extracted from wipo:
formulas and tables are not copied:
FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN TRAFFIC CONTROL DEVICE AND TRAIN TRAFFIC CONTROL
METHOD;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
DESCRIPTION
TRAIN TRAFFIC CONTROL DEVICE AND TRAIN TRAFFIC CONTROL
METHOD
5
Field
[0001] The present invention relates to a train traffic
control device and to a train traffic control method.
10 Background
[0002] A headway control technology for controlling
train operation intervals is conventionally known. For
example, Patent Literature 1 discloses a technology for
determining the train preceding a train to be controlled,
15 based on information indicating the location of the train
to be controlled and on information indicating an operating
condition of another train, thus to control the operation
interval between the train to be controlled and the
preceding train.
20
Citation List
Patent Literature
[0003] Patent Literature 1: Japanese Patent Application
Laid-open No. 2001-158356
25
Summary
Technical Problem
[0004] However, the technology described in Patent
Literature 1 listed above determines the preceding train
30 based on only an operating condition of another train.
This may cause a failure to appropriately determine the
preceding train. In addition, although Patent Literature 1
listed above does not disclose a technology for determining
3
the train following a train to be controlled, an
appropriate determination of the following train may also
be failed when the following train is determined based on
only an operating condition of another train, similarly to
the case of the 5 preceding train.
[0005] The present invention has been made in view of
the foregoing, and it is an object of the present invention
to provide a train traffic control device capable of
suitably adjusting a train operation interval by
10 determining the preceding train and the following train
with high accuracy.
Solution to Problem
[0006] To solve the problem and achieve the object
15 described above, a train traffic control device of the
present invention includes an information acquisition unit,
a determination unit, a generation unit, and a transmission
processing unit. The information acquisition unit obtains
location information representing a location of each of
20 multiple trains, and departure order information
representing an order of departure of one or more trains of
the multiple trains from a station. The determination unit
determines a preceding train running in advance of a target
train and a following train running in rear of the target
25 train based on the location information and on the
departure order information obtained by the information
acquisition unit. The target train is a train on which
running control is performed, among the multiple trains.
The generation unit generates headway control information
30 based on a determination result from the determination unit,
the headway control information being information for
controlling an operation interval between each of the
preceding train and the following train and the target
4
train. The transmission processing unit transmits the
headway control information generated by the generation
unit to an on-board device of the target train.
Advantageous Effects 5 of Invention
[0007] The present invention provides an advantage in
being capable of determining the preceding train and the
following train with high accuracy and of suitably
adjusting a train operation interval.
10
Brief Description of Drawings
[0008] FIG. 1 is a diagram illustrating an example
configuration of a wireless train control system according
to a first embodiment of the present invention.
15 FIG. 2 is a diagram for describing a process of
determination of the preceding train and of the following
train according to the first embodiment.
FIG. 3 is a diagram illustrating an example
configuration of a train traffic control device according
20 to the first embodiment.
FIG. 4 is a diagram illustrating an example of route
information table according to the first embodiment.
FIG. 5 is a diagram illustrating an example of
relationships among blocks, routes, and departure routes
25 according to the first embodiment.
FIG. 6 is a diagram illustrating part of schedule
information stored in the schedule information storage unit
according to the first embodiment.
FIG. 7 is a diagram for describing a preceding-and30
following trains determination process according to the
first embodiment.
FIG. 8 is a diagram for describing the preceding-andfollowing
trains determination process according to the
5
first embodiment.
FIG. 9 is a diagram for describing the preceding-andfollowing
trains determination process according to the
first embodiment.
FIG. 10 is a diagram for describing 5 the preceding-andfollowing
trains determination process according to the
first embodiment.
FIG. 11 is a diagram for describing the preceding-andfollowing
trains determination process according to the
10 first embodiment.
FIG. 12 is a diagram for describing the preceding-andfollowing
trains determination process according to the
first embodiment.
FIG. 13 is a diagram for describing the preceding-and15
following trains determination process according to the
first embodiment.
FIG. 14 is a diagram for describing the preceding-andfollowing
trains determination process according to the
first embodiment.
20 FIG. 15 is a flowchart illustrating an example of the
preceding-and-following trains determination process
according to the first embodiment.
FIG. 16 is a flowchart illustrating an example of the
preceding-train determination process illustrated in FIG.
25 15.
FIG. 17 is a flowchart illustrating an example of the
first preceding-train determination process illustrated in
FIG. 16.
FIG. 18 is a flowchart illustrating an example of the
30 second preceding-train determination process illustrated in
FIG. 16.
FIG. 19 is a diagram illustrating an example hardware
configuration of the train traffic control device according
6
to the first embodiment.
FIG. 20 is a diagram illustrating an example of the
configuration of a train traffic control device according
to a second embodiment of the present invention.
FIG. 21 is a diagram illustrating 5 part of schedule
information stored in the schedule information storage unit
according to the second embodiment.
FIG. 22 is a diagram illustrating a configuration of a
wireless train control system according to a third
10 embodiment of the present invention.
FIG. 23 is a diagram illustrating an example
configuration of the train traffic control device according
to the third embodiment.
15 Description of Embodiments
[0009] A train traffic control device and a train
traffic control method according to embodiments of the
present invention will be described in detail below with
reference to the drawings. Note that these embodiments are
20 not intended to limit the scope of this invention.
[0010] First Embodiment.
FIG. 1 is a diagram illustrating a configuration of a
wireless train control system according to a first
embodiment of the present invention. A wireless train
25 control system 1 illustrated in FIG. 1 includes multiple
on-board devices 10, multiple wireless devices 20, a ground
control device 21, an interlocking control device 22, and a
train traffic control device 23. Such wireless train
control system 1 includes a signaling technology for
30 operating and controlling trains using communication
between a train and ground equipment. This technology is
also known as communications-based train control (CBTC).
[0011] The multiple wireless devices 20 and the ground
7
control device 21 are communicably connected to each other
via a network 24. The ground control device 21, the
interlocking control device 22, and the train traffic
control device 23 are communicably connected to one another
via a network 25. The networks 24 5 and 25 are each an
intranet, but may each be the Internet or a network other
than an intranet and the Internet.
[0012] Each of trains 30 includes the on-board device 10
placed thereon. The on-board device 10 controls running of
10 that train 30 and the like. The on-board device 10
includes a wireless communication unit 11, which wirelessly
communicates with the wireless devices 20; a train control
unit 12, which controls that train 30; and an operation
control unit 13, which controls operation of that train 30.
15 [0013] The train control unit 12 outputs train state
information to the wireless communication unit 11. The
train state information includes a train identifier (ID),
location information representing the current location of
that train 30, speed information representing the speed of
20 that train 30, and running direction information
representing the travel direction of that train 30. Note
that the train control unit 12 detects the current location
of that train 30 based on the number of wheel rotations
detected by a rotation detector (not illustrated) provided
25 on the train 30, but can also detect the current location
of that train 30 based on location information output from
a global positioning system (GPS) receiver (not
illustrated) provided on the train 30.
[0014] The wireless communication unit 11 receives a
30 wireless signal transmitted from the wireless device 20,
and outputs train control information included in the
wireless signal to the train control unit 12. The train
control unit 12 receives the train control information from
8
the wireless communication unit 11, and controls that train
30 based on the train control information received.
[0015] The train control information is information for
purposes of safe operation, and includes, for example,
route information and stop location 5 information on the
train 30. The route information includes information for
determination of the route to be followed by the train 30.
The stop location information includes information
representing the stop limit location where the train 30
10 should stop. The train 30 is allowed to proceed as far as
the stop limit location in the route. When there are no
preceding train and no other obstacles in the route, the
stop limit location is set to the end of the route.
Alternatively, when the departure route-to-take
15 (hereinafter, referred to sometimes as departure route) or
the arrival route-to-take (hereinafter, referred to
sometimes as arrival route) is not displayed as clear (i.e.,
proceed) aspect, the stop limit location is set to a
location before the route to take.
20 [0016] The wireless communication unit 11 also outputs
headway control information included in the wireless signal
transmitted from the wireless device 20 to the operation
control unit 13. The operation control unit 13 receives
the headway control information from the wireless
25 communication unit 11, and controls that train 30 based on
the headway control information received.
[0017] The headway control information is information
for controlling a time interval of operation between the
multiple trains 30. The headway control information
30 includes, for example, information relating to the
preceding train and information relating to the following
train. The preceding train is the train 30 running in
advance of a target train. The following train is the
9
train 30 running in rear of the target train. The target
train is the train 30 on which running control is performed.
The operation control unit 13 is capable of controlling,
based on the headway control information, that train 30,
for example, to cause operation headways, 5 which are the
time interval of operation from the preceding train and the
temporal operation interval from the following train, to be
adjusted to a preset time interval.
[0018] The wireless device 20 relays information
10 transmitted and received between the on-board device 10
placed on the train 30 and the ground control device 21.
For example, the wireless device 20 receives a wireless
signal transmitted from the on-board device 10 of the train
30, and transmits the train state information included in
15 the wireless signal to the ground control device 21. In
addition, when the wireless device 20 receives, from the
ground control device 21, the train control information and
the headway control information to be transmitted to the
on-board device 10 of the train 30 present in the wireless
20 communication coverage area of that wireless device 20, the
wireless device 20 transmits, to the on-board device 10, a
wireless signal including the train control information and
the headway control information received.
[0019] The ground control device 21 receives the train
25 state information from the wireless device 20, and obtains
the current location of each train 30 based on the train
state information received. In addition, the ground
control device 21 generates the train control information
for each train 30 as described later herein. The ground
30 control device 21 outputs, to the train traffic control
device 23, train information including the train state
information and the train control information on each train
30.
10
[0020] The interlocking control device 22 receives
route-to-take control information output from the train
traffic control device 23, and controls a switch (not
illustrated) based on the route-to-take control information
received, and thus establishes a route-5 to-take for each
train 30. Specifically, the interlocking control device 22
receives the route-to-take control information output from
the train traffic control device 23, and controls a switch
(not illustrated) based on the route-to-take control
10 information received, and thus establishes a route-to-take
for each train 30.
[0021] In addition, the interlocking control device 22
generates signal information on each train 30 based on the
route-to-take control information on each train 30 received
15 from the train traffic control device 23, and outputs the
signal information to the ground control device 21. Such
signal information includes information representing a
clear aspect, which indicates a signal that authorizes
proceeding to the route-to-take. Moreover, when route-to20
take control information is not received from the train
traffic control device 23 for a particular route-to-take,
the interlocking control device 22 generates signal
information including information representing a stop
aspect, which indicates a signal that does not authorize
25 proceeding to that route-to-take, and outputs the signal
information to the ground control device 21.
[0022] The ground control device 21 generates the train
control information described above for each train 30 based
on the signal information transmitted from the interlocking
30 control device 22. The ground control device 21 generates
route information representing a route permitted to be
followed by that train 30 based on the train state
information and on the signal information on that train 30.
11
In addition, the ground control device 21 can generate the
train control information by generating the stop location
information based on the preceding train and on another
obstacle present in the route and by adding the generated
stop location information to the route 5 information and to
the signal information.
[0023] The train traffic control device 23 receives the
train information on each train 30 from the ground control
device 21. The train traffic control device 23 generates,
10 based on the train information on each train 30 received
and on schedule information stored, the route-to-take
control information on each train 30 to cause the train 30
to run on schedule in conformity with the schedule
information along the route-to-take in conformity with the
15 schedule information. The route-to-take control
information includes, for example, information for
determination of that train 30 and information for
determination of the route to take. The train traffic
control device 23 outputs the generated route-to-take
20 control information on each train 30 to the interlocking
control device 22.
[0024] The train traffic control device 23 determines
the preceding train and the following train with respect to
each train 30 based on the location information on each
25 train 30 received and on the schedule information stored.
Then, the train traffic control device 23 generates, for
each train 30, the headway control information including
information relating to the preceding train and information
relating to the following train, and transmits the
30 generated headway control information to the ground control
device 21. The information relating to the preceding train
is, for example, information on the location and on the
speed of the preceding train. In addition, the information
12
relating to the following train is, for example,
information on the location and on the speed of the
following train. The operation control unit 13 of the onboard
device 10 is capable of controlling that train 30 to
cause the operation intervals from the preceding 5 train and
from the following train to be adjusted to a preset time
interval based on the headway control information
transmitted from the train traffic control device 23.
[0025] FIG. 2 is a diagram for describing a process of
10 determination of the preceding train and of the following
train according to the first embodiment. The example
illustrated in FIG. 2 illustrates three trains 30 traveling
in the same direction conveniently as train A, train B, and
train C. Train A and train B are stopping at the station
15 91, and train C is traveling between the station 91 and the
station 92.
[0026] Assume now that the target train is train B. In
this case, the train traffic control device 23 obtains,
from schedule information, departure order information 80
20 representing the order of departure from the station 91.
The departure order information 80 illustrated in FIG. 2
shows that train B is scheduled to leave the station 91
first and train A is scheduled to leave the station 91
second. The example illustrated in FIG. 2 also shows that
25 train C is the train 30 traveling in advance of train B in
the travel direction of train B and closest to train B.
The train traffic control device 23 determines that the
train preceding train B is train C based on the location
information and on the departure order information 80. The
30 train traffic control device 23 also determines that the
train following train B is train A.
[0027] Alternatively, assume that the target train is
train A. In this case, the train traffic control device 23
13
can determine that the train preceding train A is train B
based on the departure order information 80. Note that the
example illustrated in FIG. 2 illustrates no train 30 in
rear of train A, which indicates that the train traffic
control device 23 determines that 5 there is no train
following train A.
[0028] As described above, the train traffic control
device 23 is capable of determining the preceding train and
the following train with respect to the target train based
10 on the location information representing the location of
each train 30 and on the departure order information
representing the order of departure from the station 91 in
a case in which two or more trains 30 are stopping in the
station 91. This enables the preceding train and the
15 following train with respect to the target train to be
determined with higher accuracy than when the preceding
train and the following train with respect to the train 30
are determined based on only the location information on
each train 30 when two or more trains 30 are stopping in
20 the station 91. A configuration and processing of the
train traffic control device 23 will be described in more
detail below.
[0029] FIG. 3 is a diagram illustrating an example
configuration of the train traffic control device according
25 to the first embodiment. As illustrated in FIG. 3, the
train traffic control device 23 according to the first
embodiment includes a communication unit 31, a storage unit
32, and a control unit 33. The communication unit 31 is
connected to the network 25, and transmits and receives
30 information to and from the ground control device 21 and
the interlocking control device 22 via the network 25.
[0030] The storage unit 32 stores various pieces of
information required for control processing performed in
14
the control unit 33. The storage unit 32 includes a route
information storage unit 41, a schedule information storage
unit 42, and a train information storage unit 43.
[0031] The route information storage unit 41 stores a
route information table 61 as the route 5 information. The
route information table 61 includes unit route information
for multiple unit routes. FIG. 4 is a diagram illustrating
an example of the route information table according to the
first embodiment. The route information table 61
10 illustrated in FIG. 4 is a set of information that
associates a “route ID” with a “travel direction”, a “block
ID”, and a “route-to-take ID”.
[0032] The “route ID” is identification information
uniquely assigned to each unit route. A unit route is the
15 minimum unit of a route and includes one or more blocks. A
combination of multiple unit routes forms a travel route of
that train 30. As used herein, the term block refers to a
division of the track and is also known as section.
[0033] The “travel direction” is the travel direction of
20 that train 30 in a unit route. The “travel direction” is
set to either “inbound” or “outbound”. Although only unit
route information having the outbound travel direction
appears in the route information table 61 illustrated in
FIG. 4, the route information table 61 also includes unit
25 route information having a travel direction of inbound.
[0034] The “block ID” is identification information
uniquely assigned to a block included in the unit route.
The “route-to-take ID” is identification information
uniquely assigned to each route-to-take. The types of
30 route-to-take include the departure route and the arrival
route described above. The departure routes having routeto-
take IDs of 1R and 2R are routes-to-take for departure
from a platform of the station.
15
[0035] FIG. 5 is a diagram illustrating an example of
relationships among blocks, routes, and departure routes
according to the first embodiment. FIG. 5 illustrates
eight blocks respectively having block IDs of B998, B999,
and B1001 to B1006, and two departure routes 5 respectively
having route-to-take IDs of 1R and 2R. These two departure
routes are selectively established by locking or unlocking
a switch (not illustrated). The switch is controlled by
the interlocking control device 22.
10 [0036] As illustrated in FIG. 5, the route having a
route ID of R1001 includes the blocks having block IDs of
B999 and B1002 to B1004 and the departure route having a
route-to-take ID of 1R. The route having a route ID of
R1002 includes the blocks having block IDs of B999, B1001,
15 and B1004 and the departure route having a route-to-take ID
of 2R. The route having a route ID of R1003 includes the
blocks having block IDs of B1005 and B1006 and does not
include a departure route or an arrival route.
[0037] Referring back to FIG. 3, the description of the
20 storage unit 32 will be continued. The schedule
information storage unit 42 of the storage unit 32 stores
schedule information. The schedule information includes
train operation information on each train 30. The train
operation information includes a train ID, travel route
25 information, stop-station time information, and the
departure order information.
[0038] A train ID is identification information uniquely
assigned to each train 30. The train ID identifies each
train 30. The travel route information includes
30 information on route IDs of multiple respective unit routes
to be followed by each train 30 from the starting station
to the destination station. The stop-station time
information is a set of information representing the
16
arrival time at each stop station and the departure time at
each stop station. The departure order information is
information representing the order of departure from each
stop station.
[0039] FIG. 6 is a diagram illustrating 5 part of the
schedule information stored in the schedule information
storage unit according to the first embodiment. The
schedule information illustrated in FIG. 6 shows that the
travel route information on the train 30 having a train ID
10 of T1001 includes the routes having route IDs of R1001 and
R1003, and that the travel route information on the train
30 having a train ID of T1002 includes the routes having
route IDs of R1002 and R1003. Note that the schedule
information illustrated in FIG. 6 omits part of information
15 including the stop-station time information and the
departure order information.
[0040] Referring back to FIG. 3, the description of the
storage unit 32 will be continued. The train information
storage unit 43 of the storage unit 32 stores the train
20 information on each train 30. The train information is
information provided from the ground control device 21 as
described above and includes the train state information
and the train control information. The train information
storage unit 43 stores train information for a certain time
25 period from past to present.
[0041] The control unit 33 includes an information
acquisition unit 51, a route-to-take control unit 52, and
an operation instruction unit 53. The information
acquisition unit 51 receives train information from the
30 ground control device 21, and stores the received train
information in the train information storage unit 43. The
information acquisition unit 51 also obtains the route
information, the schedule information, the train state
17
information, and the like stored in the storage unit 32.
[0042] The route-to-take control unit 52 generates the
route-to-take control information for controlling the
routes-to-take of the trains 30 based on the schedule
information and on the train state information 5 obtained by
the information acquisition unit 51, and transmits the
generated route-to-take control information to the
interlocking control device 22.
[0043] The operation instruction unit 53 generates the
10 headway control information based on the route information,
on the schedule information, and on the train state
information obtained by the information acquisition unit 51.
The operation instruction unit 53 transmits the generated
headway control information from the communication unit 31
15 to the ground control device 21.
[0044] The operation instruction unit 53 includes a
determination unit 54, a generation unit 55, and a
transmission processing unit 56. The determination unit 54
determines the preceding train and the following train with
20 respect to each train 30 based on the route information, on
the schedule information, and on the train state
information obtained by the information acquisition unit 51.
Specifically, the operation instruction unit 53 determines
the preceding train and the following train with respect to
25 each train 30 based on the travel route of each train 30
obtained from the route information, on the location of
each train 30 obtained from the location information in the
train state information, and on the order of departure
obtained from the departure order information for each
30 station included in the schedule information.
[0045] When the target train is stopping at a station,
the determination unit 54 determines the preceding train
and the following train with respect to the target train
18
based on the order of departure of the target train
obtained from the departure order information for the
station where the target train is stopping. Specifically,
when the target train is scheduled to leave second, the
determination unit 54 determines 5 that the train 30
scheduled to leave first is the train preceding the target
train. In addition, after the determination of the train
preceding the target train, the determination unit 54
determines that the train following the train 30 that has
10 been determined to be the train preceding the target train
is the target train.
[0046] Alternatively, when the target train is stopping
at a station and the target train is scheduled to leave
first, the determination unit 54 determines whether there
15 is a train 30 present in a station-to-station section
between the station where the target train is stopping and
the next station. Upon determination that a train 30 is
present in the station-to-station section, the
determination unit 54 determines that the train 30 present
20 in the station-to-station section is the train preceding
the target train. Note that, when multiple trains 30 are
present in the station-to-station section, the
determination unit 54 determines that the train 30 closest
to the target train of the multiple trains 30 present in
25 the station-to-station section is the train preceding the
target train.
[0047] Upon determination that no train 30 is present in
the station-to-station section, the determination unit 54
determines whether there is a train 30 present in the
30 station next to the station where the target train is
stopping. Upon determination that a train 30 is present in
the station next to the station where the target train is
stopping, the determination unit 54 determines that the
19
train 30 present in the next station is the train preceding
the target train.
[0048] Upon determination that no train 30 is present in
the station-to-station section and in the next station, the
determination unit 54 determines the presence 5 or absence of
a train 30 in further advance thereof similarly to the
foregoing processes. Specifically, the determination unit
54 determines whether there is a train 30 present between
the next station and the second next station of the station
10 where the target train is present. Upon determination that
a train 30 is present between the next station and the
second next station, the determination unit 54 determines
that the train 30 present between the next station and the
second next station is the train preceding the target train.
15 [0049] Upon determination that no train 30 is present
between the next station and the second next station, the
determination unit 54 determines whether there is a train
30 present at the second next station. Upon determination
that a train 30 is present at the second next station, the
20 determination unit 54 determines that the train 30 present
at the second next station is the train preceding the
target train.
[0050] When no train 30 is present within a range from
the location of the target train to a location at a
25 distance Da satisfying a preset condition in the travel
direction of the target train in the travel route of the
target train, the determination unit 54 determines that
there is no train preceding the target train. In this
regard, the distance Da is a distance that is, for example,
30 the product of a section-specific maximum speed multiplied
by a basic operation time interval. The section-specific
maximum speed is the upper limit value of speed of the
trains 30 in a section of a line. The basic operation time
20
interval is a standard value of the operation time interval
between the trains 30, and is, for example, four minutes.
[0051] Alternatively, when the target train is the train
30 at a forefront in the travel direction and is to turn
around in the reverse direction, the determination 5 unit 54
can determine the train preceding the target train based on
the order of departure of the target train at a turn-back
station, which is the station where the target train is to
turn around. In this case, the determination unit 54 can
10 determine the train preceding the target train based on
departure order information representing the order of
departure at the turn-back station at the time when the
target train enters the turn-back station, of the departure
order information obtained by the information acquisition
15 unit 51.
[0052] For example, assume that multiple trains 30 will
be stopping at the turn-back station at the time when the
target train will stop at the turn-back station, and that
the target train is scheduled to leave second at the turn20
back station. In this case, the determination unit 54
determines that the train 30 scheduled to leave first at
the turn-back station is the train preceding the target
train.
[0053] In the above example, the determination unit 54
25 determines the train preceding the target train, and
thereafter determines that the train following that
preceding train is the target train, but may also determine
the train following the target train, and thereafter
determine that the train preceding that following train is
30 the target train.
[0054] For example, assume that multiple trains 30 will
be stopping at the turn-back station at the time when the
target train will stop at the turn-back station, and that
21
the target train is scheduled to leave first at the turnback
station. In this case, the determination unit 54
determines that the train 30 scheduled to leave second at
the turn-back station is the train following the target
5 train.
[0055] Alternatively, assume that a train 30 traveling
in the direction opposite the travel direction of the
target train is at a forefront in the travel direction, and
is a train that will turn around at the turn-back station.
10 In this case, if there is no train 30 present in the turnback
station, the determination unit 54 can determine that
the train that will turn around at the turn-back station is
the train following the target train. Moreover, even when
a train 30 is stopping at the turn-back station, the
15 determination unit 54 can determine that the train that
will turn around at the turn-back station is the train
following the target train if the target train is scheduled
to leave first at the time when the target train will stop
at the turn-back station.
20 [0056] Even in a case of quadruple track including two
tracks in one travel direction, the determination unit 54
can also determine the preceding train and the following
train with respect to the target train similarly to the
foregoing processes. For example, in a case in which a
25 line served by the multiple trains 30 includes two or more
tracks in one travel direction, the determination unit 54
is capable of determining the preceding train and the
following train with respect to the target train based on
the order of departure from the station on each of the
30 tracks. The train operation information when two or more
tracks are included in one travel direction includes
departure order information on each of the tracks, thereby
enabling the determination unit 54 to determine the
22
preceding train and the following train with respect to the
target train based on the departure order information on
each of the tracks.
[0057] A determination process on the preceding train
and on the following train performed in 5 the determination
unit 54 will be specifically described below with reference
to FIGS. 2 and 7 to 13. FIGS. 7 to 13 are each a diagram
for describing a preceding-and-following trains
determination process according to the first embodiment.
10 The preceding-and-following trains determination process is
a process of determining the preceding train and the
following train. Note that FIGS. 7 to 13 illustrate,
similarly to FIG. 2, the multiple trains 30 conveniently as
train A, train B, train C, and the like.
15 [0058] In the example illustrated in FIG. 2, train A and
train B are stopping at the station 91, while train C is
traveling between the station 91 and the station 92; and
the departure order information 80 of the station 91 shows
that train B is scheduled to leave first and train A is
20 scheduled to leave second. In the example illustrated in
FIG. 2, because train B is scheduled to leave first, the
determination unit 54 determines that train C, which is
traveling between the station 91 and the station 92 in the
travel route of train B, is the train preceding train B.
25 The determination unit 54 also determines that the train
preceding train A scheduled to leave second is train B
scheduled to leave first. The determination unit 54
further determines that the train following train C is
train B, and determines that the train following train B is
30 train A, based on the determination result about the
preceding train.
[0059] The example illustrated in FIG. 7 differs from
the example illustrated in FIG. 2, in which train C is
23
traveling between the station 91 and the station 92, in
that train C is present inside the arrival route of the
station 92. In the example illustrated in FIG. 7, because
no train 30 is traveling between the station 91 and the
station 92 in the travel route of train 5 B and train C is
present inside the arrival route of the station 92, the
determination unit 54 determines that the train preceding
train B is train C.
[0060] The example illustrated in FIG. 8 differs from
10 the examples illustrated in FIGS. 2 and 7 in that no train
30 is present between the station 91 and the station 92 and
inside the arrival route of the station 92. In the example
illustrated in FIG. 8, the determination unit 54 determines
the presence or absence of a train 30 in advance of the
15 arrival route of the station 92 in the route-to-take of
train B to determine the train preceding train B. When no
train 30 is present within a range from the location of
train B to the location at the distance Da satisfying a
preset condition in the travel route of train B, the
20 determination unit 54 determines that there is no train
preceding train B.
[0061] In the example illustrated in FIG. 9, train A is
stopping at the station 91, while train B and train C are
traveling between the station 91 and the station 92; and
25 the departure order information 80 of the station 91 shows
that train A is scheduled to leave first. In the example
illustrated in FIG. 9, the determination unit 54 determines
whether there is another train 30 present in advance of
train B between the station 91 and the station 92. In the
30 example illustrated in FIG. 9, because train C is present
in advance of train B between the station 91 and the
station 92, the determination unit 54 determines that the
train preceding train B is train C. In addition, because
24
train A is scheduled to leave first, the determination unit
54 determines that train B, in advance in the travel route
of train A and closest to train A, is the train preceding
train A. The determination unit 54 also determines that
the train following train C is train B, and 5 determines that
the train following train B is train A, based on the
determination result about the preceding train.
[0062] The example illustrated in FIG. 10 differs from
the example illustrated in FIG. 9, in which train C is
10 traveling between the station 91 and the station 92, in
that train C is present inside the arrival route of the
station 92. In the example illustrated in FIG. 10, the
determination unit 54 determines that no train 30 is
present and traveling between the station 91 and the
15 station 92 in the travel route of train B based on the
location information and on the route information on each
train 30. In this case, the determination unit 54
determines whether one or more trains 30 is present inside
the arrival route of the station 92 in the travel route of
20 train B. In the example illustrated in FIG. 10, because
train C is present inside the arrival route of the station
92, the determination unit 54 determines that the train
preceding train B is train C.
[0063] The example illustrated in FIG. 11 differs from
25 the examples illustrated in FIGS. 9 and 10 in that train C
is not present between the station 91 and the station 92 or
at the station 92. In the example illustrated in FIG. 10,
the determination unit 54 determines the presence or
absence of a train 30 in advance of the station 92 in the
30 travel route-to-take of train B based on the location
information and on the route information on each train 30
to determine the train preceding train B. When no train 30
is present within a range from the location of train B to
25
the location at the distance Da satisfying a preset
condition in the travel route of train B, the determination
unit 54 determines that there is no train preceding train B.
[0064] In the example illustrated in FIG. 12, train C is
traveling between the station 91 and the 5 station 92, and
the travel direction of train C and the travel direction of
train B are opposite to each other. Assume here that the
travel direction of train B is inbound and the travel
direction of train C is outbound. Train B is the train 30
10 at a forefront in the inbound travel direction, and is to
turn around after stopping at the station 91, which is the
turn-back station, to travel in the outbound travel
direction. When train B stops at the station 91, no train
30 but train B is stopping at the station 91. In the
15 example illustrated in FIG. 12, the determination unit 54
determines, therefore, that train C, which is closest in
advance in the departure route 2R in the outbound travel
direction, is the train preceding train B based on the
location information, on the departure order information,
20 and on the route information on each train 30.
[0065] The example illustrated in FIG. 13 differs from
the example illustrated in FIG. 12 in that train A is
stopping at the station 91. In the example illustrated in
FIG. 13, because the departure order information 80 of the
25 station 91 shows that train B is scheduled to leave second
and that train A is scheduled to leave first at the time
when train B will arrive at the station 91, the
determination unit 54 determines that the train preceding
train B is train A. The determination unit 54 also
30 determines that the train following train A is train B
based on the determination result about the preceding train.
[0066] FIG. 14 is a diagram for describing a precedingand-
following trains determination process for a quadruple
26
track according to the first embodiment. In the example
illustrated in FIG. 14, two outbound lines 94 and 95 are
continuous from the station 91. In addition, train A,
train B, and train C are stopping at the station 91, train
D is traveling along the outbound line 5 94, and train E is
traveling along the outbound line 95. Moreover, the
departure order information 80 of the station 91 includes
departure order information 80A for a route from the
station 91 to the outbound line 94 and departure order
10 information 80B for a route from the station 91 to the
outbound line 95.
[0067] The determination unit 54 determines the train
preceding train A based on the departure order information
80A, and determines the preceding trains of train B and of
15 train C based on the departure order information 80B.
Because the departure order information 80A includes
information indicating that train A is scheduled to leave
first, the determination unit 54 determines that the train
preceding train A is train D. In addition, because the
20 departure order information 80B includes information
indicating that train C is scheduled to leave first and
train B is scheduled to leave second, the determination
unit 54 determines that the train preceding train C is
train E, and determines that the train preceding train B is
25 train C. Thus, in a case in which the line is a quadruple
track, incorporation of the sets of departure order
information 80A and 80B for the respective tracks in the
schedule information stored in the schedule information
storage unit 42 enables the determination unit 54 to
30 determine the train preceding each train 30 with high
accuracy.
[0068] Referring back to FIG. 3, the description of the
operation instruction unit 53 will be continued. The
27
generation unit 55 of the operation instruction unit 53
generates, for each train 30, the headway control
information, which is information for controlling operation
intervals of the multiple trains 30. The headway control
information on each train 30 includes, 5 for example,
information relating to the preceding train and information
relating to the following train. The information relating
to the preceding train includes, for example, location
information on the preceding train and speed information on
10 the preceding train. The information relating to the
following train includes, for example, location information
on the following train and speed information on the
following train. The generation unit 55 is capable of
generating the headway control information based on the
15 train state information on the preceding train and on the
train state information on the following train obtained by
the information acquisition unit 51.
[0069] The transmission processing unit 56 transmits the
headway control information on the trains 30 generated by
20 the generation unit 55 from the communication unit 31 to
the ground control device 21. The ground control device 21
transmits the train control information including the
headway control information to the on-board devices 10 of
the trains 30 via the wireless devices 20. Upon reception
25 of the headway control information from the ground control
device 21, the operation control unit 13 of the on-board
device 10 controls the train 30 to cause, for example, each
of the time interval of the operation from the preceding
train and the time interval of the operation from the
30 following train to be adjusted to a preset interval, based
on the headway control information received.
[0070] Note that the headway control information
generated by the generation unit 55 is not limited to what
28
has been described in the foregoing example. For example,
the generation unit 55 may compute a target speed of each
train 30 that allows the operation time interval between
the trains 30 to match the basic operation time interval,
and thus generate headway control information 5 including the
target speed of each train 30 computed. In this case, the
operation control unit 13 of the on-board device 10 can
control the speed of that train 30 to match the target
speed included in the headway control information.
10 [0071] An example of the preceding-and-following trains
determination process performed by the train traffic
control device will be described below using flowcharts.
FIG. 15 is a flowchart illustrating an example of the
preceding-and-following trains determination process
15 according to the first embodiment. This determination
process is performed repeatedly by the control unit 33.
[0072] As illustrated in FIG. 15, the control unit 33
obtains train information on multiple trains 30 from the
storage unit 32 (step S10), and selects one unselected
20 train 30 of the multiple trains 30 as the target train
(step S11). The control unit 33 performs a preceding-train
determination process on the target train (step S12), or
performs a following-train determination process on the
target train (step S13). The control unit 33 determines,
25 in the following-train determination process, that the
train following the train 30 determined to be the train
preceding the target train in the preceding-train
determination process is the target train.
[0073] Next, the control unit 33 determines whether all
30 the trains 30 have been selected at step S11 (step S14).
If the control unit 33 determines that all the trains 30
have not yet been selected (step S14: No), the control unit
33 returns the process back to step S11. Alternatively, if
29
the control unit 33 determines that all the trains 30 have
been selected (step S14: Yes), the control unit 33
generates the headway control information on each train 30,
transmits the generated headway control information to the
on-board device 10 of each corresponding 5 one of the trains
30 (step S15), and terminates the process illustrated in
FIG. 15.
[0074] FIG. 16 is a flowchart illustrating an example of
the preceding-train determination process illustrated in
10 FIG. 15. As illustrated in FIG. 16, the control unit 33
determines whether the target train is present in the
station (step S21). If the control unit 33 determines that
the target train is present in the station (step S21: Yes),
the control unit 33 performs a first preceding-train
15 determination process (step S22).
[0075] Alternatively, if the control unit 33 determines
that the target train is not present in the station (step
S21: No), the control unit 33 performs a second precedingtrain
determination process (step S23). When the operation
20 of step S22 or the operation of step S23 is complete, the
control unit 33 terminates the process illustrated in FIG.
16.
[0076] FIG. 17 is a flowchart illustrating an example of
the first preceding-train determination process illustrated
25 in FIG. 16. As illustrated in FIG. 17, the control unit 33
determines whether the target train is stopping at the
station (step S31). If the control unit 33 determines that
the target train is stopping at the station (step S31: Yes),
the control unit 33 then determines whether the target
30 train is scheduled to leave the station first (step S32).
[0077] If the control unit 33 determines that the target
train is scheduled to leave the station first (step S32:
Yes), the process proceeds to the operation of step S35.
30
Alternatively, if the control unit 33 determines that the
target train is not currently stopping at the station (step
S31: No), the control unit 33 determines whether the target
train is traveling in the arrival route (step S33). If the
control unit 33 determines that the 5 target train is
traveling in the arrival route (step S33: Yes), the control
unit 33 selects a next route (step S34), and causes the
process to proceed to step S35. Alternatively, if the
control unit 33 determines that the target train is not
10 traveling in the arrival route (step S33: No), the control
unit 33 also causes the process to proceed to step S35.
[0078] In the operation of step S35, the control unit 33
searches through the route up to the next station (step
S35). In the operation of step S35, the control unit 33
15 detects a train 30 present in the route up to the station
next to the station where the target train is present.
When there are trains 30 present in the route up to the
next station, the control unit 33 detects the train 30
closest to the target train.
20 [0079] Next, the control unit 33 determines whether any
one of the trains 30 has been detected by the operation of
step S35 (step S36). If the control unit 33 determines
that a train 30 has been detected (step S36: Yes), the
control unit 33 determines that the detected train 30 is
25 the train preceding the target train (step S37). If the
control unit 33 determines that no train 30 has been
detected (step S36: No), the control unit 33 determines
whether the front end location of the route range having
undergone the search through the route at step S35 is
30 farther than the location at the foregoing distance Da from
the location of the target train (step S38).
[0080] If the control unit 33 determines that the front
end location is farther than the location at the distance
31
Da (step S38: Yes), the control unit 33 determines that
there is no train preceding the target train (step S39).
Alternatively, if the control unit 33 determines that the
front end location is not farther than the location at the
distance Da (step S38: No), the control 5 unit 33 determines
whether there is a train 30 scheduled to leave earlier than
the target train in the station where the target train is
present (step S40).
[0081] If the control unit 33 determines that there is a
10 train 30 scheduled to leave earlier than the target train
(step S40: Yes), the control unit 33 determines that the
train 30 scheduled to leave earlier than the target train
is the train preceding the target train (step S41). If the
control unit 33 determines that there is no train 30
15 scheduled to leave earlier than the target train (step S40:
No), the control unit 33 causes the process to proceed to
step S35.
[0082] If the control unit 33 determines, in the
operation of step S32, that the target train is not
20 scheduled to leave the station first (step S32: No), the
control unit 33 determines that the train 30 scheduled to
leave earlier than the target train is the train preceding
the target train (step S42). When one of the operation of
step S37, the operation of step S39, the operation of step
25 S41, and the operation of step S42 is complete, the control
unit 33 terminates the process illustrated in FIG. 17.
[0083] FIG. 18 is a flowchart illustrating an example of
the second preceding-train determination process
illustrated in FIG. 16. The operations of steps S51 to S57
30 illustrated in FIG. 18 are the same as the respective
operations of steps S35 to S41 illustrated in FIG. 17.
[0084] FIG. 19 is a diagram illustrating an example of
hardware configuration of the train traffic control device
32
according to the first embodiment. As illustrated in FIG.
19, the train traffic control device 23 includes a computer
including a processor 101, a memory 102, and an interface
circuit 103.
[0085] The processor 101, the memory 5 102, and the
interface circuit 103 can send and receive data to and from
one another via a bus 104. The communication unit 31 is
implemented in the interface circuit 103. The storage unit
32 is implemented in the memory 102. The processor 101
10 implements the functionality of the information acquisition
unit 51, of the route-to-take control unit 52, and of the
operation instruction unit 53 by reading and executing a
train traffic control program stored in the memory 102.
The processor 101 is an example of processing circuitry,
15 and includes one or more of a central processing unit (CPU),
a digital signal processer (DSP), and a system large scale
integration (LSI).
[0086] The memory 102 includes one or more of a random
access memory (RAM), a read-only memory (ROM), a flash
20 memory, and an erasable programmable read-only memory
(EPROM). In addition, the memory 102 includes a recording
medium storing a computer-readable train traffic control
program described above. This recording medium includes
one or more of a non-volatile or volatile semiconductor
25 memory, a magnetic disk, a flexible memory, an optical disk,
a compact disc, and a digital versatile disc (DVD). Note
that the train traffic control device 23 may include an
integrated circuit such as an application specific
integrated circuit (ASIC) and a field programmable gate
30 array (FPGA).
[0087] As described above, the train traffic control
device 23 according to the first embodiment includes the
information acquisition unit 51, the determination unit 54,
33
the generation unit 55, and the transmission processing
unit 56. The information acquisition unit 51 obtains the
location information representing the location of each of
the multiple trains 30 and the departure order information
80 representing the order of departure 5 of one or more
trains 30 of the multiple trains 30 from the station 91.
The determination unit 54 determines the preceding train
running in advance of the target train and the following
train running in rear of the target train based on the
10 location information and on the departure order information
80 obtained by the information acquisition unit 51. The
target train is a train on which running control is
performed, among the multiple trains 30. The generation
unit 55 generates, based on the determination result from
15 the determination unit 54, the headway control information,
which is information for controlling the operation interval
between each of the preceding train and the following train
and the target train. The transmission processing unit 56
transmits the headway control information generated by the
20 generation unit 55 to the on-board device 10 of the target
train. This enables the preceding train and the following
train to be determined with higher accuracy than when the
preceding train and the following train with respect to a
train 30 are determined based on only the location
25 information on each train 30 when, for example, two or more
trains 30 are stopping in the station 91. This enables the
operation interval of the trains 30 to be suitably adjusted.
[0088] In addition, when two or more trains 30 including
the target train are to stop concurrently at the same
30 station 91, the information acquisition unit 51 obtains
information representing the order of departure of the two
or more trains 30 from the station, as the departure order
information 80. The determination unit 54 determines that
34
the train 30 scheduled to leave first, of the two or more
trains 30, is the preceding train when the target train is
scheduled to leave second. This enables the preceding
train to be determined with high accuracy when the target
train is stopping 5 at a station.
[0089] Moreover, when the target train is stopping at
the station 91, the determination unit 54 determines that
the train 30 present in advance of the target train in the
route of the target train and being closest in distance to
10 the target train is the preceding train. This enables the
preceding train to be determined with high accuracy when
the target train is stopping at a station.
[0090] Furthermore, the determination unit 54 determines
that there is no preceding train when no train 30 is
15 present within a range from the location of the target
train to a location at the distance Da satisfying a preset
condition in advance of the target train in the route of
the target train. This can reduce the load of process of
determination of the preceding train in the determination
20 unit 54.
[0091] In addition, the information acquisition unit 51
obtains the departure order information 80 representing the
order of departure of the target train from a turn-back
station when the target train is the train at a forefront
25 in the travel direction, of the multiple trains 30, and the
target train is to stop at the turn-back station. The
determination unit 54 determines the preceding train based
on the order of departure of the target train at the turnback
station. This enables the preceding train to be
30 determined with high accuracy when the target train is to
turn around.
[0092] Moreover, the information acquisition unit 51
obtains, as the departure order information 80, information
35
representing the order of departure of two or more trains
30 from a turn-back station when the target train is the
train 30 at a forefront in the travel direction, of the
multiple trains 30, and a stop of the target train at the
turn-back station will create a situation 5 in which the two
or more trains 30 are to stop concurrently at the turn-back
station. The determination unit 54 determines the
preceding train based on the order of departure at the
turn-back station of the two or more of the trains 30
10 scheduled to stop concurrently at the turn-back station.
This enables the preceding train to be determined with high
accuracy when the target train is to turn around.
[0093] For example, when a train 30 other than the
target train of the two or more trains 30 is scheduled to
15 leave first and the target train is scheduled to leave
second at the turn-back station, the determination unit 54
can determine that the train 30 scheduled to leave first of
the two or more trains 30 is the preceding train.
Alternatively, when the target train of the two or more
20 trains 30 is scheduled to leave first and a train 30 other
than the target train of the two or more trains 30 is
scheduled to leave second at the turn-back station, the
determination unit 54 can determine that the following
train is the train 30 scheduled to leave second of the two
25 or more trains 30.
[0094] In addition, the determination unit 54 determines
the preceding train and the following train based on the
order of departure from the station on each of two or more
tracks when the line operated with the multiple trains 30
30 includes the two or more tracks in one travel direction.
This enables the preceding train and the following train to
be determined with high accuracy, for example, even for a
quadruple track.
36
[0095] Second Embodiment.
A train traffic control device of a wireless train
control system according to a second embodiment differs
from the train traffic control device 23 according to the
first embodiment in that the preceding 5 train and the
following train with respect to a target train are
determined based on the train type. In the following
description, like reference characters refer to components
similar or identical to the corresponding ones of the train
10 traffic control device 23 according to the first embodiment,
and description thereof will be omitted. Thus, differences
from the train traffic control device 23 according to the
first embodiment will be primarily described.
[0096] FIG. 20 is a diagram illustrating an example
15 configuration of a train traffic control device according
to the second embodiment of the present invention. The
train traffic control device 23A illustrated in FIG. 20
includes the communication unit 31, a storage unit 32A, and
a control unit 33A.
20 [0097] The storage unit 32A includes the route
information storage unit 41, a schedule information storage
unit 42A, and the train information storage unit 43. The
schedule information storage unit 42A stores schedule
information including type information representing the
25 train type of each train 30. FIG. 21 is a diagram
illustrating part of the schedule information stored in the
schedule information storage unit according to the second
embodiment. The schedule information illustrated in FIG.
21 differs from the schedule information illustrated in FIG.
30 6 in including the train type.
[0098] In the type information on each train 30,
information representing one train type among, for example,
Local, Express, Limited express, and Out-of-service is set.
37
A train 30 having a train type of Local is a train to stop
at every station. A train 30 having a train type of
Express stops less frequently than a train 30 having a
train type of Local. A train 30 having a train type of
Limited express stops less frequently 5 than a train 30
having a train type of Express. A train 30 having a train
type of Out-of-service is operated without passengers.
[0099] In the schedule information illustrated in FIG.
21, the type information on the train 30 having a train ID
10 of T1001 includes information indicating that the train 30
is local, and the type information on the train 30 having a
train ID of T1002 includes information indicating that the
train 30 is out of service.
[0100] The control unit 33A illustrated in FIG. 20
15 includes an information acquisition unit 51A, the route-totake
control unit 52, and an operation instruction unit 53A.
The information acquisition unit 51A obtains route
information, schedule information, train state information,
and the like stored in the storage unit 32A. The schedule
20 information includes, as described above, the type
information representing the train type of each train 30.
The operation instruction unit 53A generates headway
control information based on the route information, on the
schedule information, and on the train state information
25 obtained by the information acquisition unit 51A.
[0101] The operation instruction unit 53A includes a
determination unit 54A, the generation unit 55, and the
transmission processing unit 56. The determination unit
54A determines, based on the type information, candidates
30 for the train preceding the target train and candidates for
the train following the target train among the multiple
trains 30.
[0102] For example, when there are only two types, i.e.,
38
Out-of-service and Local, for the train type, the train(s)
30 having a train type of Out-of-service can be eliminated
from the candidates for the target train, from the
candidates for the preceding train, and from the candidates
for the following train. This enables 5 the determination
unit 54A to use only the multiple trains 30 each having a
train type of Local as the candidates for the target train,
as the candidates for the preceding train, and as the
candidates for the following train to determine the
10 preceding train and the following train with respect to the
target train. In this case, the determination unit 54A can
perform the process illustrated in FIG. 15, for example,
after elimination of the train(s) 30 having a train type of
Out-of-service.
15 [0103] In addition, the determination unit 54A is
capable of generating headway control information for
controlling the interval of the trains 30 on a per-train
type basis. Specifically, the determination unit 54A is
capable of generating headway control information for
20 controlling the operation interval of the multiple trains
30 having the same train type by using trains 30 having the
same train type as the candidates for the target train, as
the candidates for the preceding train, and as the
candidates for the following train. In this case, the
25 determination unit 54A can perform the process illustrated
in FIG. 15, for example, on a per-train type basis.
[0104] For example, the determination unit 54A can
generate headway control information for controlling the
operation interval of the multiple trains 30 having a train
30 type of Local by limiting the candidates for the target
train, the candidates for the preceding train, and the
candidates for the following train to the trains 30 having
a train type of Local. Similarly, the determination unit
39
54A can generate headway control information for
controlling the operation interval of the multiple trains
30 having a train type of Limited express by limiting the
candidates for the target train, the candidates for the
preceding train, and the candidates for the 5 following train
to the trains 30 having a train type of Limited express.
[0105] Note that an example hardware configuration of
the train traffic control device 23A according to the
second embodiment is the same as the train traffic control
10 device 23 illustrated in FIG. 19. The processor 101 can
perform the functionality of the operation instruction unit
53A by reading and executing a train traffic control
program stored in the memory 102, which functions as the
storage unit 32A.
15 [0106] As described above, the information acquisition
unit 51A of the train traffic control device 23A according
to the second embodiment obtains the type information
representing the train type of each of the multiple trains
30. In addition, the determination unit 54A of the train
20 traffic control device 23A determines the candidates for
the preceding train and the candidates for the following
train with respect to the multiple trains 30 based on the
type information on each of the multiple trains 30. This
enables, for example, the out-of-service trains to be
25 eliminated from the candidates for the preceding train and
from the candidates for the following train, and thus
enables headway control to be performed with high accuracy.
[0107] In addition, the determination unit 54A
eliminates the train(s) 30 having a different train type
30 from the candidates for the preceding train and from the
candidates for the following train. This enables headway
control to be performed with high accuracy, for example, on
each same train type.
40
[0108] Third Embodiment.
A wireless train control system of a third embodiment
differs from the wireless train control system of the
second embodiment in that a wireless device that is
different from the wireless devices 5 that wirelessly
transmit the train control information to the on-board
devices 10 wirelessly transmits the headway control
information to the on-board devices 10. In the following
description, like reference characters refer to components
10 similar or identical to the corresponding ones of the
wireless train control system according to the second
embodiment, and description thereof will be omitted. Thus,
differences from the wireless train control system
according to the second embodiment will be primarily
15 described.
[0109] FIG. 22 is a diagram illustrating a configuration
of the wireless train control system according to the third
embodiment of the present invention. The wireless train
control system 1B illustrated in FIG. 22 includes multiple
20 on-board devices 10B, the multiple wireless devices 20, the
ground control device 21, the interlocking control device
22, a train traffic control device 23B, and a wireless
device 26.
[0110] The wireless device 26 is communicably connected
25 to the train traffic control device 23B via the network 25,
and is capable of wirelessly transmitting headway control
information transmitted from the train traffic control
device 23B to the on-board devices 10.
[0111] The on-board devices 10B each include a wireless
30 communication unit 11B, the train control unit 12, and the
operation control unit 13. The wireless communication unit
11B illustrated in FIG. 22 differs from the wireless
communication unit 11 in transmitting and receiving
41
information to and from the wireless device 26 in addition
to the wireless device 20. The wireless communication unit
11B is capable of receiving the headway control information
transmitted from the wireless device 26. The operation
control unit 13 is capable of controlling 5 that train 30
based on the headway control information received by the
wireless communication unit 11B. For example, the wireless
device 26 is a base station of a fourth generation (4G)
mobile telecommunication system. Note that although the
10 wireless devices 20 and the wireless device 26 use
different wireless communication schemes, the same wireless
communication scheme may also be used.
[0112] The train traffic control device 23B differs from
the train traffic control device 23A in being capable of
15 causing the headway control information to be transmitted
from the wireless device 26. FIG. 23 is a diagram
illustrating an example configuration of the train traffic
control device according to the third embodiment
[0113] As illustrated in FIG. 23, the train traffic
20 control device 23B according to the third embodiment
includes the communication unit 31, the storage unit 32A,
and a control unit 33B. The communication unit 31 is
connected to the network 25, and transmits and receives
information to and from the ground control device 21, the
25 interlocking control device 22, and the wireless device 26
via the network 25. The control unit 33B causes the
headway control information to be transmitted from the
communication unit 31 to the wireless device 26, thereby
enabling the headway control information to be transmitted
30 from the wireless device 26 to the on-board devices 10B.
[0114] The control unit 33B includes the information
acquisition unit 51A, the route-to-take control unit 52,
and an operation instruction unit 53B. The operation
42
instruction unit 53B includes the determination unit 54A,
the generation unit 55, and a transmission processing unit
56B. The transmission processing unit 56B is capable of
causing the headway control information generated by the
generation unit 55 to be transmitted from 5 the communication
unit 31 to the wireless device 26.
[0115] In addition, the transmission processing unit 56B
is capable of determining whether there is any on-board
device 10B that cannot establish communication with the
10 wireless device 20 due to a fault of that wireless device
20 or other reason, based on information provided from the
ground control device 21. The transmission processing unit
56B is capable of causing the headway control information
to be transmitted to an on-board device 10B than can
15 communicate with the wireless device 20, via the ground
control device 21 and via that wireless device 20. In
addition, the transmission processing unit 56B is capable
of causing the headway control information to be
transmitted to an on-board device 10B that cannot establish
20 communication with the wireless device 20, via the wireless
device 26.
[0116] Moreover, when one or more trains 30 of the
preceding train and the following train is in a fault state,
the transmission processing unit 56B is also capable of
25 causing fault information indicating that one or more
trains 30 of the preceding train and the following train is
in a fault state, to be transmitted from the communication
unit 31 to the target train via either the wireless device
26 or the applicable wireless device 20. In this case, the
30 determination unit 54A can determine whether each train 30
is in a fault state or not based on the train information
on each train 30 obtained by the information acquisition
unit 51A. The generation unit 55 is capable of generating
43
the fault information for informing the train 30 whose
preceding train or following train is a train 30 in a fault
state.
[0117] Note that an example hardware configuration of
the train traffic control device 23B according 5 to the third
embodiment is the same as the train traffic control device
23 illustrated in FIG. 19. The processor 101 can perform
the functionality of the operation instruction unit 53B by
reading and executing a train traffic control program
10 stored in the memory 102, which functions as the storage
unit 32A.
[0118] As described above, the transmission processing
unit 56B in the wireless train control system 1B according
to the third embodiment causes headway control information
15 to be transmitted to the on-board device 10B of the target
train via the wireless device 26 different from the
multiple wireless devices 20 disposed along a track of the
line that is operated with the multiple trains 30 to obtain
location information from the multiple on-board devices 10B
20 placed on the multiple trains 30. This enables headway
control information to be transmitted to, for example, an
on-board device 10B that cannot establish communication
with the wireless device 20 due to a fault of that wireless
device 20 or other reason.
25 [0119] Note that, in case of a delay of a train 30
within the area under control, the operation instruction
units 53, 53A, and 53B of the train traffic control devices
23, 23A, and 23B are capable of generating headway control
information for providing running control of the delayed
30 train 30 to return to the operation that follows the
operation schedule while reducing or preventing a decrease
in passenger transport efficiency. When the trains 30 are
operated at a preset time interval, the operation
44
instruction units 53, 53A, and 53B are also capable of
generating headway control information to cause the trains
30 to operate at the preset time interval. The preset time
interval is, for example, 5 minutes, 10 minutes, or the
like. Note that the control for operating 5 the trains 30 at
a preset time interval is also referred to as constant
headway control.
[0120] The configurations described in the foregoing
embodiments are merely examples of various aspects of the
10 present invention. These configurations may be combined
with a known other technology, and moreover, a part of such
configurations may be omitted and/or modified without
departing from the spirit of the present invention.
15 Reference Signs List
[0121] 1, 1B wireless train control system; 10, 10B
on-board device; 11, 11B wireless communication unit; 12
train control unit; 13 operation control unit; 20, 26
wireless device; 21 ground control device; 22
20 interlocking control device; 23, 23A, 23B train traffic
control device; 24, 25 network; 30 train; 31
communication unit; 32, 32A storage unit; 33, 33A, 33B
control unit; 41 route information storage unit; 42, 42A
schedule information storage unit; 43 train information
25 storage unit; 51, 51A information acquisition unit; 52
route-to-take control unit; 53, 53A, 53B operation
instruction unit; 54, 54A determination unit; 55
generation unit; 56, 56B transmission processing unit; 61
route information table; 80, 80A, 80B departure order
30 information.
45
We Claim :
1. A train traffic control device comprising:
an information acquisition unit to obtain location
information representing a location of each of a plurality
of trains, and departure order information 5 representing an
order of departure of one or more trains of the plurality
of trains from a station;
a determination unit to determine a preceding train
running in advance of a target train and a following train
10 running in rear of the target train based on the location
information and on the departure order information obtained
by the information acquisition unit, the target train being
a train on which running control is performed, among the
plurality of trains;
15 a generation unit to generate headway control
information based on a determination result from the
determination unit, the headway control information being
information for controlling an operation interval between
each of the preceding train and the following train and the
20 target train; and
a transmission processing unit to transmit the headway
control information generated by the generation unit to an
on-board device of the target train.
25 2. The train traffic control device according to claim 1,
wherein
when two or more trains including the target train are
to stop concurrently at a same station, the information
acquisition unit obtains information representing an order
30 of departure of the two or more trains from the station, as
the departure order information, and
when the target train is scheduled to leave second,
the determination unit determines that a train scheduled to
46
leave first among the two or more trains is the preceding
train.
3. The train traffic control device according to claim 2,
5 wherein
when the target train is stopping at a station, the
determination unit determines that a train present in
advance of the target train in a route of the target train
and being closest in distance to the target train is the
10 preceding train.
4. The train traffic control device according to claim 3,
wherein
the determination unit determines that the preceding
15 train does not exist when no train is present within a
range from a location of the target train to a location at
a distance satisfying a preset condition in advance of the
target train in the route of the target train.
20 5. The train traffic control device according to any one
of claims 1 to 4, wherein
the information acquisition unit obtains, as the
departure order information, information representing an
order of departure of the target train at a turn-back
25 station when the target train is a train at a forefront in
a travel direction, of the plurality of trains, and the
target train is to stop at the turn-back station, and
the determination unit determines the preceding train
based on the order of departure of the target train at the
30 turn-back station.
6. The train traffic control device according to any one
of claims 1 to 5, wherein
47
the information acquisition unit obtains type
information representing a train type of each of the
plurality of trains, and
the determination unit determines, based on the type
information, a candidate for the preceding 5 train and a
candidate for the following train with respect to the
target train of the plurality of trains.
7. The train traffic control device according to claim 6,
10 wherein
the determination unit eliminates a train having a
different train type from the candidate for the preceding
train and from the candidate for the following train.
15 8. The train traffic control device according to any one
of claims 1 to 7, wherein
when a line operated with the plurality of trains
includes two or more tracks in one travel direction, the
determination unit determines the preceding train and the
20 following train based on the order of departure from the
station on each of the two or more tracks.
9. The train traffic control device according to any one
of claims 1 to 8, wherein
25 the transmission processing unit causes the headway
control information to be transmitted to the on-board
device via a wireless device that is different from a
plurality of wireless devices disposed along a track of a
line operated with the plurality of trains to obtain the
30 location information from the on-board device.
10. A train traffic control method performed by a computer,
the method comprising:
a first step of obtaining location information
representing a location of each of a plurality of trains,
and departure order information
departure of one
5 from a station;
a second step of determining a preceding train running
in advance of a target train and a following train running
in rear of the target train based on the
information and on the departure order information obtained
10 in the first step, the target train being a train on which
running control is performed, among the plurality of
trains;
a third step of generating headway control information
based on a determination result
15 headway control information being information for
controlling an operation interval between each of the
preceding train and the following train and the target
train; and
a fourth step of transmitting the headwa
20 information generated by the third step to an on
device of the target train.