DE112016002222T5 - Train and signal security system - Google Patents

Abstract

In conventional signal security systems, room for improvement in pulling trains closer to each other is at a random point, not at a block boundary, since the occupied area of each train is set by a predefined block unit. In order to solve the above problem, there is provided a signal security system that ensures the running stability of a train through a system circulating a message containing information regarding the occupied area of each train, for example, among on-board devices of the train on the travel route is running to share information regarding the occupied area in the travel path, wherein the occupied area on the telegram indicates an absolute position or a relative position with respect to a predetermined reference point, and wherein the device in the vehicle controls the train so that the occupied area is not exceeded on a condition that when the information regarding the occupied area of the train on the telegram is renewed, the occupied area does not overlap with an occupied area of another train.

Description

Technical area

The technical field relates to an on-board device, a train and a signaling security system.

State of the art

PTL 1 discloses a problem with regard to a signaling security system in which "a track circuit device is a device that electrically isolates rails and connects a power supply to one end and a relay to one end on the opposite side, thereby creating a train-induced short between the rails the device has high maintenance and operating costs "(see [0006] of PTL 1), etc., and discloses as a solution to the problem that" in a signaling security system in which the security of a train operating within a predetermined section, based on a message, the message is configured to be forwarded among trains and along a railway line built-in devices existing in the predetermined section, and has block occupation right information, in which the occupation right ei a train for each one of a plurality of blocks, in which the section is divided, can be set "(see [0010] of PTL 1), etc.

List of pamphlets

patent literature

PTL 1: JP 2006-232106 A

Brief description of the invention

Technical problem

However, in the signaling security system of PTL 1, since a busy area for each train is divided into block units which are defined in advance, there is an improvement possibility by allowing trains to approach each other at an arbitrary point instead of at a block boundary.

the solution of the problem

In order to solve the above-mentioned problem, a signaling security system of representative signaling security systems according to the present invention is achieved by a signaling security system in which a plurality of trains present on routes transmits and receives a message storing busy area information, and then, if a train has a priority for the train receives certain message, the train updates the busy area information, stores the updated busy area information in the message and transmits the message to another train, thereby sharing the information stored in the message between the plurality of trains, the busy area information being information about a stay of the train or a roadway on which the train is traveling, the train having a location detecting device, the information about a location of the train as an absolute place ode r detects a relative location with respect to a predetermined reference point, and from the acquired location information of the train generates busy area information as absolute location area information or relative location area information related to the predetermined reference point, and then when the train uses the busy area information for updating the train in the message, the train updates the busy area information for the train within a range in which the busy area information for the train does not overlap the busy area of another train.

Advantageous effects of the invention

According to the device described above, trains may be allowed to approach each other at an arbitrary point instead of at a block boundary. Other problems, configurations and advantageous effects besides those described above will become apparent from the description of the following implementation example.

list of figures

• 1 Fig. 10 is a diagram showing an example of a signaling security system.
• 2 Fig. 13 is a diagram showing an example of a signaling security system according to a first implementation example.
• 3 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 4 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 5 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 6 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 7 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 8th Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 9 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 10 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 11 Fig. 10 is a diagram showing an example of a signaling security system according to the first implementation example.
• 12 is a processing flow of a request handler 121.
• 13 is a processing flow of a request handler 122.
• 14 is a processing flow of a security message updating device 122.
• 15 is a processing flow of the security message updating device 122.
• 16 is a processing flow of a security message updating means 211.
• 17 is a processing flow of the security message updating means 211.
• 18 Fig. 13 is a diagram showing an example in which the occupied ranges for trains are represented by latitude and longitude.

Description of embodiments

In a signaling security system, a railway line is divided into a plurality of blocks, an occupation right is set for each, and occupancy information is shared among the on-board devices built in trains and control devices that control points by spreading a message. The signaling security system uses a mechanism in which an on-board device of a train ensures a right to occupy a block on the railway line on which the train is to travel by updating the information in the broadcast message and inputs a switch belonging to the block Command for a shift direction, which prevents collisions or derailment of the train and the safe operation of the train is made possible. That is, when multiple trains attempt to travel sequentially on a particular section of a railway, an on-board apparatus of a preceding train releases a block occupancy right secured by it, and then an on-board device of a subsequent train assures an occupancy of the block. It is noted that when a switch is in the block, the train enters the block after control of the switch.

Therefore, if a preceding train becomes inoperable and stops in a certain block, even if the subsequent train tries to approach the preceding train for rescue, the following train can not enter the block whose occupancy right the preceding train has. In this case, there is a need to disable the signaling security system and allow the subsequent train through another system or human intervention to safely approach the preceding train, which may become a factor inhibiting the continuous train service. In addition, one can also take measures that a railway line in advance is divided into very small blocks. In this case, however, the data amount of the block occupying right information in a message increases, which increases the time required to transmit the message, which may become a factor inhibiting the continuous train service.

According to the present implementation example, regarding the occupation right information in a message, a busy area of a train for each train is represented by an absolute location or relative location with respect to a predetermined reference point, and each on-board device of a train expands an occupied area for the train under the condition in that the occupied area does not overlap an occupied area for another train, thereby allowing trains to safely approach each other at any point on a railway line while preventing collisions or derailment of trains. That is, the present implementation example discloses a signaling security system capable of allowing the safe approach of trains at an arbitrary point on the railway line by passing a occupied area through an absolute location or a relative location with respect to a reference point instead of in block units. which are defined in advance is set.

Implementation examples will be described below using the drawings. It should be noted that the implementation examples described below are exemplary explanations for the description of the present invention, and thus the present invention is not limited to the implementation examples. Therefore, the present invention can be carried out in various ways, without departing from the spirit and To leave the scope of protection of the present invention. Moreover, the applications and terms of the invention in the present implementation example are not limited thereto unless they depart from the spirit and scope of the present invention.

A configuration of a signaling security system which is an embodiment of the present invention is disclosed in FIG 1 shown. The signaling security system according to the present embodiment starts from a case where the signaling security system in trains 1 built-in train safety devices 10 , one at a switch 2 built-in or associated with this turnout safety device 20 and a security message 3 which is a message disseminated between the train safety devices and the turnout safety device. As 1 shows are several trains 1 present on a railway line. One characteristic is that by allowing one to make that a message under the trains 1 and the switch 2 can provide a signaling security system with low design cost and low manufacturing cost.

It should be noted that although the present embodiment shows only one switch as a device installed along a railway line, the signaling security system may be such that the message is also propagated to other devices installed along a railway line, for example a track circuit device for detecting a train location and a signaling device. In the present embodiment, the system is able to ensure safety even without a signaling device; however, if a signaling device is provided and a message is also propagated to the signaling device, a signaling security system with a higher visibility can be established.

As 2 shows, in the present embodiment, the entire railway on which trains run, divided into several areas (sections). That is, the entire railway line is divided into predetermined sections. It should be noted that an area area has a size that allows a train that is about to enter the area to easily communicate with a train in the area and a switch in the area. It is also possible to expand the field area by improving the communication capability of the safety devices or installing a relay device. Of course, if a train is able to communicate with all trains regardless of the area of the train the train is present in, the entire railway can also be used as one area.

Subsequently, a unit is determined in which the signaling security system according to the present invention allows a train to travel. The unit is called a route. The route is composed of a track and a switch, which form the route.

In the present embodiment, in 2 a case is shown in which routes 1R, 2R, 3R, 1L, 2L and 3L are present. For example, the route "Route 3L" consists of a track "entrance 270 m to 1000 m, a connecting track 0 m to 40 m and exit 100 m to 260 m", a turnout 1 , whose opening direction is in the rearranged position, and a switch 2 , whose opening direction is in the rearranged position, constructed. It should be noted that an area in which a train may not be present in a region of the railway when switching a switch due to the risk of derailment is referred to as a detection area. In the present embodiment, the detection area for the switch is 1 the exit track 230 m to 260 m and the connecting track 0 m to 5 m and the detection area for the switch 2 is the entrance track 270 m to 300 m and the connecting track 35 m to 40. A normal position, a changeover position and a neither-nor-position are terms representing the directions of a switch. The normal position refers to a normal opening direction, the changeover position refers to a direction opposite to the normal position, and the neither-nor position refers to a state in which the position is neither "normal" nor "reversed".

A feature of the present embodiment is that information about an occupied area in which only one train may be on a track is represented by an absolute location of the track or a relative location with respect to a reference point, and one information about one distributed message is distributed among the trains so that the trains can check the affiliation of the occupied area of the track.

In the present embodiment, a security message manages 3 the occupied areas of all tracks, the direction commands given to all points and the direction states of all points in one area, and the safety message 3 is distributed among all trains that have already entered the area, all trains attempting to enter the area and all points in the area. Of course, these information elements can be protected by several security messages 3 be managed, provided that the content items to be managed do not overlap each other.

The following is an embodiment of the security notification 3 under the use of 2 described. In the present embodiment, the description is made on the assumption that the security message 3 , as in 2 shown from an area identification field 36 in which area identification information is input, a communication control field 31 into which the information about a transmission destination and a transmission source are input, a busy area field 32 into which a occupied area of a track is entered for each train, a switch direction field 33 in which turn direction command information is input, a turn direction state field 34 in which switch direction state information is input, and a membership list 35 is constructed, in which member list information under which the message is distributed, are entered.

It should be noted that the configuration of the security message 3 is not limited to those described above. An exclusive control of a train on a track is possible, provided that the safety message 3 manage an occupied area of the track. It should also be noted that by providing a means by which a command for a direction to a switch can be issued by a train, and a means by which the train can check the directional state of the switch, one to the Soft direction command and checking the direction information of the switch can be made faster, which allows trains to drive with a higher visibility.

In the area identification field 36 The identification information becomes one of the security message 3 entered in the managed area.

In the communication control field 31 becomes communication control information of a transmission destination and a transmission source of the security message 3 entered.

In the member list 35 For example, elements of identification information of trains and switches, which are devices installed along a railway line, between which the safety message 3 is distributed, in the order in which the safety message 3 is disseminated. Members under which the security message 3 is distributed, all trains that have already entered the area include all trains attempting to enter the area and all points in the area. By doing that the safety message 3 even in this way manages a list of members, under which the security notice 3 Members can check the order of the members, under which the security message 3 is spread when they receive the safety notice 3 receive. It should be noted that another configuration is also considered, in which a security message does not include a member list and trains and switches are provided with means for checking a central traffic control system, a command device, etc. for the transmission destination of the security message. In this case, the central traffic control system, the command device, etc. may change the members or the distribution order of the security message, thereby obviating a process of adding / dropping a member by a train or a switch when a train enters / leaves the area , Accordingly, an update process for a security notification can be performed more quickly.

In the busy field 32 The information about a occupied area of a track is entered for each train. If a train is present on a track, a train to enter a track must be able to ensure an occupied area of the track without error. In the occupied area of the track, only the train that has secured the occupied area is present, and other trains can not enter. A train can ensure an occupied area of a track whose occupied area is not secured by other trains. By doing that the safety message 3 managed in this way the occupied areas of railways, ie, that the safety message 3 has the busy area information of a track for each train, exclusive control using an absolute location or a relative location with respect to a reference point becomes possible. The busy area field 32 Provide with fields in which the identification number of a train and a occupied area for the train are entered. In the busy area field 32 is a occupied area of a track, which is ensured by a train, registered.

Into the direction switch command box 33 For example, the command information for issuing a command for the direction of a turnout is input from a train that has secured an occupied area of a turnout containing the turnout. The switch controls its direction according to the command. By doing that the safety message 3 in this way, a directional command to be given to a switch a train can control the direction of the switch.

In the switch direction field 34 Direction state information of a switch are stored by the switch. A train detects the opening direction of a switch by checking the directional status field. By doing that the safety message 3 Thus, if the train contains the directional information of a switch, a train may check the direction of the switch if the train is giving the safety message 3 receives.

Hereinafter, a mechanism for ensuring the security by the signaling security system according to the present implementation example in the train operation using the 2 to 10 , assuming a case in which trains A to D are in an in 2 retract shown area. The behavior of the trains is shown for each state in the upper part of the drawings and the contents of a safety message 3 is shown in the lower part of the drawings.

Status 1 : If no train has already entered the area or no train attempts to enter the area, ie if there is nothing in the busy area 32 the security message 3 is entered and no train identification information in the member list 35 are the safety message 3 between all the points in the area that belong to the membership list 35 are set, disseminated ( 2 ).

Status 2 : When a train A tries to enter the area 2 The train's train safety device transmits to members who may receive the safety message 3 for the area, an addition request message requesting to add the identification information of the train A additionally to the membership list of the security message 3 take. The members, possibly the security message 3 for the area, include trains that may travel within the area (a train in the area and a train attempting to enter the area), as well as switches in the area. The add request message is a message that the members of the security message 3 requests to add the identification information of the train A to the list of members, and contains the train's identification information and the safety information's identification information 3 managed area. Of the members who have received the add request message, members add the security message 3 for the territory, add the identification information of the train A, the transmission source, to the list of members ( 3 ).

Status 3 : If the security message 3 According to the order of the membership list for the train A, since the occupied areas for other trains are not secured for an exit track, the train A places an occupied area extending to an exit platform in the occupied area field 32 one. More specifically, the train A inputs its identification number "Train A" and the corresponding occupied area "Exit 0 m to 200 m" (the occupied area extending to the exit platform) and forwards the security message 3 to the next member. Since there is no switch in this occupied area, at the time the occupied area is secured, the train safety apparatus A transmits drive release information for "Exit 0 m to 200 m" to a driver's cab of the train A, etc. ( 4 ).

Condition 4: If the train A is the security message 3 After having traveled on the track and the last car of train A leaving a part of the occupied area of the track, train A updates the busy area field 32 , 5 is an example when a train A arrives at a station B. Since the last car of the train A has left a part of the occupied area of the track "exit 0 m to 100 m", if the train A the safety message 3 Train A will enter the busy area "Exit 100 m to 200 m" for its identification number "Train A" in the busy area field 32 one. Furthermore, the train safety device of the train A transmits ride release information for "100 m to 200 m exit" to the driver's cab of the train A etc. The train A then transmits the safety message 3 to the switch 1 which represents the next member.

Condition 5: If a train B different from train A tries to enter the area as well 2 Similarly, an add request message is added to add the train B to the member list of the security message 3 generated and to the safety message 3 for the area 2 transferred to owning members. If the train B the security message 3 receives the train B, to ensure a busy area of a track on which train B wants to go, the busy area field 32 the security message 3 , Train B ensures its occupied area within an occupied area that is not secured by other trains and places the seized occupied area, along with its identification number, in the busy area field 32 one. After entering this information, train B transmits the security message 3 to the switch 1 which represents the next member. 6 is an exemplary case in which after the state of 5 the train B enters from an entrance track and goes to a gateway platform at station B. The train B generates and transmits an add request message to join the list of members 35 the security message 3 add. In this case, the train B becomes the field "4" of the member list 35 added. Since a track from an entrance to the entrance track to the entrance platform at station B is "entrance 100 m to 1000 m" and "connection track 35 m to 40 m", if train B gives the safety message 3 The train B, as an occupied area of the track, receives this information along with its identification number into the busy area field 32 one. In addition, since this occupied area the switch 2 includes and the direction of the switch 2 to the entrance platform at the station B is the normal position, "normal position" becomes "2" of the switch direction command field 33 entered. Because the state of the switch in the switch direction field 34 is the "neither-nor-position", the train safety apparatus B transmits ride-release information for "driveway 300 m to 1000 m" (a route from the entrance to the entrance track to the switch 2 ) to the driver's cab of train B etc. After entering this information train B transmits the safety message 3 to the switch 1 which represents the next member.

Condition 6: When a switch has a safety message 3 receives the switch checks a Weichenrichtungs command box 33 and a directional state for these in the safety message 3 and compares those in the Weichenrichtungsbefehlsfeld 33 registered direction with the current directional state of the switch. If these are different, the switch will be in the direction switch command box 33 changed direction. In addition, the switch updates its directional state field based on its checked directional state and transmits the safety message 3 to the next member, in the list of members of the safety notice 3 is registered. This can be done based on the received security message 3 a train checks the switch direction of a turnout in its occupied area. 7 is an exemplary operation that is performed when the switch 2 the security message 3 after the condition of 6 receives. The soft 2 reads the "2" of the switch direction field 33 the security message 3 , Since "normal position" is entered, the switch turns 2 to the normal position. When the switch 2 the lock has confirmed gives the switch 2 "Normal position" in the switch direction field 34 and transmits the security message 3 to the train A, which is the next member. It should be noted that when time is needed for changeover and locking, the switch direction field is updated 34 on the next or subsequent transmission of the security message. Because the state of the switch in the switch direction field 34 is the "normal position", then transmits when the train B the security message 3 The Train Safety Train B receives ride release information for "100 m to 1000 m driveway and connecting track 35 m to 40 m "(a track from the entrance to the entrance track to the access platform in station B) to the driver's cab of train B etc. After entering this information, train B transmits the safety message 3 to the switch 1 which represents the next member.

Condition 7: 8th is an example in which the train B travels on the entrance track and a train C, which is the following train (which travels from the entrance to the entrance track to the entrance platform in the station B), enters the area 2 retracted. The train B deletes a part of the occupied area in which the train B drove on the entrance track and left. The train B gives "entrance 100 to 551 m and connecting track 35 m to 40 m "as an occupied area for its identification number" train B "in the busy area field 32 the security message 3 and train train safety device B transmits ride clearance information for "100 to 551 meter driveway and connecting track 35 The train C ensures an occupied area of the track within a range in which the occupied area is not occupied by the occupied area of the train B, which is the preceding train Track overlaps. The C train ensures an entrance track of 551 m to 900 m and gives "entrance 551 m to 900 m" as an occupied area for its identification number "train C" in the occupied area field 32 the security message 3 one. Furthermore, the train safety device of the train C transmits ride release information for "entry 551 m to 900 m" to a driver's cab of the train C, etc.

Condition 8: After the last car leaves train A exit 1000 m and out of the area 2 The train A then clears the next time the security message 3 receives its identification information in the member list 35 and moves the information next to the deleted information in the member list 35 to the left and transmit the safety message 3 to the next member. This will train A from the members of the security message 3 away ( 9 ).

Condition 9: Subsequently, the security message 3 for the area 2 transmit and receive, where train A, the area 2 left is excluded. The following is an exemplary operation performed when a train is left lying.

Status 10 : 10 FIG. 12 shows an example of a case where the train C has remained and in the state of FIG 9 has stopped so that a rescue train D enters from the exit track. Since train C has stalled and stopped, train C gives the safety message 3 to set the occupied area of the track to only the length of the train present on the track, the occupied area "entrance 430 m to 530 m" for its identification number "train C" in the busy area field 32 one. Since this occupied area the switch 2 does not include, the field becomes "2" of the switch direction field 33 left empty. Further, the train safety device of the train C transmits ride release information for "entrance 430 m to 530 m" to the driver's cab of the train C, etc. Subsequently, the train C transmits the safety message 3 to the switch 1 representing the next member (it is assumed that at this time the train D has not transmitted an add request message). The train D generates and transmits an add request message to join the member list 35 the security message 3 add. In this case, the train D becomes the field "5" of the member list 35 added. Since a track is from an entrance to the exit track to the train C "exit 0 m to 260 m", "connecting track 0 m to 40 m" and "entrance 270 m to 430 m", the train D gives this information as an occupied Area of the track together with "train D" in the busy area field 32 one. In addition, since this occupied area the switch 1 and the switch 2 includes and the direction of the switch 1 and the switch 2 from the exit track to the train C, respectively, is the changeover position, "changeover position" becomes "1" and "2" of the switch direction command field 33 entered. Because the state of the switch 1 in the direction switch state field 34 is the "normal position", the train safety device D transmits ride release information for "exit 0 m to 230 m" (a route from the entrance to the exit track to the switch 1 ) to the driver's cab of the train D etc. After entering this information the train D transmits the safety message 3 to the switch 1 which represents the next member. The soft 1 reads the "1" of the switch direction field 33 the security message 3 , Since the "changeover position" is entered, the switch becomes 1 switched and locked in the changeover position, gives "changeover position" in the switch direction field 34 and transmits the security message 3 to the switch 2 who is the next member. The soft 2 reads the "2" of the switch direction field 33 the security message 3 , Since the "changeover position" is entered, the switch becomes 2 switched and locked in the changeover position, gives "changeover position" in the switch direction field 34 and transmits the security message 3 to the train B, which is the next member. Because the state of the switch 1 and the switch 2 in the direction switch state field 34 is the "changeover position" transmits thereafter if the train D the security message 3 train safety equipment of the train D Travel release information for "exit 0 m to 260 m, connecting track 0 m to 40 m and entrance 270 m to 430 m" (a route from the entrance to the exit track to the train C) to the cab of the train D etc. After entering the information, the train D transmits the security message 3 to the switch 1 which represents the next member. This allows the train D to approach the stopped train C.

Furthermore, the train safety device contains 10 , as in 11 1, a train detection unit 11, a train safety logic unit 12, a train communication unit 13, and a train input and output unit 14. The train safety device 10 has a function to generate a security message 3 an addition request notification message, route enable information for a route, and trip release cancellation information for a route based on a security notification 3 and an addition request message transmitted from another train security device or a turnout security device, and based on route request information and request deletion information input from a travel management unit 15, for transmitting the security notification 3 and the add request message to another train safety device or a switch safety device, and to output the travel enable information for a route and the travel enable cancellation information for a route to a train control unit 16.

The travel management unit 15 has a function for generating route request information requesting a travel enable for a route according to the train schedule information stored in advance, or for generating route request cancellation information that clears the request and outputting the generated information. Examples of the travel management unit 15 include a schedule storage device in which train schedule information is stored, a device that obtains schedule information for the train from a central traffic control system that manages the travel of trains, a command device, etc., and a device that is capable To perform input and output of information from a driver.

The train control unit 16 has the function of controlling the travel of the train such that the train does not travel past an arrival point of a released route, on the Based on the trip release information for a route or the trip release cancellation information for a route provided by the train safety device 10 is entered. In addition, the train control unit 16 also has the function of detecting a stoppage of the train and breakdown information in the safety device 10 enter. Examples of the train control unit 16 include a device that generates a braking pattern that does not extend beyond an arrival point of a released route and automatically causes braking when the train speed exceeds the braking pattern, a device that automatically controls the train speed until an arrival point of a Shared route is achieved, a device that is able to perform the input and output of information with a driver, and a device that monitors a device that controls the train.

The route request information output from the travel management unit 15 is information included in the train safety device 10 should be entered when a trip is requested for a route that is not provided with a trip release, and contain the identification information of the route. The route request cancellation information is information included in the train safety device 10 are to be generated or are to be generated when route request information is to be disabled via a route whose requested trip release becomes unnecessary due to a change in the schedule of the train, or when train amount information is input from the train control unit 16 and thus a need exists for a requested trip release delete and limit an occupied area to an area where the train is on the track when the train is stopped. The route request cancellation information includes the identification information of the route.

In addition, the trip release information for a route provided by the train safety device 10 entered into the train control unit 16, information to be output from the train safety device 10 to the train control unit 16 when the train safety device 10 has ensured the security of entry into a route, ie, when the train has secured an occupied area of the track contained in the route, and if it has been confirmed that a turnout is on the route in the one instructed by the train Direction is open. The trip enable information for a route includes the identification information of the route. The trip enable cancellation information for a route is information that includes the trip enable information for the route provided by the train safety device 10 has been issued to the train control unit 16, invalidate, and contain the identification information of the route. The train detection unit 11 of the train safety device 10 has the function of detecting location information of the first and last car of the train and outputting the detected location information to the train safety logic unit 12.

Hereinafter, the processing content of the train detection unit 11 according to the present embodiment will be described. As 11 1, the train detection unit 11 is constructed of a location information generation device 111, a balise communication device 112, a wheel rotation detection device 113, and a database 114.

The database 114 is a storage unit in the train detection unit 11 that detects a location of the train and outputs information about the location. The database 114 stores at least location information acquired by the balise communication device 112 from all of the balises 115 on a train on which the train is traveling and the wheel diameter of wheels detected by the wheels 116 by the wheel rotation detector 113.

The means 112 for communicating with the balises 115 receives identification information from a balise 115 when a device to which the device 112 for communication with the balises 115 is attached passes the balise 115, and outputs the received balise identification information to the location information generation device 111 out.

The wheel rotation detecting means 113 detects the number of revolutions of the wheels 116, and outputs rotation number information, which is the result of the detection, to the location information generation means 111.

The location information generation unit 111 first extracts the location information of a balise stored in the database 114 using the balise identification information inputted from the balise communication unit 112. Moreover, a distance from the time when the train has passed the balise and the current traveling speed are calculated based on a detection result input from the wheel rotation detecting means 113 and the wheel diameter stored in the database 114. Furthermore, the distance is used using distances between the location of the device to which the device 112 for communication with balises is mounted. and the first and last cars of the train measured in advance are corrected, and the distances of the first and last cars of the train are calculated.

The location information generation device 111 corrects the travel distances of the first and last cars of the train from the location of the balise 115 which the train has passed, and outputs the corrected routes to the train safety logic unit 12 as the location information of the first and last cars of the train the vehicle speed is output to the travel input and output unit 14.

It should be noted that the location information of the first and last wagons of the train may be generated by methods other than those described above, for example, a method of detecting the absolute location of a train using the Global Positioning System (GPS) Method in which the location of a train is detected using a location detection mark. In the case of using GPS, further cost reduction is possible, and in case of using a location detection mark, more accurate location detection is possible.

Hereinafter, the train safety logic unit 12 is used using 11 described. The train safety logic unit 12 has the function of route enable information for a route, route release notice information, track addition notification, and busy area information of a track based on route request information and route request cancellation information input from the train input and output unit 14, an add request message, and a safety message 3 generated by the train communication unit 13, and location information of the first and last cars of the train inputted from the train detection unit 11, and the security message 3 and a function of outputting the generated trip enable information for a route and trip enable cancellation information for a route for the input and output unit 14, and the generated add request message and the safety message 3 to output to the train communication unit 13.

The processing content of the train safety logic unit 12 according to the present embodiment will be described below. As in 11 2, the train security logic unit 12 is constructed of a request processor 121, a security message updater 122, and a database 123. The database 123, which is a storage unit in the train security logic unit 12, stores at least route information, railroad track information indicating the track alignment, the locations of stations, the locations of switches in the tracks, the lengths of the tracks and the track containing areas, and information about a train stop path with respect to a speed at the start of braking. The route information is information that includes information about a track included in a route on which the train travels, the identification information of points included in the route, the directions of the points to open the route, and the locations of points that the train passes through, contain.

12 is a processing flow of the request handler 121. In S1301, the request handler 121 starts a process when route request information or route request deletion information has been inputted from the hand-in and-out unit 14, and proceeds to S1302. In S1302, the request handler 121 checks if route request information has been input. When route request information has been input (YES in S1302), the processing proceeds to S1303. If no route request information has been input (NO in S1302), the processing proceeds to S1306. In S1303, the request handler 121 extracts, using the requested route identification information included in the route request information, information about a track included in the route, the information of points included in the route, the directions of the route opening route, and the locations the switches which the train passes from the route information stored in the database 123 and generates request information and stores the request information in the storage unit and proceeds to S1304. In S1304, the request handler 121, using information about a track included in the generated request information, extracts an area to which the track belongs from the railroad track information in the database 123. If the train is not a member of a security message 3 that manages the area (YES in S1304), the processing proceeds to S1305. If the train is a member (YES in S1304), the processing proceeds to S1306. In S1305, the request handler 121 outputs an add request message including the area identification information and the train's identification information to the train communication unit 13, and proceeds to step S1306. In S1306, the request handler 121 checks if route request cancellation information has been input. If If route request cancellation information has been input (YES in S1306), the processing proceeds to S1307. If no route request cancellation information has been input (NO in S1306), the processing proceeds to S1308. In S1307, the request handler 121 extracts information about a route included track and the identification information of route included points from the route information stored in the database 123 using the deleted route identification information included in the route request cancellation information, and generates cancellation information and stores the deletion information in the storage unit and proceeds to S1308.

Hereinafter, an embodiment of the security notification updating means 122 will be described. The security message updating means 122 sequentially processes a first step shown below, up to a third step, when a security message from the train communication unit 13 is received 3 is entered.

A processing sequence of the first step is in 13 shown. In S1402, the security message updating means 122 has request information stored therein, and if there is a requested route whose trip enabling information was also partially not issued (YES in S1402), the security message updating means 122 proceeds to S1403 or otherwise (NO in S1402) goes to S1410 further. In S1403, the security message updating means 122 checks the busy area field 32 the security message 3 to check whether a train occupying right is secured for an area of a track on the route stored in the request information where no occupied area is secured by other trains, the area of a track being part of a section of the track whose ride release information not spent. If the occupying right is ensured (YES in S1403), the processing proceeds to S1404. If no occupation right is ensured (NO in S1403), the processing proceeds to S1410. In S1404, the security message updating means 122 ensures a busy area for the train for the area of a track on the route stored in the request information, where no occupied area for other trains is ensured, the area of a track being part of a portion of the track whose ride release information were not issued, and gives the occupied area of the track to be secured in the busy area field 32 along with the train's identification number and proceed to S1405. In S1405, the security message updating means 122 checks if switches are present in the seized occupied area of the track. If switches are present (YES in S1405), the security message updating means 122 proceeds to S1406. If there are no switches (NO in S1405), the security message updating means 122 proceeds to S1407. In S1406, based on the identification information of the switches in the track included in the route stored in the request information and the direction for opening the route, the security message updating means 122 indicates the direction for opening the route in the switch direction field 33 and continue to S1408. In S1407, the security-message updating device 122 outputs drive-release information for the track whose occupied area has been secured to the entry-and-exit unit 14, and proceeds to S1410. In S1408, the security message updating means 122 checks the states of the points according to the order of the points that the train passes, among the points on the track whose occupied area has been secured. If the switches are aligned in a direction that the requested route is open (YES in S1408), the processing proceeds to S1407. If the turnouts are not oriented in this direction (NO in S1408), the processing proceeds to S1409. In S1409, the security message updating means 122 outputs an area up to immediately before the first of the turnouts not aligned in the direction to open the requested route when the security notification updating means 122 for the switches provided in the track whose occupied area has been secured, the states the turnouts according to the order of the turnouts which the train passes check to the travel input and output unit 14 as travel enable information for the route, and proceeds to S1410. Subsequently, the processing proceeds to the second step.

A processing sequence of the second step is in 14 shown. In S1502, the security message updating means 122 identifies an area on the track included in the route, which the train has traveled, based on location information of the last car of the train inputted from the train detection unit 11. An area obtained by removing the area traversed by the train from the track included in the route, together with the train's identification number, becomes a busy area for the train's identification number in the busy area field 32 and continue to S1503. In S1503, when a switch is in a track which the train has passed through, the track being a part of the track whose occupied area has been secured (YES in S1503) the security message updater 122 proceeds to S1504. If no switch is present (NO in S1503), the security message updating means 122 proceeds to S1505. In S1504, the security message updating device 122 deletes a direction command that enters a switch direction command field 33 for the turnout present in a track which the train has passed through, which track is part of the track whose occupied area has been secured, and proceeds to S1505. If in S1505 the request handler 121 has deletion information stored therein (YES in S1505), the security notification updater 122 proceeds to S1506. If the request handler 121 has no deletion information stored therein (NO in S1505), the security notification updating means 122 proceeds to S1510. If S1506 is prior to issuing travel release information for the route to the train input and output unit 14 (YES in S1506), the safety message updating means 122 proceeds to S1507. If it is after outputting trip information for the route to the input and output unit 14 (NO in S1506), the security message updating means 122 proceeds to S1508. In S1507, the security message updating means 122 assembles an area obtained by removing an occupied area from a track in a route to be deleted stored in the cancellation information from the occupied area of the track already secured by the train with the train's identification number as an occupied area for the train's identification number in the busy area field 32 one. Furthermore, a direction command is placed in a switch direction field 34 is entered for a turnout included in the track in a route to be deleted which is stored in the cancellation information, cleared, and the processing proceeds to S1510. In S1508, the security message updating means 122 determines whether the train can safely stop before an entry point of the route to be deleted. If the train can safely stop (YES in S1508), the security message updating means 122 proceeds to S1509. If the train can not stop (NO in S1508), the security message updating means 122 proceeds to S1510. In S1509, the security notification updating means 122 assembles an area obtained by removing an occupied area from a track in a route to be deleted stored in the cancellation information from the occupied area of the track already secured by the train with the train's identification number as an occupied area for the train's identification number in the busy area field 32 one. Furthermore, a direction command is placed in a switch direction field 34 is entered for a turnout included in the track in a route to be deleted which is stored in the cancellation information. Moreover, the identification information in the deleted route is outputted to the input / output unit 14 as the route permission clearing information for the route, and the processing proceeds to S1510. Subsequently, the processing proceeds to the third step.

It should be noted that the determination as to whether the train can safely stop before the entry point of the route, for example, by repeatedly acquiring location information of the first car of the train from the train detection unit 11, calculating a current speed from a location change and comparing a distance from a current one Location to the entry point of the route with the stopping distance from the current speed based on information about a train stop path with respect to a brake start speed, which are stored in advance in the database 123, the current speed and the location information of the first car of the train can take place. Of course, it is possible to adopt a mechanism in which the train control unit 16 performs the above-described determination, and only when the train can safely stop before the entry point of the route, the train input and output unit 14 is allowed to input route cancellation information. In this case, it becomes unnecessary to store information about a train stopping distance with respect to a brake starting speed in the database 123 in the train safety logic unit 12.

A processing sequence of the third step is in 15 shown. If, in S1703, none of the request information and deletion information stored in the request handler 121 is a management target of the security notification 3 is (YES in S1703), the security message updating means 122 proceeds to S1704. If any one of them is a management destination (NO in S1703), the security message updating means 122 proceeds to S1705. In S1704, it is determined that the train has left the area, and thus the security message updating means 122 deletes the identification information of the train from the member list 35 the security message 3 and moves the information next to the deleted ones in the members list 35 to the left and continue to S1705. If an addition request message has been inputted from the train communication unit 13 in S1705 (YES in S1705), the security message updating means 122 goes to S1706 further. If no addition request message has been input (NO in S1705), the security notification updating means 122 proceeds to S1708. In S1706, the security message updating means 122 checks the identification information of an area included in the addition request message and the identification information of one of the security message 3 managed area. When the identification information of an area containing the identification information included in the addition request message is one of the security notification 3 managed area and list of members 35 if there is no identification information of a train containing the request source included in the addition request message (YES in S1706), the processing proceeds to S1707 or otherwise (NO in S1706) proceeds to S1708. In S1707, the security message updating means 122 adds the identification information of the train to the last position in the member list 35 and continue to S1708. In S1708, the security message updating means 122 outputs the security notification to the train communication unit 13 and proceeds to S1702. In S1702 overrides based on the members list 35 the security message 3 the security message updating means 122 sets the transmission destination in the communication control field 31 the security message 3 with identification information entered in the field next to the train's identification information and overwrites the transmission source with the train's identification information. It should be noted that if the train is the last in the list of members 35 is, number 1 in the member list serves as the next field. Then the processing continues to S1709. It noted that if the train is the only one in the membership list 35 registered member, the processing returns to S1401 and the security message 3 is kept updated in the security message updating means 122 until an adding request message is input from another train security device.

Subsequently, the train communication unit 13 using 11 described. The train communication unit 13 includes a train communication device 131 and a database 132, which is a storage unit. The train communication device 131 has the function of providing a safety message 3 and receive an add request message transmitted from another train safety device or a switch safety device, and the function, a safety message 3 and to transmit an addition request message input from the train security logic unit 12 to another train security device or a turnout security device. The database 132 in the train communication unit 13 stores information components for each area. The information components are information containing elements of identification information of trains possibly traveling in the area and elements of identification information of points existing in the area. Hereinafter, the processing content of the train communication device 131 will be described. In the present embodiment, the communication between safety devices of trains or switches utilizes wireless communication. If a security message intended for the train 3 is transmitted wirelessly from another train safety device or point safety device, the train communication device 131 receives the safety message 3 and gives the security message 3 to the train safety logic unit 12. Further, if there is a safety message 3 is input from the train safety logic unit 12, the safety message 3 to the one in the transmission destination in the communication control field 31 the security message 3 is registered. Further, when an add request message is wirelessly transmitted from another train safety device, the add request message is received and output to the train safety logic unit 12. Moreover, when an add request message is input from the train security logic unit 12, the train communication device 131 wirelessly transmits the add request message wirelessly to train safety devices of trains possibly traveling in a corresponding area and switch safety devices of existing ones in the area based on all the information components in the database 132 soft.

As 11 1, the input / output unit 14 has the function of outputting route request information or route request cancellation information input from the travel management unit 15 to the train security logic unit 12, the function, route enable information for a route, or trip release cancellation information for a route input from the train safety logic unit 12 be outputting to the train control unit 16 and the function of outputting breakdown information and a vehicle speed inputted from the train detection unit 11 to the travel management unit 15.

The processing content of the input / output unit 14 according to the present embodiment will be described. If by the travel management unit 15 When the route request information is inputted, the route identification information is output to the train safety logic unit 12 as route request information. When route request cancellation information is input from the travel management unit 15, the route identification information as route request cancellation information is output to the train security logic unit 12. Moreover, when travel enable information for a route is inputted from the train safety logic unit 12, the identification information of the route is output to the train control unit 16 as drive release information. When trip enable cancellation information for a route is inputted from the train security logic unit 12, the route identification information is output to the train control unit 16 as drive release cancellation information.

It should be noted that when a train driver inputs information to the travel input and output unit 14, a keyboard, a mouse, and switches are used, and when information is stored from, for example, a storage device storing schedule information and a device Timetable information for the train from a central traffic control system, a command device, etc., to which input and output unit 14 is inputted, an information transmission device capable of carrying out information transmission with these devices, etc. is used. When information is outputted from the input / output unit 14 to the driver, a display and lights are used, and when information is output from the input / output unit 14 to a device that controls a train brake and speed, etc., becomes an information transmission device capable of carrying out information transmission with the devices, etc. is used.

Hereinafter, an embodiment of the switch safety device 20 under the use of 11 described. The turnout safety device 20 includes a switch safety logic unit 21, a switch communication unit 23 and a switch control unit 22, and has the function of providing a safety notification 3 based on a safety message 3 or an add request message issued by another train safety device or a switch safety device based on a monitor result of the state of the switch controlled by the device 2 is transmitted, the security message 3 to transfer to another train safety device or a turnout safety device and the switch 2 in an in the direction switch command box of the security message 3 to control the direction shown.

The switch communication unit 23 has the function of providing a security message 3 or to receive an add request message from another train safety device or a switch safety device and the safety message 3 or to issue an add request message to the switch safety logic unit 21, and the function, a safety message input from the switch safety logic unit 21 3 to another train safety device or a turnout safety device.

Hereinafter, the processing content of the switch communication unit 23 will be described. In the present embodiment, communication between security devices utilizes wireless communication. If a security message intended for the train 3 is wirelessly transmitted from a train safety device or other switch safety device, the switch communication unit 23 receives the safety message 3 and gives the security message 3 to the switch safety logic unit 21. Further, if there is a safety message 3 is input from the switch safety logic unit 21, the safety message 3 to the one in the transmission destination in the communication control field of the security message 3 is registered. Further, when an add request message is wirelessly transmitted from a train safety device, the switch communication unit 23 receives the add request message and outputs the add request message to the switch safety logic unit 21.

Now the switch control unit 22 will be described. The turnout control unit 22 has a function of controlling the direction of the turnout based on the turn direction command information inputted from the turnout safety logic unit 21 and the function of monitoring the state of the turnout to generate turn direction state information and outputting the turn direction state information to the turnout safety logic unit 21 ,

The processing content of the switch control unit 22 according to the present embodiment will be described. When soft-direction command information is inputted from the switch-safety logic unit 21, when the direction indicated by the switch-direction command information is the normal position or the shift-over position, it becomes the switch 2 controlled and locked in this direction. In addition, the condition of the switch 2 monitored to check if the state of the switch 2 is the normal position, the changeover position or the neither-nor-position. When the condition is the normal position and the switch 2 Switching state information is output to the switch safety logic unit 21 indicating the normal position. If the condition is the changeover position and the switch 2 Switching state information is output to the switch safety logic unit 21 indicating the switch position. When the state is different from the above, switch direction state information is output to the switch safety logic unit 21 indicating the neither-nor position.

Further, the turnout safety logic unit 21 has the function of providing turnout instruction information based on a turnout instruction command field for the turnout based on an addition request message or a safety notification 3 from the switch communication unit 23 to output the switch direction command information to the switch control unit 22. Moreover, the turnout safety logic unit 21 has the function of the soft-switch state field of the safety notification 3 on the basis of switch direction state information from the switch control unit 22 and the safety message 3 to output to the switch communication unit 23. The switch direction state information is information indicating the direction state of the switch. As indicated above, the switch direction states include three states: normal position, shift position, and neither-nor-position. The switch direction command information is information that gives the switch a direction command. There are two switch direction commands: normal position and changeover position.

The processing content of the switch safety logic unit 21 according to the present embodiment will be described below. As in 11 The turnout updating means 211 and a database 212 are shown in the turnout safety updating unit 211 and a database 212. The database 212, which is a storage unit in the turnout safety logic unit 21, stores the identification information of a turnout to be controlled. As an embodiment of a process to be performed, when a security message 3 is inputted from the switch communication unit 23 into the security message updating means 211, a first and second step shown below are successively described.

A processing sequence of the first step is in 16 shown. In S1802, the security message updating means 211 stores in the database 212 information indicating whether or not the content of the turnout direction state information of the turnout inputted from the turnout control unit 22 is the normal position, the changeover position or the neither-nor position. Further, based on the identification information of the switch stored in the database 212, the security message updating means 211 stores in the database 212 a switch point direction command field in the security message 3 indicated direction and proceeds to S1803. In S1803, if a normal position command enters the divert direction command field for the diverter in the security message 3 is entered (YES in S1803), the security message updating means 211 proceeds to S1804 or otherwise proceeds to S1805. In S1804, the security message updating means 211 outputs switch direction command information indicating the normal position to the switch control unit 22 and proceeds to S1807. In S1805, if a shift position command enters the switch direction soft switch field in the safety message 3 is entered (YES in S1805), the security message updating means 211 proceeds to S1806 or otherwise proceeds to S1807. In S1806, the safety message updating means 211 outputs switch direction command information indicating the changeover position to the switch control unit 22 and proceeds to S1807. In S1807, the security message updating means 211 stores in the database 212 information indicating whether the content of the switch direction state information information inputted from the switch control unit 22 is the normal position, the shift position, or neither-nor-position, and proceeds to S1808 , In S1808, when the content of the directional state information of the switch input from the switch control unit is the normal position (YES in S1808), the safety message updating means 211 proceeds to S1810 or otherwise (NO in S1808) proceeds to S1809. In S1809, when the content of the directional state information of the turnout inputted from the turnout control unit is the changeover position (YES in S1809), the security notice updating means 211 proceeds to S1811 or otherwise (NO in S1809) proceeds to S1812. In S1810, the security message updating means 211 outputs "normal position" to its soft-switch state field Security Notice and proceed to S1813. In S1811, the security message updating means 211 inputs "changeover position" to its soft-signal state field of the security notification and proceeds to S1813. In S1812, the security message updating means 211 enters "neither-nor-position" in its soft-switch state field of the security notification and proceeds to S1813. In S1813, the security message updating means 211 proceeds to the second step.

A processing sequence of the second step is in 17 shown. If an addition request message has been input from the switch communication unit 23 in S1903 (YES in S1903), the security message updating means 211 proceeds to S1904. If no add request message has been input, the security message updating means 211 proceeds to S1906. In S1904, the security message updating means 211 checks the identification information of an area included in the addition request message and the identification information of one of the security notification 3 managed area. When the identification information of an area containing the identification information included in the addition request message is one of the security notification 3 managed area, and the membership list does not include identification information of a train containing the request source included in the addition request message (YES in S1904), the processing proceeds to S1905. If the membership list includes the identification information of a train (NO in S1904), the processing proceeds to S1906. In S1905, the security message updating means 211 adds the identification information of the train to the last position in the member list and proceeds to S1906. In S1906, the security message updating means 211 gives the security message 3 to the train communication unit 23 and proceeds to S1902. In S1902, the security message overrides based on the members list 3 the security message updating means 211 sets the transmission destination in the communication control field of the security message 3 with identification information entered in the field next to the diverter identification information, and overwrites the transmission source with the diverter identification information. It should be noted that if the turnout is the last in the membership list, then number 1 in the member list serves as the next field. It should be noted that if the switch is the only member, then the processing is again to step 1 returns and the safety message 3 is kept updated in the security message updating means 211 until an add request message is inputted from a train safety device.

As described above, in the signaling security system according to the present implementation example, a security notification is made 3 including deployed areas of tracks, directional commands given to switches, and directional states of turnouts, deployed safety devices installed in trains, and built-in safety devices in turnouts which are built-in devices along a railway track. Thus, there is no need for interlocking devices, wiring lines from the devices to devices installed along a railway line such as switches, etc., or such interlocking devices and wiring lines can be simplified. Accordingly, design cost and manufacturing cost can be reduced. Furthermore, a train can check the occupied areas of tracks whose occupation rights are owned by other trains, and the direction states of points, by issuing a security message 3 and can assert an occupancy right for a track whose occupancy rights are not owned by other trains, and issue a Direction Command to a turnout by issuing the Safety Notice 3 updated. Thus, it is possible to obtain certainty that on a track whose occupied area is secured by a train, there is no other train and there is no other train trying to enter, and thus the signaling security system of the present implementation example can be exclusive in control of trains. A turnout can control their direction by sending a safety message 3 receives, and can transmit their state by sending the security message 3 updated. As a result, the signaling security system according to the present implementation example allow the safe driving of trains.

Further, when a particular train has stopped and stopped at any point on a railway line, an on-board device of the train that has stopped and stopped restricts by maintaining the busy area information for each train being managed by a security message , by represents a relative location with respect to a reference point, an occupied area for the train to a range from the train's forward end position to the train's rearward end position, and an onboard emergency rescue equipment extends an occupied range for the rescue train to the forward end position the left train or the rear end position of the left train and controls the rescue train using this point as a stopping point. This can allow the emergency train to approach the forward end position of the stopped train or the rear end position of the stopped train safely while preventing collisions or derailment of the trains.

Although, in the present implementation example, the occupied area for each train is represented by a relative location with respect to a reference point, the occupied area may of course also be represented by an absolute location such as latitude and longitude. This will be the description of the busy area field 32 the security message 3 also represented by an absolute location such as latitude and longitude etc. ( 18 ).

In the present implementation example, the train communication device 131 and the switch communication unit 23 use wireless communication for communication with other train safety devices or switch safety devices. When communicating a security message 3 communication is by a method that allows the verification of the secure transmission of messages to a recipient so as to avoid the interception or disruption of communication or the falsification, copying or loss of data. For example, the coding and decoding of the communication, the addition of serial numbers, the addition of time information, the checking of the communication time, a preliminary check and verification of the transmission and the reception sources, the answering of data, the verification of data correctness by error detection codes on data, etc. are performed , It should be noted that instead of the above-described wireless communication, satellite communication may be used by using an artificial satellite, telephone line communication using a mobile phone, or the like. In this case, communication is possible over a longer distance than in wireless communication, and thus a larger area can be set, which can be set by a security message 3 is managed.

In the present implementation example, when a turnout is included in a travel route serving as a occupied area, the entire detection area of the turnout is input to a safety notification; however, for example, only one driving range, i. only part of the coverage area can be entered. In this case, an on-board device of a train has data about the detection range of each switch or is supplied with such data by another device, and if the occupied area for another train includes part of the detection range of a switch, the on-board device extends the occupied area of the train within an area in which the occupied area does not overlap the detection area of the switch.

In the present implementation example, a occupied area including an area where the train is on a track is input to a security message; however, for example, a front end position of the train may serve as an end of the occupied area. In this case, an on-board device of a train has data about the train length of each train or is supplied with such data by another device and extends the occupied area of the train within a range in which the occupied area does not overlap a region that is created by adding an area, in which another train is present on a track and that corresponds to the train length of that other train, to the occupied area of that other train.

Although in the present implementation example, busy area information for each train, turnout direction information information, and state information of the switches are managed by a security message, they may also be managed by a plurality of security messages, provided that the elements of the content to be managed do not overlap each other.

Although in the present implementation example a region contains points, an area without points can be defined. In this case, the configuration is such that a security message is only transmitted and received by trains.

It should be noted that such a signaling security system can be applied not only to railway trains but also to automobiles traveling on a predetermined route. For example, on a highway a safety message 3 distributed among vehicles to ensure safety. Alternatively, for example, in an amusement park, a park, etc., a security message is broadcast among automobiles traveling a predetermined distance or course to ensure safety. Further, in terms of safety, a function of interposition and activation of an emergency stop such as the application of the brakes by a driver or an operator may be provided.

LIST OF REFERENCE NUMBERS

1

train

2

switch

3

safety Notice

10

Zugsicherheitsvorrichtung

20

Soft security device

31

Communication control field

32

Busy area field

33

Course for the command field

34

Course for the state field

35

Member List

36

Area identification field

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2006232106 A [0003]

Claims (8)

A signaling security system, wherein a plurality of trains present on a roadway transmits and receives a message storing busy area information, and when a train receives a message destined for the train, the train updates the busy area information, stores the updated busy area information in the message, and stores Communication to another train, whereby the information stored in the message is shared among the plurality of trains, wherein the train has a location detecting device that acquires information about a location of the train as an absolute location or a relative location with respect to a predetermined reference point, and from the acquired location information of the train occupied area information as absolute location area information or relative information Local area generated based on the predetermined reference point, and when the train updated the busy area information for the train in the message, the train updated the busy area information for the train within a range in which the busy area information for the train the occupied area of another train not overlap. Signaling security system after Claim 1 wherein the train updates the busy area information for the train in the message when the train is stopped due to a breakdown of the train, the train updating the busy area information for the train to a range from a front end position of the train to a rear end position of the train. Signaling security system after Claim 1 or 2 comprising a switch and a point control device which controls the switch, the message including switch instruction information for issuing an instruction for an opening direction of the switch, and the switch controller transmitting and receiving the message as well, and wherein the train receives the message intended for the train when the train updates the busy area information for the train in the message, if a busy area of the train includes the switch, the train in the switch command information stores a command to change the switch in one direction to open the train's route and transmitting the message to another train or the switch control device, and when the switch control device receives the message intended for the switch control device, when the switch command information in the message commands the switchover of the switch control device switch, the switch control device switches the switch according to the changeover command and transmits the message to any one of the trains or another switch control device. Signaling security system after Claim 3 wherein the notification includes switch state information indicating an opening direction of the switch, and when the switch controller receives the message intended for the switch controller, the switch controller in the switch state information in the message obtains an opening direction of the switch immediately before the transmission of the message is, stores, and then, when the train receives the message intended for the train, when the occupied area of the train includes the switch, the train checks the switch condition information in the message and then, if the switch is not in a direction to open the route The train does not allow the train to enter an area that carries the risk of derailment when changing over the turnout. Signaling security system after Claim 1 or 2 wherein the message has membership list information including an order in which the trains transmit and receive the message, destinations belonging to the sequence, and when a train receives the received message destined for a train, the train retrieves the member list information for a transmission destination which receives the message next, and transmits the message to the searched transmission destination. Signaling security system after Claim 3 or 4 wherein the message has membership list information including an order in which the trains and the switch control device transmit and receive the message and destinations associated with the sequence, and when a train transmits the received message destined for the train, the train Searching member list information for a transmission destination that receives the message next, and transmits the message to the searched transmission destination, and when the point control device transmits the received message intended for the point control device, the point control device searches the membership list information for a transmission destination using the message as next and transmits the message to the searched transmission destination. A train comprising: a travel management unit that stores train schedule information and generates, based on the schedule information, route request information requesting entry permission to a route of the train; a train security unit that generates a message, determines trip enable or no trip enable for the train based on the message, and is able to transmit the message to another train or device installed along a railway line; and a travel control unit that controls the travel of the train, wherein the message is transmitted and received among trains or along a railway built-in devices present in a predetermined section and in a section adjacent to the predetermined section, and busy area information of a track in the section and membership list information in which elements of identification information of the trains or the railway-installed devices under which the message is distributed are represented in an order of dissemination, and the train security unit indicates a travel release or non-trip release for the train on the basis the route request information from the travel management unit and a message received from another train or device installed along the railway line determines the updated message to another Train or a device installed along the railway line and outputs a result of the determination to the train control unit. train to Claim 7 wherein the train updates the busy area information for the train in the message when the train is stopped due to a breakdown of the train, the train updating the busy area information for the train to a range from a front end position of the train to a rear end position of the train.

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