JP2021127000A - Notification system and notification method - Google Patents

Abstract

To provide an alarm system performing two-stage wireless communication that can quickly determine communication delay.SOLUTION: In an alarm system 1, a crossing control machine 30 transmits detection information about trouble relating to a crossing CR to a central device 10 and the central device 10 transmits alarm information based on the detection information to an on-vehicle device 42. The central device 10 has a first counter counting the number of continuous times at which response information with respect to first request information, which should be repeatedly transmitted, has not been received from the crossing control machine 30, and repeatedly transmits second request information including the alarm information and a count value to the on-vehicle device 42. The on-vehicle device 42 has a second counter counting the number of continuous times at which second request information has not been received, and resets the second counter at a count value included in the second request information to execute fail-safe processing when the count value of the second counter satisfies a number condition.SELECTED DRAWING: Figure 1

Description

The present invention relates to a warning system or the like that transmits warning information to an on-board device when a problem with train operation occurs.

In principle, fail-safe railways are used, and there is known a warning system that issues an alarm to stop nearby trains in an emergency when there is a problem with train operation. In the method of issuing an alarm wirelessly, it is a prerequisite for ensuring safety that wireless communication between the ground and the vehicle continues. Therefore, when the wireless communication between the ground and the vehicle is interrupted for a certain period of time, a mechanism for stopping the train is adopted as a safety control. For example, the centralized traffic control (ground system) that receives the trouble detection information (reported train protection radio) related to train operation interferes with the train affected by the trouble based on the position and speed of each train. An example of a notification system (train protection radio control system) for notifying an alarm regarding a train is disclosed in Patent Document 1.

Japanese Unexamined Patent Publication No. 2019-43515

It is important for the alarm system to promptly notify the train of the warning about the trouble, and it is very dangerous that the wireless communication is interrupted and the warning is not notified to the train for a long time. In other words, it goes without saying that the alarm is promptly notified to the train, and when a communication delay occurs that delays the notification of the alarm to the train due to poor communication, the communication delay is promptly determined and safety control is performed. There is a need. In particular, in a warning system that performs two-stage wireless communication, such as from the ground device to the central device that detects obstacles related to train operation, and then from the central device to the on-board device, the time required to determine the communication delay can be shortened. It is an issue.

The present invention has been made in view of the above circumstances, and an object of the present invention is to enable a prompt determination of the occurrence of a communication delay in a reporting system that performs two-stage wireless communication. ..

The first invention for solving the above problems is
It is a warning system that transmits detection information to the central device by wireless communication when the ground device interferes with train operation, and the central device transmits alarm information based on the detection information to the on-board device by wireless communication. hand,
The central device
A first request information transmission means (for example, the first request information transmission unit 204 in FIG. 14) that repeatedly transmits the first request information to the ground device at the first transmission interval.
Receiving means for receiving the response information including the detection information or the response information not including the detection information transmitted from the ground device in response to the first request information (for example, the first response information of FIG. 14). Receiver 206) and
A first counting means that counts the first counter each time the duration during which the response information cannot be received elapses in the first waiting unit time, and resets the first counter to the initial value when the response information is received ( For example, the first counting unit 212) in FIG. 14 and
For the on-board device, 1) second request information including the alarm information based on the detection information and the count value of the first counter when the received response information includes the detection information. 2) When the received response information does not include the detection information, the second request information including the count value of the first counter is repeatedly transmitted at the second transmission interval. Means (for example, the second request information transmitting unit 208 in FIG. 14) and
With
The on-board device
The second counter is counted every time the second standby unit time elapses for the duration during which the second request information cannot be received, and when the second request information is received, the count value included in the second request information is used. A second counting means for resetting the second counter (for example, the second counting unit 506 in FIG. 15) and
When the received second request information includes the alarm information, an alarm processing means (for example, the alarm processing unit 508 of FIG. 15) that executes a predetermined alarm process and
A fail-safe processing means (for example, a fail-safe processing unit 510 in FIG. 15) that executes a predetermined fail-safe process when the count value of the second counter satisfies the second number-of-times condition.
To prepare
It is a notification system.

Also, as another invention,
This is a notification method in which the detection information is transmitted to the central device by wireless communication when the ground device interferes with the train operation, and the alarm information based on the detection information is transmitted by the central device to the on-board device by wireless communication. hand,
A first request information transmission step (for example, step A1 in FIG. 16) in which the central device repeatedly transmits the first request information to the ground device at the first transmission interval.
A reception step in which the central device receives response information including the detection information or response information not including the detection information transmitted from the ground device in response to the first request information (for example, FIG. 16). Step A3) and
The central device counts the first counter every time the duration during which the response information cannot be received elapses in the first standby unit time, and resets the first counter to the initial value when the response information is received. The first counting step (for example, steps A5 and A9 in FIG. 16) and
When the central device includes the detection information in the response information received, 1) the alarm information based on the detection information and the count value of the first counter are displayed on the on-board device. 2) When the received response information does not include the detection information, the second request information including the count value of the first counter is repeatedly transmitted at the second transmission interval. The second request information transmission step (for example, steps A27 and A29 in FIG. 17) and
The on-board device counts the second counter every time the duration during which the second request information cannot be received elapses in the second standby unit time, and when the second request information is received, the second request information is received. A second counting step (for example, steps C5 and C13 in FIG. 17) for resetting the second counter with the count value included in
An alarm processing execution step (for example, step C9 in FIG. 17) in which the on-board device executes a predetermined alarm processing when the second request information received includes the alarm information.
A fail-safe process execution step (for example, step C17 in FIG. 17) in which the on-board device executes a predetermined fail-safe process when the count value of the second counter satisfies the second number-of-times condition.
The reporting method including the above may be configured.

According to the first invention and the like, a communication delay can be quickly detected in a reporting system that performs two-stage wireless communication from a ground device to a central device and then from a central device to an on-board device. That is, the first counter counts the number of times corresponding to the duration during which the central device does not receive the first response information from the ground device, and the second counter receives the second request information from the central device on the vehicle. Count the number of times corresponding to the duration not done. Therefore, the count value of the first counter of the central device is transmitted to the on-board device and the second counter is reset by this count value, so that the count value of the second counter is changed from the ground device to the central device and then to the central device. This is the number of times corresponding to the time when information is not continuously received for a series of communications from the vehicle to the on-board device. From this, the on-board device determines that a communication delay has occurred in the communication path from the ground device to the on-board device via the central device when the count value of the second counter satisfies the second number condition. And fail-safe processing can be executed.

When a problem occurs in train operation, detection information is transmitted from the ground device to the central device, and alarm information based on the detection information is transmitted from the central device to the on-board device, so that the on-board device performs alarm processing. It is possible to notify the train driver of the problem. If the transmission of warning information to the on-board device is delayed due to a communication delay between the ground device and the central device, or between the central device and the on-board device, even though there is a problem with train operation, the vehicle is on board. It is dangerous because the alarm processing in the device is delayed. However, in that case, the on-board device promptly determines the communication delay, and the fail-safe process is performed instead of the alarm process, so that the control can be performed on the safe side as a result. The fail-safe process executed by the on-board device may be the same process as the alarm process or may be a different process.

The second invention is the first invention.
The centralized traffic control further includes on-line management means (for example, on-line management unit 202 in FIG. 14) that manages on-line information including at least the position of each train on which the on-board device is mounted.
When the received response information includes the detection information, the second request information transmitting means is within a given alarm range associated with the ground device related to the detection information in each train. The second request information including the alarm information based on the detection information and the count value of the first counter is transmitted to the on-board device mounted on the train located in, and the position is within the alarm range. The second request information including the specified count value is transmitted to the on-board device mounted on the train.
It is a notification system.

According to the second invention, when a trouble occurs in train operation, the warning information and the count value of the first counter are used for the on-board device of the train located within the given warning range of each train. The second request information including the specified count value is transmitted to the on-board device of the train not located within the warning range (outside the warning range). As a result, the second request information is transmitted to the on-board device of each train regardless of whether or not the train is within the warning range, so that a communication delay occurs in the communication path to which the information related to the trouble is transmitted. It can be determined whether or not it is present.

The third invention is the first or second invention.
The ground device is provided at different positions for detecting obstacles, and is provided at different positions.
The central device further includes a storage means (for example, a storage unit 300 in FIG. 14) for storing an alarm range when the trouble occurs for each of the ground devices.
The first request information transmitting means transmits the first request information for each of the ground devices.
The receiving means receives the response information for each of the ground devices, and receives the response information.
The first counting means counts and resets the first counter for each ground device.
When the alarm ranges associated with the plurality of ground devices partially overlap and the train exists in the overlapping ranges, the second request information transmitting means can be used on the on-board device of the train. The count value included in the second request information to be transmitted is set to the count value closest to the value satisfying the second number of times condition among the count values of the first counters of the plurality of ground devices.
It is a notification system.

According to the third invention, the trains existing in the overlapping range of the alarm ranges of the plurality of ground devices satisfy the second number of times among the count values of the first counters of the plurality of ground devices. The count value closest to the value is sent. As a result, when there are a plurality of communication paths through which information regarding the trouble is transmitted, it is possible to quickly determine the communication delay that has occurred in any of them.

The fourth invention is the first to third inventions.
The ground device is a railroad crossing security facility installed at a railroad crossing.
The alarm processing is to notify an alarm related to the railroad crossing from a notification device mounted on the cab of the train.
It is a notification system.

According to the fourth invention, in the alarm system for notifying the train driver of the obstacle of the railroad crossing, the communication delay of the communication path can be quickly determined.

Application example of the notification system. Schematic diagram of the operation of the alarm system. Explanatory drawing of extraction of approaching train. Time chart of communication procedure of wireless communication. Explanatory drawing of the counter. Explanatory drawing of information sent and received. Explanatory drawing of transmission of count value. Time chart of an example of communication failure. A time chart of an example in which a railroad crossing obstruction warning is notified to a train. Best example time chart. Worst case time chart. Time chart of the best comparison example. Time chart of the worst comparison example. Functional configuration diagram of the central device. Functional configuration diagram of the on-board device. Flow chart of processing related to railroad crossing controller and central device. Flowchart of processing related to central equipment and on-board equipment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. It should be noted that the embodiments described below do not limit the present invention, and the embodiments to which the present invention can be applied are not limited to the following embodiments. Further, in the description of the drawings, the same elements are designated by the same reference numerals.

[System configuration]
FIG. 1 is an application example of the notification system of the present embodiment. As shown in FIG. 1, the alarm system 1 of the present embodiment is mounted on a central device 10, a railroad crossing security device 20 installed on a crossing CR, and a train 40 traveling on a track R. It is configured to include the device 42.

The central device 10 is installed in, for example, a central command room, and can perform wireless communication with the railroad crossing controller 30 of the railroad crossing security equipment 20 and wireless communication with the on-board device 42 via the communication network N. The central device 10 is a device for ensuring safe train operation at the railroad crossing CR by wirelessly communicating with the railroad crossing controller 30 of each railroad crossing CR and the on-board device 42 of each train 40.

Further, the centralized traffic control 10 manages on-line information including the position and speed of each train 40 and the traveling direction such as an ascending direction and a descending direction. The "position" of the train 40 is a position on a railroad track expressed in kilometers, but may be geolocation information such as latitude and longitude. The on-line information may be acquired by the central device 10 by wirelessly communicating with the on-board device 42 of each train 40, or may be acquired from another device such as an operation management device installed in the central command room. You may.

The railroad crossing security equipment 20 is a ground device, and includes a railroad crossing alarm 22, a railroad crossing barrier 24, a railroad crossing obstacle push button 26, a railroad crossing obstacle detection device 28, and a railroad crossing controller 30. The railroad crossing controller 30 is installed in an instrument box near the railroad crossing and controls each device other than the railroad crossing controller 30. The railroad crossing controller 30, which is one of the railroad crossing security equipment 20, can also be said to be one of the ground devices. The railroad crossing controller 30 has a wireless communication device, and can perform wireless communication with each device installed in the central command room such as the central device 10 and the operation management device via the communication network N. Then, the railroad crossing controller 30 performs warning control of the railroad crossing such as the start and end of the ringing of the railroad crossing alarm 22 and the descent and ascent of the railroad crossing barrier 24 according to the control instruction from the central device 10. Further, when the pressing signal of the railroad crossing obstacle push button 26 or the obstacle detection signal by the railroad crossing obstacle detection device 28 is input, the detection information indicating that the obstacle related to the railroad crossing CR has occurred is transmitted to the central device 10.

FIG. 2 is a schematic diagram of the operation of the alarm system 1. As shown in FIG. 2, when the central device 10 receives the detection information indicating the obstacle of the railroad crossing CR from the railroad crossing controller 30 installed in the railroad crossing CR, the train 40 approaching the railroad crossing CR (hereinafter, appropriately "approaching"). "Train 40") is extracted, and the warning information for causing the notification device 44 of the extracted approaching train 40 to notify the warning related to the railroad crossing CR is transmitted to the on-board device 42 of the approaching train 40.

Here, the "detection information indicating a railroad crossing obstacle" is, for example, a press signal of the railroad crossing obstacle push button 26, an obstacle detection signal by the railroad crossing obstacle detection device 28, and a self of the railroad crossing alarm 22 and the railroad crossing barrier 24. It is a failure detection signal by the diagnostic function, an alarm signal by a railroad crossing monitoring device, etc. These signals are input to the railroad crossing controller 30 from each device, and are transmitted from the railroad crossing controller 30 to the central device 10 together with the identification information of the railroad crossing CR as detection information indicating an obstacle of the railroad crossing CR.

Further, the "railroad crossing warning" is an alarm for notifying the driver of the train 40 that an obstacle of the railroad crossing CR in front has been detected and calling attention, for example, instructing the train 40 to stop. It is an alarm to be done.

Further, the notification device 44 for notifying the alarm is mounted at a position where the driver of the driver's cab of the train 40 can see. As the notification of the alarm in the notification device 44, for example, the notification device 44 may have one or a plurality of indicator lights, and these indicator lights may be turned on or blinked. Further, the notification device 44 may have an image display device such as a display, and may display a design or a text message according to the name of the railroad crossing CR that detected the obstacle and the distance to the railroad crossing CR, or the railroad crossing CR. An image taken by a railroad crossing CR may be displayed by a camera (photographing device) installed in the railroad crossing. Further, the notification device 44 may be configured to have a voice output device such as a speaker, and may output a voice message having contents according to the name of the railroad crossing CR that detected the obstacle and the distance to the railroad crossing CR. These are collectively called "notifications".

The centralized traffic control 10 determines the train 40 to be extracted as an "approaching train" based on the distance between the train 40 and the railroad crossing position. FIG. 3 is a diagram illustrating the extraction of approaching trains. As shown in FIG. 3, the railroad crossing CR defines an alarm range when a problem occurs, and the train 40 located in this alarm range is extracted as an approaching train. In the example of FIG. 3, the warning range including the railroad crossing position is defined for each traveling direction of the train, and the trains 40b and 40e located in the warning range are extracted as approaching trains. Then, the centralized traffic control 10 notifies each of the approaching trains 40b and 40e of an alarm related to the railroad crossing CR.

[Wireless communication]
FIG. 4 is a diagram illustrating an outline of wireless communication in the alarm system 1. In the alarm system 1, wireless communication is performed by a polling method between the central device 10 and the railroad crossing controller 30, and between the central device 10 and the on-board device 42. That is, the central device 10 repeatedly transmits the first request information to the railroad crossing controller 30 at the first transmission interval ΔT1. The railroad crossing controller 30 transmits the first response information to the received first request information to the central device 10. The central device 10 determines that the communication with the railroad crossing controller 30 is not delivered depending on whether or not the first response information is received. The railroad crossing controller 30 determines that the communication with the central device 10 is not delivered depending on whether or not the first request information is received. Further, the central device 10 repeatedly transmits the second request information to the on-board device 42 at the second transmission interval ΔT2. The on-board device 42 transmits the second response information to the received second request information to the central device 10. The central device 10 determines that the communication with the on-board device 42 is not delivered depending on whether or not the second response information is received. The on-board device 42 determines that the communication with the central device 10 is not delivered depending on whether or not the second request information is received. In the present embodiment, it is assumed that the transmission intervals ΔT1 and ΔT2 of the request information of the central device 10 are the same, and the transmission timings of the request information are also the same, but they may be different.

In the alarm system 1, when the railroad crossing controller 30 of the railroad crossing security equipment 20 transmits detection information indicating an obstacle to the railroad crossing CR to the central device 10, an alarm for notifying the approaching train of the railroad crossing CR of the alarm is sent from the central device 10 to the approaching train of the railroad crossing CR. Information is sent. That is, the railroad crossing CR obstruction is notified to the train 40 by a communication path including two-step wireless communication from the railroad crossing controller 30 to the central device 10 and then from the central device 10 to the on-board device 42. In order to determine the communication non-delivery of this communication path, as shown in FIG. 5, each of the central device 10 and the on-board device 42 has a counter for counting the communication non-delivery of the communication path.

As shown in FIG. 5, the central device 10 has a first counter 12 for each railroad crossing that counts non-delivery of communication with the railroad crossing controller 30. The "communication failure" with the railroad crossing controller 30 is determined by the fact that the first response information is not received even after the first standby unit time has elapsed from the transmission of the first request information. That is, when the central device 10 counts the first counter 12 every time the duration during which the first response information from the railroad crossing controller 30 cannot be received elapses the first standby unit time, and receives the first response information. The first counter 12 is reset to the initial value. In the present embodiment, the first standby unit time is equal to the first transmission interval ΔT1. Further, the count of the first counter 12 is a countdown method in which the count value is subtracted by "1".

The on-board device 42 has one second counter 46 that counts non-delivery of communication with the central device 10. The "communication failure" with the central device 10 is determined by the fact that the next second request information is not received even after the second standby unit time has elapsed from the reception of the second request information. Further, as described later, when the second request information is received, the count value of the second counter 46 is updated to the count value included in the second request information. That is, when the on-board device 42 counts the second counter 46 each time the duration during which the second request information from the central device 10 cannot be received elapses in the second standby unit time, and receives the second request information. The second counter 46 is reset with the count value included in the second request information. Then, when the count value of the second counter 46 satisfies the second number-of-times condition, a predetermined fail-safe process is executed. In the present embodiment, the "second standby unit time" is assumed to be equal to the second transmission interval ΔT2. Further, the count of the second counter 46 is a countdown method in which the count value is subtracted by "1".

The "second number of times condition" is a condition that considers that the wireless communication is interrupted for a certain period of time (communication delay). Specifically, it is a condition for determining the number of times M for continuous determination of non-delivery of communication, and is defined as the number of times M obtained by dividing a fixed time considered to be interrupted by wireless communication by the transmission interval ΔT of the request information. Since the second counter 46 counts by the countdown method, the condition that the count value becomes the value "CM", which is the countdown from the initial value C by the number of times M, satisfies the second number of times condition. For example, by setting the initial value C of the second counter 46 to the number of times M, the fact that the count value becomes "0" satisfies the condition of the second number of times. Further, as described later, when the count value of the first counter 12 is transmitted to the on-board device 42, the count value of the first counter 12 is taken over by the second counter 46, so that the first counter 12 and the second counter 12 and the second counter 12 The initial value C of the counter 46 is the same.

Further, the fail-safe process is a process performed when it is determined that the communication has not been delivered M times in succession. For example, the notification device 44 of the train 40 informs the driver that a problem has occurred in wireless communication. It is a process of notifying the train to the train, transmitting the train to other trains 40 and other devices including the central device 10 by wireless communication.

Since the count value of the first counter 12 in the central device 10 is taken over by the second counter 46 of the on-board device 42, the count value of the second counter 46 is the communication failure between the central device 10 and the railroad crossing controller 30. It is a value corresponding to the total of the number of times the communication is reached and the number of times the communication is not delivered between the central device 10 and the on-board device 42 that subsequently occurs. Therefore, "the count value of the second counter satisfies the second number of times condition" means that the entire communication path of wireless communication from the railroad crossing controller 30 to the on-board device 42 via the central device 10 is continuous. It means that the communication failure of M times was judged.

FIG. 6 is a diagram for explaining the contents of information transmitted / received in the alarm system 1. As shown in FIG. 6, the central device 10 transmits the first request information to the railroad crossing controller 30, and the railroad crossing controller 30 transmits the first response information to the received first request information to the central device 10. do. When a railroad crossing CR has a problem, the railroad crossing controller 30 includes the detection information indicating the problem in the first response information and transmits it.

Further, the central device 10 transmits the second request information to the on-board device 42, and the on-board device 42 transmits the second response information to the received second request information to the central device 10. When the first response information received from the railroad crossing controller 30 includes detection information indicating a railroad crossing obstacle, the central device 10 includes the warning information related to the railroad crossing in the second request information and transmits it. Further, the count value of the first counter 12 is included in the second request information and transmitted. When the second request information received includes the alarm information, the on-board device 42 performs an alarm process for notifying the driver of an alarm based on the alarm information from the notification device 44. Further, the second counter 46 is reset by the count value included in the second request information.

The central device 10 has a first counter for each railroad crossing, and the count value of the first counter 12 transmitted to the on-board device 42 of the train 40 is a railroad crossing in the warning range where the train 40 is located, as shown in FIG. It is a count value of the first counter 12 corresponding to CR. When the train 40 is located in the warning range of the railroad crossing CR, it means that the train 40 is an approaching train of the railroad crossing CR.

That is, as shown in FIG. 7 (1), when the train 40 is located in the warning range of one railroad crossing CR, the count value of the first counter 12 corresponding to the railroad crossing CR is the count value of the train 40. It is transmitted to the on-board device 42. In FIG. 7 (1), the train 40 is located in the warning range of the A railroad crossing, and the count value “3” of the first counter corresponding to the A railroad crossing is transmitted to the on-board device 42 of the train 40 and is on the vehicle. The second counter 46 included in the device 42 is updated to the received count value “3”.

Further, as shown in FIG. 7 (2), when the train 40 is located in the warning range of the plurality of railroad crossing CRs, among the count values of the first counter 12 corresponding to each of the plurality of railroad crossing CRs. , The minimum count value is transmitted to the on-board device 42 of the train 40. In the example of FIG. 7 (2), the train 40 is located in the warning range of the B railroad crossing and the C railroad crossing. The count values of the first counter 12 corresponding to the B railroad crossing and the C railroad crossing are "2" and "1", and the smallest count value "1" is transmitted to the on-board device of the train 40, and the on-board device concerned. The second counter 46 of the 42 is updated to the received count value “1”.

Further, although not shown, for a train that is not located in the warning range of any railroad crossing CR, an initial value "3" is transmitted to the on-board device 42 of the train 40 as a specified count value in the present embodiment. The second counter 46 of the on-board device 42 is reset at the received initial value "3".

[Time chart]
8 to 11 are examples of time charts showing the procedure of wireless communication in the alarm system 1. In each case, the horizontal axis is time t, and the wireless communication between the railroad crossing controller 30 and the central device 10 and the wireless communication between the central device 10 and the on-board device 42 are indicated by "arrows" in order from the top. Shown. Further, the axis of the central device 10 shows the count value of the first counter 12 corresponding to the railroad crossing controller 30, and the axis of the on-board device 42 shows the count value of the second counter 46. Further, the transmission intervals ΔT1 and ΔT2 of the first request information and the second request information from the central device 10 are set to the same transmission interval ΔT (= ΔT1, ΔT2), and the transmission timing is also the same. Then, the first standby unit time for counting down the first counter 12 in the central device 10 and the second standby unit time for counting down the second counter 46 in the on-board device 42 are the same as the transmission interval ΔT of the request information. The standby unit time (= ΔT) is set. Further, at the initial time t0, the first counter 12 of the central device 10 and the second counter 46 of the on-board device 42 are set to the initial value "3", and the count value is "0". It is a condition for the number of times. That is, when it is determined that the communication is not delivered three times in a row, it is considered that the wireless communication is interrupted for a certain period of time.

The central device 10 transmits the first request information to the railroad crossing controller 30 and the second request information to the on-board device 42 at each time t0, t1, ..., Which arrives at each transmission interval ΔT. Then, the railroad crossing controller 30 transmits the first response information to the received first request information to the central device 10, and the on-board device 42 transmits the second response information to the received second request information to the central device 10. do.

In the example of FIG. 8, communication failure of wireless communication occurs between the central device 10 and the railroad crossing controller 30 between times t0 to t1, and between times t1 to t2, the central device 10 and the on-board device There is a non-delivery of wireless communication with 42.

That is, the first request information transmitted by the central device 10 at the initial time t0 is received by the railroad crossing controller 30, but the first response information transmitted by the railroad crossing controller 30 in response to the first request information is communicated. It has not been delivered and has not been received by the central device 10. Therefore, the central device 10 subtracts "1" from the first counter 12 and updates the count value to "2" at the time t1 when the waiting unit time ΔT has elapsed from the time t0 when the first request information is transmitted. Then, the second request information including the updated count value "2" is transmitted to the on-board device 42. However, this second request information has not been received by the on-board device 42 due to non-delivery of communication. The on-board device 42 determines that communication with the central device 10 has not been reached at the time t11 when the standby unit time ΔT has elapsed from the time t01 when the second request information was received last time, and subtracts “1” from the second counter 46. And update to the count value "2".

After time t2, no communication non-delivery occurred, and the central device 10 initially resets the count value of the first counter 12 each time the first response information to the first request information transmitted to the railroad crossing controller 30 is received. Update to the value "3". Then, the second response information including the count value “3” of the first counter 12 is transmitted to the on-board device 42, and the on-board device 42 sets the count value of the second counter 46 each time the second request information is received. Update to the received initial value "3".

FIG. 9 is an example in which an obstacle related to the railroad crossing CR is detected and an alarm related to the railroad crossing CR is notified to the train 40. In the example of FIG. 9, communication failure of wireless communication occurs between the central device 10 and the railroad crossing controller 30 between times t0 to t1. Further, the railroad crossing controller 30 detects an obstacle related to the railroad crossing between the times t0 to t1.

That is, the railroad crossing controller 30 detects the obstacle related to the railroad crossing CR at the timing before the transmission of the first response information to the first request information transmitted by the central device 10 at time t0, and the first response including the detection information. Information is transmitted to the central device 10. However, this first response information has not been received by the central device 10 due to non-delivery of communication. Therefore, the central device 10 subtracts "1" from the first counter 12 and updates the count value to "2" at the time t1 when the standby unit time ΔT has elapsed from the time t0 when the first request signal is transmitted. Then, the second request information including the count value "2" of the first counter 12 is transmitted to the on-board device 42. The on-board device 42 resets the second counter 46 with the count value “2” included in the received second request information.

Further, in response to the first request information transmitted by the central device 10 at time t1, the railroad crossing controller 30 again transmits the first response information including the detection information of the obstacle related to the railroad crossing to the central device 10. Upon receiving this first response information, the central device 10 updates the first counter 12 to the initial value "3". Then, the second request information including the warning information for notifying the obstacle related to the railroad crossing based on the detection information included in the first response information is transmitted to the on-board device 42 at the next time t2. The on-board device 42 resets the second counter 46 with the count value "3" included in the received second request information, and causes an obstacle related to the railroad crossing from the notification device 44 according to the warning information included in the second request information. Performs alarm processing to notify.

FIG. 10 is the best example in which the warning related to the railroad crossing CR is notified to the train 40 at the earliest. In FIG. 10, the railroad crossing controller 30 detects an obstacle related to a railroad crossing between times t0 to t1. In addition, no communication failure has occurred.

That is, the railroad crossing controller 30 detects the obstacle related to the railroad crossing CR at the timing before the transmission of the first response information to the first request information transmitted by the central device 10 at time t0, and the first response including the detection information. Information is being sent to the central unit. Upon receiving the first response information, the central device 10 updates the first counter 12 to the initial value "3". Then, at the next time t1, the second request information including the count value “3” of the first counter 12 and the alarm information based on the detection information included in the received first response information is transmitted on the vehicle at the time t1. It transmits to the device 42. Upon receiving the second request information, the on-board device 42 performs an alarm process based on the alarm information included in the second request information. That is, assuming that the transmission interval ΔT of the request information of the central device 10 is one cycle of transmission, the train 40 is notified of the warning related to the railroad crossing CR in about one cycle at the fastest.

FIG. 11 shows a case where a railroad crossing warning is not notified to the train due to non-delivery of communication, and instead of the warning processing, a fail-safe processing is performed by determining that the wireless communication has been interrupted for a certain period of time (communication delay). Yes, this is the worst case where the fail-safe process is performed at the latest timing. In the example of FIG. 11, the railroad crossing controller 30 detects an obstacle related to the railroad crossing between the times t0 to t1 as in the best example of FIG. Further, after time t0, communication failure of wireless communication continuously occurs between the central device 10 and the railroad crossing controller 30, and after time t2, wireless communication occurs between the central device 10 and the on-board device 42. Communication non-delivery is continuously occurring.

That is, as in the example of FIG. 10, the railroad crossing controller 30 detects the obstacle related to the railroad crossing CR at the timing before the transmission of the first response information to the first request information transmitted by the central device 10 at time t0. The first response information including the detection information is transmitted to the central device 10. However, this first response information has not been received by the central device 10 due to non-delivery of communication. Similarly, after the time t1, the railroad crossing controller 30 transmits the first response information including the detection information of the obstacle related to the railroad crossing to the central device 10 every time the first request information is received. The information has not been received by the central device 10 due to non-delivery of communication. Therefore, the central device 10 sets the first counter 12 to "2", "1", "0", and "1" every time the waiting unit time ΔT elapses from the transmission of the first request information after the time t1. The second request information including the updated count value of the first counter 12 is transmitted to the on-board device 42 by subtracting (counting down) each.

The second request information transmitted at time t1 is received by the on-board device 42, and the on-board device 42 resets the second counter 46 at the count value "2" included in the received second request information. However, the second request information transmitted at each time t2, t3, ... After the time t2 is not received by the on-board device 42 due to non-delivery of communication. The on-board device 42 sets the count value of the second counter 46 to "2", "1", "0", every time the standby unit time ΔT elapses from the time t11 when the second request information is finally received. And "1" are subtracted (counted down). Then, at the time t31 when the second counter 46 reaches the count value “0”, the fail-safe process is performed.

That is, assuming that the transmission interval ΔT of the request information of the central device 10 is one cycle of transmission, wireless communication is constant at the latest about 3 cycles even if the alarm related to the railroad crossing CR is not notified to the train 40 due to communication failure. Fail-safe processing is performed by determining that the time has been interrupted (communication delay).

12 and 13 are comparative examples with respect to the notification system 1 of the present embodiment. Specifically, it is an example of a wireless communication procedure in a reporting system for comparison in a mode in which the central device and the on-board device do not have the first counter 12 and the second counter 46 of the present embodiment. That is, when the communication non-delivery is counted individually between the central device and the railroad crossing controller and between the central device and the on-board device, and it is determined that the communication is not delivered three times in a row. This is a case where it is determined that the wireless communication has been interrupted for a certain period of time.

FIG. 12 is the best comparative example in which the warning related to the railroad crossing CR is notified to the train earliest. In FIG. 12, the railroad crossing controller detects an obstacle related to the railroad crossing between the times t0 to t1 as in the best example shown in FIG. In addition, no communication failure has occurred.

That is, the railroad crossing controller detects the obstacle related to the railroad crossing CR at the timing before the transmission of the first response information to the first request information transmitted by the central device at time t0, and the first response information including the detection information is detected. Sending to the central unit. When the central device receives the first response information, it transmits the second request information including the alarm information based on the detection information included in the received first response information to the on-board device. Upon receiving the second request information, the on-board device performs an alarm process based on the alarm information included in the second request information. That is, in the alarm system of the comparative example, the train is notified of the warning related to the railroad crossing CR at the fastest in about one cycle, as in the best example of the alarm system 1 of the present embodiment shown in FIG.

FIG. 13 shows the timing at which the alarm regarding the railroad crossing CR is not notified to the train due to the non-delivery of communication, and instead of the alarm processing, it is determined that the wireless communication is interrupted for a certain period of time (communication delay) and the fail-safe processing is performed. Is the slowest and worst comparison example. In FIG. 13, the railroad crossing controller detects an obstacle related to the railroad crossing between the times t0 to t1. Further, between times t0 to t3, communication failure of wireless communication occurs between the central device and the railroad crossing controller, and between times t2 to t3, there is a communication delay between the central device and the on-board device. It has occurred, and after time t3, communication failure of wireless communication continuously occurs between the central device and the on-board device.

That is, the railroad crossing controller detects the obstacle related to the railroad crossing CR at the timing before the transmission of the first response information to the first request information transmitted by the central device at the time t0, and each time t0, t1, after the time t0. Each time the first request information transmitted by the central device is received, the first response information including the detection information is transmitted to the central device. However, the first response information to the first request information transmitted by the central device 10 at each time t0, t1, t2 is not received by the central device due to non-delivery of communication. When the first response information is not received even after the transmission interval ΔT of the first request information has elapsed from the transmission of the first request information, the central device determines that the communication with the railroad crossing controller has not been delivered. Therefore, at the time t3 when the non-delivery of communication with the railroad crossing controller is determined three times in a row, the central device determines that the wireless communication with the railroad crossing controller has been interrupted for a certain period of time.

Further, the central device repeatedly transmits the second request information to the on-board device at a predetermined transmission interval ΔT, and if there is no communication failure or communication delay between the central device and the on-board device, the vehicle The upper device repeatedly receives the second request information at the transmission interval ΔT. Therefore, in consideration of the communication delay between the central device and the on-board device, the on-board device has an interval "2 × ΔT" that is twice the transmission interval ΔT of the second request information since the previous reception of the second request information. If the next second request information is not received even after the elapse of "", it is determined that the communication with the central device has not been delivered. Then, when it is determined that the communication is not delivered, it is determined that the communication with the central device is not delivered every time the transmission interval ΔT elapses without receiving the second request information. Therefore, the on-board device receives the second request information transmitted by the central device at the time t2 at the time t21 immediately before the next time t3 due to the communication delay, and from this time t21, “2 × ΔT”. At the time t41 immediately before the elapsed time t5, it is determined that the first communication with the central device is not delivered. Then, at the time t61 immediately before the time t7, the on-board device determines that the wireless communication with the central device has been interrupted for a certain period of time because it is determined that the communication with the central device has not been delivered for the third time.

That is, in the alarm system of the comparative example, even if the train is not notified of the warning related to the railroad crossing CR due to communication failure, it is determined that the wireless communication is interrupted for a certain period of time (communication delay) in about 7 cycles at the latest. NS. This is more than twice as much as about 3 cycles (see FIG. 11), which is the worst example of the notification system 1 of the present embodiment. That is, according to the alarm system 1 of the present embodiment, even in the worst case, the time required for determining that the wireless communication is interrupted for a certain period of time can be significantly shortened.

[Functional configuration]
(A) Central device FIG. 14 is a block diagram showing a functional configuration of the central device 10. According to FIG. 14, the central device 10 includes an operation unit 102, a display unit 104, a sound output unit 106, a wireless communication unit 108, a wired communication unit 110, a processing unit 200, and a storage unit 300. , Can be configured as a kind of computer system.

The operation unit 102 is realized by an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal corresponding to the performed operation to the processing unit 200. The display unit 104 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays according to a display signal from the processing unit 200. The sound output unit 106 is realized by an audio output device such as a speaker, and outputs various sounds according to an audio signal from the processing unit 200.

The wireless communication unit 108 is realized by a wireless communication device, and is connected to the communication network N to perform wireless communication with various external devices such as the on-board device 42 of each train 40 and the railroad crossing controller 30 of the railroad crossing security equipment 20. conduct. The wired communication unit 110 is realized by a wired communication device, and performs wired communication with various external devices such as a train operation management device.

The processing unit 200 is a processor realized by an arithmetic unit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array) or an arithmetic circuit, and programs and data stored in the storage unit 300 and from the operation unit 102. Overall control of the central device 10 is performed based on the input data and the like. Further, as a functional processing block, the processing unit 200 includes an on-line management unit 202, a first request information transmission unit 204, a first response information reception unit 206, a second request information transmission unit 208, and a second response. It has an information receiving unit 210, a first counting unit 212, a trouble detecting unit 214, and an alarm notification control unit 216. Each of these functional units included in the processing unit 200 can be realized by software by the processing unit 200 executing a program, or can be realized by a dedicated arithmetic circuit. In the present embodiment, the former will be described as being realized by software.

The on-line management unit 202 manages the on-line information 310 including the position, speed, and traveling direction of each train 40 on which the on-board device 42 is mounted. The on-line information 310 may be acquired by performing wireless communication between the on-board device 42 of each train 40 and the wireless communication unit 108, or from another device such as an operation management device via the wired communication unit 110. It may be acquired by performing wired communication.

The first request information transmission unit 204 repeatedly transmits the first request information to the railroad crossing controller 30 of the railroad crossing security equipment 20 at the first transmission interval ΔT1 for each railroad crossing security equipment 20 which is a ground device ( See FIGS. 4 and 6).

The first response information receiving unit 206 receives detection information transmitted from the railroad crossing security equipment 20 in response to the first request information transmitted by the first request information transmitting unit 204 for each railroad crossing security equipment 20 which is a ground device. The first response information including the first response information or the first response information not including the detection information is received (see FIGS. 4 and 6).

The second request information transmitting unit 208 refers to the on-board device 42 of the train 40: 1) If the first response information received by the first response information receiving unit 206 includes the detection information, the detection information The second request information including the alarm information based on the above and the count value of the first counter 12 is included. 2) If the received first response information does not include the detection information, the count value of the first counter 12 is included. 2 The request information is repeatedly transmitted at the second transmission interval ΔT2 (see FIGS. 4 and 6).

Further, when the detection information is included in the first response information received by the first response information receiving unit 206, it is associated with the railroad crossing security equipment 20 which is a ground device related to the detection information in each train 40. The second request information including the warning information based on the detection information and the count value of the first counter 12 is transmitted to the on-board device 42 mounted on the train 40 located within the given warning range. The second request information including the specified count value is transmitted to the on-board device 42 mounted on the train 40 (outside the warning range) that is not within the warning range. Further, when the warning ranges associated with the plurality of railroad crossing security facilities 20 partially overlap and the train 40 exists in the overlapping range, the second request to be transmitted to the on-board device 42 of the train 40. The count value included in the information is set to the count value closest to the value satisfying the second number of times condition among the count values of the first counter 12 of the plurality of railroad crossing security equipment 20 (see FIG. 7).

The second response information receiving unit 210 receives the second response information transmitted from the on-board device 42 of the train 40 in response to the second request information transmitted by the second request information receiving unit 208 (FIGS. 4 and 4). 6).

The first counter 212 is a first counter for each railroad crossing security facility 20 which is a ground device, every time the duration during which the first response information receiving unit 206 cannot receive the first response information elapses the first standby unit time. 12 is counted, and when the first response information is received, the first counter 12 is reset to the initial value.

When the first response information received by the first response information receiving unit 206 includes the detection information, the obstacle detection unit 214 detects the obstacle related to the railroad crossing based on the detection information.

When the obstacle detection unit 214 detects an obstacle in the railroad crossing CR, the alarm notification control unit 216 causes the notification device 44 of the train located in the alarm range defined in the railroad crossing CR to notify the alarm related to the railroad crossing CR. The alarm information for this purpose is included in the second request information transmitted by the second request information transmission unit 208 to the on-board device 42 of the train 40 and transmitted. The warning range of the railroad crossing CR is predetermined in the corresponding railroad crossing management information 320.

The storage unit 300 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 200 controls the central device 10 in an integrated manner. The program and data of the above are stored, and are used as a work area of the processing unit 200, and the calculation result executed by the processing unit 200, the input data from the operation unit 102, and the like are temporarily stored. In the present embodiment, the storage unit 300 stores the central control program 302, the on-line information 310, the railroad crossing management information 320, and the first counter information 330.

The railroad crossing management information 320 is information stored in association with the railroad crossing position, the alarm range, and the presence / absence of detection of obstacles for each railroad crossing CR. The railroad crossing position is a position along a railroad track expressed in kilometers. The warning range is indicated by the positions of both ends along the railroad track, which is expressed in kilometers, and is determined according to the traveling direction in the up direction and the down direction. Whether or not the obstacle is detected is whether or not the first response information received from the railroad crossing controller 30 includes the detection information indicating the obstacle.

The first counter information 330 is information that stores the count value of the first counter 12 for each railroad crossing.

FIG. 15 is a block diagram showing a functional configuration of the on-board device 42. According to FIG. 15, the on-board device 42 includes an operation unit 402, a display unit 404, a sound output unit 406, a wireless communication unit 408, a processing unit 500, and a storage unit 600, and is a kind of computer system. Can be configured as.

The operation unit 402 is realized by an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal corresponding to the performed operation to the processing unit 500. The display unit 404 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays according to a display signal from the processing unit 500. The sound output unit 406 is realized by an audio output device such as a speaker, and outputs various sounds according to an audio signal from the processing unit 500. The wireless communication unit 408 is realized by a wireless communication device, is connected to the communication network N, and performs wireless communication with various external devices such as the central device 10.

The processing unit 500 is a processor realized by an arithmetic unit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array) or an arithmetic circuit, and programs and data stored in the storage unit 600, from the operation unit 402. Based on the input data and the like, the overall control of the on-board device 42 is performed. Further, as a functional processing block, the processing unit 500 includes a second request information receiving unit 502, a second response information transmitting unit 504, a second counting unit 506, an alarm processing unit 508, and a fail-safe processing unit 510. And have. Each of these functional units included in the processing unit 500 can be realized by software by the processing unit 500 executing a program, or can be realized by a dedicated arithmetic circuit. In the present embodiment, the former will be described as being realized by software.

The second request information receiving unit 502 receives the second request information transmitted from the central device 10 (see FIGS. 4 and 6).

The second response information transmitting unit 504 transmits the second response information for the second request information received by the second request information receiving unit 502 to the central device 10 (see FIGS. 4 and 6).

The second counting unit 506 counts the second counter 46 every time the duration during which the second request information receiving unit 502 cannot receive the second request information elapses in the second standby unit time, and receives the second request information. If this happens, the second counter 46 is reset with the count value included in the second request information (see FIGS. 4 and 6).

The alarm processing unit 508 executes a predetermined alarm processing when the second request information received by the second request information receiving unit 502 includes the alarm information. The alarm processing is to notify the alarm related to the railroad crossing from the notification device 44 mounted on the cab of the train 40.

The fail-safe processing unit 510 executes a predetermined fail-safe processing when the count value of the second counter 46 satisfies the second number-of-times condition.

The storage unit 600 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 500 controls the on-board device 42 in an integrated manner. It is used as a work area of the processing unit 500, and temporarily stores the calculation result executed by the processing unit 500, the input data from the operation unit 402, and the like. In the present embodiment, the on-vehicle control program 602 and the second counter information 610 are stored in the storage unit 600. The second counter information 610 is information that stores the count value of the second counter 46.

[Processing flow]
16 and 17 are flowcharts for explaining the flow of processing in the alarm system 1.

(A) Between center and ground FIG. 16 is a flowchart illustrating a flow of processing relating to the central device 10 and the railroad crossing controller 30. This process is performed in parallel between the central device 10 and the railroad crossing controller 30 of each railroad crossing CR.

First, the central device 10 transmits the first request information to the railroad crossing controller 30 (step A1). When the railroad crossing controller 30 receives the first request information from the central device 10 (step B1: YES), it determines whether or not the railroad crossing CR has been detected, and if it has detected the obstacle (step B3 :). YES), the first response information including the detection information indicating the trouble is transmitted to the central device 10 (step B5). If no trouble is detected (step B3: NO), the first response information including the detection information is transmitted to the central device 10 (step B7). Then, the process returns to step B1.

When the central device 10 receives the first response information from the railroad crossing controller 30 (step A3: YES), the central device 10 resets the count value of the corresponding first counter to the initial value "3" (step A5). Further, if the first response information from the railroad crossing controller 30 is not received (step A3: NO) and the first standby unit time elapses from the transmission of the first request information to the railroad crossing controller 30 (step A7). : YES), it is determined that the communication with the railroad crossing controller 30 has not been delivered, and the count value of the corresponding first counter 12 is subtracted by "1" (step A9). After that, when the time of the first transmission interval ΔT1 elapses from the transmission of the first request information (step A11), the process returns to step A1.

(B) Between the center and the vehicle Vehicle FIG. 17 is a flowchart illustrating a flow of processing related to the central device 10 and the vehicle-mounted device 42. This process is performed in parallel between the central device 10 and the on-board device 42 of each train 40.

First, the central device 10 determines whether the position of the train 40 is within the warning range of any railroad crossing CR, and if it is within the warning range of any railroad crossing CR (step A21: YES), an alarm is given. The count value to be transmitted is determined from the first counter 12 of the railroad crossing CR (referred to as “approaching railroad crossing”) located within the range (step A23). That is, if there is one approaching railroad crossing, the count value of the first counter 12 of the approaching railroad crossing is used. If there are a plurality of approaching railroad crossings, among the count values of the first counter 12 for each approaching railroad crossing, the count value closest to the value satisfying the second number of times condition, that is, the smallest count value in the present embodiment is used.

Further, if the first response information received from the railroad crossing controller 30 of the approaching railroad crossing includes the detection information indicating the obstacle, it is determined whether the obstacle related to the approaching railroad crossing is detected, and if the obstacle is detected. If (step A25: YES), the warning information related to the approach railroad crossing based on the detection information and the second request information including the determined count value are transmitted to the on-board device 42 (step A27). If no obstacle to the approaching railroad crossing is detected (step A25: NO), the second request information including the determined count value is transmitted to the on-board device 42 (step A29).

If the position of the train 40 is outside the warning range of all railroad crossing CRs (step A21: NO), the second request information including the initial value "3" as the specified count value is transmitted to the on-board device 42 (step A21: NO). Step A31). After that, when the time of the second transmission interval ΔT2 elapses from the transmission of the second request information (step A33), the process returns to step A21.

When the on-board device 42 receives the second request information from the central device 10 (step C1: YES), the on-board device 42 transmits the second response information to the received second request information to the central device 10 (step C3). Next, the second counter 46 is reset with the count value included in the received second request information (step C5). Further, if the received second request information includes the warning information (step C7: YES), the warning processing for notifying the obstacle related to the railroad crossing is performed based on the warning information (step C9).

If the second request information is not received (step C1: NO) and the second standby unit time has elapsed since the previous reception of the second request information (step C11: YES), the communication with the central device 10 is not delivered. Is determined, and the count value of the second counter 46 is subtracted by "1" (step C13). As a result, when the count value of the second counter 46 becomes "0" and the second number-of-times condition is satisfied (step C15: YES), a predetermined fail-safe process is performed (step C17). Then, the process returns to step C1.

[Action effect]
According to the alarm system 1 of the present embodiment, two-stage wireless communication is performed from the railroad crossing controller 30 of the railroad crossing security equipment 20 which is a ground device to the centralized device 10, and then from the centralized device 10 to the on-board device 42 of the train 40. Communication delay can be detected quickly. That is, the first counter 12 counts the number of times corresponding to the duration during which the central device 10 does not receive the first response information from the railroad crossing controller 30, and the second counter 46 counts the number of times the on-board device 42 is not received from the central device 10. The number of times corresponding to the duration during which the second request information of is not received is counted. Therefore, the count value of the first counter 12 of the central device 10 is transmitted to the on-board device 42, and the second counter 46 is reset by this count value, so that the count value of the second counter 46 is obtained from the railroad crossing controller 30. The number of times corresponds to the time during which information is not continuously received for a series of communications to the central device 10 and then from the central device 10 to the on-board device 42. From this, the on-board device 42 is a communication path from the railroad crossing controller 30 to the on-board device 42 via the central device 10 when the count value of the second counter 46 satisfies the second number-of-times condition. It is possible to determine that the communication is delayed and execute fail-safe processing.

When a trouble occurs in train operation, the railroad crossing controller 30 transmits detection information to the central device 10, and alarm information based on the detection information is transmitted from the central device 10 to the on-board device 42, so that the on-board device 42 The alarm processing is performed in the train 40 to notify the driver of the train 40 of the trouble. Transmission of warning information to the on-board device 42 due to a communication delay between the railroad crossing controller 30 and the central device 10 or between the central device 10 and the on-board device 42, despite the occurrence of a hindrance to train operation. If is delayed, the alarm processing in the on-board device 42 is delayed, which is dangerous. However, in that case, the on-board device 42 promptly determines the communication delay, and the fail-safe process is performed instead of the alarm process, so that the control can be performed on the safe side as a result.

[Modification example]
It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and of course, they can be appropriately changed without departing from the spirit of the present invention.

(A) Counter The initial values of the first counter 12 and the second counter 46 are set to "3", but other values may be used. Further, although the count is a countdown method, a countup method may be used.

(B) Trains outside the warning range For trains 40 outside the warning range of the railroad crossing CR, the warning of the railroad crossing CR is not notified, so instead of transmitting the default count value, information indicating the invalidity of the second counter 46 is displayed. You may send it.

(C) Ground device In the above-described embodiment, the ground device is used as the railroad crossing security equipment 20, and the railroad crossing CR obstacle is detected as an obstacle related to train operation, but the same applies to other ground equipment. For example, an emergency stop button installed on the platform of a station that uses a pressing signal as a detection signal, a fall detection mat that detects people who have fallen from the platform, and a rockfall detection device that detects rockfalls, landslides, debris flows, and avalanches on railroad tracks. , A limit obstacle detection device that detects obstacles to the construction limit due to derailment of trains or falling onto the railroad tracks of automobiles, train protection switches installed along the railway lines, and determination of the activation of speed restrictions based on the measured values of anemometers and rain gauges. The device, etc. can be a ground device.

1 ... Notification system 10 ... Central device 12 ... 1st counter 102 ... Operation unit 104 ... Display unit 106 ... Sound output unit 108 ... Wireless communication unit 110 ... Wired communication unit 200 ... Processing unit 202 ... Line management unit 204 ... 1st Request information transmitting unit 206 ... 1st response information receiving unit 208 ... 2nd request information transmitting unit 210 ... 2nd response information receiving unit 212 ... 1st counting unit 214 ... Obstacle detection unit 216 ... Alarm notification control unit 300 ... Storage unit 302 ... Central control program 310 ... On-line information 320 ... Railroad crossing management information 330 ... First counter information 20 ... Railroad crossing security equipment 30 ... Railroad crossing controller 40 ... Train 42 ... On-board equipment 402 ... Operation unit 404 ... Display unit 406 ... Sound output unit 408 ... Wireless communication unit 500 ... Processing unit 502 ... Second request information receiving unit 504 ... Second response information transmitting unit 506 ... Second counting unit 508 ... Alarm processing unit 510 ... Fail safe processing unit 600 ... Storage unit 602 ... On-board Control program 610 ... Second counter information 44 ... Notification device 46 ... Second counter

Claims (5)

It is a warning system that transmits detection information to the central device by wireless communication when the ground device interferes with train operation, and the central device transmits alarm information based on the detection information to the on-board device by wireless communication. hand,
The central device
A first request information transmitting means for repeatedly transmitting the first request information to the ground device at the first transmission interval,
A receiving means for receiving response information including the detection information or response information not including the detection information transmitted from the ground device in response to the first request information.
With a first counting means that counts the first counter every time the duration during which the response information cannot be received elapses in the first standby unit time, and resets the first counter to the initial value when the response information is received. ,
For the on-board device, 1) second request information including the alarm information based on the detection information and the count value of the first counter when the received response information includes the detection information. 2) When the received response information does not include the detection information, the second request information including the count value of the first counter is repeatedly transmitted at the second transmission interval. Means and
With
The on-board device
The second counter is counted every time the second standby unit time elapses for the duration during which the second request information cannot be received, and when the second request information is received, the count value included in the second request information is used. A second counting means for resetting the second counter,
When the received second request information includes the alarm information, the alarm processing means for executing the predetermined alarm processing and the alarm processing means.
A fail-safe processing means that executes a predetermined fail-safe process when the count value of the second counter satisfies the second number-of-times condition, and
To prepare
Notification system. The centralized traffic control further includes an on-line management means for managing on-line information including at least the position of each train on which the on-board device is mounted.
When the received response information includes the detection information, the second request information transmitting means is within a given alarm range associated with the ground device related to the detection information in each train. The second request information including the alarm information based on the detection information and the count value of the first counter is transmitted to the on-board device mounted on the train located in, and the position is within the alarm range. The second request information including the specified count value is transmitted to the on-board device mounted on the train.
The reporting system according to claim 1. The ground device is provided at different positions for detecting obstacles, and is provided at different positions.
The central device further includes a storage means for storing an alarm range when the trouble occurs for each of the ground devices.
The first request information transmitting means transmits the first request information for each of the ground devices.
The receiving means receives the response information for each of the ground devices, and receives the response information.
The first counting means counts and resets the first counter for each ground device.
When the alarm ranges associated with the plurality of ground devices partially overlap and the train exists in the overlapping ranges, the second request information transmitting means can be used on the on-board device of the train. The count value included in the second request information to be transmitted is set to the count value closest to the value satisfying the second number of times condition among the count values of the first counters of the plurality of ground devices.
The reporting system according to claim 1 or 2. The ground device is a railroad crossing security facility installed at a railroad crossing.
The alarm processing is to notify an alarm related to the railroad crossing from a notification device mounted on the cab of the train.
The reporting system according to any one of claims 1 to 3. This is a notification method in which the detection information is transmitted to the central device by wireless communication when the ground device interferes with the train operation, and the alarm information based on the detection information is transmitted by the central device to the on-board device by wireless communication. hand,
A first request information transmission step in which the central device repeatedly transmits the first request information to the ground device at the first transmission interval.
A receiving step in which the central device receives response information including the detection information or response information not including the detection information transmitted from the ground device in response to the first request information.
The central device counts the first counter every time the duration during which the response information cannot be received elapses in the first standby unit time, and resets the first counter to the initial value when the response information is received. The first counting step and
When the central device includes the detection information in the response information received, 1) the alarm information based on the detection information and the count value of the first counter are displayed on the on-board device. 2) When the received response information does not include the detection information, the second request information including the count value of the first counter is repeatedly transmitted at the second transmission interval. The second request information transmission step and
The on-board device counts the second counter every time the duration during which the second request information cannot be received elapses in the second standby unit time, and when the second request information is received, the second request information is received. A second counting step that resets the second counter with the count value included in
An alarm processing execution step of executing a predetermined alarm processing when the on-board device includes the alarm information in the received second request information.
A fail-safe process execution step in which the on-board device executes a predetermined fail-safe process when the count value of the second counter satisfies the second number-of-times condition.
Notification method including.

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