travel of the train, it is necessary that the ground side system and the vehicle upper side system perform data communication smoothly and reliably.

Hereinafter, communication control between the ground system and the vehicle upper system used in the train control system will be described.
FIG. 2 is a diagram for explaining wireless communication control between the ground side system and the vehicle upper side system. FIG. 2 shows a situation in which the train A and the train B are traveling along the train traveling direction indicated by an arrow in the drawing.

As shown in FIG. 2, in the vehicle upper side system, the onboard control device 21 (21A, 21B) and the onboard information control device 22 (22A, 22B) are used by the in-vehicle network 20 (20A, 20B) in the train (A, B). ) And are connected.
The on-board control device 21A (21B) controls the speed of the train and the safety brake based on the control information received from the on-board information control device 22A (22B) via the in-vehicle network 20A (20B). To do.

  The on-board information control device 22A (22B) controls wireless communication with the ground-side system using a plurality of on-board wireless stations 23A1, 23A2,... (23B1, 23B2,...). A plurality of on-board radio stations 23A1, 23A2,... (23B1, 23B2,...) Are connected to the on-board information control device 22A (22B). The plurality of on-board radio stations connected to the on-board information control device 22A include two types of on-board radio stations 23A1 and 23A2 that perform radio communication at two different frequencies. For example, in the configuration example shown in FIG. 2, the on-board radio station 23A1 performs radio communication at the frequency f1, and the on-board radio station 23A2 performs radio communication at the frequency f2.

As shown in FIG. 2, the ground system is similar to the configuration example shown in FIG. 1. The command center apparatus 11, the plurality of base apparatuses 12, the plurality of ground information control apparatuses 13, and the plurality of radio base stations 14. It is the system which has.
In each railway network, the base device 12 is connected to a plurality of ground information control devices 13. For example, in the configuration example shown in FIG. 2, the ground information control devices 13A1 and 13A2 are connected to the base device 12A via the route network 2A, and the ground information control devices 13B1 and 13B2 are connected to the base device 12B via the route network 2B. Connected with.

  The line network side of each ground information control device 13 is connected by a fixed IP address (fixed connection identification information). Further, the local network side of the base device 12 is also connected with a fixed IP address (fixed connection identification information). Therefore, in each trackside network 2, a plurality of ground information control devices 13 and base devices 12 are mutually specified by fixed IP addresses.

  Each terrestrial information control device 13 (13A1, 13A2, 13B1, 13B2) is connected as a slave unit of the radio base station 14 (14A1, 14A2, 14B1, 14B2). Each terrestrial information control device 13 is assigned an IP address by the radio base station 14. For example, each ground information control device 13 is assigned an IP address by DHCP.

  Each of the wireless base stations 14A1, 14A2, 14B1, and 14B2 constitutes separate wireless LANs a1, a2, b1, and b2. In each of the wireless LANs a1, a2, b1, and b2, each wireless base station functions as a wireless LAN base unit. Each of the radio base stations 14A1, 14A2, 14B1, and 14B2 has a separate SSID (access point identifier in the wireless LAN). That is, in the train control system, the inter-base network, the railway network, the in-vehicle network, and each wireless LAN constitute separate networks.

The on-board information control device 22 is connected to the on-board control device 21 by an in-vehicle network in the train. For example, in the train A, the on-board information control device 22A is connected to the on-board control device 21A via the in-vehicle network 20A, and in the train B, the on-board information control device 22B is controlled on the vehicle via the in-vehicle network 20B. It is connected to the device 21B.
The in-vehicle network 20 side of each on-board information control device 22 is connected by a fixed IP address (fixed connection identification information). Further, the in-vehicle network 20 side of each on-vehicle control device 21 is also connected by a fixed IP address (fixed connection identification information).

  In each train, the on-board information control device 22 is connected to two on-board radio stations. For example, in the train A, the onboard information control device 22A is connected to the onboard radio station 23A1 and the onboard radio station 23A2, and in the train B, the onboard information control device 22B is connected to the onboard radio station 23B1 and the onboard radio. It is connected to the station 23B2. Each of these on-board wireless stations 23 (23A1, 23A2, 23B1, 23B2) functions as a wireless LAN slave in each of the wireless LANs a1, a2, b1, and b2, and is connected to a wireless base station as a wireless LAN master.

  The on-board information control device 22 is assigned an IP address by a counterpart wireless base station (wireless LAN base unit) to which connection by wireless communication is established by the on-board wireless station 23. For example, the on-board information control device 22 is assigned an IP address by DHCP from the radio base station 14.

  Each terrestrial information control device 13 broadcast-receives the reception information from the base device 12 to the radio base station 14 side. The ground information control device 13 transfers the reception information from the radio base station 14 to the base device 12.

  Each on-board information control device 22 broadcasts the reception information from the on-board control device 21 to the on-board wireless station 23. For example, the onboard information control device 22A broadcasts the reception information from the onboard control device 21A to the onboard radio station 23A1, the onboard radio station 23A2, or both the onboard radio stations 23A1 and 23A2. The onboard information control device 22B broadcasts the reception information from the onboard control device 21B to the onboard radio station 23B1, the onboard radio station 23B2, or both the onboard radio stations 23B1 and 23B2.

  In addition, each on-board information control device 22 transfers information received from the on-board wireless station 23 to the on-board control device 21. For example, the on-board information control device 22A transfers information received from the on-board radio station 23A1, the on-board radio station 23A2, or both the on-board radio stations 23A1 and 23A2 to the on-board control device 21A. The on-board information control device 22B transfers information received from the on-board radio station 23B1, the on-board radio station 23B2, or both of the on-board radio stations 23B1 and 23B2 to the on-board control device 21B.

  The frequency (channel) is assigned to each radio base station 14 alternately when the available channels are two channels (frequencies f1 and f2). Such allocation of different frequencies is to avoid mutual interference in wireless communication. For example, in the configuration example shown in FIG. 2, the frequency of the radio base station 14A1 is f1, the frequency of the radio base station 14A2 adjacent to the radio base station 14A1 is f2, and the frequency of the radio base station 14B1 adjacent to the radio base station 14A2 Is f1, and the frequency of the radio base station 14B2 adjacent to the radio base station 14B1 is f2.

  In order to wirelessly communicate with each radio base station, each train is equipped with an on-board radio station compatible with the frequency f1 and an on-board radio station compatible with the frequency f2. For example, in the configuration example shown in FIG. 2, the train A is equipped with an on-board radio station A1 corresponding to the frequency f1 and an on-board radio station A2 corresponding to the frequency f2, and the train B is equipped with an on-board radio corresponding to the frequency f1. A station B1 and an on-board radio station B2 corresponding to the frequency f2 are mounted.

Next, wireless communication control accompanying the movement of the train will be described.
FIG. 3 to FIG. 7 are diagrams for explaining switching (handover) of radio base stations accompanying movement of a train. 3 to 7 schematically show the connection state with each radio base station according to the movement of the train A. FIG.

  First, FIG. 3 shows that the train A is present in the wireless transmission area of the wireless LANa1. In the state shown in FIG. 3, since the train A is present in the wireless transmission area of the wireless LANa1, the on-board wireless station 23A1 corresponding to the frequency f1 is connected to the wireless base station 14A1. In this state, the on-board information control device 22A is assigned an IP address by the radio base station 14A1. In addition, at the on-line position as shown in FIG. 3, the on-board radio station 23A2 corresponding to the frequency f2 is not connected to any radio base station of the ground side system. The information flow in the state shown in FIG. 3 is as follows.

(1-1) The ground information control device 13A1 broadcast-transfers the reception information from the base device 12A to the radio base station 14A1 side.

(1-2) The ground information control device 13A2 broadcast-transfers the reception information from the base device 12A to the radio base station 14A2 side.

(1-3) The ground information control device 13A1 transfers the reception information from the radio base station 14A1 to the base device 12A.

(1-4) The ground information control apparatus 13A2 transfers the reception information from the radio base station 14A2 to the base apparatus 12A.

(1-5) The base device 12A determines that the received information from the radio base station 14A1 is valid.

(1-6) The on-board information control device 22A broadcasts the reception information from the on-board control device 21A to the on-board wireless station 23A1.

(1-7) The on-board information control device 22A transfers information received from the on-board wireless station 23A1 to the on-board control device 21A.

  That is, when the train A is in the state shown in FIG. 3, in the ground side system, information from the base device 12 is transferred to the radio base stations 14A1 and 14A2 via the ground information control devices 13A1 and 13A2, respectively. The wireless base station 14A1 wirelessly transmits information from the base device 12 in the wireless LANa1 at the frequency f1, and the wireless base station 14A2 wirelessly transmits information from the base device 12 in the wireless LANa2 at the frequency f2. In the ground side system, the ground information control devices 13A1 and 13A2 transfer the information received from the radio base station 14A1 and the radio base station 14A2 to the base device 12, respectively. The base device 12A acquires the reception information from the radio base station 14A1 connected to the on-board radio station 23A1 of the vehicle upper system as valid information. That is, in the state illustrated in FIG. 3, the ground side system performs wireless communication with the vehicle upper side system by the wireless base station 14A1 under the umbrella of the base device 12A.

  On the other hand, in the vehicle upper system, the onboard radio station 23A1 establishes connection with the radio base station 14A1 of the ground side system, but the onboard radio station 23A2 does not establish connection with the radio base station of the ground side system. For this reason, the on-board information control device 22A transmits information from the on-board control device 21A to the radio base station 14A1 of the ground system by the on-board radio station 23A1. Further, information from the radio base station 14A1 of the ground system is received by the on-board radio station 23A1, and transmitted to the on-board control device 21A via the on-board information control device 22A.

  Further, when the train A moves from the state shown in FIG. 3, the ground side system and the vehicle upper side system are connected as shown in FIG. FIG. 4 shows a state where the train A is present across the wireless transmission area of the wireless LANa1 and the wireless transmission area of the wireless LANa2.

  That is, when the train A is located across the wireless transmission areas of both the wireless LANa1 and the wireless LANa2, the on-board wireless station 23A1 corresponding to the frequency f1 continues to be connected to the wireless base station 14A1, The onboard radio station 23A2 corresponding to the frequency f2 is newly connected to the radio base station 14A2. The on-board information control device 22A is assigned an IP address by the newly connected radio base station 14A2.

  In this system, the vehicle upper system mounted on the train has at least two on-board radio stations. The two on-vehicle radio stations are assigned a frequency f1 and a frequency f2, respectively. That is, as the vehicle upper system, wireless connection can be made simultaneously on both channels of the frequency f1 and the frequency f2. As a result, in this system, complicated handover processing such as switching determination based on radio wave intensity accompanying switching of the radio base station of the ground side system becomes unnecessary.

At the on-line position as shown in FIG. 4, the vehicle upper system is connected to two adjacent radio base stations 14A1 and 14A2 in the ground system. The flow of information in such a state is as follows.
(2-1) The terrestrial information control device 13A1 broadcast-transfers reception information from the base device 12A to the radio base station 14A1 side.

(2-2) The terrestrial information control device 13A2 broadcast-transfers the reception information from the base device 12A to the radio base station 14A2 side.

(2-3) The ground information control device 13A1 transfers the reception information from the radio base station 14A1 to the base device 12A.

(2-4) The ground information control device 13A2 transfers the reception information from the radio base station 14A2 to the base device 12A.

(2-5) The base device 12A determines that the received information from the radio base station 14A1 and the radio base station 14A2 is valid.

(2-6) The onboard information control device 22A broadcasts the reception information from the onboard control device 21A to the onboard radio stations 23A1 and 23A2.

(2-7) The on-board information control device 22A transfers information received from the on-board radio stations 23A1 and 23A2 to the on-board control device 21A.

  That is, when the train A is in the state shown in FIG. 4, in the ground side system, the information from the base device 12 is transferred to the radio base stations 14A1 and 14A2 via the ground information control devices 13A1 and 13A2, respectively. The wireless base station 14A1 wirelessly transmits information from the base device 12 in the wireless LANa1 at the frequency f1, and the wireless base station 14A2 wirelessly transmits information from the base device 12 in the wireless LANa2 at the frequency f2. In the ground side system, the ground information control devices 13A1 and 13A2 transfer the information received from the radio base station 14A1 and the radio base station 14A2 to the base device 12, respectively. The base device 12A acquires information received from the radio base station 14A1 and the radio base station 14A2 that are connected to the on-board radio station 23A1 of the on-board system as valid information. That is, in the state shown in FIG. 4, in the ground side system, the radio base stations 14A1 and 14A2 under the base apparatus 12A perform radio communication with the vehicle upper system at different frequencies.

  On the other hand, in the vehicle upper system, the onboard radio station 23A1 and the onboard radio station 23A2 are connected to the radio base stations 14A1 and 14A2 of the ground side system, respectively. For this reason, the onboard information control device 22A transmits the information from the onboard control device 21A to the radio base stations 14A1 and 14A2 of the ground side system by the onboard radio stations 23A1 and 23A2. Information from the radio base stations 14A1 and 14A2 of the ground side system is received by the on-board radio stations 23A1 and 23A2, respectively, and transmitted to the on-board control device 21A via the on-board information control device 22A.

  Furthermore, when the train A moves from the state shown in FIG. 4, the ground side system and the vehicle upper side system are connected to each other as shown in FIG. FIG. 5 shows that the train A has left the wireless transmission area of the wireless LANa1 and stays in the wireless transmission area of the wireless LANa2. In the state shown in FIG. 5, since the train A exists only in the wireless transmission area of the wireless LANa2, the on-board wireless station 23A2 corresponding to the frequency f2 is connected to the wireless base station 14A1, but The on-board radio station 23A1 is not connected to any radio base station in the ground system. The information flow in the state shown in FIG. 5 is as follows.

(3-1) The terrestrial information control device 13A1 broadcast-transfers the reception information from the base device 12A to the radio base station 14A1 side.

(3-2) The ground information control device 13A2 broadcast-transfers the reception information from the base device 12A to the radio base station 14A2 side.

(3-3) The ground information control device 13A1 transfers the reception information from the radio base station 14A1 to the base device 12A.

(3-4) The ground information control device 13A2 transfers the reception information from the radio base station 14A2 to the base device 12A.

(3-5) The base device 12A determines that the received information from the radio base station 14A2 is valid.

(3-6) The onboard information control device 22A broadcasts the reception information from the onboard control device 21A to the onboard radio station 23A2.

(3-7) The on-board information control device 22A transfers the reception information from the on-board wireless station 23A2 to the on-board control device 21A.

  That is, when the train A is in the state shown in FIG. 5, in the ground side system, the wireless base station 14A1 wirelessly transmits information from the base device 12A within the wireless LANa1 at the frequency f1, and the wireless base station 14A2 Information from the device 12 is wirelessly transmitted within the wireless LAN a2 at the frequency f2. In the ground side system, the radio base station 14A1 and the radio base station 14A2 transfer the received information to the base device 12A. In the state shown in FIG. 5, the base device 12A acquires the reception information from the radio base station 14A2 connected to the on-board radio station 23A2 of the vehicle upper system as valid information. That is, in the state shown in FIG. 5, the ground side system performs wireless communication with the vehicle upper side system by the wireless base station 14A2 under the base device 12A.

  On the other hand, in the vehicle upper system, the onboard radio station 23A2 is connected to the radio base station 14A2 of the ground side system, but the onboard radio station 23A1 is not connected to the radio base station of the ground side system. For this reason, the on-board information control device 22A transmits information from the on-board control device 21A to the radio base station 14A2 of the ground side system by the on-board radio station 23A2. Further, information from the radio base station 14A2 of the ground side system is received by the on-board radio station 23A2, and transmitted to the on-board control device 21A via the on-board information control device 22A.

  Furthermore, when the train A moves from the state shown in FIG. 5, the ground side system and the vehicle upper side system are connected to each other as shown in FIG. FIG. 6 shows a state where the train A is present across the wireless transmission area of the wireless LANa2 and the wireless transmission area of the wireless LANb1. The wireless base station 14A2 forming the wireless LANa2 and the wireless base station 14B1 forming the wireless LANb1 are also connected to different railway networks. Therefore, it can be said that FIG. 6 shows a state in which the train A is present across two railway networks.

  That is, when the train A is located across the wireless transmission areas of both the wireless LANa2 and the wireless LANb1, the on-board wireless station 23A1 corresponding to the frequency f1 is connected to the wireless base station 14B1 and is compatible with the frequency f2. The on-board radio station 23A2 continues to be connected to the radio base station 14A2. The on-board information control device 22A is assigned an IP address by the newly connected radio base station 14B1.

  In the present system, as described above, the vehicle upper system can be wirelessly connected to both the channels f1 and f2 simultaneously by two on-board radio stations. As a result, in this system, even when a radio base station of a different railway network is switched, complicated handover processing such as switching determination based on radio wave intensity becomes unnecessary. In the standing position as shown in FIG. 6, the vehicle upper system is connected to the two radio base stations 14A2 and 14B1 connected to the different track networks 2A and 2B. The flow of information in such a state is as follows.

(4-1) The terrestrial information control device 13A2 broadcast-transfers the reception information from the base device 12A to the radio base station 14A2 side.

(4-2) The terrestrial information control device 13B1 broadcast-transfers the reception information from the base device 12B to the radio base station 14B1 side.

(4-3) The ground information control device 13A2 transfers information received from the radio base station 14A2 to the base device 12A.

(4-4) The terrestrial information control device 13B1 transfers the reception information from the radio base station 14B1 to the base device 12B.

(4-5) The base device 12A determines that the received information from the radio base station 14A2 is valid.

(4-6) The base device 12B determines that the received information from the radio base station 14B1 is valid.

(4-7) The onboard information control device 22A broadcasts the reception information from the onboard control device 21A to the onboard radio stations 23A1 and 23A2.

(4-8) The on-board information control device 22A transfers the information received from the on-board radio stations 23A1 and 23A2 to the on-board control device 21A.

  That is, when the train A is in the state shown in FIG. 6, in the ground side system, the information from the base device 12A is transferred to the radio base stations 14A1 and 14A2 via the ground information control devices 13A1 and 13A2, and the base device 12B. Is transferred to the radio base stations 14B1 and 14B2 via the ground information control devices 13B1 and 13B2. The wireless base station 14A1 wirelessly transmits information from the base device 12A in the wireless LANa1 at the frequency f1, and the wireless base station 14A2 wirelessly transmits information from the base device 12A in the wireless LANa2 at the frequency f2. The wireless base station 14B1 wirelessly transmits information from the base device 12B in the wireless LANb1 at the frequency f1, and the wireless base station 14B2 wirelessly transmits information from the base device 12B in the wireless LANb2 at the frequency f2.

  In the ground side system, the ground information control devices 13A1 and 13A2 transfer the information received from the radio base station 14A1 and the radio base station 14A2, respectively, to the base device 12A. In the state illustrated in FIG. 6, the base device 12A acquires reception information from the radio base station 14A2 connected to the on-board radio station 23A2 of the on-board system as valid information. The ground information control devices 13B1 and 13B2 transfer the information received from the radio base station 14B1 and the radio base station 14B2 to the base device 12B, respectively. In the state illustrated in FIG. 6, the base station device 12 </ b> B acquires the reception information from the radio base station 14 </ b> B <b> 1 connected to the on-board radio station 23 </ b> A <b> 2 of the vehicle upper system as valid information.

  That is, in the state shown in FIG. 6, in the ground side system, the radio base station 14A2 under the base device 12A and the radio base station 14B1 under the base device 12B perform radio communication with the vehicle upper system at different frequencies. .

  On the other hand, in the vehicle upper system, the onboard radio station 23A1 and the onboard radio station 23A2 are connected to the radio base stations 14B1 and 14A2 of the ground side system, respectively. For this reason, the onboard information control device 22A transmits the information from the onboard control device 21A to the radio base stations 14B1 and 14A2 of the ground side system by the onboard radio stations 23B1 and 23A2. Information from the radio base stations 14B1 and 14A2 of the ground side system is received by the on-board radio stations 23B1 and 23A2, respectively, and transmitted to the on-board control device 21A via the on-board information control device 22A. In the vehicle upper system, as shown in FIG. 6, even when the two on-vehicle radio stations 23A1 and 23A2 are connected to the radio base stations of the different track networks 2A and 2B, respectively, FIG. Communication control similar to that shown in FIG.

  Further, when the train A moves from the state shown in FIG. 6, the ground side system and the vehicle upper side system are connected as shown in FIG. 7. FIG. 7 shows that the train A leaves the wireless transmission area of the wireless LANa2 and stays in the wireless transmission area of the wireless LANb1. In the state shown in FIG. 7, since the train A is present only in the wireless transmission area of the wireless LANb1, the on-board wireless station 23A1 corresponding to the frequency f1 is connected to the wireless base station 14B1, but the train corresponding to the frequency f2 is supported. The on-board radio station 23A2 is not connected to any radio base station in the ground system. The flow of information in the state as shown in FIG. 7 is as follows.

(5-1) The ground information control device 13A2 broadcast-transfers the reception information from the base device 12A to the radio base station 14A2 side.

(5-2) The terrestrial information control device 13B1 broadcast-transfers the reception information from the base device 12B to the radio base station 14B1 side.

(5-3) The ground information control device 13A2 transfers the reception information from the radio base station 14A2 to the base device 12A.

(5-4) The ground information control device 13B1 transfers the reception information from the radio base station 14B1 to the base device 12B.

(5-5) The base device 12A determines that the reception information from the radio base station 14A2 is invalid.

(5-6) The base device 12B determines that the received information from the radio base station 14B1 is valid.

(5-7) The onboard information control device 22A broadcasts the reception information from the onboard control device 21A to the onboard radio station 23A1.

(5-8) The on-board information control device 22A transfers the reception information from the on-board wireless station 23A1 to the on-board control device 21A.

  That is, when the train A is in the state shown in FIG. 7, in the ground side system, the base station 12A is not connected to the on-board radio station of the on-board system because any of the radio base stations 14A1 and 14A2 is not connected to the radio base station. Information from 14A1 and 14A2 is determined to be invalid. In the state shown in FIG. 7, the base station device 12B determines that the information from the radio base station 14B1 is valid because the radio base station 14B1 is connected to the on-board radio station 23A1 of the vehicle upper system. That is, in the state shown in FIG. 7, the ground side system performs wireless communication with the vehicle upper side system by the wireless base station 14B1 under the umbrella of the base device 12B.

  On the other hand, in the vehicle upper system, the onboard radio station 23A1 establishes connection with the radio base station 14B1 of the ground system, but the onboard radio station 23A2 does not establish connection with the radio base station of the ground system. For this reason, the onboard information control device 22A transmits the information from the onboard control device 21A to the radio base station 14B1 of the ground side system by the onboard radio station 23A1. In addition, information from the ground side system is received by the onboard radio station 23A1 from the radio base station 14B1, and transmitted to the onboard control device 21A via the onboard information control device 22A.

  By repeatedly executing the processing as described above, handover processing is performed for a plurality of radio base stations installed side by side along the train. In the system described above, either one or both of the on-board radio station corresponding to the vehicle-side frequency f1 and the on-board radio station corresponding to the frequency f2 can be connected to the ground-side radio base station corresponding to the frequency. Is configured to connect automatically. For this reason, the above-described system eliminates the need for complicated handover processing related to channel switching (frequency switching) of each on-board radio station.

  In addition, handover processing for switching a wireless base station that is a communication partner of an on-board wireless station includes “switching to a wireless base station under the same base device” and “wireless base station under a different base device” There are two types of “switching to”. Especially in the latter case, since the radio base station after handover belongs to a group different from the group of radio base stations up to that point (different route network), if the vehicle upper side has only one on-board radio station, the former is The handling is different and smooth handover is difficult. However, in the train control system according to the present embodiment, as in the latter case, the base device that manages the train is switched, and either one or both of the adjacent radio base stations and the on-board radio station Since the connection is made automatically, complicated processing involved in switching the base device is not necessary. In addition, according to the communication control as described above, it is possible to perform handover that can reliably maintain the continuity of wireless communication.

  Further, in the train control system according to the present embodiment, the on-board control device and the on-board radio station are not directly connected, but are connected in such a manner that the on-board information control device is inserted therebetween. Therefore, in this system, the in-vehicle network side of the on-board controller can be connected with a fixed IP address (fixed connection identification information), and the in-vehicle network side of the on-board information controller also has a fixed IP address (fixed connection identification information). ) Can be connected. These fixed IP addresses (fixed connection identification information) need not be changed for each train. This leads to the feature of facilitating quality control of the onboard control device and the onboard information control device mounted on the train.

  Furthermore, features are listed as follows in the train control system according to the present embodiment.

(1) The channel switching procedure (frequency switching procedure) for each on-board radio station is not required.

(2) Complex handover processing associated with channel switching (frequency switching) is not required.

(3) Handover that can maintain continuity of wireless communication reliably and smoothly is possible.

(4) In the on-board side system, the on-board control device can communicate if only the on-board information control device as the information exchange partner is conscious (that is, the base device that is the counterpart on the ground side system). There is no need to communicate consciously).

  In the above embodiment, a configuration example of a system in which each train has two on-vehicle radio stations individually associated with two types of frequencies has been described. However, the on-board system of each train may be configured to include a plurality of (for example, three) on-board radio stations individually associated with three or more (for example, three types) frequencies. In this case, the terrestrial system is connected to a plurality of radio base stations individually associated with a plurality of types (for example, three types) of frequencies, and the ground side information control means is also connected to the base device. What is necessary is just to set it as having.

  As described above, in the train control system according to the present embodiment, a plurality of radio base stations in the ground-side system are used when information transmission / reception between the vehicle-side system mounted on the train and the ground-side system is performed by wireless transmission. Switching, that is, handover can be performed smoothly and reliably. In the train control system to which such a communication system is applied, since the radio communication between the ground side and the vehicle upper side can be reliably performed, as a result, the train travel can be smoothly performed and the train travel safety can be improved.

  DESCRIPTION OF SYMBOLS 1 ... Network between bases (1st network), 11 ... Command station apparatus, 2 (2A, 2B) ... Network along line (2nd network), 12 (12A, 12B) ... Base apparatus (base means), 13 ( 13A1, 13A2, 13B1, 13B2) ... ground information control device (ground information control means), 14 (14A1, 14A2, 14B1, 14B2) ... radio base stations (terrestrial radio communication means), a1, a2, b1, b2 ... radio LAN, 20 (20A, 20B) ... in-vehicle network, 21 (21A, 21B) ... on-board control device (on-vehicle control means), 22 (22A, 22B) ... on-vehicle information control device (on-vehicle information control means), 23 (23A1, 23A2, 23B1, 23B2) ... On-board radio station (on-board radio communication means).

Claims (7)

In the on-board system mounted on the train,
On-board control means for controlling the train;
On-board information control means connected to the on-board control means via an in-vehicle network;
A plurality of on-board wireless communication means connected to the on-board information control means and corresponding to wireless communication by a plurality of types of frequencies used by a plurality of wireless base stations each installed on the ground;
An on-vehicle system comprising: The on-board control means is connected to the on-board information control means with fixed connection identification information.
The on-vehicle system according to claim 1. The on-board information control means is connected to the on-board control means with fixed connection identification information.
The on-vehicle system according to claim 1 or 2, characterized in that A ground system for communicating with a train traveling on a route,
A plurality of base means connected to the first network;
Ground information control means connected to a second network to which one base means is connected;
Wireless communication at a plurality of types of frequencies that are connected to the ground information control means, have all the routes on which the train runs as a communication range, and correspond to a plurality of on-board wireless communication means mounted on the train A plurality of terrestrial wireless communication means installed so as to be performed in order,
A ground system characterized by that. The base means is connected to the ground information control means with fixed connection identification information.
The ground system according to claim 4, wherein The ground information control means is connected to the base means with fixed connection identification information.
The ground system according to claim 4 or 5, characterized in that. In a train control system having a ground system for communicating with a train traveling on a route, and an on-board system mounted on the train,
The on-board system is
On-board control means for controlling the train;
On-board information control means connected to the on-board control means via an in-vehicle network;
A plurality of on-board wireless communication means connected to the on-board information control means, each corresponding to wireless communication at a plurality of types of frequencies used by a plurality of wireless base stations installed on the ground, and
The ground system is
A plurality of base means connected to the first network;
Ground information control means connected to a second network to which one base means is connected;
Wireless communication at a plurality of types of frequencies that are connected to the ground information control means, have all the routes on which the train runs as a communication range, and correspond to a plurality of on-board wireless communication means mounted on the train A plurality of terrestrial wireless communication means installed so as to be performed in order,
A train control system characterized by that.

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