JP7658767B2 - Vehicle communication device and train control system - Google Patents

Description

The present invention relates to a vehicle communication device that communicates, for example, during train operation, and a train control system incorporating the vehicle communication device.

Regular maintenance of equipment is necessary for the steady operation of railways, but rising maintenance costs are becoming an issue due to factors such as a declining workforce and aging equipment. For example, by using a wireless system such as CBTC (Communications-Based Train Control) to manage operations (see Patent Document 1, etc.), it is possible to reduce existing ground equipment such as track circuits and signals, but this technology presupposes that wireless communication is established over the entire line section to be managed, and it is cost-prohibitive to introduce such equipment on, for example, local transportation lines. In response to this, a train control system is known that limits the wireless communication area to the areas around stations (see Patent Document 2).

However, in the communication systems shown in Patent Documents 1 and 2, from the perspective of ensuring safety, for example, if a temporary communication abnormality occurs anywhere in the entire wireless communication section, operation in the entire wireless communication section is stopped. If, for example, an attempt is made to increase the reliability and stability of communication in order to prevent such an event from occurring, this would result in a further increase in costs.

JP 2020-117120 A JP 2002-240716 A

The present invention has been made in consideration of the above points, and aims to provide a vehicle communication device and a train control system incorporating the same that can reduce implementation costs without compromising availability while maintaining safety.

The vehicle communication device for achieving the above object includes a mandatory section setting unit that predetermines a wireless communication mandatory section within the wireless communication section where continuous wireless communication is checked, and a point detection unit that detects the arrival of a vehicle at a check point that is located at the start position of the wireless communication mandatory section or at a position before the start position.

The vehicle communication device sets a wireless communication mandatory section within the wireless communication section where wireless communication is checked at all times, and when the vehicle reaches a check point located at the start position of the wireless communication mandatory section or a position before the start position, the mandatory section setting unit maintains a check of the vehicle's operation in the wireless communication mandatory section, which is a check section necessary to maintain safety, and can adjust the length of the wireless communication mandatory section within the wireless communication section to be set as the wireless communication mandatory section taking into account traffic conditions, etc., thereby reducing implementation costs.

In a specific aspect of the present invention, the mandatory section setting unit has a mandatory section data storage unit that stores data on the wireless communication required section, and a data reference unit that references the mandatory section data storage unit to identify data on the wireless communication required section that corresponds to the detection result of the point detection unit. In this case, by referring to the data on the wireless communication required section, the length of the range set as the wireless communication required section can be adjusted in data.

In another aspect of the present invention, the mandatory section data storage unit is installed in the vehicle and is referenced when the vehicle reaches a check point. In this case, upon reaching the check point, the vehicle itself can identify the wireless communication mandatory section corresponding to the check point from the mandatory section data storage unit.

In yet another aspect of the present invention, the required section data storage unit is provided in ground equipment, and the ground equipment transmits data on the wireless communication required section identified by the data reference unit to the onboard side. In this case, it is possible to have the vehicle travel based on the data on the wireless communication required section identified on the ground side upon arrival at the check point.

In yet another aspect of the present invention, the wireless communication required section includes a specific area among target stations within the wireless communication section. In this case, for example, the safety of vehicle operation can be ensured by designating specific areas such as block boundaries that need to be confirmed at the station (target station) to which the vehicle is heading as wireless communication required sections.

In yet another aspect of the present invention, the section where wireless communication is required includes a railroad crossing section. In this case, the safety of the railroad crossing section can be ensured, and the section where wireless communication is required can be adjusted depending on, for example, the situation of the target railroad crossing.

In yet another aspect of the present invention, a monitoring unit is provided that starts monitoring the operation of a target vehicle in a corresponding wireless communication required section in response to vehicle detection by the point detection unit. In this case, the monitoring unit can check whether or not there is an abnormality in a vehicle (target vehicle) traveling in the wireless communication required section.

In yet another aspect of the present invention, the monitoring unit ends monitoring when it receives a signal from the target vehicle indicating that it has left the relevant wireless communication required section. In this case, it is possible to reliably guarantee monitoring of the target vehicle in the wireless communication required section from start to finish.

In yet another aspect of the present invention, a mandatory section point detection unit is provided that detects the arrival of a vehicle within a wireless communication mandatory section. In this case, for example, it becomes possible to reliably detect the position of a vehicle within a wireless communication mandatory section.

In yet another aspect of the present invention, the mandatory section setting unit sets different mandatory wireless communication sections for each vehicle. In this case, appropriate mandatory wireless communication sections are set according to the type of vehicle, time period, running speed, stopping stations, etc.

To achieve the above objective, a train control system is provided with any one of the vehicle communication devices described above.

By including any one of the above vehicle communication devices, the vehicle communication device can reduce the introduction cost for train control during train operation while maintaining safety and without reducing availability.

1 is a schematic diagram showing an example of a vehicle communication device according to a first embodiment and a train control system incorporating the vehicle communication device; 1 is a block diagram for explaining a configuration example of a train control system incorporating a vehicle communication device. 1 is a data table showing an example of the contents of data contained in a database. FIG. 2 is a schematic diagram showing an example of a wireless communication section and a section where wireless communication is required; FIG. 2 is a block diagram showing an example of the operation of train control in the train control system. 1A and 1B are schematic diagrams showing an example of vehicle operation based on a train control system incorporating a vehicle communication device. FIG. 11 is a schematic diagram showing another example of a wireless communication section and a wireless communication required section. FIG. 11 is a schematic diagram showing another example of a wireless communication section and a wireless communication required section. FIG. 1A is a schematic diagram showing one example of a wireless communication infrastructure, and FIG. 1B is a schematic diagram showing another example of a wireless communication infrastructure. FIG. 11 is a schematic diagram showing an example of the configuration of a wireless communication section of a comparative example. 4 is a flowchart for explaining an example of an operation of the vehicle communication device. FIG. 11 is a block diagram for explaining a configuration example of a train control system incorporating a vehicle communication device according to a second embodiment. 13A and 13B are schematic diagrams illustrating an example of a vehicle communication device according to a third embodiment.

First Embodiment
Hereinafter, a vehicle communication device according to a first embodiment and a train control system incorporating the same will be described with reference to Fig. 1 etc. Fig. 1 is a schematic diagram illustrating an example of a vehicle communication device 100 and a train control system 500 according to this embodiment. As shown in the figure, the train control system 500 is composed of an on-board device 10 mounted on a vehicle VE constituting a train (trains 1, 2, etc. in the figure), for example, and ground devices 20 (20A, 20B) as ground-side equipment.

The on-board equipment 10 and the ground equipment 20 are capable of wireless communication (communication between the radios 12 and 22 in FIG. 2) at stations (Station A, Station B, etc. in the figure) and their surroundings, and while communicating information about train operation as necessary, the on-board equipment 10 performs various operational controls related to the running of the vehicle VE, and the ground equipment 20 performs operational control of various ground-side facilities such as signals and points. In addition, the ground equipment 20 functions as a monitoring unit MO that monitors the operation of the vehicle VE based on communication with the on-board equipment 10 as necessary and checks whether there are any abnormalities in the operation of the vehicle VE. In the illustrated example, the ground equipment 20A has jurisdiction over Station A and its surroundings, and the ground equipment 20B has jurisdiction over Station B, which is the next station after Station A, and its surroundings, and the ground equipment 20A and the ground equipment 20B are connected by wire or wirelessly to perform ground-side control between Station A and Station B. As described above, the train control system 500 is formed by the cooperation of various on-board equipment and ground-side equipment.

Here, regarding the communication range between the on-board device 10 and the ground device 20, that is, the wireless communication section, the communication range between the ground device 20A that manages station A in the figure and the on-board device 10 is the wireless communication section CAa. Similarly, the communication range between the ground device 20B that manages station B in the figure and the on-board device 10 is the wireless communication section CAb. Furthermore, among the wireless communication sections CAa and CAb, the sections where wireless communication is always confirmed are called wireless communication required sections, and in the example shown in the figure, they are wireless communication required sections EAa and EAb. In wireless communication required sections such as the wireless communication required sections EAa and EAb, the state of wireless communication between the on-board side and the ground side is always confirmed, and the train control system 500 is able to take measures such as immediately stopping the operation of the vehicle in the section in case of a communication abnormality in any wireless communication required section, for example. Note that, among the sections between station A and station B, sections outside the wireless communication sections CAa and CAb are sections where communication is not performed.

In addition, in this example, information on the wireless communication required sections on the route including the wireless communication required sections EAa and EAb, i.e., information on which wireless communication sections are required, is stored in a part of the database DB installed in each vehicle VE. This allows the on-board device 10 to obtain, for example, necessary information on the wireless communication required sections by appropriately referring to various data contained in the database DB, which stores various information required when the vehicle VE travels. In other words, the database DB also functions as a required section data storage unit ED that stores data on the wireless communication required sections.

In addition, there are block sections on the tracks at each station, the ends of which are shown as block boundaries BB in the diagram.

In addition, in the above embodiment, an indicator IX is provided as an absolute position reference fixedly provided at a specific position on the track. Various indicators IX can be used, but a typical example is to use a ground coil. The indicator IX, which is made of a ground coil, is installed, for example, at a position on the front side of the block boundary BB in the traveling direction of the vehicle VE, and is connected to the on-board coil of the on-board device 10 to exchange necessary information such as information on the position. In particular, in this embodiment, the indicators IX that are located before the start positions of the wireless communication required sections EAa and EAb function as a point detection unit PD that detects the arrival of the vehicle VE at the check point PP located before the wireless communication required sections EAa and EAb by connecting to the on-board coil of the on-board device 10. In the illustrated example, the ground coils CC1 to CC4 as indicators IX provided before the wireless communication required sections EAa and EAb indicate the check point PP. For example, the ground coils CC1 and CC3 provided in front of the wireless communication required sections EAa and EAb in the traveling direction of the vehicle VE1 (train 1) function as a point detection unit PD that detects that the vehicle VE1 has reached the check point PP by coupling with the on-board coil of the vehicle VE1. Similarly, the ground coils CC2 and CC4 provided in front of the wireless communication required sections EAa and EAb in the traveling direction of the vehicle VE2 (train 2) function as a point detection unit PD for the vehicle VE2. Note that in the above description, the ground coil CC1 etc. as the indicator IX indicates the check point PP, and the ground coil CC1 etc. are installed in a position on the near side of the block boundary BB in the traveling direction of the vehicle VE, but it is also possible to consider a mode in which the ground coil CC1 etc. is installed at the position of the block boundary BB. In such a case, the check point PP may be the start position (boundary) of the wireless communication required sections EAa and EAb in the wireless communication sections CAa and CAb.

The point detection unit PD recognizes on the ground that there is a vehicle VE entering the wireless communication required sections EAa, EAb, and on the train side that the vehicle VE is reaching the wireless communication required sections EAa, EAb.

In particular, in the above embodiment, the on-board device 10 mounted on the vehicle VE, upon detection by the point detection unit PD, refers to the on-board database DB to identify data on sections where wireless communication is required that correspond to the detection results of the point detection unit PD, and grasps sections where constant wireless communication is required. In this case, the on-board device 10 functions as a data reference unit DR that refers to the database DB as necessary and identifies data on sections where wireless communication is required.

In addition, with regard to the above aspect, the on-board device 10 can also be considered to function as a mandatory section setting unit RS that predetermines mandatory wireless communication sections among wireless communication sections where constant wireless communication is checked. That is, in the on-board device 10, as a specific aspect for predetermining mandatory wireless communication sections that can be referenced, the mandatory section setting unit RS is configured with a mandatory section data storage unit ED that stores data on mandatory wireless communication sections in the database DB, and a data reference unit DR that references the mandatory section data storage unit ED to identify data on mandatory wireless communication sections that correspond to the detection results of the point detection unit PD.

Here, the vehicle communication device 100 according to this embodiment is composed of the mandatory section data storage unit ED, the point detection unit PD, the data reference unit DR, and the monitoring unit MO, among the various units constituting the train control system 500 described above. That is, among the vehicle communication device 100, the mandatory section data storage unit ED stores data of the wireless communication mandatory section in which wireless communication is always confirmed among the wireless communication sections, and when the point detection unit PD detects that the vehicle VE has reached a check point (e.g., the installation point of the ground coil CC1), the data reference unit DR refers to the mandatory section data storage unit ED to identify the data of the wireless communication mandatory section corresponding to the detection result by the point detection unit PD. In addition, the monitoring unit MO monitors the vehicle VE operating (running) in the identified wireless communication mandatory section. As a result, the vehicle VE (e.g., vehicle V1) can know that it is entering the identified wireless communication mandatory section (e.g., wireless communication mandatory section EAa). In addition, the wireless communication mandatory section is monitored during the travel.

Below, an example configuration of a train control system 500 incorporating a vehicle communication device 100 will be described with reference to the block diagram shown in Figure 2.

The train control system 500 has an on-board device 10 mounted on the vehicle VE as on-board equipment, and the on-board device 10 includes an on-board control device 11, a radio 12, a point detection device 13, and an emergency brake 14. The train control system 500 also has ground equipment 20 as ground equipment, and the ground equipment 20 includes a ground control device 21, multiple radios 22, an interlocking device 23, a signal device 24a, and a point 24b.

First, we will explain the on-board equipment of the train control system 500, i.e., each part that constitutes the on-board device 10.

The on-board control device 11 is composed of, for example, a CPU or various arithmetic circuits, and is responsible for controlling the operation of the vehicle VE. The on-board control device 11 also includes the database DB, i.e., the mandatory section data storage unit ED, and functions as a data reference unit DR that references the mandatory section data storage unit ED as necessary. In other words, the on-board control device 11 functions as a mandatory section setting unit RS by utilizing the associated mandatory section data storage unit ED.

To explain the database DB in more detail, as shown in an enlarged view, the database DB includes, for example, a radio database DBa, a route database DBb, and a track database DBc. Of these, the radio database DBa stores information such as the start and end points of wireless communication required sections EAa, etc., and the communication ranges of each radio 12, 22, and corresponds to the required section data storage unit ED. The route database DBb stores information indicating the route that the vehicles that make up the train can travel, that is, the connection of the tracks according to the current state of the signal 24a and the opening direction of the switch 24b. The track database DBc stores digitalized information such as the length and connection of the tracks, and speed limits due to the gradient and curves at each point.

The radio 12 is a device for performing wireless communication with the ground in a wireless communication section that includes a section where wireless communication is required.

The location detection device 13 additionally has an on-board terminal DD, and is a device for detecting the location of the vehicle VE based on information acquired by connecting the on-board terminal DD to a ground terminal (such as ground terminal CC1) as an indicator IX.

The emergency brake 14 is a device for stopping the vehicle VE, and forcibly stops the vehicle VE in an emergency such as when communication is lost in a section where wireless communication is required.

In the illustrated example, the on-board control device 11, radio 12, etc. are installed at the front and rear of the vehicle (two units installed), and the various parts at the front are functional. However, in this case, it is possible to connect the radio 12 at the front and rear to have two radios 12. However, this is not limiting, and it is also possible to have a configuration in which, for example, two radios are installed at the front and two radios are installed at the rear.

Next, the ground-side equipment of the train control system 500 will be described. As described above, the ground equipment 20 as the ground-side equipment includes a ground control device 21, multiple radios 22, an interlocking device 23, a signal device 24a, and a point 24b. In addition, the ground equipment 20 includes a traffic management device MD. Among these, the ground control device 21, the interlocking device 23, and the traffic management device MD may be collectively considered as a ground-side control unit MM that oversees all traffic control on the ground side.

The ground control device 21 is composed of, for example, a CPU or various calculation circuits, and is connected to each part installed on the ground side, and outputs command signals regarding the operation of each part to perform control. The ground control device 21 also has the above-mentioned ground coil (ground coil CC1, etc.), and detects the location of the vehicle VE based on information acquired by connecting with the on-board coil DD.

Each radio 22 is installed at intervals according to its communication capacity, for example at each station (Station A, Station B, etc.), at a railroad crossing, or in their vicinity, to enable wireless communication with the onboard side of the train in wireless communication sections, including sections where wireless communication is required.

The interlocking device 23 controls the operation of each part, such as the signal 24a and the point 24b, installed on the track, according to the command signal output from the ground control device 21.

The traffic management device MD manages various information related to train operations and transmits various information related to operations required for operational control in the ground control device 21. Therefore, the traffic management device MD manages all information corresponding to data stored in the required section data storage unit ED, for example, in the database DB installed in each vehicle VE.

Below, an example of the data contained in the required section data storage unit ED of the database DB installed on the vehicle will be explained with reference to an example of the data table shown in Figure 3.

In the example shown in FIG. 3, in addition to the vehicle ID that identifies the vehicle VE in which the mandatory section data storage unit ED is stored, information is shown such as data on the wireless communication mandatory section for each station (Station A, etc.) that the train stops at between the departure station (Station O) and the terminal station (Station X). Specifically, for example, check point IDs that identify check points set up at each station and corresponding data on the wireless communication mandatory section are stored in the mandatory section data storage unit ED.

The on-board device 10 refers to the check point ID stored in the mandatory section data storage unit ED and compares it with the check point ID detected by the connection with the on-board device DD, i.e., detected by the point detection unit PD, to obtain data on the corresponding wireless communication mandatory section. At this time, the ground side also obtains the vehicle ID, making it possible to identify the vehicle VE.

Note that, for example, as shown in FIG. 4, a single wireless communication section CAa may include multiple (two in the illustrated example) wireless communication required sections AR1, AR2, such as the wireless communication section CAa including station A and the wireless communication section CAb including station B. In this case, an indicator IX is provided at the front (entrance) side of each section AR1, AR2, and the vehicle VE checks the information on the wireless communication required section AR1 or the wireless communication required section AR2 each time it reaches each indicator IX, and maintains a constant connection with the ground side until it has passed through the section.

In the illustrated example, one of the two ends of the block boundary BB of one block section is included in the radio communication required section AR1, and the other is included in the radio communication required section AR2. Therefore, when the vehicle VE first enters the radio communication required section AR1, it enters the block section. In other words, this section is in a state where other vehicles are prohibited from entering (on-rail state). After that, when the vehicle VE enters the radio communication required section AR2 and it is confirmed that it has left the radio communication required section AR2, the on-rail state is released. In this case, even if the vehicle VE is in the section between the radio communication required section AR1 and the radio communication required section AR2, it is still in the radio communication section CAa, so it is possible to communicate with the ground side. However, in this embodiment, it is not necessarily required that communication be performed at all times between the above sections. For example, even if communication is temporarily interrupted between these sections, measures such as stopping the vehicle in the entire radio communication section CAa are not taken, and the on-rail state of the corresponding block section is maintained and normal operation is continued. Even if communication is interrupted, if the vehicle VE is running normally, it will eventually reach the wireless communication required section AR2. Furthermore, if the vehicle VE maintains the on-rail state, the vehicle VE will not enter the section, and safety will be ensured. In other words, in the above embodiment, the section including the block boundary BB, which is essential for ensuring safety, is monitored as a wireless communication required section, thereby achieving reduction in introduction costs without reducing availability while maintaining safety. With the above embodiment, it becomes possible to narrow down the target section that requires measures to increase the reliability of communication, such as densely installing communication devices (antennas), improving performance, or maintaining a high communication speed, to the wireless communication required sections AR1 and AR2, rather than the entire wireless communication section CAa.

In the illustrated example, in order to achieve the same situation at the next station B as at station A, multiple (two) wireless communication required sections AR3 and AR4 are provided in one wireless communication section CAa, making it possible to monitor both ends of the block boundary BB of one block section.

Below, an example of train control operation in a train control system 500 including a vehicle communication device 100 will be described with reference to Figures 5 and 6.

The block diagram shown in FIG. 5 shows a series of operational processing steps for train control by the train control system 500. Meanwhile, FIG. 6(A) and FIG. 6(B) show an example of the operation of a vehicle VE based on the train control system 500.

First, as a premise, in the state of FIG. 6(A), the vehicle VE is stopped at station A, but since there is a preceding vehicle VEx that constitutes the preceding train, the signal (departure signal) 24a is indicating a stop (step S0). After that, as shown in FIG. 5, the route is set by the operation management device MD, etc., and when the conditions for the train to proceed safely are met, the signal 24a issues a proceed indication based on a command via the interlocking device 23 (step S1). Next, the ground control device 21 transmits the route setting to the on-board control device 11 via radio based on information from the operation management device MD (step S2). That is, transmission and reception are performed between the radio 12 and the radio 22. As a result of step S2, for example, the driver who has confirmed the proceed indication by looking at the on-site signal 24a or the in-car signal will proceed the vehicle VE as shown in FIG. 6(B) (step S3). The same applies even in the case of automatic driving rather than operation by the driver. Next, when the vehicle VE arrives at a check point PP provided at the entrance side of the radio communication required section (in the illustrated example, the radio communication required section AR2), the on-board control device 11 performs various necessary checks such as confirming the establishment of radio communication (step S4). If there is a problem in the check in step S4, the on-board control device 11 takes measures to ensure safety, such as outputting an emergency brake command (step S5). On the other hand, if there is no problem in the check in step S4, the on-board control device 11 sets the next block boundary BB as the stopping limit (step S6). That is, in the case of FIG. 6(B), the vehicle VE can proceed up to the block boundary BBb provided before the radio communication required section AR3 in Station B. Note that the state of radio communication between the on-board control device 11 and the ground device 20 (20A) continues to be monitored until the vehicle VE leaves the radio communication required section AR2 (step S7). If the on-board control device 11 detects a communication abnormality with the ground control device 21 in the wireless communication required section AR2, it takes measures to ensure safety, such as issuing an emergency brake command (step S8). On the other hand, if the ground control device 21 detects a communication abnormality with the on-board control device 11 in the wireless communication required section AR2, it also takes measures to ensure safety, such as setting the area where the target train may be present to an on-track state (step S9).

Here, the setting of the wireless communication section and the wireless communication required section is not limited to the example described with reference to FIG. 4 and the like, and various modes are possible. For example, as shown in FIG. 7, the wireless communication required section may be expanded at station A to become something like a wireless communication required section ARx. That is, in the example of FIG. 4 and the like, the wireless communication required section AR1 and the wireless communication required section AR2 that were separated may be connected to form one large wireless communication required section ARx. In other words, in the example shown in FIG. 7, the entire blocked section between the wireless communication required section AR1 and the wireless communication required section AR2 is monitored. In the example shown in the figure, a branch BR exists in the blocked section, and a switch 24b is installed there. For example, since switching the switch 24b while the vehicle VE is passing would cause a derailment, it is possible that there may be a need to accurately grasp the train's position until the vehicle VE leaves the switch 24b, or to switch the switch 24b as quickly as possible after the vehicle leaves the switch 24b in a dense timetable. In such cases, by setting the wireless communication required section ARx, it becomes possible to maintain speed while ensuring safety.

For example, in the state shown in FIG. 4, if a communication state with sufficient accuracy is already ensured for the section between the wireless communication required section AR1 and the wireless communication required section AR2, it is possible to change from the state shown in FIG. 4 to the state shown in FIG. 7 simply by rewriting the data in the required section data storage unit ED.

In the example of FIG. 7, a check point PP and an indicator IX indicating this are provided at a position within the wireless communication required section ARx that is not on the near side (entrance side) of the wireless communication required section ARx. In other words, a mandatory section point detection unit PDI is provided that detects the arrival of a vehicle VE within the wireless communication required section ARx. This makes it possible to reliably detect the position of a vehicle VE within the wireless communication required section ARx, for example, and ensures higher safety. In the example of FIG. 7, the indicator (ground coil) IX constituting the mandatory section point detection unit PDI is provided corresponding to the blockage boundary BB.

As another example, as shown in FIG. 8, the entire line from station B1 onwards may be within the wireless communication required section ARz. In other words, from station B1 onwards, the section is one in which operation management is established using a wireless system such as CBTC (Communications-Based Train Control). From another perspective, the aspect shown in FIG. 8 connects sections where CBTC is used and sections where it is not used.

By adopting this configuration, for example, in a section of track that connects a low-volume track section and a high-density track section, the entire area of the high-density track section where high-precision train control is required can be designated as a section requiring wireless communication, making it possible to control both the low-volume track section and the high-density track section with the same system. In this case, it is also possible to implement moving blocks within the section requiring wireless communication.

Furthermore, the mandatory section setting unit RS may set a different wireless communication mandatory section for each vehicle VE. In other words, the mandatory section data storage unit ED constituting the mandatory section setting unit RS may store data for a different wireless communication mandatory section for each vehicle VE. More specifically, the wireless communication mandatory section may differ depending on whether the vehicle VE is a normal passenger train, a local train, an express train, a freight train, etc., and further depending on the vehicle type, time period (rush hour, off-peak), speed limit, etc., such as the case shown in FIG. 4 or the case shown in FIG. 7. By setting different wireless communication mandatory sections for each vehicle VE, it is possible to optimize the monitoring load, for example.

In addition, the wireless communication infrastructure on the ground side in configuring the above-mentioned configuration, i.e., the communication configuration on the ground side, can be various. As shown in FIG. 9(A) as an example, multiple radios 22 and multiple ground control devices 21 can be connected (many-to-many), or as shown in FIG. 9(B) as an example, a public line can be used to connect each radio 22 and ground control device 21 individually.

The configuration of the wireless communication section of the comparative example shown in FIG. 10 will be described below. FIG. 10 corresponds to FIG. 4 and the like. In FIG. 10, the wireless communication section CAa and the wireless communication required section EAa coincide at station A, and the wireless communication section CAb and the wireless communication required section EAb coincide at station B. In such a case, if a communication abnormality occurs at any one of the wireless communication sections CAa and CAb, it may be necessary to stop operation at station A and its entire surroundings, or at station B and its entire surroundings. For example, for three consecutive blocked sections 1x to 3x separated by a block boundary BB as shown in the figure, if a stop occurs at either the wireless communication section CAa or the wireless communication section CAb, the intermediate blocked section 2x may be placed in a station-on-rail state. In addition, since it is necessary to constantly ensure a state of wireless communication throughout the entire section, the installation costs of the equipment and the maintenance and management costs may increase. In this embodiment, such a situation can be avoided.

Below, an example of the operation of the vehicle communication device 100 according to this embodiment will be described with reference to the flowchart in FIG. 11.

First, the vehicle communication device 100 checks whether detection has occurred in the point detection unit PD (step S101) and continues the checking operation until detection has occurred. When detection is confirmed in step S101 (step S101: Yes), the data reference unit DR of the vehicle communication device 100 references the mandatory section data storage unit ED and starts monitoring by the monitoring unit MO of the wireless communication mandatory section corresponding to the detection result (step S102). In other words, in response to vehicle detection by the point detection unit PD, the monitoring unit MO starts monitoring the operation of the target vehicle in the corresponding wireless communication mandatory section.

Next, the vehicle communication device 100 checks whether the front end of the train of the vehicle VE to be monitored is in the radio communication required section (step S103), and if so (step S103: Yes), it determines that the vehicle VE to be monitored is in the radio communication required section (step S104).

On the other hand, if it is determined in step S103 that the vehicle is not in the radio communication required section, the vehicle communication device 100 further checks whether the end of the formation is in the radio communication required section (step S105), and if it is in the radio communication required section (step S105: Yes), it determines that the vehicle VE to be monitored is in the radio communication required section (step S104).

If it is determined in step S105 that the vehicle VE has not entered the wireless communication required section, the vehicle communication device 100 determines that the vehicle VE has left the wireless communication required section (step S106), ends the series of processes, and ends monitoring by the monitoring unit MO. In this case, for example, it is possible for the monitoring unit MO to end monitoring by receiving a signal from the target vehicle, the vehicle VE, indicating that it has left the wireless communication required section.

On the other hand, if the determination in step S104 is made, the vehicle communication device 100 further checks whether a predetermined time has elapsed (step S107).

If it is determined in step S107 that the predetermined time has not elapsed (step S107: No), the vehicle communication device 100 repeats the operations from step S103.

On the other hand, if it is determined in step S107 that the predetermined time has elapsed (step S107: Yes), it is determined that some abnormality has occurred in the running (operation) of the vehicle VE (step S108), and the series of processes is terminated.

When a determination is made in step S108, necessary processing is carried out, such as setting the relevant section to an on-track state.

In addition, various aspects of monitoring by the monitoring unit MO are possible. For example, a threshold value may be set in advance for the signal strength of wireless communication, and based on the threshold value, in steps S103 and S105, it may be confirmed whether the head or end of the train of the vehicle VE is in a wireless communication required section. In addition, as shown in FIG. 2, if the head and end of the vehicle VE are equipped with on-board terminals DD, it is possible to confirm in steps S103 and S105 by using the connection with both on-board terminals DD, or by using the various information described above and mileage information calculated from a tachograph or the like, or by using position information directly obtained using a global navigation satellite system (GNSS) or the like.

Regarding entry and exit into wireless communication sections such as wireless communication section CAa, various modes are possible. For example, section information can be stored in a database DB, and start and end can be determined using a position detection means on the vehicle side. Alternatively, transmission can be performed continuously regardless of whether a connection is established or not.

As described above, the vehicle communication device 100 and the train control system 500 according to the present embodiment include a mandatory section data storage unit ED that stores data on the mandatory section of the wireless communication section where constant wireless communication is confirmed, a point detection unit PD that detects the arrival of a vehicle at the check point PP located at the start position of the mandatory section of the wireless communication section or a position before the start position, and a data reference unit DR that refers to the mandatory section data storage unit ED to identify data on the mandatory section of the wireless communication section that corresponds to the detection result at the point detection unit PD. As a result, a mandatory section of the wireless communication section where constant wireless communication is confirmed is set, and when the vehicle VE arrives at the check point PP located at the start position of the mandatory section of the wireless communication section or a position before the start position, the data on the corresponding mandatory section of the wireless communication is referenced, thereby maintaining the operation confirmation of the vehicle VE in the mandatory section of the wireless communication as a confirmation section necessary for maintaining safety and improving availability, while adjusting the length of the range of the wireless communication section set as the mandatory section of the wireless communication section in the data taking into account traffic conditions, etc., thereby reducing the introduction cost.

Note that various other methods can be used to capture the check point PP. For example, a ground coil has been exemplified as the indicator IX, but the indicator IX is not limited to this. Other possible methods include using coordinates (such as kilometre posts) that indicate the position on the track, such as kilometres, using distance (distance measurement on the train), or using various sensors to detect the position. Looking at the setting of a wireless communication required section from another perspective, this is equivalent to setting a check point PP in a wireless communication section. Therefore, by incorporating various methods depending on the situation of the location required as the check point PP, it is possible to set a wireless communication required section more simply and appropriately.

Second Embodiment
Hereinafter, an example of the vehicle communication device 100 and train control system 500 according to the second embodiment will be described with reference to Fig. 12. Fig. 12 corresponds to Fig. 2. As is clear from comparing Fig. 12 with Fig. 2, this embodiment differs from the first embodiment in that the essential section data storage unit ED is provided on the ground side (i.e., the database DB is provided on the ground side) in that the essential section data storage unit ED is provided on the ground side, which is the case with the first embodiment in which the essential section data storage unit ED is provided in the on-board control device 11, i.e., on the train side. Other than the above, the overall configuration of the vehicle communication device 100 and train control system 500 is the same as that of the first embodiment, and therefore detailed description of the overall configuration will be omitted.

In the example shown in FIG. 12, the ground control device 21 as a ground-side facility is configured to additionally include a database DB, i.e., a required section data storage unit ED. In this case, the ground control device 21 functions as a data reference unit DR that references the required section data storage unit ED in response to detection by the point detection unit PD. In other words, the ground control device 21 functions as a required section setting unit RS by using the required section data storage unit ED. Furthermore, as shown by arrow AX, the ground control device 21 transmits data on the wireless communication required section identified as a result of the reference performed by the data reference unit DR to the on-board side, i.e., the on-board device 10, via the radio 22 or the ground coil CC1, etc. As a result, the on-board device 10, i.e., the on-board control device 11, identifies the sections that require constant wireless communication.

The ground-side equipment equipped with the required section data storage unit ED is not limited to the example shown in FIG. 12, but may be configured to have the required section data storage unit ED somewhere within the ground-side control unit MM, for example. More specifically, it may be possible to use data stored in the traffic management device MD, which is responsible for traffic management on the ground side, as the required section data storage unit ED.

As described above, the vehicle communication device 100 and train control system 500 according to this embodiment can maintain operation confirmation of vehicles VE in sections where wireless communication is required to ensure availability, while taking into account traffic conditions, etc., the length of the range of wireless communication sections that is set as wireless communication required sections can be adjusted digitally, thereby reducing implementation costs.

Third Embodiment
Hereinafter, an example of the vehicle communication device 100 and the train control system 500 according to the third embodiment will be described with reference to FIG.

In the above description of the first and second embodiments, the wireless communication section and the wireless communication required section are mainly exemplified as stations and their surroundings, but the vehicle communication device 100 and the train control system 500 are not limited to this and can be installed at various locations on the route. For example, as shown in FIG. 13(A) and FIG. 13(B), it is also possible to set them at a location including a railroad crossing section. Specifically, as shown in FIG. 13(A) and the like, the wireless communication section CAa includes a railroad crossing RC, and when the vehicle VE arrives at the wireless communication section CAa, communication is possible between the railroad crossing RC and the vehicle VE. In this case, as an example of a series of operations, first, the vehicle VE enters the wireless communication section CAa, and when the presence of the vehicle VE is confirmed at the railroad crossing RC, the railroad crossing RC starts various preparatory operations for lowering the crossing gate. Meanwhile, the vehicle VE is subject to restrictions such as speed limits. When it is confirmed that the crossing gate has been lowered at the railroad crossing RC, the speed limit of the vehicle VE is released and the vehicle continues to run.

Taking the above aspects into consideration, the wireless communication mandatory section EAa in the wireless communication section CAa can be set appropriately while including the section of the railroad crossing RC. In other words, the wireless communication mandatory section EAa can be set depending on the extent to which constant communication is considered necessary when passing through the railroad crossing RC. The example in FIG. 13(A) shows a case in which only the vicinity of the railroad crossing RC is protected. In contrast, the example in FIG. 13(B) shows a wider range of the wireless communication mandatory section EAa. By widening the wireless communication mandatory section EAa as in the case of FIG. 13(B), it is possible to more quickly and reliably control the train to stop in an emergency when, for example, the emergency button at the railroad crossing RC is pressed.

Note that the range of the wireless communication required section EAa for the wireless communication section CAa can be set in a similar manner at various locations on the tracks, not just near stations or railroad crossings.

As described above, the vehicle communication device 100 and train control system 500 according to this embodiment can maintain operation confirmation of vehicles VE in sections where wireless communication is required to ensure availability, while taking into account traffic conditions, etc., the length of the range of wireless communication sections that is set as wireless communication required sections can be adjusted digitally, thereby reducing implementation costs.

〔others〕
The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

First, in each of the above embodiments, a monitor or the like may be provided in the driver's cab of the vehicle VE to display images associated with the setting of sections where wireless communication is required.

Furthermore, the mandatory section setting unit RS can take various forms, not limited to the form in which a database DB as described above is installed, so long as it is possible to ensure that information on the pre-set mandatory wireless communication section can be retrieved at the required timing.

In the above embodiment, in FIG. 1 and other figures, the section between stations (between Station A and Station B) is shown as a single track, i.e., an alternating traffic section, but the present invention can also be applied to a double track section. Furthermore, it is conceivable that the invention can be applied not only to trains, but also to various other transportation systems such as BRT (Bus Rapid Transit) and LRT (Light Rail Transit).

1x to 3x...block section, 10...on-board equipment, 11...on-board control device, 12...radio, 13...point detection device, 14...emergency brake, 20, 20A, 20B...ground equipment, 21...ground control device, 22...radio, 23...interlocking device, 24a...signal, 24b...point, 100...vehicle communication device, 500...train control system, AR1 to AR4, ARx, ARz...wireless communication required section, AX...arrow, BB, BBb...block boundary, BR...branch, CAa, CAb...wireless communication section, CC1 to CC4 ...Ground coil, DB...Database, DBa...Radio database, DBb...Route database, DBc...Railway database, DD...On-board coil, DR...Data reference unit, EAa, EAb...Wireless communication required section, ED...Required section data storage unit, IX...Indicator, MD...Traffic management device, MM...Ground side control unit, MO...Monitoring unit, PD...Point detection unit, PDI...Required section point detection unit, PP...Check point, RC...Railroad crossing, RS...Required section setting unit, VE, VE1, VE2...Vehicle, VEx...Preceding vehicle

Claims (11)

a required section setting unit that determines in advance a wireless communication required section in which constant wireless communication is confirmed among wireless communication sections;
a point detection unit that detects arrival of a vehicle at a check point that is provided at a start position of the wireless communication required section or at a position before the start position;
Equipped with
A vehicle communication device which , when a target vehicle is present in the wireless communication required section, treats a temporary interruption in communication and communication confirmation as an abnormality . The vehicle communication device according to claim 1, wherein the mandatory section setting unit has a mandatory section data storage unit that stores data on the wireless communication mandatory section, and a data reference unit that references the mandatory section data storage unit to identify data on the wireless communication mandatory section that corresponds to the detection result by the point detection unit. The vehicle communication device according to claim 2, wherein the required section data storage unit is mounted on the vehicle and is referenced when the vehicle reaches the check point. The essential section data storage unit is provided in a ground-side facility,
The vehicle communication device according to claim 2 , wherein the ground-side facility transmits the data of the wireless communication required section identified by the data reference unit to an on-board facility. The vehicle communication device according to any one of claims 1 to 4, wherein the wireless communication required section includes a specific area among target stations within the wireless communication section. The vehicle communication device according to any one of claims 1 to 5, wherein the section requiring wireless communication includes a railroad crossing section. The vehicle communication device according to any one of claims 1 to 6, further comprising a monitoring unit that starts monitoring the operation of a target vehicle in the corresponding wireless communication required section in response to vehicle detection by the point detection unit. The vehicle communication device according to claim 7, wherein the monitoring unit terminates monitoring when it receives a signal from the target vehicle indicating that the target vehicle has left the corresponding wireless communication required section. The vehicle communication device according to any one of claims 1 to 8, further comprising a mandatory section point detection unit that detects the arrival of a vehicle within the wireless communication mandatory section. The vehicle communication device according to any one of claims 1 to 9, wherein the mandatory section setting unit sets the wireless communication mandatory section differently for each vehicle. A train control system comprising a vehicle communication device according to any one of claims 1 to 10.

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