JP2012066756A - On-rail position detection method, brake control method, course control method, onboard device, and management device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To propose a new system for detecting an on-rail position.SOLUTION: The onboard device 1 mounted on a train carries out noncontact type short-range wireless communication with IC tags 3 installed along a track to detect the on-rail position of the train. Namely, the onboard device 1 obtains IC tag list information coordinating identification information of the IC tags 3 installed along the track of a traveling scheduled section with a traveling order of the train from the management device 5 at starting from a starting point of the traveling scheduled section. During traveling of the traveling scheduled section, the IC tag information of the IC tags 3 is read by tag readers 120, 130 installed in a head side vehicle and a rear end side vehicle. The onboard device 1 detects an on-rail block of the train by checking the IC tag information read by the tag readers 120, 130 against the IC tag list information obtained from the management device 5.

Description

  The present invention relates to a method and the like for detecting the position of a train.

  As one of the methods for detecting the on-line position of the train, a method of detecting the on-line of whether or not the train exists in the track circuit using a track circuit has been put into practical use. In this train presence detection method, when a vehicle enters the track circuit, the left and right rails are short-circuited by the wheel and the wheel shaft of the vehicle, so that the voltage sent from the sending end of the track circuit That is, it is detected that a vehicle is present in the track circuit by using a decrease in the power reception level on the receiving side of the track circuit (for example, Patent Document 1).

JP 2008-207808 A

  In order to detect the train in the track circuit by the above-described train presence detection method, it is necessary to reliably short-circuit the left and right rails by the wheel shaft. However, depending on the surface state of the wheel tread of the train and the surface state of the rail top surface of the rail, there is a case where the short circuit between the left and right rails is not sufficiently performed and the presence of the train cannot be detected. This is because the electrical contact resistance between the wheel tread and the rail increases due to the insulating film such as dust, oil, rust, etc. formed on the wheel tread and the rail top, resulting in a short circuit failure. is there.

  In particular, quiet trains such as local lines have fewer trains than large cities. Therefore, rust is easily formed on the tread surface of the train and the rail top surface of the rail, and the short circuit failure is likely to occur. In recent years, lightweight vehicles made of a light alloy such as aluminum have been put into practical use. In such a light weight vehicle, since the weight is light compared with the conventional vehicle, the short circuit between the rails by a wheel shaft may become inadequate.

  In addition, the conventional track circuit increases installation and maintenance costs and man-hours. Therefore, for local lines and third sector railways, alternative facilities that can reduce costs and man-hours are desired.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to propose a new mechanism for detecting a standing line position.

The first form for solving the above problems is:
The on-board position detection method in which the on-board apparatus detects the on-line position of the own train on which the on-board apparatus (for example, on-board apparatus 1 in FIGS. 1 and 7) is mounted,
Of the track on which the small wireless tag (for example, the IC tag 3 in FIGS. 1 and 8) in which the identification information is stored is installed along the track, the planned traveling section of the own train (for example, in FIGS. 3 to 5) Tag list information (for example, FIG. 12) in which identification information (for example, tag ID 5845 in FIG. 12) of the small wireless tag installed in the scheduled travel section) is associated with the traveling order (for example, traveling order 5843 in FIG. 12). Acquisition step (for example, step B5 in FIG. 14) for acquiring the section-specific IC tag list information 584),
A reading step (for example, step C1 in FIG. 15) that reads the identification information (for example, IC tag information in FIG. 2; ID portion) stored in the small wireless tag by communicating with the small wireless tag during the traveling of the own train. Or C27),
A position detection step (for example, step C3 or C29 in FIG. 15) for detecting the current position of the own train by checking the identification information read in the reading step with the tag list information;
Is a position detection method including

As an eighth form,
Tag list information in which the identification information of the small wireless tags installed in the planned traveling section of the own train is associated with the traveling order among the tracks in which the small wireless tags storing the identification information are installed along the tracks. Acquisition means (for example, the management device communication unit 140 in FIG. 7),
Reading means (for example, the first tag reader 120 or the second tag reader 130 in FIG. 7) that reads the identification information stored in the small wireless tag by communicating with the small wireless tag during traveling of the own train; ,
Position detection means (for example, the processing unit 110 in FIG. 7) for detecting the position of the current train by checking the identification information read by the reading means with the tag list information;
A vehicle-mounted device (for example, the vehicle-mounted device 1 shown in FIGS. 1 and 7) may be configured.

  According to the first or eighth aspect, the on-board device acquires tag list information in which identification information of the small wireless tag installed in the planned traveling section of the own train is associated with the traveling order. Then, the on-board device communicates with the small wireless tag installed along the track while the train is traveling, reads the identification information, and checks the identification information with the tag list information. Detect the standing line position. Tag list information is acquired in advance, and the on-line position of the own train can be appropriately detected by a simple method of checking the identification information read from the small wireless tag during traveling with the tag list information.

Further, as a second form, there is a standing line position detection method of the first form,
An adjacent distance acquisition step of acquiring an adjacent distance that is a distance between the adjacent small wireless tags (for example, an adjacent tag distance portion of the IC tag information in FIG. 2 or an adjacent tag distance 5847 in FIG. 19);
Within the margin distance obtained by giving a predetermined margin to the adjacent distance acquired in the adjacent distance acquisition step (for example, the reaching margin distance in step C39 in FIG. 16), the identification information is in the order according to the tag list information. By determining whether or not it has been read using a measurement value measured by a measurement device (for example, speed generator 160 in FIG. 7) that measures a travel distance or a value equivalent to a travel distance, On-vehicle tag transmission system determination step (for example, step C39 in FIG. 16) for determining whether or not an abnormality occurs in the information transmission system configured with the small wireless tag,
May be configured.

  According to the second embodiment, the adjacent distance between adjacent small wireless tags is acquired. Then, a measurement for measuring a travel distance or a travel distance equivalent value whether or not the identification information has been read within a margin distance obtained by giving a predetermined margin to the acquired adjacent distance and in accordance with the tag list information The determination is made using the measured value measured by the apparatus. When an abnormality such as a failure occurs in an on-vehicle device or a small wireless tag, correct identification information cannot be acquired within a margin distance. With this simple method, it is possible to appropriately determine whether or not an abnormality has occurred in the information transmission system.

Further, as a third form, there is a standing line position detection method of the second form,
In the small wireless tag, the adjacent distance to the adjacent small wireless tag is stored (for example, the distance between adjacent tags in the IC tag information of FIG. 2),
The adjacent distance acquisition step is a step of reading and acquiring the adjacent distance stored in the small wireless tag when reading the identification information from the small wireless tag in the reading step (for example, step of FIG. 15). C1 or C27),
A standing line position detection method may be configured.

  According to the third aspect, by storing the adjacent distance in the small wireless tag, when the identification information is read from the small wireless tag, the distance information to the adjacent small wireless tag is also acquired. Can do.

Moreover, as a 4th form, it is a standing line position detection method of the form in any one of the 1st-3rd,
At least two of the small wireless tags are installed at the boundary of a detection block (for example, the block of FIG. 1A) that is a detection unit section of the current point (for example, IC tags 3a and 3b of FIG. 22),
The on-board device includes communication antennas (for example, the first or second tag readers 120 and 130 in FIG. 7) that communicate with the small wireless tags provided at two locations on the front side and the rear side of the own train. Have
The planned travel section is composed of a plurality of continuous detection blocks,
In the position detection step, based on the identification information read in the reading step and whether the communication antenna that has read the identification information is the head side or the tail side, a detection block in which the own train is located by a check-in / check-out method Including a detecting step (eg, FIG. 22),
A standing line position detection method may be configured.

  According to the fourth embodiment, based on the identification information read from the small wireless tag and whether the communication antenna that has read the identification information is the front side or the rear side, the detection that the own train is located by the check-in / check-out method is detected. Detect blocks. By detecting the detection block where the own train is located by the check-in / check-out method, a system that is robust against abnormalities in the information transmission system composed of on-board devices and small wireless tags is constructed. .

As a fifth form,
A brake control method executed by an on-train apparatus for a train that executes the on-line position detection method according to any one of the first to fourth aspects,
A landing point arrival step for acquiring a landing point arrival distance that is a distance between the landing point of the scheduled travel section and the specific small wireless tag specified to clearly indicate the distance to the landing point (for example, FIG. 15). Step C1 or C27)
When the identification information read in the reading step is identification information of the specific small wireless tag, the landing point arrival distance, and a measurement value measured by a measurement device that measures a travel distance or a travel distance equivalent value; A brake check step (for example, step C11 in FIG. 15; Yes → steps C13 and C15 in FIG. 15) is performed by generating a speed check pattern (for example, a speed check pattern in FIG. 6) using the current traveling speed. )When,
A brake control method including the above may be configured.

  According to the fifth aspect, the landing point arrival distance, which is the distance between the specific small wireless tags specified to clearly indicate the distance to the landing point of the scheduled traveling section, is acquired. Then, when the read identification information is the identification information of the specific small wireless tag, a speed check pattern is generated using the landing point arrival distance, the measured value measured by the measuring device, and the current traveling speed. To perform brake backup control.

The sixth form is
The management device (for example, the management device 5 in FIGS. 1 and 9) that stores the tag list information and configures the course of the train is a track position detection method according to any one of the first to fourth modes or the fifth method. A route control method for controlling the route of the train by communicating with an on-train device of a train that executes the brake control method of the embodiment,
A course setting step (for example, steps A1 and A3 in FIG. 14) for setting a course for the scheduled travel section;
A transmission step (for example, step A5 in FIG. 14) for transmitting the tag list information relating to the planned traveling section to the on-board device;
When a completion signal for receiving the tag list information is received from the on-board device, a route configuration completion step for completing the route configuration set in the route setting step and setting the planned travel section as a tracked state (for example, FIG. 14 Step A7; Yes → Step A9)
A route control method including

As a ninth form,
A management device for controlling the course of a train by communicating with an on-board device of an eighth form,
Storage means for storing the tag list information (for example, the storage unit 580 in FIG. 9; IC tag list information by section 584);
Route setting means (for example, the processing unit 510 in FIG. 9) for setting a route for the scheduled travel section;
Transmitting means (for example, the communication unit 540 in FIG. 9) for transmitting the tag list information relating to the planned traveling space to the on-board device;
When a reception completion signal for the tag list information is received from the on-board device, a route configuration completion unit (for example, FIG. 9 processing unit 510),
A management device (for example, the management device 5 in FIGS. 1 and 9) may be configured.

  According to the sixth or ninth mode, the route is set for the scheduled travel section. Then, when the tag list information related to the scheduled traveling section is transmitted to the on-board device and the reception completion signal of the tag list information is received from the on-board device, the planned traveling section is set to the on-line state with the set route configuration being completed. To do. The safety of train operation can be ensured by configuring the course while checking between the on-board device and the management device.

Further, as a seventh form, the route control method of the sixth form,
An identification information receiving step (for example, step D1 in FIG. 17) for receiving the identification information read during traveling in the scheduled traveling section from the on-board device after traveling in the scheduled traveling section;
When the identification information is received in the identification information receiving step, a route opening step (for example, step D1 in FIG. 17; Yes → D7) in which the planned traveling section that has been in a standing line state is in a non-present line state;
A route control method that further includes:

  According to the seventh aspect, after traveling in the scheduled traveling section, the identification information read during traveling in the scheduled traveling section is received from the on-board device. Then, when the identification information is received, the planned traveling section that has been in the line-on state is set to the non-line-on-line state. The safety of train operation can be ensured by opening the route while checking between the on-board device and the management device.

(A) The system block diagram of a standing line position detection system. (B) The block diagram of the train vehicle. The figure which shows an example of the data structure of IC tag information. Explanatory drawing of the process sequence at the time of the starting point departure of a driving planned area. Explanatory drawing of the process sequence at the time of driving | running | working of a driving planned area. Explanatory drawing of the process sequence at the time of the end point arrival of a driving planned section. The figure which shows an example of a speed check pattern. The block diagram which shows an example of a function structure of a vehicle-mounted apparatus. The block diagram which shows an example of a function structure of an IC tag. The block diagram which shows an example of a function structure of a management apparatus. The figure which shows an example of a data structure of IC tag information DB. The figure which shows an example of the data structure of area definition information DB. The figure which shows an example of a data structure of IC tag list information according to area. The figure which shows an example of the data structure of the track lock information according to area. The flowchart which shows the flow of a process at the time of the starting point departure of a driving planned area. The flowchart which shows the flow of the process at the time of driving | running | working of a driving plan area. The flowchart which shows the flow of the process at the time of driving | running | working of a driving plan area. The flowchart which shows the flow of a process at the time of the end point arrival of a driving planned area. The figure which shows an example of the data structure of 2nd IC tag information. The figure which shows an example of a data structure of the 2nd section IC tag list information. The figure which shows an example of a data structure of 3rd IC tag information DB. The figure which shows an example of a data structure of 3rd section IC tag list information. Explanatory drawing of presence line position detection in a check-in / check-out system. The figure which shows an example of a data structure of 4th IC tag information DB. The figure which shows an example of a data structure of the IC tag list information according to the 4th section. Explanatory drawing of level crossing control. The flowchart which shows the flow of a level crossing control process.

  Hereinafter, an example of a preferred embodiment of the present invention will be described with reference to the drawings. However, it is needless to say that embodiments to which the present invention is applicable are not limited to the following embodiments.

1. System Configuration FIG. 1 is a diagram illustrating an example of a system configuration of a standing line position detection system 1000 according to the present embodiment. The standing line position detection system 1000 includes an on-board device 1, an IC (Integrated Circuit) tag 3, a management device 5, and a station transmission device 7 as main components.

  The standing line position detection system 1000 of the present embodiment is a system mainly applied to a quiet line area. FIG. 1A shows an outline of a route in this embodiment. For the sake of simplicity, only the main line is shown with the side lines for detention and inspection omitted. The line section of this embodiment is a single line, and each station has a separate platform for up and down lines so that trains can pass within the station. Each station is equipped with a turning machine PM, which is a point for entering / exiting each of the homes for going up and down, and the turning machine PM is supplied from the turning machine control terminal CR. Operates according to the control signal.

  The switchboard PM is a so-called electric switchboard, and it is closely attached to the basic rail by moving the branching device composed of the track part for moving the train from one track to another, and the tongler of the branching device. And a turning device comprising a locking device that holds the Tongrel in a tight contact state and locks it so that it cannot be changed by an external force such as a train vibration or impact.

  The switch machine control terminal device CR is a terminal device that controls the conversion / locking and unlocking operations of the switch machine PM. In the present embodiment, the switch control terminal device CR is associated with each switch PM one-on-one, and is connected to the control device of the corresponding switch PM, or connected by a communication line, and nearby. Placed in.

  The switch machine control terminal device CR includes a communication unit (not shown) for communicating with the on-board device 1, and a conversion / locking instruction signal for the switch machine PM transmitted from the on-board device 1. According to the control of the turning machine PM, the rail is changed and locked. The switch control terminal CR stores the ID of the train that issued the lock instruction of the corresponding switch PM, and unlocks the switch PM by the unlock instruction from the same locked train. Lock it.

  In the present embodiment, a section between two adjacent stations is referred to as one “unit section”. Specifically, a stop section of two adjacent stations is defined as one unit section based on the stop position of the train at each station. In addition, when the train is stopped at the station, the unit section that the train is scheduled to travel next, or when the train is traveling, the unit section that is traveling Is referred to as a “scheduled travel section”.

  Further, in the present embodiment, the track is divided by a plurality of “blocks” that are detection units of the train station. A block is a detection unit corresponding to a block section by a conventional track circuit. Of course, a section shorter than a conventional block section may be defined as a block, or a long section may be defined as a block. . It is preferable that the length of at least one block is a length that allows one knitting to be sufficiently present, and this embodiment will be described as having such a length.

  One IC tag 3 per block is installed at the end of each block along the track. The IC tag 3 is installed, for example, at the center position in the sleeper direction between the rails. When the train passes through the block, the tag readers 120 and 130 provided at the center position in the sleeper direction of the lower part of the train (the lower part of the vehicle body or the lower part of the carriage) may be IC. The tag readers 120 and 130 are configured to be able to read IC tag information from the IC tag 3 by communicating with the tag 3.

  The on-board device 1 is a control device and a processing device mounted on each train, and detects the on-line position of the own train based on the IC tag information received from the IC tag 3 installed along the track. The on-board device 1 is installed at a position (for example, a driver's cab or a conductor's compartment) where a driver or a conductor can operate. The on-board device 1 performs backup control of the train brakes based on the IC tag information received from the IC tag 3.

  As shown in FIG. 1 (B), tag readers 120 and 130 are respectively installed at the center position in the sleeper direction at the lower part of the leading vehicle and at the center position in the sleeper direction at the lower part of the rear side vehicle. (Not shown). That is, during traveling, a tag reader installed in the leading vehicle (hereinafter referred to as “leading tag reader”) and a tag reader installed in the trailing vehicle (hereinafter referred to as “tail tag reader”). The IC tag information of the same IC tag 3 is sequentially read.

  The tag readers 120 and 130 are reader devices that perform non-contact short-range wireless communication with the IC tag 3 and read IC tag information stored in the IC tag 3. The tag readers 120 and 130 include an antenna unit, a tuner unit, a processor unit, a power supply unit, and the like.

  The IC tag 3 is a kind of RFID (Radio Frequency IDentification), and is a small short-range wireless device that performs non-contact short-range wireless communication with tag readers 120 and 130 installed in a train vehicle. In the present embodiment, a case where a so-called passive IC tag (passive tag) that operates by converting an external radio wave into electric power using electromagnetic induction without using a power source is illustrated.

  The communicable distance between the IC tag 3 and the tag readers 120 and 130 is at most about 1 meter. Therefore, the installation positions of the IC tag 3 and the tag readers 120 and 130 are positioned so as to be close to each other and able to communicate during traveling. In the present embodiment, the tag reader 120, 130 is provided at the center position in the sleeper direction at the lower part of the vehicle, and the IC tag 3 is installed at the center position in the sleeper direction between the rails so that the separation distance is about 50 centimeters or less. Position it. In consideration of the maximum train speed, there is a limit to the amount of data that can be communicated between the IC tag 3 and the tag readers 120 and 130, so that data with an excessive amount of data cannot be transmitted or received.

  Since the IC tag 3 is installed outdoors, it is sealed in a protective case having a waterproof structure in consideration of the influence of wind and rain. Further, the tag readers 120 and 130 are also encapsulated in a protective case in the same manner, assuming that they are subjected to an impact caused by ballast scattered on the track.

  The management device 5 is a device that comprehensively manages the information of the entire line section, and is disposed, for example, at a railway operator's office. The management device 5 is communicatively connected to the station transmission device 7, and sends a train departure instruction to the on-board device 1 via the station transmission device 7, thereby instructing departure and progression to the train. In addition, the management device 5 manages and grasps the on-board traffic signal of the train, the locking / unlocking of the switching machine PM in the planned traveling section, the path locking of the block, and the like. Route control such as opening is performed.

  The station transmission device 7 is a transmission device arranged at each station, and can wirelessly communicate with the on-board device 1 of the train when the train enters the station or stops at a predetermined stop position. It is arranged at a position. The station transmission device 7 is communicatively connected to the management device 5 by, for example, a cable, and has a function of relaying communication between the on-board device 1 and the management device 5. This relay function enables data exchange between the on-board device 1 and the management device 5.

  FIG. 2 is a diagram illustrating an example of a data configuration of the IC tag information stored in the storage unit by the IC tag 3. The IC tag information is configured as a data string having, for example, an ID part, an adjacent tag distance part, and a check code part.

  In the ID portion, identification information (tag ID) uniquely assigned to each IC tag 3 for uniquely identifying each IC tag 3 is stored.

  The inter-adjacent tag distance section stores an inter-adjacent tag distance that is a distance from the installation position of the own IC tag 3 to the installation position of the adjacent IC tag 3. In the present embodiment, since the line is a single line, the adjacent IC tag 3 includes an IC tag 3 installed at an upstream position as viewed from the own IC tag, and an IC tag 3 installed at a downstream position. The distance between adjacent tags is stored for each of the two. In the case of a double track, it is only necessary to store only the distance between adjacent tags on the upstream main line, and store only the distance between adjacent tags on the downstream main line.

  The check code part stores a code (data) for detecting a bit error in the IC tag information, for example, a CRC (Cyclic Redundancy Check) code.

2. Principle Next, the standing line position detection method, the brake control method, and the course control method in the present embodiment will be described. Here, referring to FIG. 3 to FIG. 5, a processing procedure until a train that stops on the up line of “Ha Station” departs from “ha Station” and arrives on the up line of “Ro Station”. Will be described.

2-1. FIG. 3 is an explanatory diagram of a processing procedure at the time of departure from the starting point of the scheduled traveling section. The scheduled travel section is between adjacent stations and is defined between the train stop position of the departure station and the train stop position of the arrival station, so the train stop position of the departure station is set to “start point of travel planned section” or simply “start point”. And the train stop position at the arrival station is referred to as “end point of scheduled travel section” or simply “end point”. Further, in the planned travel section, the IC tag 3 installed closest to the starting point is referred to as a “starting IC tag”, and the IC tag 3 installed closest to the ending point is referred to as a “scoring IC tag”. The IC tag 3 installed near the end point after the landing IC tag is referred to as “immediately landing IC tag”.

  The management device 5 records the status of all trains. First, the management device 5 sets a course from the start point of “ha station”, which is a scheduled travel section of the train, to the end point of “ro station” (A-1). When the on-board device 1 receives a route setting notification from the management device 5 via the station transmission device 7, the on-board device 1 instructs the switch lock of the turning machine PM related to the scheduled traveling section (A-2). Specifically, in FIG. 3, the on-board device 1 performs wireless communication with the switch control terminal device CR1 that controls the switch PM1 in the vicinity of “C” station, and switches the switch PM1. Make sure that is not locked. When the confirmation is obtained, the on-board device 1 includes the own train ID in the conversion / locking instruction signal for converting / locking the switch PM1 and transmits it to the switch control terminal CR1. .

  When the switch control terminal device CR1 receives the conversion / lock instruction signal from the on-board device 1, the switch control device CR1 controls the switch PM1 to switch / lock the rail. In addition, the on-board device 1 performs wireless communication with the switch control terminal device CR2 that controls the switch PM2 installed in the vicinity of the "B" station, and the switch PM2 is similarly used. Convert and lock.

  When the course is opened by the conversion / locking of the turning machines PM1 and PM2, the management device 5 transmits the IC tag list information related to the scheduled traveling section to the on-board device 1 via the station transmission device 7 (A -3). The IC tag list information is information in which the tag ID of the IC tag installed in the planned traveling section of the train is associated with the traveling order.

  When the on-board device 1 receives the IC tag list information from the management device 5, it returns a response to the management device 5 via the station transmission device 7 (A-4). In response to this reply response, the management device 5 completes the course configuration of the scheduled traveling section, and determines the scheduled traveling section as a standing line state (A-5). Thereafter, the on-board device 1 uses the departure signal, which is an on-vehicle signal, as a progress indicator, and the train driver starts and advances the train based on the confirmation of the progress indicator.

  In this way, when the starting point of the scheduled travel section starts, information transmission is performed in a loop in the order of management device 5 (IC tag list information) → on-board device 1 (reply response) → management device 5. 5, the course composition of the scheduled traveling section is performed. That is, a closed loop (first closed loop) of information transmission is formed between the management device 5 and the on-board device 1. This information transmission by the first closed loop confirms that no abnormality has occurred in the information transmission system, ensures that the course configuration before the departure of the starting point of the planned traveling section is ensured, and the safety of the train operation is ensured. The

2-2. FIG. 4 is an explanatory diagram of a processing procedure during traveling in the scheduled traveling section. While the train is traveling in the planned traveling section, the on-board device 1 residently monitors the travel distance of the train (B-1). Specifically, when the on-board device 1 receives the IC tag information from the IC tag 3 during traveling, the on-board device 1 reaches the distance between the adjacent tags included in the received IC tag information with a predetermined margin. The margin distance is calculated. The reaching margin distance is set as a distance that is 1.2 times the distance between adjacent tags, for example. Then, it is determined whether or not the IC tag information of the next IC tag 3 in accordance with the IC tag list information has been received from the time when the IC tag information is received until the vehicle travels the surplus travel distance. The travel distance is calculated using a measurement value of a measurement device such as a speed generator mounted on the train, for example. The travel distance at the time of receiving the IC tag information was temporarily recorded, and the train traveled the travel margin distance because the travel distance thereafter reached the value (distance) obtained by adding the travel margin distance to the temporarily recorded travel distance. Is determined.

  If the train exceeds the reachable distance before receiving the IC tag information, the onboard device 1 determines that an abnormality has occurred in the information transmission system composed of the onboard device 1 and the IC tag 3. Then, an abnormal process is performed (B-2). If there is no abnormality in the information transmission system, the head tag reader should read the IC tag information from the IC tag 3 in the next order according to the traveling order until the train travels the reachable distance. Nevertheless, if the head tag reader advances the reachable distance without reading the IC tag information, it is assumed that an abnormality such as a failure has occurred in either the head tag reader or the IC tag 3. Is done. Therefore, in this case, for example, an abnormality occurrence sound is output or an abnormality occurrence lamp is turned on to perform processing for notifying the driver of a warning.

  When the head tag reader reads the IC tag information from the IC tag 3 before the train travels the reachable distance (B-3), the on-board device 1 reads the IC tag information read by the head tag reader. Is checked against the IC tag list information acquired from the management device 5 before departure (B-4). That is, the on-board device 1 compares the tag ID included in the IC tag information read by the head tag reader with the tag ID of the next IC tag 3 defined in the IC tag list information. If it is determined that the tag IDs match, the read IC tag information is recorded. On the other hand, if it is determined that the tag IDs do not match, the on-board device 1 determines that there is an abnormality in the information transmission system, and in this case as well, performs processing at the time of abnormality (B-5). This is because a failure of the IC tag 3 is considered.

  Next, the on-board device 1 again monitors the travel distance of the train (B-6), and until the train travels by a knitting growth margin distance that gives a margin for a predetermined distance to train knitting growth, It is determined whether or not the IC tag information has been read from the same IC tag 3 by the trailing tag reader. As the knitting growth margin distance, for example, a distance that is 1.2 times the knitting growth is set. When the train exceeds the knitting growth margin distance before the tail tag reader reads the IC tag information, the on-board device 1 determines that an abnormality has occurred in the information transmission system, and performs an abnormal process (B-). 7).

  If there is no abnormality in the information transmission system, the tail tag reader should read the same IC tag information after the head tag reader reads the IC tag information and before the knitting growth margin distance is advanced. Nevertheless, if the tail tag reader advances the knitting growth margin without reading the IC tag information, it is assumed that an abnormality such as a failure has occurred in either the tail tag reader or the IC tag 3. Is done. Therefore, in this case, it is determined that there is an abnormality in the information transmission system, and processing at the time of abnormality is performed. For example, the on-board device 1 performs processing such as gradually decelerating and stopping the train, or notifying the management device 5 of an abnormality in the information transmission system wirelessly. In order to deal with the processing in the event of an abnormality, a driver can consider measures such as driving the train slowly to the next station. The same applies to other abnormal processing.

  When the tail tag reader reads the IC tag information from the IC tag 3 before the train travels the knitting growth margin distance (B-8), the on-board device 1 reads the IC tag read by the tail tag reader. The information is checked against the IC tag list information (B-9). If it is determined that the tag IDs match, the read IC tag information is recorded. On the other hand, if it is determined that the tag IDs do not match, the on-board device 1 determines that there is an abnormality in the information transmission system, and in this case as well, performs processing at the time of abnormality (B-10).

  If the tag IDs match after the check, it can be seen that the own train is located in the block. For example, it is assumed that the IC tag 3 is installed at the upstream end of each block and the train is traveling in the upward direction. In this case, if the tag IDs match as a result of checking the IC tag information read by the head tag reader, the train enters the block next to the installation block of the IC tag 3 (upstream adjacent block). I understand that I am trying. In addition, as a result of checking the IC tag information read by the tail tag reader, if the tag IDs match, it is understood that the train is about to advance from the installation block of the IC tag 3. This means that the on-line position of the own train is detected.

  The train proceeds while repeating the above process. When the head tag reader reads the IC tag information from the new IC tag 3 and checks the tag list information to determine that the IC tag 3 is the last landing IC tag, the on-board device 1 Generates a speed check pattern from the last landing IC tag to a predetermined position that has passed through the landing IC tag (B-36), and starts execution of brake control according to the speed checking pattern (B-36). -37).

  FIG. 6 is an explanatory diagram of a speed check pattern. In FIG. 6, the horizontal axis indicates the position of the train, and the vertical axis indicates the speed limit of the train. In the speed check pattern, for example, the train speed limit at the last landing point IC tag is “V1”, and the speed limit is gradually reduced from the speed limit “V1”. “V2 (<V1)” is generated, and the pattern is generated such that the speed limit becomes “0” at a position behind the landing IC tag by the stop activation distance.

  The stop activation distance includes the distance from the landing IC tag to the end point, and is determined as a distance at which it can be determined that the train is traveling beyond the end point. When the on-vehicle device 1 reads the IC tag information from the last landing IC tag, the on-board device 1 monitors the travel distance from the last landing IC tag. Then, the speed limit at the current position is obtained from the speed check pattern, and whether the current train speed is equal to or lower than the speed limit is compared as needed. When the speed exceeds the speed limit, the brake is controlled so as to drop the speed below the speed limit.

  Therefore, at the position where the IC tag information is received from the landing IC tag (landing point), when the speed of the train exceeds the slow speed, the brake control is performed so that the speed is not more than the slow speed. As a result, the driver can reliably stop the train at the end point of the scheduled travel section. Moreover, even if it passes through the end point of the scheduled traveling section, the stop control is activated and the train stops when the stop activation distance is reached, so that the safety of the train operation can be ensured.

  As described above, during traveling in the scheduled traveling section, information transmission is performed in a loop in the order of on-vehicle device 1 (radio wave) → IC tag 3 (IC tag information) → on-vehicle device 1. That is, a closed loop (second closed loop) for information transmission is formed between the IC tag 3 and the on-board device 1. Due to the information transmission by the second closed loop, the position of the standing line is appropriately detected. In addition, by residently monitoring the reception status of the IC tag information from the IC tag 3, it is possible to reliably detect the occurrence of an abnormality in the information transmission system and ensure the safety of train operation.

2-3. FIG. 5 is an explanatory diagram of a processing procedure when the train arrives at the end point of the scheduled travel section. When the train arrives at “Ro Station” where the end point of the scheduled travel section is determined, the on-board device 1 communicates with the switch control terminal device CR1 related to the travel planned section that has traveled, and obtains its own train ID. The unlocking instruction signal of the turning machine PM1 is transmitted to the turning machine control terminal device CR1, and the turning machine PM1 is unlocked (C-1). Similarly, the on-board device 1 communicates with the switch control terminal device CR2, and transmits an unlocking instruction signal of the switch PM2 including its own train ID to the switch control terminal device CR2. The unlocking machine PM2 is unlocked (C-1).

  Subsequently, the on-board device 1 reads the read IC tag information in which all the IC tag information read by the leading tag reader and the trailing tag reader is associated with the reading order during the traveling of the planned traveling section, as the station transmission device 7. Is transmitted to the management apparatus 5 via (C-2). When the management device 5 receives the read IC tag information from the on-board device 1, the management device 5 collates the content with the IC tag list information (C-3). If the tag IDs of the read IC tag information of the head tag reader and the tail tag reader all match the tag IDs of the IC tag list information and the order also matches, the management device 5 The planned travel section is set to the non-existing state, and the course of the planned travel section is opened (C-4).

  On the other hand, if the tag ID of the read IC tag information of the head tag reader and the tail tag reader does not match the tag ID of the IC tag list information or the order does not match, the management device 5 Suspicious of the occurrence of abnormalities, and process the abnormalities. For example, the management device 5 notifies the station staff and the inspector of the occurrence of an abnormality in the information transmission system, and prompts the information transmission system to be inspected.

  As described above, when the end point of the scheduled traveling section arrives, information transmission is performed in a loop in the order of on-board device 1 (received IC tag information) → management device 5. That is, a closed loop (third closed loop) of information transmission is formed between the on-board device 1 and the management device 5. By the information transmission by the third closed loop, the route is surely opened when the end point of the scheduled traveling section arrives, and the safety of the train operation is ensured.

3. Functional configuration 3-1. FIG. 7 is a block diagram illustrating an example of a functional configuration of the on-board device 1. The on-board device 1 includes, for example, a processing unit 110, a first tag reader 120, a second tag reader 130, a management device communication unit 140, a switch communication unit 150, and a speed generator. 160 and a storage unit 180.

  The processing unit 110 is a control device and an arithmetic device that collectively control the on-board device 1 according to various programs such as a system program stored in the storage unit 180, and includes a processor such as a CPU (Central Processing Unit). Configured.

  The first tag reader 120 and the second tag reader 130 are reader devices installed in the leading vehicle and the trailing vehicle, respectively, and output IC tag information read from the IC tag 3 to the processing unit 110 as needed.

  The management device communication unit 140 is a communication device for communicating with the management device 5 via the station transmission device 7. The switch device communication unit 150 is a communication device for communicating with the switch control terminal device CR. A known communication technique can be applied to these communications. For example, induction radio is used for communication between the management device communication unit 140 and the station transmission device 7, and the switch communication unit 150 is switched. For example, communication using a PHS (Personal Handy-phone System) system can be applied to communication between the two machine control terminal devices CR.

  The speed generator 160 is a measuring device that generates a voltage or a pulse according to the number of rotations of the axle and measures the speed of the train. The speed measured by the speed generator 160 is output to the processing unit 110 and used for calculation of the travel distance, speed control (brake control), and the like. The speed generator 160 is a type of measuring device that measures a travel distance or a travel distance equivalent value. Of course, when the train is provided with a separate speed generator for controlling the electric motor or the like, the speed generator may also be used.

  The storage unit 180 is a storage device that stores various programs and various data for the processing unit 110 to control the on-board device 1 in an integrated manner, and includes a ROM (Read Only Memory), a flash ROM, a hard disk, a RAM (Random (Access Memory). In the storage unit 180, for example, the on-board control program 181, the own train ID 182, the accumulated distance 183, the scheduled traveling section IC tag list information 184, the first tag reader reading information 185, and the second tag reader Read information 186, speed check pattern 187, and knitting growth 188 are stored.

  The on-vehicle control program 181 is a program that is read by the processing unit 110 and executed as an on-vehicle control process (see FIGS. 14 to 17). The on-board control process is a process in which the processing unit 110 executes various controls such as the presence position detection of the own train and the brake control in accordance with the above principle. This on-vehicle control process will be described later in detail using a flowchart.

  The own train ID 182 is identification information assigned to the own train among the identification information (ID) for uniquely identifying each train.

  The accumulated distance 183 is the cumulative travel distance of the own train calculated using the speed measured by the speed generator 160 and the elapsed time from a certain reference time. The accumulated distance 183 is calculated based on, for example, the time when the train is stopped at the start point (train stop position) of the scheduled travel section.

  The scheduled travel section IC tag list information 184 is data in which information related to the IC tag 3 included in the planned travel section of the own train is listed. The scheduled traveling section IC tag list information 184 is information that the on-board device 1 acquires from the management device 5 via the station transmission device 7, and a data configuration example thereof will be described later.

  The first tag reader read information 185 records the IC tag information read from the IC tag 3 by the first tag reader 120 in the reading order as first IC tag information, second IC tag information,. Data. Similarly, the second tag reader read information 186 is data in which the IC tag information read from the IC tag 3 by the second tag reader 130 is recorded in the reading order.

  The speed check pattern 187 is data that defines the relationship between the distance (position) from the last landing IC tag and the speed limit, and for example, a speed check pattern as shown in FIG. 6 is generated and stored.

  The knitting growth 188 is train knitting growth, and a fixed value is stored in the initial setting. After that, while the train is traveling in the scheduled travel section, from the integrated distance of the train at the reading timing of the IC tag information by the leading tag reader and the integrated distance of the train at the reading timing of the same IC tag information by the trailing tag reader, The knitting growth 188 is newly calculated and updated.

3-2. Functional Configuration of IC Tag 3 FIG. 8 is a diagram illustrating an example of a functional configuration of the IC tag 3. The IC tag 3 includes, for example, an antenna unit 310, a communication unit 320, a processing unit 330, a storage unit 340, and a power supply unit 350.

  The antenna unit 310 includes an antenna for realizing communication with the first and second tag readers 120 and 130 installed in the vehicle. Since the IC tag 3 is a so-called passive IC tag, it does not have a built-in power supply. Instead, the IC tag 3 has a built-in circuit that obtains electric power by an electromagnetic induction method using radio waves of specified frequencies transmitted from the first and second tag readers 120 and 130. The antenna unit 310 and the power supply unit 350 constitute this power generation circuit. The power supply unit 350 stabilizes the voltage of the generated power and supplies it as power for the communication unit 320, the processing unit 330, and the storage unit 340.

  The communication unit 320 is a communication device for performing non-contact short-range wireless communication with the first and second tag readers 120 and 130 via the antenna unit 310.

  The processing unit 330 is a control device and an arithmetic device that comprehensively control each unit of the IC tag 3, and includes a processor such as a CPU. The operation executed by the processing unit 330 is defined by a program stored in the storage unit 340 in advance. Specifically, when power is supplied from the power supply unit 350 and operation is started, the IC tag information 341 is transmitted via the communication unit 320 and the antenna unit 310. As long as power is supplied, the IC tag information 341 is repeatedly transmitted. This is because the first and second tag readers 120 and 130 make reading (reception) of the IC tag information 341 as early and reliable as possible.

  For example, the storage unit 340 includes a nonvolatile storage device such as a ROM or a flash ROM, and stores the IC tag information 341 related to the self IC tag 3.

3-3. FIG. 9 is a block diagram illustrating an example of a functional configuration of the management apparatus 5. The management device 5 is a type of computer system that includes, for example, a processing unit 510, an operation unit 520, a display unit 530, a communication unit 540, and a storage unit 580, and each unit is connected by a bus 590.

  The processing unit 510 is a control device and an arithmetic device that collectively control the management device 5 according to various programs such as a system program stored in the storage unit 580, and includes a processor such as a CPU.

  The operation unit 520 is an input device configured by, for example, a keyboard or a touch panel, and outputs a pressed key or icon signal to the processing unit 510. By the operation of the operation unit 520, various data for performing train operation management is input.

  The display unit 530 is configured by an LCD (Liquid Crystal Display) or the like, and is a display device that performs various displays based on a display signal input from the processing unit 510. The display unit 530 displays various information related to train operation management.

  The communication unit 540 is a communication device for exchanging data with the station transmission device 7 and is connected to the station transmission device 7 for communication. The communication form may be wired or wireless.

  The storage unit 580 is a storage device that stores various programs, various data, and the like for the processing unit 510 to control the management device 5 in an integrated manner. The storage unit 580 includes a management processing program 581, an IC tag information database (hereinafter referred to as “DB (Data Base)”) 582, a section definition information DB 583, and a plurality of section-specific IC tag list information 584. A plurality of section-specific path lock information 585 are stored.

  The management processing program 581 is a program that is read by the processing unit 510 and executed as management processing (see FIGS. 14 and 17). The management process is a process in which the processing unit 510 manages the operation of the train by performing route control such as route configuration and route opening according to the above-described principle. This management process will be described later in detail using a flowchart.

  FIG. 10 is a diagram illustrating an example of a data configuration of the IC tag information DB 582. As illustrated in FIG. The IC tag information DB 582 is a database in which information related to the IC tag 3 is accumulated. For example, an installation position 5821 of the IC tag 3 and a tag ID 5823 that is identification information of the IC tag 3 are stored in association with each other. . The installation position 5821 indicates a block ID, which is identification information of a block in which the IC tag 3 is installed, and whether the IC tag 3 is installed at the upstream end portion or the downstream end portion of the block. The end type is included. For example, in the IC tag information DB 582 shown in FIG. 10, it is stored that the IC tag 3 installed at the upstream end of the block BL1 is the IC tag 3 with the tag ID “T1”.

  FIG. 11 is a diagram illustrating an example of a data configuration of the section definition information DB 583. As illustrated in FIG. The section definition information DB 583 is a database in which information defining a unit section is accumulated. For example, a section ID 5831 that is identification information of a unit section, an up and down identification 5833 that is an up and down type, and a train passes through a block. A block passage order 5835 indicating the order of block IDs in the order of block IDs is stored in association with each other. For example, in FIG. 11, the order of the blocks through which the train traveling in the upward direction through the unit section “SEC1” is “BL1 → BL3 → BL4 → BL5 → BL6”.

  FIG. 12 is a diagram illustrating an example of a data configuration of the section-specific IC tag list information 584. As illustrated in FIG. The IC tag list information by section 584 is tag list information in which the tag ID of the IC tag 3 installed in the unit section is associated with the running order for each unit section in the vertical direction. For example, section identification 5841 The traveling order 5843 and the tag ID 5845 are stored in association with each other. For example, in FIG. 12, when traveling in the upward direction on the unit section “SEC1”, it is stored that the IC tags 3 are installed in the order of “T1, T3, T4,.

  The section-specific IC tag list information 584 is generated individually for each unit section in the vertical direction by the processing unit 510 based on the data defined in the IC tag information DB 582 and the data defined in the section definition information DB 583. To do. When each train in service stops at the station, the IC tag list information corresponding to the unit section (scheduled travel section) that the train is scheduled to travel next is the travel planned section IC tag list information 184. Provided to the on-board device 1 of the train.

  FIG. 13 is a diagram illustrating an example of a data configuration of the section-specific route lock information 585. As illustrated in FIG. The section-specific track lock information 585 is information related to the path lock of each unit section in the vertical direction, and stores, for example, section identification 5851, switch lock data 5853, and block lock data 5855. Is done.

  In the switch lock data 5853, the name of the switch PM installed in the unit section, the presence / absence of the lock of the switch PM, and the train that locks the switch PM. Is stored in association with the lock train ID which is the identification information. The presence / absence of the lock and the lock train ID are updated at any time according to the progress of the train in the unit section.

  In the block lock data 5855, the name of the block included in the unit section, the presence / absence of the path lock related to the block, and the lock train ID that is the identification information of the train that locked the block are associated with each other. Is remembered. The route lock presence / absence and the lock train ID are updated at any time according to the progress of the train in the unit section. In addition, description is abbreviate | omitted about an approach lock / holding lock for the simplification of description.

4). Flow of processing 4-1. FIG. 14 is a diagram of the scheduled travel section of the on-board control process executed by the processing unit 110 of the on-board device 1 and the management process executed by the processing unit 510 of the management device 5. It is the flowchart which showed the process at the time of starting point departure. The process of the management apparatus 5 is shown on the left side of the figure, and the process of the on-board apparatus 1 is shown on the right side of the figure.

  First, the processing unit 510 of the management device 5 transmits a route configuration instruction to the on-board device 1 via the station transmission device 7 (step A1). Then, the process part 110 of the on-board apparatus 1 performs the conversion lock control of the switch PM (step B1). When the conversion lock of the switch PM is completed, the management device 5 is notified of the completion of the lock (step B3).

  The processing unit 510 of the management device 5 waits until the path is opened by the convertible lock of the switch PM (step A3; No). If the path is opened (step A3; Yes), the processing unit 510 stores the path in the storage unit 580. The IC tag list information related to the scheduled traveling section is selected from the stored section-specific IC tag list information 584 and transmitted to the onboard apparatus 1 as the scheduled traveling section IC tag list information 184 (step A5).

  The processing unit 110 of the on-board device 1 stands by until it receives the scheduled travel section IC tag list information 184 from the management device 5 (step B5; No), and if it receives the planned travel section IC tag list information 184 (step S5). B5; Yes), a reply response is made to the management device 5 (step B7).

  The processing unit 510 of the management device 5 waits until a reply response is received from the on-board device 1 (step A7; No). If there is a reply response (step A7; Yes), the route of the train is chained as the route configuration is completed. Lock (step A9). That is, each switch PM included in the scheduled travel section is logically locked, each block included in the planned travel section is set to the on-line state, and the section-specific course lock information 585 in the storage unit 580 is updated.

  Then, the processing unit 510 of the management device 5 instructs the on-board device 1 to display the progress (Step A11), and then proceeds to processing when the end point of the scheduled traveling section arrives. In addition, when the processing unit 110 of the on-board device 1 receives an instruction of progress display from the management device 5, the processing unit 110 sets the on-board signal to the progress display (step B9). And it transfers to the process at the time of driving | running | working of a driving planned area.

4-2. Processing During Traveling in the Scheduled Traveling Section FIGS. 15 and 16 are flowcharts showing processing during traveling in the planned traveling section in the onboard control processing executed by the processing unit 110 of the onboard device 1. The processing unit 110 residently monitors the reading status of the IC tag information from the IC tag 3 for each of the head tag reader and the tail tag reader.

  The processing unit 110 determines whether or not the head tag reader has read the IC tag information (step C1). If the processing unit 110 determines that the IC tag information has been read (step C1; Yes), the processing unit 110 stores the read IC tag information in the storage unit 180. The stored scheduled section IC tag list information 184 is checked (step C3). If the tag IDs match (step C5; Yes), the IC tag information read by the head tag reader is stored in the storage unit 180 as the first tag reader read information 185 (step C7).

  Next, the processing unit 110 newly calculates and resets the arrival allowance distance based on the distance between adjacent tags (distance data corresponding to the traveling direction of the own train) included in the IC tag information stored in step C7. (Step C8). Then, the processing unit 110 temporarily stores the current integrated distance in the storage unit 180 as the head side integrated distance (step C9). Specifically, the speed generator 160 determines the distance traveled by the train from when the train departs from the start point of the scheduled travel section until the head tag reader reads the current IC tag information (the head side accumulated distance). Calculation is made using the measured speed and the elapsed time since the departure from the starting point, and is temporarily stored in the storage unit 180.

  Thereafter, the processing unit 110 refers to the scheduled travel section IC tag list information 184 and determines whether or not the IC tag 3 that has received the IC tag information is the last landing IC tag (step C11). And when it determines with it being a straight landing point IC tag (step C11; Yes), the process part 110 refers to the distance between adjacent tags contained in the IC tag information memorize | stored at step C7, and is a speed check pattern. 187 is generated (step C13).

  Thereafter, the processing unit 110 starts a train speed control process using the generated speed check pattern 187 (step C15). The speed control using the speed check pattern can be similarly applied to the speed control technology in ATS (Automatic Train Stop Device) and ATC (Automatic Train Control) that has been conventionally used as a security device. Therefore, detailed description is omitted here.

  Next, the processing unit 110 determines whether or not the tail tag reader has read the IC tag information (step C17). If it is determined that the tail tag reader has read the IC tag information (step C17; Yes), the current integrated distance is determined as the tail integrated distance. Is temporarily stored in the storage unit 180 (step C19). Specifically, the distance traveled by the train from when the train departs from the starting point of the scheduled travel section until the tail tag reader reads the current IC tag information (tail side accumulated distance) is calculated.

  Subsequently, the processing unit 110 resets the train knitting growth 188 (step C21). Specifically, a distance difference between the tail accumulated distance temporarily stored in step C19 and the head accumulated distance temporarily stored in step C9 is calculated, and the calculated distance difference is newly set as a train knitting growth 188. . Thus, every time the head tag reader and the tail tag reader read the IC tag information, the train knitting growth is reset. Then, the processing unit 110 newly calculates the knitting growth margin distance using the new knitting growth and resets it (step C22).

  On the other hand, if it is determined in step C17 that the tail tag reader has not read the IC tag information (step C17; No), the processing unit 110 determines whether the train has traveled the knitting growth margin distance (step S17). C23). And when it determines with not progressing yet (step C23; No), it returns to step C17. When it is determined that the knitting growth margin distance has been advanced (step C23; Yes), the processing unit 110 performs an abnormal time process (step C25).

  The abnormal process is a process that can be executed in steps C37 and C45 in addition to step C25, and can be, for example, a common process. Specifically, it is a process for notifying the train crew (driver or conductor) that an abnormality has occurred, and for example, a notification corresponding to the reason for determining an abnormality among the notification lamps installed on the cab. The lamp is turned on or blinked, or a predetermined sound is output. Moreover, it is good also as not only notification but also performing control which performs braking control and stops a train, or restrict | limits to driving | running | working below a predetermined speed.

  The processing unit 110 performs the same process for the tail tag reader. That is, it is determined whether or not the IC tag information has been read by the tail tag reader (step C27). If it is determined that the IC tag information has been read (step C27; Yes), the IC tag information and the scheduled traveling section IC tag list information are determined. 184 is checked (step C29). If the tag IDs match (step C31; Yes), the IC tag information is stored in the storage unit 180 as the second tag reader read information 186 (step C33).

  Thereafter, the processing unit 110 resets the reaching margin distance in the same manner as in Step C8 (Step C34). Then, it is determined whether or not the head tag reader has read the same IC tag information (step C35), and if it is determined that it has been read (step C35; Yes), the process proceeds to step C17. When it is determined that the reading has not been performed (step C35; No), the processing unit 110 performs an abnormality process (step C37).

  If it is determined in step C1 or step C27 that the IC tag information has not been read (step C1; No or step C27; No), the processing unit 110 exceeds the reachable distance to the next IC tag 3 by the train. It is determined whether or not (step C39). And when it determines with not having exceeded yet (step C39; No), it returns to the step corresponding to step C1 or step C27.

  Further, when it is determined that the reachable distance has been exceeded (step C39; Yes), the processing unit 110 notifies a warning to the crew (driver, conductor) (step C41). The notification may be a process of turning on a predetermined lamp provided on the cab or displaying a predetermined screen on the display device. Then, the processing unit 110 determines whether or not the next IC tag 3 is a previous landing IC tag (step C43). If it is determined that the next IC tag 3 is not a previous landing IC tag (step C43; No), Return to the corresponding step of C1 or step C27.

  On the other hand, if it is determined that the next IC tag 3 is the last landing IC tag (step C43; Yes), the processing unit 110 is incapable of controlling the train speed for the crew (driver, conductor). Is notified (step C45). When the next IC tag 3 is the last landing IC tag, the fact that the train has exceeded the arrival allowance distance means that a speed check pattern is not generated. Therefore, in this case, a voice warning that speed control is impossible is output or a predetermined voice is output to warn the driver that speed control is impossible. Upon receiving this warning, the driver can pay more attention to the speed control of the train.

  In addition, when it is determined that the tag IDs do not match as a result of the verification processing (step C3, step C29) for each of the head tag reader and the tail tag reader (step C5; No or step C31; No), the processing The unit 110 performs an abnormality process (step C45). And the process part 110 returns to the step corresponding to step C1 or step C27.

4-3. Processing at Arrival of End Point of Scheduled Travel Section FIG. 17 is a diagram of the scheduled travel section of the onboard control process executed by the processing unit 110 of the onboard device 1 and the management process executed by the processing unit 510 of the management apparatus 5. It is the flowchart which showed the process at the time of end point arrival. The process of the management apparatus 5 is shown on the left side of the figure, and the process of the on-board apparatus 1 is shown on the right side of the figure.

  The processing unit 110 of the on-board device 1 waits until the train arrives at the end point (Step E1; No). If the train arrives (Step E1; Yes), the tag readers 120 and 130 are running during the travel of the scheduled travel section. The read first and second tag reader reading information 185, 186 is transmitted to the management device 5 via the station transmission device 7 (step E3). The determination of the arrival of the end point is, for example, determined that the end point has been reached when communication with the station transmission device 7 is possible, or a ground unit is placed at the train stop position and communicated with the ground unit. Thus, a known technique such as determining the arrival of the end point can be applied as appropriate. Then, the processing unit 110 of the on-board device 1 ends the on-board control process.

  The processing unit 510 of the management device 5 waits until the first and second tag reader reading information 185 and 186 are received from the on-board device 1 (step D1; No), and if received (step D1; Yes). Then, a process of collating with the IC tag list information of the scheduled traveling section stored in the storage unit 580 is performed (step D3). This collation process is a process for determining whether or not all tag IDs have been read in the correct order.

  If the collation result is OK (step D5; Yes), the processing unit 510 of the management device 5 unlocks the route lock of the scheduled traveling section, and stores the section-specific route lock information 585 in the storage unit 580. After updating (step D7), the management process is terminated. When the collation result is NG (step D5; No), the processing unit 510 of the management device performs processing at the time of abnormality (step D9).

5. Operational Effect The on-board device 1 mounted on the train performs non-contact short-range wireless communication with the IC tag 3 installed along the track to detect the position of the current train. That is, the on-board device 1 uses the IC tag list information in which the tag ID, which is the identification information of the IC tag 3 installed along the track of the planned traveling section, is associated with the traveling order of the train, as the starting point of the planned traveling section. Obtained from the management device 5 at the time of departure. When traveling in the planned traveling section, the IC tag information of the IC tag 3 is read by the tag readers 120 and 130 installed in the leading vehicle and the trailing vehicle. The on-board device 1 then checks the IC tag information read by the tag readers 120 and 130 with the IC tag list information acquired from the management device 5, thereby detecting the block where the own train is present.

  In the present embodiment, one IC tag 3 is installed at each block boundary. Thereby, when the on-board device 1 passes through each block, it receives the IC tag information from the IC tag 3 installed in the block. In the IC tag list information, a train traveling order and a tag ID are associated with each other. Therefore, the on-board device 1 determines whether the IC tag information is received in the correct order by checking the tag ID included in the received IC tag information and the tag ID included in the IC tag list information. can do. If it is determined that the IC tag information is received in the correct order, it is determined that a train is present in the installation block of the IC tag 3. However, if it is determined that the IC tag information has not been received in the correct order, it is determined that an abnormality has occurred in the information transmission system.

  Further, the IC tag information includes the distance between adjacent tags, which is distance information to the adjacent IC tag 3. The on-board device 1 has a tag reader within the reachable margin that gives a certain margin to the distance between adjacent tags included in the IC tag information received from the IC tag 3 and in the order determined in the IC tag list information. 120 and 130 determine whether the IC tag information has been read. Thereby, it is determined whether or not an abnormality has occurred in the information transmission system during traveling. If the IC tag information is not read by the tag readers 120 and 130 before the train travels the reachable distance, there is a high possibility that a failure or the like has occurred in any of the tag readers 120 and 130 and the IC tag 3. Therefore, in this case, the process at the time of abnormality is performed, and the safety of train operation is ensured.

  In the present embodiment, tag readers 120 and 130 are installed in the leading vehicle and the trailing vehicle, respectively, in order to perform information transmission more reliably. Even if one tag reader reads the IC tag information of the IC tag 3, if the other tag reader does not read the IC tag information of the same IC tag 3, an abnormality in the information transmission system is suspected. Therefore, in this case as well, processing in the event of an abnormality is performed according to the principle of fail-safe.

  At the start of the starting point of the scheduled travel section, a first closed loop of information transmission is formed between the on-board device 1 and the management device 5, and the route of the planned travel section is determined by the information transmission by the first closed loop. Composed. During traveling in the planned traveling section, a second closed loop for information transmission is formed between the on-board device 1 and the IC tag 3, and information transmission by this second closed loop is used to detect the position of the track and to back up the brake. Control, information transmission system abnormality detection, and the like are performed. When the end point of the scheduled travel section arrives, a third closed loop of information transmission is formed between the on-board device 1 and the management device 5, and the route of the planned travel section is determined by the information transmission by the third closed loop. Opened. Thus, by performing information transmission between the onboard device 1 and the management device 5 and between the onboard device 1 and the IC tag 3 in a loop shape, it is possible to monitor and grasp the state of each other between the devices. It becomes possible, and the soundness of information transmission can be secured.

6). Modifications Embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention. Hereinafter, although a modified example is demonstrated, about the component and data which are the same as said embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted and it demonstrates centering on a different part from said embodiment.

6-1. Line Zone In the above embodiment, the standing line position detection system when the present invention is applied to a quiet line area has been described as an example. However, the present invention is not necessarily applicable only to the secluded line area, and it is of course applicable to the line area in urban areas as well. In that case, it is preferable to narrow the unit section. If the end point of the unit section is not the train stop position when the unit section is narrowed, the position of the IC tag (ie, the landing point) installed closest to the end point of the unit section may be set as the end point. In this case, the speed check pattern may be generated so that the speed limit becomes “0” at the landing point.

6-2. Small wireless tag In the above embodiment, as a small wireless tag, a passive IC tag (passive tag) for performing non-contact short-range wireless communication has been described as an example. It is not limited to this. For example, an active IC tag (active tag) may be used, or a semi-active IC tag (semi-active tag) combining a passive type and an active type may be used.

  Further, an IC tag that operates using a radio wave method may be used instead of an IC tag that operates using an electromagnetic induction method among active types. Regardless of the type and type of small wireless tag, if the system can provide IC tag information from the IC tag 3 to the on-board device 1, the same effects as those of the above embodiment can be obtained.

6-3. Tag Reader In the above embodiment, the tag reader is installed at two locations of the train, the leading vehicle, and the trailing vehicle, and the IC tag information is read. However, the installation position and number of tag readers can be changed as appropriate. For example, it is good also as installing a tag reader only in one place of a head side vehicle or a tail side vehicle.

6-4. Measurement Device In the above-described embodiment, the speed generator that measures the speed of the train has been described as an example of the measurement device that measures the travel distance equivalent value. That is, based on whether the IC tag information is read by the tag reader in the order according to the IC tag list information within the reachable distance, the train travel distance is calculated using the measured value of the speed generator. The presence or absence of an abnormality in the transmission system was determined. In this case, it is possible to determine whether or not an abnormality has occurred in the information transmission system using not only the speed generator but also the measurement value of an arbitrary measurement device that measures the travel distance or the travel distance equivalent value.

  For example, a sensor device having an inertial sensor such as an acceleration sensor or a gyro sensor is mounted on a train, and the travel distance of the train is calculated from the measured value of the sensor device to determine whether an abnormality occurs in the information transmission system. It is good as well. In addition, the train is equipped with a known mileage measuring device that measures the mileage using the measurement values of various sensors, and whether or not an abnormality occurs in the information transmission system using the mileage output from the mileage measuring device. It may be determined.

6-5. IC tag information The configuration of the IC tag information stored in the IC tag 3 can be appropriately changed. For example, as shown in FIG. 18, the IC tag 3 stores second IC tag information composed of a data string of an ID part storing a tag ID and a check code part storing a check code. It is good. The difference from the IC tag information of FIG. 2 is that the second IC tag information does not include the adjacent tag distance portion.

  In this case, the on-board device 1 may acquire the distance between adjacent tags not from the IC tag 3 but from the management device 5. Specifically, the management apparatus 5 generates second section-specific IC tag list information 584B as shown in FIG. 19 for each unit section in the vertical direction. In the second section IC tag list information 584B, section identification 5841, traveling order 5844, tag ID 5845, and distance between adjacent tags 5847 are stored in association with each other. Then, before the train travels through the scheduled travel section, the management device 5 transmits / provides the second section-specific IC tag list information 584B related to the planned travel section to the on-board device 1.

  In this case, the on-board device 1 sets the reach margin distance based on the distance between adjacent tags included in the second section IC tag list information 584B acquired from the management device 5. Then, it is determined whether or not an abnormality has occurred in the information transmission system by determining whether or not the IC tag information is read in the order according to the second section IC tag list information 584B within the set allowance distance. To do.

6-6. Check-in / check-out method It is also possible to construct a system in which at least two IC tags 3 are installed at the boundary of a block, which is a detection unit section of a current line point, and the position of the current line is detected by the check-in / check-out method. .

  FIG. 20 is a diagram illustrating an example of a data configuration of the third IC tag information DB 582C stored in the storage unit 580 instead of the IC tag information DB 582 of FIG. 10 in this case. In the third IC tag information DB 582C, the installation position 5821 of the IC tag 3 and the tag ID 5823 are stored in association with each other. In the third IC tag information DB 582C, one IC tag 3 is installed at the upstream end and the downstream end for each block of each block ID.

  FIG. 21 is a diagram showing an example of a data configuration of third section IC tag list information 584C created by the management apparatus 5 instead of the section IC tag list information 584 in FIG. In the third section IC tag list information 584C, in addition to the section identification 5841, the block ID 5842 which is block identification information (ID) in the order of passage of the block in the scheduled traveling section, and the IC tag installed in the block The tag ID 5845 of No. 3 and an arrival / departure type 5848 indicating the type of origin / depot of the IC tag 3 are stored in association with each other.

  Also in this case, the processing unit 110 of the on-board device 1 checks the IC tag information read by the head tag reader and the tail tag reader with the above-described third section IC tag list information 584C, It can be determined whether or not the IC tag information is read in the correct order. It should be noted that various processes such as the presence line position detection, brake backup control, and information transmission system abnormality detection can be performed in the same manner as in the above embodiment.

  FIG. 22 is an explanatory diagram in the case where one IC tag 3 (3a, 3b) is installed at the start end and the end end of each block. FIG. 22 illustrates the case where the train travels from the left to the right. Here, the block where the train is currently located will be referred to as the current block, and the block into which the train will enter next will be described as the next block.

  When the head tag reader reads the IC tag information from the IC tag 3b at the end of the current block, the on-board device 1 detects the advance of the train from the current block (FIG. 22A). Subsequently, when the head tag reader reads the IC tag information from the IC tag 3a at the start end of the next block, the on-board device 1 detects the entry of the train to the next block. In this case, the on-board device 1 determines the order in which the head tag reader receives the IC tag information with reference to the third section IC tag list information 584C. Then, if the reception order is correct, the traveling direction of the train is specified, and the approach to the next block of the train is confirmed (FIG. 22B).

  Thereafter, when the rear tag reader reads the IC tag information from the IC tag 3b, the on-board device 1 detects the advance of the train from the current block (FIG. 22C). Subsequently, when the rear tag reader reads the IC tag information from the IC tag 3a, the on-board device 1 detects the approach to the next block of the train. In this case, the on-board device 1 determines the order in which the tail tag reader receives the IC tag information with reference to the third section IC tag list information 584C. Then, if the reception order is correct, the traveling direction of the train is specified, and advancement from the current block of the train is confirmed (FIG. 22D).

  In this check-in / check-out method, the head tag reader and the tail tag reader continuously receive IC tag information from the IC tags 3 installed at least two at the block boundary. Therefore, information transmission can be performed more reliably than in the case where one IC tag 3 is installed at each block boundary. Note that at least two IC tags 3 may be installed, and the same applies to the case where three or more IC tags 3 are installed.

6-7. Railroad crossing control system It is also possible to configure a system (crossing control system) that controls the railroad crossing based on the IC tag information received from the IC tag 3 by the on-board device 1.

  FIG. 23 is a diagram illustrating an example of a data configuration of the fourth IC tag information DB 582D stored in the storage unit 580 instead of the IC tag information DB 582 of FIG. 10 in this case. In the fourth IC tag information DB 582D, the installation position 5821 of the IC tag 3, the tag ID 5823, and a plurality of control commands 5825 (control command 1, control command 2,...) Are stored in association with each other. . In the control command 5825, the execution condition of the control by the control command and the content of the control are defined.

  For example, in the fourth IC tag information DB 582D of FIG. 23, BL1 to BL6 are defined as blocks, and it is assumed that a crossing CR1 is installed in the block BL4. In this case, in order to realize the control of the crossing CR1, for example, a control command 5825 for controlling the crossing CR1 may be stored in the blocks before and after the block BL4.

  For example, for the block BL3, the control instruction 1 defines the control details for starting the alarm of the crossing CR1 with the train traveling in the upward direction as an execution condition, and the control instruction 2 as the control instruction 2 indicates the traveling in the downward direction of the train. Control details for stopping the alarm of the crossing CR1 are defined as execution conditions. For block BL5, the control instruction 1 defines the control details for stopping the alarm of the railroad crossing CR1 with the train traveling in the upward direction as an execution condition, and the control command 2 determines the traveling in the downward direction of the train. As the execution condition, the control content for starting the alarm for the crossing CR1 is determined.

  FIG. 24 is a diagram showing an example of a data configuration of fourth section IC tag list information 584D created by the management apparatus 5 in this case instead of the section IC tag list information 584 of FIG. In the fourth section IC tag list information 584D, section identification 5841, traveling order 5843, tag ID 5845, and control command 5849 are stored in association with each other. The control command 5849 stores a control command 5825 corresponding to the section identification 5841 of the section among the control instructions 5825 defined in the fourth IC tag information DB 582D of FIG.

  The on-board device 1 acquires the fourth section-specific IC tag list information 584D related to the scheduled traveling section from the management device 5 before the departure of the scheduled traveling section. When the IC tag information is received from the IC tag 3 during the traveling of the scheduled traveling section, the IC tag information is checked against the fourth section-specific IC tag list information 584D. If a control command 5849 is set for the IC tag 3, control according to the control content is executed.

  FIG. 25 is an explanatory diagram of the level crossing control in this case, and illustrates a case where the train travels from the left to the right. A railroad crossing is provided with a communication unit that performs wireless communication with the on-board device 1, and a railroad crossing control device that controls a breaker and an alarm is installed. The on-board device 1 further includes a communication device that performs wireless communication with the crossing control device.

  When a train reaches the block in front of the block where the railroad crossing CR1 is installed, the head tag reader reads the IC tag information of the IC tag 3 of the block. The on-board device 1 checks the IC tag information with the fourth section-specific IC tag list information 584D and determines that the control command for alarm start of the crossing CR1 is associated. In this case, the on-board device 1 transmits a signal for instructing the start of a railroad crossing warning (hereinafter referred to as a “crossing warning start instruction signal”) to the control device of the railroad crossing CR1. When the crossing control device receives the crossing warning start instruction signal from the on-board device 1, the crossing control device starts the warning of the crossing CR1 and controls to lower the circuit breaker (FIG. 25A).

  When the train passes the crossing CR1 and reaches a block one block apart, the head tag reader reads the IC tag information from the IC tag 3 of the block. The on-board device 1 checks the IC tag information with the fourth section IC tag list information 584D, and determines that the control command for alarm stop of the crossing CR1 is associated. In this case, the on-board device 1 transmits a signal (hereinafter referred to as a “crossing warning stop instruction signal”) for instructing a railroad crossing alarm stop to the control device of the railroad crossing CR1. When the railroad crossing control device receives the railroad crossing alarm stop instruction signal from the on-board device 1, the railroad crossing control device controls the railroad crossing CR1 to stop the alarm and raise the circuit breaker (FIG. 25B).

  FIG. 26 is a flowchart in which a part of the processing executed by the processing unit 110 of the on-board device 1 during traveling is partially extracted in this case. After step C5 in the flowchart of FIG. 15, the processing unit 110 determines that the IC tag 3 whose head tag reader has received the IC tag information instructs the start of a crossing alarm (hereinafter referred to as a “crossing warning start instruction tag”). It is determined whether or not (step F1). And when it determines with it being a level crossing warning start instruction | indication tag (step F1; Yes), a level crossing warning start instruction signal is transmitted to a level crossing control apparatus (step F3).

  Next, the processing unit 110 determines whether or not the IC tag 3 whose head tag reader has received the IC tag information is an IC tag for instructing a railroad crossing warning stop (hereinafter referred to as a “crossing warning stop instruction tag”). Is determined (step F5). And when it determines with it being a crossing warning stop instruction | indication tag (step F5; Yes), a crossing warning stop instruction | indication signal is transmitted to a crossing control apparatus (step F7). And the process part 110 transfers a process to step C7 of FIG.

  On the other hand, when it determines with it not being a level crossing warning start instruction tag in step F1 (step F1; No), the process part 110 transfers a process to step F5. If it is determined in step F5 that the tag is not a railroad crossing warning stop instruction tag (step F5; No), the processing unit 110 proceeds to step C7 in FIG.

  In this case, if the train exceeds the allowable travel distance without reading the IC tag information from the next IC tag even though the next IC tag is a railroad crossing warning start instruction tag, the on-board device 1 cannot acquire a control command, and cannot instruct the railroad crossing control device to start an alarm. In this case, there is a risk of an accident occurring at the crossing.

  Therefore, when the next IC tag is a railroad crossing warning start instruction tag and it is determined in step C39 in FIG. 16 that the train has exceeded the surplus travel distance (step C39; Yes), the processing unit 110 causes the railroad crossing to To ensure the safety of train operation by, for example, controlling the train to be braked so that the speed of the train is a predetermined speed (for example, 5 km / h) or less. do it.

6-8. Deceleration control on a curve If the track is largely curved, there is a risk of leading to a major accident such as derailment if the train speed is not sufficiently reduced before the curve. Therefore, a control command for limiting (braking) the speed to a predetermined speed or less on the curve may be determined, and control for braking the train may be performed according to the control command.

  Specifically, a control command for speed limitation may be embedded in the IC tag information of the IC tag 3 installed in the block in front of the curve, or the IC tag list information (see FIG. Of the fourth IC tag information DB 582D of 23 and the IC tag list information 584D of the fourth section of FIG. 24) as the control command corresponding to the IC tag 3 may be determined. Good. In any case, when the processing unit 110 of the on-board device 1 receives the IC tag information from the IC tag 3 installed in the block in front of the curve, the processing unit 110 sends the train according to the control command associated with the IC tag 3. Braking can be controlled. Of course, in this case, a speed check pattern may be generated to limit the speed.

6-9. Abnormality determination Since the train is traveling at high speed, it is naturally assumed that reading of the IC tag information by the tag reader fails. Therefore, it may be determined whether or not an abnormality has occurred in the information transmission system with a certain allowance for information transmission.

  For example, if reading of one of the head tag reader and the tail tag reader succeeds, even if the other tag reader fails to read, it may be determined that there is no abnormality in the information transmission system Good. Further, in the above check-in / check-out method, even if reading of IC tag information from one IC tag among the IC tags installed at least two at the boundary of each block fails, other IC tags If the IC tag information is successfully read from the information transmission system, it may be determined that there is no abnormality in the information transmission system.

6-10. Control of the turning machine In the above embodiment, by transmitting an instruction signal from the onboard device 1 to the turning machine control terminal device CR, the conversion / locking and unlocking of the turning machine PM is performed. The control instruction is described as being performed by the on-board device 1. However, the control instruction to the switching machine PM is not limited to being performed by the on-board device 1 but may be performed by the management device 5.

  In this case, at the start of the starting point of the scheduled travel section, the management device 5 sends an instruction signal for switching / locking control of the machine PM to the machine control terminal CR via the station transmission device 7. Then, the conversion and locking of the turning machine PM may be performed. In addition, when the end point of the scheduled travel section arrives, the management device 5 sends an instruction signal for the unlocking control of the machine PM to the machine control terminal device CR via the station transmission device 7 and switches it. What is necessary is just to unlock the lever machine PM.

6-11. Start point / end point and start point / end point The train stop position is described as the start point / end point. However, if an IC tag is installed at the train stop position, the start point / end point can be set as the start point / end point, respectively. It is. Moreover, although the interval between the train stop positions of the stations to be stopped is determined as the unit section, the unit section can be arbitrarily set. For this reason, the unit interval delimiter may be a block delimiter. Also in this case, the start point / end point becomes the start point / end point, respectively.

1000 On-line position detection system 1 On-board device 110 Processing unit 120 First tag reader 130 Second tag reader 140 Communication unit for management device 150 Communication unit for turning machine 160 Speed generator 180 Storage unit 3 IC tag 310 Antenna Unit 320 communication unit 330 processing unit 340 storage unit 350 power supply unit 5 management device 510 processing unit 520 operation unit 530 display unit 540 communication unit 580 storage unit 590 bus 7 station transmission device PM switch machine CR switch control terminal device

Claims (9)

The on-line position detection method in which the on-board device detects the on-line position of the own train on which the on-board device is mounted,
Tag list information in which the identification information of the small wireless tags installed in the planned traveling section of the own train is associated with the traveling order among the tracks in which the small wireless tags storing the identification information are installed along the tracks. An acquisition step to acquire,
A reading step of reading identification information stored in the small wireless tag by communicating with the small wireless tag during traveling of the own train;
A position detection step of detecting the on-line position of the own train by checking the identification information read in the reading step with the tag list information;
Line position detection method including An adjacent distance acquisition step of acquiring an adjacent distance that is a distance between adjacent small wireless tags;
Whether or not the identification information is read in the order according to the tag list information within a margin distance obtained by giving a predetermined margin to the adjacent distance acquired in the adjacent distance acquisition step is equivalent to a travel distance or a travel distance Between on-vehicle tags for determining whether or not an abnormality has occurred in an information transmission system composed of the on-vehicle device and the small wireless tag by determining using a measurement value measured by a measuring device that measures the value A transmission system determination step;
The line position detection method according to claim 1, comprising: In the small wireless tag, the adjacent distance to the adjacent small wireless tag is stored,
The adjacent distance acquisition step is a step of reading and acquiring the adjacent distance stored in the small wireless tag when reading the identification information from the small wireless tag in the reading step.
The standing line position detection method according to claim 2. At least two small wireless tags are installed at the boundary of the detection block, which is the detection unit section of the current point,
The on-board device has a communication antenna that communicates with the small wireless tag provided at two positions on the front side and the rear side of the own train,
The planned travel section is composed of a plurality of continuous detection blocks,
In the position detection step, based on the identification information read in the reading step and whether the communication antenna that has read the identification information is the head side or the tail side, a detection block in which the own train is located by a check-in / check-out method Including the step of detecting,
The standing line position detection method according to any one of claims 1 to 3. A brake control method executed by a train on-board device that executes the standing line position detection method according to any one of claims 1 to 4,
A landing point arrival distance acquisition step of acquiring a landing point arrival distance that is a distance between the landing point of the scheduled traveling section and the specific small wireless tag specified to clearly indicate the distance to the landing point;
When the identification information read in the reading step is identification information of the specific small wireless tag, the landing point arrival distance, and a measurement value measured by a measurement device that measures a travel distance or a travel distance equivalent value; A brake control step for generating a speed check pattern using the current traveling speed and performing brake backup control;
Including brake control method. The management apparatus which memorize | stores the said tag list information and performs the course structure of a train of the train which performs the track position detection method as described in any one of Claims 1-4, or the brake control method as described in Claim 5 A route control method for controlling the route of the train by communicating with an on-vehicle device,
A course setting step for setting a course for the planned traveling section;
A transmission step of transmitting the tag list information relating to the scheduled traveling section to the on-board device;
A route configuration completion step in which when the reception completion signal of the tag list information is received from the on-board device, the route configuration set in the route setting step is completed, and the planned traveling section is set to the on-line state;
A route control method including: An identification information receiving step for receiving the identification information read during traveling in the scheduled traveling section from the on-board device after traveling in the scheduled traveling section;
When the identification information is received by the identification information receiving step, a course opening step for setting the planned traveling section that was in a standing line state to a non-present line state, and
The route control method according to claim 6, further comprising: Tag list information in which the identification information of the small wireless tags installed in the planned traveling section of the own train is associated with the traveling order among the tracks in which the small wireless tags storing the identification information are installed along the tracks. Obtaining means for obtaining
Reading means for reading the identification information stored in the small wireless tag by communicating with the small wireless tag during traveling of the own train;
Position detection means for detecting the current position of the own train by checking the identification information read by the reading means with the tag list information;
On-vehicle device with A management device that controls the course of a train by communicating with the on-board device according to claim 8,
Storage means for storing the tag list information;
A route setting means for setting a route for the planned traveling section;
Transmitting means for transmitting the tag list information relating to the planned travel space to the on-board device;
A route configuration completion unit that, when receiving a reception completion signal of the tag list information from the on-board device, completes the configuration of the route set by the route setting unit and sets the planned traveling section as a standing state;
Management device with.

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