JP4974223B2 - Wireless train control system - Google Patents

Description

  The present invention relates to a wireless train control (hereinafter referred to as CBTC) system.

  The CBTC system is disclosed in, for example, Japanese Patent Publication No. 7-507752 (Patent Document 1). In such a system, it is possible to measure the distance between the lineside radio and the train radio, and to exchange data between the lineside radio and the train radio and between the lineside radios. . This is because the distance between the radio set on the ground and the on-board radio set on the vehicle is measured by the radio wave delay measurement mode. It is a judgment.

Further, as a developed form of this system, a distance measurement result obtained by transmission / reception between a front onboard radio mounted on a train and a alongside radio disposed along the train traveling path, and the train A system that improves distance measurement accuracy and ensures diversity by determining the train position from the distance measurement results obtained by transmission / reception between the rear onboard radio mounted on the vehicle and other alongside radio Has been.
JP 7-507752 gazette

  However, the CBTC ground device (SC) for controlling the alongside radio differs between the alongside radio at the zone boundary. Therefore, before and after the zone boundary, the SCs to which the lineside radio should transmit the distance measurement results are also different, and therefore all distance measurement results cannot be collected to the SC having the control right for the train. This leads to deterioration of ranging accuracy. For this reason, when a train passes the zone boundary, it is a problem how to pass the distance between the front and rear on-board radios (VSR) while returning the distance measurement to the SC having the control right. It becomes.

  Accordingly, an object of the present invention is to provide a CBTC system that does not cause a decrease in ranging accuracy even when a train passes through a control boundary zone.

  In order to solve the above-described problems, a wireless train control system according to the present invention includes a alongside radio device arranged along a train travel path, a front onboard radio device mounted on the front of the train, and The system includes a system for determining a train position by transmitting a distance measurement result obtained by transmission / reception to / from a rear onboard radio mounted on the rear of the train from the alongside radio to a ground device.

  The train travel path is divided into a plurality of control zones, and each of the control zones includes a plurality of railway radios arranged at intervals. The railway radios belonging to the same control zone are controlled by the same ground device assigned to each control zone.

  According to the above configuration, by transmission / reception between the along-line radios arranged along the train traveling path, the front onboard radio mounted on the train, and the rear onboard radio mounted on the train. By transmitting the obtained distance measurement results to the ground device and judging the train position, it is possible to improve distance measurement accuracy and ensure diversity.

  In the case of the above configuration, in each of the control zones set along the train travel path, the lineside radio belonging to the same control zone is controlled by the same ground device. Before and after, the ground equipment that controls the radio along the line is different. Accordingly, since the ground devices to which the radio along the line should transmit the distance measurement result are different before and after the zone boundary, it is not possible to collect all the distance measurement results to the ground device having the control right for the train. This leads to deterioration of ranging accuracy. This point has already been pointed out as a problem of the prior art.

  As a means for solving this problem, in the present invention, in the basic configuration described above, when the train passes the zone boundary of the adjacent control zone, the other side is controlled by the ground device that controls the lineside radio belonging to one control zone. At least one railway radio belonging to the control zone is controlled across the zone boundary.

  According to this configuration, even when the train passes the zone boundary between adjacent control zones, for example, the front line radio and the front line radio belonging to the control zone located in front of the traveling direction of the train among the two adjacent control zones. Ranging can be performed by transmitting a distance measurement result by transmission / reception to / from the onboard radio to a ground device that controls a lineside radio belonging to the rear control zone.

  Therefore, it is possible to provide a CBTC system that does not cause a decrease in ranging accuracy even when a train passes through the control boundary zone.

  Specifically, using free resources of the wireless network, commands or reports are transmitted and received across the zone boundary to the alongside radio or the front onboard radio belonging to the control zone in front of it. By transmitting to the ground device that is the command transmission source, it can be used as distance measurement data.

  As a specific configuration, by controlling time-division radios by means of ground equipment in a time-sharing manner, the A bus that is the forward transmission system and the B bus that is the reverse transmission system are Can be divided into pieces. In this case, the control boundary by the A bus is different from the control boundary by the B bus. Thereby, the CBTC system which does not cause the fall of ranging accuracy when a train passes a control boundary using the positional difference of each control boundary of A bus and B bus is realizable.

  As described above, according to the present invention, it is possible to provide a CBTC system that does not cause a decrease in ranging accuracy even when a train passes through a control zone boundary.

  FIG. 1 is a diagram schematically showing a configuration of a CBTC system according to the present invention. Abstractly speaking, the wireless train control system according to the present invention is located on the front vehicle mounted on the front part of the train 2 along the radio stations WRS5 to WRS14 arranged along the traveling path 1 of the train 2. Ranging results obtained by wayside radios WRS5 to WRS14 are transmitted to ground devices SC1 and SC2 by transmission and reception between radio VSR1 and rear onboard radio VSR2 mounted on the rear of train 2. The system determines the train position. The number of trackside radios WRS5 to WRS14 is arbitrary, and the reference numerals are merely codes for distinguishing.

  The train travel path 1 is divided into a plurality of control zones C1 and C2. The figure shows two adjacent control zones C1 and C2 that are partitioned for control by a zone boundary P0. The control zone C1 includes the alongside radio devices WRS5 to WRS9, and the control zone C2 includes the alongside radio devices WRS10 to WRS14. The trackside radios WRS5 to WRS9 belonging to the control zone C1 are controlled by the ground device SC1, and the trackside radios (WRS10 to WRS14) belonging to the control zone C2 are controlled by the ground device SC2.

  The trackside radios WRS5 to WRS9 belonging to the control zone C1 mutually transmit and receive the command S11 and the report S12. The command S11 and the report S12 are also transmitted and received between the wayside radios WRS5 to WRS9 and the ground device SC1. Similarly, the command line radios WRS10 to WRS14 also execute a command S21 and a report S22. The command (S11, S21) and the report (S12, S22) transmission / reception method may be either wired or wireless. The commands S11 and S21 include a CBTC command and a distance measurement command, and the reports S12 and S22 include an ATP report and a distance measurement report.

  The along-line radio used for transmission / reception with the front on-board radio VSR1 and the along-line radio used for transmission / reception with the rear on-board radio VSR2 follow the traveling of the train 2 in turn. go. In ranging, there are two along-line radios used for transmission / reception with the front on-board radio VSR1 and the front on-board radio VSR2, and each set has two sets of ranging radios. Configure the machine set. The ground device SC1 determines the position of the train 2 with reference to the distance measurement report obtained by the distance measurement radio set. For example, in the case of the illustration, the report S12 obtained by the front on-board radio device VSR1 and the distance measuring radio set composed of the alongside radio device WRS8 and the alongside radio device WRS9, and the rear onboard radio device VSR2, A report S12 obtained by the distance measuring radio set composed of the lineside radios WRS5 and WRS6 is transmitted to the ground device SC1, and the position of the train 2 is determined in the ground device SC1.

  According to the above configuration, in the control zone C1, the report S12 obtained by the front onboard radio device VSR1 and the pair of ranging radio devices selected from the alongside radio device WRS5 to the alongside radio device WRS9, And the position of the train 2 in the ground device SC1 from the report S12 obtained by the rear on-board radio VSR2 and the pair of ranging radio units selected from the radio units WRS5 to WRS9. By determining this, it is possible to improve the ranging accuracy and ensure diversity.

  The same applies to the control zone C2, and the report S22 obtained by the front onboard radio set VSR1 and the pair of ranging radio sets selected from the alongside radio sets WRS10 to WRS14, and the rear onboard set By determining the position of the train 2 in the ground device SC2 from the report S22 obtained by the radio device VSR2 and the pair of ranging radio devices selected from the radio devices WRS10 to WRS14 along the line, the distance measurement is performed. Improvement in accuracy and diversity can be ensured.

  In the case of only the above configuration, the wayside radios WRS5 to WRS9 belonging to the control zone C1 are controlled by the ground device SC1, and the wayside radios WRS10 to WRS14 belonging to the control zone C2 are controlled by the ground device SC2. Before and after the zone boundary P0, it differs from the ground device SC1 that controls the lineside radios WRS5 to WRS14. Therefore, before and after the zone boundary P0, the ground radio devices WRS5 to WRS14 are different from the ground devices SC1 and SC2 to which the reports S12 and S22 should be transmitted. Cannot collect distance measurement results. This leads to deterioration of ranging accuracy. An object of the present invention is to solve such problems.

  FIG. 2 is a diagram showing how the above-described problems are solved. When the train 2 passes through the zone boundary P0 of the adjacent control zones C1 and C2, the along-the-station radios WRS5 belonging to the control zone C1 are shown. The ground device SC1 that controls the WRS 9 controls at least one of the railway radios belonging to the other control zone C2, for example, the railway radio WRS10, beyond the zone boundary P0.

  Therefore, according to the present invention, the controllable range of the ground device SC1 is originally extended to the railway radio WRS10 included in the control range of the ground device SC2. For the rear on-board radio device VSR2, the lineside radio devices WRS7 and WRS8 correspond.

  According to this configuration, even when the train 2 passes through the zone boundary P0 between the adjacent control zones C1 and C2, for example, the railway radio WRS9 belonging to the control zone C1 and the railway radio WRS10 belonging to the control zone C2 A distance measurement result obtained by transmission / reception between the distance measurement wireless device set and the front on-board wireless device VSR1 is transmitted as a report S12 to the ground device SC1 that is a transmission source of the command S11, and distance measurement is performed. Can do. For this reason, even when the train 2 passes through the zone boundary P0, it is possible to provide a CBTC system that does not cause a decrease in ranging accuracy.

  FIG. 3 is a diagram showing another embodiment of the wireless train control system according to the present invention. In the figure, parts corresponding to the constituent parts appearing in FIGS. 1 and 2 are given the same reference numerals. In the illustrated embodiment, the ground equipment SC1 and the ground equipment SC2 control the railway radios WRS5 to WRS14 in a time-sharing manner, so that the A bus that is the forward transmission system and the reverse transmission are seen in the traveling direction F of the train 2. The system B bus is formed in a time-sharing manner.

  According to the time-sharing control, along certain time timings, the alongside radios WRS5 to WRS9 included in the control zone C1 are controlled by the ground device SC1, and the alongside radios WRS10 to WRS14 included in the control zone C2 are controlled on the ground. An A bus controlled by the device SC2 is configured. At different time timings, B buses having the same configuration are configured.

  In the above configuration, the A bus control boundary P11 set for the A bus and the B bus control boundary P12 set for the B bus are made different from the zone boundary P0. First, paying attention to the A bus, the A bus control boundary P11 is a boundary that defines a controllable range by the ground device SC1 and a controllable range by the ground device SC2. The range that can be controlled by the ground device SC1 includes the lineside radios WRS5 to WRS8 except for the lineside radio WRS9 that is included when the zone boundary P0 is used as a reference. The range that can be controlled by the ground device SC2 includes a trackside radio WRS9 that is not originally included in addition to the trackside radios WRS10 to WRS14 that are originally included when the zone boundary P0 is used as a reference.

  Next, focusing on the B bus, the B bus control boundary P12 is a boundary that defines a controllable range by the ground device SC1 and a controllable range by the ground device SC2. The range that can be controlled by the ground device SC1 includes the trackside radio WRS10 that is not originally included in addition to the trackside radio WRS5 to the trackside radio WRS9 that are originally included when the zone boundary P0 is used as a reference. . The range that can be controlled by the ground device SC2 includes the lineside radios WRS11 to WRS14 except for the lineside radio WRS10 that is included when the zone boundary P0 is used as a reference.

  According to the above configuration, a CBTC system that does not cause a decrease in ranging accuracy even when the train 2 passes through the zone boundary P0 is provided by the same operation as described with reference to FIGS. be able to. Next, this point will be described with reference to FIGS. FIG. 4 is a diagram showing the relationship between the train position, alongside radios WRS5 to WRS14, front onboard radio VRS1, and rear onboard radio VRS2, and FIGS. 5 to 13 are partially enlarged views of FIG. It is.

  When FIG. 5 and FIG. 13 are described together with FIG. 4, first, as shown in FIG. 5, when the train 2 is located within the A bus controllable range by the ground device SC <b> 1, By the distance measuring radio set of the radio alongside radios WRS7 and WRS8 constituting the radio VRS1 and the A bus, and the distance measuring radio set consisting of the rear onboard radio VRS2 and the alongside radios WRS5 and WRS6 constituting the B bus, A distance measurement result is obtained. This distance measurement result is transmitted to the ground device SC1 as a report S12 in response to the command S11 supplied from the ground device SC1, and the position of the train 2 is determined in the ground device SC1. The on-board report is also transmitted from the front on-board radio device VRS1 to the along-line radio device WRS5 or WRS6.

  Next, assuming that the train 2 has traveled to the position illustrated in FIG. 6, a range-finding radio set of the on-board radio unit VRS1 and the along-line radio unit WRS8 and the along-line radio unit WRS9 constituting the A bus, and A distance measurement result is obtained by a distance measurement wireless device combination of the rear onboard wireless device VRS2 and the along-line wireless devices WRS6 and WRS7 constituting the B bus. This distance measurement result is transmitted to the ground device SC1 as a report S12 in response to the command S11 supplied from the ground device SC1, and the position of the train 2 is determined in the ground device SC1. The wayside radio WRS9 exceeds the range that can be controlled by the A-bus by the ground device SC1, and therefore, by sending a command S11 from the wayside radio WRS8 to the wayside radio WRS9, the wayside radio WRS9 is used as a distance measuring radio. Can be controlled. To the rear onboard radio device VSR2, the lineside radio devices WRS6 and WRS7 constituting the B bus respond.

  When the train 2 further travels and reaches the A bus control boundary P11, a distance measuring radio set of the front onboard radio VRS1 and the along-line radios WRS9 and WRS10 constituting the A bus, and the rear onboard radio A distance measurement result is obtained by a distance measurement wireless device set of the wireless devices WRS7 and WRS8 that constitute the B bus with the aircraft VRS2. The along-line radios WRS9 and WRS10 are beyond the A bus controllable range by the ground device SC1, but the A bus to which the front onboard radio VRS1 is assigned is within the A bus control range by the ground device SC2. Therefore, the front onboard radio device VRS1 requests allocation to the ground device SC2. In response to this request, the ground device SC2 places the front onboard radio device VRS1 on its own radio network, and transmits an allocation and ranging command.

  Next, when the train has traveled to the position shown in FIG. 8 and FIG. 9, a ranging radio set of the front onboard radio VRS1 and the along-line radios WRS9 and WRS10 constituting the A bus, and The distance measurement operation is performed by the distance measurement radio set of the rear on-board radio VRS2 and the along-line radios WRS7 and WRS8 constituting the B bus. In this state, the front onboard radio device VRS1 is within the control range of the ground device SC2, but the train 2 is controlled by the ground device SC1 because the head of the train 2 does not exceed the zone boundary P0. For this reason, the distance measurement command S11 is transmitted to the wayside radios WRS9 and WRS10 beyond the A bus control boundary P11. The wayside radio WRS10 is located at the end of the maximum controllable range of the ground device SC1, and therefore no further transmission is performed. The front onboard radio device VRS1 receives the assignment command and the distance measurement command from the ground device SC2 and operates. The front onboard radio device VRS1 and the alongside radio devices WRS9 and WRS10 perform the ranging operation in response to the assignment from the ground device SC1 and the assignment from the ground device SC2.

  Next, when the train 2 travels to the position shown in FIGS. 10 and 11, the train 2 enters the control range of the ground device SC2. In this state, the distance measuring radio set of the on-board radio unit VRS1 and the along-line radio units WRS11 and WRS12 constituting the A bus, and the along-line radio units WRS9 and WRS10 constituting the rear on-board radio unit VRS2 and the B bus. The distance measuring operation is performed by the distance measuring radio set. At this position, since the head of the train 2 has crossed the zone boundary P0, the train 2 is controlled by the ground device SC2. The CBTC command and the distance measurement command S11 are transmitted from the ground device SC2 for both the A bus and the B bus. In the A bus, it is possible to transmit only along the trackside radios WRS9 to WRS14 belonging to the controllable range by the ground device SC2, but the B bus is connected to the trackside radios WRS9 and WR10 belonging to the control range of the ground device SC1. Since the distance measurement is performed by the distance measurement wireless device set with the rear onboard wireless device VRS2, the distance measurement command S11 is transmitted to the along-line wireless device WRS9 across the B bus control boundary P12.

  Assuming that the train 2 has further traveled to the position shown in FIG. 12, a range-finding radio set of the front on-board radio VRS1 and the along-line radios WRS12 and WRS13 constituting the A bus, and a rear on-board radio The distance measuring operation is performed by the distance measuring radio set of the lineside radios WRS10 and WRS11 constituting the VRS2 and the B bus. In order to measure the distance of the rear on-board radio device VRS2 by the B-bus side line radio WRS10, the distance measurement command S11 is transmitted to the along-line radio WRS10 across the B bus control boundary P12.

  Further, when the train 2 travels to the position shown in FIG. 13, a range-finding radio set of the on-vehicle radio VRS1 and the along-line radios WRS13 and WRS14 constituting the A bus, and the rear on-vehicle radio The distance measuring operation is performed by the distance measuring radio set of the line VRS 2 and the along-line radios WRS11 and WRS12 constituting the B bus. Since both the A-bus and B-bus radio devices WRS13, WRS14, WRS11, and WRS12 for distance measurement are within the control range of the ground device SC2, there is no CBTC command, ATP report, distance measurement command, and distance measurement report. Can be transmitted.

  As described above, it is possible to transmit all the ranging reports obtained by measuring the train 2 across the control zone so as to be sandwiched from the front and back to the ground device SC1 or SC2 as the control source, while maintaining the position detection accuracy. Can pass through zone boundaries.

  Although the contents of the present invention have been specifically described with reference to the preferred embodiments, it is obvious that those skilled in the art can take various modifications based on the basic technical idea and teachings of the present invention. It is.

It is a figure showing roughly the composition of the radio type train control system concerning the present invention. It is a figure which shows the problem which the wireless train control system which concerns on this invention should solve, and its solution means. It is a figure which shows another Example of the wireless train control system which concerns on this invention. It is a figure which shows the relationship between the train position in the radio | wireless train control system shown in FIG. 3, a trackside radio | wireless machine, a front vehicle radio, and a rear vehicle radio. FIG. 5 is a partially enlarged view of FIG. 4 and shows a relationship between a train position and a distance measuring operation. FIG. 6 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 5. FIG. 7 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 6. FIG. 8 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 7. FIG. 9 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 8. FIG. 10 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 9. It is a figure which shows the relationship between the train position when a train further travels from the position shown in FIG. 10, and ranging operation. FIG. 12 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 11. FIG. 13 is a diagram illustrating a relationship between a train position and a distance measuring operation when the train further travels from the position illustrated in FIG. 12.

Explanation of symbols

1 Runway (rail)
2 trains
P0 Zone boundary P11 A bus control boundary P12 B bus control boundary SC1 Ground device SC2 Ground device WRS5 to WRS14 Radio along VRS1, VRS2 Onboard radio

Claims (1)

By transmission / reception between the radio along the train path, the front onboard radio mounted on the front of the train, and the rear onboard radio mounted on the rear of the train It is a wireless train control system including a system for determining the train position by transmitting the obtained distance measurement result to the ground device from the radio along the line,
The train travel path is divided into a plurality of control zones,
Each of the control zones includes a plurality of trackside radios arranged at intervals,
The lineside radios belonging to the same control zone are controlled by the same ground device assigned to each control zone,
When the train passes the boundary between adjacent control zones, the ground device that controls the radio along the line belonging to one control zone allows at least one railroad radio belonging to the other control zone to cross the boundary, Control,
By controlling the wayside radios in a time-sharing manner by the ground device, the A bus that is the forward transmission system and the B bus that is the reverse transmission system are formed in the traveling direction of the train,
Making the control boundary by the A bus different from the control boundary by the B bus,
Wireless train control system.

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