JP6611625B2 - Ground control device and ground side system - Google Patents

Description

  The present invention relates to a ground control device and the like that are communicatively connected to a plurality of ground wireless devices that perform wireless communication with an on-vehicle device.

  As a communication system of a radio communication system for railways composed of an on-board device mounted on a train that is a moving body and a plurality of ground radio devices (also called base stations) arranged along a track, TDMA ( Time Division Multiple Access) is known. A railway radio communication system using TDMA divides a communication frame into a plurality of time slots, and assigns a train to each time slot, so that one ground radio can communicate with a plurality of trains. (For example, refer to Patent Document 1).

JP 2014-39129 A

  However, a conventional railway radio communication system using TDMA (hereinafter referred to as “conventional system”) has a design philosophy based on the installation position and communication area of each terrestrial radio, and therefore has various technical aspects. There was a serious problem. For example, one of them is that the handover process is complicated. Specifically, when a train enters the communication area of a new terrestrial radio, the time slot to be allocated to the train is determined by checking the availability of the time slot of the new terrestrial radio before entering the area. It was necessary to negotiate.

  In TDMA, one terrestrial radio uses the same frequency in principle. For this reason, in the conventional method, the frequencies are different in order to avoid interference between adjacent terrestrial radio devices. When a train enters the communication area of a new terrestrial radio device, it is necessary for the on-board device to change the frequency to be used to the frequency of the new terrestrial radio device, which complicates the handover process. It was. In addition, there is a problem that the use band increases due to the use of many frequencies, and a problem that the communication band is consumed for communication with the terrestrial radio device and the on-board device for performing allocation control of empty slots. It was.

  Further, in the conventional TDMA system, continuous communication is divided into a plurality of slots and used, so that the number of trains with which one ground radio communicates increases in order to increase communication efficiency. For this reason, the communication area covered by one terrestrial radio device has to be widened. However, various problems may arise due to the wide communication area.

  For example, assuming a failure of a terrestrial radio device, it is necessary to cover the communication area of a terrestrial radio device in which a nearby terrestrial radio device has failed, so the communication area per terrestrial radio device is further increased. There is a need. However, the communication area itself can be dealt with by expanding the communication area of the terrestrial radio equipment that has been dealt with, but since the number of time slots does not change, there may be a problem that the line density decreases.

  Further, the conventional method has various problems in the maintenance of the communication system. For example, when a new terrestrial radio device is added due to the location where the radio field strength is weak after the terrestrial radio device is installed, it may be necessary to reassign frequencies to avoid interference. Also, if a location where interference occurred was found, it was necessary to readjust the frequency assigned to each terrestrial radio, but if the communication area of each terrestrial radio was wide and the radio field strength was strong, In addition, it is necessary to redesign in consideration of the overlap of radio wave reachable range, and it is possible that not only local frequency reassignment but also large reassignment may be required.

  As described above, the conventional method has various problems associated with the design concept based on the installation position and communication area of each ground radio.

  The present invention has been devised in view of the above circumstances, and an object of the present invention is to provide a technique for realizing a new radio communication system for railways different from the conventional system.

The first invention for solving the above-described problems is
Train position information is acquired from each train via the ground radio of any of a plurality of ground radios arranged along the track, and train control information for each train based on the train position information A ground control device for generating and transmitting to a corresponding train,
Storage means for storing time slots for wireless communication by the ground radio set so as to be different in at least N consecutive sections (N ≧ 2) in association with each section dividing the line; ,
Radio position storage means for storing an arrangement position of the ground radio,
Generating means for generating the train control information so that there are no more than N trains in the N consecutive sections;
Radio equipment selection means for selecting the terrestrial radio equipment for transmitting the train control information to the train based on the train position information of the train with reference to the stored contents of the radio equipment position storage means;
Slot selecting means for selecting a time slot for transmitting the train control information to the train from N time slots associated with the N consecutive sections including the section where the train is located;
Transmission control means for causing the ground radio selected by the radio selection means to transmit the train control information in the time slot selected by the slot selection means,
Is a ground control device.

  According to the first aspect of the present invention, the terrestrial control device stores the time slot for wireless communication by the terrestrial radio device in each section dividing the track, and stores the location position of the terrestrial radio device. Remembered. The train control information generated so that no more than N trains are present in the N consecutive sections is included in the terrestrial radio selected based on the train position. The transmission is performed in a time slot selected from the N time slots associated with the interval. For this reason, it is possible to realize a completely new radio communication system for railways, which is different from the design concept based on the installation position and communication area of the ground radio as in the conventional system. In addition, by appropriately determining the number of time slots N so that time slots with the same timing can be reused at a distance where radio does not interfere, the radio communication cycle can be kept within a certain time and the range in which train control is possible is limited. It is possible to realize a system without any.

As a second invention, the ground control device of the first invention,
N is “2”.
A ground control device may be configured.

  According to the second aspect of the invention, the train can be controlled so that there are no more than two trains in two consecutive sections.

As a third invention, the ground control device of the second invention,
The slot selecting means includes
When one train is present in two consecutive sections, the time slot associated with the section in which the train is present is selected for the train,
When two trains are present in two consecutive sections, the time slots associated with the two sections are selected in order of the traveling direction in order from the train ahead of the traveling direction.
A ground control device may be configured.

  According to the third aspect of the present invention, two trains can be located in one section, and the time slots for transmitting train control information to the two trains can be made different. That is, since control is performed so that more than two trains do not exist in two consecutive sections, two time slots associated with each of the two consecutive sections are selected for each existing train. be able to.

As a fourth invention, the ground control device of the second or third invention,
A protection position setting unit that sets a protection position behind the target train in order to prevent rear-end collision of the rear train, and 1) the target train and the preceding train of the target train are located in different sections that are not continuous. If it is, the protection position is set at a position that is a predetermined distance behind the target train, and 2) when the target train and the preceding train of the target train are in different continuous sections. , The protection position is set at the start position of the section where the target train is present, and 3) the target train and the preceding train of the target train are present in the same section, the target A protection position setting unit that sets the protection position at the start position of the rear adjacent section of the section where the train is located;
Further comprising
The generation means generates train control information of the train by determining a travel limit position of the train based on the protection position set in the preceding train of the train.
A ground control device may be configured.

  According to the fourth aspect of the invention, when the protection position of the target train is in a different section where the target train and the preceding train are continuous, it is set to the start position of the target section of the target train, and the same section In the case where the train is on the track, the start position of the rear adjacent section of the track section of the target train is set. Thereby, when two trains of the target train and the preceding train are present in two consecutive sections, it is possible to control so that the subsequent train of the target train does not enter the two sections.

As a fifth invention,
A plurality of terrestrial radio devices arranged along the track;
A ground control device according to any one of the first to fourth inventions;
A ground side system configured by communication connection may be configured.

  According to the fifth aspect of the invention, a ground side system having the effects of any one of the first to fourth aspects of the invention can be realized.

Application example of ground side system. Explanatory drawing of arrangement | positioning of a ground radio. An example of time slot allocation to a section. Explanatory drawing of allocation of the time slot to an area. Explanatory drawing of the change of the ground radio used for transmission accompanying running of a train. Explanatory drawing of the communication procedure between a ground side radio | wireless machine and a vehicle-mounted apparatus. Explanatory drawing of the travel limit position of a train. The functional block diagram of a train control apparatus. The data structural example of a section setting table. The data structural example of protection position setting data. The functional block diagram of a radio | wireless control apparatus. Data configuration example of terrestrial radio data. The data structural example of a train and slot allocation data. An example of the data structure of the section / slot correspondence table. Functional block diagram of a ground radio. The data structural example of transmission information data. The flowchart of the process in a train control apparatus. The flowchart of the process in a radio | wireless control apparatus. The flowchart of the process in a ground radio and an on-vehicle apparatus. Explanatory drawing of the setting change of an area. Explanatory drawing of the combination of a section, a ground radio, and a time slot.

[System configuration]
FIG. 1 is an application example of the ground side system 1 of the present embodiment. The ground system 1 is a system for performing wireless communication with the on-board device 60 mounted on the train 50 traveling on the track R, and includes a plurality of ground radio devices 10 and a ground control device 20. The The ground control device 20 includes a train control device 30 and a radio control device 40.

  The ground radio device 10 is disposed along the line R so that radio communication can always be performed between the on-board device 60 and any one of the ground radio devices 10. That is, as shown in FIG. 2, the terrestrial radio device 10 is arranged with a part of the communication area 12 overlapping so that a non-delivery position where radio waves do not reach on the line R does not occur. The terrestrial wireless device 10 is connected to the wireless control device 40 through a wired line C so as to be able to input and output information. The terrestrial wireless device 10 transmits the transmission information 70 input from the wireless control device 40 to the on-board device 60 and outputs reply information 80 received from the on-vehicle device 60 to the wireless control device 40.

  The train control device 30 controls the traveling of the train 50. That is, on-line management is performed by updating the on-line information 326 that is the position information of all trains on the track R based on the position information of the train 50 included in the reply information 80 input from the wireless control device 40. Further, train control information for each train is generated based on the on-line information 326, and transmission information 70 including the generated train control information is output to the wireless control device 40.

  The wireless control device 40 controls wireless communication with the on-vehicle device 60. That is, the reply information 80 input from the ground radio device 10 is output to the train control device 30. Moreover, the reply information 80 including the train control information input from the train control device 30 is output to the ground radio 10 and transmitted.

  The on-board device 60 performs traveling control of the own train 50 based on the train control information included in the transmission information 70 received from the ground radio device 10, and responds to reception of the transmission information 70 and travel position information of the own train. Is sent to the ground radio 10.

[Control principle]
(A) Terrestrial radio device 10
In the present embodiment, all the terrestrial radio devices 10 transmit the transmission information 70 at the same transmission frequency, and communication interference of each terrestrial radio device 10 is avoided by assigning time slots. Of course, another transmission frequency may be appropriately used for each system, such as making the transmission frequency of the upstream terrestrial radio device 10 different from the transmission frequency of the downstream terrestrial radio device 10. . One of the features of this embodiment is a time slot control technique for avoiding communication interference. This will be specifically described below.

  The ground side system 1 relays the ground radio device 10 to perform communication between the on-board device 60 and the radio control device 40. At this time, the ground radio device 10 used for relay is located at the position of the train 50. The nearest terrestrial radio 10 is the nearest. It is not the nearest terrestrial radio device 10 but relays the terrestrial radio device 10 having the best communication quality at the position of the train 50 (for example, the strongest radio wave intensity) in consideration of a communication environment such as a mountainous area or a tunnel. It may be used for. That is, the ground radio 10 that transmits the transmission information 70 including the train control information to the on-board device 60 may be selected and used for relaying based on predetermined selection conditions based on the distance from the train 50, the reception environment, and the like.

  The timing at which the ground radio 10 transmits the transmission information 70 toward the train 50 is determined according to the position of the train 50. Specifically, as shown in FIG. 3, virtual sections dividing the line R are set, and a time slot is assigned to each of these sections.

  The allocation of the time slot to the section is selected as “closest to the train 50 (the train 50-1 in FIG. 4) located in one section X, in order to prevent communication interference between neighboring terrestrial radio devices 10. The interference range 14 of the obtained terrestrial radio device 10 (terrestrial radio devices 10-0 and 10-1 in FIG. 4) is selected as being closest to the train 50 (train 50-2 in FIG. 4) located in the other section Y. In the two sections X and Y that do not overlap with the communication area 12 (communication areas 12-2 and 12-3 in FIG. 4) of the terrestrial wireless device 10 (terrestrial wireless devices 10-2 and 10-3 in FIG. 4) The same time slot can be assigned ". An example of this case is shown in FIG. When the train 50-1 exists in the section X, it is the terrestrial radio devices 10-0 and 10-1 that may be selected as the nearest terrestrial radio device 10 of the train 50-1. On the other hand, when the train 50-2 exists in the section Y, it is the terrestrial radio devices 10-2 and 10-3 that may be selected as the nearest terrestrial radio device 10 of the train 50-2. . The communication interference range 14 for the terrestrial radio devices 10-0 and 10-1 related to the section X overlaps with the communication areas 12-2 and 12-3 of the terrestrial radio devices 10-2 and 10-3 related to the section Y. Otherwise, the same time slot can be assigned to the sections X and Y.

  The time slot is not associated with the terrestrial wireless device 10 but is associated with a section. The ground radio 10 transmits the transmission information 70 directed to the train 50 in a time slot associated with a section where the train 50 exists (hereinafter, referred to as an “on-line section” as appropriate). In the example of FIG. 4, the terrestrial radio device 10-1 closest to the train 50-1 sends the transmission information 70 to the train 50-1 in the time slot associated with the current section X of the train 50-1. Send. The terrestrial radio device 10-2 nearest to the train 50-2 transmits the transmission information 70 toward the train 50-2 in the time slot associated with the existing section Y of the train 50-2.

  FIG. 5 is a diagram for explaining a change in the terrestrial radio device 10 that transmits the transmission information 70 and the time slot as the train travels. In FIG. 5, first, when the train 50 is located at the position L <b> 1, the terrestrial radio device 10-3 closest to the train 50 is a time slot a that is associated with the current section A of the train 50. Transmission information 70 is transmitted. Next, when the train 50 travels in the section A to the position L2, the terrestrial radio device 10 closest to the train 50 changes, and the new terrestrial radio device 10-4 transmits the transmission information 70 in the same time slot a. .

  At the position L3 where the train 50 further travels and advances in the section A and enters the next section B, the nearest terrestrial radio device 10 does not change, but the on-line section changes, so that the terrestrial radio device 10-4 changes. Transmits the transmission information 70 in the time slot b associated with the new track section B of the train 50. When the train 50 travels in the section B to the position L4, the terrestrial radio device 10 closest to the train 50 changes, and the new terrestrial radio device 10-5 transmits the transmission information 70 in the same time slot b.

  FIG. 6 is a schematic diagram of a transmission / reception procedure between the ground system 1 and the on-board device 60. First, the train control device 30 generates train control information for the target train 50 based on the standing line information 326 (1), and outputs the train control information to the radio control device 40 together with the position information of the train 50. Then, the radio | wireless control apparatus 40 produces | generates the transmission information 70 containing the train control information input from the train control apparatus 30 (2). Further, the terrestrial radio device 10 closest to the existing line position is selected as the terrestrial radio device 10 used for transmission of the transmission information 70 from the position information of the train 50 input together with the train control information (3). In the example of FIG. 6, the terrestrial radio device 10-8 is selected. Moreover, the time slot matched with the existing section B of the train 50 is determined as a transmission timing of the transmission information 70 (4). Then, the radio control device 40 outputs the generated transmission information 70 to the selected terrestrial radio device 10-8, and instructs to transmit in the determined time slot (5). Then, the terrestrial radio device 10-8 transmits the transmission information 70 input from the radio control device 40 in the instructed time slot (6). The on-board device 60 is normally in a standby state for receiving the transmission information 70, and can be immediately received when the transmission information 70 is transmitted from the ground radio 10-8. When the transmission information 70 is received, the on-board device 60 transmits reply information 80 including the traveling position information of the own train so as to respond to the reception (7). The transmitted reply information 80 is received by the ground radio devices 10-8 and 10-9 in the vicinity of the train 50, and train control is performed from the ground radio devices 10-8 and 10-9 via the radio control device 40. It is output to the device 30 (8). Then, the train control device 30 updates the standing line information 326 based on the traveling position information included in the input reply information 80 (9).

  By configuring the ground side system 1 in this way, the on-board device 60 may be in a state of waiting for reception of the transmission information 70 transmitted at the same carrier frequency during traveling, and receives the transmission information 70. In this case, the reply information 80 may be transmitted in response thereto. The handover process of the on-board device 60 associated with advancement / entry of the traveling section is not required as in the conventional railway radio communication system using TDMA.

(B) Train control and time slot assignment In the ground system 1, train control is such that there are no more than two (three or more) trains in two consecutive sections (number of sections N = 2). A maximum of two trains 50 can be in one section. In the train control, a limit position (travel limit position) where the train 50 can travel is determined, and train control information including the travel limit position is transmitted as transmission information 70 to the on-board device 60 of the train 50. The on-board device 60 that has received the transmission information 70 performs speed control so as to stop the train by the travel limit position based on the train control information.

  The travel limit position of the train 50 is determined according to the positional relationship with the preceding train. FIG. 7 is a diagram for explaining the travel limit position of the train 50. As shown in FIG. 7, at least sections A to E are set on the line R, and different time slots a to e are associated with the sections A to E, respectively. A description will be given assuming that a time slot in lower case letters is associated with a section in upper case letters. A rear side protection position for preventing the collision of the following train is determined behind the train 50. And the advancing limit position of an object train is positioned in the back side protection position of the preceding train of an object train.

  FIG. 7A shows a case where the target train 50-3 and the preceding train 50-4 are on different sections that are not continuous. That is, the target train 50-3 exists in the section B, and the preceding train 50-4 exists in a different section D that is not continuous with the section B. In this case, the rear side protection position of the preceding train 50-4 is set to a position behind (outward) by a predetermined distance D that can ensure the safety of the train. The rear protection position of the preceding train 50-4 is determined as the travel limit position of the target train 50-3. Moreover, the back side protection position of the target train 50-3 is determined at a position behind the target train 50-3 by a predetermined distance D. Then, the time slot d associated with the line segment D is assigned to the preceding train 50-4, the time slot b associated with the line segment B is assigned to the target train 50-3, and each train The corresponding transmission information 70 is transmitted in the time slot assigned to 50.

  FIG. 7 (2) shows a case where the target train and the preceding train are on different sections. That is, the target train 50-3 is present in the section C, and the preceding train 50-4 is present in a different section D continuous with the section C. That is, two trains are present in the continuous sections C and D. In this case, the rear side protection position of the preceding train 50-4 is set to a position behind the preceding train 50-4 by a predetermined distance D, and the rear side protection position of the preceding train 50-4 is set to the target train 50-3. Determined as the progress limit position. That is, the target train 50-3 can enter the existing line section D of the preceding train 50-4. Moreover, the back side protection position of the target train 50-3 is determined at the start position (boundary position on the entry side) of the existing line section C. Thereby, the approach of the subsequent train from the section B to the section C can be prevented, and three or more trains can be prevented from existing in two continuous sections C and D.

  Then, the time slots c and d associated with the sections C and D are assigned to the preceding train 50-4 and the target train 50-3 existing in the continuous sections C and D, respectively, in the order of the traveling direction. That is, the time slot d is assigned to the preceding preceding train 50-4, and the time slot c is assigned to the rear target train 50-3.

  FIG. 7 (3) shows a case where the target train and the preceding train are on the same section. That is, the target train 50-3 and the preceding train 50-4 are present in the section D, and two trains are present in the continuous sections C and D. In this case, the rear side protection position of the preceding train 50-4 is set to a position behind the preceding train 50-4 by a predetermined distance D, and the rear side protection position of the preceding train 50-4 is set to the target train 50-3. Determined as the progress limit position. Moreover, the back side protection position of the target train 50-3 is determined as the start end position of the rear adjacent section C of the existing section D of the target train 50-3. Thereby, the approach of the subsequent train from the section B to the section C can be prevented, and three or more trains can be prevented from existing in two continuous sections C and D.

  Then, the time slots c and d associated with the sections C and D are assigned to the preceding train 50-4 and the target train 50-3 existing in the continuous sections C and D, respectively, in the order of the traveling direction. That is, the time slot d is assigned to the preceding preceding train 50-4, and the time slot c is assigned to the rear target train 50-3.

[Function configuration]
(A) Train control device 30
FIG. 8 is a functional configuration diagram of the train control device 30. According to FIG. 8, the train control device 30 is configured to include an operation unit, a display unit, a communication unit, and the like (not shown) in addition to the processing unit 310 and the storage unit 320, and can be said to be a kind of computer system. Is provided.

  The processing unit 310 includes an arithmetic device such as a CPU, for example, and performs overall control of the train control device 30 based on programs, data, and the like stored in the storage unit 320. In addition, the processing unit 310 performs various arithmetic processes according to the train control program 322 stored in the storage unit 320, so that the train position management unit 312, the protected position setting unit 314, and the train control information generation unit 316 are used. Function. Each of these functional units may be realized by a dedicated arithmetic circuit such as an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA).

  The train position management unit 312 manages the travel position of each train 50 on the track R. That is, based on the travel position information of the train 50 included in the reply information 80 acquired from the onboard device 60 via the wireless control device 40, the travel position of the corresponding train 50 is updated, and the position of each train 50 is updated. The on-line information 326, which is the information of, is updated.

  The protection position setting unit 314 sets the travel limit position and the rear protection position of each train 50. Specifically, the rear side protection position set in the preceding train of the target train 50 is set as the travel limit position of the target train 50. Further, the rear side protection position of the target train 50 is set according to the line segment of the target train 50, the line segment of the preceding train of the target train 50, and the like. That is, when the tracked section of the target train 50 and the tracked section of the preceding train are the same, the start end position (boundary position on the entry side) of the rear adjacent section of the tracked section is set as the rear protection position. Further, when a preceding train is present in the front section of the current section of the target train 50, the starting position (boundary position on the entry side) of the present section is set as the rear protected position. In addition, when the preceding train is present in a section ahead of two or more sections, the position behind the target train 50 by a predetermined distance D is set as the rear protected position.

  The on-line section of the train 50 can be determined with reference to the on-line information 326 and the section setting table 324. The boundary position of the section can be acquired from the section setting table 324. The set travel limit position and the rear protection position of each train 50 are stored as protection position setting data 328.

  FIG. 9 is a diagram illustrating an example of a data configuration of the section setting table 324. According to FIG. 9, the section setting table 324 stores the setting range 324b in association with each section 324a.

  FIG. 10 is a diagram illustrating an example of the data configuration of the protection position setting data 328. According to FIG. 10, the protection position setting data 328 stores a travel limit position 328b and a rear protection position 328c in association with each train ID 328a that is identification information of each train.

  The train control information generation unit 316 generates train control information including the travel limit position of the train 50 set by the protection position setting unit 314 as train control information for the train 50. The train control information may include, as other information, upper limit speed information (for example, brake verification speed) of the current section of the transmission target train 50 and upper limit speed information of the inner section.

  The storage unit 320 is realized by a storage device such as a ROM, a RAM, and a hard disk. The storage unit 320 stores a program, data, and the like for the processing unit 310 to control the train control device 30 in an integrated manner. It is used as an area and temporarily stores the calculation result executed by the processing unit 310. The storage unit 320 stores a train control program 322, a section setting table 324, standing line information 326, and protection position setting data 328.

(B) Radio control device 40
FIG. 11 is a functional configuration diagram of the wireless control device 40. According to FIG. 11, the wireless control device 40 includes a wired communication unit 402, a clock unit 404, a processing unit 410, a storage unit 430, an operation unit and a display unit (not shown), and the like. It has a configuration that can be said to be a kind of computer system.

  The wired communication unit 402 performs wired communication with the ground wireless device 10 via the wired line C. The clock unit 404 includes an oscillation circuit having a crystal oscillator or the like, and a circuit that receives an absolute time signal such as a standard radio wave or a GPS signal. The clock unit 404 counts the absolute current time and starts from a specified timing. Count elapsed time. The current time measured by the clock unit 404 is used for managing time slots. If the time synchronization of the time slots grasped by each terrestrial radio device 10 can be obtained (for example, if the time synchronization between the clock units 106 (see FIG. 15) of each terrestrial radio device 10 can be obtained), wireless control is performed. The clock unit 404 of the device 40 need not be able to measure the absolute time.

  The processing unit 410 is configured to include an arithmetic device such as a CPU, for example, and performs overall control of the wireless control device 40 based on programs and data stored in the storage unit 420, data received via the wired communication unit 402, and the like. I do. In addition, the processing unit 410 executes various arithmetic processes in accordance with the radio control program 432 stored in the storage unit 420, so that the transmission information generation unit 412, the on-line section determination unit 414, the transmission radio selection unit 416, the slot allocation Functions as a unit 418 and an output control unit 420. Each of these functional units may be realized by a dedicated arithmetic circuit such as an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA).

  Here, for each section determined on the track R that the radio control apparatus 40 has as a control target, the section is defined in the section setting table 434 and stored in the storage unit 420, and the terrestrial radio device 10 that is arranged Various types of information are stored in the storage unit 430 as a ground radio table 436.

  The section setting table 434 is the same data as the section setting table 324 stored in the train control device 30.

  FIG. 12 is a diagram illustrating an example of a data configuration of the terrestrial radio device table 436. According to FIG. 12, the terrestrial radio table 436 stores an arrangement position 436b and a communication area 436c in association with each terrestrial radio 436a. The arrangement position 436b is expressed in kilos. The communication area 436c is information indicating the communication area of the corresponding terrestrial wireless device 436a, can be set as appropriate in consideration of the radio wave propagation environment, antenna directivity, and the like, and is a linear distance from the corresponding terrestrial wireless device 436a. Is stored. The actual range of the communication area 12 is determined as a range centered on the arrangement position 436b and having a radius stored in the communication area 436c.

  The standing line section determination unit 414 determines the standing section of each train 50 based on the section setting table 434. That is, in the section setting table 434 (see FIG. 9), the section including the travel position of each train 50 in the setting range 324b of each section 324a is determined as the existing section of the train 50.

  Based on the terrestrial radio table 436, the transmission radio selection unit 416 selects the terrestrial radio 10 closest to the travel position of the train 50 as the terrestrial radio 10 used to transmit the transmission information 70 to the train 50. . In other words, it is possible to determine the terrestrial radio device 10 for each position (range) on the ground side and select the terrestrial radio device 10 with which the train 50 is a communication partner according to the travel position of the train 50. .

  The slot allocation unit 418 determines a time slot allocated to the train 50. Specifically, with reference to the train / slot allocation data 440, it is determined whether another train is allocated to the time slot of the track section of the target train 50 determined by the track section determination unit 414. If not assigned, the time slot associated with the current section of the train 50 is determined with reference to the section / slot correspondence table 438. If assigned, the section / slot correspondence table 438 is referred to determine the time slot associated with the rear adjacent section of the existing section.

  The train / slot allocation data 440 is data regarding time slot allocation for a train. FIG. 13 shows an example of the data configuration of the train / slot allocation data 440. According to FIG. 13, the train / slot allocation data 440 stores the corresponding section 440a and the train 440c allocated to the corresponding time slot 440b associated with the corresponding section 440a. Since the time slot may be commonly used in a section at a distant position, it cannot be uniquely identified only by the corresponding time slot 440b. Therefore, the time slot has a unique correspondence with the combination of the corresponding section 440a and the corresponding time slot 440b. The correspondence relationship itself is defined in the section / slot correspondence table 438.

  The section / slot correspondence table 438 is a data table that defines the association between sections and time slots. FIG. 14 shows an example of the data structure of the section / slot correspondence table 438. According to FIG. 14, the section / slot correspondence table 438 stores time slots 438b assigned to the sections 438a.

  The output control unit 420 sends the transmission information 70 generated by the transmission information generation unit 412 to the terrestrial radio 10 selected by the transmission radio selection unit 416 together with information indicating the time slot determined by the slot allocation unit 418. By outputting, the terrestrial radio device 10 is controlled to transmit the transmission information 70 in the time slot.

  The storage unit 430 is realized by a storage device such as a ROM, a RAM, and a hard disk. The storage unit 430 stores programs, data, and the like for the processing unit 410 to control the wireless control device 40 in an integrated manner. It is used as an area and temporarily stores the calculation result executed by the processing unit 410. The storage unit 430 stores a radio control program 432, a section setting table 434, a ground radio table 436, a section / slot correspondence table 438, a train / slot allocation data 440, and a time slot setting data 442. Is done.

  The time slot setting data 442 is data defining time slots, and includes the number of time slots, the time length, information on the start timing of each time slot, and the like.

(C) Terrestrial radio device 10
FIG. 15 is a functional configuration diagram of the terrestrial radio device 10. Referring to FIG. 15, the terrestrial wireless device 10 includes a wireless communication unit 102, a wired communication unit 104, a clock unit 106, a processing unit 110, and a storage unit 120.

The wired communication unit 104 performs wired communication with the wireless control device 40 via a wired line.
The wireless communication unit 102 performs wireless communication with the on-board device 60. Specifically, when the transmission information 70 and the instruction information of the time slot to be transmitted are input from the wireless control device 40 via the wired communication unit 104, the terrestrial wireless device 10 transmits in the instructed time slot. The wireless communication unit 102 is controlled to transmit the information 70. While the transmission information 70 is not being transmitted, the ground radio 10 waits for reception of the response information 80 from the onboard device 60 via the wireless communication unit 102. When the response information 80 is received, the response information 80 is output to the wireless control device 40 via the wired communication unit 104.

  The clock unit 106 is configured to include an oscillation circuit having a crystal oscillator and the like, a circuit that receives an absolute time signal such as a standard radio wave and a GPS signal, etc., and counts the absolute current time, and from a designated timing. Count elapsed time. The current time measured by the clock unit 106 is used for managing time slots. If the time synchronization of the time slots grasped by each terrestrial radio device 10 can be obtained (for example, if the time synchronization between the clock units 106 of each terrestrial radio device 10 can be obtained), the clock unit 106 is set to the absolute time. It may not be possible to keep time. For example, the radio control device 40 broadcasts time information to each terrestrial radio device 10, and the terrestrial radio device 10 that receives the time information counts the synchronized time by the clock unit 106 based on the received time information. May be adopted.

  The processing unit 110 is configured to include an arithmetic device such as a CPU, for example, and is based on a program or data stored in the storage unit 120, data received via the wireless communication unit 102 or the wired communication unit 104, or the like. The overall control of the machine 10 is performed. The processing unit 110 functions as a transmission information update unit 112, a transmission control unit 114, and an output control unit 116 by executing various arithmetic processes in accordance with the wireless device control program 122 stored in the storage unit 120. Note that each of these functional units may be realized by a dedicated arithmetic circuit such as an ASIC or FPGA.

  When the transmission information 70 and the time slot instruction information are input from the radio network controller 40, the transmission information update unit 112 stores the transmission information 70 in the transmission information data 126 so as to be associated with the input time slot. .

  FIG. 16 is a diagram illustrating an example of the data configuration of the transmission information data 126. According to FIG. 16, the transmission information data 126 stores time slots 126a and transmission information 126b in association with each other. “Time data” is associated with a time slot without transmission information 70.

  When the transmission information 70 is stored in the transmission information data 126, the transmission control unit 114 causes the wireless communication unit 102 to transmit the transmission information 70 in the associated time slot. For example, in FIG. 16, the transmission information A is wirelessly transmitted from the wireless communication unit 102 in the time slot b.

  Further, when transmitting the transmission information 70, when the transmission information 70 is read from the transmission information data 126, the transmission control unit 114 deletes the data of the transmission information 70 stored in the transmission information data 126. Then, the read transmission information 70 is transmitted. Although the transmission information 70 is deleted from the transmission information data 126, when the transmission information 70 is input again from the radio network controller 40, the transmission information update unit 112 transmits the input transmission information 70. Since the information data 126 is stored again, there is no problem.

  When the output control unit 116 receives the reply information 80 from the on-board device 60 via the wireless communication unit 102, the output control unit 116 outputs the received reply information 80 to the wireless control device 40.

  The storage unit 120 is realized by a storage device such as a ROM, a RAM, and a hard disk. The storage unit 120 stores programs, data, and the like for the processing unit 110 to control the terrestrial radio 10 in an integrated manner. It is used as an area and temporarily stores the calculation result executed by the processing unit 110. The storage unit 120 also stores a radio control program 122, time slot setting data 124, and transmission information data 126.

[Process flow]
17 to 19 are flowcharts for explaining the flow of processing in the ground system 1. FIG. 17 shows processing in the train control device 30, FIG. 18 shows processing in the radio control device 40, and FIG. 19 shows a processing flow in each of the ground radio device 10 and the on-board device 60. Yes. The train control device 30 executes the train control program 322, the radio control device 40 executes the radio control program 432, and the ground radio 10 is in a state of executing the radio control program 122.

(A) Train Control Device First, in the train control device 30, according to FIG. 17, the loop A is repeatedly performed for all trains on the track R in order from the first train in the traveling direction. In the repetitive processing, a train to be processed will be described below as a “target train”. In the process of loop A, the protection position setting unit 314 sets the rear protection position of the preceding train as the travel limit position of the target train (step A1). Subsequently, the rear protection position of the target train is set. That is, if the preceding train is present in the current section of the target train (step A3: YES), the start position (entrance side boundary position) of the rear adjacent section of the target train's current section is set as the rear protected position. (Step A5). Moreover, if the preceding train is present in the front section of the current section of the target train (step A3: NO to A7: YES), the start position (entrance side boundary position) of the present section is set as the rear protection position. (Step A9). Further, if the preceding train is present in the front section two or more ahead (step A7: NO), the position behind the target train by a predetermined distance D is set as the rear protected position (step S7). A11). Next, the train control information generation unit 316 generates train control information for the target train including the travel limit position (step A13), and outputs the train control information to the wireless control device 40 together with the position information of the target train (step A15). The process of loop A is performed in this way.

(B) Radio control device 40
In addition, according to FIG. 18, in the radio control device 40, when train control information is input from the train control device 30 (step D1: YES), transmission information 70 including this train control information is generated (step D3). . Further, based on the position information of the train 50 input together with the train control information, the transmission radio selection unit 416 selects the ground radio 10 closest to the travel position of the train 50 (step D5). In addition, the standing line section determination unit 414 determines the standing line section based on the position information of the train 50 (step D7).

  Then, the slot assignment unit 418 determines a time slot to be assigned to the train 50. That is, if another train is assigned to the time slot associated with the current line section (step D9: YES), the time slot associated with the rear adjacent section of the current line section is assigned to the train 50. (Step D11). If not assigned (step D9: NO), it is determined that the time slot associated with the current section is assigned to the train 50 (step C13). Thereafter, the output control unit 420 associates the generated transmission information 70 with the assigned time slot and outputs the associated information to the selected terrestrial radio device 10 (step D15).

(C) Terrestrial radio device 10 and on-vehicle device 60
On the other hand, in the terrestrial radio device 10, as shown in FIG. 19, when the transmission information 70 is input from the radio control device 40 (step B1: YES), the transmission information update unit 112 displays the input transmission information 70. Then, the transmission information data 126 is stored as new transmission information 70 to be transmitted in the associated time slot (step B3). In addition, referring to the time measured by the clock unit 106, it is determined whether the transmission timing of any time slot has arrived. If the time slot (transmission timing) has arrived (step B5: YES), the transmission control unit 114 refers to the transmission information data 126, and the transmission information associated with the time slot is empty data. It is determined whether or not transmission is necessary depending on whether or not there is (step B7). If it is not empty data, it is determined that execution is necessary (step B9: YES), and the transmission information 70 associated with the time slot is transmitted from the wireless communication unit 102 (step B11).

  On the other hand, if the on-board device 60 receives the transmission information 70 from the ground radio device 10 (step C1: YES), it generates and transmits reply information 80 including the traveling position information of the own train (step C3).

  Then, in the terrestrial wireless device 10, if the reply information 80 is received from the on-board device 60 (Step B13: YES), the output control unit 116 outputs the received reply information 80 to the wireless control device 40 (Step B15). ).

  Then, in the radio control device 40, as shown in FIG. 18, when the reply information 80 is input from the ground radio device 10 (step D17: YES), the reply information 80 is output to the train control device 30 (step). D19). Then, in the train control device 30, as shown in FIG. 17, when the reply information is input from the wireless control device 40 (step A17: YES), the train position management unit 312 has the train information included in the reply information 80. The standing line information 326 is updated based on the travel position information (step A19).

[Function and effect]
Thus, according to the ground side system 1 of the present embodiment, it is possible to realize a completely new railway radio communication system in which the transmission information 70 is transmitted at a timing according to the traveling position of the train 50. That is, the ground control device 20 stores the setting range of each section dividing the line R and the time slot when performing wireless communication in the range in association with each other, and stores the arrangement position of the ground radio device 10. ing. Then, the ground control device 20 causes the transmission information 70 directed to the train 50 to be transmitted from the ground radio 10 closest to the train 50 in the time slot associated with the existing section of the train 50. In other words, since the time slot is determined according to the traveling position of the train, time slot assignment to each train for each terrestrial radio device 10, detection of entry / exit of a train to a new communication area, switching of carrier frequency, etc. Processing for realizing handover is not necessary.

  In the ground system 1, two trains can be located in one section, and time slots for transmitting train control information to the two trains can be made different. That is, the rear side protection position that is set behind the target train so that the subsequent train does not collide is determined as the start position of the target train's existing section when the target train and the preceding train are on different sections. When there is a track in the same section, the train control is performed so that no more than two trains are in the two consecutive sections by setting the start position of the adjacent section behind the track section of the target train. Do. Then, two time slots associated with each of the two consecutive sections are allocated to each of the two trains existing in the two sections.

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

(A) Section setting change For example, the section may be arbitrarily changed. FIG. 20 is a diagram illustrating a case where a certain section is divided into two sections as an example of setting change of the section. As shown in FIG. 20 (1), three sections A, B, and C are set. FIG. 20 (2) shows a case where the section B in FIG. 20 (1) is divided into two sections B1 and B2 to increase the number of sections. It is necessary to reassign time slots for each section in accordance with the section setting change. The reassignment of the time slots in each section is performed in the same manner as in the above-described embodiment in order to prevent interference between the terrestrial radio devices 10 (see FIG. 4). As for the communication interference between the terrestrial radio devices 10, it is sufficient to pay attention to the time slot, and it is not necessary to consider the communication frequency. Therefore, it is not necessary to change the time slot for the section without change with the previous assignment. In FIG. 20 (2), the time slots a and e assigned to the sections A and C can be left as they are. Only the new sections B1 and B2 need to change the assignment of time slots. In the example of FIG. 20 (2), new time slots c and h are assigned.

  Thus, the train operation density can be changed by changing the setting of the section. That is, as shown in FIG. 20, by increasing the number of sections, the train operation density can be increased in the same physical (spatial) range. In FIG. 20 (1), only one train 50-6 can be located in the section B. However, as shown in FIG. 20 (2), the train 50 is in each of the sections B1 and B2 obtained by dividing the section B. Since it can be located, two trains can be located in the range of the same original section B physically (spatially). Conversely, the train operation density can be reduced by reducing the number of sections.

(B) A plurality of combinations of sections and time slots are prepared. Also, a plurality of combinations (setting information) of sections and time slots are prepared in advance, and a time slot for transmitting transmission information 70 is selected according to the selected combination. It's also good.

  FIG. 21 is a diagram for explaining combinations of sections and time slots. As shown in FIG. 21, the radio network controller 40 has a plurality of pieces of combination information 340 (340-1, 340-2, 340-) in which the setting range and number of sections and the allocation of time slots to each section are different. 3, ...) is memorized. And the radio | wireless control apparatus 40 selects the time slot which transmits the transmission information 70 according to the combination information 340 selected from these memorize | stored combination information 340 according to a time zone and a day of the week, for example. The ground radio device 10 does not need to know the combination information 340.

(C) Selection of the ground radio device 10 When the radio control device 40 selects the ground radio device 10 used for transmission of the transmission information 70 to the train 50 based on the position of the train 50, the traveling of the train 50 It is also possible to consider the speed. That is, the on-board device 60 of the train 50 includes the traveling speed of the own train in the reply information 80 and transmits it, so that the train control apparatus 30 can grasp the traveling speed of each train. The train control device 30 outputs the position and speed of the train 50 together with the train control information to the radio control device 40, and the radio control device 40 receives the transmission information 70 from the ground radio 10 from the position and speed of the train 50. The predicted position of the train 50 at a certain point in time is calculated, and the ground radio 10 is selected based on the predicted position, for example, the ground radio 10 closest to the predicted position is selected.

(D) Number of consecutive sections N
In the above-described embodiment, the case where the number of consecutive sections is “2 (N = 2)” has been described. However, the present invention can be similarly applied to a case where “3 or more (N ≧ 3)”. That is, the time slot is set to be different at least in N consecutive sections (N ≧ 2), and train control information is generated so that no more than N trains are present in the consecutive N sections. . Then, a time slot for transmitting train control information to the train is selected from N time slots associated with consecutive N sections including a section where the train is present, and the time is set to the ground radio. Train control information is transmitted in the slot.

(E) Transmission frequency of transmission information 70 by terrestrial radio 10 In the above-described embodiment, the terrestrial radio 10 transmits the transmission information 70 at the same transmission frequency. However, the transmission frequency may be different. Of course. For example, the upstream terrestrial radio device 10 and the downstream terrestrial radio device 10 may be separately installed and configured, and different transmission frequencies may be used for the upstream side and the downstream side.

DESCRIPTION OF SYMBOLS 1 Ground system 10 Terrestrial radio | wireless machine 102 Wireless communication part, 104 Wired communication part, 106 Clock part 110 Processing part 112 Transmission information update part, 114 Transmission control part 116 Output control part 120 Storage part 122 Radio | wireless machine control program, 124 Time slot Setting data 126 Transmission information data 20 Ground control device 30 Train control device 310 Processing unit 312 Train position management unit, 314 Protection position setting unit 316 Train control information generation unit 320 Storage unit 322 Train control program, 324 Section setting table 326 Track information, 328 Protection position setting data 40 Wireless control device 402 Wired communication unit, 404 Clock unit 410 Processing unit 412 Transmission information generation unit, 414 Line segment determination unit 416 Transmission radio selection unit, 418 Slot allocation unit, 420 Output control unit 430 Storage unit 432 wireless Your program 434 section setting table 436 terrestrial radio table 438 section slot correspondence table 440 trains slot allocation data, 442 a time slot setting data 50 trains, 60 onboard system 70 transmits information, 80 return information R line

Claims (5)

Train position information is acquired from each train via the ground radio of any of a plurality of ground radios arranged along the track, and train control information for each train based on the train position information A ground control device for generating and transmitting to a corresponding train,
Storage means for storing time slots for wireless communication by the ground radio set so as to be different in at least N consecutive sections (N ≧ 2) in association with each section dividing the line; ,
Radio position storage means for storing an arrangement position of the ground radio,
Generating means for generating the train control information so that there are no more than N trains in the N consecutive sections;
Radio equipment selection means for selecting the terrestrial radio equipment for transmitting the train control information to the train based on the train position information of the train with reference to the stored contents of the radio equipment position storage means;
Slot selecting means for selecting a time slot for transmitting the train control information to the train from N time slots associated with the N consecutive sections including the section where the train is located;
Transmission control means for causing the ground radio selected by the radio selection means to transmit the train control information in the time slot selected by the slot selection means,
Ground control device equipped with. N is “2”.
The ground control apparatus according to claim 1. The slot selecting means includes
When one train is present in two consecutive sections, the time slot associated with the section in which the train is present is selected for the train,
When two trains are present in two consecutive sections, the time slots associated with the two sections are selected in order of the traveling direction in order from the train ahead of the traveling direction.
The ground control apparatus according to claim 2. A protection position setting unit that sets a protection position behind the target train in order to prevent rear-end collision of the rear train, and 1) the target train and the preceding train of the target train are located in different sections that are not continuous. If it is, the protection position is set at a position that is a predetermined distance behind the target train, and 2) when the target train and the preceding train of the target train are in different continuous sections. , The protection position is set at the start position of the section where the target train is present, and 3) the target train and the preceding train of the target train are present in the same section, the target A protection position setting unit that sets the protection position at the start position of the rear adjacent section of the section where the train is located;
Further comprising
The generation means generates train control information of the train by determining a travel limit position of the train based on the protection position set in the preceding train of the train.
The ground control apparatus according to claim 2 or 3. A plurality of terrestrial radio devices arranged along the track;
The ground control device according to any one of claims 1 to 4,
A ground-side system that is configured by communication connection.

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