JP2024090484A - Train control system and train control method - Google Patents

Abstract

[Problem] The present disclosure aims to provide a technology capable of improving the interval between trains by correcting the movement permission limit MA in consideration of the movement of a hindrance point that may occur during the time required for communication. [Solution] One of the train control systems of the present invention includes a first train control device that controls a first train moving on the track, a second train control device that controls a second train that moves on the track and follows the first train, and a dispatch control device that communicates with the first train control device and the second train control device and controls the first train and the second train, and is characterized in that the second train control device predicts an update of the movement permission limit in consideration of the difference between the time when the dispatch control device calculates the movement permission limit and the time required for wireless communication between the second train communication unit and the dispatch communication unit, and applies the predicted movement permission limit to the control of the first train. [Selected Figure] Figure 6

Description

The present invention relates to a train control system and a train control method.

As an example of a signaling safety system for railway on-board control devices and ground control devices equipped with radio systems, there is a moving block system such as CBTC (Communications-Based Train Control). In a moving block system, the ground control device generally transmits information indicating the movement authority (MA) to the on-board control device, and the on-board control device generates a braking pattern based on the MA to perform safety control of the train.

Proposals have been made to shorten train operation headway in moving block systems. For example, Patent Document 1 describes a train control system that "makes it possible to set an appropriate safety margin distance for each location by varying the safety margin distance, which is placed before the safety limit position to set the stopping limit, depending on the location of the safety limit position, thereby shortening train operation headway. An on-board control device generates a braking pattern based on stopping limit information received from an automatic train control system, and performs stopping control of the train itself." Here, the stopping limit information corresponds to MA.

WO 18/207480

Patent Literature 1 discloses a technology for shortening train operation intervals by setting an appropriate safety margin distance according to the location of the safety limit position. The technology disclosed in Patent Literature 1 is realized by transmitting and receiving control information via wireless communication between an on-board control device and an automatic train control system (hereinafter also referred to as a "ground control device") installed on the ground side. However, the time required for wireless communication between the on-board control device and the ground control device is not taken into consideration. Therefore, depending on the MA calculation conditions of the ground control device, the on-board control device controls the train based on an MA that is at a distance of at least a predetermined safety margin distance from the obstruction point.
Therefore, the present disclosure aims to provide a technology that can improve the spacing between trains by correcting the movement allowable limit MA to take into account the movement of obstructions that may occur during the time required for communication.

In order to solve the above problems, one representative train control system of the present invention is a train control system including a first train side control device that controls a first train moving on a track, a second train side control device that controls a second train that moves on the track and follows the first train, and a dispatch side control device that communicates with the first train side control device and the second train side control device and controls the first train and the second train, the first train side control device having a first position detection unit that detects the on-track position of the first train, a first speed detection unit that detects the train speed of the first train, and a train side communication unit that transmits on-track position information indicating the on-track position to the dispatch side control device, the second train side control device having the on-track position, the train speed, and the dispatch side control device. and a second train-side control unit that calculates a control pattern based on a movement permission limit indicating a position where the first train can run, which is received from the command side control device, and controls the train. The command side control device has a command side communication unit that receives the on-track position, a command side memory unit that stores map data indicating a block section on the track, and a command side control unit that calculates the movement permission limit based on the on-track position and the map data. The second train-side control unit predicts an update to the movement permission limit for the movement permission limit, taking into account the difference between the time when the command side control unit calculated the movement permission limit and the time required for wireless communication between the second train-side communication unit and the command side communication unit, and applies the predicted movement permission limit to the control of the first train.

According to the present invention, it is possible to improve the interval between trains by correcting the movement allowance limit MA taking into account the movement of the obstruction point that may occur during the time required for communication.
Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments.

FIG. 1 is a diagram showing a conventional train control system. FIG. 2 is a diagram illustrating a train control system according to the first embodiment. FIG. 3 is a diagram showing an example of a train information table stored in the dispatch side storage unit. FIG. 4 is a diagram showing an example of map data stored in the command side storage unit. FIG. 5 is a diagram showing a schematic diagram of the processing of the train control system in the case of a fixed block section. FIG. 6 is a diagram showing a schematic diagram of the processing of the train control system in the case of a moving block section. FIG. 7 is a flowchart showing the processing of the train control system. FIG. 8 is a diagram showing an example of a train information table stored in the dispatch side storage unit.

Below, examples are described using the drawings. Note that the present disclosure is not limited to these examples. In addition, in the drawings, the same parts are denoted by the same reference numerals.

[Conventional Example]
A conventional train control method in a moving block system is shown with reference to Fig. 1. Fig. 1 is a diagram showing a conventional train control system. Shown here are a command control device 1, a following train 2 and its train-side control device, and a preceding train 3 and its train-side control device. The horizontal axis x indicates the position on the track, and the arrow Md indicates the direction of train travel. The preceding train 3 and the following train 2 are on a common track, and are trains in a forward and backward relationship. The command control device 1 is, for example, a device installed on the ground, and controls the operation of the trains.

First, FIG. 1(a) shows the scene at time t1. As shown here, the train-side control device of the preceding train 3 transmits train information Td to the dispatch-side control device 1. The train information Td includes the preceding train's position on the track, train speed, maximum deceleration, the detection time when the position on the track was detected, a train ID, etc.

Next, FIG. 1(b) shows a scene at time t2 after a certain time has passed. As shown here, the dispatch side control device 1 grasps the rear end position of the preceding train 3 as an obstacle point P. An obstacle point indicates a position on the track that the following train 2 can reach. The dispatch side control device 1 extracts the obstacle point based on map data of the track under its jurisdiction and the current position of the preceding train 3. In the example shown here, there are no other obstacle points on the track between the following train 2 and the preceding train 3, and the rear end part of the preceding train 4 is the obstacle point P, which is the boundary where the following train 2 can proceed. Furthermore, the dispatch side control device 1 calculates the movement permission limit MA. The movement permission limit MA is a position away from the position indicated by the obstacle point P by a safety margin distance Sd, which is a distance preset to avoid collisions such as braking distances. The train can run to the position indicated by the movement permission limit MA. Finally, the dispatch side control device 1 transmits MA information MAd, which indicates information on the movement permission limit MA, to the following train 2.

Here, because the preceding train 3 and are constantly moving in the direction of travel Md, the obstruction point P also moves in the direction of travel, moving to the position of obstruction point Pm. In contrast, the movement permission limit MA recognized by the train-side control device of the following train 2 is calculated based on the position of the preceding train 3 at time t1 in Figure 1(a). The following train 2 performs operation control based on the movement permission limit MA, but in conventional methods, the movement of the preceding train 3 was not taken into consideration.

[Example 1]
(Train control system configuration)
A train control system according to the first embodiment will be described with reference to Figures 2 and 3. Figure 2 is a diagram showing a train control system 10 according to the first embodiment. The train control system 10 can be divided into a ground command control device 20 and an on-board train control device 30.

The dispatch side control device 20 includes a dispatch side control unit 21, a dispatch side communication unit 22, and a dispatch side memory unit 23. The dispatch side communication unit 22 receives train information Td from trains in its jurisdiction. The dispatch side communication unit 22 also transmits, to the train, obstacle point information Od including information on obstacle points and MA information MAd including information on the movement permission limit MA. The dispatch side memory unit 23 stores the train information Td. The dispatch side memory unit 23 also stores map data indicating the track on which the train runs. The dispatch side control unit 21 extracts the MA information MAd and the obstacle point information Od based on the information collected by the dispatch side communication unit 22 and the information stored in the dispatch side memory unit 23. In this way, the dispatch side control device 20 controls the operation of trains in the train control system 10.

The train-side control device 30 is provided on the train 40 and includes a train-side control unit 31, a train-side communication unit 32, a train-side memory unit 33, a speed detection unit 34, and a position detection unit 35. The speed detection unit 34 has a function of detecting the speed of the train, and can apply a method of detecting the number of rotations of the wheels using a tachograph to calculate the speed, for example. The position detection unit 35 has a function of detecting the on-track position of the train 40, which is the position on the track, and can calculate the travel distance using the number of rotations of the wheels detected by the tachograph, for example. The train-side communication unit 32 communicates with the command communication unit 22, transmits train information Td, and receives MA information MAd and obstacle point information Od. The train-side memory unit 33 stores map data. The train-side control unit 31 generates a brake pattern for the train 40 based on the MA information MAd and obstacle point information Od, and controls the operation of the train 40.

Note that the command control device 20 is, for example, a ground device, and the train control device 30 is an on-board device provided on the train 40, but the present disclosure is not limited to this. The command control device 20 may be movable and not installed in a fixed location on the ground. Furthermore, the train control device 30 is not limited to being installed on the train that it controls. It is also possible to configure the speed detection unit 34 and position detection unit 35 as on-board devices, and the train control unit 31, train communication unit 32, and train memory unit 33 to be installed outside the train.

In addition, in the first embodiment, the communication between the command communication unit 22 and the train communication unit 32 is wireless communication. The radio wave transmission method can be selected as appropriate, such as an inductive radio method or a spatial radio method. Furthermore, the present invention is not limited to wireless communication, but can also be applied to wired communication or communication using a satellite. The communication between the command communication unit 22 and the train communication unit 32 can also be applied to cases where a relay device is included.

The configurations of the speed detection unit 34 and the position detection unit 35 are merely examples and are not limited to these. For example, a positioning system using satellite technology such as the Global Positioning System (GPS) or the Global Navigation Satellite System (GNSS) may be used, or a speedometer using reflected light such as a Doppler radar may be used. For other configurations, alternative means having similar functions may be appropriately selected.

(Memorized Data)
3 is a diagram showing an example of the train information table 231 stored in the dispatch side memory unit 23. The data shown in the table format includes items such as "train ID" which is identification information for each train, "maximum deceleration" which indicates the maximum deceleration rate of the train, "location on the line" which indicates the location of the train on the line, "speed" which indicates the train speed, and "detection time" which indicates the time when the aforementioned "location on the line" was detected. Note that the detection time may be the time when both the location on the line and the speed are detected.

The train information Td for each train corresponds to a row in the table. For example, the train information Td for train ID 1 has a "maximum deceleration" of β1, a "location on the line" of aa, a "speed" of AA, and a "detection time" of aa:aa. The "maximum deceleration" is a value based on the running performance of each train, and once registered, it is updated when equipment is updated, etc. On the other hand, the train information Td is transmitted from the train-side communication unit 32 in real time, in other words, at each specified measurement interval. Therefore, the "location on the line", "speed", and "detection time" are updated every time train information Td is transmitted or received.

Figure 4 is a diagram showing an example of map data 232 stored in the command side memory unit 23. The map data includes information indicating block sections on the track. Here, it is shown that the section from Station A to distance x1, the section from distance x2 to distance x3, the section from distance X3 to distance X4, and the section from distance x5 to Station B are each fixed block sections. Fixed block sections are set in sections that include stations or sections where switches are installed. It is also shown that the section from distance x1 to distance x2 and the section from distance x4 to distance x5 are each moving block sections.

Now let us explain fixed block sections and moving block sections. A section designated as a closed section can only be occupied by one train. Block sections can be divided into fixed block sections, which are fixed according to map coordinates, and moving block sections, which move as the train moves. In the case of fixed block sections, the ends of the block sections become the obstruction points. As the coordinates of fixed block sections are fixed, the position of the obstruction points does not change. On the other hand, in the case of moving block sections, the ends of the block sections become the obstruction points at the positions of trains in the block sections (for example, the rear ends of trains). As the position of the train is the obstruction point, the obstruction points also move as the train moves.

Such map data 232 indicating the block section is also stored in the train-side memory unit 33. The map data 232 stored in common between the dispatch controller 20 and the train controller 30.
The map data 232 may be updated depending on the situation. For example, when the track is damaged or broken, or when an accident or an abnormality occurs in an area within the track range, trains may be prohibited from entering the area. In such a case, the map data 232 may be updated.

(Control in case of fixed block section)
5 is a diagram showing a schematic diagram of the process of the train control system 100 in the case of a fixed block section. The train control system 100 includes a first train control device that controls a first train moving on the track, a second train control device that controls a second train moving on the track and following the first train, and a dispatch control device that communicates with the first train control device and the second train control device and controls the first train and the second train. The first train control device includes a first position detection unit that detects the location of the first train, a first speed detection unit that detects the train speed of the first train, and a train communication unit that transmits location information indicating the location of the first train to the dispatch control device. The second train control device includes a second train control unit that calculates a control pattern based on the location of the first train, the train speed, and a movement permission limit that indicates a position where the first train can run and that is received from the dispatch control device, and controls the train. The command side control device has a command side communication unit that receives the on-track position, a command side memory unit that stores map data indicating blocked sections on the track, and a command side control unit that calculates the permitted movement limit based on the on-track position and the map data.

Here, the train control system 100 shows how the dispatch control device 20 controls the operation of two trains, a preceding train (first train) 40a and a following train (second train) 40b. The preceding train 40a is in a fixed block section between distances x2 and x3. Here, the horizontal axis x indicates the position on the track, and the arrow Md indicates the direction of train travel. The preceding train 40a and the following train 40b are equipped with train control devices that are the same as the train control device 30 of the train 40 shown in FIG. 2. The train control device and its components equipped in the preceding train 40a are given the suffix a, and the train control device and its components equipped in the following train 40b are given the suffix b. The functions of the train control device and its components are the same as those described in FIG. 2, so the description will be omitted.

Control in the train control system is carried out in the order of (Process 1), (Process 2), and (Process 3). First, as shown by the arrow in (Process 1), the preceding train 40a transmits train information Td to the command control device 20. The train information Td includes, for example, the track position xa, train speed va, maximum deceleration βa, detection time ta when the track position was detected, and train ID of the preceding train 40a.

Next, as indicated by the arrow in process (2), the dispatch control device 20 transmits the obstruction point information Od and the MA information MAd to the following train 40b. The behavior of the dispatch control device 20 at this time will be explained.

In the command side control device 20, the command side control unit 21 determines in which block section the on-track position xa of the preceding train 40a is located, based on the on-track position xa of the preceding train 40a and the map data 232 stored in the command side memory unit 23. Here, since the on-track position xa of the preceding train 40a is included in the fixed block section FBs between distance x2 and distance x3, the command side control unit 21 determines that the preceding train 40a is in the moving block section FBs. The obstruction point information Od includes type information indicating the type of obstruction point. In other words, the type information is information indicating either a moving obstruction point, which indicates that the obstruction point may be moved, or a non-moving obstruction point, which indicates that the obstruction point is fixed and does not move. Here, the type information is a non-moving obstruction point.

The MA information MAd is information indicating the safety clearance limit MA, which is a position that is a safety margin distance Sd away from the position of the obstruction point P. The command side control unit 21 refers to the map data 232 and sets the position obtained by subtracting the safety margin distance Sd from the distance of the end of the block section where the preceding train 40a is located as the safety clearance limit MA. In this case, the obstruction point P is the distance x2 of the end of the fixed block section, and the safety clearance limit MA is a position that is a safety margin distance Sd away from the distance x2. The command side control unit 21 calculates the movement clearance limit MA based on the on-line position xa of the preceding train 40a, the safety margin distance Sd, and the map data 232. Note that various methods can be adopted for setting the safety margin distance Sd. For example, it may be a constant value regardless of the type of obstruction point or the type of train. Alternatively, it may be set based on the type of obstruction point, the braking performance of the train, environmental conditions, etc.

The dispatch side control device 20 generates the obstruction point information Od and the MA information MAd. The generated obstruction point information Od and MA information MAd are transmitted by the dispatch side communication unit 22, and the train side communication unit 32b of the following train 40b receives the obstruction point information Od and the MA information MAd.

Then, in process (3), the following train 40b generates a brake pattern 41 based on the obstruction point information Od and the MA information MAd. The brake pattern 41 indicates the train speed v along the vertical axis. The brake pattern 41 indicates that the following train 40b decelerates as it travels in the direction of travel Md, and that the train speed becomes 0 when it reaches the allowable movement limit MA. Since the following train 40b is determined to be a non-moving obstruction point based on the obstruction point information Od, the brake pattern 41 is generated based on the position of the allowable movement limit MA indicated by the MA information MAd and the on-track position and train speed of the following train 40b.

The generated braking pattern 41 is shared with the control device that controls the drive of the following train 40b or the train crew, and the spacing between trains is controlled based on the braking pattern 41.

(Control in the case of moving block section)
Fig. 6 is a diagram showing a schematic diagram of the processing of the train control system 100 in the case of a moving block section. As in the case shown in Fig. 5, the diagram shows how the command control device 20 controls the operation of two trains, a preceding train 40a and a following train 40b. The preceding train 40a is in the moving block section between distances x1 and x3. The same components as those in Fig. 5 are denoted by the same reference numerals in Fig. 6. The same components will not be described.

Control in the train control system is carried out in the order of (Process 1), (Process 2), (Process 3), (Process 4), and (Process 5). First, as shown by the arrow in (Process 1), the preceding train 40a transmits train information Td to the command control device 20. The train information Td includes, for example, the track position xa, train speed va, maximum deceleration βa, time ta when the track position was detected, and train ID of the preceding train 40a.

Next, as indicated by the arrows in process (2), the dispatch control device 20 transmits the obstruction point information Od, MA information MAd, and preceding train information PTd to the following train 40b. The behavior of the dispatch control device 20 at this time will be explained.

In the dispatch control device 20, the dispatch control unit 21 determines in which block section the preceding train 40a's on-track position xa is located, based on the on-track position xa of the preceding train 40a and the map data stored in the dispatch memory unit 23. Here, the preceding train 40a's on-track position xa is included in the moving block section MBs between distances x1 and x2, and the dispatch control unit 21 determines that the preceding train 40a is in the moving block section MBs. Here, the type information is a moving obstruction point.

For the MA information MAd, the command side control unit 21 refers to the map data 232 and determines the safety clearance limit MA to be the distance to the end of the block section where the preceding train 40a is located minus the safety margin distance Sd. In this case, the obstruction point P is the position of the preceding train 40a (for example, the position of the rear end of the preceding train 40a), and the movement clearance limit MA is a position that is the safety margin distance Sd away from the position of the preceding train 40a. The command side control unit 21 calculates the safety clearance limit MA based on the on-track position xa of the preceding train 40a, the safety margin distance Sd, and the map data 232.

The preceding train information PTd is information indicating the train speed va, maximum deceleration βa, and detection time ta of the preceding train 40a. This information was included in the same train information Td that contained the on-track position xa used when calculating the obstruction point and the permitted movement limit MA.

The command side control device 20 generates the obstacle point information Od, MA information MAd, and preceding train information PTd. The generated obstacle point information Od, MA information MAd, and preceding train information PTd are transmitted by the command side communication unit 22, and the train side communication unit 32b of the following train 40b receives the obstacle point information Od, MA information MAd, and preceding train information PTd.

In the following (Process 3) and (Process 4), the train side control unit 31b of the following train 40b predicts an update to the movement permission limit MA, taking into consideration the difference between the time when the command side control unit 21 calculates the movement permission limit MA and the time required for wireless communication between the train side line communication unit 31b and the command side communication unit, and applies the predicted movement permission limit to the control of the first train. Note that the time when the command side control unit 21 calculates the movement permission limit MA is the time from when the on-track position of the preceding train 40a is detected to when the movement permission limit MA is calculated by the command side control unit 20.

(Process 3) is performed by the following train 40b. Since the type of the obstruction point is a moving obstruction point, it is assumed that the preceding train 40a will move further in the traveling direction Md by the time the following train 40b acquires the MA information MAd, in other words, during the communication between the preceding train 40a, the dispatch side control device 20, and the following train 40b, and the obstruction point P, which is the position of the preceding train 40a, will also move in the traveling direction Md. Since the obstruction point information Od indicates a moving obstruction point, the train side control device 31b of the following train 40b performs the following operation. Based on the MA information MAd and the preceding train information PTd transmitted from the dispatch side control device 20, the train side control device 31b of the following train 40b calculates the predicted moving distance La, which is the shortest distance that the preceding train 40a can move between the detection time ta and the current time tc. The predicted moving distance La is the moving distance of the preceding train 40a and also the moving distance of the obstruction point P. The calculation method will be described later.

(Process 4) is a process for correcting the movement permission limit MA. The train-side control device 31b of the following train 40b moves the movement permission limit MA indicated by the MA information MAd in the travel direction Md by the predicted movement distance La, and calculates the corrected movement permission limit MA1. Next, in (Process 5), the train-side control device 31b of the following train 40b generates a brake pattern 411 based on the corrected movement permission limit MA1.

The generated braking pattern 411 is shared with a control device that controls the drive of the following train 40b or with the train's crew, and the interval between trains is controlled based on the braking pattern 411.
In this way, by taking into account the movement of the obstruction point P that may occur due to the time required for communication, the movement allowable limit MA is corrected, making it possible to improve the interval between trains.

(Control Flowchart)
FIG. 7 is a flowchart showing the processing of the train control system.

Step S1: The dispatch control device 20 acquires information about the obstruction points to create MA information MAd for the train control device 30. Causes of obstruction points include information about block sections, train information, etc. The information about block sections is, for example, map data 232. The map data 232 may be acquired in advance before the train starts operating, or information about potential obstruction points may be acquired by collecting information from a train in operation. Train information may be acquired by acquiring train information Td. The train information Td includes the train's location on the line, the train speed, the maximum deceleration of the train, the detection time when the train detected its location on the line, and the train ID.

Note that the method of obtaining information about obstruction points is not limited to this method. For example, train protection information may be used. Train protection information is information that the command control device 20 transmits to the train control device 30, and indicates that trains are prohibited from entering areas specified in the information. For example, the command control device 20 determines areas where entry is prohibited based on train information Td collected from trains on the lines under its jurisdiction and other information collected for the purpose of operation management, generates train protection information, and transmits it to the trains to be controlled.

Step S2: The dispatch control device 20 determines the type of obstruction point in the direction of travel of the train 40 equipped with the train control device 30. If there is a preceding train in the moving block section, a movable obstruction point exists, and if there is a preceding train in the fixed block section or if train protection information has been acquired, a fixed obstruction point exists. The dispatch control device 20 determines the type of obstruction point based on the information acquired in step S1. The dispatch control device 20 transmits type information indicating the type of obstruction point to the train control device 30. If it is a movable obstruction point, the process proceeds to step S3, and if it is a non-moving obstruction point, the process proceeds to step S5.

In the next steps S3 and S4, if the obstruction point type information indicates an obstruction point that does not move, the train-side control unit 31 of the following train calculates the control pattern of the following train with respect to the movement permission limit MA.

Step S3: The dispatch side control device 20 transmits MA information MAd, which is information indicating the movement permission limit MA, which is a position at a safety margin distance from the position of the obstruction point, and obstruction point information Od, which indicates the obstruction point that will not move, to the train side control device 30, which is the control target. The train of the train side control device 30, which is the control target, can be determined, for example, based on the on-track position contained in the train information Td. The dispatch side control unit 21 of the dispatch side control device 20 determines that trains with adjacent on-track positions are the preceding train and the following train, and determines the train that obtained information about the obstruction point in steps S1 and S2 as the preceding train, and the following train following the preceding train as the control target.

Step S4: The train-side control device 30 creates a brake pattern based on the MA information MAd received from the dispatch-side control device 20. Train control is performed based on the brake pattern. In this case, the position of the obstruction point does not change, so the position of the obstruction point is not corrected.

In the next steps S5 and S6, if the obstruction point type information indicates an obstruction point that can be moved, the train-side control unit 31 of the following train predicts and calculates the shortest possible arrival point at which the preceding train's position can be updated between the detection time of the preceding train and the current time, using the current time recognized by the train-side control unit 30 and the detection time of the preceding train's position received from the dispatch control unit 20, the train speed of the preceding train cars, and the maximum deceleration of the preceding train, updates the movement permission limit MA based on the result of the prediction calculation, and calculates the control pattern of the following train for the updated movement permission limit.

Step S5: The dispatch control device 20 transmits to the train control device 30, which is the object of control, MA information MAd, which is information indicating the movement permission limit MA, which is a position at a safety margin distance from the position of the obstruction point, obstruction point information Od, which indicates the obstruction point to be moved in addition to the MA information MAd, and preceding train information. The preceding train information is information indicating the detection time, which is the time when the on-track position used when calculating the safety permission limit MA was detected, the speed of the preceding train, and the maximum deceleration of the preceding train.

Step S6: The obstruction point is the position of the preceding train, and therefore may move. It is expected that the preceding train will continue to move in the direction of travel until the train-side control device 30 of the following train receives the MA information MAd calculated by the dispatch-side control device 20 via wireless communication.

この時、上記（式１）および（式２）に利用されているパラメータは、先行列車の列車情報Ｔｄを取得したときの列車速度ｖ、先行列車の最大減速度β（β＜０）、後続列車が指令側制御装置２０から受信するＭＡの位置ｘ、現在時刻（以下、「Ｔｎ」とする。）と先行列車が在線位置を検出した時刻（以下、「Ｔｉ」とする。）の差分ｔ＝Ｔｎ－Ｔｉである。なお、本実施例での上記（式１）および（式２）においては、安全を考慮し、先行列車が指令側制御装置２０に列車情報Ｔｄを送信後、最大減速度βで減速した場合の移動距離が予測されている。（式１）は、先行列車がβで減速したときに差分ｔの時間の間に停止することが可能な場合を示す。（式２）は、先行列車がβで減速したときに差分ｔの時間の間に停止することができない場合を示す。 Therefore, the shortest distance that the preceding train can move (predicted movement distance) La is calculated using the following formula.

At this time, the parameters used in the above (Equation 1) and (Equation 2) are the train speed v when the train information Td of the preceding train is acquired, the maximum deceleration β of the preceding train (β<0), the position x of the MA received by the following train from the dispatch control device 20, and the difference t between the current time (hereinafter referred to as "Tn") and the time when the preceding train detects its on-track position (hereinafter referred to as "Ti"), which is t=Tn-Ti. Note that in the above (Equation 1) and (Equation 2) in this embodiment, the moving distance when the preceding train decelerates at the maximum deceleration β after transmitting the train information Td to the dispatch control device 20 is predicted for safety reasons. (Equation 1) shows the case where the preceding train can stop within the time of the difference t when it decelerates at β. (Equation 2) shows the case where the preceding train cannot stop within the time of the difference t when it decelerates at β.

Step S7: The train-side control device 30 of the following train corrects the MA information MAd received from the dispatch control device 20 by adding the predicted movement distance La calculated in step S6 above, that is, the point shifted in the direction of travel from the received MA position by the predicted movement distance, to a new MA. The train-side control device 30 of the following train creates a brake pattern based on the corrected MA. Train control is performed based on the brake pattern. This control is performed every time the MA information MAd received from the dispatch control device 20 is updated. However, if the position of the preceding train after the predicted movement calculated in step S6 above moves inside the "non-moving obstruction point" (for example, when the preceding train after the predicted movement completely enters the block section), the train-side control device 30 of the following train must limit the correction of the MA to the "non-moving obstruction point" (for example, the end of the block section). For example, the train-side control device 30 can determine whether the preceding train will enter the fixed block section based on the predicted movement distance and the map data 232 stored in it.

(Action and Effects)
By realizing a train control system using MA movement prediction based on the type of obstruction point as in this embodiment, when the obstruction point for the following train is a moving obstruction point such as the tail position of the preceding train, it is possible to predict the movement of the MA received by the following train. This makes it possible to shorten the operation interval between the following train and the preceding train compared to the conventional control method, and realize a train control system with higher real-time performance.
Thus, according to the present disclosure, by correcting the movement permission limit MA to take into account the movement of obstructions that may occur during the time required for communication, it is possible to improve the operating density to ideal conditions and improve the spacing between trains.

[Example 2]
In the first embodiment, the on-board control device of the following train corrects the MA received from the command control device by predicting the movement of the preceding train's position, which is an obstruction point, and the train control device 30 of the following train creates a brake pattern based on the corrected MA. On the other hand, in this embodiment, the command control device 20 receives train position information of the preceding train, and when sending the MA calculated with that position as an obstruction point to the following train, the command control device 20 predicts the movement of the preceding train in advance. In this respect, the second embodiment differs from the first embodiment. In the following description, components that are the same or equivalent to those in the first embodiment are given the same reference numerals, and their description will be simplified or omitted.

Figure 8 is a diagram showing an example of the train information table 231a stored in the command side memory unit 23. It differs from the train information table 231 of the first embodiment in that it includes an item "reception time". The "reception time" indicates the time when the command side communication unit 22 of the command side control device 20 receives the train information Td. For example, the time when the train information Td with train ID 1 is received by the command side communication unit 22 is the reception time "kk:kk". The difference between the detection time and the reception time is the time required for communication. The movement of the MA can be calculated by calculating the distance traveled by the preceding train during the communication time between the preceding train and the command side control device 20 and the time between the following train, which is the object of control, and the command side control device 20.

The calculated MA is transmitted by the dispatch control device 20 to the train control device 30 of the following train. The train control device 30 of the following train creates a brake pattern based on the received MA.

(Action and Effects)
Thus, according to the present disclosure, by correcting the movement permission limit MA to take into account the movement of obstructions that may occur during the time required for communication, it is possible to improve the operating density to ideal conditions and improve the spacing between trains.
In addition, since the MA correction is performed in the dispatch control device 20 and there is no need to correct the MA in the train control device, a train control system can be realized without increasing the processing load of the train control device 30.

[Example 3]
In the first and second embodiments, the dispatch-side control unit of the dispatch-side control device transmits the MA information MAd to the train-side control device, but in the third embodiment, information indicating the expiration date of the MA information MAd is also transmitted, which is different. In the following description, the same reference numerals are used for components that are the same as or equivalent to those in the first embodiment, and the description thereof will be simplified or omitted.

The permitted movement limit MA can be predicted accurately when the speed of the preceding train is almost constant. For example, in areas where there is a large change in gradient or a large change in radius of curvature, the train's speed may change more than expected. When predicting the train's position in such areas, situations may arise where the train's speed changes and constant speed movement is not achieved, which reduces the accuracy of the train movement prediction.

The dispatch side control unit 21 of the dispatch side control device 20 judges whether the location is one where the train's speed may change, based on the on-line position and map data 232 included in the train information. If the location is one where the speed is likely to change, it calculates the arrival time to reach that location based on the on-line position and train speed of the train. The dispatch side control device 20 transmits the arrival time as the expiration date and preceding train information PTd together with MA information MAd to the following train to be controlled.

The following train recognizes the movement permission limit MA and the expiration date. Even if the type of obstruction point is an obstruction point that can be moved, the train-side control unit of the following train stops predicting the update of the forward movement permission limit MA after the expiration date has passed.

(Action and Effects)
If the movement permission limit MA is updated even though the preceding train is not moving as much as expected, the interval between the preceding train and the following train may become narrower than expected in terms of space and time.By setting an expiration date for the MA information, it is possible to improve the interval between trains while avoiding narrowing the interval between trains more than necessary.

Although the embodiments of the present invention have been described above, the present disclosure is not limited to the above-mentioned embodiments, and various modifications are possible without departing from the spirit of the present invention.

[Other embodiments]
The present disclosure also includes the following aspects.
(Aspect 1)
a first train side control device that controls a first train moving on the track;
a second train side control device that controls a second train that travels on the track and follows the first train;
A dispatch control device that communicates with the first train-side control device and the second train-side control device and controls the first train and the second train;
A train control system comprising:
The first train side control device,
a first position detection unit that detects a position of the first train;
a first speed detection unit that detects a train speed of the first train;
a train-side communication unit that transmits on-track position information indicating the first on-track position to the dispatch control device,
The second train side control device,
a second train-side control unit that calculates a control pattern based on the on-track position, the train speed, and a movement permission limit indicating a position at which the first train can run, the movement permission limit being received from the dispatch control device, and controls the second train,
The command side control device includes:
A command side communication unit that receives the on-rail location;
A command side memory unit that stores map data indicating a block section on the track;
a command side control unit that calculates the movement permission limit based on the on-rail position and the map data,
The second train side control unit,
a train control system that predicts an update to the movement permission limit by taking into account a difference between the time when the command side control unit calculates the movement permission limit and the time required for wireless communication between the second train siding communication unit and the command side communication unit, and applies the predicted movement permission limit to the control of the first train.
(Aspect 2)
2. A train control system according to claim 1,
The command side control unit is
and transmitting to the second train-side control device, in addition to the movement permission limit, information on the type of obstruction point used in calculating the movement permission limit, a detection time when the location information of the first train was detected, a train speed of the first train, and a maximum deceleration of the first train.
(Aspect 3)
A train control system according to aspect 1 or 2,
The command side control unit transmits the information indicating the movement permission limit to the second train side control device together with a validity period of the information,
A train control system characterized in that the second train side control unit stops predicting the update of the movement permission limit after the validity period has elapsed.
(Aspect 4)
A train control system according to any one of aspects 1 to 3,
The second train side control unit,
When the obstacle point type information indicates an obstacle point that does not move, a control pattern of the second train is calculated with respect to the movement permission limit;
a train control system for calculating a shortest reachable point at which the on-track position of the first train can be updated between the detection time and the current time using the current time recognized by the second train side control device, the detection time at which the on-track position of the first train was detected, the train speed of the first train, and a maximum deceleration of the first train, which are received from the command side control device, updating the movement permission limit based on a result of the prediction calculation, and calculating a control pattern of the second train for the updated movement permission limit.
(Aspect 5)
A train-side control device that controls a train moving on a track;
A dispatch control device that communicates with the train control device and controls the train;
A train control method comprising:
In the command control device,
calculating a movement permission limit indicating a position where the train can run, based on map data indicating a track position of a preceding train preceding the train and a block section on the track;
In the train side control device,
a train control method comprising: predicting an update of the movement permission limit by taking into consideration a difference in time required for wireless communication between the train siding communication unit and the dispatch communication unit; and applying the predicted movement permission limit to control of the train.

1, 10, 100: Train control system 2, 20: Dispatch side control device 21: Dispatch side control unit 22: Dispatch side communication unit 23: Dispatch side memory unit 3, 30: Train side control device 31: Train side control unit 32: Train side communication unit 33: Train side memory unit 34: Speed detection unit 35: Position detection unit 40: Train 40a: Preceding train 40b: Following train 41, 411: Brake pattern 231, 231a: Train information table 232: Map data

Claims (5)

a first train side control device that controls a first train moving on the track;
a second train side control device that controls a second train that travels on the track and follows the first train;
A dispatch control device that communicates with the first train-side control device and the second train-side control device and controls the first train and the second train;
A train control system comprising:
The first train side control device,
a first position detection unit that detects a position of the first train;
a first speed detection unit that detects a train speed of the first train;
a train-side communication unit that transmits on-track position information indicating the first on-track position to the dispatch control device,
The second train side control device,
a second train-side control unit that calculates a control pattern based on the on-track position, the train speed, and a movement permission limit indicating a position at which the first train can run, the movement permission limit being received from the dispatch control device, and controls the second train,
The command side control device includes:
A command side communication unit that receives the on-rail location;
A command side memory unit that stores map data indicating a block section on the track;
a command side control unit that calculates the movement permission limit based on the on-rail position and the map data,
The second train side control unit,
a train control system that predicts an update to the movement permission limit by taking into account a difference between the time when the command side control unit calculates the movement permission limit and the time required for wireless communication between the second train siding communication unit and the command side communication unit, and applies the predicted movement permission limit to the control of the first train. 2. The train control system according to claim 1,
The command side control unit is
a train control system for transmitting to the second train-side control device, in addition to the movement permission limit, information on the type of obstruction point used in calculating the movement permission limit, a detection time when the location information of the first train was detected, a train speed of the first train, and a maximum deceleration of the first train. 3. A train control system according to claim 2,
The command side control unit transmits the information indicating the movement permission limit to the second train side control device together with a validity period of the information,
A train control system characterized in that the second train side control unit stops predicting the update of the movement permission limit after the validity period has elapsed. A train control system according to claim 2 or 3,
The second train side control unit,
When the obstacle point type information indicates an obstacle point that does not move, a control pattern of the second train is calculated with respect to the movement permission limit;
a train control system for calculating a shortest reachable point at which the on-track position of the first train can be updated between the detection time and the current time using the current time recognized by the second train side control device, the detection time at which the on-track position of the first train was detected, the train speed of the first train, and a maximum deceleration of the first train, which are received from the command side control device, updating the movement permission limit based on a result of the prediction calculation, and calculating a control pattern of the second train for the updated movement permission limit. A train-side control device that controls a train moving on a track;
A dispatch control device that communicates with the train control device and controls the train;
A train control method comprising:
In the command control device,
calculating a movement permission limit indicating a position where the train can run, based on map data indicating a track position of a preceding train preceding the train and a block section on the track;
In the train side control device,
a train control method comprising: predicting an update of the movement permission limit by taking into consideration a difference in time required for wireless communication between the train siding communication unit and the dispatch communication unit; and applying the predicted movement permission limit to control of the train.

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