TWI715988B - On-vehicle apparatus - Google Patents

Abstract

After setting a starting point A and an arrival point B, an operation management apparatus extracts a route traveling on the track R up to the arrival point B of the own train 10a. Subsequently, the own train 10a travels on the extracted route, trouble positions that hinder traveling are extracted, and among these trouble positions, a trouble position first existing is extracted as a trouble point S. Once only an occupied section T1 up to the trouble point S is locked in the route and the trouble point S is set, the own train 10a starts traveling in the occupied section T1. By repeating operation management control of route-locking only the occupied section T1 up to a trouble point S first existing on the route, and then traveling, unnecessary passage waiting is prevented based on the route-locking by another train 10.

Description

On-board device

The present invention relates to an on-board device of a train that is controlled by a train operation management system.

Patent Document 1 discloses an operation management device composed of the following: a linked device status receiving unit that receives information from a linked device; a travel route control judgment unit that receives information from the linked device status The information of the linkage device of the unit is used to determine the travel route control; the equipment status receiving unit receives the existence and time information of the train on the track loop together; and the travel route control instruction unit performs travel route control instructions. The operation management device performs operation management by setting the track circuit on the travel route to a locked state and cannot travel in a section where the travel route lock of other trains has been applied to the train to travel to the destination point.

In the operation management device of Patent Document 1, in the case where the travel route lock up to the destination point has been applied to the previous train, when there is a place where the travel route of the next train competes with the travel route of the previous train , The next train needs to wait until the previous train’s route lock is released. Furthermore, the operation control is performed in the following manner: the travel route lock of the previous train is released and the travel route lock is applied to the travel route of the next train, whereby the next train can enter the travel route.

[Prior Technical Literature] [Patent Literature]

Patent Document 1: Japanese Patent Application Laid-Open No. 2000-229574.

However, in the operation management device of Patent Document 1, even if it is understood that the next train can pass through the section contested by the travel route earlier than the previous train, the train whose travel route has been secured first is given priority, so the next train needs Stand by at the predetermined place until the train whose route has been secured passes through the section where route lock has been applied.

Furthermore, the operation management device of Patent Document 1 also has the following problem: Since the section of the travel route is ensured as a track circuit unit, it is impossible to set the travel route lock from the position of the train to any point on the track. State this kind of operation control.

In order to solve the above-mentioned problems, the object of the present invention is to provide an on-board device for trains, which uses a train operation management system for running management and control. The train operation management system performs operation management and control in the following manner: The way to lock the travel route of the section allows the train that first wants to pass through the section to give priority to the travel route lock and pass.

In order to achieve the above-mentioned object, the on-board device of the present invention is arranged on the first train running on the track and communicates with the operation management device; the on-board device is used for running management control in the following manner: the operation management device is in the extracted On the path from the departure point of the aforementioned first train or the aforementioned first train to the arrival point of the aforementioned first train, the aforementioned arrival point is regarded as the first obstacle point that becomes an obstacle to the travel on the route of the aforementioned first train After being extracted; the aforementioned vehicle-mounted device sets obstacle points when the driving information is received from the aforementioned operation management device, and the aforementioned driving information includes the aforementioned obstacle points and sets the aforementioned arrival point as the aforementioned obstacle points; The device repeatedly confirms whether or not driving information including new obstacle points has been received from the operation management device until it is determined that the first train has reached the arrival point.

According to the on-board device of the present invention, the operation management control performed by the train operation management system can be repeated to prevent unnecessary passage waiting due to the route lock of other trains. The operation management control performed by the aforementioned train operation management system is: Each train only applies the route lock to the occupied section up to the first obstacle on the route, sets the stop determination point, and runs in the occupied section.

In addition, with the running management control of the on-board device, the train can travel in the section that can pass until other trains arrive without passing through the waiting area, and each train can safely move to the arrival point.

10: Train

10a: This train

10b, 10c: other trains

11: Antenna section

12: On-board device

20: Central Control Department

21: Operation management device

22: Operation terminal

30, 30a, 30b: switch

31: Conversion Department

32: Frog locking part

40: Turnout device

50: Wireless Communications Department

A: starting point

B: Arrival point

d: stopping distance

F: Turnout

L1: The first communication network

L2: Second communication network

P: Stop judgment location

R: Orbit

R1: main track

R2, R3: sub-orbit

S, Sc, Sd, Se, S’: obstacle point

Sa: mobile obstacle point

Sb: fixed obstacle point

T, T1, T2, T3: Occupied area

Figure 1 System structure diagram of series vehicle operation management system.

Fig. 2 is an explanatory diagram of a switch arranged on a rail.

Fig. 3 is a flowchart of the operation control of the operation management device.

Fig. 4 is a flowchart of the driving management control of the on-vehicle device.

Figure 5 is a route map that has set the departure point and arrival point of this train.

Figure 6 is a route map when the first obstacle is drawn.

FIG. 7 is a circuit diagram when an obstacle point caused by a grade crossing is inserted into the circuit diagram of FIG. 6.

FIG. 8 is a route map in a state where the travel route lock has been applied to the occupied section up to the next obstacle point in the stop determination location.

Fig. 9 is a route map when there are sections occupied by other trains and the train has reached the stop determination point.

Fig. 10 is a route map when the train stops near the obstacle due to the section occupied by other trains.

Figure 11 shows the area occupied by other trains and the train has occupied the area up to the obstacle point. There is a route map in which the route lock is applied to the section.

Fig. 12 is a route map of a state in which the occupied section up to obstacle points belonging to other trains has been locked by the own train.

Fig. 13 is a route map in a state where the travel route lock has been applied to the occupied section up to the moved obstacle point by the present train.

Fig. 14 is a circuit diagram when an obstacle point generated by a switch is inserted into the circuit diagram of a modified example of Fig. 6.

The present invention is explained in detail based on the embodiment of the drawings.

Figure 1 is a block diagram of the train operation management system of this embodiment. The train operation management system is composed of the following: trains 10, which run on rails R; a central control unit 20, which is connected to each train 10 and installation The ground device near the track R performs communication control; the switch 30 and the switch device 40 belonging to the ground device are connected to the central control unit 20; and the wireless communication unit 50 is connected to the central control unit 20 via a wireless communication line Communicate with each train 10.

The switch 30 and the switch device 40 and the central control unit 20 are connected by a first communication network L1, and the wireless communication unit 50 and the central control unit 20 are connected by a second communication network L2.

In addition, although the first communication network L1 and the second communication network L2 are shown as wired networks, they can also be wireless networks; in addition, the first communication network L1 and the second communication network L2 can also be one network .

The wireless communication unit 50 belonging to the base station having a communication area of a predetermined range is, for example, set at regular intervals and the communication areas partially overlap, so that the communication between the train 10 and the central control unit 20 will not be interrupted. In addition to the communication system between the train 10 and the central control unit 20 via a wireless communication line, it can also be configured to use a loop antenna or a leaky coaxial cable that has been laid along the track R as The wireless communication unit 50 performs communication.

The train 10 is provided with an antenna unit 11 which communicates various information with the wireless communication unit 50 The transmission and reception; and the on-board device 12 is connected to the antenna unit 11. The on-board device 12 has a built-in arithmetic processing unit and a memory unit, not shown, for managing the speed control of the train 10, and combining the operation management information received from the central control unit 20 and the current position of the train 10 Such driving information is displayed on a route map displayed on a screen device such as an operating desk installed in the driver's seat (not shown).

In addition, various setting processing and the like can be performed by the driver via an input unit such as a keyboard (not shown). In addition, the on-board information including the train ID (identification), running speed, and running position of the train 10 processed by the on-board device 12 is combined with the following information via the antenna unit 11 and the wireless communication unit 50. The transmission information of the flowchart is separately transmitted to the central control unit 20 at any time.

The traveling speed of the vehicle information is calculated based on the number of rotations detected by, for example, a rotation meter installed on the axle. In addition, the driving position is calculated as a mileage, for example. Alternatively, it may be configured to be equipped with a GPS (Global Positioning System; Global Positioning System) terminal and transmit the latitude and longitude information as the driving position. In addition, the on-board device 12 performs speed control of the train 10 and the like in accordance with command information such as speed control information sent from the central control unit 20.

The central control unit 20 installed at any station in the train operation management system is composed of the following: an operation management device 21 connected to the first communication network L1 and the second communication network L2; and an operation terminal 22. It is connected to the operation management device 21 and operated by an operator.

The operation management device 21 is a so-called server device, which has a built-in arithmetic processing unit and a memory unit not shown, and receives various information from the train 10, the switch 30 and the switch device 40 at any time and stores these various information in the memory unit. , After arithmetic processing of operation management control by the arithmetic processing unit described later, various command information is sent to the train 10 and the switch 30 at any time.

The operation terminal 22 is a so-called client device, connected to the operation management device 21, and can be monitored at any time by means of a route map displayed on a screen device not shown in the figure. The on-board information of the train 10 includes the position of each train, the operation management state, the locked state of the switch 30, and the state of the ground equipment. In addition, various setting processes can be performed by the operator via an input unit such as a keyboard and a mouse (not shown).

The switch 30 is composed of the following: a switching part 31 that moves a tongue rail at the branch of the track R; and a frog locking part 32 that performs operation commands on the switching part 31 And keep it locked.

The frog locking part 32 is connected to the operation management device 21 of the central control part 20 via the first communication network L1. In addition, the frog locking unit 32 performs the switching operation of the conversion unit 31 based on the command information from the operation management device 21, and sends the frog locking information for displaying the positioning and reverse locking states described later to the central control unit 20 The operation management device 21.

2 is an explanatory diagram of the switch 30a, 30b arranged at the branch of the rail R, the switch 30a is arranged at the place where the main rail R1 and the sub-rail R2 merge, and the switch 30b is arranged from the main rail R1 Where the branch has sub-track R3.

The switch 30a, 30b is the linear main rail R1 arrange|positioned in the center so that a locked state may become a positioning. The so-called positioning state refers to the state in which the track point has been switched by the way that the train 10 travels straight along the main track R1; on the contrary, the track point will be moved toward the sub-tracks R2 and R3 on the branch side of the main track R1. The state where the rail is converted is called the locked state of the reverse bit.

In addition, the oblique line shown in the installation place of the switch 30a, 30b indicates the positioning side, and the arrow indicates the current positioning and the locked state of the reverse position. Therefore, in the explanatory diagram of FIG. 2, the switches 30a and 30b are shown to be locked in the positioning state.

3 is a flowchart of the operation management control of the train 10 in the operation management device 21 of the central control unit 20, and FIG. 4 is a flowchart of the travel management control of the train 10 by the on-board device 12 of the series car 10 of FIG.

As shown in FIG. 5, according to the flowcharts of FIGS. 3 and 4, for example, in the case where the own train 10a (also referred to as the first train) exists on the sub-track R2, the operation management control for the own train 10a is And the running management control of this train 10a.

The memory unit of the operation management device 21 of the central control unit 20 memorizes the on-board information transmitted from each train 10 including the own train 10a and the frog lock information transmitted from the switch 30. In addition, the operation management control is performed by the arithmetic processing unit of the operation management device 21, and command information is sent to each train 10 on the track including the train 10a at any time, or command information for switching and locking control of the switch 30 is sent at any time Therefore, the own train 10a can safely travel to the arrival point of the destination that has been set.

After the operation management control program of the flowchart of the operation management control is activated by the operation management device 21 of the central control unit 20, in step ST1 of FIG. 3, the departure point A and the arrival point B in the traveling direction of the train 10a are first set And extract the path.

In this step ST1, the operation terminal 22 can be used to operate and set the input screen, and the conditions can also be input to the operation management device 21 in advance. In addition, the departure point A may be a travel position on the track where the own train 10a exists, and in this case, only the arrival point B is input.

In addition, it is also possible to receive destination information of the current location and arrival point B belonging to the departure point A set in the on-board device 12 of the present train 10a described later, and set the departure point A and arrival point B to the operation management device 21.

In this way, after the departure point A and the arrival point B are set, the arithmetic processing unit of the operation management device 21 extracts the path on the track R until the arrival point B.

Next, it proceeds to step ST2, the train 10a travels on the extracted path, and obstacles that become obstacles to travel are extracted. Among these obstacles, it will depart from the departure point A belonging to the current location of the train 10a and exist first The obstacle location of is extracted as the obstacle point S.

The obstacle point S can be divided into sections: a mobile obstacle point Sa, which moves like other trains 10 on the track; and a fixed obstacle point Sb, which is tied to a fixed position on the track. In addition, when there is no mobile obstacle point Sa or fixed obstacle point Sb until the arrival point B, the arrival point B is extracted as the obstacle point S.

The mobile obstacle point Sa is, for example, other trains 10b or other trains 10c that are approaching the track R on which this train 10a is traveling (other trains 10b and other trains 10c are also called second trains), and the obstacle The point position moves on the track R with time. In addition, it is also possible to treat the main body of another train 10 as a mobile obstacle point Sa, and treat the occupied section T occupied by the other train 10 as a mobile obstacle point Sa.

In contrast, a fixed obstacle point Sb like the switch 30 is fixed at a predetermined position on the rail R. Furthermore, the fixed obstacle point Sb can be divided into the following obstacle points, etc.: the obstacle point Sc is caused by the switch 30; the obstacle point Sd is generated by the switch F provided with the switch device 40; and the obstacle The point Se is generated where the track R crosses into a cross shape. In addition, the fixed obstacle point Sb is not limited to this, but is appropriately generated for a detectable obstacle on the track R.

The obstacle point Sc caused by the switch 30 changes whether or not it is extracted as the obstacle point Sc in accordance with the positioning and reverse locking state for the direction of travel. In the case of not passing the switch 30 in the state where the traveling direction of the switch 30 is not consistent with the traveling direction of the train 10 due to the positioning and reverse locked state of the switch 30, that is, when the current switch 30 is locked If the switch 30 is not passed in the state, it is extracted as an obstacle point Sc, and an obstacle point Sc is generated at a predetermined place on the rail R on the train 10 side of the switch 30.

Conversely, in the case of the switch 30 being able to pass through the switch 30 in the state where the direction of travel caused by the positioning and the reverse locked state of the train 10 is consistent with the travel direction of the train 10, that is, the current locked state can pass In the case of the switch 30, it is not extracted as an obstacle point Sc.

In this way, when the train 10a is running on the track R and the places where the switch 30, the switch F, and the track R cross in a cross shape have become obstructive, these places are drawn out as obstacle points and are On R, the obstacle point S that exists first is extracted from the current position of the own train 10a. In addition, as long as the train 10a will not hinder the running of the train 10a, it will not be extracted as an obstacle point and an obstacle point S.

Fig. 6 system has extracted the obstacle point S as the course and switch of step ST2 in Fig. 3 The route map of the obstacle point Sc caused by the device 30. From the direction of the arrow indicating the current positioning and the reverse locked state, it can be seen that the switch 30a in front of the train 10a is maintained in the positioning state.

Therefore, since the locked state of the switch 30a is different from the locked state of the reverse position of the traveling direction of the own train 10a, the switch 30a is an obstacle judged to belong to the first obstacle location on the traveling route of the own train 10a. The point Sc is equivalent to the obstacle point S. When the obstacle point S is determined to be on the near side of the switch 30a and is set to the obstacle point S described later, the sub-track R2 is presented as a triangle mark indicating the obstacle point S.

In addition, the so-called obstacle point Sd generated at the above-mentioned switch F means that after the blocker that moves as the train 10a approaches the switch F completely blocks the passage of vehicles and pedestrians, the object detector is equal to the line When an object is detected, it is generated by sending an emergency signal from the switch device 40 to the central control unit 20.

In addition, pressing the emergency button provided at the switch F will also send an emergency signal from the switch device 40 to the central control unit 20, thereby generating an obstacle. When the obstacle point is determined to be the first obstacle point S on the route, the obstacle point Sd occurs at a predetermined place on the rail R on the side of the own train 10a of the switch F. When the obstacle point S that belongs to the first obstacle point is determined and set, it is presented as a triangle mark on the track like the obstacle point Sc.

In addition, the so-called obstacle point Se generated at the place where the track R crosses in a cross shape means that there is a cross track on the track R on which the train 10a runs, and the cross track has been constructed by another train 10 in the occupied section T. Generated when the route is locked. The obstacle point Se is generated at a predetermined place on the rail R on the side of the train 10a at the intersection, and when the obstacle point S is determined and set, it is presented as a triangle mark on the track in the same way as the obstacle point Sc .

The fixed obstacle S point b of which these pre-generated places are fixed is set as the near side of a predetermined distance from the installation position of the switch 30a, 30b, the installation position of the switch F, and the place where the rail R crosses, for example, 30m The position on the near side is managed by the operation management device 21.

Similarly, when the mobile obstacle point Sa is another train 10b approaching The operation management device 21 manages the position from the front end of the vehicle, for example, 30m near the side, and when the mobile obstacle point Sa is another train 10c traveling ahead, the operation management device 21 manages the position from the rear end of the vehicle, for example, 30m near the side. Location management.

In this way, after the obstacle point S belonging to the first obstacle point is extracted, it proceeds to step ST3 in FIG. 3. Then, in step ST3, it is determined whether the travel route up to the obstacle point S may be occupied. In addition, the so-called possession of the travel route refers to the fact that it is not based on the locked state of the track circuit using the conventional track R, but the travel route is locked on the software.

If the travel route up to the obstacle point S can be occupied, the process proceeds to step ST4 in FIG. 3, the travel route from the departure point A to the obstacle point S is occupied, and the travel route lock is performed only on the occupied section T.

Conversely, in the case where the travel route to the obstacle point S cannot be occupied for some reason, for example, when the distance to the obstacle point S is very short, etc., it is impossible to move to step ST4 in FIG. 3, and the steps from step ST2 are repeated. From the extraction process of the obstacle point S to the occupancy determination process of step ST3, the own train 10a waits until it can be occupied.

By applying the route lock to the section from the departure point A to the obstacle point S as the occupied section T1 shown in FIG. 6 by the own train 10a, the own train 10a can enter the occupied section T1.

In addition, the following operation control is performed in such a way that other trains 10 cannot enter the occupied section T1 where the route lock is granted by the own train 10a: other trains 10 are not allowed to occupy part or all of the occupied section T1 The setting of section T and the locking of the route of travel.

Therefore, other trains 10 cannot set a travel route including part or all of the occupied section T1 as the occupied section T until the own train 10a passes through the occupied section T1 and the occupied section T1 is released.

When the section up to the obstacle point S is used as the occupied section T1 and the travel route is locked, the sub-track R2 is presented as a triangle mark indicating the obstacle point S, and the obstacle point S is set.

Next, it moves to step ST5 in FIG. 3, and from the operation management device 21, the travel information for allowing the train 10a to enter the departure point A, arrival point B, route, and obstacle point S of the occupied section T1 passes through the wireless communication unit 50 and the antenna unit 11 is sent to this train 10a. The transmission processing of the travel information from the operation management device 21 may also be configured to receive a request signal for the travel information from the on-board device 12 of the own train 10a and then transmit it.

Next, the flow chart of the on-board device 12 of the present train 10a of FIG. 4 including the processing of the travel information that the own train 10a has received will be described. First, when the on-board device 12 starts the program, the driver starts from the step TST1 The operating desk of the train 10a uses a screen device to determine whether the setting of the departure point A and the arrival point B is complete.

The determination processing is the predetermined time that the on-vehicle device 12 can wait until the departure point A and the arrival point B are set, or the departure point A and the arrival point B may not be set, that is, an operation management device for the central control unit 20 may be installed 21 Request the setting means such as the switch of driving information and judge by the setting of the setting means.

When the departure point A and arrival point B have been set by the on-board device 12, the process proceeds to step TST2, and the destination information of the departure point A and arrival point B is sent to the operation management device 21 of the central control unit 20. In the operation management device 21, the processing of step ST1 in FIG. 3 is performed based on the received destination information.

In the case where the departure point A and the arrival point B are not set in the on-board device 12 in step TST1 of FIG. 4, it proceeds to step TST3 and waits for the reception of driving information from the operation management device 21 of the central control unit 20. In addition, a request signal for requesting driving information may be sent to the operation management device 21 until the driving information is received.

Furthermore, in step TST3, when the on-vehicle device 12 receives the travel information of the departure point A, arrival point B, route, and obstacle point S obtained in step ST5 of FIG. 3 from the operation management device 21 of the central control unit 20, The memory part of the in-vehicle device 12 stores driving information. Based on the information of these obstacle points S, etc., the train 10a can perform travel management control and safely travel to the destination arrival point B.

When the driving information is received from the central control unit 20 in step TST3 in FIG. 4, a screen device installed on an operating desk or the like indicates the departure point A, the arrival point B, the route, and the obstacle point S with the driving information.

Next, it proceeds to step TST4, and when the on-board device 12 sets the obstacle point S and the stop determination point P based on the obstacle point S and permits the travel of the own train 10a, the own train 10a starts to travel.

The stop determination point P may be a point arranged near the stop distance d from the obstacle point S, the stop distance d may be a fixed distance, or it may be configured such that the stop distance d can be appropriately changed in accordance with the traveling speed or the like. The stopping distance d is a distance that does not exceed the obstacle point S when stopping from the stop determination point P following a general deceleration pattern, and is set to leave a certain distance margin. In addition, a screen device installed on an operating desk or the like indicates that there is a stop determination point P.

Next, in step TST5 in FIG. 4, the driving information from the operation management device 21 of the central control unit 20 is checked, that is, whether the new obstacle point S has not been received is checked. In step TST5, when a new obstacle point S is received, the on-vehicle device 12 moves to step TST6.

In step TST6, the setting of the nearest obstacle point S is cancelled, and a new obstacle point S at an obstacle location different from the nearest obstacle point S is set. Then, the setting of the nearest stop determination point P is cancelled, the setting of the new stop determination point P based on the new obstacle point S is performed, and the process proceeds to step TST7.

In this way, the on-vehicle device 12 includes a loop process that returns to step TST5 described later, and each time it receives driving information including an obstacle point S, it sets the obstacle point S and performs a stop determination location based on the obstacle point S Setting of P.

In addition, in step TST5 of FIG. 4, the driving information from the operation management device 21 of the central control unit 20 is confirmed, and if the new obstacle point S is not received, it proceeds to step TST7, and the on-board device 12 is based on driving The position monitors whether the own train 10a has passed the stop determination point P near the predetermined distance from the obstacle point S.

When the own train 10a has arrived and has passed the stop determination point P, it moves to step TST8 in FIG. 4. In step TST8, the own train 10a is decelerated according to the deceleration pattern etc. memorized in the on-board device 12 to perform stop control. That is, the following deceleration stop processing is performed: deceleration is started, and the switch 30a stops near the obstacle point S.

Alternatively, it may be configured that the deceleration stop command information sent from the operation management device 21 of the central control unit 20 includes the deceleration pattern calculated from the speed, position, etc. of the own train 10a, and the own train 10a follows the received The deceleration mode of the deceleration stop command information performs deceleration stop processing that stops near the obstacle point S.

Next, it moves to step TST9 in FIG. 4, and it judges whether the own train 10a has arrived at the arrival point B or not. When the train 10a arrives at the arrival point B and stops, it moves to step TST10, and the on-board device 12 sends the arrival information that it has reached the arrival point B to the central control unit 20 and ends the travel management control program.

In addition, in step TST9 in FIG. 4, if it has not reached the arrival point B, it proceeds to step TST5 in FIG. 4. When the obstacle point S has not been removed and a new obstacle point S is not received in step TST5, the loop processing from step TST5, step TST7 to step TST9 is repeatedly performed. The own train 10a becomes a deceleration stop process that continues to stop near the switch 30a at the obstacle point S, and the own train 10a does not pass the switch 30a.

In addition, in the operation management device 21 of the central control unit 20, the process of step ST6 to step ST8 or step ST6 to step ST9 is repeatedly performed according to the flowchart of the operation management control of FIG. 3.

In step ST6 of FIG. 3, if the arrival information that has reached the arrival point B is not received from the own train 10a, the obstacle locations and obstacles from the current location to the arrival point B are extracted in step ST7 in the same way as step ST2 Point S.

If the obstacle point S does not become the nearest obstacle point S even if the obstacle point S is extracted, it is determined in step ST8 that the obstacle point S has not changed, and the process proceeds to step ST6. In addition, in step ST6, after When the arrival information that has reached the arrival point B is received from the own train 10a, the operation management device 21 ends the operation management control program.

The obstacle point S is extracted in step ST7 of FIG. 3, and when it is determined in step ST8 that the obstacle point S has been changed to a new obstacle point S, it proceeds to step ST9 to determine whether it can be occupied until the new obstacle point S Route of travel.

In step ST9, if the route to the new obstacle point S cannot be occupied, return to step ST6, and repeat the extraction process of the obstacle point S in step ST7, and whether the obstacle point S in step ST8 has been changed to the new one The determination of the obstacle point S and the occupancy determination processing of step ST9.

In addition, when the travel route up to the new obstacle point S can be occupied in step ST9, the process proceeds to step ST10, and the setting of the nearest obstacle point S is cancelled. Then, the new occupied section T1 from the current vehicle position to the new obstacle point S is locked to the route of travel, and the new obstacle point S is set.

Next, it moves to step ST11 in FIG. 3, and from the operation management device 21, the travel information that allows the train 10a to travel to the new occupied section T1 and includes the new obstacle point S is sent to the train 10a via the wireless communication unit 50 and the antenna unit 11. Train 10a.

According to the flow chart of the driving management control in FIG. 4, when the on-board device 12 of the train 10a receives the driving including the new obstacle point S from the operation management device 21 of the central control unit 20 in step TST5 of FIG. 4 The information is memorized by the memory part of the device 12 on the vehicle.

The on-board device 12 of the present train 10a that has received the travel information including the new obstacle point S sets a new obstacle point S and a new stop determination location based on the new obstacle point S in step TST6 in FIG. 4 P.

Next, in step TST7, if the own train 10a has not passed the stop determination point P, it proceeds to step TST11, and it is determined whether or not the deceleration stop process is being executed.

Step TST11 in FIG. 4 is the following step: after the deceleration stop process is started in step TST8, when a new obstacle point S and a new stop determination point P have been set, the new stop determination is not passed The own train 10a at the fixed point P cancels the deceleration stop process.

Next, in step TST11 of FIG. 4, if it is determined that the deceleration stop process is being executed, the process proceeds to step TST12. In step TST12, when the deceleration stop process is cancelled, the own train 10a stops deceleration and returns to normal travel. After that, return to step TST5.

In addition, in step TST11 of FIG. 4, even if it is determined that the deceleration stop process is not being executed, the process returns to step TST5, and these loop processes are also repeated.

In the case where the own train 10a has not passed the stop determination point P of the obstacle point S, that is, when the own train 10a is traveling toward the stop determination point P, steps TST5 to TST7 in FIG. 4 are repeated, and steps TST11 are returned. Go to the processing of step TST5. In this loop processing, as shown in FIG. 7, the obstacle point Sd generated at the turnout F may be inserted and generated near the obstacle point Sc in FIG. 6.

In this case, the operation management device 21 of the central control unit 20 extracts and inserts the obstacle point Sd generated in step ST7 of FIG. 3 as the new obstacle point S, and can occupy the new obstacle point in step ST9. In the case of the route to S, the occupied section T1 is also changed to the occupied section T up to the obstacle point Sd.

Next, it moves to step ST10, cancels the setting of the obstacle point S before insertion, locks the travel route for the new occupied zone T1 and sets a new obstacle point S, and then transmits the information including the new obstacle point S in step ST11 Driving information.

Next, when the on-board device 12 of the train 10a receives the travel information including the new obstacle point S in step TST5 of FIG. 4, it cancels the setting of the obstacle point S before insertion in step TST6 and sets a new one. Obstacle point S. Next, the setting of the stop determination point P before the insertion is cancelled, and a new stop determination point P based on the new obstacle point S is set, and the own train 10a travels in the occupied section T1.

Next, when the obstacle point Sd generated by the turnout F, that is, the obstacle point S is not removed, the loop processing of step TST5, step TST7 to step TST9 in FIG. 4 is repeated, and finally the train 10a is at the obstacle point The switch F of S stops at the near side.

FIG. 8 is a route diagram when the own train 10a in FIG. 6 travels in the occupied section T1 and reaches the stop determination point P. In addition, a state is displayed: as the train 10a approaches the switch 30a, the switch 30a has been converted from the locked state of positioning to the locked state of reversed by an instruction from the operation management device 21.

The operation management device 21 of the central control unit 20 is based on the condition that the switch 30a is locked by the travel route of other trains 10 without maintaining the locked state as a condition, and when the current train 10a has approached the switch 30a In order to allow the train 10a to pass, the command information for moving the point rail of the switching part 31 is sent to the switch 30a, so that the switch 30a is switched from the locked state of positioning to the locked state of reverse.

By controlling in this way, the obstacle point S of the switch 30a is released, and the obstacle point Sc of the switch 30b is re-extracted as the next obstacle point S following repeated steps ST6 to ST10 in FIG. 3.

The setting of the obstacle point S of the switch 30a is cancelled, and the occupied section T1 up to the new obstacle point S is locked in the travel route, thereby setting the new obstacle point S. Next, in step ST11, the travel information including the new obstacle point S is transmitted to the own train 10a.

Next, when the on-board device 12 of the train 10a receives the travel information including the new obstacle point S in step TST5 in FIG. 4, the setting of the nearest obstacle point S is cancelled in step TST6 and the new obstacle point is set S. Next, after canceling the setting of the nearest stop determination point P, a new stop determination point P based on the new obstacle point S is set, and the own train 10a starts to travel in the occupied section T1.

Figures 9 and 10 show a route map of a state in which another train 10b traveling from the sub-rail R3 to the sub-rail R2 is already on the main rail R1 at the time when the present train 10a has arrived at the stop determination point P The travel route is locked in the occupied section T2 belonging to the occupied section T.

In the case where the other train 10b has applied the route lock to the occupied section T2 of the other train 10b, the own train 10a starts the deceleration stop process after passing the stop determination point P. Then, as long as the obstacle point S of the switch 30a is not removed, the train 10a becomes the obstacle point S Deceleration stop control is carried out in the approach of parking near side.

The occupied section T2 of the other train 10b is opened at any time by the passing of the other train 10b. Therefore, by the other train 10b passing through the switch 30a, the switch 30a can be switched from the positioning locked state to the reverse locked state.

By the instruction from the operation management device 21 of the central control unit 20, the switch 30a is switched from the locked state of positioning to the locked state of the reversed position, whereby the obstacle point S of the switch 30a is released. Next, the operation management device 21 extracts the obstacle point Sc of the switch 30b as a new obstacle point S similarly to the route map of FIG. 8.

The operation management device 21 of the central control unit 20 cancels the setting of the obstacle point S of the switch 30a, only locks the travel route to the occupied section T1 up to the new obstacle point S and sets the new obstacle point S, then The driving information including the new obstacle point S is sent to the own train 10a.

When the on-board device 12 of the train 10a receives the travel information including the new obstacle point S and sets the new obstacle point S, it sets a new stop determination point P based on the new obstacle point S, starting in the occupied section Drive on T1.

Figures 11 to 13 show a route map of the following states: for example, the departure point A of the own train 10a, the arrival point B on the main track R1, and the other trains 10c traveling from the sub-track R2 to the sub-track R3 are already occupying the main The occupied section T3 of the occupied section T of the other train 10c on which the track R1 runs.

The operation management device 21 of the central control unit 20 extracts the obstacle point S belonging to the first obstacle point on the course of the train 10a, locks the travel route to the occupied section T1 up to the obstacle point S, and sets the obstacle point S After that, the travel information including the obstacle point S is transmitted from the operation management device 21 to the own train 10a. When the on-board device 12 of the own train 10a receives travel information and sets an obstacle point S, it sets a stop determination point P based on the obstacle point S, and the own train 10a starts running.

Next, if the other train 10c does not pass the switch 30a when the own train 10a travels and passes the stop determination point P, the locked state of the switch 30a is not switched from the positioning state and the obstacle point S is not removed. Therefore, the own train 10a stops near the obstacle point S.

As shown in Fig. 12, other trains 10c pass through the switch 30a, whereby the switch 30a can be switched from the locked state in position to the locked state in reverse. By the instruction from the operation management device 21, the switch 30a is converted from the locked state of positioning to the locked state of the reversed position, thereby removing the obstacle point S of the switch 30a.

Next, the operation management device 21 extracts the mobile obstacle point Sa of the other train 10c as a new obstacle point S, and cancels the setting of the obstacle point S of the switch 30a. The operation management device 21 locks the travel route of the occupied section T1 up to the new obstacle point S belonging to the mobile obstacle point Sa, and transmits the travel information including the new obstacle point S to the own train 10a.

When the on-board device 12 of the train 10a receives the travel information including the new obstacle point S and sets the new obstacle point S, it sets a new stop determination point P based on the new obstacle point S. The train 10a is Start driving in the occupied section T1. Since the mobile obstacle point Sa is moving, the stop determination point P also moves in accordance with the movement of other trains 10c.

Therefore, in the case where the mobile obstacle point Sa has been set as the obstacle point S, and the other train 10c belonging to the mobile obstacle point Sa continues to stop, the train 10a passes through the stop determination point P and moves to the diagram. In step TST8 of 4, the on-board device 12 of the own train 10a starts deceleration and stop processing, and the own train 10a also stops near the other trains 10c.

In addition, when another fixed obstacle point Sb is inserted while the own train 10a is following the other train 10c, the fixed obstacle point Sb is extracted as a new obstacle point S.

In the route map of FIG. 13, it is assumed that when other trains 10c continue to travel, the arrival point B belonging to the last obstacle is inserted and generated as the obstacle point S, and the operation management device 21 of the central control unit 20 will reach the arrival point B After the travel route lock is applied to the occupied section T1 so far and the arrival point B is set as the obstacle point S, the travel information including the obstacle point S is transmitted to the own train 10a.

When the on-board device 12 of the train 10a receives the travel information including the obstacle point S, it sets the received obstacle point S, and sets the stop determination point P based on the set obstacle point S, whereby the train 10a is Can reach arrival point B.

(Variation example)

For example, as shown in FIG. 14, it is exemplified that the obstacle point Sd generated in the switch F is inserted and generated near the obstacle point Sc in FIG. 6, and a modification example of the train operation management system is described. As shown in the figure, in a state where the obstacle point S, the occupied section T1, and the stop determination point P of the switch 30a that have been set are maintained, the insertion process has been performed at the obstacle point Sd generated by the switch F.

In this case, the obstacle point S of the switch 30a shown in FIG. 14 is not removed, and the obstacle point Sd generated by the insertion is set as the obstacle point S'. Since the occupied section T1 is to lock the course of the train 10a up to the obstacle point S including the obstacle point S', there is no need to re-lock the course for the obstacle point S'.

The operation management device 21 of the central control unit 20 transmits the travel information for the obstacle point S'as the new obstacle point S to the own train 10a. The train 10a receives the travel information including the new obstacle point S (obstacle point S') as usual, sets a new stop determination point P based on the new obstacle point S, and starts deceleration stop processing or deceleration stop processing Release of control.

In addition, when the obstacle point S'has been removed, the operation management device 21 system may not re-extract the obstacle point S of the switch 30a, lock the travel route of the occupied section T1, and set the obstacle point S. The running information of the obstacle point S that is being held is sent to the own train 10a.

In this way, each train 10 uses the train operation management system to lock only the occupied section T1 on the travel route up to the first obstacle point S, set the stop determination point P, and repeatedly use it to travel in the occupied section T1 The operation management control can prevent other trains 10 from waiting for unnecessary passage due to the locking of the travel route. In addition, the present train 10a can travel in a section that can pass until the other trains 10 arrive without passing through a waiting area.

It is possible to perform operation management control for the trains 10 first arriving to the passing section to lock and pass the route, and to make each train 10 move to the arrival point B safely.

In addition, since the track circuit is not used but the operation management control of each train 10 is performed on the software of the operation management device 21, arbitrary locations can be used as departure point A and arrival point B. set up.

10a‧‧‧This train

30a、30b‧‧‧Pointer

A‧‧‧Departure point

B‧‧‧arrival point

R1‧‧‧Main track

R2, R3‧‧‧Sub-orbit

S, Sc‧‧‧obstacle point

T1‧‧‧Occupied area

Claims (6)

An on-board device is configured on a first train traveling on a track and communicates with an operation management device; the on-board device performs traveling management control in the following manner: the operation management device is extracted from the first train On the path from the departure point or the aforementioned first train to the arrival point of the aforementioned first train, the aforementioned arrival point is taken as the first obstacle point that becomes the obstacle to travel on the travel route of the aforementioned first train; The upper device sets obstacle points when the driving information is received from the aforementioned operation management device. The aforementioned driving information contains the aforementioned obstacle points and sets the aforementioned arrival point as the aforementioned obstacle points; Until it is determined that the first train has reached the arrival point, it is repeatedly confirmed whether or not the travel information including the new obstacle point has been received from the operation management device. An on-board device is configured on a first train traveling on a track and communicates with an operation management device; the on-board device performs traveling management control in the following manner: the operation management device is extracted from the first train From the departure point or the path from the first train to the arrival point of the first train, the first obstacle point on the route of the first train is extracted as the obstacle point; the on-board device is attached to When the operation management device receives the driving information including the obstacle point, the obstacle point is set; the on-board device repeatedly confirms whether the operation management is performed until the first train has reached the arrival point. The device receives the driving information containing the new obstacle; the on-board device is receiving the information in the first row from the operation management device When the travel information of a new obstacle point is included between the vehicle and the obstacle point, the new obstacle point is set at a predetermined position between the first train and the obstacle point. The on-board device described in claim 1 or 2, wherein the arrival point set in the first train is sent to the operation management device. The in-vehicle device described in claim 1 or 2, wherein the stop determination point is set near the predetermined distance from the obstacle point and only the section up to the obstacle point is subject to the route lock for driving and passing through the occupied section In the case of the stop determination location, the first train system starts deceleration stop control. The on-vehicle device described in claim 4, where after passing the stop determination point, the driving information including the new obstacle point is received and the new obstacle point and the new stop determination point based on the new obstacle point are set, The deceleration stop control of the first train that has not passed the new stop determination point is released. The in-vehicle device described in claim 1 or 2, wherein each time the driving information including the obstacle point is received, the stop determination point is set near the predetermined distance of the received obstacle point.

Images