WO2011101983A1 - 列車制御システムおよび列車制御システムにおけるハンドオーバ方法 - Google Patents
列車制御システムおよび列車制御システムにおけるハンドオーバ方法 Download PDFInfo
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- WO2011101983A1 WO2011101983A1 PCT/JP2010/052547 JP2010052547W WO2011101983A1 WO 2011101983 A1 WO2011101983 A1 WO 2011101983A1 JP 2010052547 W JP2010052547 W JP 2010052547W WO 2011101983 A1 WO2011101983 A1 WO 2011101983A1
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- Prior art keywords
- train
- base station
- radio base
- radio
- reservation
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- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000004364 calculation method Methods 0.000 claims abstract description 49
- 238000004891 communication Methods 0.000 claims description 11
- 238000010586 diagram Methods 0.000 description 18
- 230000000694 effects Effects 0.000 description 15
- 230000005540 biological transmission Effects 0.000 description 8
- 230000007423 decrease Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000010295 mobile communication Methods 0.000 description 2
- 230000008520 organization Effects 0.000 description 2
- 230000010354 integration Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W28/00—Network traffic management; Network resource management
- H04W28/16—Central resource management; Negotiation of resources or communication parameters, e.g. negotiating bandwidth or QoS [Quality of Service]
- H04W28/26—Resource reservation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W36/00—Hand-off or reselection arrangements
- H04W36/08—Reselecting an access point
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W48/00—Access restriction; Network selection; Access point selection
- H04W48/08—Access restriction or access information delivery, e.g. discovery data delivery
Definitions
- the present invention relates to a train control system using radio and a handover method in the train control system.
- Patent Document 1 Conventionally, as a train control system using radio, for example, there is one shown in Patent Document 1 below.
- a train control device that performs mobile communication, in order to prevent communication interruption due to a switching operation (hereinafter referred to as “handover”) of the ground side wireless transmission device when a communicating train moves,
- handover a switching operation
- the ground side wireless transmission device when a communicating train moves,
- handover point based on the location information transmitted from the train, whether it is approaching the point where the train actually performs the switching operation (handover point)
- reservation of a wireless channel for communicating with the ground side wireless transmission device that is the next communication destination of the train by communication between the ground control devices is performed in advance.
- Patent Document 1 since the technique of Patent Document 1 is a method in which train position information is essential, train position information transmitted from a train even when train position information is not obtained or even when train position information is obtained. When the transmission interval is long, it is assumed that there are fewer opportunities to reserve a radio channel.
- the present invention has been made in view of the above, and enables a high-accuracy radio channel reservation process and enables efficient use of radio channel resources and a handover method in the train control system.
- the purpose is to provide.
- a train control system is connected to the ground control device that generates train control information for controlling the traveling of the train, and the ground control device.
- a plurality of radio base stations that receive information and transmit by radio; an onboard radio station that is mounted on the train and that receives the train control information transmitted from the radio base station; and is connected to the onboard radio station
- An on-board control device that controls the traveling of the train based on the train control information notified from the on-board radio station, and the ground control device switches a radio base station of a communication partner Based on the handover point, the calculated or notified train speed, and the train location information notified from the train via the on-board radio station.
- a predicted passage time calculation unit that calculates a predicted passage time of a point at which reservation of a wireless channel assigned to the wireless channel is started, and a wireless channel that performs reservation processing of the wireless channel based on the use state of the wireless channel and the predicted passage time A reservation unit, and a radio channel reservation result notification unit for notifying a handover source radio base station and a handover destination radio base station of a radio channel reservation result by the radio channel reservation unit as one of the train control information, It is characterized by that.
- the train control system of the present invention it is possible to improve the accuracy of the wireless channel reservation process and to effectively use the wireless channel resources.
- FIG. 1 is an overall configuration diagram for explaining a train control system according to a first embodiment of the present invention.
- FIG. 2 is a diagram for explaining the concept of the handover method in the train control system of the present embodiment.
- FIG. 3 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the first embodiment.
- FIG. 4 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the second embodiment.
- FIG. 5 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system according to the third embodiment.
- FIG. 6 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the fourth embodiment.
- FIG. 1 is an overall configuration diagram for explaining a train control system according to a first embodiment of the present invention.
- FIG. 2 is a diagram for explaining the concept of the handover method in the train control system of the present embodiment.
- FIG. 3 is a diagram mainly illustrating a
- FIG. 7 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the fifth embodiment.
- FIG. 8 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the sixth embodiment.
- FIG. 9 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system according to the seventh embodiment.
- FIG. 1 is an overall configuration diagram for explaining a train control system according to a first embodiment of the present invention.
- the train control system according to the present embodiment constitutes a mobile communication system, and is divided into a ground device shown on the upper stage side and a train 16 as a mobile device shown on the lower stage side. Can do.
- the ground side devices in the train control system are ground control devices 10A and 10B, radio base stations 11A1 and 11A2 connected to the ground control device 10A, and radio base stations connected to the ground control device 10B.
- 11B1 and 11B2 are provided.
- the radio base station 11A1 includes a terrestrial radio apparatus 12A1 and a ground antenna 14A1, and other radio base stations are configured in the same manner.
- the train 16 as a mobile device in the train control system includes an on-vehicle control device 18, an on-vehicle wireless device 22 connected to the on-vehicle control device 18, and an on-vehicle aerial 24 connected to the on-vehicle wireless device 22. It is comprised.
- the on-vehicle wireless device 22 and the on-vehicle aerial 24 in the train 16 are positioned as on-vehicle wireless stations for the wireless base station.
- the train information is, for example, train travel information, train individual information, and the like.
- the train traveling information includes information indicating the train position (train position information), information indicating the train speed, and the like.
- the train individual information includes information indicating the train type, information indicating the train number, and the like.
- This organization number is a number assigned to identify a train as a physical entity that organized the vehicle. In some of the embodiments described later, this composition number is used as information for identifying a train individual.
- ground control apparatuses are shown as a train control system, it is not limited to this structure, The structure provided with three or more ground control apparatuses may be sufficient, It may be a configuration provided with the above ground control device.
- FIG. 1 shows a configuration in which two or more radio base stations are connected to each ground control device.
- the configuration is not limited to this configuration.
- a certain ground control device is used. May include a configuration in which only one radio base station is connected.
- FIG. 2 is a diagram for explaining the concept of the handover method in the train control system of the present embodiment.
- “handover” is a term referring to operation or control when a train in communication moves and switches a radio base station, as described in the background art. For example, in FIG. 1, when a train travels along the train traveling direction, it is necessary to switch the communication partner from the radio base station 11A2 to the radio base station 11B1 at a nearby point shown as a handover point. The operation or control performed is a handover.
- wireless CH wireless CH
- reservation start point a point where reservation of any wireless CH is started (hereinafter referred to as “reservation start point”) is shown.
- the reservation start point is a point in front of the service brake start point (a point far from the H / O point). This point will be described later. .
- the brake normally used for deceleration of the train (ordinary brake) is used in consideration of passenger comfort (emergency brakes used in emergency are not considered at this time).
- the point at which the service brake starts to be applied so that the train speed V becomes 0 at a margin distance ( ⁇ ) in front of the H / O point. (Service brake start point) can be calculated.
- V * Trsv Only the distance traveled by the train (V * Trsv) in the processing time (Trsv) for reserving one of the wireless CHs assigned to the H / O destination wireless base station from the service start point
- the point in front is the reservation start point.
- V * Trsv is shown, but in actuality, time integration with respect to V between 0 and Trsv is performed. However, if the speed change is not so large, a large error does not occur even if V * Trsv is calculated.
- the processing time Trsv considered above is a processing time for reserving a wireless CH, but not only the processing time when the own ground control device performs reservation processing at its own request, but also other ground control devices. Considering the time for requesting reservation processing (processing time + transmission time) and the time for other ground control devices to perform reservation processing and notify their own ground control devices (processing time + transmission time) Determined. As can be seen from this description, the processing time Trsv does not include an element related to the margin distance ⁇ .
- the reservation start point differs depending on the train speed and service brake characteristics. That is, when the train speed is high, the distance between the reservation start point and the H / O point is long, and when the train speed is low, the distance between the reservation start point and the H / O point is short.
- the service brake characteristics are the same, and when the deceleration performance is poor, the distance between the reservation start point and the H / O point is long. When the deceleration performance is good, the reservation start point and the H / O The distance between the points will be closer.
- the ground control device uses the reservation start point (distance) instead of using the reservation start point (distance) to reserve the radio CH of the radio base station of the H / O destination.
- the predicted passage time (Tpss) is calculated, and the wireless CH reservation process is performed using the time information.
- a specific calculation procedure of the reservation start point passage predicted time (Tpss) is as follows.
- a distance (Pbst ⁇ Ptrn) between the service brake start point Pbst and the on-line position information Ptrn received from the train is obtained, and a reservation start point passage predicted time Tpss is calculated by the following equation.
- Tpss T + (Pbst-Ptrn) / V-Trsv (1)
- the predicted reservation start point passage predicted time Tpss calculated using the above equation (2) If the difference (Tpss ⁇ T) from the current time T is negative, it means that the reservation start point has already been passed. Therefore, in this case, the radio CH of the H / O destination radio base station is reserved immediately. In this case, the train side may be instructed to use a brake (for example, an emergency brake or an emergency brake) other than the service brake in conjunction with the reservation process for the wireless CH. If such control is performed, even if the radio CH of the H / O destination radio base station cannot be reserved, the vehicle can be surely stopped before the H / O point.
- a brake for example, an emergency brake or an emergency brake
- Trsv used in the above equations (1) and (2) is connected to the case where the H / O destination radio base station is connected to its own ground control device and to other ground control devices. Depending on the case, the value of Trsv may be changed.
- FIG. 3 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the first embodiment.
- FIG. 3 shows the functional configuration of the ground control device 10A shown in FIG. 1, it goes without saying that other ground control devices have the same configuration.
- the ground control device 10A stores a train speed calculation unit 31, a predicted passage time calculation unit 32, a wireless CH reservation unit 33, a wireless CH reservation result notification unit 34, and an H / O point position 37.
- a storage unit 36 and a storage unit 38 that stores the brake performance 39 are provided.
- the train speed calculation unit 31 calculates the train speed using information on the train line position, which is one of train travel information received periodically or periodically.
- the predicted passage time calculation unit 32 calculates the predicted passage time at the reservation start point based on the train position, the train speed calculated by the train speed calculation unit 31, the H / O point in the train traveling direction, and the brake performance of the train. calculate.
- the wireless CH reservation unit 33 investigates the usage status of the wireless CH in the H / O destination wireless base station, and performs wireless CH reservation processing for the corresponding train.
- the wireless CH reservation result notifying unit 34 uses the wireless CH reservation result in the H / O destination wireless base station as one piece of train control information and passes through the H / O source wireless base station to control the on-board controller of the corresponding train. Notify
- the H / O destination wireless base station that can reserve the wireless CH is also H / O. Since the same train control information as that transmitted to the O-source radio base station can be transmitted, the on-board radio station seamlessly updates the train control information by changing the radio CH of the H / O destination radio base station. It becomes possible to receive.
- the wireless CH of the H / O destination wireless base station Therefore, it is possible to avoid an event such as overrun or emergency braking before the H / O point without stopping before the H / O point.
- the wireless channel reservation process with higher accuracy can be performed, and the efficiency of the wireless channel resource owned by each wireless base station Use is possible.
- the predicted passing time at the H / O point is calculated based on the H / O point, the train position, the brake performance, and the train speed, and the H / O
- the radio channel reservation process for the H / O-destination radio base station is performed, and the reservation result is displayed as H / O.
- the train control information is notified to the on-board controller of the corresponding train as one of the train control information via the original O radio base station, the radio channel reservation process is improved, and the radio channel resource is efficiently used. It can be used.
- H / O processing is performed in consideration of both the train speed and the brake performance.
- the travel route does not include mountainous areas and the fluctuation of the undulations is not so severe.
- H / O processing using only train speed information may be performed. Even if such processing is performed, the above-described effects can be obtained.
- FIG. FIG. 4 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the second embodiment.
- the first embodiment there is a single ground control device constituting the train control system, or the H / O source radio base station and the H / O destination radio base station are under the control of the same ground control device.
- the second embodiment is a case where there are a plurality of ground control devices constituting the train control system.
- the H / O source radio base station and the H / O destination radio assumes a case where the base station is not under the control of the same ground control device.
- the train control system of Embodiment 2 is demonstrated.
- symbol is attached
- the ground control device 10A includes a ground control device determination unit 41, a wireless CH reservation request unit 42, a wireless CH reservation result reception unit 43, a wireless CH reservation request, in addition to the components illustrated in FIG. A receiving unit 44 and a wireless CH reservation request result notifying unit 45 are provided.
- the ground control device determination unit 41 determines whether or not the H / O destination radio base station is a ground control device under its management from information such as the system configuration and the traveling direction of the train.
- the radio channel reservation request unit 42 manages the H / O destination radio base station when the ground control device determination unit 41 determines that the H / O destination radio base station is not under its own management.
- a wireless CH reservation request is transmitted to the ground control device (ground control device 10B in the example of FIG. 4).
- the wireless CH reservation result receiving unit 43 receives the reservation result from the ground control device (the ground control device 10B in the example of FIG. 4) that transmitted the wireless CH reservation request and notifies the wireless CH reservation result notification unit 34.
- the wireless CH reservation request receiving unit 44 receives a reservation request from a ground control device (the ground control device 10B in the example of FIG. 4) that manages the H / O source wireless base station, and notifies the wireless CH reservation unit 33 of the reservation request. .
- the wireless channel reservation request result notifying unit 45 receives the reservation result (reservation request result) made by the wireless channel reservation unit 33 and transmits it to the ground control device (the ground control device 10B in the example of FIG. 4) of the reservation request source. .
- the radio channel reservation request unit 42 In addition to the ground control device determination unit 41, the radio channel reservation request unit 42, the radio channel reservation result reception unit 43, the radio channel reservation request reception unit 44, and the radio channel reservation request result notification unit 45, as described in the first embodiment
- the predicted passage time calculation unit 32 the wireless CH reservation unit 33, and the wireless CH reservation result notification unit 34, the H / O source radio base station and the H / O destination radio base station Regardless of whether or not they are under the control of the same ground control device, it is possible to switch radio base stations accurately during H / O.
- the predicted passing time at the H / O point is calculated based on the H / O point, the train position, the brake performance, and the train speed. If the O-source radio base station and the H / O-destination radio base station are not under the control of the same ground control apparatus, a radio channel is reserved for the ground control apparatus that manages the H / O-destination radio base station.
- the radio assigned to the H / O destination radio base station While performing radio channel reservation processing at the H / O destination radio base station based on the channel usage status and estimated passage time, if a radio channel reservation request is received from another ground control device, a reservation is made. Assigned to the target radio base station
- the radio channel reservation process is performed based on the use status of the received radio channel and the radio channel reservation request is notified to the other ground control apparatus. Regardless of whether or not the O-source radio base station and the H / O-destination radio base station are under the control of the same ground control device, it is possible to switch radio base stations accurately during H / O. The effect is obtained.
- FIG. 5 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the third embodiment.
- the second embodiment is an embodiment in which the brake performance of the train is a constant characteristic regardless of the train, but the third embodiment is a characteristic in which the brake performance of the train changes according to the position of the train.
- An embodiment which is supposed to be present is shown.
- the reason for taking into account the on-line position of the train is to consider the fact that the braking performance differs depending on whether the track is uphill or downhill.
- the train control system of Embodiment 3 is demonstrated. Note that components that are the same as or equivalent to the components of the second embodiment illustrated in FIG. 4 are denoted by the same reference numerals, and redundant description is omitted.
- the storage unit 38 stores brake performance 51 that is brake performance information corresponding to the train position (train position).
- the predicted passage time calculation unit 32 determines the reservation start point based on the train position, the train speed calculated by the train speed calculation unit 31, the H / O point in the train traveling direction, and the brake performance corresponding to the train position. Calculate the estimated passage time.
- the estimated passage time of the reservation start point is calculated based on the brake performance corresponding to the train position, so that the effect of the second embodiment is obtained and wireless There is an effect that the CH reservation process can be further improved in accuracy.
- the case where the configuration for calculating the reservation start point passage predicted time based on the brake performance corresponding to the train track position is applied to the second embodiment, but this configuration is implemented. Of course, it can be applied to the first mode.
- FIG. FIG. 6 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the fourth embodiment.
- the third embodiment is an embodiment in which the brake performance of the train is a characteristic that changes depending on the position of the train on the train.
- the brake performance of the train is the train individual information (for example, the vehicle type). , An organization number, etc.) shows an embodiment that the characteristics change.
- the train control system of Embodiment 4 is demonstrated. Note that components that are the same as or equivalent to the components of the second embodiment shown in FIG. 4 are given the same reference numerals, and redundant descriptions are omitted.
- the storage unit 38 stores brake performance 52, which is brake performance information corresponding to train individual information. This individual train information is notified to the ground control apparatus 10A via the radio base station 11A1.
- the predicted passage time calculation unit 32 determines the reservation start point based on the train location, the train speed calculated by the train speed calculation unit 31, the H / O point in the train traveling direction, and the brake performance corresponding to the train individual information. Calculate the estimated passage time.
- the train control system of the fourth embodiment since the predicted passage time of the reservation start point is calculated based on the brake performance corresponding to the train individual information, it has the effect of the second embodiment and is wireless. There is an effect that the CH reservation process can be further improved in accuracy.
- Embodiment 4 demonstrated the case where the structure which performs the calculation process of reservation start point passage prediction time based on the brake performance corresponding to train individual information was applied to Embodiment 2, this structure is implemented. Of course, it can be applied to the first mode.
- FIG. 7 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the fifth embodiment.
- the second embodiment is an embodiment in which the train speed is calculated on the ground control device side using the train position information notified from the train, but the third embodiment is a train that is measured by a train.
- the speed information is transmitted to the ground control device together with the on-line position information, and the ground control device shows an embodiment in which the value is used. Since it is such embodiment, it becomes possible to abbreviate
- the train control system of Embodiment 5 is demonstrated. Note that components that are the same as or equivalent to the components of the second embodiment shown in FIG. 4 are given the same reference numerals, and redundant descriptions are omitted.
- the train speed is calculated by the on-board controller of the train 16. This train speed is notified to the ground control apparatus 10A via the radio base station 11A1 as one piece of train travel information together with information on the train position.
- the predicted passage time calculation unit 32 calculates the predicted passage time at the reservation start point based on the train position and the train speed notified from the train 16, the H / O point in the train traveling direction, and the brake performance.
- the train speed calculation unit 31 can be omitted, in addition to the effects of the second embodiment, the processing load on the ground control device side is reduced and more accurate.
- the processing load on the ground control device side is reduced and more accurate.
- Embodiment 5 demonstrated the case where the structure which performs the calculation process of reservation start point passage prediction time using the information of the train speed calculated by the on-board controller side was applied to Embodiment 2, this structure Of course, the above can be applied to the first, third, and fourth embodiments.
- FIG. FIG. 8 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system of the sixth embodiment.
- the second embodiment is an embodiment in which the train speed calculation unit 31 of the ground control device 10A calculates the train speed using information on the train line position notified from the train 16, but the sixth embodiment An embodiment using the maximum train speed at which the train speed can be output at the existing line position regardless of the train individual information is shown. Since it is such embodiment, it becomes possible to abbreviate
- the train control system of Embodiment 6 is demonstrated. Note that components that are the same as or equivalent to the components of the second embodiment shown in FIG. 4 are given the same reference numerals, and redundant descriptions are omitted.
- storage part 50 is provided and the maximum train speed 54 corresponding to a train position (train existing line position) is memorize
- the predicted passage time calculation unit 32 calculates the predicted passage time at the reservation start point based on the train position, the H / O point in the train traveling direction, the brake performance, and the maximum train speed corresponding to the train position.
- the train speed calculation unit 31 can be omitted.
- the effect of reducing the processing load on the ground control device side can be obtained.
- the case where the configuration for calculating the reservation start point passage predicted time based on the maximum train speed corresponding to the train position is applied to the second embodiment, but this configuration is implemented. It is also possible to apply to the first and third to fifth embodiments.
- FIG. 9 is a diagram mainly illustrating a functional configuration of the ground control device in the train control system according to the seventh embodiment.
- the train speed does not depend on the train individual information
- the predicted passage time is calculated using the maximum train speed that can be output at the existing line position.
- an embodiment is shown in which the predicted train passage time is calculated using information on the maximum train speed that changes depending on the train individual information (vehicle type, train number), regardless of the train speed. Is. Since it is such embodiment, it becomes possible to abbreviate
- the storage unit 50 stores the maximum train speed 55 corresponding to the train individual information. Information on the train line position that is periodically notified via the radio base station 11A1 is notified to the predicted passage time calculation unit 32.
- the predicted passage time calculation unit 32 calculates the predicted passage time at the reservation start point based on the train position, the H / O point in the train traveling direction, the brake performance, and the maximum train speed corresponding to the train individual information.
- the train speed calculation unit 31 can be omitted.
- the effect of reducing the processing load on the ground control device side can be obtained.
- the seventh embodiment the case where the configuration for calculating the reservation start point passage predicted time based on the maximum train speed corresponding to the individual train information is applied to the second embodiment, but this configuration is implemented. It is also possible to apply to the first and third to sixth embodiments.
- the train control system according to the present invention is useful as an invention that enables efficient use of radio channel resources.
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Abstract
Description
(列車制御システムの全体構成)
図1は、本発明の実施の形態1にかかる列車制御システムを説明するための全体構成図である。本実施の形態にかかる列車制御システムは、移動体通信システムを構成するものであり、上段部側に示した地上側装置と、下段部側に示した移動体装置としての列車16に区分することができる。
図2は、本実施の形態の列車制御システムにおけるハンドオーバ方式の概念を説明するための図である。ここで、「ハンドオーバ」とは、背景技術の項でも若干説明したが、通信中の列車が移動して無線基地局を切り替えるときの動作あるいは制御を指す用語である。例えば、図1において、列車進行方向に沿って列車が走行するときに、ハンドオーバ地点として示した近傍地点において、通信相手先を無線基地局11A2から無線基地局11B1に切り替える必要があり、このときに行われる動作もしくは制御が、ハンドオーバである。
つぎに、予約開始地点算出の考え方について説明する。
(1)まず、H/O先の無線基地局の無線CHを予約できなかった場合には、H/O地点の手前に列車が停車する必要がある。この場合のブレーキは、車上制御装置が自動でかけることになると想定されるが、H/O地点近傍の所望位値にピンポイントで停車することは困難なので、H/O地点を超えて停車しないようにある程度の余裕距離(α)をあける(図2参照)。
図2では、理解の容易さを得るために、横軸を予約開始地点(距離)として説明したが、列車から送信される列車位置情報を用いて地点(距離)を判断する場合、予約開始地点を精度よく判断するためには、列車位置情報が送信される時間間隔を短くする必要がある。しかしながら、この手法は、列車位置情報を処理する列車側のシステムに大きなインパクトを与える。
つぎに、地上制御装置の構成について説明する。図3は、実施の形態1の列車制御システムにおける地上制御装置の機能構成を主として示す図である。なお、図3では、図1に示した地上制御装置10Aの機能構成として示しているが、他の地上制御装置も同様な構成であることは言うまでもない。
つぎに、実施の形態1の列車制御システムを利用することによる効果について、上記した特許文献1との比較で説明する。
図4は、実施の形態2の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態1は、列車制御システムを構成する地上制御装置が単一の場合あるいは、H/O元の無線基地局とH/O先の無線基地局とが同一の地上制御装置の管理下にある場合を想定した実施の形態であったが、実施の形態2は、列車制御システムを構成する地上制御装置が複数の場合であり、H/O元の無線基地局とH/O先の無線基地局とが同一の地上制御装置の管理下にない場合を想定した実施の形態を示すものである。以下、実施の形態2の列車制御システムについて説明する。なお、図3に示す実施の形態1の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
図5は、実施の形態3の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態2は、列車のブレーキ性能が列車によらず一定の特性とする実施の形態であったが、実施の形態3は、列車のブレーキ性能が列車の在線位置に応じて変化する特性であるとする実施の形態を示すものである。列車の在線位置を勘案するのは、線路が上り坂であるか、下り坂であるかによりブレーキ性能が異なる点を考慮するためである。以下、実施の形態3の列車制御システムについて説明する。なお、図4に示す実施の形態2の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
図6は、実施の形態4の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態3は、列車のブレーキ性能が列車の在線位置に応じて変化する特性であるとする実施の形態であったが、実施の形態4は、列車のブレーキ性能が列車個別情報(例えば車種、編成番号など)に応じて変化する特性であるとする実施の形態を示すものである。以下、実施の形態4の列車制御システムについて説明する。なお、図4に示す実施の形態2の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
図7は、実施の形態5の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態2は、列車から通知された列車在線位置情報を用いて地上制御装置側で列車速度を計算する実施の形態であったが、実施の形態3は、列車にて計測している列車速度の情報を在線位置情報と共に地上制御装置に送信し、地上制御装置ではその値を使用する実施の形態を示すものである。このような実施の形態であるため、図4に示す実施の形態2の構成から、列車速度計算部31を省略することが可能となる。以下、実施の形態5の列車制御システムについて説明する。なお、図4に示す実施の形態2の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
図8は、実施の形態6の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態2は、列車速度を地上制御装置10Aの列車速度計算部31が列車16から通知される列車在線位置の情報を用いて計算する実施の形態であったが、実施の形態6は、列車速度が列車個別情報によらず、その在線位置で出すことのできる最大列車速度を用いる実施の形態を示すものである。このような実施の形態であるため、図4に示す実施の形態2の構成から、列車速度計算部31を省略することが可能となる。以下、実施の形態6の列車制御システムについて説明する。なお、図4に示す実施の形態2の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
図9は、実施の形態7の列車制御システムにおける地上制御装置の機能構成を主として示す図である。実施の形態6は、列車速度が列車個別情報には依存せず、その在線位置で出すことのできる最大列車速度を用いて通過予測時刻を計算する実施の形態であったが、実施の形態7は、これとは逆に、列車速度が列車在線位置にはよらず、列車個別情報(車種、編成番号)によって変化する最大列車速度の情報を用いて通過予測時刻を計算する実施の形態を示すものである。このような実施の形態であるため、実施の形態6と同様に、図4に示す実施の形態2の構成から、列車速度計算部31を省略することが可能となる。以下、実施の形態7の列車制御システムについて説明する。なお、図8に示す実施の形態6の構成と同一または同等である構成部については、同一の符号を付して示し、重複する説明は省略する。
11A1,11A2,11B1,11B2 無線基地局
12A1,12A2,12B1,12B2 地上無線装置
14A1,14A2,14B1,14B2 地上空中線
16 列車
18 車上制御装置
22 車上無線装置
24 車上空中線
31 列車速度計算部
32 通過予測時刻計算部
33 無線CH予約部
34 無線CH予約結果通知部
36,38,50 記憶部
41 地上制御装置判定部
42 無線CH予約要求部
43 無線CH予約結果受信部
44 無線CH予約要求受信部
45 無線CH予約要求結果通知部
Claims (17)
- 列車の走行を制御する列車制御情報を生成する地上制御装置と、
前記地上制御装置に接続され、前記列車制御情報を受領して無線送信する複数の無線基地局と、
前記列車に搭載され、前記無線基地局から送信された前記列車制御情報を受信する車上無線局と、
前記車上無線局に接続され、前記車上無線局から通知された前記列車制御情報に基づいて、前記列車の走行を制御する車上制御装置と、
を備え、
前記地上制御装置は、
通信相手先の無線基地局を切り替える地点として記憶されたハンドオーバ地点、計算もしくは通知された列車速度および、前記車上無線局を介して前記列車から通知された列車在線位置情報に基づいて、ハンドオーバ先の無線基地局に割り当てられた無線チャネルの予約を開始する予約開始地点の通過予測時刻を計算する通過予測時刻計算部と、
前記無線チャネルの使用状況および前記通過予測時刻に基づいて前記無線チャネルの予約処理を行う無線チャネル予約部と、
前記無線チャネル予約部による無線チャネル予約結果を前記列車制御情報の一つとしてハンドオーバ元の無線基地局に通知する無線チャネル予約結果通知部と、
を備えたことを特徴とする列車制御システム。 - 前記地上制御装置は、前記車上無線局を介して前記列車から通知される在線位置情報に基づいて前記列車速度を計算する列車速度計算部をさらに備えたことを特徴とする請求項1に記載の列車制御システム。
- 前記通過予測時刻の計算に必要な前記列車速度の情報は、前記列車にて計算され、前記地上制御装置に通知されることを特徴とする請求項1に記載の列車制御システム。
- 前記通過予測時刻計算部は、前記通過予測時刻を計算する際に、前記列車の在線位置情報に応じて決まる列車最大速度の情報を前記列車速度として用いることを特徴とする請求項1に記載の列車制御システム。
- 前記通過予測時刻の計算に必要な情報として前記列車の個体を識別する列車個別情報が前記地上制御装置に通知され、
前記通過予測時刻計算部は、前記通過予測時刻を計算する際に、前記列車個別情報に応じて決まる列車最大速度の情報を前記列車速度として用いることを特徴とする請求項1に記載の列車制御システム。 - 前記通過予測時刻の計算に必要な情報として前記列車の個体を識別する列車個別情報が前記地上制御装置に通知され、
前記通過予測時刻計算部は、前記通過予測時刻を計算する際に、前記列車個別情報と前記在線位置情報とに応じて決まる列車最大速度の情報を前記列車速度として用いることを特徴とする請求項1に記載の列車制御システム。 - 前記通過予測時刻計算部は、前記列車のブレーキ性能を考慮して前記通過予測時刻を計算することを特徴とする請求項1~6の何れか1項に記載の列車制御システム。
- 前記ブレーキ性能は、前記列車の在線位置に応じた異なる特性に設定されていることを特徴とする請求項7に記載の列車制御システム。
- 前記通過予測時刻計算部は、前記列車個別情報に応じて異なる特性に設定されているブレーキ性能を考慮して前記通過予測時刻を計算することを特徴とする請求項5または6に記載の列車制御システム。
- 前記通過予測時刻計算部は、前記列車個別情報および前記在線位置情報のそれぞれに応じて異なる特性に設定されているブレーキ性能を考慮して前記通過予測時刻を計算することを特徴とする請求項5または6に記載の列車制御システム。
- 列車の走行を制御する列車制御情報を生成する複数の地上制御装置と、
前記各地上制御装置に接続され、前記列車制御情報を受領して無線送信する1または複数の無線基地局と、
前記列車に搭載され、前記無線基地局から送信された前記列車制御情報を受信する車上無線局と、
前記車上無線局に接続され、前記車上無線局から通知された前記列車制御情報に基づいて前記列車の走行を制御する車上制御装置と、
を備え、
前記地上制御装置は、
通信相手先の無線基地局を切り替える地点として記憶されたハンドオーバ地点および、計算もしくは通知された列車速度ならびに、前記車上無線局を介して前記列車から通知された列車在線位置情報に基づいて、ハンドオーバ先の無線基地局に割り当てられた無線チャネルの予約を開始する予約開始地点の通過予測時刻を計算する通過予測時刻計算部と、
ハンドオーバ元の無線基地局とハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にあるか否かを判定すると共に、その判定結果を通知する地上制御装置判定部と、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にない旨を通知された場合に、前記ハンドオーバ先の無線基地局を管理する地上制御装置に無線チャネルの予約を要求する無線チャネル予約要求部と、
管理下にない地上制御装置が予約した無線チャネルの予約結果を受信する予約結果受信部と、
前記管理下にない地上制御装置からの無線チャネルの予約要求を受信する予約要求受信部と、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にある旨を通知された場合に、前記ハンドオーバ先の無線基地局に割り当てられた無線チャネルの使用状況および前記通過予測時刻に基づいて前記無線チャネルの予約処理を行うと共に、前記予約要求受信部から予約要求が通知された場合に、前記予約要求の対象となる無線基地局に割り当てられた無線チャネルの使用状況に基づいて前記無線チャネルの予約処理を行う無線チャネル予約部と、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にある場合の前記無線チャネル予約部による無線チャネル予約結果を受領して前記ハンドオーバ元の無線基地局に通知する無線チャネル予約結果通知部と、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にない場合の前記無線チャネル予約部による無線チャネル予約結果を受領して前記ハンドオーバ先の無線基地局を管理する地上制御装置に通知する無線チャネル予約要求結果通知部と、
を備えたことを特徴とする列車制御システム。 - 前記地上制御装置は、前記車上無線局を介して前記列車から通知される在線位置情報に基づいて前記列車速度を計算する列車速度計算部をさらに備えたことを特徴とする請求項11に記載の列車制御システム。
- 前記通過予測時刻計算部は、前記列車のブレーキ性能を考慮して前記通過予測時刻を計算することを特徴とする請求項11または12に記載の列車制御システム。
- 前記予約開始地点は、前記ハンドオーバ地点に停車しようとしてブレーキの動作を開始する地点よりも進行方向手前の地点に設定されることを特徴とする請求項1~13の何れか1項に記載の列車制御システム。
- 前記予約開始地点は、列車速度を考慮して設定されることを特徴とする請求項14に記載の列車制御システム。
- 列車に搭載される車上制御装置に接続される車上無線局と、前記列車の走行を制御する地上制御装置に接続される無線基地局との間の通信を無線にて行うように構成された列車制御システムにおけるハンドオーバ方法であって、
通信相手先の無線基地局を切り替える地点として記憶されたハンドオーバ地点および列車速度に基づいて前記列車の前記ハンドオーバ地点における通過予測時刻を計算する通過予測時刻計算ステップと、
ハンドオーバ先の無線基地局に割り当てられた無線チャネルの使用状況および前記通過予測時刻に基づいて前記ハンドオーバ先の無線基地局における無線チャネルの予約処理を行う無線チャネル予約ステップと、
前記無線チャネル予約ステップによる無線チャネル予約結果を前記列車制御情報の一つとしてハンドオーバ元の無線基地局に通知する無線チャネル予約結果通知ステップと、
含むことを特徴とするハンドオーバ方法。 - 列車に搭載される車上制御装置に接続される車上無線局と、前記列車の走行を制御する地上制御装置に接続される無線基地局との間の通信を無線にて行うように構成された列車制御システムにおけるハンドオーバ方法であって、
通信相手先の無線基地局を切り替える地点として記憶されたハンドオーバ地点および列車速度に基づいて前記列車の前記ハンドオーバ地点における通過予測時刻を計算する通過予測時刻計算ステップと、
ハンドオーバ元の無線基地局とハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にあるか否かを判定する判定ステップと、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にない場合に、前記ハンドオーバ先の無線基地局を管理する地上制御装置に無線チャネルの予約を要求する無線チャネル予約要求ステップと、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にある場合に、前記ハンドオーバ先の無線基地局に割り当てられた無線チャネルの使用状況および前記通過予測時刻に基づいて前記ハンドオーバ先の無線基地局における無線チャネルの予約処理を行う一方で、他の地上制御装置からの無線チャネルの予約要求を受信した場合に、前記予約要求の対象となる無線基地局に割り当てられた無線チャネルの使用状況に基づいて無線チャネルの予約処理を行う無線チャネル予約ステップと、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にある場合の無線チャネル予約結果を前記ハンドオーバ元の無線基地局に通知する無線チャネル予約結果通知ステップと、
前記ハンドオーバ元の無線基地局と前記ハンドオーバ先の無線基地局とが同一の地上制御装置の管理下にない場合の無線チャネル予約結果を前記ハンドオーバ先の無線基地局を管理する地上制御装置に通知する無線チャネル予約要求結果通知ステップと、
含むことを特徴とするハンドオーバ方法。
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CN201080064063.3A CN102753420B (zh) | 2010-02-19 | 2010-02-19 | 列车控制系统和列车控制系统中的切换方法 |
US13/579,058 US8958396B2 (en) | 2010-02-19 | 2010-02-19 | Train control system and handover method in train control system |
HK13102081.1A HK1175150A1 (zh) | 2010-02-19 | 2013-02-19 | 列車控制系統和列車控制系統中的切換方法 |
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JP (1) | JP5312671B2 (ja) |
CN (1) | CN102753420B (ja) |
HK (1) | HK1175150A1 (ja) |
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- 2010-02-19 JP JP2012500434A patent/JP5312671B2/ja not_active Expired - Fee Related
- 2010-02-19 WO PCT/JP2010/052547 patent/WO2011101983A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
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US8958396B2 (en) | 2015-02-17 |
SG183286A1 (en) | 2012-09-27 |
JP5312671B2 (ja) | 2013-10-09 |
US20120320875A1 (en) | 2012-12-20 |
HK1175150A1 (zh) | 2013-06-28 |
CN102753420B (zh) | 2015-08-26 |
CN102753420A (zh) | 2012-10-24 |
JPWO2011101983A1 (ja) | 2013-06-17 |
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