JP6503250B2 - Train control system - Google Patents

Description

The present invention relates to a train control system ground unit and the on-board equipment is connected via a wireless network.

Patent Document 1 discloses a communication-based train control (CBTC) system using a wireless network. The system may be used on the ground equipment, along-line radios located along the train track, on-board equipment mounted on the train, on-board radios mounted on the front of the train, and at the rear of the train It is equipped with the on-board rear radio. Then, the distance measurement results obtained by transmission and reception between the wayside radio and the on-board radio and between the wayside radio and the rear on-board radio are transmitted from the wayside radio to the ground device to determine the train position.
Further, as described in, for example, Patent Document 2, there is also known one that constitutes a propagation (bucket brigade) type radio network in which adjacent railway radios perform radio communication and relay and transmit information. There is.

JP 2008-162548 A JP 2007-124507 A

  By the way, CBTC system by propagation (bucket brigade) type wireless network has an advantage that it can control and grasp transmission delay accurately because of synchronous type communication and can control trains at a fixed cycle, but the communication itself is low speed, There is a large delay in the transmission between the ground equipment and the onboard equipment. Moreover, since a dedicated wireless device is required, and the ground device and the on-vehicle device are logically configured exclusively for the system, it is not possible to flexibly cope with the revision of the Radio Law and the change of specifications for overseas use. Therefore, for example, in order to change the band of the radio frequency, it is necessary to review the entire system.

  Therefore, it is considered to improve the speed and flexibility by applying a general-purpose communication system such as Wi-Fi or LTE (Long Term Evolution), which is significantly more advanced than a railway signal system, to CBTC. By applying these communication systems to the above-mentioned propagation (bucket brigade) type wireless network, it can be expected that the transmission delay between the ground device and the on-vehicle device can be reduced. In addition, in a non-propagation wireless network in which a radio along a track and a ground device are connected by wire, it can be expected to further reduce the transmission delay.

  However, for example, in a standard wireless device used in Wi-Fi, it is difficult to accurately control or understand transmission delay since all wireless devices operate asynchronously and are best effort. In addition, when radio waves output from a plurality of wireless devices collide and retransmit again, transmission delays occur at random because of retransmission. As described above, when a general-purpose wireless network is used in a train control system, it is difficult to control transmission of periodic data and to make transmission time constant (transmission delay) constant, which may reduce reliability and safety. . This task is common to both propagating (bucket brigade) and non-propagating wireless networks.

The present invention has been made in view of the above circumstances, and the purpose of the present invention is to suppress deterioration in reliability and safety while providing flexibility by using a network of general-purpose wireless devices. It is to provide a train control system that can

The present invention is a train control system in which a ground device and an on-board device are connected via a wireless network, wherein the ground device includes a train control unit that controls a train, the ground device, and the on-vehicle device. said communication control unit that controls communication over a wireless network between is transmitted from the said vehicle apparatus, the state information of the transmitted train via a wireless network to the ground device, to the train control unit And an arbitration unit that controls transmission timing.

  According to the train control system of the present invention, since the transmission timing of data transmitted from the on-vehicle apparatus to the train control unit is controlled by the arbitration unit, the wireless network is an asynchronous best effort type Also, the transmission delay can be accurately controlled and understood. As a result, the transmission delay variation can be suppressed or controlled to perform the same transmission as in the synchronous type, and the reduction in reliability and safety can be suppressed. In addition, cost reduction can be achieved by using a general-purpose wireless network. Furthermore, by using a general-purpose asynchronous wireless network, a flexible system can be constructed. Moreover, since the ground device can perform train control processing without being aware of the change of the wireless network, it can easily cope with the revision of the Radio Law and the change of specifications for overseas use.

It is a schematic block diagram showing the train control system concerning the embodiment of the present invention. It is a schematic diagram which shows the structural example of the asynchronous radio | wireless network in FIG. It is a block diagram which shows the structural example of the arbitration part in the ground apparatus of FIG.1 and FIG.2. It is a schematic diagram which shows the relationship of the data of a train and data processing in a CBTC system. It is a schematic diagram which shows the relationship of the data of a train, operation | movement of the arbitration part of a ground apparatus, and data processing in the train control system shown to FIG. 1 thru | or 3. FIG. It is a flowchart which shows the communication processing operation of the direction of an access point from the ground apparatus in the control information communication processing part of FIG. It is a flowchart which shows the communication processing operation | movement of the direction of an access point to a ground apparatus in the state information communication processing part of FIG. It is a flowchart which shows another communication processing operation of the direction of an access point from the ground apparatus in the control information communication processing part of FIG. FIG. 6 is a flowchart showing another communication processing operation from the access point to the ground device in the state information communication processing unit of FIG. 3; FIG. FIG. 10 is a schematic diagram for describing control operation of data transmission in the case of data collision in the train control operation shown in FIG. 7 and FIG. 9.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the train control system 1 is configured by connecting a ground device 2 and an on-vehicle device 3 via an asynchronous wireless network (Wi-Fi, LTE (Long Term Evolution), etc.) 4 ing. The ground device 2 includes a train control unit 5, a communication control unit 6, and a communication timing arbitration unit (arbitration unit) 7, and the on-vehicle device 3 includes a logic unit 8.

  The train control unit 5 of the ground device 2 transmits data including train control information such as a stop position and a speed limit to the train for control. The train control unit 5 transmits data periodically, and each data is assigned a cycle number indicating a processing cycle on the time axis of transmission. The communication control unit 6 performs control for communication between the ground device 2 and the on-vehicle device 3 via the wireless network 4.

  The arbitration unit 7 controls the transmission timing to the train control unit 5 of the data transmitted from the on-vehicle apparatus 3 to the communication control unit 6 via the wireless network 4. That is, the train status information transmitted from the on-board unit 3 to the ground unit 2 via the wireless network 4 is received, the timing at which the state information is received is measured, and the received state information is accumulated and measured. The transmission timing of the accumulated state information is controlled on the basis of the timing and the timing instructed by the train control unit of the ground device, and transmitted to the train control unit 5 via the communication control unit 6.

The arbitration unit 7 further controls the transmission timing to the train control unit 5 of the state information of the wireless network 4 transmitted from the wireless network 4 to the ground device 2.
On the other hand, the logic unit 8 of the on-board device 3 controls the travel of the train based on the train control information such as the stop position and the speed limit received from the ground device 2 via the wireless network 4 and also controls the train position and speed State information is created and transmitted to the ground device 2 via the wireless network 4.

  As shown in FIG. 2, the asynchronous wireless network 4 is disposed along the line 11 and has a plurality of accesses connected via a hub (HUB) 12 to the ground apparatus 2 by wire, for example, Ethernet (registered trademark). It includes points AP1 to APn, and stations STA1, STA2, STA3, and STA4 mounted on vehicles in front of and behind trains T1 and T2, respectively. Then, wireless communication is performed between the closest access points among the access points AP1 to APn and the stations STA1, STA2, STA3, and STA4.

  The access points AP1 to APn are master units (trackside radios) disposed along the travel paths of the trains T1 and T2 and connected to the ground device 2 via the hub 12 by wire. Stations STA1, STA2, STA3 and STA4 are slaves mounted on trains T1 and T2. Here, stations STA1 and STA2 are an on-vehicle radio and a rear on-vehicle radio mounted on the front and rear of train T1, and stations STA3 and STA4 are mounted on the front and rear of train T2, respectively. It is a front onboard radio and a rear onboard radio.

  The arbitration unit 7 is a communication processing unit (control information communication processing unit) 21 that processes train control information from the train control unit 5 to the access points AP1 to APn as shown in FIG. 3 and train control from the access points AP1 to APn. A communication processing unit (state information communication processing unit) 22 that processes train state information to the unit 5 is provided. The communication processing unit 21 receives data including the train control information transmitted from the train control unit 5 via the communication control unit 6 and transmits the data to the on-vehicle apparatus 3 via the wireless network 4. The communication processing unit 22 receives, via the wireless network 4, data including state information (for example, the train position, speed, etc.) of the trains T1 and T2 transmitted from the on-board device 3, and the train control unit 5 instructs It transmits to the said train control part 5 at a timing.

  The communication processing unit 21 includes a receiving unit (control information receiving unit) 23 that receives data including the train control information transmitted by the train control unit 5 from the communication control unit 6 and the train control information received by the receiving unit 23 A transmission unit (control information transmission unit) 24 that transmits data to the on-vehicle device 3 via the wireless network 4 is provided. Data including train control information is wirelessly transmitted from the access points AP1 to APn via the hub 12, and is received by stations STA1, STA2, STA3, and STA4 of the trains T1 and T2.

  The communication processing unit 22 includes a reception unit (state information reception unit) 25, a buffer unit 26, a reception timing measurement unit 27, a transmission unit (state information transmission unit) 28, a transmission timing control unit 29, and the like. The receiving unit 25 receives data including the state information of the trains T1 and T2 transmitted by the logic unit 8 of the on-vehicle device 3, for example, information indicating the position of the own train on the track via the wireless network 4. That is, data including the status information of the trains T1 and T2 is wirelessly transmitted from the stations STA1, STA2, STA3, and STA4, received by the nearby access points AP1 to APn, and transmitted to the ground apparatus 2 through the hub 12. Do.

  The buffer unit 26 stores data including the train status information received by the reception unit 25. The reception timing measurement unit 27 measures the reception timing of the data including the train control information received by the reception unit 23 and the reception timing of the data including the state information of the train received by the reception unit 25. The transmission unit 28 transmits data including the train status information accumulated in the buffer unit 26 to the communication control unit 6.

  The transmission timing control unit 29 controls the transmission unit 28, and based on the reception timing measured by the reception timing measurement unit 27 and the timing instructed by the train control unit 5, the trains accumulated in the buffer unit 26. It causes the communication control unit 6 to transmit data including status information. Data including train status information transmitted from the transmission unit 28 is transmitted to the train control unit 5 via the communication control unit 6.

  Next, the schematic operation of the above-described train control system will be described. Since the conventional CBTC system based on the propagation (bucket brigade) type wireless network is synchronous communication, transmission is periodically performed separately in the upstream and downstream directions. The uplink and downlink directions of all radios and the operation scheduling of transmission and reception are strictly defined. Therefore, the time taken for transmission can be accurately controlled, and as shown in FIG. 4, when data of the trains T1, T2, T3,... Are transmitted by the wireless network 4, the communication control unit 6 of the ground device 2 Are sequentially transmitted as they are with a predetermined transmission delay, and data processing is performed by the train control unit 5 in the order of the trains T1, T2, T3,.

  On the other hand, the train control system of the present embodiment is asynchronous communication, and is a wireless network 4 using a general purpose wireless, for example, a wireless device compliant with IEEE 802.11. As shown in FIG. 5, the data of the trains T1, T2, T3,... Are transmitted by the wireless network 4 at random, not limited to this order. Therefore, the arbitration unit 7 interposed between the wireless network 4 and the communication control unit 6 of the ground device 2 controls the transmission timing to the train control unit 5 of the data transmitted from the trains T1, T2, T3,. To adjust.

  By this, the dispersion | variation in the transmission time in a general purpose radio network can be suppressed, and the ground apparatus 2 can perform a train control process by a fixed period. For example, as indicated by the broken line 20, even if data is transmitted to the wireless network in the order of the train T3 and the train T2, the arbitration unit 7 controls the transmission timing to transmit in the order of the train T2 and the train T3. Thus, data are transmitted to the communication control unit 6 in the order of the trains T1, T2, T3,..., And data processing is performed in the train control unit 5 in the order of the trains T1, T2, T3,.

The train control method in the train control system described above is roughly as follows. That is, there is a method of controlling a train by connecting a ground device of a train and an on-vehicle device by a wireless network, and data including train state information transmitted from the on-vehicle device to the ground device via the wireless network The timing at which data is received is measured, the data is accumulated, and the transmission timing of the accumulated data is controlled based on the measured timing and the timing instructed by the train control unit of the ground device to control the train It is characterized by transmitting to a control part.
In this train control method, the transmission timing of the accumulated data is controlled based on the timing at which the data was received and the timing instructed by the train control unit of the ground device, and transmitted to the train control unit. The transmission delay can be accurately controlled and grasped even in the best effort type. Therefore, even if a general-purpose wireless network is used, it is possible to suppress the reduction in reliability and safety, and to have flexibility in changing the specification and the like.
Next, the train control method will be described in detail with reference to the flowcharts of FIGS. 6 and 7. FIG. 6 shows a communication processing procedure from the ground device 2 in the direction of the access points AP1 to APn (downward direction). First, it is determined whether or not the data (train control information) transmitted from the train control unit 5 is received by the receiving unit 23 (step S1), and if it is determined that the data is received, data reception is performed (step S2). If not received, it waits until it is received.

  When the receiving unit 23 receives the data, the data is transmitted to the transmitting unit 24 (step S3). Also, train control for returning status information of each of the trains T1, T2, T3,... In the direction (upward direction) of the ground apparatus 2 from the trains T1, T2, T3, ... via the access points AP1 to APn. The cycle number designated by the unit 5 is read by the receiving unit 23 and passed to the transmission timing control unit 29 (step S4). Further, the timer of the reception timing measurement unit 27 is started to start measurement of the reception timing (step S5). Further, the transmission timing indicated in the received data is stored in the transmission unit 24 (step S6).

  The transmitting unit 24 transmits data (train control information) to the access points AP1 to APn through the hub 12 when the instructed return timing comes (step S7). Then, wireless communication is performed with the access points AP1 to APn in the immediate vicinity of the stations STA1, STA2, STA3, and STA4 of the trains T1 and T2. Train control information is transmitted to the on-vehicle apparatus 3 of the received stations STA1, STA2, STA3, and STA4 to control the stop position, the speed limit, and the like of the train.

  FIG. 7 shows a communication processing procedure from the access points AP1 to APn in the direction of the ground device 2 (upward direction). First, it is determined whether data (train status information etc.) is received by the receiver 25 from any of the access points AP1 to APn via the hub 12 (step S11), and if it is determined that the data is received (Step S12). If not received, it waits until it is received.

  Next, the reception timing measurement unit 27 receives the timing when the data from the train control unit 5 to the access points AP1 to APn is received, and the return data from the access points AP1 to APn corresponding to the data to the train control unit 5 Measure the timing (timer watch), and calculate the delay from reception of the communication from the train control unit 5 to the access points AP1 to APn to reception of the communication from the access points AP1 to APn to the train control unit 5 (Step S13).

  Next, it is determined whether or not the timing for returning the data has been passed with the instructed cycle number (step S14), and if it is determined that the timing has not passed, the data received by the receiving unit 25 is stored in the buffer unit 26. The data is temporarily stored in the buffer unit 26 (step S15). Then, the transmission unit 28 determines whether or not the instructed return timing has come (step S16), and the data stored in the buffer unit 26 at the return timing is transmitted via the communication control unit 6 to the train control unit It transmits to 5 (step S17). If it is determined in step S17 that the return timing has not come, the process waits until the return timing comes.

  On the other hand, when it is determined in step S14 that the timing for returning the data has passed, the data received by the receiving unit 25 is delivered to the buffer unit 26, and the transmitting unit 28 transmits the train control unit via the communication control unit 6. Send data to 5 At this time, the current transmission delay is notified to the train control unit 5 (step S18). Thereafter, the train control unit 5 instructs the return timing in consideration of the notified transmission delay.

The train control unit 5 generates train control information based on the received train status information, for example, the train position and speed, and the communication processing unit 21 transmits the on-vehicle device 3 via the wireless network 4 in the next cycle. Send.
As described above, by buffering the received data and transmitting it to the communication control unit 6 of the ground device 2 at a constant cycle, the transmission delay can be accurately controlled and grasped, and the variation of the transmission delay can be suppressed.

Normally, communication is performed between the trains T1, T2, T3,... By the time the return cycle number is indicated by communication from the ground device 2 in the direction of the access points AP1 to APn until the return cycle number is actually returned. The time required to do that is secured. However, due to the characteristics of the universal radio network, the transmission delay of the communication with the trains T1, T2, T3, ... may be large and may not be in time for the instructed return cycle. In such a case, the transmission delay is calculated from the reception timing measured by the reception timing measurement unit 27. If a large delay occurs that is not in time for the return cycle, the ground device 2 (train control unit 5 Notify the max delay).
Thereafter, the ground device 2 can perform train control processing of a fixed cycle without congestion of data during the processing cycle by instructing a return cycle number assuming the maximum delay.

  As another communication processing method, it is also possible to determine the transmission timing from the access points AP1 to APn to the ground device 2 in consideration of the delay measured by the arbitration unit 7 without depending on the return instruction from the ground device 2. It is possible. The flowcharts of FIG. 8 and FIG. 9 respectively show another train control method according to an embodiment of the present invention. FIG. 8 shows a communication processing procedure in the direction from the ground device 2 to the access points AP1 to APn (downward direction). First, it is determined whether the data (train control information) transmitted from the train control unit 5 is received by the receiving unit 23 (step S21), and when it is determined that the data is received, data reception is performed (step S22). If not received, it waits until it is received.

  When the receiving unit 23 receives the data, the data is transmitted to the transmitting unit 24 (step S23). Also, train control for returning status information of each of the trains T1, T2, T3,... In the direction (upward direction) of the ground apparatus 2 from the trains T1, T2, T3, ... via the access points AP1 to APn. The cycle number instructed by the unit 5 is read by the receiving unit 23 and passed to the transmission timing control unit 29 (step S24). Further, the timer of the reception timing measurement unit 27 is started to start measurement of the reception timing (step S25).

  The transmitting unit 24 transmits data (train control information) to the access points AP1 to APn through the hub 12 when the instructed return timing comes (step S26). Then, wireless communication is performed with the access points AP1 to APn in the immediate vicinity of the stations STA1, STA2, STA3, and STA4 of the train. Train control information is transmitted to the on-vehicle apparatus 3 of the received stations STA1, STA2, STA3, and STA4 to control the stop position, the speed limit, and the like of the train.

  FIG. 9 shows a communication processing procedure from the access points AP1 to APn in the direction of the ground device 2 (upward direction). First, it is determined whether data (train status information etc.) has been received by the receiver 25 from any one of the access points AP1 to APn via the hub 12 (step S31), and if it is determined that it has been received (Step S32). If not received, it waits until it is received.

  Next, the reception timing measurement unit 27 receives the timing when the data from the train control unit 5 to the access points AP1 to APn is received, and the return data from the access points AP1 to APn corresponding to the data to the train control unit 5 Measure the timing (timer watch), and calculate the delay from reception of the communication from the train control unit 5 to the access points AP1 to APn to reception of the communication from the access points AP1 to APn to the train control unit 5 (Step S33).

  Next, it is determined whether or not the current delay is larger than the past maximum delay value (step S34). If it is determined that it is not larger, the data received by the receiving unit 25 is delivered to the buffer unit 26. The buffer unit 26 temporarily accumulates data (step S35). Then, the transmitting unit 28 determines whether or not the instructed return timing has come, that is, whether the timer count has reached the past maximum delay value (step S36), and the buffer unit 26 is stored at the return timing. The stored data is transmitted to the train control unit 5 via the communication control unit 6 (step S37). If it is determined in step S37 that the return timing has not come, the process waits until the return timing comes.

  On the other hand, when it is determined in step S34 that the current delay is larger than the past maximum delay value, the data received by the receiving unit 25 is delivered to the buffer unit 26, and the transmitting unit 28 via the communication control unit 6 The data is transmitted to the train control unit 5 (step S38). Next, the current transmission delay is stored as the maximum value in the reception timing measurement unit 27 (step S39). Then, the data is transmitted to the train control unit 5, and the transmission delay of this time is notified (step S40).

  As described above, the reception timing measurement unit 27 calculates the delay and stores the maximum value, and transmits data from the access points AP1 to APn to the ground apparatus 2 according to the maximum value. Even in this method, if the communication from the ground device 2 to the access points AP1 to APn is a fixed cycle, the communication from the access points AP1 to APn to the ground device 2 can also maintain the periodicity, so the ground device 2 is fixed. Train control processing can be performed on a periodic basis.

  FIG. 10 shows a control operation of data transmission when data collides in the train control operation shown in FIG. 7 and FIG. In FIG. 10, as shown in FIG. 2, a state in which the train T1 carrying stations STA1 and STA2 and the train T2 carrying stations STA3 and STA4 are adjacent to each other is taken as an example. . Here, as shown by the arrow at the left end, time passes from top to bottom, and the processing cycle of the ground device 2 is represented by Δt1, Δt2, Δt3,. Further, the data transfer period ΔT from the station to the ground device is constant. The solid arrows represent wireless communication between the access point and the station, the dashed double-dotted arrows represent wired communication between the access point and the arbitration unit, and the dashed arrows represent wired or ground equipment from the arbitration unit to the train control unit. Represents the communication of

  It is assumed that communication from the station STA2 to the access point AP3 (solid arrow SA23a) and communication from the station STA3 to the access point AP3 (solid arrow SA33a) are simultaneously performed and data collision occurs as indicated by a cross. Do. In this case, the communication fails in both cases, and communication from the station STA2 to the access point AP3 and from the station STA3 to the access point AP3 is performed again after a lapse of random waiting time. In this example, the communication from the station STA2 to the access point AP3 (solid arrow SA23a ') has a shorter waiting time, and thereafter the communication from the station STA3 to the access point AP3 (solid arrow SA33a') is performed. It shall be. The access point AP3 transmits the train status information received from the station, such as the train position and speed, to the arbitration unit 7 via the hub 12 (in this example, the information received from the station STA2 is indicated by an arrow SA23b of a two-dot chain line) The information received from the STA 3 is indicated by a double-dashed arrow SA 33 b).

  The state information of the train T1 is wirelessly transmitted from the station STA2 to the access point AP3, and transmitted to the arbitration unit 7 of the ground apparatus 2 through the hub 12. The state information is transmitted to the train control unit 5 through the communication control unit 6 at the timing of the processing cycle Δt3 as shown by the broken arrow SA23c under the control of the arbitration unit 7.

  On the other hand, the state information of the train T2 is wirelessly transmitted from the station STA3 to the access point AP3 after the elapse of a waiting time later than the train T1, and is transmitted to the arbitration unit 7 of the ground device 2 via the hub 12. The state information is transmitted to the train control unit 5 through the communication control unit 6 at the timing of the processing cycle Δt4 as indicated by a broken arrow SA33c under the control of the arbitration unit 7.

  When wireless communication from the station STA2 to the access point AP3 (solid arrow SA23d) is performed again, the state information of the train T1 is wirelessly transmitted from the station STA2 to the access point AP3 (two-dot dashed arrow SA23e), It is transmitted to the arbitration unit 7 of the ground device 2 via the hub 12. The state information is transmitted to the train control unit 5 via the communication control unit 6 at the timing of the processing cycle Δt6 under the control of the arbitration unit 7 (arrow SA23 f of a broken line).

  Subsequently, wireless communication (stationary arrow SA33 d) of the access point AP3 from the station STA3 and wired data transmission (arrow SA33 e of the two-dot dashed line) from the station STA4 to wireless communication (solid line of the access point AP4). When the arrow SA 44 a) and wired data transmission to the ground device 2 (arrow SA 44 b of the two-dot chain line) collide with each other at the hub 12, they are sequentially transmitted by the hub. In this example, communication of status information of the train T2 received from the STA3 through the AP3 is preceded. The state information of the train T2 is transmitted from the hub 12 to the arbitration unit 7 of the ground device 2. The state information is transmitted to the train control unit 5 through the communication control unit 6 at the timing of the processing cycle Δt7 as indicated by a broken arrow SA33f under the control of the arbitration unit 7.

  After the random waiting time has elapsed, the state information of the train T2 is transmitted from the hub 12 to the arbitration unit 7 of the ground apparatus 2. Since the arbitration unit 7 can not process if it is transmitted at the timing of the processing cycle Δt7, congestion is avoided by dividing and transmitting the cycle at the timing of the processing cycle Δt8 as shown in the hatched area 30.

  Next, when wireless communication from the station STA2 to the access point AP3 is performed (solid arrow SA23g), the state information of the train T1 is transmitted to the arbitration unit 7 of the ground apparatus 2 via the hub 12 (two-point Dotted arrows SA23h). This state information is transmitted to the train control unit 5 via the communication control unit 6 at the timing of the processing cycle Δt9 under the control of the arbitration unit 7 (arrow SA23i of a broken line). The wireless communication from the station STA2 to the access point AP3 is input to the arbitration unit 7 prior to the wireless communication from the station STA4 to the access point AP4, but the transmission timing is changed by the control of the arbitration unit 7.

  In the control method as described above, when a return cycle number is indicated by communication from the ground device 2 in the direction of the access points AP1 to APn from the ground device 2 to the actual return. The time required to communicate is secured.

  However, due to the characteristics of the universal radio network, the transmission delay of the communication with the train may be large and may not be in time for the indicated return cycle. In such a case, the transmission delay is calculated from the reception timing measured by the reception timing measurement unit 27. If a large delay occurs that is not in time for the return cycle, the ground device 2 is notified of the maximum delay. Do.

  Thereafter, the ground device 2 can perform train control processing of a fixed cycle without congestion of data during the processing cycle by instructing a return cycle number assuming the maximum delay. Moreover, the application of a general-purpose wireless network is facilitated, and an improvement in transmission speed can be expected.

In a general-purpose wireless network, it is difficult to control data transmission from the ground device side because it is determined by the standard of communication between wireless devices, but a communication timing arbitration unit is provided to transmit data to the train control unit By controlling, it is possible to transmit data at regular intervals utilizing a general-purpose wireless device.
Therefore, according to the configuration as described above, it is possible to suppress deterioration in reliability and safety while providing flexibility by using a network of general-purpose wireless devices.

  The circuit configuration, the operation procedure, and the like described in the above embodiments are merely schematically shown to the extent that the present invention can be understood and implemented. Therefore, the present invention is not limited to the described embodiments, and can be modified in various forms without departing from the scope of the technical idea shown in the claims.

  DESCRIPTION OF SYMBOLS 1 ... Train control system, 2 ... Ground apparatus, 3 ... On-vehicle apparatus, 4 ... Wireless network, 5 ... Train control part, 6 ... Communication control part, 7 ... Communication timing arbitration part (Arbitration part), 8 ... Logic part, 11: track, 12: hub, 21: communication processing unit (control information communication processing unit), 22: communication processing unit (state information communication processing unit), 23: reception unit (control information reception unit), 24: transmission unit (control information reception unit) Control information transmission unit) 25 reception unit (state information reception unit) 26 buffer unit 27 reception timing measurement unit 28 transmission unit (state information transmission unit) 29 transmission timing control unit T1, T2 , T3 ... trains, AP1 to APn ... access points, STA1, STA2, STA3, STA4 ... stations

Claims (7)

A train control system in which a ground device and an on-vehicle device are connected via a wireless network,
The ground device is transmitted from a train control unit that controls a train, a communication control unit that controls communication between the ground device and the on-vehicle device via the wireless network, and the on-vehicle device A train control system, comprising: an arbitration unit that controls transmission timing to the train control unit of train status information transmitted to the ground apparatus via a wireless network.   The train control system according to claim 1, wherein the arbitration unit further controls transmission timings of the state information of the wireless network transmitted from the wireless network to the ground device to the train control unit.   The mediation unit receives, under the control of the communication control unit, the train control information transmitted from the train control unit, and transmits the control information communication processing unit to the on-board device via the wireless network; The state information communication processing unit for receiving the state information of the train transmitted from the on-board device through the wireless network and controlling the state information communication processing unit for transmitting the state information to the train control unit under the control of the control unit. Train control system as described in. The control information communication processing unit receives a control information receiving unit that receives train control information transmitted from the train control unit, and train control information received by the control information receiving unit on the vehicle via the wireless network. And a control information transmission unit for transmitting to the device;
The status information communication processing unit receives a status information of the train transmitted from the on-board device via the wireless network, and a buffer that stores the status information received by the status information receiving unit. A reception timing measurement unit that measures reception timing of the state information received by the state information reception unit; a state information transmission unit that transmits the state information accumulated in the buffer unit to the train control unit; The state information transmission unit is controlled based on the reception timing measured by the timing measurement unit and the timing instructed by the train control unit received by the control information reception unit, and the state information stored in the buffer unit is The train control system according to claim 3, further comprising: a transmission timing control unit that causes transmission.   The train control system according to any one of claims 1 to 4, wherein the wireless network is asynchronous.   The wireless network includes a plurality of ground radios disposed along the track of the train and connected by wire to the ground device, and an on-board radio mounted on vehicles in front of and behind the train, respectively. The train control system according to any one of claims 1 to 5.   The train control system according to any one of claims 1 to 6, wherein the wireless network includes Wi-Fi or LTE (Long Term Evolution).