JP2007161253A - Train traffic control method and train traffic control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train traffic control method and a train traffic control system capable of structuring a communication mechanism for easily communicating traffic control information at low costs in regard to a traffic system for medium quantity transportation. <P>SOLUTION: The traffic system for medium quantity transportation is provided with a loading control device 20 having a communication terminal 24 connected to a cellular phone, and a traffic control device 30 having an information processing section 31 capable of communicating with the communication terminal 24. The communication terminal 24 transmits existence line positional information, train discriminating information, occupant discriminating information and train failure information about a train C to the information processing section 31, and on the other hand, the communication terminal 24 receives progress permitting information and intra-station information from the information processing section 31. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a train operation management method and a train operation management system. More specifically, for example, the present invention relates to a train operation management method and a train operation management system suitable for vehicle operation management of a medium-duty transportation system such as a light railway and a guide rail railway.

  Conventionally, in railroads, in order to detect the presence of a train or vehicle at which position on the track, a track circuit is installed over the entire track, and the position information obtained by this is obtained at each station. The location information is transmitted to the central command room via the network, and the operation of each train is managed in the central command room.

  Conventionally, transmission of operation management information including such on-line position information is mainly performed via a wired line, and thus there is a problem that a large amount of cost is required for installation and maintenance of communication facilities. For this reason, when a new light railway such as a tram is relatively constructed (for example, 10 to 30 kilometers) and the distance between stations is short (for example, about 1 kilometer), it is usually used. If a communication system or signal system similar to that of a large-scale railway is used, there is an inconvenience that the installation cost and the maintenance cost of the communication equipment / signal equipment in the entire railway construction cost become enormous.

  Therefore, it can be said that it is advantageous in terms of cost to use a wireless line as a communication system for various information. Hereinafter, an information communication system or a signal system using a conventionally proposed wireless line will be described.

  FIG. 4 shows a position detection system for a maintenance vehicle described in Patent Document 1. In this position detection system A ′, ID tags 101 storing position information are installed at the start point and end point of the work section of the track 102, and the reading device 104 is used when the maintenance vehicle 103 that runs in isolation performs track work. Thus, the information of the ID tag 101 is read, and the information is analyzed and transmitted to the train command room 106 via the wireless communication device 105. The train command room 106 automatically switches a traffic light, a branching device, or the like according to position information from the maintenance vehicle 103.

  FIG. 5 shows a work vehicle control system described in Patent Document 2. In this work vehicle control system A ″, a position information transmitter 112 that wirelessly transmits position information is disposed on the track 111, and the work processing device 113 that travels on the track 111 performs track work. 114 reads the position information from the position information transmitter 112. This position information is set by the handy terminal 115 and collated with the work range permitted by the ground interlocking device 116. It is assumed that the on-board processing device 114 gives an instruction such as applying emergency braking.

  In this way, it is also possible to construct a communication network that communicates on-line position information and other operation management information between the ground facility and the on-board equipment as a wireless line.

However, in this case, a special line called train radio is used, and it is necessary to perform a procedure for opening the station and obtain a license. .
Japanese Patent Laid-Open No. 10-315972 JP 2000-21115 A

  The present invention has been made in view of the problems of the prior art, and train operation management that can ensure safe operation of a train easily and inexpensively, particularly in a medium-duty transportation traffic system such as a light railway and a guide rail type railway. Mainly to provide a method and a train operation management system, and also to provide a train operation management method and a train operation management system capable of constructing a communication mechanism for communicating operation management information inexpensively and easily. Yes.

  The train operation management method according to the present invention is a train operation management in which a station section where a train exists is a closed section in a traffic system for medium-duty transportation such as a light railway and a guide rail type railway using a communication line composed of a mobile phone line. A method comprising: an in-vehicle control device having a communication terminal; and an operation management device having an information processing unit communicable with the communication terminal, wherein the train location information, train identification information, and crew identification from the communication terminal While the information and train failure information are transmitted to the information processing unit, the communication terminal receives progress permission information and inward station information from the information processing unit.

  In the train operation management method of the present invention, even if the station section of the inner station is a closed section, when the train passes the station departure detection position at this station, the train is emergency-stopped. preferable. In that case, it is more preferable to return the emergency stopped train to this station.

  In the train operation management method of the present invention, when the connection of the communication line between the communication terminal and the information processing unit is not established by the connection process over a predetermined time, the train on which the in-vehicle control device is mounted is It is preferable to stop.

  Furthermore, in the train operation management method of the present invention, it is preferable that a train that has been subjected to an emergency stop between stations is run at a low speed and moved to an inward station.

  The train operation management system of the present invention is a train operation in a medium-duty transportation traffic system such as a light railway and a guide rail type railway using a communication line composed of a mobile phone line, where a station section where a train exists is a closed section. A management system comprising an in-vehicle control device having a communication terminal, and an operation management device having an information processing unit capable of communicating with the communication terminal, and the train location information, train identification information, and crew members from the communication terminal While the identification information and the train failure information are transmitted to the information processing unit, the communication terminal receives progress permission information and inward station information from the information processing unit.

  In the train operation management system of the present invention, it is preferable that the station information and the installation position information are transmitted to the vehicle-mounted control device by the ground unit.

  Further, in the train operation management system of the present invention, when the train or vehicle passes through the station section boundary position even though the inner station section is a closed section, the train or vehicle is emergency stopped. It is preferable that it is comprised.

  Furthermore, in the train operation management system of the present invention, when the connection of the communication line between the communication terminal and the information processing unit is not established by the connection process over a predetermined time, an in-vehicle control device having the communication terminal is mounted. It is preferable that the train or the vehicle is configured to make an emergency stop.

  Furthermore, in the train operation management system of the present invention, it is preferable that the ground element is a non-powered ground element.

  Furthermore, in the train operation management system of the present invention, it is preferable that the operation management device displays the position of each train or vehicle and the block status of the station section.

  Therefore, the train operation management system of the present invention is provided in a medium-volume transportation system such as a light railway and a guide rail railway.

  According to the present invention, since the communication line is a mobile phone line, an excellent effect that a train operation management system can be constructed inexpensively and easily is obtained.

  Moreover, according to the preferable form of this invention, when the connection of the communication line of a vehicle-mounted control apparatus and an operation management apparatus is not established by the connection process over predetermined time, the train or vehicle by which the said vehicle-mounted control apparatus is mounted. Therefore, an excellent effect of avoiding a situation such as a collision due to inability to communicate can be obtained.

  Hereinafter, although the present invention is explained based on an embodiment, referring to an accompanying drawing, the present invention is not limited only to this embodiment.

  FIG. 1 shows a schematic configuration of a train operation management system applied to a train operation management method according to an embodiment of the present invention. This train operation management system (hereinafter simply referred to as a management system) A is used for a large number of railways such as light rail transit (LRT) and automated guideway transit (AGT) and a small number of buses. It is a system for managing the operation of each train so that collisions and other accidents do not occur in trains and vehicles (hereinafter simply referred to as trains) running on a medium-volume transport system that meets intermediate demands. Here, the light railroad is shorter than a normal railroad (for example, 10 to 30 kilometers), the station distance is shorter than a normal railroad (for example, 1 to 2 kilometers), and is used in a tram. This is a railway based on a small vehicle that travels on a dedicated track separated from the road. The guide rail type railway is a transportation system in which several small and lightweight rubber tire type light vehicles are connected on a concrete track.

  Specifically, the management system A includes a ground unit 10 installed at each point on the railway track B, an in-vehicle control device 20 mounted on each train C, and an operation management device 30 provided as ground equipment. It shall be provided as a main component.

  In this embodiment, the ground unit 10 has a station approach detection position P1 for detecting the approach of the train C to the station D immediately outside the station D (the direction opposite to the traveling direction of the vehicle), and the inside of the station D. Station departure detection position P2 for detecting the departure of the train C from the station D, and the section on the track B provided for each station D (hereinafter referred to as the station section). The station section boundary position P3 indicating the boundary of L is installed at each position.

  Each of the ground elements 10 includes information (eg, station name, station number, hereinafter referred to as station information) for identifying the station D in which the ground element 10 is installed, and the ground elements 10 have the positions P1, P2, and P3. Information for identifying the installation location (hereinafter referred to as installation location information) is stored. Such a ground unit 10 is, for example, a so-called transponder-type non-powered ground unit corresponding to ATS-P (Automatic Train Stop P type), and receives a power supply radio wave transmitted from the in-vehicle control device 20. The above station information and installation position information are transmitted to the in-vehicle control device 20 using electric power.

  Here, the distance M between the station departure detection position P2 and the station section boundary position P3 is set to a distance necessary and sufficient to stop when the train C is emergency braked, as will be described later.

  In the following description, the station where the train C is about to enter, stop, or depart is referred to as this station D1, and the station adjacent to the station D1 in the direction of travel of the train C is referred to as the inward station D2. A station adjacent to the station D1 and located behind the traveling direction of the train C is referred to as an outward station D3. Correspondingly, the station section including the station D1 is referred to as the station section L1, the station section including the inner station D2 is referred to as the inner station section L2, and the station section including the outer station D3 is outside. It shall be referred to as Hoshi Station section L3. Furthermore, a station section where entry of the following train C is prohibited due to the presence of the preceding train C is referred to as a closed section.

  FIG. 2 shows details of the in-vehicle control device 20.

  The in-vehicle control device 20 includes a reading unit 21, a processing unit 22, an on-vehicle operation unit 23, a communication terminal 24, and an antenna device 25.

  The reading unit 21 transmits a radio wave for supplying power to the ground unit 10, while receiving a signal transmitted from the ground unit 10, reads the station information and the installation position information described above from this signal, and transfers the information to the processing unit 22. To do.

  The processing unit 22 has a function of performing processing of each item of the following (1) to (6).

  (1) Train identification information (eg, train number and type) for specifying the train C input and recorded in advance and crew identification information for identifying the crew are transferred to the communication terminal 24.

  (2) The station information and the installation position information of the ground unit 10 read by the reading unit 21 are transferred to the on-board operation unit 23 and the communication terminal 24 as on-line position information indicating the current position on the track B of the train C. .

  (3) When a failure occurs in the in-vehicle control device 20, the in-vehicle device failure information indicating the content of the failure is transferred to the train operation unit 23 and the communication terminal 24.

  (4) The progress permission information and the inward station information received from the operation management device 30 via the communication terminal 24 are transferred to the train operation unit 23. Here, the travel permission information is the ground identification information for confirming the position of the target train, the train identification information for identifying the target train, and the departure permission from the station D1 or the station. It includes various commands such as a stop request at D1. In addition, the inward station information is information indicating the availability of the inward station such as the stop of a broken vehicle or the closure of the station at the inward station D2.

  (5) When the stop request command is received as the travel permission information from the operation management device 30, the train C erroneously passes or departs the station D and passes the station departure detection position P2, and the position P2 When a signal is received from the ground unit 10 placed on the vehicle, an emergency braking instruction for instructing emergency braking of the train C is output to a braking device (not shown).

  (6) In communication via the communication line E with the operation management device 30, connection processing is performed for a predetermined time (for example, 60 seconds), and the connection with the operation management device 30 is not established thereby. If so, the emergency braking instruction described above is output to the braking device.

  Next, the on-board operation unit 23 will be described. The on-vehicle operation unit 23 has a function of executing processing of the following items (11) to (14).

  (11) Various information from the processing unit 22, that is, the on-line position information of the train C, the travel permission information, and the inward station information are displayed to a crew member by a display device (not shown) such as a liquid crystal display device. . The crew member understands the situation from the display and operates the train C.

  (12) When the inward station D2 is locked due to the stoppage of the broken vehicle, etc., the travel management information including the stop request is sent from the operation management device 30 when passing the station entry position P1 of the station D1. It is received and displayed to the crew by the display device described above. The crew stops the train C between the station entry detection position P1 and the station departure detection position P2, and stops at the station D1 until the situation changes and travel permission information including departure permission is received.

  (13) When the train C erroneously passes through the station D1 and passes through the station departure detection position P2, and the train C is emergency braked, the brake device (not shown) is opened after stopping. After the equipment is released, the crew will perform a traveling operation to correct the stop position. In other words, the vehicle is moved backward to stop at the station D1.

  (14) If a failure occurs in the in-vehicle control device 20 after the train C passes the station section boundary position P3 of the station D1, the emergency braking instruction described above is output, and after stopping, the equipment of the braking device Open. After releasing the equipment, the crew member moves the train C to the next station (inner station) D2 at low speed.

  Next, the communication terminal 24 will be described.

  The communication terminal 24 sends to the operation management device 30 via the communication line E (see FIG. 1) which is a public mobile phone line, the station location information (installation location information), train identification information, crew identification information, and While transmitting the train failure information regarding the failure of the train C including the in-vehicle device failure, the travel permission information and the inward station information are received from the operation management device 30 via the communication line E.

  Specifically, such a communication terminal 24 has a function of performing data communication of the various types of information described above by communication using a CDMA (code division multiple access) method or a TDMA (time division multiple access) method, which is a digital cellular phone line. Equipment. The communication method may be an FDMA (frequency division multiple access) method that is an analog communication method.

  Next, the operation management apparatus 30 will be described. As shown in FIG. 3, the operation management apparatus 30 is a computer including an information processing unit 31, a display unit 32, and a control unit 33.

  The information processing unit 31 has a function of executing processing of the following items (21) to (23).

  (21) The progress permission information and the inward station information are transmitted to the communication terminal 24 via the communication line E.

  (22) Train position information, train identification information, crew member identification information, and train failure information including vehicle equipment failure are received from the communication terminal 24 via the communication line E and transferred to the display unit 32.

  (23) When the connection with the in-vehicle control device 20 via the communication line E is not established despite the connection process over the predetermined time described above, an abnormality has occurred in the communication with the in-vehicle control device 20 by the display unit 32. Display.

  Next, the display unit 32 will be described. The display unit 32 has a function of executing processing of the following items (31) to (33).

  (31) A status indicating the arrangement of each train C on track B and a blockage status indicating the possibility of entry of train C to each station section L are displayed as a list. As a result, the operator monitors the status of the entire track B.

  (32) The train failure information including the in-vehicle device failure in each train C is displayed.

  (33) The track device operation status information regarding the operation status (eg, normal, failure) of each device (eg; traffic light, switch) installed on the track B is displayed.

  Next, the control unit 33 will be described.

  The control unit 33 stops the train C between the station entry detection position P1 and the station departure detection position P2 of the station D1 when it is necessary to stop the train C at the station D1 due to operation adjustment or the like. Then, the travel permission information including the stop request is transmitted to the vehicle-mounted control device 20 of the train C.

  Therefore, in the management system A having such a configuration, the in-vehicle control device 20 reads the station information and the installation position information recorded in each ground unit 10 to obtain the on-line position information of the train C, If the train C is about to enter the blockage section with reference to the travel permission information and the inward station information received from the operation management device 30 via the communication line E, the train C is emergency braked, etc. Since the entry to the closed section of C is blocked, the occurrence of an accident such as a collision can be prevented.

  Also, since a public mobile phone line is used as the communication line E, the position information of each train C, train identification information, crew identification information, train failure information, track equipment failure information, travel permission information, and inward station information It is possible to wirelessly communicate operation management information such as a simple and inexpensive communication mechanism without using a special communication line called train radio.

  As a result, it is not necessary to introduce large-scale and expensive signaling systems and train operation management systems similar to normal-scale railways, especially in light-duty railways and guided rail-type railway systems, and railway construction costs. Can be suppressed.

  Further, when the connection between the in-vehicle control device 20 and the operation management device 30 is not established even by a connection process for a predetermined time, the train C is emergency braked. Can be avoided.

  As mentioned above, although this invention has been demonstrated based on embodiment, this invention is not limited to this embodiment, A various change is possible. For example, in the embodiment, the ground unit 10 is provided only in the vicinity of each station. However, the present invention is not limited thereto, and when the distance between the stations is long, a virtual station is set at an intermediate position of the station, Based on the virtual station, it is possible to install the ground unit 10 as described above and subdivide the station section on the track B.

  Further, the process executed by the control unit 33 of the operation management apparatus 30 may be performed by an operator's operation using an operation unit such as a panel switch instead of an automatic process performed by a computer.

  The present invention can be applied to vehicle operation management of a medium-duty transportation traffic system such as a light railway and a guide rail railway.

It is a block diagram which shows schematic structure of the train operation management system which concerns on one Embodiment of this invention. It is a block diagram which shows the detail of a vehicle-mounted control apparatus. It is a block diagram which shows the detail of an operation management apparatus. It is a block diagram which shows schematic structure of an example of the conventional train operation management system. It is a block diagram which shows schematic structure of the other example of the conventional train operation management system.

Explanation of symbols

A Train operation management system B Railway track C Train D Station E Communication line (mobile phone line)
DESCRIPTION OF SYMBOLS 10 Ground unit 20 Car-mounted control apparatus 21 Reading part 22 Processing part 23 On-board operation part 24 Communication terminal 25 Antenna apparatus 30 Operation management apparatus 31 Information processing part 32 Display part 33 Control part

Claims (12)

In a medium-duty transportation traffic system such as a light railway and a guide rail type railway using a communication line consisting of a mobile phone line, a train operation management method in which a station section where a train exists is a closed section,
An in-vehicle control device having a communication terminal, and an operation management device having an information processing unit capable of communicating with the communication terminal,
While the station location information, train identification information, crew identification information and train failure information of the train are transmitted from the communication terminal to the information processing unit, the communication terminal obtains travel permission information and inward station information from the information processing unit. The train operation management method characterized by receiving.   2. The train operation according to claim 1, wherein, even if the station section of the inner station is a closed section, if the train passes through the station departure detection position at this station, the train is emergency-stopped. Management method.   3. The train operation management method according to claim 2, wherein the emergency stopped train is returned to the station.   The emergency stop of the train in which the said vehicle-mounted control apparatus is mounted is performed when the connection of the communication line of a communication terminal and an information processing part is not established by the connection process over predetermined time. Train operation management method.   The train operation management method according to claim 4, wherein a train that has undergone an emergency stop between the stations is run at a low speed and is moved to an inward station. A train operation management system in a transportation system for medium-volume transportation such as a light railway and a guide rail type railway using a communication line composed of a mobile phone line, where a station section where a train exists is a closed section,
An in-vehicle control device having a communication terminal, and an operation management device having an information processing unit capable of communicating with the communication terminal,
While the station location information, train identification information, crew identification information and train failure information of the train are transmitted from the communication terminal to the information processing unit, the communication terminal obtains travel permission information and inward station information from the information processing unit. Train operation management system characterized by receiving.   The train operation management system according to claim 6, wherein station information and installation position information are transmitted to the in-vehicle control device by a ground unit.   The train or the vehicle is configured to be emergency-stopped when the train or the vehicle passes the station segment boundary position even though the inner station section is a closed section. Train operation management system.   When the connection of the communication line between the communication terminal and the information processing unit is not established even by the connection process over a predetermined time, the train or the vehicle on which the vehicle-mounted control device having the communication terminal is mounted is configured to make an emergency stop. The train operation management system according to claim 6, wherein   The train operation management system according to claim 7, wherein the ground element is a non-powered ground element.   7. The train operation management system according to claim 6, wherein the operation management device displays the position of each train or vehicle and the blockage status of the station section.   A traffic system for medium-volume transportation, such as a light railway and a guide rail railway, characterized in that the train operation management system according to any one of claims 6 to 11 is provided.

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