JP7473131B2 - Radio train control system - Google Patents

Description

Patent Act Article 30 Paragraph 2 applies. Date held: January 23rd and 24th, 2020. Name and location of meeting: Institute of Electrical Engineers of Japan, Transportation and Electric Railway/Linear Drive Joint Study Group, Ritsumeikan University Biwako-Kusatsu Campus (BKC), Epoch Ritsumeikan 21, 3rd floor K309 Conference Room (1-1-1 Nojihigashi, Kusatsu City, Shiga Prefecture). Discloser: Sakai Keisuke. Details of disclosed invention: Sakai Keisuke disclosed "Preceding train optimal following control for suppressing delay propagation during high-frequency operation" at the Institute of Electrical Engineers of Japan, Transportation and Electric Railway/Linear Drive Joint Study Group.

The present invention relates to a wireless train control system that controls trains by communicating wirelessly between the train and the ground.

As an example of a technology to prevent train delays, Patent Document 1 describes a train control system that controls the running speed of a train between a specified station and the next stop in response to the degree of congestion inside the train that has arrived at the specified station and the degree of congestion on the platform at the next stop of the train.

JP 2019-182180 A

In railways, especially in sections of the line where trains run frequently in metropolitan areas, train timetables include little slack time for recovering from delays. For this reason, even a slight delay in the preceding train forces the following train to slow down or stop, causing a delay in the following train's arrival at the next station. In other words, train delay propagation occurs, in which the delay of the preceding train is propagated to the following train. The train control system described in Patent Document 1 has the problem that it is difficult to suppress this type of train delay propagation.

The present invention aims to provide a radio train control system that can suppress train delay propagation.

According to one aspect of the present invention, a radio-based train control system is provided. This radio-based train control system is configured to control a target train so that, when a preceding train of the target train departs a station, the target train reaches an approach point at a route opening time of the station predicted based on the departure time of the preceding train. The approach point is set as a pair of position and speed [approach point position, approach point speed] at which the target train can stop within the stopping limit position when the route of the station is not yet open, and which minimizes the time required for the target train to stop at the stopping position of the station.

Preferably, the radio train control system is configured to run the target train in a state in which it can be stopped at an off-board stopping position before the limit stopping position until the preceding train departs from the station, and the off-board stopping position is set as a position where the target train can start running from a stopped state and reach the approach point. For example, the off-board stopping position is set as a position where the target train reaches the approach point when running from a stopped state with maximum acceleration.

The present invention provides a radio train control system that can suppress train delay propagation.

1 is a diagram showing a schematic configuration of a radio train control system according to an embodiment; 1 is a diagram showing a schematic configuration of a train controlled by a radio train control system according to an embodiment; FIG. 2 is a diagram showing an example of an inter-station running pattern (including a first stop pattern for stopping the train before reaching the stop position of the station). A figure showing an example of a second stopping pattern and an approach point for stopping the train at the stopping limit position. This is a diagram showing the relationship between the train speed at the station route opening time and the required time for the train to arrive at the station after the station route opening. FIG. 13 is a diagram showing an example of a third stop pattern for stopping the train at an off-board stop position. 4 is a flowchart showing an example of an operation of a ground device constituting the radio train control system. 4 is a flowchart showing an example of the operation of an on-board device constituting the wireless train control system. 4 is a flowchart showing an example of the operation of an on-board device constituting the wireless train control system. FIG. 11 is a diagram showing an example of the running state of a train when the delay in departure from the station of the preceding train is relatively short. FIG. 11 is a diagram showing an example of the running state of a train when the preceding train is delayed for a long time from departing from the station.

The following describes an embodiment of the present invention with reference to the drawings.

The radio train control system according to the embodiment of the present invention is mainly applied to railway lines where high-frequency operation is performed, and controls each train traveling on a track such as a railway line. Fig. 1 is a diagram showing the schematic configuration of the radio train control system according to the embodiment, and Fig. 2 is a diagram showing the schematic configuration of a train controlled by the radio train control system according to the embodiment.

Referring to Figures 1 and 2, the wireless train control system 1 includes an on-board device 10 mounted on each train (which has the same configuration, and only train T and its preceding train PT are shown here) traveling on a traveling route R, and a ground device 30 installed on the ground. On the traveling route R, there are multiple stations (only station B and station A just before it are shown here) where each train traveling on the traveling route R stops.

In the following description, train T and preceding train PT are merely examples of a train traveling on running track R and the train preceding it, and stations A and B are merely examples of two adjacent stations on running track R. Therefore, the description of train T and preceding train PT also applies to other trains and their preceding trains, and the description of stations A and B also applies to the other two adjacent stations. In addition, in the wireless train control system 1 according to the embodiment, time synchronization between the devices is achieved by using, for example, the Global Navigation Satellite System (GNSS).

On the running route R, a number of ground coils are installed that provide location information (position information) to each train (on-board device 10). The multiple ground coils include a first ground coil 51 installed between stations A and B, a second ground coil 52 installed at the entrances of stations A and B, a third ground coil 53 installed near the train stopping positions at stations A and B, and a fourth ground coil 54 installed at the exits of stations A and B. However, this is not limited to this, and the number and arrangement of the ground coils are arbitrary.

In addition to the ground equipment 30 and the first to fourth ground coils 51 to 54, a base radio 61 and multiple wayside radios 62 are also installed on the ground. The base radio 61 is connected to the ground equipment 30, and mainly performs wireless communication with at least one of the multiple wayside radios 62. The multiple wayside radios 62 are also arranged at intervals from one another along the travel route R.

In addition to the on-board equipment 10, train T (and the preceding train PT) is also equipped with an on-board coil 11, a speed generator 13, an on-board radio 15, and an on-board database 17, all of which are connected to the on-board equipment 10.

The on-board coil 11 is installed at the front lower part of the train T. The on-board coil 11 is capable of communicating with each on-board coil installed on the running track R. In this embodiment, the on-board coil 11 is configured to receive point information (position information) from the first to fourth ground coils 51 to 54 when passing above them.

The speed generator 13 is attached to the axle of the train T. The speed generator 13 outputs a signal corresponding to the rotational speed of the axle. The output signal of the speed generator 13 is used to detect the speed and travel distance of the train T.

The on-board radio 15 mainly performs wireless communication with the wayside radio 62. It is also possible to perform wireless communication with the on-board radio 15 of other trains. In this embodiment, the on-board radio 15 is located at both the front and rear ends of the train T.

The on-board database 17 stores various information necessary for the train T to travel on the route R, such as the running (stopping) pattern.

The on-board device 10 detects the speed of the train T based on the output signal of the speed generator 13, and detects the position of the train T based on the location information (position information) received by the on-board coil 11 from one of the first to fourth ground coils 51 to 54 and the output signal of the speed generator 13.

The on-board device 10 also transmits status information of the train T, including the detected speed and position of the train T, via the on-board radio 15. The information of the train T transmitted from the on-board radio 15 is received by the ground device 30 via the wayside radio 62 and the base radio 61.

The on-board equipment 10 also receives information transmitted by the ground equipment 30 via the base radio 61 and wayside radio 62 via the on-board radio 15. The on-board equipment 10 then controls the drive device and/or brake device (neither of which are shown) of the train T based on the information received from the ground equipment 30 and the information stored in the on-board database 17, thereby controlling the running of the train T.

The ground equipment 30 has a ground database 31. The ground database 31 stores various information including information about the running route R (mainly the position information of stations and ground coils), information about each train running on the running route R, and information provided to each train running on the running route R.

In addition, when the ground equipment 30 receives status information of each train transmitted from the on-board equipment 10 of each train traveling on the traveling route R, it stores the received information of each train in a specified area in the ground database 31 and transmits it to the traffic management device 40 of the line section. Therefore, the ground equipment 30 and the traffic management device 40 can grasp the status of each train traveling on the traveling route R, such as the speed and position of each train, which train has arrived at (or stopped at) which station, and which train has departed from which station.

In addition, the ground equipment 30 transmits information necessary for train control to the on-board equipment of each train traveling on the traveling route R. The transmitted information includes information stored in the ground database 31, information detected by the ground equipment 30, and information based on these.

Next, an example of train control by the radio train control system 1 will be described. Here, a case will be described in which the radio train control system 1 controls a train T traveling from station A to station B, that is, a case in which train T is the control target (target train).

The radio train control system 1 uses a moving block system to control train intervals except for each section of the multiple stations. However, because train interval control using the moving block system is well known, a description of this method will be omitted here.

The wireless train control system 1 basically controls each train traveling on the route R based on a preset planned timetable. For example, when train T is ready to depart from station A, the ground device 30 transmits a departure permission signal to the on-board device 10 of train T stopped at station A. Upon receiving the departure permission signal, the on-board device 10 of train T controls the drive device of train T to depart from station A.

When train T departs from station A, the on-board equipment 10 of train T transmits a station A departure signal indicating that train T has departed from station A to the ground equipment 30. In addition, when train T receives a departure permission signal from the ground equipment 30 or when train T departs from station A, the on-board equipment 10 of train T reads out the running pattern between station A and station B (hereinafter referred to as the "station A-B running pattern") from the on-board database 17 (generates the station A-B running pattern). Then, the on-board equipment 10 of train T controls the running of train T that departs from station A according to the generated station A-B running pattern. That is, the on-board equipment 10 of train T appropriately controls the driving device and the braking device of train T based on the position of train T, the speed of train T, and the station A-B running pattern, and runs train T to follow the station A-B running pattern and stops it at the stop position of station B. At this time, the on-board device 10 of train T can stop train T at the stopping position of station B with high accuracy by using the location information received by the on-board coil 11 of train T from the second ground coil 52 installed at the entrance of station B and the third ground coil 53 installed at the stopping position of station B.

In this embodiment, the A-B station running pattern is the fastest operating curve for train T to run between station A and station B in the shortest time, and is created in advance and stored in the on-board database 17. Specifically, as shown in FIG. 3, the A-B station running pattern is created as a pattern for maximum acceleration running, constant speed (maximum speed) running, and maximum deceleration running. Here, the maximum deceleration running portion of the A-B station running pattern corresponds to a speed inspection pattern (hereinafter referred to as the "first stop pattern") for stopping train T by the stop position at station B.

When train T arrives at station B (stops at the stop position at station B), the on-board device 10 of train T erases the generated A-B station running pattern.

In this embodiment, each section of the multiple stations on the travel route R, and more specifically, the platform sections corresponding to the platforms at each of the multiple stations, are block sections into which only one train can enter, primarily for safety reasons. In other words, train T cannot enter station B until the preceding train PT has left station B.

Therefore, until the preceding train PT leaves station B, that is, when the route to station B is not yet open (the route to station B is not yet open), the radio train control system 1 runs the train T in a state in which it can be stopped at the stop limit position SP1 just before station B. The stop limit position SP1 is the limit position at which a train heading to station B must stop when the route to station B is not yet open. In this embodiment, the stop limit position SP1 is set in advance and stored in the ground database 31. Although not particularly limited, the stop limit position SP1 is set to a position corresponding to a conventional home signal, for example. Then, the radio train control system 1 runs the train T in a state in which it can be stopped at the stop limit position SP1, for example, as follows.

When the preceding train PT arrives at station B, the on-board equipment 10 of the preceding train PT transmits a station B arrival signal to the ground equipment 30 indicating that the preceding train PT has arrived at station B. The ground equipment 30 detects the arrival of the preceding train PT at station B and the arrival time of the preceding train PT at station B by receiving the station B arrival signal transmitted from the on-board equipment 10 of the preceding train PT. However, this is not limited to this. The ground equipment 30 may also detect the arrival of the preceding train PT at station B and the arrival time of the preceding train PT at station B based on the position and speed of the preceding train PT transmitted from the on-board equipment 10 of the preceding train PT. When the ground equipment 30 detects that the preceding train PT has arrived at station B, it reads the stop limit position SP1 from the ground database 31 and transmits the stop limit position SP1 to the on-board equipment 10 of the train T that departed from station A.

When the on-board device 10 of the train T receives the stop limit position SP1 transmitted from the ground device 30, it reads out from the on-board database 17 a speed check pattern (hereinafter referred to as the "second stop pattern") for stopping the train T at the stop limit position SP1 (generating the second stop pattern). In this embodiment, the second stop pattern is, for example, a curve in which the maximum deceleration running portion (the first stop pattern) of the A-B station running pattern is shifted toward the A station side in accordance with the stop limit position SP1, or a curve that is similar to this, as shown in FIG. 4, and is created in advance and stored in the on-board database 17.

Then, when the on-board device 10 of the train T generates the second stop pattern, it controls the running of the train T using the generated second stop pattern until the second stop pattern is erased. In other words, the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the second stop pattern (speed at the same position).

When the ground equipment 30 detects that the preceding train PT has left Station B (i.e., the route to Station B has been opened) based on the position of the preceding train PT transmitted from the on-board equipment 10 of the preceding train PT, for example, it transmits a Station B route open signal indicating that the route to Station B has been opened to the on-board equipment 10 of train T. Then, when the on-board equipment 10 of train T receives the Station B route open signal transmitted from the ground equipment 30 (i.e., when the route to Station B has been opened), it erases the second stop pattern that it generated. However, this is not limited to this. The ground equipment 30 may detect that the route to Station B has been opened based on information from an interlocking device (not shown) or the like.

If the preceding train PT departs from station B according to the planned timetable, the preceding train PT will leave station B before train T approaches station B, and the route to station B will be open. Therefore, the second stop pattern is erased, and train T can travel on route R according to the A-B station running pattern, enter station B, and stop at the stop position of station B. However, if the departure of the preceding train PT at station B is delayed, the route to station B will not be open, and train T will travel according to the second stop pattern. In this case, train T will have to slow down or stop between stations A and B, and the arrival of train T at station B will be delayed. As mentioned above, in lines where high-frequency operation is performed, there is little time to recover from delays. Therefore, if the arrival of train T at station B is delayed, the departure of train T from station B will also be delayed. In other words, a delay in the preceding train PT causes a delay in train T, which then spreads to the trains following train T (train delay propagation occurs).

The wireless train control system 1 according to the embodiment does not simply generate the second stop pattern to control each train traveling on the traveling route R, but controls each train (here, train T) traveling on the traveling route R as follows to minimize the station arrival/departure interval (here, the train arrival/departure interval at station B), thereby suppressing the propagation of train delays as described above. Note that the station arrival/departure interval is the time interval between when a train (here, the preceding train PT) departs a station and when the subsequent train (here, train T) arrives at the station.

[Train control using approach points]
In order to minimize the time interval between trains arriving and departing at station B, it is necessary to minimize the time tr required from when the preceding train PT leaves station B and the route at station B is opened to when train T arrives at station B (stops at the stop position at station B). To achieve this, train T needs to be in a running state that minimizes the time tr required at the route opening time at station B.

It is difficult to predict the departure time of the preceding train PT at Station B, but the route opening time at Station B can be predicted based on the departure time of the preceding train PT at Station B, and more specifically, from the departure time of the preceding train PT at Station B, the performance of the preceding train PT, and the train length of the preceding train PT. In other words, the route opening time at Station B can be predicted by detecting the departure of the preceding train PT at Station B.

In addition, regarding the running state of train T, in order for train T to stop at the stop position of station B, the faster the speed V(t1) of train T at the time t1 of the line opening of station B, the farther the position X(t1) of train T at the time t1 of the line opening of station B must be from station B. On the other hand, the slower the speed V(t1) of train T at the time t1 of the line opening of station B, the closer the position X(t1) of train T at the time t1 of the line opening of station B can be to station B, but it takes time to re-accelerate train T. In other words, if the speed V(t1) of train T at the time t1 of the line opening of station B is too fast or too slow, the required time tr will increase. In other words, as shown in FIG. 5, there is a speed Vz of train T at the time t1 of the line opening of station B at which the required time tr is the smallest.

Therefore, if train T is controlled so that its speed becomes Vz at the predicted time when station B is cleared, it is possible to minimize the time interval between trains arriving and departing at station B; however, it is necessary to prepare for the case where the prediction of the time when station B is cleared is incorrect. In other words, in preparation for the case where station B is not cleared by the predicted time when station B is cleared (the preceding train PT does not leave station B), train T must be run in a state where it can be stopped at the stopping limit position SP1 just before station B.

As described above, the second stop pattern for stopping train T at the stop limit position SP1 can be created in advance (see Figure 4). In addition, the speed Vz of train T at the time the line opens at station B, at which the required time tr is minimized, can also be determined in advance. Then, the running state of train T at point Z (see Figure 4) on the second stop pattern is the running state of train T at which train T can stop at stop limit position SP1 and minimize the required time tr for train T to arrive at station B, and this point Z can also be determined in advance.

In this embodiment, point Z on the second stop pattern is determined in advance, and this point Z is referred to as the "approach point." In addition, the running state of train T at approach point Z, i.e., the pair [Xz, Vz] of train T's position and speed, is set as [approach point position, approach point speed]. In other words, in this embodiment, the "approach point Z" is set as [approach point position Xz, approach point speed Vz], which is the pair of train T's position and speed at which train T can be stopped by the stop limit position SP1 and the time tr required for train T to arrive at station B (stop at the stop position of station B) is minimized. In this embodiment, approach point Z [approach point position Xz, approach point speed Vz] is stored in advance in the ground database 31.

When the preceding train PT departs from station B, the radio train control system 1 predicts the route opening time of station B based on the departure time of the preceding train PT at station B, and controls train T to reach approach point Z at the predicted route opening time of station B, thereby minimizing the time interval between trains arriving and departing at station B. Here, "controlling train T to reach approach point Z" means controlling train T to be in a running state at approach point Z, in other words, controlling train T to pass through approach point position Xz at approach point speed Vz.

Specifically, in this embodiment, when the preceding train PT departs from Station B, the on-board equipment 10 of the preceding train PT transmits a Station B departure signal indicating that the preceding train PT has departed from Station B to the ground equipment 30. The ground equipment 30 detects that the preceding train PT has departed from Station B and the departure time of the preceding train PT at Station B by receiving the Station B departure signal transmitted from the on-board equipment 10 of the preceding train PT. However, this is not limited to this. The ground equipment 30 may also detect that the preceding train PT has departed from Station B and the departure time of the preceding train PT at Station B based on the position and speed of the preceding train PT transmitted from the on-board equipment 10 of the preceding train PT.

When the ground device 30 detects the departure and departure time of the preceding train PT at Station B, it predicts the track opening time of Station B (the time when the preceding train PT leaves Station B) based on the detected departure time, reads information about approach point Z (approach point position Xz and approach point speed Vz) from the ground database 31, and transmits the predicted track opening time of Station B and the read information about approach point Z (approach point position Xz and approach point speed Vz) to the on-board device 10 of train T.

Then, when the on-board device 10 of the train T receives information on the predicted route opening time of Station B and approach point Z (hereinafter, sometimes simply referred to as "the predicted route opening time of Station B, etc.") transmitted from the ground device 30, it controls the running of the train T so that it reaches approach point Z at the predicted route opening time of Station B, i.e., passes approach point position Xz at approach point speed Vz. For example, the on-board device 10 of the train T can control the running of the train T so that it passes approach point position Xz at approach point speed Vz at the predicted route opening time of Station B by adjusting the deceleration start time (the time at which the constant speed running of the A-B station running pattern is terminated) and running the train T along the second stop pattern.

However, this is not limited to the above. The ground device 30 may create a first running pattern for the train T running according to the A-B station running pattern to reach the approach point Z at the predicted route opening time of the station B, and transmit the created first running pattern to the on-board device 10 of the train T in place of the predicted route opening time of the station B, etc. In this case, the on-board device 10 of the train T will control the running of the train T to follow the first running pattern transmitted from the ground device 30.

As described above, the on-board device 10 of train T erases the second stop pattern when the route to station B is opened (when it receives a route open signal for station B). In this case, the on-board device 10 of train T only needs to control the running of train T so that the speed of train T does not exceed the corresponding speed of the first stop pattern of the A-B station running pattern. For this reason, after the route to station B is opened, the on-board device 10 of train T controls the running of train T so that train T arrives at station B (stops at the stop position of station B) in the shortest time. For example, the on-board device 10 of train T accelerates train T as much as possible (preferably at maximum speed) and then decelerates (here, at maximum speed) according to the first stop pattern of the A-B station running pattern to stop train T at station B (at the stop position).

However, if the route to Station B is not open by the predicted route opening time of Station B, the on-board device 10 of train T will not erase the second stop pattern, and will instead control the running of train T according to the second stop pattern. In other words, the on-board device 10 of train T will control the running of train T so that it stops before reaching the stop limit position SP1.

Therefore, if the route of Station B is open at the predicted route opening time of Station B, train T will reach approach point Z, but if the route of Station B is open before the predicted route opening time of Station B, train T will accelerate before reaching approach point Z and will not reach approach point Z (will not be in a running state at approach point Z). On the other hand, if the route of Station B is open after the predicted route opening time of Station B has passed, train T will accelerate after stopping at stop limit position SP1 or immediately before stopping at stop limit position SP1.

[Train stops outside the aircraft]
When the departure delay of the preceding train PT at station B becomes long, the extra-vehicle stop of the train T, which stops the train T before station B, is unavoidable. Even in such a case, in order to minimize the time interval between trains arriving and departing at station B, the location of the extra-vehicle stop of the train T must be a position where the train T can accelerate again from a stopped state and reach the approach point Z. In other words, the location of the extra-vehicle stop of the train T must be a position where the train T can start running from a stopped state and pass the approach point position Xz at the approach point speed Vz. Such a position can be obtained in advance based on the approach point Z and the performance of the train T, and there are a plurality of such positions before the stop limit position SP1. In this embodiment, the position closest to station B among them and where the train T reaches the approach point Z when running from a stopped state with the maximum acceleration is set as the "extra-vehicle stop position SP2". In this embodiment, the extra-vehicle stop position SP2 is stored in advance in the ground database 31.

It is difficult to predict the extent of the departure delay of the preceding train PT at Station B, in other words, whether or not it will be necessary to stop the train T externally. Therefore, in this embodiment, under the assumption that it may become necessary to stop the train T externally, the wireless train control system 1 runs the train T in a state in which it can be stopped at the external stopping position SP2 until the preceding train PT departs Station B.

Specifically, in this embodiment, when the ground device 30 detects that the preceding train PT has arrived at Station B, it reads out the off-board stopping position SP2 from the ground database 31 and transmits the off-board stopping position SP2 to the on-board device 10 of train T. In other words, in this embodiment, when the ground device 30 detects that the preceding train PT has arrived at Station B, it transmits the off-board stopping position SP2 in addition to the stopping limit position SP1 to the on-board device 10 of train T.

When the on-board device 10 of the train T receives the off-board stop position SP2 from the ground device 30, it reads out a speed check pattern (hereinafter referred to as the "third stop pattern") for stopping the train T at the off-board stop position SP2 from the on-board database 17 (generating the third stop pattern). In this embodiment, the third stop pattern is, for example, a curve in which the maximum deceleration running portion (the first stop pattern) of the A-B station running pattern is shifted toward Station A in accordance with the off-board stop position SP2 (i.e., shifted further toward Station A than the second stop pattern) as shown in FIG. 6, or a curve approximating this, and is created in advance and stored in the on-board database 17.

Then, when the on-board device 10 of the train T generates the third stop pattern, it controls the running of the train T using the generated third stop pattern until the third stop pattern is erased. In other words, the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the third stop pattern.

When the on-board device 10 of train T receives the predicted route opening time of station B transmitted from the ground device 30, i.e., when the preceding train PT departs from station B, it erases the generated third stop pattern. In this case, the on-board device 10 of train T only needs to control the running of train T so that the speed of train T does not exceed the corresponding speed of the second stop pattern and so that train T reaches approach point Z at the predicted route opening time of station B (so that train T passes approach point position Xz at approach point speed Vz).

Therefore, when the on-board device 10 of train T receives the predicted route opening time of station B, etc., it controls the running of train T so that it reaches approach point Z at the predicted route opening time of station B (i.e., passes approach point position Xz at approach point speed Vz) based on the position and speed (current position and current speed) of train T when it receives the predicted route opening time of station B, approach point position Xz and approach point speed Vz, and the remaining time until the predicted route opening time of station B. The remaining time is the time difference between the predicted route opening time of station B and the time (current time) when the on-board device 10 of train T receives the predicted route opening time of station B, etc.

In addition, when the predicted route opening time of Station B is received after train T has stopped at external stopping position SP2, the on-board device 10 of train T adjusts the stopping time of train T at external stopping position SP2 (or the running resumption time of train T) so that train T reaches approach point Z at the predicted route opening time of Station B (so that train T passes approach point position Xz at approach point speed Vz) and then runs train T at maximum acceleration.

However, this is not limited to this. The ground device 30 may create a second running pattern for making the train T running according to the third stop pattern reach the approach point Z at the predicted route opening time of Station B, or a third running pattern for making the train T stopped at the off-board stop position SP2 reach the approach point Z at the predicted route opening time of Station B, and transmit the created second or third running pattern to the on-board device 10 of the train T instead of the predicted route opening time of Station B, etc. In this case, the on-board device 10 of the train T will control the running of the train T to follow the second or third running pattern transmitted from the ground device 30.

Figure 7 is a flowchart showing an example of the operation of the ground equipment 30 constituting the wireless train control system 1. This flowchart shows the operation of the ground equipment 30 from the arrival of the preceding train PT of train T at station B until the preceding train PT leaves station B (until the route of station B is opened). As described above, the ground equipment 30 can detect that the preceding train PT has arrived at station B by receiving a station B arrival signal transmitted from the on-board equipment 10 of the preceding train PT or based on the position and speed of the preceding train PT transmitted from the on-board equipment 10 of the preceding train PT.

In FIG. 7, in step S1, the stopping limit position SP1 when the route at station B is not yet open and the external stopping position SP2, which is set before the stopping limit position SP1, are transmitted to the on-board device 10 of train T.

In step S2, it is determined whether the preceding train PT has departed from Station B. Then, when the preceding train PT has departed from Station B, the process proceeds to step S3. As described above, the ground equipment 30 can detect that the preceding train PT has departed from Station B by receiving a Station B departure signal transmitted from the on-board equipment 10 of the preceding train PT or based on the position and speed of the preceding train PT transmitted from the on-board equipment 10 of the preceding train PT.

In step S3, the route opening time at station B is predicted based on the departure time of the preceding train PT at station B, and in step S4, information about approach point Z (approach point position Xz and approach point speed Vz) is read from the ground database 31.

In step S5, the route opening time of station B predicted in step S3 and the information about approach point Z read in step S4 (approach point position Xz and approach point speed Vz) are transmitted to the on-board device 10 of train T.

In step S6, it is determined whether the route to Station B is open, i.e., whether the preceding train PT has left Station B. Then, when the route to Station B is open (when the preceding train PT has left Station B), the process proceeds to step S7. As described above, the ground device 30 can detect that the route to Station B is open based on the position of the preceding train PT transmitted from the on-board device 10 of the preceding train PT or based on information from an interlocking device (not shown) or the like.

In step S7, a B station route open signal, indicating that the route to B station is open, is sent to the on-board equipment 10 of train T. Then, when the B station route open signal is sent to the on-board equipment 10 of train T in step S7, this flowchart ends.

In this embodiment, when the preceding train PT of train T arrives at station B, the ground equipment 30 transmits the stop limit position SP1 when the route at station B is not yet cleared and the external stop position SP2 that is shorter than the stop limit position SP1 to the on-board equipment 10 of train T. In addition, when the preceding train PT departs station B, the ground equipment 30 predicts the route clearing time at station B based on the departure time of the preceding train PT at station B, and transmits the predicted route clearing time at station B and information about the approach point Z (approach point position Xz and approach point speed Vz) to the on-board equipment 10 of train T. Furthermore, when the preceding train PT leaves station B and the route at station B is cleared, the ground equipment 30 transmits a station B route clearing signal indicating that the route at station B is cleared to the on-board equipment 10 of train T.

Figures 8 and 9 are flowcharts showing an example of the operation of the on-board equipment 10 of train T that constitutes the wireless train control system 1. This flowchart shows the operation of the on-board equipment 10 of train T from when train T departs from station A to when train T arrives at station B.

In FIG. 8, in step S11, the A-B station running pattern (see FIG. 3) is generated. As described above, the A-B station running pattern includes the first stop pattern for stopping train T at the stop position of station B.

In step S12, the running of train T is controlled according to the A-B station running pattern generated in step S11. That is, train T is made to run so as to follow the A-B station running pattern.

In step S13, it is determined whether the stopping limit position SP1 and the off-board stopping position SP2 when the route at Station B is not yet open have been received from the ground device 30. If the stopping limit position SP1 and the off-board stopping position SP2 have been received, the process proceeds to step S14.

In step S14, the second stop pattern (see FIG. 4) for stopping the train T before the stopping limit position SP1 and the third stop pattern (see FIG. 6) for stopping the train T at the off-board stop position SP2 are generated. As a result, the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the second stop pattern and the corresponding speed of the third stop pattern (i.e., does not exceed the corresponding speed of the third stop pattern).

In step S15, it is determined whether information regarding the predicted route opening time and approach point Z of Station B (approach point position Xz and approach point speed Vz) has been received from the ground device 30. Then, if information regarding the predicted route opening time and approach point Z of Station B is received, the process proceeds to step S16. Note that receiving information regarding the predicted route opening time and approach point Z of Station B means that the preceding train PT has departed Station B.

In step S16, the third stop pattern is erased. As a result, the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the second stop pattern.

In step S17 (FIG. 9), the train T is controlled to run so that it reaches the approach point Z at the predicted B station route clearing time. As described above, the on-board device 10 of the train T controls the running of the train T by adjusting the deceleration start time and running the train T along the second stop pattern, or by controlling the running of the train T so that it passes the approach point position Xz at the approach point speed Vz at the predicted B station route clearing time based on the current position and current speed of the train T, the approach point position Xz and the approach point speed Vz, and the remaining time until the predicted B station route clearing time. Also, when the train T is stopped at the off-board stop position SP2, the on-board device 10 of the train T adjusts the stop time of the train T at the off-board stop position SP2 (the train T's running resumption time) so that the train T passes the approach point position Xz at the approach point speed Vz at the predicted B station route clearing time, and then runs the train T at maximum acceleration.

In steps S18 and S19, it is determined whether the B station route clearing signal is received from the ground device 30 by the predicted B station route clearing time. If the B station route clearing signal is received by the predicted B station route clearing time, the process proceeds to step S22. If the B station route clearing signal is not received by the predicted B station route clearing time, the process proceeds to step S20, where the running of train T is controlled using the second stop pattern. In this case, the on-board device 10 of train T controls the running of train T so that it stops by the stop limit position SP1. Thereafter, if the B station route clearing signal is received from the ground device 30 in step S21, the process proceeds to step S22.

In step S22, the second stop pattern is erased. As a result, the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the first stop pattern of the A-B station running pattern.

In step S23, the running of train T is controlled so that train T arrives at station B in the shortest time. As described above, the on-board device 10 of train T, for example, accelerates train T as much as possible (preferably at maximum speed) and then decelerates train T (here, at maximum speed) according to the first stop pattern of the A-B station running pattern, thereby stopping train T at station B (at the stop position).

In this manner, in this embodiment, the on-board device 10 of the train T generates the A-B station running pattern including the first stop pattern for stopping the train T at the stop position of the station B when departing from the station A. In addition, when the on-board device 10 of the train T receives the stop limit position SP1 and the off-board stop position SP2, it generates the second stop pattern for stopping the train T at the stop limit position SP1 and the third pattern for stopping the train T at the off-board stop position SP2.

Then, after receiving the stop limit position SP1 and the external stop position SP2 and until receiving the predicted B station route clearing time, etc., the on-board device 10 of the train T controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the third stop pattern. Furthermore, when the on-board device 10 of the train T receives the predicted B station route clearing time, etc., it erases the third stop pattern and controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the second stop pattern and passes the approach point position Xz at the approach point speed Vz at the predicted B station route clearing time. Furthermore, if the on-board device 10 of the train T does not receive the B station route clearing signal by the predicted B station route clearing time, it controls the running of the train T so that the speed of the train T does not exceed the corresponding speed of the second stop pattern (more specifically, so that the train T stops at the stop limit position SP1). In addition, when the on-board device 10 of train T receives the B station route clearing signal, it erases the second stop pattern and controls the running of train T so that the speed of train T does not exceed the corresponding speed of the first stop pattern of the A-B station running pattern and the train arrives at B station in the shortest time, thereby stopping train T at the stop position of B station.

Figure 10 shows an example of the running state of train T when the departure delay of the preceding train PT at station B is relatively short.

As shown in FIG. 10(a), if the departure delay of the preceding train PT at station B is relatively short, the preceding train PT departs from station B before train T reaches deceleration start position X3 according to the third stop pattern. Then, the third stop pattern is erased, and train T decelerates along the second stop pattern so as to reach approach point Z at the predicted route opening time of station B. Usually, the route of station B is open at the predicted route opening time of station B, and when the route of station B is open, the second stop pattern is erased. For this reason, as shown in FIG. 10(b), train T that has reached approach point Z accelerates as much as possible (preferably maximally accelerates) so as to arrive at station B in the shortest time, and then decelerates (maximally decelerates) along the first stop pattern of the A-B station running pattern to arrive at station B.

Note that FIG. 10(c) shows a case where the route of Station B is opened before the predicted route opening time of Station B. In this case, train T is accelerated before reaching approach point Z so as to arrive at Station B in the shortest time. Therefore, train T does not reach approach point Z, but can arrive at Station B earlier. Although not shown, if the route of Station B is opened after the predicted route opening time of Station B has passed, train T will be accelerated after stopping at stop limit position SP1 or from the state immediately before stopping at stop limit position SP1, so train T's arrival at Station B will be delayed compared to the case where the route of Station B is opened at the predicted route opening time of Station B.

Figure 11 shows an example of the running state of train T when the departure delay of the preceding train PT at station B is long.

As shown in FIG. 11(a), when the departure delay of the preceding train PT at station B becomes long, train T decelerates along the third stop pattern and stops at the off-board stop position SP2. After that, when the preceding train PT departs station B, train T resumes running and runs at maximum acceleration so as to reach approach point Z at the predicted route opening time of station B, as shown in FIG. 11(b). Normally, the route of station B is open at the predicted route opening time of station B, and when the route of station B is open, the second stop pattern is erased. For this reason, as shown in FIG. 11(c), train T that has reached approach point Z continues to run at maximum acceleration, and then decelerates (at maximum deceleration) along the first stop pattern of the A-B station running pattern to arrive at station B.

Although not shown in the figure, if the route of Station B is not open at the predicted route opening time of Station B, train T decelerates from approach point Z along the second stop pattern. Therefore, if the route of Station B is open after the predicted route opening time of Station B has passed, train T will accelerate after stopping at stop limit position SP1 or from the state immediately before stopping at stop limit position SP1, and the arrival of train T at Station B will be delayed.

As described above, when the wireless train control system 1 detects that the preceding train PT of train T has departed from station B, it predicts the time when the route is cleared at station B based on the departure time of the preceding train PT at station B, and controls train T to arrive at approach point Z at the predicted time when the route is cleared at station B. Here, approach point Z is set as [approach point position Xz, approach point speed Vz], which is a pair of the position and speed of train T that allows train T to stop before the stopping limit position SP1 and minimizes the time tr required for train T to stop at the stopping position at station B. Therefore, according to the wireless train control system 1, even if the departure of the preceding train PT from station B is delayed, the time interval between trains arriving and departing at station B can be minimized while ensuring safety, and the arrival delay of train T at station B and, ultimately, the propagation of train delays are suppressed.

In addition, the radio train control system 1 runs the train T in a state where it can be stopped at the external stop position SP2 set before the stop limit position SP1 until the preceding train PT departs from station B. Here, the external stop position SP2 is set as a position where the train T can accelerate again from a stopped state to reach the approach point Z, in other words, a position where the train T can start running from a stopped state and pass the approach point position Xz at the approach point speed Vz. Therefore, according to the radio train control system 1, even if the departure delay of the preceding train PT from station B becomes long and the train T has to be stopped before station B, it is possible to make the train T reach the approach point Z at the predicted route opening time of station B. Therefore, even if the departure delay of the preceding train PT from station B becomes long, the time interval between trains arriving and departing from station B can be minimized, and the arrival delay of the train T at station B and, ultimately, the propagation of the train delay can be suppressed.

In the above embodiment, the train T has an on-board database 17. The on-board equipment 10 reads the A-B station running pattern from the on-board database 17 when it receives a departure permission signal from the ground equipment 30 or when the train T departs from station A, reads the second stop pattern from the on-board database 17 when it receives a stop limit position SP1 from the ground equipment 30, and reads the third stop pattern from the on-board database 17 when it receives an external stop position SP2 from the ground equipment 30. However, this is not limited to this. Instead of the train T (preceding train PT) having the on-board database 17, the on-board equipment 10 may have a brake pattern table. In this case, for example, when the on-board equipment 10 receives a departure permission signal from the ground equipment 30 or when the train T departs from station A, it performs maximum acceleration running, and then performs constant speed (maximum speed) running. The on-board device 10 can be configured to obtain the second stop pattern from the brake pattern table when it receives the stop limit position SP1 from the ground device 30, to obtain the third stop pattern from the brake pattern table when it receives the off-board stop position SP2 from the ground device 30, and to obtain the first stop pattern from the brake pattern table when the train T reaches a predetermined position before Station B and/or receives the stop position of Station B from the ground device 30. This can also provide the same effect as the above-mentioned embodiment.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-mentioned embodiments, and modifications and variations are possible based on the technical concept of the present invention.

1...Radio train control system, 10...On-board device, 11...On-board coil, 13...Speed generator, 15...On-board radio, 17...On-board database, 30...Ground device, 31...Ground database, 51-54...First to fourth ground coils, 61...Base radio, 62...Wayside radio, R...Travel path, SP1...Stop limit position, SP2...External stopping position, T...Train (target train), PT...Prior train, Vz...Approach point speed, Xz...Approach point position, Z...Approach point

Claims (11)

a control system configured to control the target train so that the target train arrives at the approach point at a route opening time of the station predicted based on a departure time of a preceding train of the target train,
The approach point is set as a pair of a position and a speed [approach point position, approach point speed] at which the target train can be stopped within the stop limit position when the route of the station is not yet open, and the time required for the target train to stop at the stop position of the station is minimized.
Radio train control system. The target train is configured to run in a state in which it can be stopped at an external stop position before the stop limit position until the preceding train departs from the station,
The off-board stop position is set as a position where the target train can start running from a stopped state and reach the approach point.
2. The wireless train control system according to claim 1. The wireless train control system according to claim 2, wherein the off-board stop position is set as a position where the target train reaches the approach point when traveling from a stopped state with maximum acceleration. A radio train control system according to any one of claims 1 to 3, which controls the target train to stop at the limit stop position if the route to the station is not open by the predicted route opening time of the station. A radio train control system according to any one of claims 1 to 4, which controls the target train so that it stops at the stop position of the station in the shortest time when the route to the station is opened. An on-board device mounted on the target train;
a ground device capable of wireless communication with the on-board device;
Including,
The ground device includes:
When the preceding train arrives at the station, the stop limit position and the off-board stop position are transmitted to the on-board device; and
transmitting to the on-board device the route opening time of the station predicted when the preceding train departs from the station, the approach point position, and the approach point speed;
The on-board device includes:
After receiving the stop limit position and the off-board stop position, the target train is allowed to run in a state in which it can be stopped at the off-board stop position until the predicted route opening time of the station, the approach point position, and the approach point speed are received; and
and controlling the running of the target train so that the target train passes through the approach point position at the approach point speed at the predicted station route opening time while being in a state where the target train can be stopped by the stop limit position after receiving the predicted station route opening time, the approach point position, and the approach point speed.
4. The radio train control system according to claim 2 or 3. The wireless train control system according to claim 6, wherein when the on-board device receives the predicted station route clearing time, the approach point position, and the approach point speed after the target train has stopped at the off-board stop position, the on-board device adjusts the stop time of the target train at the off-board stop position so that the target train passes the approach point position at the predicted station route clearing time at the approach point speed, and then causes the target train to run at maximum acceleration. When the route to the station is opened, the ground device transmits a route open signal indicating that the route to the station is opened to the on-board device;
When the on-board device does not receive the route clearing signal by the predicted route clearing time of the station, the on-board device controls the running of the target train so as to stop the target train at the stop limit position.
8. The radio train control system according to claim 6 or 7. The wireless train control system according to claim 8, wherein the on-board device controls the running of the target train so that the target train stops at the stop position of the station in the shortest time when the route clearing signal is received. the on-board device generates a running pattern including a first stop pattern for stopping the target train at the stop position of the station when the target train departs from a station just before the station, and upon receiving the stop limit position and the off-board stop position, generates a second stop pattern for stopping the target train at the stop limit position and a third stop pattern for stopping the target train at the off-board stop position;
after receiving the stop limit position and the off-board stop position and until receiving the predicted route opening time of the station, the approach point position, and the approach point speed, controlling the running of the target train so that the speed of the target train does not exceed the corresponding speed of the third stop pattern;
when receiving the predicted station route opening time, the approach point position, and the approach point speed, erase the third stop pattern, and control the running of the target train so that the speed of the target train does not exceed the corresponding speed of the second stop pattern and passes through the approach point position at the predicted station route opening time at the approach point speed;
if the route clearing signal is not received by the predicted route clearing time of the station, controlling the running of the target train so that the speed of the target train does not exceed a corresponding speed of the second stop pattern;
when the route clearing signal is received, the second stop pattern is erased, and the running of the target train is controlled so that the speed of the target train does not exceed the corresponding speed of the first stop pattern of the running pattern, thereby stopping the target train at a stop position of the station.
10. The wireless train control system according to claim 9. The wireless train control system according to claim 10, wherein the approach point is on the second stop pattern.