Vehicle communication device and train control system

Abstract

To provide a vehicle communication device retaining safety which can suppress an introduction cost without degrading availability and a train control system assembling the vehicle communication device.SOLUTION: A vehicle communication device comprises an essential section data storing part ED to store data of wireless communication essential section constantly recognizing wireless communications in a wireless communication section, a location point detection part PD to detect an arrival of a vehicle at a check point PP, this side of the wireless communication essential section and a data reference part DR to reference the essential section data storing part ED and to specify data of the wireless communication essential section corresponding to the detection results at location point detection part PD.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle communication device that performs communication during, for example, train operation, and a train control system incorporating the vehicle communication device. [Background technology]

[0002] 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 decline in the workforce and aging equipment. For example, by using a wireless system such as Communications-Based Train Control (CBTC) 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 is premised on the establishment of wireless communication 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).

[0003] However, in the communication systems shown in Patent Documents 1 and 2, from the viewpoint of ensuring safety, for example, if a temporary communication abnormality occurs somewhere 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 a situation from occurring, this will lead to a further increase in costs. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-117120 A [Patent Document 2] JP 2002-240716 A Summary of the Invention

[0005] The present invention has been made in consideration of the above-mentioned points, and aims to provide a vehicle communication device and a train control system incorporating the same, which can reduce implementation costs without reducing availability while maintaining safety.

[0006] To achieve the above-mentioned objective, a vehicle communication device includes a mandatory section setting unit that predetermines a wireless communication required section within a wireless communication section where constant wireless communication is checked, and a point detection unit that detects the arrival of a vehicle at a check point located at or before the start position of the wireless communication required section.

[0007] In the above-mentioned vehicle communication device, a wireless communication required section is set 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 required section or a position before the start position, the required section setting unit maintains confirmation of the vehicle's operation in the relevant section, which is a confirmation section necessary to maintain safety, and which is predetermined by the required section setting unit, thereby improving availability, while also adjusting the length of the range of the wireless communication section set as the wireless communication required section taking into account traffic conditions, etc., thereby reducing implementation costs.

[0008] In a specific aspect of the present invention, the mandatory section setting unit has a mandatory section data storage unit that stores data of the wireless communication mandatory section, and a data reference unit that references the mandatory section data storage unit to identify data of the wireless communication mandatory section that corresponds to the detection result of the point detection unit. In this case, by referring to the data of the wireless communication mandatory section, the length of the range set as the wireless communication mandatory section can be adjusted in terms of data.

[0009] In another aspect of the present invention, the mandatory section data storage unit is mounted on the vehicle and referred to when the vehicle reaches a check point. In this case, when the vehicle reaches 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.

[0010] In yet another aspect of the present invention, the essential section data storage unit is provided in a ground-side facility, and the ground-side facility transmits data of the wireless communication essential section identified by the data reference unit to the on-board side of the vehicle. In this case, it is possible to configure such that, upon arrival at a check point, the vehicle travels based on the data of the wireless communication essential section identified on the ground side.

[0011] In yet another aspect of the present invention, the wireless communication required section includes a part of a specific area among target stations in the wireless communication section. In this case, for example, in a station (target station) to which a train is heading, a specific area such as a block boundary that needs to be confirmed can be set as the wireless communication required section, thereby ensuring the safety of train operation.

[0012] In yet another aspect of the present invention, the wireless communication required section includes a railroad crossing section. In this case, the safety of the railroad crossing section can be ensured, and the wireless communication required section can be adjusted depending on, for example, the situation of the target railroad crossing.

[0013] In still 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.

[0014] In still another aspect of the present invention, the monitoring unit terminates monitoring when a signal is received from the target vehicle indicating that the target vehicle has left the corresponding wireless communication required section. In this case, monitoring of the target vehicle in the wireless communication required section from start to completion can be reliably guaranteed.

[0015] In still another aspect of the present invention, a mandatory section point detection unit that detects arrival of a vehicle in a wireless communication mandatory section is provided. In this case, for example, reliable position detection of a vehicle in a wireless communication mandatory section is possible.

[0016] In still another aspect of the present invention, the mandatory section setting unit sets different wireless communication mandatory sections for each vehicle. In this case, an appropriate wireless communication mandatory section is set depending on the type, time period, running speed, stop stations, etc. of the vehicle.

[0017] A train control system for achieving the above object includes any one of the vehicle communication devices described above.

[0018] By including any one of the above vehicle communication devices in the vehicle communication device, it is possible to reduce the introduction cost without reducing availability and while maintaining safety when controlling trains during train operation. [Brief description of the drawings]

[0019] [Figure 1] 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. [Diagram 2] 1 is a block diagram for explaining a configuration example of a train control system incorporating a vehicle communication device. [Diagram 3] 1 is a data table showing an example of the contents of data contained in a database. [Figure 4] FIG. 2 is a schematic diagram showing an example of a wireless communication section and a section where wireless communication is required; [Diagram 5] FIG. 2 is a block diagram showing an example of the operation of train control in the train control system. [Figure 6] 1A and 1B are schematic diagrams showing an example of vehicle operation based on a train control system in which a vehicle communication device is incorporated. [Figure 7] FIG. 11 is a schematic diagram showing another example of a wireless communication section and a wireless communication required section. [Figure 8] FIG. 11 is a schematic diagram showing another example of a wireless communication section and a wireless communication required section. [Figure 9] 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. [Figure 10] FIG. 11 is a schematic diagram showing an example of the configuration of a wireless communication section of a comparative example. [Figure 11] 4 is a flowchart for explaining an example of an operation of the vehicle communication device. [Figure 12] 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. [Figure 13] 13(A) and 13(B) are schematic diagrams showing an example of a vehicle communication device according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] [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.

[0021] 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, for example. The on-board equipment 10 controls various operations related to the running of the vehicle VE while communicating information about train operation as necessary, and the ground equipment 20 controls the operation of various ground-side facilities such as signals and points. The ground equipment 20 also 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 is an abnormality 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. 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 facilities and various ground-side facilities.

[0022] Here, regarding the communication range between the on-board equipment 10 and the ground equipment 20, that is, the wireless communication section, the communication range between the ground equipment 20A that manages station A in the figure and the on-board equipment 10 is set as the wireless communication section CAa. Similarly, the communication range between the ground equipment 20B that manages station B in the figure and the on-board equipment 10 is set as the wireless communication section CAb. Furthermore, among the wireless communication sections CAa and CAb, the section where wireless communication is always confirmed is called a wireless communication required section, and in the illustrated example, it is set as the wireless communication required sections EAa and EAb. In the 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 capable of taking measures such as immediately stopping the operation of the vehicle in the section when, for example, a communication abnormality occurs in any wireless communication required section. Note that, among the sections between station A and station B, the sections other than the wireless communication sections CAa and CAb are sections where communication is not performed.

[0023] 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 mounted on each vehicle VE. This allows the on-board device 10 to acquire, for example, necessary information on the wireless communication required sections by appropriately referring to various data included in the database DB that stores various information required for the travel of the vehicle VE. 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.

[0024] In addition, block sections are provided on the tracks at each station, and the ends of these sections are shown as block boundaries BB in the figure.

[0025] Furthermore, in the above-mentioned embodiment, an index IX is provided as an absolute position reference fixedly provided at a specific position on the track. Various indexes IX can be applied, but a typical example is to use a ground coil. The index IX made of the 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 indexes 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 a check point PP located before the wireless communication required sections EAa and EAb by connecting with the on-board coil of the on-board device 10. In the illustrated example, the ground coils CC1 to CC4 as the index 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 a 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 provided 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 provided at the position of the block boundary BB. In such a case, it is also possible to consider a mode in which the check point PP is the start position (boundary) of the wireless communication required sections EAa and EAb in the wireless communication sections CAa and CAb.

[0026] The point detection unit PD recognizes on the ground side that there is a vehicle VE entering the radio communication required sections EAa, EAb, and recognizes on the on-board side that the vehicle VE is reaching the radio communication required sections EAa, EAb.

[0027] In particular, in the case of the above embodiment, the on-board device 10 mounted on the vehicle VE, upon detection by the point detection unit PD, refers to the mounted database DB to identify data of the wireless communication required section corresponding to the detection result by the point detection unit PD and grasp the section requiring constant wireless communication. 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 of the wireless communication required section.

[0028] Furthermore, with regard to the above embodiment, the on-board equipment 10 can also be considered to function as a mandatory section setting unit RS that predetermines a wireless communication mandatory section where constant wireless communication is checked among the wireless communication sections. That is, in the on-board equipment 10, as a specific embodiment for predetermining a wireless communication mandatory section that can be referred to, the mandatory section setting unit RS is configured by a mandatory section data storage unit ED that stores data of the wireless communication mandatory section in the database DB, and a data reference unit DR that refers to the mandatory section data storage unit ED and specifies data of the wireless communication mandatory section that corresponds to the detection result by the point detection unit PD.

[0029] Here, the vehicle communication device 100 according to the present 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 units constituting the above-mentioned train control system 500. 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 continuous wireless communication is confirmed among the wireless communication sections, and when the point detection unit PD detects that the vehicle VE has reached a check point (for example, 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 (for example, the vehicle V1) can know that it is entering the identified wireless communication mandatory section (for example, the wireless communication mandatory section EAa). In addition, the wireless communication mandatory section becomes a monitoring target while traveling.

[0030] Hereinafter, a configuration example of a train control system 500 incorporating the vehicle communication device 100 will be described with reference to a block diagram shown in FIG.

[0031] The train control system 500 has an on-board device 10 mounted on a vehicle VE as on-board equipment, and the on-board equipment 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-side equipment, and the ground equipment 20 includes a ground control device 21, multiple radio devices 22, an interlocking device 23, a signal device 24a, and a point 24b.

[0032] First, the on-board equipment of the train control system 500, that is, each unit constituting the on-board device 10 will be described.

[0033] The on-board control device 11 is configured with, for example, a CPU or various arithmetic circuits, and controls 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 is referenced by 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 using the mandatory section data storage unit ED.

[0034] 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 the radio communication required section EAa, etc., and the communication range of each radio device 12, 22, and corresponds to the required section data storage unit ED. The route database DBb stores information indicating the route that the vehicles constituting the train can proceed along, that is, the connection of tracks according to the indication 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 the gradient and curve speed limits at each point.

[0035] The wireless device 12 is a device for performing wireless communication with the ground side in a wireless communication zone including a zone where wireless communication is required.

[0036] The location detection device 13 is a device that additionally has an on-board terminal DD and detects the location of the vehicle VE based on information acquired by coupling the on-board terminal DD with a ground terminal (such as ground terminal CC1) as an index IX.

[0037] The emergency brake 14 is a device for stopping the vehicle VE, and forcibly stops the vehicle VE in an emergency such as a communication failure in a wireless communication required section.

[0038] In the illustrated example, the on-board control device 11, radio 12, etc. are installed at the front and rear of the train (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 of the train 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.

[0039] 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 the ground control device 21, multiple radio devices 22, the interlocking device 23, the signal device 24a, and the 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 regarded as a ground-side control unit MM that supervises the overall traffic control on the ground side.

[0040] The ground control device 21 is composed of, for example, a CPU or various arithmetic circuits, and is connected to each part installed on the ground side, and outputs command signals related to the operation of each part to perform control. The ground control device 21 also includes 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.

[0041] Each radio unit 22 is installed at intervals according to its communication capability, for example, at each station (Station A, Station B, etc.), at a railroad crossing, or in their surrounding areas, in order to enable wireless communication with the onboard side in wireless communication sections, including sections where wireless communication is required.

[0042] The interlocking device 23, in accordance with a command signal output from the ground control device 21, controls the operation of each part, such as a signal device 24a and a point 24b, which are installed on the track.

[0043] The traffic management device MD manages various information related to train operation and transmits various information related to operation 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 essential section data storage unit ED in the database DB mounted on each vehicle VE, for example.

[0044] An example of the contents of data contained in the essential section data storage unit ED of the database DB mounted on the vehicle will be described below with reference to an example of a data table shown in FIG.

[0045] 3, in addition to the vehicle ID for identifying the vehicle VE in which the mandatory section data storage unit ED is stored, information on data on the wireless communication mandatory section for each station (such as Station A) that the train stops at between the departure station (Station O) and the terminal station (Station X) is shown. Specifically, for example, check point IDs for identifying check points provided at each station and corresponding data on the wireless communication mandatory section are stored in the mandatory section data storage unit ED.

[0046] 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 on-board device DD, i.e., detected by the point detection unit PD, to obtain the data of 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.

[0047] Note that one wireless communication section CAa may include multiple (two in the illustrated example) wireless communication required sections AR1 and AR2, such as a wireless communication section CAa including station A and a wireless communication section CAb including station B as illustrated in Fig. 4. In this case, an indicator IX is provided at the front (entrance) side of each section AR1 and AR2, and the vehicle VE checks information on the wireless communication required section AR1 or the wireless communication required section AR2 every time it reaches each indicator IX, and maintains a constant connection with the ground side until it passes through the section.

[0048] In the illustrated example, one of both 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 is considered to have entered the block section. In other words, this section is in a state in which 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 the vehicle VE has left the radio communication required section AR2, the on-rail state is released. In this case, even if the vehicle VE is in a section between the radio communication required section AR1 and the radio communication required section AR2, it is still within 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 the 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 in a normal running state, it will eventually reach the radio communication required section AR2. Furthermore, if the vehicle VE maintains the on-rail state, the vehicle VE will be prevented from entering the section, and safety will be ensured. In other words, in the above-mentioned aspect, the section including the block boundary BB, which is essential for ensuring safety, is monitored as a radio communication required section, thereby achieving reduction in introduction costs without reducing availability while maintaining safety. With the above-mentioned aspect, 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 their performance, or maintaining a high communication speed, to the radio communication required sections AR1 and AR2, rather than the entire radio communication section CAa.

[0049] In the example shown in the figure, in order to achieve the same behavior at the next station B as at station A, multiple (two) wireless communication required sections AR3, 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.

[0050] Hereinafter, an example of the operation of train control in the train control system 500 including the vehicle communication device 100 will be described with reference to Figs.

[0051] The block diagram shown in Fig. 5 illustrates a series of operational processing flows for train control by the train control system 500. Meanwhile, Fig. 6(A) and Fig. 6(B) illustrate an example of the operation of the vehicle VE based on the train control system 500.

[0052] 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 issues a stop aspect (step S0). After that, as shown in FIG. 5, when the route is set by the traffic management device MD and the like, and the conditions for the train to proceed safely are met, the signal 24a issues a proceed aspect 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 traffic management device MD (step S2). That is, transmission and reception are performed between the radio device 12 and the radio device 22. As a result of step S2, for example, the driver who has confirmed the proceed aspect by looking at the on-site signal 24a or the in-car signal causes the vehicle VE to proceed 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 reaches a check point PP provided at the entrance side of the wireless communication required section (wireless communication required section AR2 in the illustrated example), the on-board control device 11 performs various necessary checks such as confirmation of establishment of wireless 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 to the block boundary BBb installed before the wireless communication required section AR3 in Station B. Note that the wireless communication state between the on-board control device 11 and the ground device 20 (20A) is continuously monitored until the vehicle VE leaves the wireless communication required section AR2 (step S7). Note that, 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 outputting an emergency brake command (step S8). On the other hand, if the ground control device 21 also detects a communication abnormality with the on-board control device 11 in the wireless communication required section AR2, it takes measures to ensure safety, such as setting the area where the target train may be present to an on-track state (step S9).

[0053] 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 aspects are conceivable. For example, as shown in FIG. 7 as an example, the wireless communication required section may be expanded at station A to be 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 block 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 block section, and a switch 24b is installed there. For example, since switching the switch 24b while the vehicle VE is passing will cause derailment, there are cases where there is a request to accurately grasp the train position until the vehicle VE passes through the switch 24b, or to switch the switch 24b as soon as possible after the vehicle passes through the switch 24b in a high-density timetable. In such a case, by setting an area such as an area ARx where radio communication is required, it becomes possible to maintain speed while ensuring safety.

[0054] Furthermore, for example, in the state of FIG. 4, if a communication state with sufficient accuracy is originally 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 of FIG. 4 to the state of FIG. 7 simply by rewriting the data in the required section data storage unit ED.

[0055] In the example of Fig. 7, a check point PP and an indicator IX indicating the check point PP 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 that detects the arrival of the vehicle VE within the wireless communication required section ARx is provided. This makes it possible to reliably detect the position of the vehicle VE within the wireless communication required section ARx, for example, and ensure higher safety. In the example of Fig. 7, an indicator (ground coil) IX constituting the mandatory section point detection unit PDI is provided corresponding to the block boundary BB.

[0056] Furthermore, as another example, as shown in Fig. 8, the entire line from station B1 onwards may be in a wireless communication required section ARz. In other words, from station B1 onwards, the section is one in which operation management by a wireless system such as CBTC (Communications-Based Train Control) has been established. From another perspective, the aspect shown in Fig. 8 connects a section in which CBTC is adopted and a section in which CBTC is not adopted.

[0057] By adopting this configuration, for example, in a section where a low-density line section and a high-density line section are connected, the range of the high-density line section where high-precision train control is desired can be made into a wireless communication required section, and both the low-density line section and the high-density line section can be controlled by the same system. In this case, it is also possible to realize a moving block within the wireless communication required section.

[0058] Furthermore, the mandatory section setting unit RS may set a different wireless communication mandatory section for each vehicle VE. That is, the mandatory section data storage unit ED constituting the mandatory section setting unit RS may store data of a different wireless communication mandatory section for each vehicle VE. More specifically, the wireless communication mandatory section may be different, such as the case shown in FIG. 4 or the case shown in FIG. 7, depending on whether the vehicle VE is a normal passenger vehicle, a local train, an express train, a freight train, etc., and further depending on the vehicle type, the time period (rush hour, off-peak), the speed limit, etc. By setting different wireless communication mandatory sections for each vehicle VE, it is possible to optimize the monitoring load, for example.

[0059] In addition, with regard to the wireless communication infrastructure on the ground side in configuring the above-mentioned configuration, i.e., the communication configuration on the ground side, various configurations are considered. As shown in an example in Figure 9(A), multiple radio devices 22 and multiple ground control devices 21 may be connected (many-to-many), or as shown in an example in Figure 9(B), public lines may be used to connect each radio device 22 and ground control device 21 individually.

[0060] The configuration of the wireless communication section of the comparative example shown in FIG. 10 will be described below. FIG. 10 is a diagram corresponding 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 block 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 block section 2x may be placed in a track state. In addition, since it is necessary to constantly ensure a state of wireless communication in the entire section, there is a possibility that the installation cost of the equipment and the maintenance and management costs will increase. In this embodiment, such a situation can be avoided.

[0061] An example of the operation of the vehicle communication device 100 according to this embodiment will be described below with reference to the flowchart of FIG.

[0062] First, the vehicle communication device 100 checks whether detection has been made in the point detection unit PD (step S101), and continues the checking operation until detection is made. When detection is confirmed in step S101 (step S101: Yes), the data reference unit DR of the vehicle communication device 100 refers to the essential section data storage unit ED and starts monitoring the wireless communication essential section corresponding to the detection result by the monitoring unit MO (step S102). In other words, in response to the vehicle detection by the point detection unit PD, the monitoring unit MO starts monitoring the operation of the target vehicle in the wireless communication essential section.

[0063] 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 it is in the train (step S103: Yes), it determines that the vehicle VE to be monitored is present in the radio communication required section (step S104).

[0064] On the other hand, if it is determined in step S103 that the end of the formation is not in the radio communication required section (step S105), 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 present in the radio communication required section (step S104).

[0065] 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 considered that the monitoring unit MO ends monitoring when it receives a signal from the vehicle VE, which is the target vehicle, that indicates that the vehicle VE has left the wireless communication required section.

[0066] On the other hand, if the determination in step S104 is made, the vehicle communication device 100 further checks whether or not a predetermined time has elapsed (step S107).

[0067] 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.

[0068] 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 ended.

[0069] When the determination in step S108 is made, necessary processing is carried out, such as setting the relevant section to an on-track state.

[0070] In addition, among the above, various aspects of monitoring by the monitoring unit MO are possible, and 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 illustrated in Fig. 2, if the vehicle VE is provided with on-board terminals DD at both the head and end, it may be possible to perform the confirmation in steps S103 and S105 by using a 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.

[0071] Regarding entry and exit into a wireless communication section such as wireless communication section CAa, various modes are possible. For example, section information can be stored in a database DB, and the start and end can be determined using a position detection means on the vehicle side, or a mode in which transmission is constant regardless of whether a connection is established or not can be considered.

[0072] 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 of a wireless communication mandatory section in which constant wireless communication is confirmed among the wireless communication sections, a point detection unit PD that detects the arrival of a vehicle at a check point PP provided at the start position of the wireless communication mandatory section or a position before the start position, and a data reference unit DR that refers to the mandatory section data storage unit ED and specifies data of the wireless communication mandatory section corresponding to the detection result of the point detection unit PD. As a result, a wireless communication mandatory section in which constant wireless communication is confirmed among the wireless communication sections is set, and when the vehicle VE arrives at the check point PP provided at the start position of the wireless communication mandatory section or a position before the start position, the data of the corresponding wireless communication mandatory section is referenced, thereby maintaining the operation confirmation of the vehicle VE in the wireless communication mandatory section as a confirmation section necessary for maintaining safety and improving availability, while adjusting the length of the range set as the wireless communication mandatory section among the wireless communication sections in consideration of traffic conditions, etc., in the data, thereby reducing the introduction cost.

[0073] In addition, various other means for capturing the check point PP can be adopted. 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 kilometer posts) that indicate the position on the track, such as kilometers, using distance (distance measurement on the train side), or using various sensors to detect the position. From another perspective, the setting of a wireless communication required section is equivalent to setting a check point PP in a wireless communication section. Therefore, by adopting various methods according to the situation of the location required as the check point PP, it is possible to set the wireless communication required section more simply and appropriately.

[0074] 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. Note that Fig. 12 is a diagram corresponding 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 it is provided in the on-board control device 11, i.e., on the train side. Note that the overall configuration of the vehicle communication device 100 and train control system 500 other than the above is the same as in the first embodiment, and therefore detailed description of the overall configuration will be omitted.

[0075] 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 mandatory section data storage unit ED. In this case, the ground control device 21 functions as a data reference unit DR that references the mandatory section data storage unit ED upon detection by the point detection unit PD. In other words, the ground control device 21 functions as a mandatory section setting unit RS by using the mandatory section data storage unit ED. Furthermore, as shown by the arrow AX, the ground control device 21 transmits data of the wireless communication mandatory 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 wireless device 22 or the ground coil CC1, etc. As a result, the on-board device 10, i.e., the on-board control device 11, grasps the section that requires continuous wireless communication.

[0076] In addition, the ground-side equipment equipped with a required section data storage unit ED is not limited to the example shown in Figure 12, and it is possible to configure it so that a required section data storage unit ED is provided somewhere within the ground-side control unit MM, for example.More specifically, it is also possible to use data stored in an operation management device MD that is responsible for operation management on the ground side as the required section data storage unit ED.

[0077] As described above, with the vehicle communication device 100 and train control system 500 of this embodiment, it is possible to maintain operation confirmation of the vehicle VE in sections where wireless communication is required to ensure availability, while taking into account traffic conditions, etc., the length of the range of the wireless communication section that is set as a section where wireless communication is required can be adjusted digitally, thereby reducing implementation costs.

[0078] 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.

[0079] In the above description of the first and second embodiments, the target of the wireless communication section and the wireless communication required section is mainly a station and its surroundings. However, 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 illustrated in FIG. 13(A) and FIG. 13(B), it is possible to set them at a location including a railway crossing section. Specifically, as shown in FIG. 13(A) and the like, the railway crossing RC is included in the wireless communication section CAa, and when the vehicle VE arrives at the wireless communication section CAa, communication is possible between the railway 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 railway crossing RC, the railway crossing RC starts various preparatory operations for lowering the crossing gate. Meanwhile, the vehicle VE is subject to restrictions such as a speed limit. When it is confirmed that the crossing gate is lowered at the railway crossing RC, the speed limit of the vehicle VE is released and the vehicle continues to run.

[0080] In consideration of the above-mentioned aspects, the wireless communication mandatory section EAa in the wireless communication section CAa can be appropriately set while including the section of the railroad crossing RC. In other words, the wireless communication mandatory section EAa can be set depending on the range over which constant communication is considered necessary when passing through the railroad crossing RC. The example in FIG. 13(A) shows a case where only the vicinity of the railroad crossing RC is protected. In contrast, the example in FIG. 13(B) shows the wireless communication mandatory section EAa in a wider range. By widening the wireless communication mandatory section EAa as in the case of FIG. 13(B), it is possible to more quickly and reliably perform emergency stop control of the train when, for example, the emergency button at the railroad crossing RC is pressed.

[0081] In addition, the range of the wireless communication required section EAa for the wireless communication section CAa can be set in a similar manner not only near stations and railroad crossings but also at various locations on the tracks.

[0082] As described above, with the vehicle communication device 100 and train control system 500 of this embodiment, it is possible to maintain operation confirmation of the vehicle VE in sections where wireless communication is required to ensure availability, while taking into account traffic conditions, etc., the length of the range of the wireless communication section that is set as a section where wireless communication is required can be adjusted digitally, thereby reducing implementation costs.

[0083] 〔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.

[0084] First, in each of the above-described 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 the wireless communication required section.

[0085] Furthermore, the mandatory section setting unit RS can be configured in various ways, not limited to the above-described manner in which a database DB is installed, so long as it is possible to ensure that information on the pre-set mandatory wireless communication sections can be retrieved at the required timing.

[0086] In the above embodiment, the section between stations (between Station A and Station B) is shown as a single track, i.e., an alternating traffic section in Fig. 1 and other figures, but the present invention can also be applied to a double track section. Also, the present 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). [Explanation of symbols]

[0087] 1x-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-AR4, ARx, ARz...wireless communication required section, AX...arrow, BB, BBb...block boundary, BR...branch, CAa, CAb...wireless communication section, CC1-CC 4...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...Railway crossing, RS...Required section setting unit, VE, VE1, VE2...Vehicle, VEx...Preceding vehicle

Claims

1. 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.

2. 2. The vehicle communication device according to claim 1, wherein the mandatory section setting unit includes a mandatory section data storage unit that stores data of the wireless communication required section, and a data reference unit that refers to the mandatory section data storage unit to identify data of the wireless communication required section that corresponds to a detection result by the point detection unit.

3. The vehicle communication device according to claim 2 , wherein the essential section data storage unit is mounted on a vehicle and is referred to when the vehicle reaches the check point.

4. 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.

5. 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.

6. The vehicle communication device according to any one of claims 1 to 5, wherein the wireless communication required section includes a railroad crossing section.

7. The vehicle communication device according to claim 1 , further comprising a monitoring unit that starts monitoring the operation of a target vehicle in the wireless communication required section in response to vehicle detection by the point detection unit.

8. The vehicle communication device according to claim 7 , wherein the monitoring unit terminates monitoring when a signal is received from the target vehicle indicating that the target vehicle has left the wireless communication required section.

9. The vehicle communication device according to any one of claims 1 to 8, further comprising an essential section point detection unit that detects arrival of a vehicle within the wireless communication essential section.

10. The vehicle communication device according to any one of claims 1 to 9, wherein the essential section setting unit sets the essential wireless communication section differently for each vehicle.

11. A train control system comprising the vehicle communication device according to any one of claims 1 to 10.

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