JP2020040601A - Radio train control system and travel control method - Google Patents

Abstract

To prevent obstacles for proceeding between trains from generating due to an occurrence of delay in the train in a radio train control system of a movement blocking-up method.SOLUTION: A following train 20b is suppressed from proceeding into a station yard until a preceding train 20a leaves a station by setting a proceeding suppression point 5 in a prescribed position outside the proceeding side (outside) of the station yard. Proceeding into the station yard exceeding a proceeding suppression point 5 by the following train 20b is made possible by releasing the setting of the proceeding suppression point 5 by departure from the station of the preceding train 20a.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a wireless train control system and the like for controlling the running of a train by a moving block system.

  Research and commercialization of a mobile blocking system on the premise of a wireless train control system that realizes communication between the ground and the vehicle as wireless communication is being promoted (for example, see Patent Document 1). The moving blockage method is a method of controlling train intervals according to the position and speed of each train so that the following train does not collide with the preceding train.

JP 2013-75644 A

  In the moving block system, train intervals can be reduced as long as safety is ensured. Therefore, even if there is a delay in the departure of the preceding train stopped at one of the stops, the subsequent train is allowed to travel until it is very close compared to the fixed block method. It is possible to suppress the propagation of the delay to the delay and to recover the delay early. In particular, it is effective in an overcrowded section where the number of trains is large, such as in the city center.

  On the other hand, there are many trains on the station premises, and these routes often compete, so that a delayed train may interfere with the progress of other trains and cause further delay. Can occur. For example, if a departure delay occurs in a preceding train that is stopped at a station, a subsequent train that has stopped close to the rear of the preceding train cannot continue any further unless the preceding train departs and remains stopped. . As the departure delay of the preceding train is prolonged, the suspension of the following train due to waiting for the departure of the preceding train is prolonged. Depending on the stop position of the succeeding train, it may hinder the progress of other competing trains.However, if the departure time is short, such operation trouble will be promptly caused by the departure of the preceding train. Will be resolved. However, if the departure delay of the preceding train is prolonged and the stop of the subsequent train is prolonged, the hindrance of progress of other trains by the subsequent train will not be solved, which will cause a further train delay.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent a progress obstruction between trains caused by a departure / delay of a train in a moving block radio train control system. .

A first invention for solving the above problems is
A wireless train control system that performs traveling control of each train by a moving block system based on a traveling position of each train,
Until the target train departs from the stop, a deterrent point (e.g., the departure point 5 in FIG. 3 and the departure point in FIG. A deterrence point control means for setting a deterrence point 7) and releasing the setting in accordance with the departure of the target train (for example, a deterrence setting part 212 and a deterrence release part 214 in FIG. 7);
An entry inhibition control unit (for example, the route occupation lock unit 208 in FIG. 7) that performs control to inhibit entry of the inhibition point inward for trains other than the target train;
This is a wireless train control system including

As another invention,
A traveling control method in a wireless train control system that performs traveling control of each train by a moving block system based on a traveling position of each train,
Until the target train departs from the stop, a deterrent point is set to suppress a progression hindrance between trains in the departure stop due to the departure of the target train, and the deterrence point is set according to the departure of the target train. Release the settings of
For trains other than the target train, performing control to suppress entry into the deterrent point,
May be configured.

  According to the first aspect of the present invention, a deterrent point is set and a train other than the target train is deterred from entering the deterrent point inward until the target train departs from the stop. It is possible to prevent the progress of trains from being hindered by waiting for the departure. In the moving block system, the train intervals can be reduced as much as possible. However, if the shortening of the train intervals is allowed in a random manner, the following problem may occur. In other words, if a departure delay occurs in the target train, other trains competing for the course will not be able to proceed any further and will stop, which will hinder the progress of other trains. The train may hinder progress between trains. For this reason, by suppressing trains other than the target train until the target train departs, it is possible to avoid an operation trouble between trains that may occur when a departure of the target train occurs.

In a second aspect, in the first aspect,
The suppression point control means,
As the deterrence point, a first deterrence point (for example, the deterrence point 5 in FIG. 3) is provided at a predetermined position outside the entrance side of the departure stop in order to deter a subsequent train of the target train from entering the departure stop. ), And first inhibition point control means for releasing the setting according to the departure of the target train,
Having,
It is a wireless train control system.

  According to the second invention, it is possible to prevent a subsequent train of the target train from entering the stop until the target train leaves the stop. Thereby, for example, when the departure of the target train occurs, the subsequent train enters the stop, but cannot reach the given stop position and stops immediately behind the target train, and the route of another train Can be avoided.

A third invention is a method according to the first or second invention,
The suppression point control means,
As the deterrence point, a second deterrence point (for example, departure deterrence point 7 in FIG. 5) is set at the departure point of the subordinate train that departs from the stop after the target train, and the departure point of the target train is set. Second suppression point control means for releasing the setting,
Having,
It is a wireless train control system.

  According to the third invention, the departure of the subordinate train that departs from the stop next to the target train can be suppressed until the target train departs from the stop. Thus, for example, the departure delay of the target train is reduced. When this occurred, the subordinate train departed at the departure time before the target train departed, but could not enter the part of the route competing with the target train and stopped before it, and the route of other trains Can be avoided.

A fourth invention is the third invention, wherein
The second restraint point control means determines whether or not the route after departure of the target train and the route after departure of the subordinate train conflict, and if not, the second restraint point is determined. Not setting, setting the second deterrent point in case of conflict,
It is a wireless train control system.

  According to the fourth aspect, when the courses of the target train and the subordinate train compete with each other, the second inhibition point is set and the departure of the subordinate train is inhibited. When the route of the target train competes with the subordinate train, if the departure of the target train occurs, the subordinate train departs but stops before it because it cannot lock the conflicting part of the route with the target train. However, if the routes of the target train and the subordinate train do not compete with each other, at least other subordinate trains due to the delay of departure of the target train may occur. There is no need to deter the subordinate trains, as it will not hinder the progress of the train.

FIG. 1 is a configuration diagram of a wireless train control system. An example of a progress obstacle between trains caused by a departure delay. Explanatory drawing of an entry deterrent point. Explanatory drawing of the setting position of an entry deterrent point. Explanatory drawing of a departure deterrent point. Explanatory drawing of the course control procedure. The functional block diagram of a ground apparatus. An example of train information. An example of inhibition point information. An example of track node information. 5 is a flowchart of a train control process.

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

[System configuration]
FIG. 1 is a configuration diagram of a wireless train control system 1 of the present embodiment. The wireless train control system 1 includes a ground device 10 and an on-board device 30 mounted on a train 20 running on a track R and capable of wirelessly communicating with the ground device 10 via a predetermined wireless communication network. This is a system that controls the running of each train using a moving block system. The wireless communication network may be configured by installing a plurality of wireless base stations 40 so that the communication area continuously includes the track R, or laying a loop antenna or an LCX (coaxial leakage cable) along the track R. You may comprise.

  The on-board device 30 transmits on-board information including a train ID (IDentification), which is identification information of the own train, a running position, and a running speed, to the ground device 10 as needed. The traveling position and traveling speed can be calculated based on, for example, a measured value of the rotation speed of the axle detected by the speed generator. Then, the on-board device 30 controls the speed of the own train according to the control information received from the ground device 10.

  The ground device 10 is installed, for example, at the central command center, and based on the on-board information acquired from each on-board device 30, on-rail management for managing the running position and running speed of each train 20, and the course of each train 20 It performs path control including setting, occupation, lock / unlock, switching control of the switch 50, sound control of a level crossing alarm 60 provided on a level crossing, and the like.

[Characteristic]
In the radio train control system 1 according to the present embodiment, as a preventive measure assuming a delay in departure of the train 20, a deterrent point is set that suppresses a progress obstacle between trains in a stop due to waiting for the departure of the target train. The setting of the deterrence point is released according to the departure. In the moving blockage method, the train 20 can be run with the train interval as short as possible. However, if the departure of the train 20 occurs, the other trains 20 whose course competes with the delayed train cannot stop and stop. And the inconvenience of hindering the progress of another train 20 may occur.

  FIG. 2 shows an example of a progress obstacle between trains caused by a departure delay. FIG. 2 shows, as an example of a stop, a sub-main line is provided in addition to the main line on each platform of the up line and the down line, and crossover lines (both crossover lines) are provided on each of the up and down directions. An example of a station is shown.

  At this station, the leading train 20a heading in the up direction is stopped on the main line of the platform of the up line. The route to advance to the up line is set in the preceding train 20a. Further, the succeeding train 20b of the preceding train 20a is traveling on the up line toward the station. The course of this succeeding train 20b is set to stop on the main line of the platform on the up line, similarly to the preceding train 20a. In addition, a reverse train 20c heading in the down direction is stopped on the sub-main line of the platform on the up line. In this reverse train 20c, a course is set to advance to the down line via the crossover on the down direction side. Also, on the sub-main line of the down platform, there is a subsequent train 20d, which is a train heading in the same upward direction as the preceding train 20a and whose departure order from the station determined by the station schedule is next to the preceding train 20a. are doing. The route of the subsequent train 20d is set to advance to the up line via the crossover on the up direction side. Also, the oncoming train 20e is traveling down the line toward the station. This oncoming train 20e is set with a course that stops on the main line of the down platform.

  In such a situation, if the departure of the preceding train 20a that is stopped is delayed, the traveling of the backward train 20c and the oncoming train 20e may be hindered. That is, the succeeding train 20b cannot enter the platform until the preceding train 20a departs, and stops behind the preceding train 20a (in FIG. 2, in front of the switch 50a (downward side)). become. In addition, the course of the subsequent train 20b is also competing with the reverse train 20c, and if the subsequent train 20b stops in front of the switch 50a, which is the conflicting part, the subsequent train 20b changes the course of the reverse train 20c. This causes a hindrance, and the reverse train 20c cannot depart even at the predetermined departure time.

  On the other hand, when the preceding train 20a is stopped due to the departure delay, the subsequent train 20d departs at the predetermined departure time, but cannot lock the switch 50b competing with the preceding train 20a, and the It will stop at. The priority relation of the competing parts of the routes of two trains that depart from the same station and travel in the same direction is given priority to the train with the earliest departure time at the station. In other words, the priorities of the switches 50b in which the preceding train 20a and the subsequent train 20d compete with each other are that the preceding train 20a has a higher priority, and the latter train 20d passes through the preceding train 20a and is unlocked. The lock of the switch 50b cannot be locked until the lock is reached. In addition, the course of the later train 20d is also competing with the oncoming train 20e, and the latter train 20d stops in front of the switch 50b, which is the conflicting part. , And the oncoming train 20e stops before the switch 50b (on the upward direction).

  As deterrence points for deterring such progress obstruction between trains, there are an entry deterrence point which is a first deterrence point for deterring a train from entering a station yard, and a deterrence point for deterring a train from a station. A departure deterrence point, which is a deterrence point of 2, is set.

  FIG. 3 is a diagram illustrating an entry deterrent point. FIG. 3 shows a part of the station in FIG. 2 on the down direction side. In other words, this station is a station where a sub-main line is provided in addition to the main line on each platform of the up line and the down line, and a crossover line (both cross lines) is provided on the down direction side.

  The entry deterrent point 5 is a target train which is the preceding train 20a that stops at the station. In order to prevent the succeeding train 20b of the preceding train 20a from entering the station, the approaching side to the inside of the station yard (inside the stop) ( In FIG. 3, it is set at a predetermined position (downward side). Here, the preceding train 20a is a train that stops at the station, but the succeeding train 20b does not matter whether it is a train that stops at the station or a passing train. When the entry deterrent point 5 is set, the following train 20b is prevented from proceeding at the entry deterrence point 5 and cannot enter the station premises. When the preceding train 20a leaves the station, the entry deterrent point 5 is opened, and the subsequent train 20b can enter the station yard beyond the entry deterrent point 5.

  The entry deterrent point 5 can prevent the subsequent train 20b from hindering the route of another train when the preceding train 20a is delayed. That is, in FIG. 3, the route of the following train 20b in the upward direction and the route of the reverse train 20c in the downward direction partially compete in the station yard, but the following train 20b enters until the preceding train 20a departs. By being restrained at the position of the restraint point 5, even if the departure of the preceding train 20a occurs, the succeeding train 20b enters the station yard and is in front of the platform (downward side), that is, the following train 20b and the reverse train. Since a situation in which the vehicle stops at a part competing in the course with the train 20c does not occur, it is possible to prevent the succeeding train 20b from hindering the course of the backward train 20c. After the departure of the preceding train 20a, the subsequent train 20b can proceed to the platform and stop there, so even if the subsequent train 20b temporarily interferes with the course of the reverse train 20c, it is resolved by the passage of time. Is done.

  A specific setting position of the entry deterrence point 5 will be described using an example. The entry deterrent point 5 is desirably set outside the entrance side (outside the station) in the station yard and at a position that does not hinder the traveling of the subsequent train 20b to be deterred. FIG. 4 is a diagram illustrating an example of a setting position of the entry deterrent point 5. FIG. 4 illustrates an example of the positional relationship between a preceding train 20a that stops at a station and a succeeding train 20b that subsequently enters the station, with the right direction being the traveling direction of the train. Note that the preceding train 20a and the succeeding train 20b accelerate at the service maximum acceleration, decelerate at the service maximum brake, and travel between stations at the maximum speed. The following numerical values are examples.

  The preceding train 20a starts decelerating from a predetermined deceleration start point in order to stop at the stop position target determined for the station. The time required from the start of deceleration to the stop (deceleration time) is, for example, about 50 seconds. The prescribed stop time at the station of the preceding train 20a is, for example, 20 seconds. Therefore, after the preceding train 20a starts decelerating and stops at the station, the time required to depart from the station is about 70 seconds.

  At the time when the preceding train 20a departs from the station, the succeeding point where the succeeding train 20b is located is approximately converted into time from the position of the preceding train 20a (that is, the position stopped at the stop position target of the station). The position is 100 seconds behind. The train interval of 100 seconds is an appropriate train interval when both the preceding train 20a and the succeeding train 20b run between stations at the maximum speed, and is an example of a train interval assumed in the moving block system. In detail, when the succeeding train 20b stops on the same line as the preceding train 20a, stops on a different line, or passes through a station, the optimal train interval differs in each case. The train interval can be optimized.

  The subsequent point is behind the deceleration start point, and the subsequent train 20b can travel from the subsequent point to the deceleration start point for 30 seconds (= 100 seconds-70 seconds) in time conversion without deceleration. The distance (margin distance) that the subsequent train 20b can travel during this extra time (30 seconds) is about 800 m when traveling at the maximum speed. When the subsequent train 20b arrives at the deceleration start point, it starts decelerating if it stops at the station, and if it passes through the station, it starts decelerating as it is or to the speed limit.

  Here, paying attention to the departure point of the preceding train 20a from the station, the entry deterrence point 5 is continuously set until the preceding train 20a departs from the station, and is opened by the departure of the preceding train 20a. Because. When the departure of the preceding train 20a has not occurred, that is, until the stop time of the preceding train 20a at the station has passed the specified stop time (20 seconds), the advance restraint point 5 causes the subsequent train 20b to proceed. It is undesirable to be deterred. Then, when the departure of the preceding train 20a occurs, that is, after the stop time of the preceding train 20a at the station exceeds the prescribed 20 seconds, the subsequent train 20b performs deceleration for stopping at the entry deterrent point 5. It is desirable to start. Therefore, it is desirable to set the entry deterrence point 5 further inside the protection point, which is a point inside the protection distance of the subsequent train 20b from the subsequent point. The protection distance of the following train 20b is a distance necessary for the following train 20b running at the maximum speed to stop at the maximum deceleration, and is, for example, about 600 m.

  In the example of FIG. 4, the allowance distance from the subsequent point to the deceleration start point is about 800 m, which is longer than the protection distance of the subsequent train 20b. The distance from the rear end of the platform (the end on the approach side) to the deceleration start point is about 400 m. That is, the distance from the protection point to the rear end of the platform is about 600 m. Therefore, it is possible to secure about several hundred meters as a range outside the switch 50 provided on the entrance side to the station premises and inside the protection point, and set the entry deterrent point 5 in this range. What should I do?

  FIG. 5 is a diagram illustrating departure suppression points. FIG. 5 shows a part of the station in FIG. In other words, this station is a station in which a sub-main line is provided in addition to the main line on each platform of the up line and the down line, and a crossover line (both crossover lines) is provided on the up direction side.

  The departure deterrence point is defined as the priority train having the earliest departure time (hereinafter, also referred to as the priority train 20a because it corresponds to the preceding train 20a in FIG. 2) among the departure trains entering the same track from another line at the same station. The departure point of the subordinate train 20d (station stop) in order to suppress the departure of the subordinate train whose departure time is later (because it corresponds to the subsequent train 20d in FIG. 2 and is also referred to as the subordinate train 20d). Position). When the departure inhibition point 7 is set, the subordinate train 20d is inhibited from proceeding at the departure inhibition point 7 and cannot leave the station. When the priority train 20a departs from the station, the departure inhibition point 7 is opened, and the subordinate train 20d can depart from the station.

  That is, in FIG. 5, the route of the preceding train 20a and the route of the subsequent train 20d both in the upward direction partially compete with each other. However, the subsequent train 20d is suppressed at the departure suppression point 7 until the preceding train 20a departs. As a result, even if the departure of the preceding train 20a occurs, the subsequent train 20d departs and stops before the switch 50b (downward side), that is, at a competitive part of the course with the oncoming train 20e. Such a situation does not occur. Therefore, it is possible to prevent the subsequent train 20d from hindering the course of the oncoming train 20e. After the departure of the preceding train 20a, after a lapse of a predetermined time, the subsequent train 20d can travel through the switch 50b, so that the latter train 20d temporarily hinders the course of the oncoming train 20e. Even if it becomes, it will be resolved over time.

[Route control procedure]
FIG. 6 is a diagram illustrating a procedure of route control performed by the ground device 10. The route control for the train 20 is performed in the order of (1) route setting, (2) route occupation, and (3) route lock.

  Before the train 20 departs from the station, the route is set along the railroad with the stop position (specifically, the head position) of the train 20 as the departure point and the stop number line of the next stop station as the destination. The route from the point to the destination is set as the planned route. That is, the scheduled route is set in units of the stop stations. Note that FIG. 6 shows an example in which the next station is the next stop station. However, when passing through a station on the way, the planned route includes the passing station.

  Next, the route occupancy is determined by deciding whether or not the track nodes (the switch 50 and the railroad crossing 62) on the planned route can be occupied in ascending order from the departure point, and occupy up to the occupiable node by the train. . This “occupation” does not mean physical occupation, but means logical occupation.

  Subsequently, the track lock locks the occupied track node. The switch 50 of the track node is changed to a direction (opening direction) along the expected route and is treated as "lock" when the lock is completed. Further, the railroad crossing road 62 is treated as a “lock” when it is expected that the ringing time of the railroad crossing alarm at the time when the train 20 is predicted to arrive will reach a predetermined reference ringing time.

  The occupation of the track node is not performed immediately after the scheduled route is set, but when the train 20 approaches the track node, specifically, at a timing when the train can pass without deceleration. Specifically, regarding the switch 50, the time required for the train 20 to arrive is considered in consideration of the time required for physical conversion and locking, and the conversion required for the switch 50 Occupation / locking is performed at a timing earlier than the spare time. Further, the railroad crossing road 62 is occupied and locked at the timing when the continuous ringing time of the railroad crossing alarm at the time when the train 20 is predicted to arrive is equal to or longer than the predetermined reference ringing time.

  Then, of the planned course, the section up to the locked track node is defined as a travelable section in which the train can travel. In detail, if there is no preceding train between the locked track node and the next unlocked track node, the predetermined stop position set before the next unlocked track node is reached. If the preceding train is present, the travel permitted section is a predetermined distance from the preceding train to a position in front of the preceding train.

  As a feature of the present embodiment, when a deterrent point is set on the planned route, the travel permission section is set up to the deterrence point, and the path portion beyond the deterrence point cannot be set as the departure permission section. In other words, the train 20 can be restrained so as not to proceed beyond the restraint point by making the progress permitted section a section to the restraint point.

  The inhibition point is set on the planned route when the planned route is set. That is, the entry deterrence point 5 is set outside the entry side of the station in order to prevent the subsequent train 20b from entering the station until the preceding train 20a departs from the station (see FIG. 3). ). From the viewpoint of the succeeding train 20b, when the preceding train 20a stops at the next station, the time until the preceding train 20a departs from the next station (including the time until the preceding train 20a arrives at the next station) is included. An entry deterrent point 5 for deterring entry to the station is set. In addition, the departure deterrence point 7 includes the time until the priority train 20a departs from the station (including the time until the priority train 20a arrives at the next station) when the route of the priority train 20a and the subordinate train 20d conflict. In order to suppress the departure of the subordinate train 20d, it is set as the starting point of the subordinate train 20d at the station (see FIG. 5). From the viewpoint of the subordinate train 20d, when the course of the priority train 20a conflicts with the stop at the stop station, the departure suppression point 7 for setting the departure from the stop station is set until the priority train 20a departs from the stop station. Will be done.

  The scheduled route of the train 20 is set as a route from a stopped station to the next stop station before departure. Therefore, after setting the planned route of the train 20, it is possible to determine whether to set the entry deterrence point 5 and the departure deterrence point 7 on the set planned route. In other words, if the next stop station of the train that will be the destination of the scheduled route is also the stop station of the preceding train, the entry deterrent point 5 is set outside the approach side to the next stop station. Further, when the route competing with the priority train at the current stop station of the train that is the departure point of the scheduled route, the departure inhibition point 7 is set as the starting point of the train 20 at the current stop station.

  Thereafter, when occupying the track node, if a deterrent point is set on the planned route, it is determined whether or not to occupy the track node up to the set deterrence point, and after the deterrent point. Is not occupied. The entry deterrent point 5 is opened by the departure of the preceding train, and the departure deterrence point 7 is opened by the departure of the priority train. For this reason, after the inhibition points (entry inhibition point 5 and departure inhibition point 7) are opened, the line nodes after the released inhibition point are sequentially occupied and locked, and the train 20 is allowed to proceed. Should be updated.

  The ground device 10 transmits the information of the progress permitted section set and updated for the train 20 in the control information to the on-board device 30 of the train 20 and transmits the information.

  Then, when the train passes through the track node, the lock of the track node by the train is unlocked (unlocked), and the occupancy is subsequently released. In other words, instead of occupying and locking the entire scheduled route at once, the track nodes are sequentially occupied and locked as the train travels, and the occupied and locked sequentially as the train passes. It will be released.

[Function configuration]
FIG. 7 is a functional configuration diagram of the ground apparatus 10. According to FIG. 7, the ground apparatus 10 includes an input unit 102, a display unit 104, a clock unit 106, a wireless communication unit 108, a wired communication unit 110, a processing unit 200, and a storage unit 300. It is a kind of computer system composed.

  The input unit 102 is realized by an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal corresponding to an operation input to the processing unit 200. The display unit 104 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays based on a display signal from the processing unit 200. The clock unit 106 is configured by an oscillation circuit having a crystal oscillator or the like, and measures a current time and an elapsed time from a designated timing. The wireless communication unit 108 is realized by a wireless communication device such as a wireless communication module, and performs wireless communication with an external device such as the on-board device 30 via a wireless communication network. The wired communication unit 110 performs wired communication with external devices such as the switch 50 and the level crossing alarm 60 via a communication cable or the like.

  The processing unit 200 is a processor realized by an arithmetic device or an arithmetic circuit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array), and stores programs and data stored in the storage unit 300, the input unit 102, The overall control of the ground apparatus 10 is performed based on input data and the like from the communication unit 108 and the wired communication unit 110. Further, the processing unit 200 includes, as functional processing blocks, an on-rail management unit 202, a route setting unit 204, a traveling prediction unit 206, a route occupation locking unit 208, a route release unit 210, and a suppression setting unit 212. And a suppression opening part 214. Each of these functional units included in the processing unit 200 can be realized as software by the processing unit 200 executing a program, or can be realized by a dedicated arithmetic circuit. In the present embodiment, the former is realized as software.

  The on-rail management unit 202 manages the traveling position and traveling speed of each train 20 based on the on-vehicle information received from the on-board device 30. The traveling position and traveling speed are managed in the train information 340.

  FIG. 8 is an example of the train information 340. As shown in FIG. 8, the train information 340 includes, for each of the trains 20 to be managed by the ground apparatus 10, a train ID 341 as identification information, performance data 342, a running position 343, a running speed 344, and a suppression setting. Information 345 and planned route data 346 are stored in association with each other.

  The performance data 342 is data relating to the running performance of the train 20 and includes a train length, a maximum speed, a maximum acceleration, a maximum deceleration, and the like. The traveling position 343 is a leading position of the train 20. The inhibition setting information 345 is data relating to inhibition set for the train 20. Since the planned route of the train 20 is set in units of stations, the deterrent points that can be set are the departure deterrent point 7 set at the departure point of the station that is the departure point of the planned route, and the next stop that is the departure point. An entry deterrent point 5 set at a predetermined position outside the entrance side of the station, and an entry deterrence point 5 set at a predetermined position outside the entrance side of the transit station when a passing station is included. The planned route data 346 is data related to the set planned route, and includes an occupation state indicating whether or not each track node on the planned route is occupied, in addition to a station name and a line serving as a starting point and a destination of the route. , And a locked state which indicates whether or not the locked state.

  In the present embodiment, the setting positions of the inhibition points are fixed, and the inhibition points that can be set are stored as the inhibition point information 330.

  FIG. 9 is an example of the inhibition point information 330. According to FIG. 9, the inhibition point information 330 includes, for each station 331, an inhibition point ID 332 that is identification information, an inhibition type 333, a setting position 334, for each of all inhibition points that can be set for the station 331. Are stored in association with each other. The inhibition type 333 is a type indicating whether it is the entry inhibition point 5 or the departure inhibition point 7. The set position 334 is an absolute position on the track expressed in, for example, about a kilometer, and includes the track if the departure deterrent point 7 is provided. In the present embodiment, the stop is described as a station. However, when a signal place or a yard is included in the stop, the inhibition point information 330 is similarly defined for those stops.

  The route setting unit 204 sets a planned route of the train 20. Specifically, with reference to the station schedule information 310, when a certain time before a departure time of a certain station of a certain train 20 is reached, a route from the station to the next stop station is set as a scheduled route of the train 20. . The station diagram information 310 stores, for each station, the arrival / departure number line, arrival time, departure time, and the like for all the trains that depart and arrive at the station. In setting the planned route, the route node on the route is determined with reference to the track node information 320.

  FIG. 10 is an example of line node information. As shown in FIG. 10, the track node information 320 includes track node ID 321 as identification information, a node type 322, an installation position 323, and track state data 324 for each of all track nodes provided in the line section. And are stored in association with each other. The node type 322 is a type of a track node such as a point switch or a railroad crossing. The installation position 323 is, for example, an absolute position on a railway track expressed in kilometers. The route state data 324 is a setting state of the planned route of the train with respect to the track node, and for each train including the track node in the planned route, the occupancy state of whether or not the train node is occupied, and whether or not the train node is locked. And whether or not the lock state is determined.

  The traveling prediction unit 206 creates a traveling prediction equation that represents the relationship between the traveling position and the traveling speed when the train 20 travels on the scheduled route in the shortest time. Specifically, of the line nodes on the planned route set for the train 20, among the line nodes occupied by the other trains 20, and the line nodes for which the competitive relationship has priority over the other trains, A protection pattern for stopping at a predetermined position before that is set. In addition, a protection pattern for stopping at a deterrent point set on the planned course (or a predetermined position before the deterrent point) may be set. Then, while observing the speed limit defined in the line section, a traveling prediction equation of the train 20 is created according to the set protection pattern so as to travel at the maximum acceleration during acceleration and at the maximum deceleration during deceleration.

  The route occupation lock unit 208 occupies and locks the track node. Specifically, when the occupation start time calculated from the travel prediction equation for the train 20 is reached for each of the track nodes, the train node occupies the track node. Next, if the track node is a switch, the train node is switched to the opening direction of the occupied train 20 and locked. If the track node is a level crossing, the sound of the level crossing alarm 60 is started, and the time required for the train 20 to reach the level crossing predicted by the travel prediction equation and the time of continuous sounding of the level crossing alarm 60 are calculated. Is locked when the sum of the times reaches the reference ringing time.

  The occupation start time of the track node is determined as a time at which the train 20 can pass through the track node without decelerating. In other words, the occupancy start time of the switch is a time earlier than the arrival time of the train 20 predicted by the travel prediction equation by the switch 20 by a predetermined turnaround time. As for the crossing road, the occupation start time is a time earlier than the arrival time of the train 20 at the crossing road predicted by the travel prediction equation by a predetermined reference sounding time.

  The route release unit 210 releases the occupation and the lock of the track node. Specifically, for each track node, when the train 20 occupying the track node passes through the installation position of the track node, the occupancy and the lock are released.

  Until the target train departs from the stop, the deterrence setting unit 212 sets a deterrence point for deterring progression between trains in the stop due to waiting for the departure of the target train. Specifically, as a deterrent point for a certain train 20, when the next stop station of the train 20 is also the stop station of the preceding train which is the target train, a predetermined position outside the approach side of the next stop station The entry deterrence point 5 is set. In addition, when the route conflicts with the priority train 20a, which is the target train, at the stop station of the train 20, the departure inhibition point 7 is set as the departure point of the train 20 at the stop station. The setting of the inhibition point is performed on the train 20 after the setting of the planned route of the train 20 by the route setting unit 204, for example.

  The inhibition release unit 214 releases the inhibition point set by the inhibition setting unit 212. Specifically, when the preceding train, which is the target train, leaves the stop station, the entry deterrent point 5 set for the succeeding train is opened. In addition, when the priority train, which is the target train, departs from the stop station, the departure inhibition point 7 is opened for the subordinate train.

  The storage unit 300 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 200 controls the ground device 10 in an integrated manner. Are used as a work area of the processing unit 200, and the calculation results executed by the processing unit 200, input data from the input unit 102, the wireless communication unit 108, the input data from the wired communication unit 110, and the like are stored. Is temporarily stored. In the present embodiment, the storage unit 300 stores a train control program 302, station diagram information 310, track node information 320, inhibition point information 330, and train information 340.

[Processing flow]
FIG. 11 is a flowchart illustrating the train control process. This process is a process executed by the processing unit 200 in the ground apparatus 10.

  First, the loop A is repeated for all the stations in the line section. In the loop A, the route setting unit 204 refers to the station schedule information 310 and determines whether or not a predetermined time before the departure time of any of the trains 20 at the target station (the station). If it does (step S1: YES), a scheduled route from the station to the next stop station is set for the train 20 (step S3).

  Next, the inhibition setting unit 212 performs an inhibition setting process (steps S5 to S11) for setting an inhibition point for the train 20 (the train). In the inhibition setting process, the inhibition setting unit 212 determines whether the stop station next to the preceding train of the train is a station on the scheduled route set for the train. If so (step S5: YES), an entry inhibition point 5 for the train is set outside the entrance side of the station (the next stop station of the preceding train) with reference to the inhibition point information 330 (step S5). S7). Further, it is determined whether or not a priority train whose departure order immediately precedes the train exists at the target station, and whether the route of the target train and the priority train compete with each other. If so (step S9: YES), the departure inhibition point 7 for the train is set as the departure point of the train at the target station (step S11). This is the suppression setting process. The processing of the loop A is performed in this manner.

  When the repetition of the loop A for all the stations is completed, the repetition of the loop B for all the trains 20 is sequentially performed. In the loop B, the inhibition release unit 214 performs an inhibition release process (steps S13 to S23) for releasing the setting of the inhibition point for the target train (the train). In the suppression release processing, the suppression release unit 214 determines whether the departure suppression point 7 is set for the train. If it has been set (step S13: YES), subsequently, it is determined whether or not the priority train has departed from the station. If it has departed (step S15: YES), the setting of the departure inhibition point 7 for the train is released. (Step S17). Further, it is determined whether the entry deterrent point 5 is set for the train. If it has been set (step S19: YES), it is determined whether the preceding train has departed from the station. If it has departed (step S21: YES), the setting of the entry deterrent point 5 for that train is released (step S19). S23). The process up to this point is the suppression release process.

  Next, the traveling prediction unit 206 performs a train traveling prediction process, and creates a traveling prediction equation representing the relationship between the traveling position and the traveling speed when the train travels on the scheduled route in the shortest time. At this time, by setting a protection pattern at a deterrent point set on the scheduled route, it is predicted that the train will not proceed beyond the deterrent point (step S25). Subsequently, the route occupancy lock unit 208 performs a route occupancy lock process to occupy and lock the track nodes on the scheduled route of the train. (Step S27). Specifically, the train node occupies and locks the track node at the occupation start time obtained from the travel prediction equation of the train. Thereafter, the route release unit 210 performs a route release process to release the occupation / unlock of the line node on the planned route of the train (step S29). Specifically, the occupancy and lock of the track node that the train has passed are released. The processing of loop B is performed in this manner. When the processing of loop B for all trains 20 is completed, the process returns to step S1, and the same processing is repeated.

[Effects]
As described above, according to the wireless train control system 1 of the present embodiment, until the target train departs from the stop, the deterrent point is set and the other trains other than the target train enter the deterrent point inward. In this way, it is possible to prevent a trouble in progress between trains due to waiting for the departure of the target train. In the moving blockage method, the train interval can be shortened as much as possible, but if the target train is delayed, other trains competing for the course will not be able to proceed any further and will stop, and There is a case where progress of trains is hindered due to waiting for departure of the target train, such as hindering progress of trains. Even if the following train runs as close as possible to the preceding train, the preceding train will eventually stop at the station, so that the following train will also stop. That is, the succeeding train can travel with a sufficient distance from the preceding train. For this reason, by using this extra distance to deter trains other than the target train until the target train departs, it is possible to avoid an operational trouble between trains that may occur when the departure / departure of the target train occurs. .

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

  For example, in the above-described embodiment, the station is described as an example of the stop, but the present invention is also applicable to other stops such as a signal place and a yard.

DESCRIPTION OF SYMBOLS 1 ... Radio train control system 10 ... Ground apparatus 200 ... Processing part 202 ... Track management part, 204 ... Track setting part, 206 ... Travel prediction part 208 ... Track occupation lock part, 210 ... Track release part 212 ... Suppression setting part, 214 ... Suppression opening unit 300 ... Storage unit 302 ... Train control program 310 ... Station schedule information, 320 ... Track node information 330 ... Suppression point information 340 ... Train information 20 ... Train, 30 ... Vehicle equipment 40 ... Wireless base station, 50 ... point switch, 60 ... rail crossing alarm 5 ... entry deterrent point, 7 ... departure deterrent point

Claims (5)

A wireless train control system that performs traveling control of each train by a moving block system based on a traveling position of each train,
Until the target train departs from the stop, set a deterrent point to suppress the progression between trains in the stop due to waiting for the departure of the target train, and set the setting according to the departure of the target train. Suppression point control means to be released;
For trains other than the target train, an entry suppression control unit that performs control to suppress entry into the suppression point.
Wireless train control system with. The suppression point control means,
As the deterrence point, a first deterrence point is set at a predetermined position outside the entrance side of the stop to prevent the subsequent train of the target train from entering the stop, and the departure of the target train is performed. First suppression point control means for releasing the setting accordingly,
Having,
The wireless train control system according to claim 1. The suppression point control means,
A second inhibition point control that sets a second inhibition point as a departure point of a subordinate train that departs from the stop next to the target train, and releases the setting according to the departure of the target train. means,
Having,
The wireless train control system according to claim 1. The second restraint point control means determines whether or not the route after departure of the target train and the route after departure of the subordinate train conflict, and if not, the second restraint point is determined. Not setting, setting the second deterrent point in case of conflict,
The wireless train control system according to claim 3. A traveling control method in a wireless train control system that performs traveling control of each train by a moving block system based on a traveling position of each train,
Until the target train departs from the stop, a deterrent point is set to suppress a progression hindrance between trains in the departure stop due to the departure of the target train, and the deterrence point is set according to the departure of the target train. Release the settings of
For trains other than the target train, performing control to suppress entry into the deterrent point,
A travel control method including:

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