CN110562295A

CN110562295A - Vehicle device

Info

Publication number: CN110562295A
Application number: CN201910470434.0A
Authority: CN
Inventors: 高田哲也
Original assignee: Kyosan Electric Manufacturing Co Ltd
Current assignee: Kyosan Electric Manufacturing Co Ltd
Priority date: 2018-06-06
Filing date: 2019-05-31
Publication date: 2019-12-13
Anticipated expiration: 2039-05-31
Also published as: TW202000518A; JP6686073B2; TWI715988B; EP3581461A1; JP2019213375A; CN110562295B

Abstract

The invention provides a train operation management system, wherein an operation management device extracts a travel route of a train 10a from a departure point A and an arrival point B to a track R until the arrival point B. Next, the train 10a travels on the extracted travel route, extracts an obstacle point that is an obstacle to travel, and extracts an obstacle point existing first among the obstacle points as an obstacle point S. When only the occupied section T1 up to the obstacle point S is subjected to the course lock and the obstacle point S is set, the present train 10a starts traveling in the occupied section T1. The operation management control for locking the course and running only in the occupied section T1 up to the first obstacle point S on the course is repeated, thereby preventing unnecessary waiting for passage due to the locking of the course by another train 10.

Description

Vehicle device

Technical Field

The present invention relates to a train device for controlling the operation of a train by a train operation management system.

Background

Patent document 1 discloses an operation management device including: an interlocking device state receiving part for receiving information from the interlocking device; a travel route control determination unit for determining travel route control based on the information from the interlock device of the interlock device state receiving unit; an equipment state receiving unit that receives the presence and time information of a train on a track circuit together; and a route control command unit that performs a route control command. In order to allow a train to travel to a destination, the operation management device performs operation management such that a track circuit on a travel route is set to a locked state and the train cannot travel in a section where another train is locked on the travel route.

In the operation management device of patent document 1, when a previous train has been subjected to a lock on a route to a destination point, if there is a place where a route of a next train competes with a route of the previous train, the next train needs to stand by until the lock on the route of the previous train is released. Further, the operation control is performed in the following manner: the travel route lock of the previous train is released and a travel route lock is applied to the travel route on which the next train travels, whereby the next train can enter the travel route.

[ Prior art documents ]

Patent document 1: japanese patent laid-open No. 2000-229574.

Disclosure of Invention

[ problems to be solved by the invention ]

However, in the operation management device of patent document 1, even if it is understood that the next train can pass through the section in which the travel route is contended before the previous train, the train having the travel route secured first is prioritized, and therefore the next train needs to wait at a predetermined place until the train having the travel route secured passes through the section to which the travel route lock is applied.

Further, the operation management device of patent document 1 also has the following problems: since the section for securing the route is a track circuit unit, the operation control for setting the route lock state from the position of the train to an arbitrary point on the track cannot be performed.

In order to solve the above problems, an object of the present invention is to provide an onboard device for a train, which performs travel management control by a train operation management system that performs operation management control in such a manner that: a train which first passes through an arbitrary section on a track is preferentially locked on a travel route and passes through the section in such a manner that the travel route is locked.

[ means for solving problems ]

In order to achieve the above object, an on-board device according to the present invention is arranged on a track-running train and communicates with an operation management device that performs operation control in such a manner that: when an arrival point of the train is set, extracting a travel route up to the arrival point, extracting a first obstacle point which is an obstacle to travel on the travel route as an obstacle point, setting the obstacle point by locking a travel route only in a section up to the obstacle point as an occupied section of the train, and preventing other trains from entering the occupied section; the vehicle-mounted device sets the obstacle point and performs travel management control when the vehicle-mounted device has received travel information including the obstacle point from the operation management device.

[ Effect of the invention ]

According to the on-board device of the present invention, unnecessary waiting for passage due to locking of a travel route by another train can be prevented by repeating the operation management control by the train operation management system: each train locks a travel route only in an occupied section up to a first obstacle point on the travel route, sets a stop determination point, and travels in the occupied section.

In addition, by the running management control of the on-board device, the train can run in a section which can be passed by other trains until the other trains arrive without waiting, and each train can be safely moved to the arrival point.

Drawings

Fig. 1 is a system configuration diagram of a train operation management system.

Fig. 2 is an explanatory view of a switch disposed on a track.

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

Fig. 4 is a flowchart of the travel management control of the in-vehicle device.

Fig. 5 is a route map in which the departure point and the arrival point of the train have been set.

Fig. 6 is a route map when the first obstacle point is extracted.

Fig. 7 is a circuit diagram when an obstacle point generated at a switch (grade crossing) is inserted into the circuit diagram of fig. 6.

Fig. 8 is a route pattern in a state where an occupied section up to the next obstacle point has been locked to a route at a stop determination point.

Fig. 9 is a route map when another train occupies a section and the own train has arrived at the stop determination point.

Fig. 10 is a route map when the train stops near an obstacle due to an occupied section of another train.

Fig. 11 is a route pattern in which occupied sections of other trains exist and the train locks the travel route of the occupied sections up to the obstacle point.

Fig. 12 is a route pattern in which an occupied section up to an obstacle point belonging to another train is locked in a travel route by the train.

Fig. 13 is a route pattern in which the occupied section up to the obstacle point that has moved is locked on the route by the train.

Fig. 14 is a diagram of a point where an obstacle generated at a switch is inserted into the diagram of fig. 6 according to a modified example.

Description of reference numerals:

10 train

10a train

10b, 10c other trains

11 antenna part

12 vehicle-mounted device

20 central control part

21 operation management device

22 operating terminal

30. 30a, 30b switch

31 switching part

32 frog locking part

40 turnout device

50 Wireless communication unit

A starting point

B arrival point

d stopping distance

F turnout

L1 first communication network

L2 second communication network

P stop determination point

R track

R1 main rail

R2, R3 secondary rail

Barrier point of S, Sc, Sd, Se, S

Sa moving type obstacle point

Sb fixed type obstacle point

T, T1, T2, and T3 occupancy interval

Detailed Description

The invention is explained in detail on the basis of an embodiment of the drawing.

Fig. 1 is a configuration diagram of a train operation management system according to the present embodiment, which is configured by: a train 10 traveling on a track R; a central control unit 20 that performs communication control with each train 10 and ground devices provided near the track R; a switch device 30 and a point device 40 belonging to the ground device, which are connected to the central control unit 20; and a wireless communication unit 50 connected to the central control unit 20 and communicating with each train 10 via a wireless communication line.

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

The first communication network L1 and the second communication network L2 are illustrated as wired networks, but may be wireless networks; further, the first communication network L1 and the second communication network L2 may be one network.

The wireless communication units 50 belonging to the base stations and having communication areas within a predetermined range are provided at intervals, for example, and the communication areas partially overlap, whereby communication between the train 10 and the central control unit 20 is not interrupted. The communication between the train 10 and the central control unit 20 may be performed via a wireless communication line, or may be performed using a loop antenna (loop antenna) or a laid leaky coaxial cable (leaky coaxial cable) as the wireless communication unit 50 along the track R.

The train 10 is provided with: an antenna unit 11 that transmits and receives various information to and from the wireless communication unit 50; and an onboard device 12 connected to the antenna unit 11. The on-board device 12 has a not-shown arithmetic processing unit and a not-shown storage unit built therein, and manages the speed control of the train 10, and displays the information on the operation management received from the central control unit 20 and the travel information such as the current position of the train 10 on a route map or the like displayed on a screen device such as an operation table provided in a not-shown driver seat.

Further, the driver can perform various setting processes and the like via an input unit such as a keyboard not shown. The onboard information including the train ID (identification), the traveling speed, the traveling position, and the like of the train 10 processed by the onboard device 12 is transmitted to the central control unit 20 at any time via the antenna unit 11 and the wireless communication unit 50, separately from the transmission information according to the flowchart to be described later.

The traveling speed of the on-vehicle information is calculated based on the number of rotations detected by a rotation meter provided on the axle, for example. The travel position is calculated as, for example, mileage. Alternatively, a GPS (global positioning System) terminal may be mounted to transmit latitude and longitude information as the travel position. Further, the onboard apparatus 12 performs speed control of the train 10 and the like in accordance with command information such as speed control information transmitted from the central control unit 20.

The central control unit 20 provided at any station or the like in the train operation management system is configured by: an operation management device 21 connected to the first communication network L1 and the second communication network L2; and an operation terminal 22 connected to the operation management device 21 and operated by an operator (operator).

The operation management device 21 is a so-called server device, which has a built-in arithmetic processing unit and a storage unit, not shown, and receives various information from the train 10, the switch device 30, and the switch device 40 as needed, stores the various information in the storage unit, and transmits various command information to the train 10 and the switch device 30 as needed through arithmetic processing of operation management control by the arithmetic processing unit, which will be described later.

The operation terminal 22 is a so-called client (client) device, is connected to the operation management device 21, and can monitor the state of the ground device such as the position and operation management state of each train and the lock state of the switch 30 based on-board information from each train 10 as needed by a route map or the like displayed on a screen device not shown. Further, the operator can perform various setting processes and the like via an input unit such as a keyboard and a mouse, not shown.

The switch 30 is constituted by: a switching part 31 for moving a switch rail (tongue rail) at a branch position of the rail R; and a frog locking part 32 for operating the switching part 31 and maintaining the locking state.

The frog locking part 32 is connected to the operation management device 21 of the central control part 20 via a first communication network L1. The frog locking unit 32 performs switching operation of the switching unit 31 based on the command information from the operation management unit 21, and transmits frog locking information indicating a locked state of positioning and inversion to be described later to the operation management unit 21 of the central control unit 20.

Fig. 2 is an explanatory view of the switches 30a and 30b disposed at the branching point of the track R, the switch 30a being disposed at the point where the main track R1 and the sub-track R2 merge, and the switch 30b being disposed at the point where the sub-track R3 branches from the main track R1.

The switches 30a and 30b are arranged on the straight main track R1 at the center so that the locked state becomes the positioning state. The positioning state is a state in which the switch point rail is switched so that the train 10 travels straight along the main rail R1; conversely, the state in which the switch-over of the switch point rail is made in such a way that the secondary rail R2, R3, which is the side branching off from the primary rail R1, advances, will be referred to as the inverted locked state.

The diagonal lines shown in the installation places of the switches 30a and 30b indicate the positioning side, and the arrows indicate the current positioning and reverse locking states. Thus, in the illustration of fig. 2, both switches 30a, 30b are shown locked in the positioned state.

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

As shown in fig. 5, the operation management control for the train 10a and the travel management control for the train 10a when the train 10a is present on the sub-track R2 will be described based on the flowcharts of fig. 3 and 4.

The storage unit of the operation management device 21 of the central control unit 20 stores on-board information transmitted from each train 10 including the own train 10a and frog locking information transmitted from the switch 30. Further, by performing the operation management control by the arithmetic processing unit of the operation management device 21, the own train 10a can be safely operated to the arrival point of the set destination by transmitting the command information to each train 10 including the own train 10a on the track at any time or transmitting the command information of the switching and locking control of the switch 30 at any time.

When the operation management control program of the flowchart of the operation management control is started by the operation management device 21 of the central control unit 20, the departure point a and the arrival point B in the traveling direction of the train 10a are first set and the route is extracted in step ST1 of fig. 3.

In step ST1, the input screen may be operated and set by the operation terminal 22, or the condition may be input to the operation management device 21 in advance. The departure point a may be a travel position on a track where the own train 10a is present, and in this case, only the arrival point B may be input.

Further, destination information of a current location belonging to the departure point a and the arrival point B set in the onboard device 12 of the present train 10a described later may be received, and the departure point a and the arrival point B may be set in the operation management device 21.

After the departure point a and the arrival point B are set in this manner, the route that has traveled on the trajectory R up to the arrival point B is extracted in the arithmetic processing unit of the operation management device 21.

next, the process proceeds to step ST2, where the train 10a travels on the extracted route, and extracts an obstacle point that is an obstacle to travel, and among these obstacle points, the first obstacle point that is a departure point a from the current position of the train 10a and that exists first is extracted as an obstacle point S.

The obstacle S can be divided into: a moving obstacle Sa that moves like another train 10 on the track; and a fixed-type obstacle point Sb fixed at a position on the track. When the moving obstacle Sa or the fixed obstacle Sb is not present until the arrival point B, the arrival point B is extracted as the obstacle S.

The moving obstacle point Sa moves on the track R over time, as in the case of another train 10b approaching the track R on which the present train 10a travels or another train 10c traveling earlier. Further, it is also possible to treat the other train 10 as the moving obstacle point Sa and treat the occupied section T occupied by the other train 10 as the moving obstacle point Sa.

On the other hand, a fixed obstacle point Sb such as a switch 30 is fixed at a predetermined position on the track R. Further, the fixed obstacle point Sb can be classified into the following obstacle points and the like: an obstacle point Sc caused by the switch 30; a barrier point Sd generated at a switch F where the switch device 40 is installed; and a barrier point Se generated where the tracks R cross in a cross shape. Note that the fixed-type obstacle point Sb is not limited thereto, but is appropriately generated for an obstacle detectable on the track R.

Whether or not the obstacle point Sc caused by the switch 30 changes in accordance with the locked state of positioning and reverse with respect to the traveling direction is extracted as the obstacle point Sc. When the switch 30 cannot be passed in a state where the direction of travel of the switch 30 does not coincide with the direction of travel of the train 10 due to the positioning and reverse locking state of the switch 30, that is, when the switch 30 cannot be passed in the current locked state of the switch 30, the obstacle point Sc is extracted as an obstacle point Sc and is generated at a predetermined position on the track R on the train 10 side of the switch 30.

Conversely, when the switch 30 can be passed in a state in which the direction of travel of the switch 30 due to the positioning and inverted locked state of the switch 30 coincides with the direction of travel of the train 10, that is, when the switch 30 can be passed in the currently locked state, the switch is not extracted as the obstacle point Sc.

As described above, when the train 10a travels on the track R and the points where the switch 30, the switch F, and the track R cross each other in a crisscross shape are in a state of obstructing travel, these points are extracted as obstacle points, and the first obstacle point existing on the track R from the current position of the train 10a is extracted as the obstacle point S. In addition, the obstacle point S is not extracted as the obstacle point when the train 10a is not obstructed in traveling.

Fig. 6 is a route pattern when the obstacle point S has been extracted as the travel route of step ST2 of fig. 3 and the obstacle point Sc caused by the switch 30. It is understood from the direction of the arrow indicating the current positioning and reverse locking state that the switch 30a in front of the train 10a is maintained in the positioning state.

Therefore, since the locked state of the switch 30a is different from the locked state of the reverse position in the traveling direction of the train 10a, the switch 30a is determined to belong to the obstacle point Sc which is the first obstacle point on the traveling route of the train 10a and corresponds to the obstacle point S. When the obstacle point S is determined to be on the near side of the switch 30a and set as an obstacle point S described later, the obstacle point S is presented on the sub-rail R2 as a triangular mark indicating the obstacle point S.

The obstacle point Sd generated at the switch F is: the object detector detects an object in the route after the barrier operating as the train 10a approaches the switch F completely blocks the passage of vehicles and pedestrians, and the switch device 40 transmits an emergency signal to the central control unit 20.

Further, when the panic button provided at the switch F is pressed, the central control unit 20 is also transmitted with a panic signal from the switch device 40, and an obstacle point is generated. When the obstacle point is determined as the first obstacle point S on the route, the obstacle point Sd is generated at a predetermined position on the track R on the own train 10a side of the switch F. When the obstacle point S as the first obstacle point is determined and set, a mark as a triangle on the track is presented similarly to the obstacle point Sc.

The obstacle point Se generated at the position where the trajectory R crosses in a cross shape is: the track R on which the train 10a travels has a crossing track which is already locked on the course by the occupied section T of another train 10. The obstacle point Se is generated at a predetermined position on the track R on the side of the own train 10a at the intersection, and is presented as a triangular mark on the track similarly to the obstacle point Sc when determined and set as the obstacle point S.

The fixed type obstacle S point b, at which the pre-generation place is fixed, is managed by the operation management device 21 as a position near a predetermined distance, for example, a position near 30m from the installation position of the switches 30a and 30b, the installation position of the switch F, and the position where the track R crosses in a cross shape.

Similarly, when the moving obstacle point Sa is another train 10b approaching, the operation management device 21 manages the position as a position near, for example, 30m from the front end of the vehicle, and when the moving obstacle point Sa is another train 10c traveling earlier, the operation management device 21 manages the position as a position near, for example, 30m from the rear end of the vehicle.

In this way, after the obstacle point S belonging to the first obstacle point is extracted, the process proceeds to step ST3 in fig. 3. Then, in step ST3, it is determined whether or not the travel route up to the obstacle point S is likely to be occupied. The term "occupation of the travel route" means: the travel route is not locked by software, depending on the locked state of the track circuit using the conventional track R.

If the route up to the obstacle point S can be occupied, the process proceeds to step ST4 of fig. 3, and the route from the departure point a to the obstacle point S is occupied, and the route is locked only in the occupied section T.

Conversely, when the travel route up to the obstacle point S cannot be occupied for some reason, for example, when the distance up to the obstacle point S is very short, the vehicle cannot move to step ST4 in fig. 3, the process of extracting the obstacle point S in step ST2 to the occupancy determination process in step ST3 are repeated, and the own train 10a stands by until it can be occupied.

The train 10a can enter the occupied section T1 by the train 10a locking the route of the section from the departure point a to the obstacle point S as the occupied section T1 shown in fig. 6.

Then, the following operation control is performed so that the other train 10 cannot enter the occupied section T1 to which the course lock is applied by the own train 10 a: the other train 10 is not allowed to set the occupancy section T including a part or all of the occupancy sections T1 and to lock the course.

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

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

Next, at step ST5 in fig. 3, the operation management device 21 transmits the travel information for allowing the own train 10a to enter the departure point a, the arrival point B, the route, and the obstacle point S of the occupied section T1 to the own train 10a via the wireless communication unit 50 and the antenna unit 11. The transmission processing of the travel information from the operation management device 21 may be configured to receive a request signal requesting the travel information from the onboard device 12 of the train 10a and then transmit the request signal.

Next, a flowchart of the on-board device 12 of the own train 10a in fig. 4 including processing of the travel information received by the own train 10a will be described, and when the program is started by the on-board device 12, first, in step TST1, the driver determines whether or not the setting of the departure point a and the arrival point B is completed by the screen device from the operation table or the like of the own train 10 a.

The determination process is a predetermined time period until the on-vehicle device 12 waits until the departure point a and the arrival point B are set, and may be performed by setting means such as a switch for requesting the travel information from the operation management device 21 of the central control unit 20 without setting the departure point a and the arrival point B, or by setting the setting means.

When the on-vehicle device 12 has already set the departure point a and the arrival point B, the process proceeds to step TST2, where the destination information of the departure point a and the arrival point B is transmitted to the operation management device 21 of the central control unit 20. The operation management device 21 performs the processing of step ST1 in fig. 3 based on the received destination information.

When the departure point a and the arrival point B are not set in the in-vehicle device 12 at step TST1 in fig. 4, the process proceeds to step TST3, and waits for reception of the travel information from the operation management device 21 of the central control unit 20. Further, a request signal for requesting the travel information may be transmitted to the operation management device 21 until the travel information is received.

Then, in step TST3, when the on-vehicle device 12 receives the travel information of the departure point a, the arrival point B, the route, and the obstacle point S obtained in step ST5 of fig. 3 from the operation management device 21 of the central control unit 20, the storage unit of the on-vehicle device 12 stores the travel information. The train 10a can safely travel to the arrival point B at the destination by performing travel management control according to the information of the obstacle point S and the like.

When the travel information is received from the central control unit 20 in step TST3 of fig. 4, a departure point a, an arrival point B, a route, and an obstacle point S of the travel information are indicated on a screen device installed on an operation table or the like.

Next, the process proceeds to step TST4, and when the onboard apparatus 12 sets the obstacle point S and the stop determination point P based on the obstacle point S and permits the running of the own train 10a, the own train 10a starts running.

The stop determination point P may be a point disposed near the stop distance d from the obstacle point S, the stop distance d may be a fixed distance, or the stop distance d may be configured to vary appropriately according to the traveling speed or the like. The stopping distance d is set to a distance that does not exceed the obstacle point S when the vehicle stops from the stop determination point P in accordance with the normal deceleration mode, and that is set to leave a margin for a certain distance. A stop determination point P is indicated on a screen device installed on an operation table or the like.

Next, at step TST5 in fig. 4, the running information from the operation management device 21 of the central control unit 20 is checked, that is, whether or not the new obstacle point S has not been received is checked. In step TST5, when a new obstacle point S is received, the in-vehicle device 12 moves to step TST 6.

In step TST6, the setting of the nearest obstacle point S is canceled, and a new obstacle point S at an obstacle point different from the nearest obstacle point S is set. Then, the setting of the nearest stop determination point P is released, and the process proceeds to step TST7, where a new stop determination point P is set in accordance with the new obstacle point S.

In this way, the onboard apparatus 12 includes loop processing for returning to step TST5 described later, and sets the obstacle point S and sets the stop determination point P according to the obstacle point S each time the traveling information including the obstacle point S is received.

In addition, in step TST5 of fig. 4, the travel information from the operation management device 21 of the central control unit 20 is confirmed, and when a new obstacle point S is not received, the process proceeds to step TST7, and the on-board device 12 monitors whether or not the own train 10a has passed through the stop determination point P on the near side of the predetermined distance from the obstacle point S, depending on the travel position.

In the case where the present train 10a has arrived at and passed the stop determination point P, the process proceeds to step TST8 of fig. 4. In step TST8, the own train 10a is decelerated in accordance with the deceleration pattern or the like stored in the on-board device 12, and the stop control is performed. Namely, the following deceleration stop processing is performed: the deceleration is started and stopped near the obstacle point S of the switch 30 a.

Alternatively, the deceleration stop command information transmitted from the operation management device 21 of the central control unit 20 may include a deceleration pattern calculated from the speed, position, and the like of the own train 10a, and the own train 10a may perform the deceleration stop process of stopping on the near side of the obstacle point S in accordance with the deceleration pattern of the received deceleration stop command information.

Next, the process proceeds to step TST9 in fig. 4, and a determination is made as to whether the train 10a has arrived at the arrival point B. When the train 10a arrives at the arrival point B and stops, the process proceeds to step TST10, and the on-board device 12 sends the arrival information of the arrival at the arrival point B to the central control unit 20 and ends the driving management control routine.

Furthermore, in step TST9 of fig. 4, in case of not reaching arrival point B, it moves to step TST5 of fig. 4. If the obstacle point S is not released and a new obstacle point S is not received in step TST5, the loop processing of step TST5, step TST7 to step TST9 is repeatedly performed. The main train 10a is subjected to the deceleration stop process in which the main train 10a is continuously stopped at the near side of the switch 30a at the obstacle point S, and the main train 10a cannot pass through the switch 30 a.

Further, the operation management device 21 of the central control unit 20 repeatedly performs the processing of step ST6 to step ST8 or step ST6 to step ST9 by the flowchart of the operation management control of fig. 3.

When the arrival information of the arrival at the arrival point B is not received from the train 10a in step ST6 of fig. 3, the obstacle point and the obstacle point S from the current position to the arrival point B are extracted in step ST7 in the same manner as in step ST 2.

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

When the obstacle point S is extracted in step ST7 of fig. 3 and it is determined in step ST8 that the obstacle point S has been changed to a new obstacle point S, the process proceeds to step ST9, and it is determined whether or not the travel route up to the new obstacle point S can be occupied.

When the route to the new obstacle point S cannot be occupied in step ST9, the process returns to step ST6, and the process of extracting the obstacle point S in step ST7, the determination of whether or not the obstacle point S has been changed to the new obstacle point S in step ST8, and the occupancy determination process in step ST9 are repeated.

If the route up to the new obstacle point S can be occupied in step ST9, the process proceeds to step ST10, and the setting of the nearest obstacle point S is released. Then, a new occupied section T1 from the current vehicle position to the new obstacle point S is subjected to course locking, and a new obstacle point S is set.

Next, at step ST11 in fig. 3, the operation management device 21 transmits the travel information including the new obstacle point S, which allows the train 10a to travel to the new occupied section T1, to the train 10a via the wireless communication unit 50 and the antenna unit 11.

In the flow chart of the travel management control in fig. 4, when the on-board device 12 of the own train 10a receives the travel information including the new obstacle point S from the operation management device 21 of the central control unit 20 in step TST5 in fig. 4, the travel information is stored in the storage unit of the on-board device 12.

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

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

Step TST11 of fig. 4 is the following step: when the new obstacle point S and the new stop determination point P are set after the deceleration stop process is started in step TST8, the deceleration stop process is released for the own train 10a that has not passed the new stop determination point P.

Next, when it is determined at step TST11 in fig. 4 that the deceleration stop process is being executed, the process proceeds to step TST 12. When the deceleration stop process is released in step TST12, the own train 10a stops decelerating and returns to the normal travel. Thereafter, return is made to step TST 5.

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

When the own train 10a does not pass through the stop determination point P of the obstacle point S, that is, when the own train 10a is traveling toward the stop determination point P, the processing from step TST5 to step TST7 in fig. 4 and the processing from step TST11 back to step TST5 are repeated, and in this loop processing, as shown in fig. 7, the obstacle point Sd generated at the switch F may be inserted and generated near the obstacle point Sc in fig. 6.

In this case, the operation management device 21 of the central control unit 20 extracts the obstacle point Sd generated by the insertion as a new obstacle point S in step ST7 of fig. 3, and changes the occupied section T1 to the occupied section T up to the obstacle point Sd even when the route up to the new obstacle point S can be occupied in step ST 9.

Next, the process proceeds to step ST10, where the setting of the obstacle point S before insertion is released, the route is locked in the new occupied section T1, and the new obstacle point S is set, and then the travel information including the new obstacle point S is transmitted in step ST 11.

Next, when the on-board device 12 of the own train 10a receives the travel information including the new obstacle point S in step TST5 of fig. 4, the setting of the obstacle point S before insertion is released and the new obstacle point S is set in step TST 6. Next, the setting of the stop determination point P before the insertion is released, and a new stop determination point P corresponding to the new obstacle point S is set, so that the own train 10a travels in the occupied section T1.

next, when the obstacle point S, which is the obstacle point Sd generated at the switch F, is not cleared, the loop processing of step TST5, step TST7 to step TST9 in fig. 4 is repeated, and finally the train 10a stops near the switch F belonging to the obstacle point S.

Fig. 8 is a route diagram of the train 10a in fig. 6 when the train travels in the occupied section T1 and arrives at the stop determination point P. And, the following states are displayed: as the train 10a approaches the switch 30a, the switch 30a is already switched from the locked state of positioning to the locked state of reverse position by the instruction from the operation management device 21.

The operation management device 21 of the central control unit 20 transmits command information for moving the switch point rail of the switching unit 31 to the switch 30a so that the train 10a can pass through the device under the condition that the switch 30a is locked in a locked state where the switch is not kept in position by locking the course of another train 10 and the device 30a is switched from the locked state in position to the locked state in reverse, when the train 10a approaches the switch 30 a.

By performing the control in this way, the obstacle point S of the switch 30a is released, and the obstacle point Sc of the switch 30b is extracted again as the next obstacle point S in accordance with the repeated steps ST6 to ST10 of fig. 3.

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

Next, when the on-board device 12 of the own train 10a receives the travel information including the new obstacle point S in step TST5 of fig. 4, the setting of the nearest obstacle point S is cancelled and the new obstacle point S is set in step TST 6. Next, after the setting of the nearest stop determination point P is canceled, a new stop determination point P corresponding to the new obstacle point S is set, and the train 10a starts traveling in the occupied section T1.

Fig. 9 and 10 are route maps of the following states: the other train 10b traveling from, for example, the sub-track R3 toward the sub-track R2 at the time point when the own train 10a has reached the stop determination point P has already imparted the travel route lock to the occupied section T2 belonging to the occupied section T traveling on the main track R1.

When the other train 10b locks the course of the occupied section T2 of the other train 10b, the own train 10a starts the deceleration stop process after passing through the stop determination point P. Next, as long as the obstacle point S of the switch 30a is not released, the subject train 10a performs the deceleration stop control so as to stop at the near side of the obstacle point S.

Since the occupied section T2 of the other train 10b is opened as needed by the passage of the other train 10b, the switch 30a can be switched from the positioning-locked state to the reversed-locked state by the passage of the other train 10b through the switch 30 a.

The switch 30a is switched from the locked state of positioning to the locked state of reverse position by an instruction from the operation management device 21 of the central control unit 20, whereby the obstacle point S of the switch 30a is released. Next, the operation management device 21 extracts the obstacle point Sc of the switch 30b as a new obstacle point S, as in the route map of fig. 8.

The operation management device 21 of the central control unit 20 cancels the setting of the obstacle point S of the switch 30a, sets a new obstacle point S by only applying the course lock to the occupied section T1 up to the new obstacle point S, and then transmits the travel information including the new obstacle point S to the own train 10 a.

When the on-board device 12 of the present train 10a receives the travel information including the new obstacle point S and sets the new obstacle point S, a new stop determination point P according to the new obstacle point S is set, and the vehicle starts traveling in the occupied section T1.

Fig. 11 to 13 are route maps of the following states: for example, the departure point a of the train 10a and the arrival point B on the main track R1 are set, and the other train 10c traveling from the sub-track R2 to the sub-track R3 already occupies the occupied section T3 belonging to the occupied section T of the other train 10c traveling on the main track R1.

The operation management device 21 of the central control unit 20 extracts an obstacle point S belonging to the first obstacle point on the course of the own train 10a, sets the obstacle point S by applying a course lock to an occupied section T1 up to the obstacle point S, and then transmits travel information including the obstacle point S from the operation management device 21 to the own train 10 a. When the on-board device 12 of the own train 10a receives the travel information and sets the obstacle point S, the stop determination point P corresponding to the obstacle point S is set, and the own train 10a starts traveling.

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

As shown in fig. 12, the other train 10c passes through the switch 30a, whereby the switch 30a can be switched from the locked state of positioning to the locked state of reverse. The switch 30a is switched from the locked state of positioning to the locked state of reverse position by an instruction from the operation management device 21, thereby releasing the obstacle point S of the switch 30 a.

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

When the on-board device 12 of the own train 10a receives the travel information including the new obstacle point S and sets the new obstacle point S, a new stop determination point P is set in accordance with the new obstacle point S, and the own train 10a starts traveling in the occupied section T1. Since the moving obstacle point Sa is moving, the stop determination point P also moves in accordance with the movement of the other train 10 c.

Therefore, when the moving obstacle point Sa is already set as the obstacle point S and when the other train 10c belonging to the moving obstacle point Sa continues to stop, the present train 10a moves to step TST8 in fig. 4 when passing through the stop determination point P, and the onboard device 12 of the present train 10a starts the deceleration stop process and the present train 10a also stops near the other train 10 c.

When another fixed obstacle point Sb is inserted and generated while the own train 10a follows another train 10c, the fixed obstacle point Sb is extracted as a new obstacle point S.

In the route map of fig. 13, when it is expected that the arrival point B, which is the last obstacle point, is inserted and generated as the obstacle point S while the other train 10c continues to travel, the operation management device 21 of the central control unit 20 sets the arrival point B as the obstacle point S by applying route locking to the occupied section T1 up to the arrival point B, and then transmits the travel information including the obstacle point S to the own train 10 a.

When the on-board device 12 of the present train 10a receives the travel information including the obstacle point S, the received obstacle point S is set, and the stop determination point P is set based on the set obstacle point S, whereby the present train 10a can arrive at the arrival point B.

(modification example)

For example, as shown in fig. 14, a case where a fault point Sd generated at a switch F is inserted and generated on the near side of a fault point Sc in fig. 6 will be exemplified, and a modified example of the train operation management system will be described. As shown in the drawing, the insertion process is performed at the obstacle point Sd occurring at the switch F while maintaining the obstacle point S, the occupied section T1, and the stop determination point P of the switch 30a that have been set.

In this case, the obstacle point Sd generated by insertion is set as the obstacle point S' without removing the obstacle point S of the switch 30a shown in fig. 14. Since the occupied section T1 locks the route of the train 10a up to the obstacle point S including the obstacle point S ', there is no need to lock the route again for the obstacle point S'.

The operation management device 21 of the central control unit 20 transmits the traveling information for setting the obstacle point S' as the new obstacle point S to the own train 10 a. The train 10a receives the travel information including the new obstacle point S (obstacle point S') as usual, sets a new stop determination point P corresponding to the new obstacle point S, and performs control for starting the deceleration stop process or canceling the deceleration stop process.

When the obstacle point S' is already released, the operation management device 21 may transmit the travel information including the obstacle point S being held to the own train 10a without newly extracting the obstacle point S of the switch 30a, locking the travel route of the occupied section T1, or setting the obstacle point S.

In this way, the train operation management system of each train 10 locks the course only in the occupied section T1 up to the first obstacle point S on the course, sets the stop determination point P, and repeats the operation management control for traveling in the occupied section T1, thereby preventing unnecessary waiting for passage due to the course locking of another train 10. Further, the present train 10a can travel in a section that can be passed until another train 10 arrives without waiting.

The operation management control of preferentially giving the travel route lock and passing can be performed for the train 10 that reaches the passing section first, and each train 10 can be safely moved to the arrival point B.

Further, since the operation management control of each train 10 is performed on the software of the operation management device 21 without using the track circuit, an arbitrary point can be set as the departure point a and the arrival point B.

Claims

1. An on-vehicle device which is disposed on a train running on a track and communicates with an operation management device, wherein the operation management device performs operation control in such a manner that: when an arrival point of the train is set, extracting a travel route up to the arrival point, extracting a first obstacle point which is an obstacle to travel on the travel route as an obstacle point, setting the obstacle point by locking a travel route only in a section up to the obstacle point as an occupied section of the train, and preventing other trains from entering the occupied section;

The vehicle-mounted device sets the obstacle point and performs travel management control when the vehicle-mounted device has received travel information including the obstacle point from the operation management device.

2. The on-board device according to claim 1, wherein the travel management control is performed such that the own train cannot pass through the obstacle point.

3. The on-board device according to claim 1 or 2, wherein the arrival point set at the own train is transmitted to the operation management device.

4. The on-board device according to claim 1 or 2, wherein a stop determination point is set near the predetermined distance from the obstacle point, and when the own train travels in the occupied zone and passes the stop determination point, the own train starts deceleration stop control.

5. The on-board device according to claim 4, wherein the deceleration stop control of the own train is cancelled when a new obstacle point is newly set as the obstacle point after passing through the stop determination point.

6. The in-vehicle device according to claim 1 or 2, wherein a stop determination location is set on a predetermined distance near the obstacle point that has been received each time travel information including the obstacle point is received.