JP6879821B2 - Course control device, train control system, course control method, and course control program - Google Patents

Description

The present invention relates to a course control device, a train control system, a course control method, and a course control program for controlling the course of a train.

Conventionally, a course control device for controlling the course of a train traveling on a track of a line is known. The course control device outputs the course control information to the interlocking control device based on the train position and timetable information, causes the interlocking control device to control the turnout and the traffic light, and secures the course of the train.

In Patent Document 1, by controlling from the current position of the train to the course determined by the current position of the preceding train based on the timetable information, the course of the train is secured as far as possible to the forward course, and the train is operated. A course control device that shortens the interval is disclosed.

Japanese Unexamined Patent Publication No. 9-315309

However, in the course control device described in Patent Document 1, when the preceding train exists in the area including the course immediately before the train, the course control of the train is performed after the preceding train exits the course. When it is necessary to change the turnout in such course control, the turnout is changed after the preceding train leaves the course, and the traffic light is controlled after the turnout is changed. , It takes time for the traffic light to show the progress.

The present invention has been made in view of the above, and obtains a course control device capable of shortening a train operation interval when a preceding train exists in an area including a course immediately before the train. The purpose.

In order to solve the above-mentioned problems and achieve the object, the course control device of the present invention is a course control device that controls the course of the first train and the second train traveling on the track of the line. an information acquisition unit that acquires position information indicating the position of the first train and the second train, on the basis of the position information, route control for controlling the path of the first train and second train It has a part . The advance path control unit includes an estimation unit, and a request unit. The estimation unit determines that if the second train exists in the area including the controlled course, which is the next course of the first train, the second train is based on the position and speed of the second train. Estimates the withdrawal time, which is the time when is withdrawn from the controlled course. Request unit, when leaving time estimated by the estimation unit is within the time required for conversion of switch with forming the controlled object path, interlocking control the path control of the first train control target course Request to the device.

According to the present invention, there is an effect that the train operation interval can be shortened when the preceding train exists in the area including the course immediately before the train.

The figure which shows the structure of the train control system which concerns on Embodiment 1. The figure which shows the relationship between the orbit which concerns on Embodiment 1, and the arrangement of a plurality of radio devices and a turnout. The figure which shows an example of the relationship between the in-field course and the departure course in the track which concerns on Embodiment 1 and a train. The figure which shows an example of the structure of the course control device which concerns on Embodiment 1. The figure which shows an example of the route information table which concerns on Embodiment 1. The figure which shows an example of the relationship between the block in the orbit, the departure course, and the in-field course according to the first embodiment. The figure which shows an example of the line information table which concerns on Embodiment 1. The figure which shows a part of the timetable information which concerns on Embodiment 1. The figure which shows an example of the device state information table which concerns on Embodiment 1. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 1. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 1. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 1. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 1. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 1. A flowchart showing an example of the course control process of the course control unit according to the first embodiment. The figure which shows an example of the hardware configuration of the course control device which concerns on Embodiment 1. The figure which shows an example of the structure of the course control device in the train control system which concerns on Embodiment 2. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 2. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 2. A flowchart showing an example of the course control process of the course control unit according to the second embodiment. The figure which shows an example of the structure of the course control device in the train control system which concerns on Embodiment 3. The figure for demonstrating the course control by the course control unit which concerns on Embodiment 3.

Hereinafter, the course control device, the train control system, the course control method, and the course control program according to the embodiment of the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment.

Embodiment 1.
FIG. 1 is a diagram showing a configuration of a train control system 1 according to a first embodiment of the present invention. The train control system 1 shown in FIG. 1 is a wireless train control system called CBTC (Communication Based Train Control), which includes a plurality of on-board devices 10, a plurality of wireless devices 20, a ground control device 21, and an operation management device. 22 and an interlocking control device 23 are provided.

The operation management device 22 is a device that manages the operation of a plurality of trains 30a to 30d traveling on the track of the line, and includes a course control device 26 that controls the course of each train 30a to 30d. In the following, the course control device 26 of the operation management device 22 will be described, and the description of the operation management device 22 other than the course control device 26 will be omitted.

The plurality of wireless devices 20 and the ground control device 21 are communicably connected to each other via the network 24, and the ground control device 21, the course control device 26, and the interlocking control device 23 are communicably connected to each other via the network 25. Will be done. The networks 24 and 25 are intranets, but may be the Internet or networks other than the intranet and the Internet.

In the example shown in FIG. 1, the train control system 1 controls the operation of the trains 30a to 30d, but the trains controlled by the train control system 1 are not limited to the trains 30a to 30d, and are a part of the trains 30a to 30d. There may be trains other than trains 30a to 30d. In the following, trains 30a to 30d may be collectively referred to as trains 30.

The on-board device 10 is mounted on the train 30, and the running of the train 30 is controlled by the on-board device 10. The on-board device 10 includes a wireless communication unit 11 that performs wireless communication with the wireless device 20 and a train control unit 12 that controls the train 30.

The train control unit 12 detects the current position and speed of the train 30, and outputs position information indicating the detected current position and speed to the wireless communication unit 11. The wireless communication unit 11 acquires position information from the train control unit 12 and outputs a radio signal including the acquired position information to the outside. Hereinafter, the position information indicating the current position and speed of the train 30 will be referred to as train position information.

The train control unit 12 detects the current position and speed of the train 30 based on the wheel rotation speed detected by the rotation detector (not shown) provided in the train 30, but the GPS (GPS) provided in the train 30 is not shown. (Global Positioning System) The current position and speed of the train 30 can be detected based on the position information output from the receiver.

The wireless communication unit 11 receives the wireless signal transmitted from the wireless device 20 and outputs the train control information included in the wireless signal to the train control unit 12. The train control unit 12 acquires train control information from the wireless communication unit 11, and controls the train 30 based on the acquired train control information.

The train control information includes the route information of the train 30 and the stop position information. The route information includes information that identifies the route on which the train 30 travels. The stop position information includes information indicating a stop limit position at which the train 30 should stop, and the train 30 can travel in the route to the stop limit position. The stop limit position is set at the end of the route if there are no preceding trains or other obstacles in the route. If the departure course or the in-field course is not a progress indication, the stop limit position is set to a position in front of the course.

The plurality of wireless devices 20 are arranged along the track on which the train 30 travels. FIG. 2 is a diagram showing the relationship between the track 90 according to the first embodiment, the plurality of wireless devices 20, and the arrangement of the turnouts 27. In the example shown in FIG. 2, four wireless devices 20 arranged along the track 90 are represented as wireless devices 20a to 20d, but the number of wireless devices 20 is not limited to four.

Further, in the example shown in FIG. 2, the two turnouts 27 arranged on the orbit 90 are represented as the turnouts 27a and 27b, but the number of the turnouts 27 arranged on the orbit 90. Is not limited to two. The turnout 27 has a configuration including one or more physical turnouts.

Returning to FIG. 1, the description of the train control system 1 will be continued. The wireless device 20 relays the transmission and reception of information between the on-board device 10 mounted on the train 30 and the ground control device 21. For example, the radio device 20 receives the radio signal transmitted from the on-board device 10 of the train 30 and transmits the train position information included in the radio signal to the ground control device 21. Further, when the radio device 20 acquires train control information for the train 30 existing within the wireless communication range of the wireless device 20 from the ground control device 21, the wireless device 20 transmits a radio signal including the acquired train control information.

The ground control device 21 acquires train position information from the radio device 20, acquires the current position of each train 30 based on the acquired train position information, and obtains train control information for each train 30 as described later. Generate. The ground control device 21 outputs train information including train position information and train control information of each train 30 to the course control device 26.

The course control device 26 acquires train information of each train 30 from the ground control device 21. Based on the acquired train information of each train 30 and the stored timetable information, the course control device 26 makes each train 30 travel on the course according to the timetable information at the time according to the timetable information. Generates the course control information of the train 30. The course control information includes information for identifying the train 30 and information for specifying the course. The course control device 26 outputs the generated course control information of each train 30 to the interlocking control device 23.

The interlocking control device 23 receives the course control information output from the course control device 26, and controls the turnout 27 based on the received course control information to form the course of each train 30. Specifically, the interlocking control device 23 receives the course control information output from the course control device 26, and controls the turnout 27 based on the received course control information to control the course of each train 30. To form.

Further, the interlocking control device 23 generates signal information of each train 30 based on the course control information of each train 30 received from the course control device 26, and outputs the signal information to the ground control device 21. Such signal information includes information indicating a progress indication indicating a signal that gives permission to proceed to the course. Further, the interlocking control device 23 generates signal information including information indicating a stop indication indicating a signal that does not give permission to proceed to the route for the route for which the route control information is not received from the route control device 26. Output to the ground control device 21.

The interlocking control device 23 controls the progress of each train 30 by controlling the signal state of the traffic light arranged along the track 90 based on the course control information of each train 30 received from the course control device 26. You can also do it. Further, the course control information may include information for specifying the course and information indicating whether or not to proceed to the course. In this case, the interlocking control device 23 indicates the progress indication based on the course control information. It is possible to generate signal information including information of one of the information and the information indicating the stop indication.

The ground control device 21 generates the above-mentioned train control information for each train 30 based on the signal information transmitted from the interlocking control device 23. The ground control device 21 generates route information indicating a route on which the train 30 can travel, based on the train position information and signal information of the train 30. Further, the ground control device 21 generates stop position information based on the preceding train and other obstacles existing in the route, and adds the generated stop position information to the route information and the signal information to add train control information. Can be generated.

The ground control device 21 transmits train control information to the on-board device 10 of the train 30 via the wireless device 20 that includes the area where the train 30 exists in the wireless communication range. For example, the ground control device 21 causes the train control information to the train 30a shown in FIG. 2 to be transmitted from the radio device 20a to the on-board device 10 of the train 30a, and the train control information to the train 30b is transmitted from the radio device 20b to the train. It is transmitted to the on-board device 10 of 30b.

Here, the course control by the course control device 26 will be described. FIG. 3 is a diagram showing an example of the relationship between the in-field paths 1RA, 1RB and the departure paths 2R, 3R in the track 90 shown in FIG. 2 and the trains 30a to 30c. In the example shown in FIG. 3, the train 30a is stopped near the stop limit position in front of the in-field course 1RA and 1RB, the train 30b is located in the in-field course 1RA, and the train 30c is in the in-field course 1RB. positioned.

The route of the train 30a includes the on-site route 1RA as the next route, but the train 30b exists as a preceding train inside the on-site route 1RA. The inside of the course is the side of the specific section described later that constitutes the course. Hereinafter, it is assumed that the train 30a is the course control target, the train 30a is described as the control target train 30a, and the train 30b which is the preceding train is described as the preceding train 30b. It is assumed that the turnout 27a is changing in the direction forming the in-field course 1RB, and the time required for the turnout 27a to change from the in-field course 1RB to the direction forming the in-field course 1RA is the conversion time. Let it be Tsw.

The route control device 26 states that the preceding train 30b exists inside the in-field route 1RA based on the current position of the preceding train 30b included in the train position information of the preceding train 30b or the information from the track circuit described later. judge. When the course control device 26 determines that the train 30a to be controlled exists outside the course 1RA in the field, the course control device 26 controls the course of the train 30a to be controlled to the course 1RA in the field based on the moving state of the preceding train 30b. The requested course control information is transmitted to the interlocking control device 23.

Specifically, the course control device 26 estimates the departure time Tout, which is the time when the preceding train 30b exits the field course 1RA, based on the current position and speed of the preceding train 30b. The course control device 26 compares the departure time Tout of the preceding train 30b with the conversion time Tsw of the turnout 27a, and determines whether or not the departure time Tout is within the conversion time Tsw.

When it is determined that the departure time Tout is within the conversion time Tsw, the course control device 26 transmits the course control information requesting the course control of the train 30a to be controlled to the in-field course 1RA to the interlocking control device 23.

Based on the course control information output from the course control device 26, the interlocking control device 23 executes and controls the conversion of the turnout 27a from the direction forming the in-field course 1RB to the direction forming the in-field course 1RA. The on-site course 1RA is formed as the course of the target train 30a. The conversion of the turnout 27a is completed when the conversion time Tsw has elapsed. When the estimated departure time Tout is Tout ≤ Tsw, when the conversion of the turnout 27a is completed, the departure time Tout of the preceding train 30b has passed, and the preceding train 30b has exited from the course 1RA in the hall. Become.

Then, when the conversion of the turnout 27a is completed, the interlocking control device 23 generates the signal information of the train to be controlled 30a and outputs it to the ground control device 21. The signal information output to the ground control device 21 is information indicating a progress indication that indicates a signal that gives permission to proceed to the course.

The ground control device 21 generates train control information of the train to be controlled 30a based on the signal information transmitted from the interlocking control device 23, and the generated train control information is transmitted on the train 30a to be controlled via the radio device 20. It is transmitted to the device 10. Since the train control information of the controlled target train 30a is information indicating the progress indication, the progress of the controlled target train 30a to the in-field course 1RA is permitted.

In this way, when Tout ≦ Tsw, the course control device 26 transmits the course control information requesting the course control of the train 30a to be controlled to the in-field course 1RA to the interlocking control device 23. Therefore, since the conversion of the turnout 27a is started before the preceding train 30b exits the in-field course 1RA, the progress of the controlled train 30a to the in-field course 1RA can be accelerated.

Further, when the conversion of the turnout 27a is completed, the preceding train 30b has left the course 1RA in the hall. Therefore, it is possible to prevent the train 30a to be controlled from being allowed to proceed to the in-field course 1RA while the preceding train 30b exists inside the in-field course 1RA. Hereinafter, the course control device 26 will be described in more detail.

FIG. 4 is a diagram showing an example of the configuration of the course control device 26 according to the first embodiment. As shown in FIG. 4, the course control device 26 includes a communication unit 41, a storage unit 42, and a control unit 43. The communication unit 41 is connected to the network 25 and transmits / receives information to / from the ground control device 21 and the interlocking control device 23 via the network 25.

The storage unit 42 stores various information necessary for the control process in the control unit 43. The storage unit 42 includes a route information storage unit 51, a timetable information storage unit 52, a train information storage unit 53, an equipment information storage unit 54, and a route travel history storage unit 55.

The route information storage unit 51 stores the route information table 75 and the line information table 76. The route information table 75 includes unit route information relating to a plurality of unit routes. FIG. 5 is a diagram showing an example of the route information table 75. The route information table 75 shown in FIG. 5 is information in which the “route ID”, the “traveling direction”, the “block ID”, and the “path ID” are associated with each other.

The "route ID" is identification information uniquely assigned to each unit route. A unit route is the smallest unit of a route including one or more blocks, and a plurality of unit routes are combined to form a traveling route of a train 30. Here, the block divides the orbit 90 and is also called a section.

The "traveling direction" is the traveling direction of the train 30 in the unit route, and either "up" or "down" is set in the "traveling direction". In the route information table 75 shown in FIG. 5, only the unit route information whose traveling direction is downward is shown, but the route information table 75 also includes the unit route information whose traveling direction is upward. In the following, the case where the traveling direction is downward will be described, but the same processing is performed when the traveling direction is upward.

The "block ID" is identification information uniquely assigned to a block included in the unit route. The "course ID" is identification information uniquely assigned to each course, and the types of courses include an in-field course and a departure course. The course whose course ID is 1RA, 1RB is the course inside the station for traveling into the station, and the course whose course ID is 2R, 3R is the departure course for departing from the station.

FIG. 6 is a diagram showing an example of the relationship between the block in the orbit 90, the departure course, and the in-field course. In FIG. 6, in the orbit 90 in the downward direction, 15 blocks having block IDs B1000 to B1014, two in-field courses having course IDs 1RA and 1RB, and two departures having course IDs 2R and 3R. The course is shown.

The two in-field paths 1RA and 1RB are selectively formed by controlling the turnout 27a. Similarly, the two starting paths 2R and 3R are selectively formed by controlling the turnout 27. The controls for the turnouts 27a and 27b include controls such as conversion, locking, and unlocking.

In the example shown in FIG. 6, the blocks having the block IDs B1002 to B1013B are the blocks located in the station yard, and the blocks having the block IDs B1000, B1001 and B1014 are the blocks located outside the station yard.

When the state of the route information table 75 is the state shown in FIG. 5, the route whose route ID is R1001 includes the blocks whose block IDs are B1000 and B1001, and does not include the departure route and the in-field route. The route having the route ID R1002 includes the blocks having the block IDs B1004, B1005, B1008, and B1009, and the in-field route having the route ID 1RA.

Further, the route having the route ID R1003 includes the blocks having the block IDs B1003, B1006 and B1007, and the in-field route having the route ID 1RB. A route having a route ID of R1004 includes a block having a block ID of B10011 to B1014 and a starting route having a route ID of 2R. The route having the route ID R1005 includes the blocks having the block IDs B1010, B1013, and B1014, and the starting route having the route ID 3R.

Next, the line information table 76 stored in the route information storage unit 51 will be described. FIG. 7 is a diagram showing an example of the track information table 76. The line information table 76 shown in FIG. 7 is information in which the “track circuit ID” and the “block ID” are associated with each other.

The "track circuit ID" is identification information uniquely assigned to each track circuit. The track circuit is a circuit that detects whether or not a train 30 exists in a specific section of the track 90. The track circuit includes, for example, a power supply that supplies a current between two rails that form a specific section and a relay in which a coil is installed between the two rails that form a specific section, and is in the state of a relay. Based on this, the presence of the train 30 in a specific section is detected. The track circuit may have a configuration other than the configuration including the power supply and the relay.

The "block ID" is the same as the "block ID" shown in FIG. In the example shown in FIG. 7, the track circuit having the track circuit ID T1001 detects the existence of the train 30 with the blocks having the block IDs B1000 and B1001 as specific sections. The track circuit having the track circuit ID T1002 detects the existence of the train 30 with the block having the block ID B1002 to B1005 as a specific section. Similarly, each track circuit whose track circuit IDs are T1003 to T1005 also detects the existence of the train 30 with one or more blocks set as a specific section.

The route information storage unit 51 shown in FIG. 4 includes a block information table for each block ID, in addition to the route information table 75 shown in FIG. 5 and the line information table 76 shown in FIG. 7, information indicating a block ID and a block position. Remember. The position of the block included in the block information table is information including the latitude and longitude of the block, and includes the start position and the end position of the block.

The diamond information storage unit 52 stores the diamond information. FIG. 8 is a diagram showing a part of the timetable information. In the timetable information shown in FIG. 8, the travel route information of the train 30a having the train ID C1001 includes the routes having the route IDs R1001, R1002 and R1004, and the travel route information of the train 30b having the train ID C1002 includes the routes. , Routes with route IDs R1001, R1003 and R1005 are included.

Further, the travel route information of the train 30c having the train ID C1003 includes routes having the route IDs R1001, R1002 and R1004. In the timetable information shown in FIG. 8, some information including the stop station time information is omitted.

Returning to FIG. 4, the description of the storage unit 42 will be continued. The train information storage unit 53 of the storage unit 42 stores the train information of each train 30. The train information is information notified from the ground control device 21 as described above, and includes train position information and train control information. The train information storage unit 53 stores train information from the past to the present.

The device information storage unit 54 stores a device state information table 77 including information indicating the state of the turnout 27. FIG. 9 is a diagram showing an example of the device state information table 77. The device state information table 77 shown in FIG. 9 is information in which the "course ID", the "turnout state", and the "traffic light state" are associated with each other.

The "course ID" is the same as the "course ID" shown in FIG. The "turnout state" indicates the state of each turnout 27, and "00" indicates that conversion is necessary to proceed to the course specified by the "path ID". “11” indicates that no conversion is required to proceed to the course defined by the “course ID”. Further, the "traffic light state" indicates the state of the traffic light, "0" indicates that the indication to the course defined by the "course ID" is the state of the stop indication, and "1" indicates the state of the stop indication. Indicates that the indication is in the state of progress indication to the course defined by the "course ID".

Further, the device information storage unit 54 stores information indicating the conversion time Tsw for each turnout 27 or information indicating the conversion time Tsw for each type of the turnout 27.

The route travel history storage unit 55 stores travel history information on each route for each train 30. The route travel history information is information associated with information indicating the position and speed of the train 30 on each route for each time.

Returning to FIG. 4, the description of the course control device 26 will be continued. The control unit 43 of the course control device 26 includes an information acquisition unit 61 and a course control unit 62. The information acquisition unit 61 acquires train information from the ground control device 21, and stores the acquired train information in the train information storage unit 53.

The course control unit 62 determines whether or not there is a train 30 to be track-controlled based on the timetable information stored in the timetable information storage unit 52 and the train position information and train control information received from the ground control device 21. judge. Specifically, the course control unit 62 determines the block in which the train 30 exists for each train 30 based on the current position of the train 30 specified by the train position information received from the ground control device 21. Further, the course control unit 62 determines the current control state of the train 30 based on the train control information.

The course control unit 62 determines whether or not the train 30 is a train whose course should be controlled based on the block in which the train 30 exists, the route of the train 30 defined by the timetable information, and the current state of the train 30. Judge every time. Hereinafter, the train 30 whose course should be controlled is described as the control target train 30, and the control target course is described as the control target course.

The course control unit 62 generates course control information for controlling the control target course of the controlled target train 30 based on the train position information and the timetable information, and transmits the generated course control information to the interlocking control device 23. As a result, the train control information based on the course control information is notified to the on-board device 10 of the train to be controlled 30 via the ground control device 21 and the radio device 20.

The train control unit 12 of the train to be controlled 30 acquires train control information via the wireless communication unit 11 and performs processing according to the acquired train control information. Specifically, the train control unit 12 can display the acquired train control information on a display unit (not shown), and the driver of the train to be controlled 30 controls based on the train control information displayed on the display unit. The running of the target train 30 can be controlled. Further, the train control unit 12 can dynamically control the running of the train to be controlled 30 based on the acquired train control information.

When the preceding train 30 which is the preceding train 30 which is the train 30 preceding the controlled target train 30 exists in the region RX including the controlled target route which is the route where the controlled target train 30 advances next, the route control unit 62 determines the preceding train 30. The interlocking control device 23 is requested to control the course of the train 30 to be controlled to the course to be controlled based on the moving state of the train 30. As a result, when the preceding train 30 exists in the area RX including the next course which is the course immediately before the controlled train 30, the operation interval between the controlled train 30 and the preceding train 30 can be shortened. it can. Hereinafter, the course control unit 62 will be described in detail.

The course control unit 62 includes an acquisition unit 63, a determination unit 64, an estimation unit 65, and a request unit 66. The acquisition unit 63 reads and acquires the information stored in the storage unit 42. Specifically, the acquisition unit 63 acquires the train information, the route information table 75, the track information table 76, the timetable information, and the equipment state information table 77 of each train 30.

The determination unit 64 determines for each train 30 whether or not the train 30 is in a state where the course should be controlled based on the information acquired by the acquisition unit 63. Specifically, the determination unit 64 determines the block ID of the block in which each train 30 exists, based on the position of each train 30 included in the train information and the block information table stored in the route information storage unit 51. judge.

Further, the determination unit 64 determines whether or not each train 30 should control the course based on the travel route information of each train 30 included in the timetable information and the block ID of the block in which each train 30 exists. Is determined. The determination unit 64 determines the train 30 that has reached the control point in front of the control target course as the control target train 30.

The control point is set in a specific section in front of the control target course, and whether or not the train 30 has reached the control point is whether the block in which the train 30 exists is included in the specific section in front of the control target course. It is determined by the determination unit 64 depending on whether or not it is. The determination unit 64 determines whether or not the train 30 has reached a specific specific section based on the position of the train 30 notified from the on-board device 10.

When the controlled course is the in-field course 1RA shown in FIG. 6, the specific section provided with the track circuit whose track circuit ID shown in FIG. 7 is T1001 can be set as the specific section provided with the control point. In this case, the determination unit 64 can determine that the train 30 has reached the control point when the train 30 reaches the block whose block ID is B1000.

The determination unit 64 can determine whether or not the train 30 has reached the control point based on the detection result of the train 30 by the track circuit provided in the specific section. The track circuit detects that the train 30 has reached the control point when the train 30 reaches the beginning of a specific section before the controlled course. The information detected by the track circuit is notified from the ground control device 21 or the interlocking control device 23 to the course control device 26. The determination unit 64 determines the train 30 that has reached the control point as the train to be controlled 30 based on the information detected by the track circuit.

The control point may be a specific block in front of the control target course instead of the specific section in front of the control target course. When the specific block is a block several blocks before the control target course and the control target course is the in-field course 1RA shown in FIG. 6, the specific block is, for example, a block whose block ID shown in FIG. 6 is B1000. is there.

Further, the determination unit 64 determines whether or not the preceding train 30 exists in the region RX including the control target course of the control target train 30. The "region RX including the control target course" is an area that may affect the progress of the control target train 30 when the control target train 30 advances to the next course, and is controlled in addition to the control target course. It may include a course other than the controlled target course formed by the turnout 27 included in the target course.

When the controlled course of the train 30 to be controlled is the in-field course 1RA shown in FIG. 6, the area RX1 which is the area RX including the in-field course 1RA has the block IDs B1002, B1004, B1005, B1008, and B1008 shown in FIG. Includes block of B1009. When the preceding train 30 has the block ID shown in FIG. 6 in any of the blocks B1002, B1004, B1005, B1008, and B1009, the determination unit 64 determines the preceding train in the area RX1 including the in-field course 1RA. It is determined that 30 is present.

When the controlled route of the train 30 to be controlled is the departure route 2R shown in FIG. 6, the region RX2 including the departure route 2R is the region RX including the departure route 2R and the departure route 3R. When the preceding train 30 has the block ID shown in FIG. 6 in any of the blocks B1010 to B1013, the determination unit 64 determines that the preceding train 30 exists in the region RX2 including the departure path 2R. judge.

Further, the determination unit 64 determines whether or not it is necessary to convert the turnout 27 included in the control target course of the control target train 30. Specifically, is it necessary for the determination unit 64 to convert the turnout 27 that forms the control target course of the control target train 30 based on the device status information table 77 stored in the device information storage unit 54? Judge whether or not.

When the device status information table 77 is in the state shown in FIG. 9 and the controlled target course of the controlled target train 30 is 1RA, the switch state is “00”, so that the determination unit 64 determines the switch. It is determined that 27 conversions are necessary.

Further, when the device status information table 77 is in the state shown in FIG. 9 and the controlled target course of the controlled target train 30 is 1 RB, the turnout state is “11”, so that the determination unit 64 rolls. It is determined that the conversion of the turnout 27 is not necessary.

When the determination unit 64 determines that the preceding train 30 exists in the region RX including the controlled course, the estimation unit 65 determines that the preceding train 30 is based on the position and speed of the preceding train 30 acquired by the acquisition unit 63. The withdrawal time Tout, which is the time until the train leaves the controlled course, is estimated. When the train position information transmitted from the on-board device 10 does not include the speed of the preceding train 30, the estimation unit 65 determines the speed of the preceding train 30 from the change in the position of the preceding train 30 included in the train position information. Can be calculated.

The estimation unit 65 can estimate the departure time Tout based on the distance L between the position of the preceding train 30 and the end position of the controlled target course and the speed V of the preceding train 30. For example, when the estimation unit 65 determines that the preceding train 30 has a constant velocity, the departure time Tout can be estimated by calculating Tout = L ÷ V. Further, the estimation unit 65 can also estimate the departure time Tout based on the speed V of the preceding train 30, the acceleration A, and the distance L.

In addition, the estimation unit 65 can estimate the departure time Tout of the preceding train 30 based on the past travel history of the train 30 in the controlled course. Based on the route travel history information stored in the route travel history storage unit 55, the estimation unit 65 has left the past train 30 at a position and speed that matches or is similar to the position and speed of the preceding train 30 from the controlled course. The time can be the withdrawal time Tout.

Further, the estimation unit 65 is a table or an arithmetic expression showing the relationship between the position and speed of the train 30 and the average value or the maximum value of the departure time by statistical processing from the route travel history information stored in the route travel history storage unit 55. Information can be generated to indicate. The estimation unit 65 can also estimate the departure time Tout based on the generated table or calculation formula and the position and speed of the preceding train 30.

The position of the preceding train 30 acquired by the acquisition unit 63 is the position of the rear end of the preceding train 30, but it suffices if the estimation unit 65 can estimate the departure time Tout, and the position of the preceding train 30 is It does not have to be at the rear end of the preceding train 30. When the position of the preceding train 30 acquired by the acquisition unit 63 is not the position of the rear end of the preceding train 30, the estimation unit 65 determines the position of the rear end of the preceding train 30 based on the position of the position detector in the preceding train 30. It can also be calculated.

Further, the estimation unit 65 changes or accelerates the speed of the preceding train 30 based on at least one parameter of the vehicle type of the preceding train 30, the number of trains of the preceding train 30, and the driving characteristics of the driver of the preceding train 30. Changes can be estimated. The estimation unit 65 can also estimate the departure time Tout based on the estimated change in velocity or acceleration and the distance L.

The course control unit 62 indicates the type of vehicle of the preceding train 30, the number of trains of the preceding train 30, and the driving characteristics of the driver of the preceding train 30 from the on-board device 10 of the preceding train 30 via the ground control device 21. Information can be obtained. Further, information indicating the vehicle type of the preceding train 30, the number of trains of the preceding train 30, and the driving characteristics of the driver of the preceding train 30 is stored in advance in the storage unit 42, and the estimation unit 65 stores the information in the storage unit 42. The departure time Tou can also be estimated based on the stored information and the distance L. The driving characteristics of the driver include the characteristics of the driving method for the train 30.

Further, the course control unit 62 can estimate the change in the speed or the change in the acceleration of the preceding train 30 by using the weight of the preceding train 30 as a parameter. The weight of the preceding train 30 includes the weight of the vehicle of the preceding train 30 and the weight of the passengers, and the estimation unit 65 determines the weight of the preceding train 30 from the on-board device 10 of the preceding train 30 via the ground control device 21. The information to be shown can be obtained.

The requesting unit 66 is based on the moving state of the preceding train 30 and the formation state of the controlled target course when the preceding train 30 exists in the region RX including the controlled target course which is the next course of the controlled train 30. Therefore, the interlocking control device 23 is requested to control the course of the train 30 to be controlled to the course to be controlled.

Specifically, when the determination unit 64 determines that the turnout 27 included in the control target course of the control target train 30 needs to be converted, the request unit 66 precedes the train estimated by the estimation unit 65. It is determined whether or not the departure time Tout of the train 30 is within the conversion time Tsw, which is the time required for the conversion of the turnout 27.

Then, when the departure time Tout is within the conversion time Tsw, the requesting unit 66 outputs the course control information of the train to be controlled 30 to the interlocking control device 23. As a result, the course control of the train 30 to be controlled is requested from the course control device 26 to the interlocking control device 23.

As described above, when Tout ≦ Tsw, the course control of the train to be controlled 30 is requested from the course control device 26 to the interlocking control device 23. Therefore, when the conversion of the turnout 27 is completed by the control of the interlocking control device 23, the preceding train 30 is in a state of being separated from the controlled target course of the controlled target train 30. Then, after the conversion of the turnout 27 is completed, the interlocking control device 23 provides the ground control device 21 with signal information including information indicating a progress indication that indicates a signal that gives permission to proceed to the controlled path. And the train 30 to be controlled is notified via the radio device 20.

Therefore, the progress of the controlled train 30 to the controlled course is compared with the case where the course control of the controlled train 30 is requested from the course control device 26 to the interlocking control device 23 after the preceding train 30 leaves the controlled course. Permission is shortened by the withdrawal time Toout. As a result, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Further, as described above, the device information storage unit 54 stores information indicating the conversion time for each turnout 27 or information indicating the conversion time Tsw for each type of the turnout 27, and is requested. The unit 66 can use a different conversion time Tsw for each turnout 27 or for each type of turnout 27.

For example, it is assumed that the conversion time Tsw of the turnout 27a is "Tsw1" and the conversion time Tsw of the turnout 27b is "Tsw2". In this case, the request unit 66 sets Tsw = Tsw1 when the turnout 27 forming the control target course of the controlled target train 30 is the turnout 27a. Further, the request unit 66 sets Tsw = Tsw2 when the turnout 27 forming the control target course of the controlled target train 30 is the turnout 27b.

In this way, by using different conversion times Tsw for each turnout 27 or each type of turnout 27, it is possible to accurately shorten the operation interval between the controlled train 30 and the preceding train 30. it can. The requesting unit 66 can also use the conversion time Tsw common to all the turnouts 27.

Further, when the determination unit 64 determines that the turnout 27 included in the control target course of the control target train 30 does not need to be converted, the request unit 66 leaves the preceding train 30 from the control target course. Then, the course control information of the train 30 to be controlled is output to the interlocking control device 23. As a result, the comparison processing between the conversion time Tsw and the withdrawal time Tout can be omitted, and the processing load can be reduced.

The determination unit 64 determines whether or not the preceding train 30 has left the controlled target course based on the detection information indicating whether or not the existence of the preceding train 30 has been detected by the track circuit described above in the region RX including the controlled target course. It can be determined. The information detected by the track circuit is notified from the ground control device 21 or the interlocking control device 23 to the course control device 26. The determination unit 64 of the course control device 26 determines whether or not the preceding train 30 has left the controlled course based on the detection information notified from the ground control device 21 or the interlocking control device 23. The determination unit 64 can also determine whether or not the preceding train 30 has left the controlled course based on the train position information of the preceding train 30.

Here, it is assumed that the train 30 to be controlled is the train 30a, and an example of the course control of the train 30a by the course control device 26 will be specifically described with reference to FIGS. 10 to 14. 10 to 14 are diagrams for explaining the course control by the course control unit 62.

In the following, it is assumed that the information stored in the storage unit 42 is in the state shown in FIGS. 5 and 7 to 9, and the turnout 27a forms the path 1RB in the field, and the turnout 27b is formed. Supposes that the departure course 2R is formed. Further, it is assumed that the train 30a is described as the train 30a to be controlled, the train 30b preceding the train 30a is described as the preceding train 30b, and the train 30a to be controlled is the train 30 having the train ID C1001.

As shown in FIG. 8, the traveling route of the controlled train 30a includes routes having route IDs R1001 and R1002. The blocks and routes included in each route are defined by the route information table 75 shown in FIG. 5, and the travel routes of the train 30a to be controlled include blocks having block IDs B1000 to B1002, B1004 and B1005, and the inside of the venue. Course 1RA is included.

In the state shown in FIG. 10, the preceding train 30b exists inside the in-field course 1RA, and the course control information corresponding to the in-field course 1RA is not output to the interlocking control device 23. Therefore, the interlocking control device 23 notifies the ground control device 21 of the signal information indicating the stop indication as the signal information for the path 1RA in the field. Since the ground control device 21 generates train control information using the information indicating the position in front of the in-field course 1RA as the stop position information and notifies the on-board device 10 of the controlled target train 30a, the in-field course of the controlled target train 30a. Progress to 1RA is suppressed.

The estimation unit 65 of the course control unit 62 estimates the departure time Tout1, which is the time when the preceding train 30b leaves the field course 1RA. As shown in FIG. 11, when the distance L between the position of the preceding train 30b and the end position of the controlled target course is set to "L1" and the speed V1 of the preceding train 30b is determined to be constant, Tout1 The withdrawal time Tout1 can be estimated by calculating = L1 ÷ V1. The estimation unit 65 can also estimate the withdrawal time Tout1 by the other estimation method described above instead of the calculation of Tout1 = L1 ÷ V1.

The requesting unit 66 of the course control unit 62 determines whether or not the withdrawal time Tout1 is within the conversion time Tsw1 of the turnout 27a. When Tout1 ≦ Tsw1 is satisfied, the requesting unit 66 outputs the course control information of the train to be controlled 30b to the interlocking control device 23. Therefore, as shown in FIG. 12, when the switching and locking of the turnout 27a are completed under the control of the interlocking control device 23, the preceding train 30b is in a state of being separated from the in-field course 1RA.

When the switch 27a is converted and locked by the interlocking control device 23, the ground control device 21 generates train control information including the signal information notified from the interlocking control device 2 to generate the train control information of the train 30a to be controlled. The on-board device 10 is notified to allow the controlled train 30a to proceed to the on-site route 1RA. As a result, the train 30a to be controlled can proceed to the in-field course 1RA.

In the state shown in FIG. 13, the preceding train 30b departs from the in-field course 1RA, proceeds to the departure course 2R, and exists inside the departure course 2R, and the train 30c is subject to course control at the departure time. It is train 30. Hereinafter, the train 30c will be referred to as a controlled train 30c. Further, it is assumed that the preceding train 30b is a train 30 that departs before the controlled train 30c. The preceding train 30 is not limited to the train 30 traveling ahead of the controlled train 30, but includes the train 30 departing before the controlled train 30c.

The estimation unit 65 of the course control unit 62 estimates the departure time Tout2, which is the time when the preceding train 30b leaves the departure course 2R, by the same processing as in the case of estimating the departure time Tout1. The requesting unit 66 of the course control unit 62 determines whether or not the withdrawal time Tout2 is within the conversion time Tsw2 of the turnout 27b.

When Tout2 ≦ Tsw2, the requesting unit 66 outputs the course control information of the train to be controlled 30c to the interlocking control device 23. Therefore, as shown in FIG. 14, when the switch 27b is converted and locked under the control of the interlocking control device 23, the preceding train 30b is separated from the departure course 2R.

When the switch 27b is converted and locked by the interlocking control device 23, the ground control device 21 generates train control information based on the signal information notified from the interlocking control device 23 to generate the train control information of the train 30c to be controlled. The on-board device 10 is notified to allow the controlled train 30c to proceed to the departure route 3R. As a result, the train 30c to be controlled can proceed to the departure course 3R.

After outputting the course control information of the train to be controlled 30 to the interlocking control device 23, the determination unit 64 suddenly brakes the course to be controlled by the preceding train 30 based on the information acquired by the acquisition unit 63. It can be determined whether or not.

When the determination unit 64 determines that the preceding train 30 has suddenly braked in the controlled target route after outputting the route control information to the interlocking control device 23, the determination unit 64 determines whether or not the preceding train 30 cannot leave the controlled target route. be able to. When the determination unit 64 determines that the preceding train 30 cannot leave the control target course, the request unit 66 can output a request to stop the course control of the control target train 30 to the interlocking control device 23.

When the requesting unit 66 requests to stop the course control of the controlled train 30, the interlocking control device 23 outputs signal information indicating a progress indication indicating the progress of the controlled train 30 to the controlled course. It does not output to the ground control device 21. As a result, the course control of the train 30 to be controlled is stopped.

Further, when the determination unit 64 determines that the preceding train 30 has suddenly braked in a state where the conversion of the turnout 27 has not been completed, the requesting unit 66 cannot leave the preceding train 30 from the controlled course. Regardless of whether or not, a request to stop the course control of the train to be controlled 30 can be output to the interlocking control device 23.

Subsequently, the operation of the course control unit 62 in the course control device 26 will be described with reference to a flowchart. FIG. 15 is a flowchart showing an example of the course control process of the course control unit 62 according to the first embodiment.

The acquisition unit 63 of the course control unit 62 acquires the information stored in the storage unit 42, and the determination unit 64 of the course control unit 62 determines the position of each train 30 based on the information acquired by the acquisition unit 63. Determine (step S10).

The determination unit 64 determines whether or not there is a train to be controlled 30 based on the position of each train 30 determined in step S10 (step S11). In the process of step S11, the determination unit 64 determines that the train 30 that has reached the control point set before the course included in the set route is the train to be controlled 30.

When the determination unit 64 of the course control unit 62 determines that there is a control target train 30 (step S11: Yes), is it necessary to convert the turnout 27 included in the control target course of the control target train 30? Whether or not it is determined (step S12). When the determination unit 64 determines that the turnout 27 does not need to be converted (step S12: No), the determination unit 64 determines whether or not the preceding train 30 exists in the region RX including the control target course of the control target train 30. Determine (step S18).

Further, when the determination unit 64 determines that the turnout 27 needs to be converted (step S12: Yes), is the preceding train 30 existing in the region RX including the controlled target course of the controlled target train 30? It is determined whether or not (step S13). When the determination unit 64 determines that the preceding train 30 exists in the region RX including the control target course of the control target train 30, the estimation unit 65 of the course control unit 62 determines that the preceding train 30 exists (step S13: Yes), the control target train 30 The departure time Tout of the preceding train 30 existing in the region RX including the controlled course of the above is estimated (step S14).

The acquisition unit 63 of the course control unit 62 acquires information indicating the conversion time Tsw of the turnout 27 that needs to be converted from the storage unit 42 from the storage unit 42 (step S15). The requesting unit 66 of the course control unit 62 determines whether or not the withdrawal time Tout is within the conversion time Tsw (step S16). When the requesting unit 66 determines that the departure time Tout is within the conversion time Tsw (step S16: Yes), or when it determines that the preceding train 30 does not exist (step S13: No, step S18: No). , The course control information requesting the course control of the train 30 to be controlled is output to the interlocking control device 23 (step S17).

The course control unit 62 determines that the process of step S17 is completed, that there is no train 30 to be controlled in step S11 (step S11: No), and that the departure time Tout is not within the conversion time Tsw (step S11: No). Step S16: No), or when it is determined that the preceding train 30 exists (step S18: Yes), the process shown in FIG. 15 is terminated.

FIG. 16 is a diagram showing an example of the hardware configuration of the course control device 26 according to the first embodiment. As shown in FIG. 16, the course control device 26 includes a computer including a processor 101, a memory 102, and an interface circuit 103.

The processor 101, the memory 102, and the interface circuit 103 can send and receive data to and from each other by the bus 104. In the route control device 26, the route information storage unit 51, the timetable information storage unit 52, the train information storage unit 53, the equipment information storage unit 54, and the route travel history storage unit 55 are realized by the memory 202. The communication unit 41 is realized by the interface circuit 103.

The processor 101 executes the functions of the information acquisition unit 61 and the route control unit 62 by reading and executing the route control program stored in the memory 102. The processor 101 is an example of a processing circuit, and includes one or more of a CPU (Central Processing Unit), a DSP (Digital Signal Processer), and a system LSI (Large Scale Integration).

The memory 102 includes a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, and an EPROM (Enable Program Read Only Memory), a magnetic disk, a flexible memory, and an optical disk. Includes one or more of compact discs and DVDs (Digital Versatile Discs).

As described above, the train control system 1 according to the first embodiment includes a course control device 26 and an interlocking control device 23. The course control device 26 includes an information acquisition unit 61 and a course control unit 62. The information acquisition unit 61 acquires position information indicating the position of each train 30. The course control unit 62 controls the course of each train 30 based on the position information. The route control unit 62 is in a moving state of the preceding train 30 when the preceding train 30 exists in the region RX including the controlled target route, which is the route on which the controlled target train 30 which is an example of the first train travels next. Based on the above, the interlocking control device 23 is requested to control the course of the train 30 to be controlled to the course to be controlled. As a result, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Further, the course control unit 62 includes an estimation unit 65 and a request unit 66. The estimation unit 65 estimates the departure time Tout, which is the time when the preceding train 30 leaves the controlled course, based on the position and speed of the preceding train 30. When the departure time Tout estimated by the estimation unit 65 is within the conversion time Tsw, which is the time required for the conversion of the turnout 27, the requesting unit 66 transfers the course control of the train 30 to be controlled to the interlocking control device 23. Request. As a result, the progress of the controlled train 30 to the controlled course is compared with the case where the course control of the controlled train 30 is requested from the course control device 26 to the interlocking control device 23 after the preceding train 30 leaves the controlled course. Permission is shortened by the withdrawal time Toout. Therefore, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Further, the requesting unit 66 controls the preceding train 30 when the preceding train 30 exists in the region RX including the controlled target course and the controlled target course of the controlled target train 30 is already formed by the turnout 27. After leaving the target course, the interlocking control device 23 is requested to control the course of the train 30 to be controlled. As a result, after the preceding train 30 leaves the controlled target course, the course control of the controlled target train 30 is requested from the course control device 26 to the interlocking control device 23, so that the preceding train 30 exists in the region RX including the controlled target course. In this state, it is possible to prevent the train 30 to be controlled from advancing to the course to be controlled.

When the course control device 26 requests the course control of the controlled train 30, the interlocking control device 23 converts the turnout 27 that forms the controlled course of the controlled train 30 and turns. When the conversion of the device 27 is completed and the controlled target course of the controlled target train 30 is formed, a signal for giving the controlled target train 30 permission to proceed to the controlled target course is displayed. As a result, after the turnout 27 is converted, the controlled train 30 can be advanced to the controlled course.

Embodiment 2.
In the first embodiment, when the departure time Tout is within the conversion time Tsw, the interlocking control device 23 is requested to control the course of the train to be controlled 30, but in the second embodiment, the shortest possible stop of the preceding train 30. Is not included in the region RX including the controlled target course of the controlled target train 30, and is different from the first embodiment in that the linked control device 23 is requested to control the course of the controlled target train 30.

The train control system according to the second embodiment is partially different from the train control system 1 according to the first embodiment in the processing of the course control device. Since the course control device according to the second embodiment has the same configuration and the same processing as the course control device 26 according to the first embodiment except that the processing of the course control unit is partially different, the same reference numerals are used. , The processing different from the first embodiment will be mainly described.

FIG. 17 is a diagram showing an example of the configuration of the course control device 26A in the train control system 1A according to the second embodiment. As shown in FIG. 17, the course control device 26A includes a communication unit 41, a storage unit 42, and a control unit 43A. The course control unit 62A includes an acquisition unit 63, a determination unit 64, an estimation unit 65A, and a request unit 66A.

When the determination unit 64 determines that the preceding train 30 exists in the region RX including the controlled course, the estimation unit 65A determines that the preceding train 30 exists in the region RX including the controlled course, based on the position P and the speed V of the preceding train 30 acquired by the acquisition unit 63. The shortest stop position Pst, which is the shortest position where 30 can stop, is estimated. When the train position information transmitted from the on-board device 10 does not include the speed of the preceding train 30, the estimation unit 65A determines the speed of the preceding train 30 from the change in the position of the preceding train 30 included in the train position information. Can be calculated.

^{When the preceding train 30 suddenly brakes at a constant acceleration, the estimation unit 65A calculates Pst = P + V 2} ÷ 2As based on the position P and speed V immediately before the sudden braking of the preceding train 30 and the acceleration Ast at the time of sudden braking. The shortest stop position Pst can be estimated by performing. The position P of the preceding train 30 and the shortest stop position Pst of the preceding train 30 are the positions at the rear ends of the preceding train 30. If the position of the preceding train 30 acquired by the acquiring unit 63 is not the position of the rear end of the preceding train 30, the estimation unit 65A is based on the position of the position detector in the preceding train 30 and is located at the rear end of the preceding train 30. The position can be calculated, and the shortest stop position Pst can be estimated based on the calculation result.

The estimation unit 65A determines the acceleration of the preceding train 30 based on at least one parameter of the vehicle type of the preceding train 30, the number of trains of the preceding train 30, the driving characteristics of the driver of the preceding train 30, and the weight of the preceding train 30. Ast can be estimated. The estimation unit 65A can estimate the acceleration Ast of the preceding train 30 when the preceding train 30 suddenly brakes. The acceleration Ast estimated by the estimation unit 65A may include a change in the acceleration of the preceding train 30.

The estimation unit 65A can acquire the above-mentioned parameters from the on-board device 10 of the preceding train 30 via the ground control device 21 to estimate the acceleration of the preceding train 30. Further, the storage unit 42 can store each of the above-mentioned parameters in advance, and the estimation unit 65A can acquire the parameters stored in the storage unit 42 and estimate the acceleration of the preceding train 30.

Further, the estimation unit 65A is a table showing the relationship between the position and speed of the train 30 and the average value or the maximum value of the shortest stop position Pst by statistical processing from the route travel history information stored in the route travel history storage unit 55. Information indicating an arithmetic expression can be generated. The estimation unit 65A can also estimate the shortest stop position Pst based on the generated table or calculation formula and the position and speed of the preceding train 30.

When the preceding train 30 exists in the region RX including the controlled target course, which is the course on which the controlled target train 30 travels next, the requesting unit 66A determines that the controlled target train 30 is based on the moving state of the preceding train 30. The interlocking control device 23 is requested to control the course to the controlled course.

Specifically, the requesting unit 66A determines whether or not the shortest stop position Pst of the preceding train 30 estimated by the estimating unit 65A is included in the region RX including the controlled target course of the controlled target train 30. When the shortest stop position Pst of the preceding train 30 is not included in the region RX including the controlled target course of the controlled target train 30, the requesting unit 66A inputs the course control information of the controlled target train 30 to the interlocking control device 23. Output to. As a result, the course control device 26A requests the interlocking control device 23 to control the course of the train 30 to be controlled.

As described above, when the shortest stop position Pst of the preceding train 30 is not included in the region RX including the controlled target course of the controlled train 30, the preceding train 30 exists in the region RX including the controlled course of the controlled train 30. Even so, the course control of the train 30 to be controlled is requested from the course control device 26A to the interlocking control device 23. Therefore, before the preceding train 30 leaves the controlled target course of the controlled target train 30, the course control device 26A requests the interlocking control device 23 to control the course of the controlled target train 30.

Therefore, compared to the case where the course control device 26A requests the interlocking control device 23 to control the course of the controlled train 30 after the preceding train 30 leaves the controlled course, the train 30 is allowed to proceed to the controlled course. Is executed early. As a result, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Further, when the shortest stop position Pst of the preceding train 30 is included in the region RX including the controlled target course of the controlled target train 30 by the estimation unit 65A, the requesting unit 66A inputs the course control information of the controlled target train 30 to the interlocking control device 23. Do not output to. Therefore, when the preceding train 30 suddenly brakes, it is possible to avoid a state in which the preceding train 30 is stopped in the region RX including the course on which the controlled train 30 has traveled.

Further, the requesting unit 66A controls the shortest stop position Pst of the preceding train 30 when the determination unit 64 determines that the turnout 27 included in the controlled course of the controlled target train 30 needs to be converted. It is possible to determine whether or not the target train 30 is included in the region RX including the controlled target course. The requesting unit 66A needs to convert the turnout 27, and when the shortest stop position Pst of the preceding train 30 is not included in the region RX including the controlled course of the controlled train 30, the controlled train The course control information of 30 can be output to the interlocking control device 23.

As a result, after the conversion time Tsw, which is the time required for conversion of the turnout 27, has elapsed, the interlocking control device 23 notifies the control target train 30 of signal information including information indicating the progress indication to the control target train 30. Can be made to. Therefore, it is possible to advance the permission of the controlled train 30 to the controlled course by the conversion time Tsw, and it is possible to shorten the operation interval between the controlled train 30 and the preceding train 30.

Here, assuming that the train 30 to be controlled is the train 30c, an example of the course control of the train 30c by the course control device 26A will be specifically described with reference to FIGS. 18 and 19. 18 and 19 are diagrams for explaining the course control by the course control unit 62A. The state shown in FIG. 18 is the same as the state shown in FIG. The preceding train 30b is a passing train that passes through the station yard including the on-site routes 1RA and 1RB, and moves without stopping in the station yard. The preceding train 30b is not limited to the passing train.

The estimation unit 65A of the course control unit 62A estimates the shortest stop position Pst1 of the preceding train 30b shown in FIG. As shown in FIG. 19, the shortest stop position Pst1 is estimated based on the position P1 and the speed V1 of the preceding train 30. The estimation unit 65A can estimate the shortest stop position Pst1 by performing the calculation ^{of, for example, Pst1 = P1 + V1 2 ÷ 2Ast1.}

The requesting unit 66A determines whether or not the shortest stop position Pst1 of the preceding train 30b estimated by the estimating unit 65A is included in the region RX2 including the departure course 3R which is the controlled course of the controlled train 30c.

The region RX2 is a region RX that may affect the progress of the controlled train 30c in the departure course 3R. Since the departure course 3R is affected by the turnout 27b forming the departure course 2R on the progress of the train 30c to be controlled, the region RX2 is the turnout 27b included in the departure course 3R in addition to the departure course 3R. Includes the departure course 2R formed by.

The request unit 66A outputs the course control information of the train to be controlled 30 to the interlocking control device 23 when the shortest stop position Pst1 is not included in the area RX2 including the in-field course 1RA. As a result, the course control device 26A requests the interlocking control device 23 to control the course of the train 30 to be controlled to the in-field course 1RA.

As described above, in the state where the preceding train 30b exists in the region RX2 including the controlled target course of the controlled target train 30c, the shortest stop position Pst1 of the preceding train 30b is set to the region RX2 including the controlled target course of the controlled target train 30a. When it is presumed that the train is not included, the course control device 26A requests the interlocking control device 23 to control the course of the train 30a to be controlled to the in-field course 1RA.

Therefore, the course control of the controlled train 30c is requested from the course control device 26A to the interlocking control device 23 before the preceding train 30b leaves the region RX2 including the departure course 2R which is the controlled course of the controlled train 30c. .. As a result, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30b can be shortened.

Subsequently, the operation of the course control unit 62A in the course control device 26A will be described with reference to a flowchart. FIG. 20 is a flowchart showing an example of the course control process of the course control unit 62A according to the second embodiment. Note that steps S20, S21, S22, and S25 in FIG. 20 are the same as the processes of steps S10, S11, S13, and S17 shown in FIG. 15, and description thereof will be omitted below.

When the determination unit 64 determines in step S22 that there is a preceding train 30 (step S22: Yes), the estimation unit 65A of the course control unit 62A estimates the shortest stop position Pst of the preceding train 30 (step S23). .. The request unit 66A of the course control unit 62A determines whether or not the shortest stop position Pst of the preceding train 30 is outside the region RX including the control target course of the control target train 30 (step S24).

When the requesting unit 66A determines that the shortest stop position Pst of the preceding train 30 is outside the region RX including the controlled target course of the controlled train 30 (step S24: Yes), or the determination unit 64 does not have the preceding train 30. When it is determined (step S22: No), the course control information requesting the course control of the train to be controlled 30 is output to the interlocking control device 23 (step S25).

When the process of step S25 is completed, when it is determined that there is no controlled train 30 (step S21: No), or the shortest stop position Pst of the preceding train 30 is not outside the region RX including the controlled course of the controlled train 30. When it is determined (step S24: No), the course control unit 62A ends the process shown in FIG.

Further, the hardware configuration example of the course control device 26A according to the second embodiment is the same as the course control device 26 shown in FIG. The processor 101 can execute the functions of the information acquisition unit 61 and the course control unit 62A described above by reading and executing the program stored in the memory 102 that functions as the storage unit 42.

As described above, the train control system 1A according to the second embodiment includes a course control device 26A and an interlocking control device 23. The course control device 26A includes an information acquisition unit 61 and a course control unit 62A. The route control unit 62A is based on the moving state of the preceding train 30 when the preceding train 30 exists in the region RX including the controlled target route which is the route on which the controlled target train 30 which is the first train travels next. Therefore, the interlocking control device 23 is requested to control the course of the train 30 to be controlled to the course to be controlled. As a result, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Further, the course control unit 62A includes an estimation unit 65A and a request unit 66A. The estimation unit 65A estimates the shortest stop position Pst, which is the shortest position at which the preceding train 30 can stop, based on the position and speed of the preceding train 30. When the shortest stop position Pst estimated by the estimation unit 65A is not included in the region RX including the control target course, the request unit 66A requests the interlocking control device 23 to control the course of the controlled target train 30. As a result, the progress of the controlled train 30 to the controlled course is compared with the case where the course control of the controlled train 30 is requested from the course control device 26A to the interlocking control device 23 after the preceding train 30 leaves the controlled course. Permission is enforced early. Therefore, when the preceding train 30 exists in the region RX including the course immediately before the controlled target train 30, the operation interval between the controlled target train 30 and the preceding train 30 can be shortened.

Embodiment 3.
In the first and second embodiments, the train 30 that has reached the above-mentioned control point set before the control target course is determined as the control target train 30, but in the third embodiment, the above-mentioned control point set in advance is determined. It differs from the first and second embodiments in that a point for determining the train 30 to be controlled is added based on the position and speed of the train 30 before reaching. In the following, the points different from the first embodiment will be described, but the above additional points can be applied to the second embodiment.

FIG. 21 is a diagram showing an example of the configuration of the course control device 26B in the train control system 1B according to the third embodiment. As shown in FIG. 21, the course control device 26B includes a communication unit 41, a storage unit 42, and a control unit 43B. The course control unit 62B includes an acquisition unit 63, a determination unit 64B, an estimation unit 65B, and a request unit 66.

The determination unit 64B determines for each train 30 whether or not the train 30 is in a state where the course should be controlled based on the information acquired by the acquisition unit 63. That is, the determination unit 64B performs a determination process for determining whether or not the train 30 is the control target train 30. Such a determination process is the process of step S11 shown in FIG.

When the train 30 travels in a position before the controlled target course and the preceding train 30 exists in the region RX including the controlled target course, the determination unit 64B determines the train 30 based on the position and speed of the train 30. Determines whether or not is the train to be controlled 30. In the following, the train 30 for determining whether or not the train is the control target train 30 will be referred to as the determination target train 30.

Specifically, the estimation unit 65B determines the arrival time Tar, which is the time required for the determination target train 30 to reach the preset control point from the current time based on the position and speed of the determination target train 30. Can be estimated. Further, the estimation unit 65B estimates the departure time Tout based on the position and speed of the preceding train 30 by the same processing as the estimation unit 65.

The determination unit 64B reads from the storage unit 42 the conversion time Tsw, which is the time required for the switch 27 included in the area RX to convert. In the following, the larger of the withdrawal time Tout and the conversion time Tsw is set as the reference time Tc. When the reference time Tc has elapsed, the preceding train 30 has left the controlled course and the turnout 27 has been converted.

The determination unit 64B determines whether or not the arrival time Tar is equal to or greater than the reference time Tc, and if the arrival time Tar is equal to or greater than the reference time Tc, determines that the determination target train 30 is the control target train 30. When the determination unit 64B determines that the arrival time Tar is equal to or longer than the reference time Tc, the request unit 66 controls the course of the control target train 30 before the control target train 30 reaches a preset control point. The information is output to the interlocking control device 23.

As a result, the position before the preset control point can be set as the control point, and when the controlled target train 30 reaches the preset control point, the interlocking control device 23 advances to the controlled target course. The train 30 to be controlled is notified of signal information including information indicating a progress indication indicating a signal for giving permission. Therefore, the operation between the controlled target train 30 and the preceding train 30 is compared with the case where the course control information of the controlled target train 30 is output to the interlocking control device 23 after the controlled target train 30 reaches a preset control point. The interval can be shortened.

The determination unit 64B can also determine that the determination target train 30 is the control target train 30 when the arrival time Tar reaches the reference time Tc. Thereby, the signal information including the information indicating the progress indication can be notified to the controlled train 30 at the timing when the preset control point is reached. In this case, the time obtained by adding a fixed time to the larger time of the withdrawal time Tout and the conversion time Tsw can be set as the reference time Tc.

Here, assuming that the train 30 to be controlled is the train 30a, an example of the course control of the train 30a by the course control device 26B will be specifically described with reference to FIG. 22. FIG. 22 is a diagram for explaining the course control by the course control unit 62B, and is a reference point Pr which is a preset reference point described above with the start end of the block whose track circuit ID constitutes T1001 and whose block ID is B1000. It is said.

In the state shown in FIG. 22, it is assumed that the preceding train 30b exists inside the course 1RA in the hall, and the train 30a, which is the judgment target train 30, has not reached the reference point Pr. The determination unit 64B estimates the arrival time Tar1, which is the time required for the determination target train 30a to reach the reference point Pr from the current time, based on the position and speed of the determination target train 30a. Further, the estimation unit 65B estimates the departure time Tout of the preceding train 30b.

The determination unit 64B reads from the storage unit 42 the conversion time Tsw, which is the time required for the switch 27 included in the area RX to convert. When the arrival time Tar1 is equal to or greater than the reference time Tc, which is the larger of the departure time Tout and the conversion time Tsw, the determination unit 64B determines that the determination target train 30a is the control target train 30a. When the determination unit 64B determines that the arrival time Tar1 is equal to or longer than the reference time Tc, the request unit 66 outputs the course control information of the train to be controlled 30a to the interlocking control device 23.

As described above, the train control system 1B according to the third embodiment includes a course control device 26B and an interlocking control device 23. The course control device 26B includes an information acquisition unit 61 and a course control unit 62B. The course control unit 62B is a train when the train 30a, which is the first train, travels at a position before the controlled course, and the train 30b, which is the second train, exists in the area including the controlled course. Based on the position and speed of 30a, it is determined whether or not to request the interlocking control device 23 to control the course of the train 30a to the controlled course. Thereby, when the preceding train 30b exists in the area including the course immediately before the train 30a, the operation interval between the train 30a and the train 30b can be shortened.

Further, the course control unit 62B is the first train when the arrival time Tar1 of the first train, train 30a, is equal to or longer than the reference time Tc, which is the longer of the departure time Tout and the conversion time Tsw. The interlocking control device 23 is requested to control the course of the train 30a to the controlled course. The arrival time Tar1 is the time when the first train, the train 30a, reaches the reference point, which is a position before the controlled course. The departure time Tout is the time when the second train, the train 30b, leaves the region RX including the controlled course. The conversion time Tsw is the time required for conversion of the turnout 27 forming the controlled course of the train 30a. Therefore, the operation between the controlled target train 30 and the preceding train 30 is compared with the case where the course control information of the controlled target train 30 is output to the interlocking control device 23 after the controlled target train 30 reaches a preset control point. The interval can be shortened.

In the above-described first to third embodiments, the wireless train control system has been described as an example of the train control systems 1, 1A and 1B, but the train control systems 1, 1A and 1B are not limited to the wireless train control system. ..

Further, the course control device may be provided with the course control unit 62C having all the functions of the course control units 62, 62A, 62B in the first to third embodiments. In this case, the course control unit 62C has a case where the departure time Tout is within the conversion time Tsw and the shortest position where the preceding train 30 can stop is not included in the area including the controlled course of the controlled train 30. If any of these conditions is satisfied, the interlocking control device 23 can be requested to control the course of the train to be controlled 30.

Further, in the train control systems 1, 1A and 1B in the first to third embodiments, the course control devices 26, 26A and 26B and the interlocking control device 23 have been described separately, but the course control devices 26, 26A and 26B are described separately. It may include a part or all of the functions of the interlocking control device 23.

The configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

1,1A, 1B Train control system, 1RA, 1RB In-field track, 2R, 3R Departure track, 10 On-board equipment, 11 Radio communication unit, 12 Train control unit, 20, 20a to 20d radio equipment, 21 Ground control equipment, 22 Operation management device, 23 interlocking control device, 24,25 network, 26,26A, 26B course control device, 27,27a,27b tumbler, 30,30a-30d train, 41 communication unit, 42 storage unit, 43, 43A, 43B control unit, 51 route information storage unit, 52 timetable information storage unit, 53 train information storage unit, 54 equipment information storage unit, 55 route travel history storage unit, 61 information acquisition unit, 62, 62A, 62B route control unit , 63 acquisition unit, 64, 64A, 64B judgment unit, 65, 65A, 65B estimation unit, 66, 66A request unit, 75 route information table, 76 line information table, 77 equipment status information table, 90 tracks.

Claims (13)

A course control device that controls the course of the first train and the second train traveling on the track of the line.
An information acquisition unit that acquires position information indicating the positions of the first train and the second train, and
A course control unit that controls the course of the first train and the second train based on the position information is provided.
The course control unit
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. Is an estimation unit that estimates the departure time, which is the time to leave the controlled target course.
When the withdrawal time estimated by the estimation unit is within the time required for conversion of the turnout forming the control target course, the course control of the first train to the control target course is interlocked control. A course control device including a request unit that requests the device. It is equipped with a storage unit that stores information indicating the time required for each of the multiple turnouts to be converted.
The requesting part
Claim 1, characterized in that acquires information indicating a time required for the conversion of switch with forming the controlled object path among the plurality of switch with from the storage unit is compared with the departure time The course control device according to. A course control device that controls the course of the first train and the second train traveling on the track of the line.
An information acquisition unit that acquires position information indicating the positions of the first train and the second train, and
A course control unit that controls the course of the first train and the second train based on the position information is provided.
The course control unit
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. An estimation unit that estimates the shortest position where the train can stop,
When the position estimated by the estimation unit is not included in the area including the control target path, a request unit for requesting route control to the first train of the control target course to the communicating motion control device, the advancing path control device you characterized in that it comprises. The requesting part
The controlled path exists the second train in the region including the, and, if the control target course is already formed, the said course control the second train from disengaged from the control target course The course control device according to any one of claims 1 to 3 , wherein the interlocking control device is requested. A course control device that controls the course of the first train and the second train traveling on the track of the line.
An information acquisition unit that acquires position information indicating the positions of the first train and the second train, and
A course control unit that controls the course of the first train and the second train based on the position information is provided.
The course control unit
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the first train is based on the moving state of the second train. Requesting the interlocking control device to control the course to the controlled course,
The course control unit
When the first train travels in a position before the controlled course and the second train exists in the area including the controlled course, the position and speed of the first train are set. based, the first train of the advance path control device shall be the determining means determines whether or not to request route control to the interlocking controller. The course control unit
The time it takes for the first train to reach the position before the controlled course is the time for the second train to leave the area including the controlled course and the turnout that forms the controlled course. The course control device according to claim 5 , wherein the interlocking control device is requested to control the course of the first train when it is longer than the longer time required for conversion of the device. The course control device according to any one of claims 1 to 6.
The interlocking control device is provided.
The interlocking control device is
When the turnout that forms the control target course of the first train is converted when the course control device requests the course control, and the conversion of the turnout is completed. , A train control system comprising displaying a signal giving the first train permission to proceed to the controlled course. It is a course control method that controls the course of the first train and the second train traveling on the track of the line by a computer.
An information acquisition step for acquiring position information indicating the positions of the first train and the second train, and
A course control step for controlling the course of the first train and the second train based on the position information is included.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. Is an estimation step for estimating the withdrawal time, which is the time for withdrawal from the controlled course.
When the departure time estimated by the estimation step is within the time required for conversion of the turnout forming the control target course, the course control of the first train to the control target course is interlocked control. A course control method comprising a required step required for an apparatus. It is a course control method that controls the course of the first train and the second train traveling on the track of the line by a computer.
An information acquisition step for acquiring position information indicating the positions of the first train and the second train, and
A course control step for controlling the course of the first train and the second train based on the position information is included.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. And an estimation step to estimate the shortest position where
When the position estimated by the estimation step is not included in the region including the control target course, the request step for requesting the interlocking control device to control the course of the first train to the control target course is included.
A course control method characterized by the fact that. It is a course control method that controls the course of the first train and the second train traveling on the track of the line by a computer.
An information acquisition step for acquiring position information indicating the positions of the first train and the second train, and
A course control step for controlling the course of the first train and the second train based on the position information is included.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the first train is based on the moving state of the second train. Requesting the interlocking control device to control the course to the controlled course,
The course control step
When the first train travels in a position before the controlled course and the second train exists in the area including the controlled course, the position and speed of the first train are set. Based on this, it is determined whether or not to request the interlocking control device for the course control of the first train.
A course control method characterized by the fact that. An information acquisition step for acquiring position information indicating the positions of the first train and the second train traveling on the track of the line, and
Based on the position information, a computer is made to execute a course control step for controlling the course of the first train and the second train.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. Is an estimation step for estimating the withdrawal time, which is the time for withdrawal from the controlled course.
When the departure time estimated by the estimation step is within the time required for conversion of the turnout forming the control target course, the course control of the first train to the control target course is interlocked control. A course control program comprising a required step required for the device. An information acquisition step for acquiring position information indicating the positions of the first train and the second train traveling on the track of the line, and
Based on the position information, a computer is made to execute a course control step for controlling the course of the first train and the second train.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the second train is based on the position and speed of the second train. And an estimation step to estimate the shortest position where
When the position estimated by the estimation step is not included in the region including the control target course, the request step for requesting the interlocking control device to control the course of the first train to the control target course is included.
A course control program characterized by this. An information acquisition step for acquiring position information indicating the positions of the first train and the second train traveling on the track of the line, and
Based on the position information, a computer is made to execute a course control step for controlling the course of the first train and the second train.
The course control step
When the second train exists in the area including the controlled course which is the course on which the first train travels next, the first train is based on the moving state of the second train. Requesting the interlocking control device to control the course to the controlled course,
The course control step
When the first train travels in a position before the controlled course and the second train exists in the area including the controlled course, the position and speed of the first train are set. Based on this, it is determined whether or not to request the interlocking control device for the course control of the first train.
A course control program characterized by this.

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