CN107614352B - Train and signal safety guarantee system - Google Patents

Abstract

In the conventional signal security system, the occupation range of each train is set in units of a predetermined block, and therefore there is room for improvement in approaching trains to each other at an arbitrary point other than a block boundary. In order to solve the above-described problems, for example, in a signal safety system for ensuring safety of train travel by a configuration in which messages including occupancy range information of each train are transmitted between on-board devices of trains traveling on a travel route and the occupancy range information on the travel route is shared, the occupancy range on the message is expressed by an absolute position or a relative position from a predetermined reference point, and the on-board devices control the own train so as not to exceed the occupancy range on condition that the occupancy range information of the own train on the message does not overlap with the occupancy range of another train when updating the occupancy range information of the own train on the message.

Description

Train and signal safety guarantee system

Technical Field

The technical field relates to an on-board device, a train and a signal safety guarantee system.

background

Patent document 1 discloses a signal safety system in which a track line device is a device that electrically insulates a rail, a power supply is connected to one end of the rail, and a relay is connected to the other end of the rail, thereby sensing a short circuit between rails caused by a train, and thus the maintenance cost of the device is high (see patent document 1[0006]), and the like, and as a solution to this problem, "a signal safety system that ensures safety of a train traveling in a predetermined section based on a telegram is configured such that a telegram is made to travel back to a train and a wayside facility existing in the predetermined section, and has block ownership information capable of setting ownership of the train for each block divided into a plurality of blocks in the section" (see patent document 1[0010]), and the like.

Prior art documents

Patent document

Patent document 1: japanese patent laid-open No. 2006-232106

Disclosure of Invention

Problems to be solved by the invention

however, in the signal safety system of patent document 1, since the occupation range of each train is set in units of a predetermined block, there is room for improvement in approaching trains to each other at an arbitrary point other than a block boundary.

Means for solving the problems

In order to solve the above-mentioned problems, one of the signal safety assurance systems of the representative present invention is a signal safety assurance system in which a plurality of trains present in a travel route transmit and receive a message storing occupancy range information that is information of a travel route in which the train is stopped or traveling, and the train, upon receiving the message addressed to the train, updates the occupancy range information and stores the message in the message, and transmits the message to another train, thereby sharing the information stored in the message by the plurality of trains, wherein the train includes a position detection device that detects information of the position of the train as an absolute position or a relative position from a predetermined reference point, and generates the occupancy range information as information of the range of the absolute position or information of the range of the relative position from the predetermined reference point based on the detected information of the position of the train, when the occupancy range information of the own train on the telegram is updated, the occupancy range information is updated in a range that does not overlap with the occupancy ranges of other trains.

effects of the invention

According to the above method, trains can be brought close to each other at an arbitrary point other than the block boundary. Problems, structures, and effects other than those described above will become apparent from the following description of the embodiments.

drawings

Fig. 1 is a diagram showing an example of a signal securing system.

Fig. 2 is a diagram showing an example of the signal securing system in embodiment 1.

Fig. 3 is a diagram showing an example of the signal securing system in embodiment 1.

fig. 4 is a diagram showing an example of the signal securing system in embodiment 1.

Fig. 5 is a diagram showing an example of the signal securing system in embodiment 1.

Fig. 6 is a diagram showing an example of a signal securing system in embodiment 1.

Fig. 7 is a diagram showing an example of a signal securing system in embodiment 1.

Fig. 8 is a diagram showing an example of a signal securing system in embodiment 1.

Fig. 9 is a diagram showing an example of a signal securing system in embodiment 1.

fig. 10 is a diagram showing an example of a signal securing system in embodiment 1.

Fig. 11 is a diagram showing an example of the device configuration in embodiment 1.

fig. 12 is a processing flow of the request processing unit 121.

Fig. 13 is a processing flow of the request processing unit 121.

Fig. 14 is a processing flow of the security document updating unit 122.

Fig. 15 is a processing flow of the security document updating unit 122.

Fig. 16 is a processing flow of the security document updating unit 211.

fig. 17 is a processing flow of the security document updating unit 211.

Fig. 18 is a diagram showing an example of an occupancy range of a train in terms of latitude and longitude.

Detailed Description

A signal safety system for dividing a route into a plurality of sections, setting an ownership for each section, and sharing the ownership information by transmitting a message between control devices that control onboard devices and switches mounted on a train, wherein the signal safety system is configured to prevent collision and derailment of the train and to safely operate the train by: the information of the telegram transmitted from the on-vehicle device is updated, thereby ensuring the right of ownership of the block on the planned travel route and indicating the direction of switching to the switch belonging to the block. That is, when a plurality of trains are going to travel in sequence in a certain section of the route, the on-board device of the preceding train releases the secured block right of ownership after passing through the block, and thereafter, the on-board device of the following train secures the right of ownership of the block. In addition, in the case where a switch exists in a block, the switch enters after being controlled.

Therefore, if the preceding train stops due to a failure in a certain block, the following train cannot enter the block in which the preceding train has the right to get in even if the following train tries to get close for rescue. In such a case, it is necessary to disable the signal security system, and there is a possibility that the subsequent train approaches the preceding train safely by a method based on another system or the two-man E system, which may become a factor that hinders continuous service of train operation. In addition, although it is possible to take a measure of dividing the route into very small blocks in advance, in this case, the data amount of the block right information on the telegram increases, and the time required for transmitting the telegram increases, which may become a factor that hinders the continuous service of train operation.

According to the present embodiment, the occupancy range on the route of each train is represented by the absolute position or the relative position from the predetermined reference point, and each on-board device is provided on the condition that the occupancy range of the train is expanded so as not to overlap with the occupancy range of another train, whereby it is possible to safely approach the trains to any point on the route while preventing collision and derailment of the trains. That is, in the present embodiment, there is disclosed a signal safety system in which the occupancy range of each train is set not in units of a predetermined block but in absolute positions or relative positions from a reference point, thereby enabling trains to approach each other at an arbitrary point on a route in a safe manner.

Hereinafter, embodiments will be described with reference to the drawings. The following examples are illustrative of the present invention and are not intended to limit the present invention to these examples. Therefore, the present invention can be implemented in various forms without departing from the gist thereof. The use and terminology of the invention in the present embodiment are not limited to the above unless they depart from the gist thereof.

Fig. 1 shows a configuration of a signal security system as an embodiment of the present invention. The signal safeguard system according to the present embodiment is assumed to be configured by a train safeguard device 10 installed in the train 1, a switch safeguard device 20 installed in or connected to the switch 2, and a safeguard telegram 3 as a telegram that travels between the train safeguard device and the switch safeguard device. As described in fig. 1, a plurality of trains 1 exist in the route. The feature is that a signal security system with low design cost and low manufacturing cost can be provided by circulating the telegraph text between the train 1 and the switch 2.

In addition, although only switches are shown as wayside equipment in the present embodiment, the message may be made to travel to other wayside equipment, for example, a track line device for sensing the position of a train, a signal device, or the like. In the present embodiment, although the system can ensure safety even without the traffic signal device, when the traffic signal device is installed and the message is also made to travel through the traffic signal device, a signal safety system with higher visibility can be constructed.

In the present embodiment, as shown in fig. 2, the entire route on which the train travels is divided into a plurality of regions (sections). That is, the entire route is divided into predetermined sections. The range of the area may be a width (Wide さ) at which a train that wants to enter the area can always communicate with a train on-line in the area and a switch in the area. It is also possible to improve the communication capability of the security device or to provide a relay device to widen the range of the area. Of course, when communication can be performed with all trains regardless of where the route is located, the entire route may be set as one area.

Next, the signal safety system of the present embodiment determines a unit for permitting travel to a train. This unit is referred to as a travel path. The travel path is composed of the route and the switch constituting the travel path.

In the present embodiment, fig. 2 shows a case where the travel paths 1R, 2R, 3R, 1L, 2L, and 3L are present. For example, the travel path such as the travel path 3L is constituted by a line "270 m to 1000m upstream, 0m to 40m turnout, 100m to 260m downstream", a switch 1 whose opening direction is reversed, and a switch 2 whose opening direction is reversed. In the present embodiment, the range in which the train cannot be brought online when switching the switch points due to the risk of derailment is referred to as a frog range (range of て つ checkup range), and the frog range of the switch 1 is 230m to 260m in the down line and 0m to 5m in the switch points, and the frog range of the switch 2 is 270m to 300m in the up line and 35m to 40 in the switch points. Position, flip, neutral (ブ ラ) are terms that indicate the direction of the switch. The positioning is a fixed opening direction, the inversion is the opposite direction of the positioning, and the middle bit is a state that is neither positioning nor inversion.

The present embodiment is characterized in that information on an occupancy range in which only one train is permitted to exist on a link is represented by an absolute position of the link or a relative position from a reference point, and a message storing the information on the occupancy range is circulated between trains, thereby allowing the train to confirm the occupancy range of the link.

In the present embodiment, it is assumed that the occupation ranges of all lines in one area, direction instructions to all switches, and the direction states of all switches are managed by one safety guarantee message 3, and the safety guarantee message 3 is circulated among all trains that have entered the area, all trains that want to enter the area, and all switches in the area. Of course, a plurality of the security documents 3 may be used for management as long as the contents to be managed are not duplicated.

Next, an embodiment of the security document 3 will be described with reference to fig. 2. In the present embodiment, as shown in fig. 2, the safety insurance message 3 is described as being composed of an area identification column 36 in which area identification information is recorded, a communication control column 31 in which information of a transmission destination and a transmission source is recorded, an occupancy range column 32 in which an occupancy range of a route of each train is recorded, a switch direction indication column 33 in which switch direction indication information is recorded, a switch direction status column 34 in which switch direction status information is recorded, and a member list 35 in which member list information of a routing message is recorded.

In addition, the structure of the safety guarantee message 3 is not limited to the above structure. As long as the safety guarantee message 3 is a message capable of managing the occupation range of the line, exclusive control of the train on the line can be performed. Further, by separately providing a means for indicating the direction to the switch by the train and a means for confirming the direction state of the switch by the train, the direction indication to the switch and the confirmation of the direction information of the switch can be performed more quickly, and the train can be operated with further visibility.

The area identification field 36 records identification information of the area managed by the security document 3.

The communication control field 31 stores communication control information of the destination and the source of the security message 3.

identification information of the train that makes the round of the safety insurance message 3 and the switches that are the devices along the route is entered in the member list 35 in the round order. The members of the tour are all trains that have entered the area, all trains that want to enter the area, and all switches within the area. As such, the list of the circulating members is managed by the security documents 3 themselves, so that the members can confirm the order of the members circulating the security documents 3 when receiving the security documents 3. Further, a configuration may be considered in which a means for confirming the destination of the safety guarantee message to a central operation management system, a commander, or the like is provided in the safety guarantee message without including the member list. In this case, the central operation management system, the commander, and the like can change the members and the patrol order of the safety insurance messages, and the update process of the safety insurance messages can be performed more quickly without requiring the addition/deletion process of the members by the train and the switch at the time of the entrance/exit of the train to/from the area.

The occupancy range fence 32 records information of the occupancy range of the route of each train. Since a train is present on a route, the train must secure an occupation range of the route in order to enter the route. Only the train whose occupancy range is secured exists in the occupancy range of the link, and other trains cannot enter the occupancy range. The train can secure an occupation range for a route for which an occupation range is not secured by another train. In this way, the occupancy range of the line is managed by the safety control message 3, that is, exclusive control based on the absolute position or the relative position from the reference point can be performed by providing the occupancy range information of the line of each train in the safety control message 3. The occupancy range column 32 is provided with a column for recording the identification number of the train and the occupancy range of the train, and records the occupancy range of the line secured for each train.

In the switch direction indication column 33, indication information for indicating the direction of the switch is recorded in a train in which an occupation range of a route including the switch is secured. The switch controls the direction of the switch in accordance with the indication. In this way, the safety guarantee message 3 includes a direction instruction for a switch, so that the train can control the direction of the switch.

the switch direction state information is recorded in the switch direction state column 34 by the switch. The train recognizes the opening direction of the switch by confirming the direction status bar. As described above, the safety guarantee message 3 includes the direction state information of the switch, so that the train can confirm the direction of the switch when receiving the safety guarantee message 3.

Next, assuming that the trains a to D are about to enter the area 2 shown in fig. 2, a configuration for ensuring safety during train operation by the signal safety system of the present embodiment will be described with reference to fig. 2 to 10. For each state, the behavior of the train is shown above the figure, and the contents of the safety insurance message 3 are shown below the figure.

state 1: when there is no train that has entered the area or a train that wants to enter the area, that is, when nothing is described in the occupancy range column 32 of the safety insurance message 3 and no train identification information is described in the member list 35, the safety insurance message 3 makes a round trip between all switches in the area described in the member list 35 (fig. 2).

State 2: when a train a intends to enter an area 2, a train security device of the train a transmits an addition request message in which a request for adding identification information of the train to a member list of the security message 3 is described to members who may hold the security message 3 of the area. The members of the safety guarantee message 3 that are likely to keep the area are trains (trains existing in the area and trains that are expected to enter the area) that are likely to travel in the area and switches that are located in the area. The addition request message is a message for requesting the member of the security message 3 to add the identification information of the own train to the member list, and includes the identification information of the train and the identification information of the area managed by the security message 3. Among the members who received the addition request message, the member who holds the safety insurance message 3 in the area adds the identification information of the train a as the transmission source to the member list (fig. 3).

state 3: when the safety guarantee message 3 is transferred to the train a in the order of the member list, the occupancy range of the other trains is not secured in the downline, and therefore the train a enters the occupancy range up to the downline station into the occupancy range fence 32. Specifically, the identification number "train a" of the train and the occupation range "0 m to 200m downstream" (occupation range up to the downstream station) corresponding thereto are entered, and the security telegram 3 is transferred to the next member. Since there is no switch in the occupancy range, the travel permission information of "0 m to 200m for downward movement" is transmitted from the train safety protection device of the train a to the cab or the like of the train a at the time point when the occupancy range is secured (fig. 4).

And 4: when the train a receives the safety guarantee message 3 after the train a travels on the route and the end of the train a passes through a part of the occupation range of the route, the train a updates the occupation range column 32. Fig. 5 shows an example of the arrival of the train a at the station B. Since the last of the train a passes through a part of the occupation range of the line and descends 0m to 100m, when the train a receives the safety guarantee message 3, the train a enters the occupation range "descending 100m to 200 m" corresponding to the own train identification number "train a" occupying the coverage fence 32. Further, the train safety and security device of the train a transmits "traveling permission information of 100m to 200m in the downstream" to the cab or the like of the train a. Thereafter, a safety guarantee message 3 is sent to the switch 1 as the next member.

And state 5: similarly, when a train B different from the train a intends to enter the area 2, an addition request message for adding the train to the member list of the safety control message 3 is generated and transmitted to the member holding the safety control message 3 of the area 2. When the train B receives the safety control message 3, the train B confirms the occupancy range fence 32 of the safety control message 3 in order to secure the occupancy range of the planned route. The train B secures its own occupation range in a range where the occupation range is not secured by another train, and records the secured occupation range in the occupation range fence 32 together with the identification number of the own train. After logging in, the security message 3 is sent to the switch 1 as the next member. Fig. 6 is an example in the case where the train B enters from the ascending line and travels to the ascending platform of the station B after the state of fig. 5. The train B generates and transmits an addition request message, and adds itself to the member list 35 of the security message 3. In this case, the column is appended to column 4 of the member list 35. Since the line from the entrance of the ascending line to the ascending platform of the station B is ascending 100m to 1000m and 35m to 40m of the switch, when the train B receives the safety guarantee message 3, the train B enters the occupation range fence 32 as the occupation range of the line together with the identification number of the train itself. Note that, since the switch 2 is included in the occupied range and the direction to the ascending platform of the station B is the positioning direction, "positioning" is written in 2 of the switch direction indication column 33. Since the state of the switch in the switch direction state column 34 is "neutral", the travel permission information of "300 m to 1000m upstream" (the travel route from the entrance of the upstream line to the switch 2) is transmitted from the train safety assurance device of the train B to the cab or the like of the train B. After logging in, the security message 3 is sent to the switch 1 as the next member.

And 6: when receiving the safety message 3, the switch confirms the switch direction indication column 33 of the switch of the safety message 3 and the direction state of the switch, compares the direction described in the switch direction indication column 33 with the current direction state of the switch, and if the direction is different from the current direction state of the switch, switches to the direction described in the switch direction indication column 33. Further, the direction status bar to the switch is updated based on the confirmed direction status of the switch, and the security message 3 is transmitted to the next member listed in the member list of the security message 3. Thus, the train can confirm the switch direction state of the switch in the occupied range by the received safety guarantee message 3. Fig. 7 is an operation example when the switch 2 receives the safety guarantee message 3 after the state of fig. 6. The switch 2 reads 2 in the switch direction indication column 33 of the safety message 3, changes itself to positioning because "positioning" is registered, registers "positioning" in the switch direction status column 34 when locking is confirmed, and transmits the safety message 3 to the train a as the next member. In such a case that it takes time to switch and lock, the switch direction status bar 34 is updated at the time of next and subsequent safety guarantee telegram transmission. Thereafter, when the train B receives the safety message 3, the state of the switch in the switch direction state column 34 is "positioning", and therefore, the train safety device of the train B transmits the travel permission information of "100 m to 1000m up and 35m to 40m of the switch" (the route from the entrance of the up line to the up platform of the station B) to the cab or the like of the train B. After logging in, the security message 3 is sent to the switch 1 as the next member.

And state 7: fig. 8 shows an example in which a train B travels in an ascending line and enters a region 2 as a train C following the train B (traveling from an entrance of the ascending line to an ascending platform of a station B). The train B travels in the ascending line and cancels the occupancy range for the portion that has passed the occupancy range. That is, the train B records "100 to 551m upstream and 35 to 40m of switches" as the occupation range corresponding to the identification number "train B" of the train B in the occupation range column 32 of the safety guard telegram 3, and transmits the travel permission information of "100 to 551m upstream and 35 to 40m of switches" from the train safety guard of the train B to the cab of the train B or the like. The train C secures an occupation range of the line in a range not overlapping with an occupation range of the line secured by the preceding train B. That is, the train C secures the line to the upper lines 551m to 900m, and "the upper lines 551m to 900 m" are written as the occupation range corresponding to the identification number "train C" of the own train in the occupation range column 32 of the safeguard message 3. Further, the train safety and security device of the train C transmits travel permission information of "551 m to 900 m" in the upstream direction to the cab or the like of the train C.

State 8: after the last end of the train a passes through the down 1000m and departs from the area 2, when the train a receives the safety guarantee message 3 next time, the train a deletes the identification information of the train on the member list 35, shortens the member list 35, and transmits the member list to the next member. Thus, the train a is excluded from the members of the safety guarantee telegram 3 (fig. 9).

State 9: thereafter, the safety message 3 in the area 2 is transmitted and received excluding the train a departing from the area 2. Here, an operation example in the case of a train failure is shown below.

State 10: fig. 10 shows an example of a case where the train C is stopped due to a failure in the state of fig. 9, and thus the rescue train D enters from the down line. Since the train C stopped due to a failure, the train C having received the safety insurance message 3 enters an occupancy range "up run 430m to 530 m" corresponding to the identification number "train C" of the own train into the occupancy range column 32 so that the occupancy range of the line becomes the length of only the on-line train. Since the switch 2 is not included in the occupied range, the 2 column of the switch direction indication column 33 is an empty column. Further, the train safety and security device of the train C transmits the travel permission information "430 m to 530m upstream" to the cab or the like of the train C. Thereafter, the safety guarantee message 3 is transmitted to the switch 1 as the next member (it is assumed that the train D does not transmit the addition request message at this time point). The train D generates and transmits an addition request message, thereby adding itself to the member list 35 of the security message 3. In this case, the column is appended to 5 of the member list 35. Since the lines from the entrance of the down line to train C are down 0m to 260m, switch 0m to 40m, and up 270m to 430m, train D, when receiving the safety guarantee message 3, enters the occupation range of the line into the occupation range fence 32 together with "train D". Note that, since the switch 1 and the switch 2 are included in the occupied range and both directions from the down line to the train C are in the reverse direction, "reverse" is written in 1 and 2 of the switch direction indication column 33. Since the state of the switch 1 in the switch direction state column 34 is "positioned", the travel permission information of "0 m to 230m downstream" (the travel route from the entrance of the downstream line to the switch 1) is transmitted from the train safety assurance device of the train D to the cab or the like of the train D. After logging in, the security message 3 is sent to the switch 1 as the next member. The switch 1 reads 1 in the switch direction indication bar 33 of the security message 3, switches and locks itself in the bar because the bar is written "bar", writes the bar in the switch direction status bar 34, "bar", and transmits the security message 3 to the switch 2 as the next member. The switch 2 reads 2 of the switch direction indication bar 33 of the safety message 3, switches and locks itself to the reverse position because "reverse position" is registered, registers "reverse position" in the switch direction status bar 34, and transmits the safety message 3 to the train B as the next member. Thereafter, when the train D receives the safety message 3, the state of the switch 1 and the switch 2 in the switch direction state column 34 is "reversed", and therefore, the train safety device of the train D transmits the travel permission information of "0 m to 260m downstream, 0m to 40m of the switch, and 270m to 430m upstream" (the travel route from the downstream entrance to the train C) to the cab of the train D. After logging in, the security message 3 is sent to the switch 1 as the next member. This allows the train D to approach the train C having the failure.

Next, as shown in fig. 11, the train safety device 10 has a train position sensing unit 11, a train safety logic unit 12, a train communication unit 13, and a train input/output unit 14, and has a function of, that is, the safety guarantee message 3, the addition request message, the travel permission information of the travel route, and the travel permission cancellation information of the travel route are created based on the safety guarantee message 3, the addition request message, the travel route request information, and the travel route request cancellation information transmitted from the other train safety guarantee devices and the switch safety guarantee devices, the safety guarantee message 3 and the addition request message are transmitted to another train safety guarantee device and a switch safety guarantee device, and the travel permission information of the travel route and the travel permission cancellation information of the travel route are output to the train control unit 16.

The operation management unit 15 has a function of generating and outputting route request information for requesting permission to travel a route in accordance with operation plan information of a train stored in advance, or route request cancellation information for canceling the request. For example, the operation management unit 15 includes an operation plan storage device that stores operation plan information of a train, a central operation management system that manages operation of the train, a device that receives operation plan information of the train from a commander or the like, a device that can input and output information from a driver, and the like.

The train control unit 16 has a function of controlling the travel of the train so that the travel of the train does not exceed the arrival point of the permitted route, based on the travel permission information of the route and the travel permission cancellation information of the route input from the train safety assurance device 10. Further, it has a function of sensing a failure of the train and inputting failure information to the safety device 10. The train control unit 16 includes, for example: a device for creating a braking mode that does not exceed the arrival point of the permitted travel route, and automatically braking if the train speed exceeds the braking mode; means for automatically controlling the speed of the train until the arrival point of the permitted travel path; a device capable of inputting and outputting information to and from a driver; and a device for monitoring a device for driving the train.

The route request information output from the operation management unit 15 is information input to the train safety device 10 when a travel permission to a route to which the travel permission is not given is requested, and includes identification information of the route. The route request cancellation information is information that is input to the train safety device 10 or created when route request information relating to a route in which a requested travel permission becomes useless due to a change in the train travel plan is invalidated or when failure information of a train is input from the train control unit 16 and it is necessary to cancel the requested travel permission when the train stops and to limit the occupancy range to the on-line range of the own train, and includes identification information of the route.

The travel permission information of the travel route input from the train security device 10 to the train control unit 16 is information output from the train security device 10 to the train control unit 16 when the security is ensured by the train security device 10 at the time of entering the travel route, that is, when the occupation range of the route included in the travel route is ensured by the train and opening of the switch on the travel route in the direction instructed by the train is confirmed, and the identification information of the travel route is included. The travel route permission cancellation information is information for invalidating the travel route permission information of the travel route output from the train security device 10 to the train control unit 16, and includes identification information of the travel route. The train position sensing unit 11 of the train safety device 10 has a function of sensing position information of a head portion of a train and a tail end of the train and outputting the sensed position information to the train safety logic unit 12.

Here, the processing content of the train-position sensing unit 11 in the present embodiment will be described. As shown in fig. 11, the train position sensing unit 11 includes a position information creating unit 111, a communication unit 112 with a ground device, a wheel rotation sensing unit 113, and a database 114.

in the database 114, which is a storage unit in the train position sensing unit 11 that senses the position of the train and outputs the position information thereof, at least the position information sensed from all the ground devices 115 on the train running route via the communication unit 112 and the wheel diameter of the wheel sensed from the wheel 116 by the wheel rotation sensing unit 113 are stored.

the communication unit 112 of the ground device 115 receives the identification information from the ground device 115 when the equipment to which the communication unit 112 is attached passes the ground device 115, and outputs the received ground device identification information to the position information creating unit 111.

The wheel rotation sensing unit 113 senses the number of rotations of the wheel 116, and outputs rotation number information as a sensing result to the position information making unit 111.

First, position information creating section 111 extracts position information of the ground device stored in database 114 using the ground device identification information inputted from communication section 112 with the ground device. Further, based on the sensing result input from the wheel rotation sensing unit 113 and the wheel diameter stored in the database 114, the travel distance from the time point when the train passed on the ground device, and the current travel speed are calculated. Further, the running distance is corrected using the previously measured position of the device to which the communication unit 112 with the ground device is attached and the distances of the head of the train and the end of the train, and the running distance of the head of the train and the end of the train is calculated.

The position information creating means 111 corrects the running distance of the head of the train and the end of the train based on the position of the ground device 115 through which the train passes, and outputs the corrected running distance to the train safety and security logic unit 12 as position information of the head of the train and the end of the train. The running speed is output to the train input/output unit 14.

The position information of the head and end of the train may be created by a method other than the above-described methods, such as a method of recognizing the absolute position of the train using a GPS (Global Positioning System), a method of sensing the position of the train using a position sensing tag, or the like. When the GPS is used, the cost can be further reduced, and when the position sensing tag is used, more accurate position sensing can be performed.

Next, the train safety and security logic unit 12 will be described with reference to fig. 11. The train safety assurance logic unit 12 includes: a function of creating travel path permission information, travel path permission cancellation information, an addition request message, and line occupancy range information on the basis of the travel path request information and travel path request cancellation information input from the train input/output unit 14, the addition request message and safety guarantee message 3 input from the train communication unit 13, and the position information of the head of the train and the end of the train input from the train position sensing unit 11, and updating the safety guarantee message 3; and a function of outputting the created travel permission information of the travel route and the travel permission cancellation information of the travel route to the train input/output unit 14, and outputting the created addition request message and the safety guarantee message 3 to the train communication unit 13.

The following describes the processing contents of the train safety and security logic unit 12 in the present embodiment. As shown in fig. 11, the train safety assurance logic unit 12 includes a request processing unit 121, a safety insurance message updating unit 122, and a database 123. The database 123, which is a storage unit in the train safety and security logic unit 12, stores at least route information, the line shape of a route, the positions on the route of a station and a switch, the length of the route, route information of an area included in the route, and information of the stopping distance of the train with respect to the braking start speed. The route information includes information on a route included in a route on which the train travels, identification information of switches included in the route, a direction of a switch for opening the route, and information on positions of switches passed through.

Fig. 12 is a processing flow of the request processing unit 121. In S1301, the request processing means 121 starts processing when the route request information or the route request cancellation information is input from the train input/output unit 14, and proceeds to S1302. In S1302, the request processing unit 121 confirms whether or not the travel path request information is input. If the route request information is input (yes in S1302), the process proceeds to S1303, and if the route request information is not input (no in S1302), the process proceeds to S1306. In S1303, the request processing means 121 extracts, from the travel route information stored in the database 123, the information of the route included in the travel route, the identification information of the switches included therein, the direction of the switch that opens the travel route, and the positions of the switches that pass through, using the identification information of the requested travel route included in the travel route request information, and stores the request information in the storage unit, and the process proceeds to S1304. In S1304, the request processing unit 121 extracts the belonging area of the route from the route information on the database 123 using the information of the route included in the generated request information. If the train is not a member of the security telegram 3 that manages the area (yes in S1304), the process proceeds to S1305. If it is a member (yes at S1304), the process proceeds to S1306. In S1305, the request processing unit 121 outputs an addition request message including the identification information of the area and the identification information of the own train to the train communication unit 13, and proceeds to S1306. In S1306, the request processing unit 121 confirms whether the travel path request cancellation information is input. If the travel route request cancellation information is input (yes in S1306), the process proceeds to S1307, and if not input (no in S1306), the process proceeds to S1308. In S1307, the request processing section 121 extracts the information of the route included in the travel route and the identification information of the switch included therein from the travel route information stored in the database 123 using the identification information of the route cancellation including the travel route request cancellation information to generate the cancellation information, stores the cancellation information in the storage unit, and proceeds to S1308.

Next, an embodiment of the safety guarantee text updating unit 122 will be described. The safety control message update unit 122, when the safety control message 3 is input from the train communication unit 13, sequentially processes the first to third steps shown below.

Fig. 13 shows a process flow of the first step. In S1402, the safeguard text update unit 122 stores the request information, and proceeds to S1403 if there is a requested travel route for which the travel permission information is not output even in a part of the travel routes (yes in S1402), and proceeds to S1410 if there is another travel route (no in S1402). In S1403, the safety-assurance message updating unit 122 confirms the occupancy range column 32 of the safety-assurance message 3, and confirms whether or not the own train has secured an ownership of a range not secured by another train in the line of the range in which the travel permission information is not output in the travel route stored in the request information. If ensured (yes at S1403), the process proceeds to S1404, and if not ensured (no at S1403), the process proceeds to S1410. In S1404, the safety insurance message updating unit 122 secures the occupation range of the own train for a range where the occupation range is not secured by another train among the range where the travel permission information is not output in the travel route stored in the request information, and registers the secured occupation range of the route in the occupation range column 32 together with the identification number of the own train, and proceeds to S1405. In S1405, the safety insurance policy update unit 122 checks whether there is a switch in the secured occupation area of the line, and if so (yes in S1405), it proceeds to S1406, and if not (no in S1405), it proceeds to S1407. At S1406, the safety insurance text update unit 122 records the direction of opening the travel route in the switch direction indication column 33 based on the identification information of the switch on the route included in the travel route stored in the request information and the direction of opening the travel route, and proceeds to S1408. In S1407, the safeguard message update unit 122 outputs the travel permission information to the train input/output unit 14 for the line whose occupation range is secured, and proceeds to S1410. In S1408, the safety insurance message updating means 122 confirms the state of the switches in the order of the switches that pass through the switches on the route whose occupancy range is secured. If the switches are oriented in the direction to open the requested travel path (yes in S1408), the process proceeds to S1407, and if the switches are not oriented in the direction to open the requested travel path (no in S1408), the process proceeds to S1409. In S1409, the safety insurance message updating means 122 outputs, as the travel permission information of the travel route, the travel permission information of the travel route from the nearest position in front of the first switch among the switches that do not face the direction of opening the requested travel route when the state of the switches is confirmed in the order of the switches to be passed for the switches on the route in which the occupation range is secured to the train input/output unit 14, and proceeds to S1410. Then, the process proceeds to the second step.

Fig. 14 shows a process flow of the second step. In S1502, the safety insurance message updating unit 122 identifies a range through which the train itself has passed in the route included in the route by the position information of the end of train input from the train position sensing unit 11. The range excluding the range where the train has passed through the route included in the route is entered in the occupancy range column 32 as the occupancy range corresponding to the train, together with the identification number of the train, and the process proceeds to S1503. In S1503, if there is a switch on the route through which the train has passed in the route whose occupancy range is secured (yes in S1503), the safeguard text update unit 122 proceeds to S1504, and if there is no switch (no in S1503), proceeds to S1505. In S1504, the safeguard text update unit 122 deletes the direction indication entered in the switch direction indication column 33 of the switch on the route through which the train has passed on the route in which the occupancy range is secured, and proceeds to S1505. In S1505, the safeguard text update unit 122 proceeds to S1506 if the request processing unit 121 stores the cancellation information (yes in S1505), and proceeds to S1510 if the cancellation information is not stored (no in S1505). In S1506, if the travel permission information of the travel route is output before the train input/output unit 14 (yes in S1506), the safety insurance message updating unit 122 proceeds to S1507, and if the travel permission information is output after (no in S1506), the safety insurance message updating unit 122 proceeds to S1508. At S1507, the safety insurance telegram updating unit 122 records, as the occupation range corresponding to the own train, the occupation range corresponding to the own train and the identification number of the own train in the occupation range fence 32, a range excluding the occupation range of the line canceling the travel route stored in the cancellation information from the occupation range of the line already secured by the own train. Then, the direction instruction entered in the switch direction instruction column 34 for canceling the switch included in the route of the travel route stored in the cancellation information is deleted, and the process proceeds to S1510. In S1508, the safeguard telegram update unit 122 determines whether the train can be reliably stopped before the cancelled entry point of the travel route, and if the train can be reliably stopped (yes in S1508), the flow proceeds to S1509, and if the train cannot be stopped (no in S1508), the flow proceeds to S1510. At S1509, the safety insurance telegram updating unit 122 records, as the occupation range corresponding to the own train, the occupation range corresponding to the own train and the identification number of the own train in the occupation range fence 32 excluding the occupation range of the line for canceling the travel route stored in the cancellation information from the occupation range of the line already secured by the own train. Further, the direction instruction entered in the switch direction instruction column 34 for canceling the switch included in the route of the travel route stored in the cancellation information is deleted. The identification information for canceling the route is output to the train input/output unit 14 as the route permission cancellation information for the route, and the process proceeds to S1510. Then, the process proceeds to the third step.

The determination as to whether or not the train can be reliably stopped before the entry point of the travel route can be performed, for example, by introducing position information of the head of the train from the train position sensing unit 11 a plurality of times, calculating the current speed from the change in position, and comparing the distance from the current position to the entry point of the travel route with the stopping distance from the current speed based on the information of the stopping distance of the train with respect to the braking start speed, the current speed, and the position information of the head of the train, which are stored in the database 123 in advance. Of course, the train control unit 16 may be configured to perform the above determination so that the train input/output unit 14 can input the route cancellation information only when the train can be stopped reliably before the entry point of the route. In this case, it is not necessary to store the information of the stopping distance of the train with respect to the braking start speed in the database 123 in the train safety and security logic unit 12.

Fig. 15 shows a process flow of the third step. In S1703, if neither the request information nor the cancel information stored in the request processing unit 121 is the subject of management of the security telegram 3 (yes in S1703), the security telegram update unit 122 proceeds to S1704, and if the request information and the cancel information are the subject of management (no in S1703), proceeds to S1705. In S1704, it is determined that the own train departs from the area, the safety wire update unit 122 shortens the member list 35 by deleting the identification information of the own train from the member list 35 of the safety wire 3, and the process proceeds to S1705. In S1705, the safeguard message update unit 122 proceeds to S1706 when the addition request message is input from the train communication unit 13 (yes in S1705), and proceeds to S1708 when the addition request message is not input (no in S1705). In S1706, the security telegram updating unit 122 confirms the identification information of the area included in the addition request telegram and the identification information of the area managed by the security telegram 3. If the identification information of the area included in the addition request message matches the identification information of the area managed by the safety assurance message 3 and the identification information of the train of the request source included in the addition request message is not in the member list 35 (yes in S1706), the process proceeds to S1707, and if not (no in S1706), the process proceeds to S1708. In S1707, the safety guarantee message update unit 122 adds the identification information of the train to the end of the member list 35, and proceeds to S1708. In S1708, the safeguard message update unit 122 outputs the safeguard message to the train communication unit 13, and proceeds to S1702. In S1702, based on the member list 35 of the electric safety control message 3, the electric safety control message updating unit 122 rewrites the identification information entered in the next column of the identification information of the own train into the transmission destination of the communication control column 31 of the electric safety control message 3, and rewrites the transmission source into the identification information of the own train. When the train is the last of the member list 35, the next column is the first member list. Thereafter, the process proceeds to S1709. If only the member described in the member list 35 is the own train, the process returns to S1401 again, and the safety-related message 3 is continuously updated in the safety-related message updating section 122 until an addition request message from another train safety-related device is input.

Next, the train communication unit 13 will be described with reference to fig. 11. The train communication unit 13 includes a train communication unit 131 and a database 132 as a storage unit. The train communication unit 131 includes: a function of receiving a safety guarantee message 3 and an additional request message sent from other train safety guarantee devices and switch safety guarantee devices; and a function of transmitting the safety guarantee message 3 and the additional request message input from the train safety guarantee logic unit 12 to other train safety guarantee devices and switch safety guarantee devices. The database 132 in the train communication unit 13 stores component information for each area. The component information is information including identification information of a train that is likely to travel in the area and identification information of switches located in the area. Next, the processing contents of the train communication unit 131 will be described. In the present embodiment, wireless communication is used for communication between safety devices of trains or switches. When the safety control message 3 addressed to the train itself is transmitted wirelessly from another train safety control device or a switch safety control device, the train communication means 131 receives the safety control message 3 and outputs the message to the train safety control logic unit 12. When the safety-assurance message 3 is input from the train-safety-assurance logic unit 12, the safety-assurance message 3 is transmitted by radio to the destination registered in the communication control field 31 of the safety-assurance message 3. When an addition request message is wirelessly transmitted from another train safety device, the addition request message is received and output to the train safety logic unit 12. When an addition request message is input from the train safety assurance logic unit 12, the train communication means 131 wirelessly transmits the addition request message to the train safety assurance devices of trains that are likely to travel in the area and the switch safety assurance devices of switches located in the area, based on all the component information in the database 132.

As shown in fig. 11, the train input/output unit 14 includes: a function of outputting the route request information or the route request cancellation information input from the operation management unit 15 to the train safety assurance logic unit 12; a function of outputting the travel permission information of the travel route or the travel permission cancellation information of the travel route input from the train safety assurance logic unit 12 to the train control unit 16; and a function of outputting the failure information and the running speed input from the train position sensing unit 11 to the operation management unit 15.

The processing content of the train input/output unit 14 in the present embodiment will be described. When the route request information is input from the operation management unit 15, the identification information of the route is output to the train safety and security logic unit 12 as the route request information. When the route request cancellation information is input from the operation management unit 15, the identification information of the route is output to the train safety and security logic unit 12 as the route request cancellation information. When the travel permission information of the travel route is input from the train safety and security logic unit 12, the travel route identification information is output to the train control unit 16 as the travel permission information. When the travel permission cancellation information of the travel route is input from the train safety assurance logic unit 12, the identification information of the travel route is output to the train control unit 16 as the travel permission cancellation information.

When the driver inputs information to the train input/output unit 14, information transmission equipment or the like capable of transmitting information to and from devices such as a keyboard, a mouse, a switch, a storage device for storing operation plan information, a central operation management system, and a commander for receiving operation plan information of the train is used. When information is output from the train input/output unit 14 to the driver, information transmission equipment or the like capable of transmitting information to a display, a lamp, a device for controlling braking and speed of the train, or the like is used.

Next, an embodiment of the switch machine safety device 20 will be described with reference to fig. 11. The switch safety assurance device 20 has a switch safety assurance logic unit 21, a switch communication unit 23, and a switch control unit 22, and has a function of creating a safety assurance message 3 based on a safety assurance message 3 or an additional request message transmitted from another train safety assurance device or a switch safety assurance device and a result of monitoring the state of the switch 2 controlled by the device, transmitting the safety assurance message 3 to the other train safety assurance device or the switch safety assurance device, and controlling the switch 2 in a direction indicated by a switch direction indication bar of the safety assurance message 3.

the switch communication unit 23 includes: a function of receiving a safety guarantee message 3 or an additional request message from another train safety guarantee device or a switch safety guarantee device and outputting the message to the switch safety guarantee logic part 21; and a function of transmitting the safety guarantee message 3 input from the switch safety guarantee logic unit 21 to other train safety guarantee devices and switch safety guarantee devices.

The processing content of the switcher communication unit 23 will be described. In the present embodiment, wireless communication is used for communication between the security apparatuses. When the safety guarantee message 3 addressed to the train itself is wirelessly transmitted from the train safety guarantee device or another switch safety guarantee device, the switch communication unit 23 receives the safety guarantee message 3 and outputs the message to the switch safety guarantee logic unit 21. When the security message 3 is input from the switch security logic unit 21, the switch communication unit 23 wirelessly transmits the security message 3 to the destination registered in the communication control field of the security message 3. When an addition request message is wirelessly transmitted from the train safety device, the switch communication unit 23 receives the addition request message and outputs the message to the switch safety logic unit 21.

Next, the switch control unit 22 will be explained. The switch control unit 22 includes: a function of controlling the direction of the switch based on the switch direction instruction information input from the switch safety assurance logic unit 21; and a function of monitoring the state of the switch, creating switch direction state information, and outputting the switch direction state information to the switch safety assurance logic unit 21.

The processing content of the switch control unit 22 in the present embodiment will be described. When the switch direction instruction information is input from the switch safety assurance logic unit 21, if the direction indicated by the switch direction instruction information is positioning or reverse, the switch 2 is controlled to be locked in the direction. Further, the state of the switch 2 is monitored, whether the state of the switch 2 is in the positioning, inverted position or intermediate position is confirmed, and if the state is in the positioning and locking state, the switch direction state information of the positioning is output to the switch safety assurance logic unit 21, and if the state is in the inverted position and locking state, the switch direction state information of the inverted position is output to the switch safety assurance logic unit 21, and if the state is in the other state, the switch direction state information of the intermediate position is output to the switch safety assurance logic unit 21.

The switch safety assurance logic unit 21 has a function of creating switch direction instruction information based on the switch direction instruction bar for the switch based on the addition request message or the safety assurance message 3 from the switch communication unit 23, and outputting the switch direction instruction information to the switch control unit 22. The switch safety logic unit 21 also has a function of updating the switch direction status column of the safety message 3 based on the switch direction status information from the switch control unit 22 and outputting the updated switch direction status column to the switch communication unit 23. The switch directional state information is information indicating a state of a direction of a switch, and the directional state of the switch includes 3 states of positioning, reverse position, and neutral position (ブ ラ) as described above. The switch direction indication information is information indicating a direction to a switch, and the direction indication of the switch includes two indications of positioning and repositioning.

The following describes the processing contents of the switch safety assurance logic unit 21 in the present embodiment. As shown in fig. 11, the switch safety logic 21 includes a safety message update unit 211 and a database 212. The database 212, which is a storage unit in the switch safety assurance logic 21, stores identification information of the controlled switch. The following first step to second step will be described in order as one embodiment of the processing when the safety wire 3 is input from the switch communication unit 23 in the safety wire update unit 211.

fig. 16 shows a process flow of the first step. In S1802, the safety insurance text updating means 211 stores the contents of the switch direction state information of the switch, which is input from the switch control unit 22, in the database 212 as the positioning bit, the inverted bit, or the intermediate bit. Further, based on the identification information of the switch stored in the database 212, the safety insurance message update unit 211 stores the direction indicated by the switch direction indication field of the switch of the safety insurance message 3 in the database 212, and advances to S1803. In S1803, when the positioning instruction is entered in the switch direction instruction column of the switch of the safety message 3 (yes in S1803), the safety message update unit 211 proceeds to S1804, and otherwise proceeds to S1805. In S1804, the safety guarantee message updating means 211 outputs the located switch direction instruction information to the switch control unit 22, and proceeds to S1807. In S1805, when the switch direction indication field of the switch of the safety wire 3 indicates the reverse position indication (yes in S1805), the safety wire update unit 211 proceeds to S1806, and otherwise, proceeds to S1807. In S1806, the safety guarantee message update unit 211 outputs the switch direction instruction information in the reverse position to the switch control unit 22, and proceeds to S1807. In S1807, the safety insurance text update unit 211 stores the contents of the switch direction state information of the switch, which is input from the switch control unit 22, in the database 212 as the positioning bit, the inversion bit, or the middle bit, and advances the process to S1808. In S1808, if the contents of the directional state information of the switch input from the switch control unit are positioning (yes in S1808), the safety insurance message updating means 211 proceeds to S1810, and if not (no in S1808), proceeds to S1809. In S1809, if the contents of the directional state information of the switch input from the switch control unit are inverted (yes in S1809), the safeguard telegram update unit 211 proceeds to S1811, and if not (no in S1809), proceeds to S1812. In S1810, the safety margin message update unit 211 registers the local switch direction status bar of the safety margin message as location, and proceeds to S1813. In S1811, the safeguard message update unit 211 registers the local switch direction status bar of the safeguard message as inverted, and proceeds to S1813. In S1812, the safeguard message update unit 211 registers the local switch direction status bar of the safeguard message as the middle position, and proceeds to S1813. In S1813, the safeguard text update unit 211 proceeds to the second step.

Fig. 17 shows a process flow of the second step. In S1903, when an addition request message is input from the switch communicator 23 (yes in S1903), the security message updating means 211 proceeds to S1904, and when no addition request message is input, proceeds to S1906. In S1904, the security telegram update section 211 confirms the identification information of the area included in the addition request telegram and the identification information of the area managed by the security telegram 3. If the identification information of the area included in the addition request message matches the identification information of the area managed by the security and safety message 3 and the identification information of the train of the request source included in the addition request message is not in the member list (yes in S1904), the process proceeds to S1905, and if the identification information is in the member list (no in S1904), the process proceeds to S1906. In S1905, the safety guarantee message update unit 211 adds the identification information of the train to the end of the member list, and proceeds to S1906. In S1906, the safeguard message update unit 211 outputs the safeguard message 3 to the switch communicator 23, and proceeds to S1902. In S1902, based on the member list of the security message 3, the security message update section 211 rewrites the identification information entered in the next column of the identification information of the switch itself to the transmission destination of the communication control column of the security message 3, and rewrites the transmission source to the identification information of the switch itself. When the switch is the last member list, the next column is the first member list. If the member has only his switch, the process returns to step 1 again, and the safety-assurance message updating means 211 continues to update the safety-assurance message 3 until an additional request message from the train safety-assurance device is input.

As described above, in the signal safety system according to the present embodiment, the safety message 3 including the occupation area of the line, the direction indication for the switches, and the direction states of the switches is circulated to the safety device installed in the train and the safety device installed in the switch as the wayside equipment. Therefore, it is possible to realize a wiring or the like from the linkage to a line device such as a switch without requiring the linkage, or to provide a simple wiring, and it is possible to reduce design cost and manufacturing cost. Further, the train can confirm the occupation range of the line on which the other train has the right of occupation and the direction state of the switch by receiving the safety guarantee message 3, and can perform the confirmation of the right of occupation of the line on which the other train does not have the right of occupation and the instruction of the direction to the switch by updating the safety guarantee message 3. In this way, in the line in which the occupation range is secured, it is possible to secure that another train is not on-line and that another train does not enter, and the signal safety guarantee system of the present embodiment can perform exclusive control of trains. The switch can control the direction of the switch by receiving the safety guarantee message 3 and can transmit the state of the switch by updating the safety guarantee message 3. Thus, the signal safety system according to the present embodiment can safely run a train.

Further, by representing the occupancy range information of each train managed by the safety-assurance telegram by the relative position from the reference point, when a certain train stops due to a failure at an arbitrary point on the route, the on-board device of the train that has stopped due to the failure limits the occupancy range of the train from the front position to the end position, and the on-board device of the relief train extends the occupancy range of the relief train to the front position or the end position of the failed train and controls the relief train using the point as a stopping point, thereby making it possible to safely approach the relief train to the front position or the end position of the failed train while preventing collision or derailment of the train.

Although the occupation range of each train is shown by the relative position from the reference point in the present embodiment, it is needless to say that the occupation range may be shown by an absolute position such as latitude and longitude. In this case, the description of the occupancy range column 32 of the safeguard text 3 is also shown by an absolute position such as latitude and longitude (fig. 18).

In the present embodiment, the train communication unit 131 and the switch communication unit 23 use wireless communication for communication with a train security device or a switch security device other than the own, but when communicating the security message 3, the communication is performed by a method capable of confirming that the message is reliably transmitted to the other party, so that there is no interception or obstruction of communication, falsification, duplication, or loss of data. For example, encryption and encoding using communication, addition of a serial number, addition of time information, checking of communication time, prior confirmation and subsequent confirmation of a transmission/reception source, reply of data, checking of validity of data based on an error detection code for data, and the like are performed. In place of the above-described wireless communication, satellite communication using an artificial satellite, telephone line communication using a mobile phone, or the like may be used. In this case, since long-distance communication can be performed by wireless communication, the area managed by one security message 3 can be set to be large.

In the present embodiment, when a switch is included in the travel route as the occupied range, the entire frog range of the switch is written in the safety message, but for example, only the travel range, that is, only a part of the frog range may be written. In this case, the on-vehicle device has data of the frog range of each switch, or is provided by another unit, and when the occupied range of another train includes a part of the frog range of a switch, the occupied range of the train is expanded in a range not overlapping with the frog range of the switch.

In the present embodiment, the safety insurance message is entered as the occupancy range including the on-line range of the train, but for example, one end of the occupancy range may be set as the head position of the train. In this case, the on-board device has data of the train length of each train, or is provided by another means, and adds a line range corresponding to the train length to the occupation range of another train, and expands the occupation range of the own train in a range not overlapping with the line range.

Although the present embodiment is configured to manage the occupancy range information of each train, the direction instruction information of the switch, and the state information of the switch by one safety guarantee message, it is also possible to manage by a plurality of safety guarantee messages as long as the contents of management are not overlapped.

In the present embodiment, although switches are included in the area, an area without switches may be defined. In this case, the safety-assurance telegrams are transmitted and received only by the train.

In addition, such a signal security system can be applied not only to a railway train but also to an automobile traveling on a predetermined route. For example, in an expressway, the safety guard message 3 is made to travel between vehicles to ensure safety. Alternatively, in an amusement park, a park, or the like, there is a case where the safety guarantee message 3 is made to travel between cars traveling at a place where a route or a route is determined in advance to secure safety guarantee. Further, in consideration of safety, the vehicle may have a function of activating the vehicle by inserting an emergency stop such as braking from a driver or an operator.

description of the reference numerals

1: a train, 2: switch, 3: safety guarantee message, 10: train safety guarantee device, 20: switch safety device, 31: communication control field, 32: occupancy range column, 33: switch direction indicator, 34: switch direction status bar, 35: member list, 36: and (5) area identification columns.

Claims (8)

1. A signal safety system for sharing information stored in a message by a plurality of trains, which are present in a travel route, by transmitting and receiving messages storing occupancy range information, which is information of the travel route on which the train is stopped or traveling, and by updating the occupancy range information and storing the messages when the train receives the message addressed to the train and transmitting the message to another train,

The train includes a position detection device for detecting information on a position of the train as a relative position from a predetermined reference point, the occupancy range information is generated as information on a range from the relative position from the predetermined reference point based on the detected information on the position of the train, and when the occupancy range information on the telegraph train is updated, the occupancy range information is updated in a range not overlapping with an occupancy range of another train,

The train generates the occupancy range information based on the travel route information of the train itself during the update, acquires a passing completion range from the reference point and the information on the current position of the train itself at the time of the update, deletes the passing completion range from the occupancy range information related to the train itself before the update, and can reset the deleted range as its own occupancy range information by another train.

2. The signal securing system according to claim 1,

When the train stops due to a failure of the train, the occupancy range information of the train on the telegraph text is updated to a position from the head position to the tail position of the train.

3. Signal security assurance system according to claim 1 or claim 2,

Comprising a switch and a switch control device for controlling the switch,

The message includes switch indication information for indicating an opening direction of the switch,

The switch control device also transceives the telegrams,

When the train receives the telegram addressed to the train and updates the occupancy range information of the train on the telegram, and when the switch is included in the occupancy range of the train, the train stores a switch instruction for the switch in the switch instruction information on the telegram in a direction to open a travel route of the train, and transmits the telegram to the other train or the switch control device,

When the switch control device receives the telegram addressed to the device itself, and when the switch instruction for the switch to be controlled is stored in the switch instruction information in the telegram, the switch control device switches the switch in accordance with the switch instruction, and transmits the telegram to the train or another switch control device.

4. Signal security assurance system according to claim 3,

The message including switch state information showing an opening direction of the switch, the switch control device saving an opening direction of the switch immediately before the message is sent to the switch state information on the message when the message to the device is received,

When the train receives the telegram addressed to the train and the occupied area of the train includes the switch, the train confirms the switch state information on the telegram, and when the switch is not switched to the direction for opening the travel route of the train, the train is not allowed to enter the area where the train may be derailed when the switch is switched.

5. Signal security assurance system according to claim 1 or claim 2,

The message includes member list information including an order in which the train transmits and receives the message and a recipient corresponding to the order, and when the train transmits the received message addressed to the train, the train searches for a transmission destination to which the message is to be transmitted next from the member list information and transmits the message to the searched transmission destination.

6. Signal security assurance system according to claim 3,

The message includes member list information including an order in which the train and the switch control device transmit and receive the message and a recipient corresponding to the order, the train searches for a transmission destination to which the message is to be transmitted next from the member list information and transmits the message to the searched transmission destination when transmitting the received message addressed to the train, and the switch control device searches for a transmission destination to which the message is to be received next from the member list information and transmits the message to the searched transmission destination when transmitting the received message addressed to the switch control device.

7. A train, having:

An operation management unit that stores operation plan information of a train and generates route request information requesting permission of entry of the train to a route based on the operation plan information;

A train safety control unit that generates a telegram, determines permission or non-permission of travel of the train based on the telegram, and can transmit the telegram to another train or a device along the train; and

An operation control unit for controlling the running of the train,

The telegram is transmitted and received between a train and a line device existing in a predetermined section and a section adjacent to the predetermined section, and has member list information indicating identification information of the train and the line device which are circulating in the sequence of circulation and occupation range information of a line in the predetermined section,

The train security support unit determines permission or non-permission of travel of the train based on the travel route request information from the operation management unit and the telegraph text received from another train or a wayside device, transmits the updated telegraph text to another train or wayside device, and outputs a result of the determination to the train control unit,

The train includes a position detection device for detecting information on a position of the train as a relative position from a predetermined reference point, the occupancy range information is generated as information on a range from the relative position from the predetermined reference point based on the detected information on the position of the train, and when the occupancy range information on the telegraph train is updated, the occupancy range information is updated in a range not overlapping with an occupancy range of another train,

The train generates the occupancy range information based on the travel route information of the train itself during the update, acquires a passing completion range from the reference point and the information on the current position of the train itself at the time of the update, deletes the passing completion range from the occupancy range information related to the train itself before the update, and can reset the deleted range as its own occupancy range information by another train.

8. The train of claim 7,

When the train stops due to a failure of the train, the occupancy range information of the train on the telegraph text is updated to a position from the head position to the tail position of the train.