JP2019209878A - Train operation management system - Google Patents

Abstract

To provide a train operation management system which chain-locks a course of an arbitrary zone on a track, and makes a train which firstly arrives between course zones preferentially pass.SOLUTION: An operation management device extracts a route which progresses on a track R up to an arrival point B of an own train 10a from the setting of a start point A and an arrival point B. Next, the operation management device extracts a hindrance spot being a hindrance of traveling in terms of the traveling of the own train 10a on the extracted route, and extracts a hindrance spot which firstly exists out of the hindrance spots as a hindrance point S. When only an occupation zone T1 up to the hindrance point S is chain-locked, and the hindrance point S is set, the own train 10a starts traveling in the occupation zone T1. By chain-locking only the occupation zone T1 up to the hindrance point S which firstly exists on the route, and repeating traveling operation management control, a wasteful wait for train passage based on a route chain-lock by the other train 10 is prevented, and the own train 10a can travel in a zone in which the own train can pass before the other train 10 arrives thereat without waiting for the train passage.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a train operation management system for controlling the course of a train moving on a track.

  Patent Document 1 discloses an interlocking device state receiving unit that receives information from the interlocking device, a route control determining unit that determines a route control based on information of the interlocking device from the interlocking device state receiving unit, and a track circuit. An operation management device is disclosed that includes an equipment state receiving unit that receives the presence of a train along with time information and a route control command unit that issues a route control command. In order for the train to travel to the destination point, this operation management device manages the operation so that the track circuit on the route is locked and the other train cannot travel on the route locked.

  In the operation management device of Patent Document 1, when the previous train is locked to the destination point, if there is a place where the route of the next train conflicts with the route of the previous train, the next train It is necessary to wait until the route lock of the train is released. Then, the route lock of the previous train is released, and the route is locked to the route where the next train travels, so that the operation control is performed so that the next train can enter the route.

JP 2000-229574 A

  However, in the operation management device of Patent Document 1, even if it is clear that the next train can pass through a competing section ahead of the previous train, the train that secured the path first takes priority. Therefore, the next train needs to wait at a predetermined location until the train that has secured the route passes through the section where the route is locked.

  Furthermore, the operation management device of Patent Document 1 performs operation control so that the route is locked from the position of the own train on the track to an arbitrary point because the section for securing the route is a track circuit unit. There is also a problem that cannot be done.

  The object of the present invention is to solve the above-mentioned problem, to lock the route for an arbitrary section on the track, and to preferentially lock the train that first tries to pass the passing section. The object is to provide a train operation management system that performs operation management control.

  The train operation management system according to the present invention for achieving the above object includes a train traveling on a track, a ground device installed in the vicinity of the track, an operation management device performing communication control with the train and the ground device, and When the arrival point of the own train is set, the operation management device extracts a route to the arrival point, and is the first to obstruct traveling on the route. The troubled point is extracted as a troubled point, and only the section up to the troubled point is locked as the occupied section of the own train, the troubled point is set, and operation control is performed so that other trains cannot enter the occupied section. It is characterized by performing.

  According to the train operation management system according to the present invention, each train travels in the occupied section only by locking the occupied section up to the first obstacle point on the route, setting the stop determination point, and By repeating the management control, it is possible to prevent unnecessary train waiting based on the route lock by other trains, and the own train travels without waiting for passage through the section where other trains can pass. It is possible to move each train to the arrival point safely.

  In addition, since the operation management control of each train is performed on the software of the operation management device, it is possible to set arbitrary points as departure points and arrival points.

It is a system configuration figure of a train operation management system. It is explanatory drawing of the rolling machine arrange | positioned on a track | orbit. It is a flowchart figure of operation control of an operation management apparatus. It is a route map which set the departure point and arrival point of the own train. It is a route map at the time of extracting the first trouble point. FIG. 6 is a route map when a trouble point generated by a crossing is interrupted in the route map of FIG. 5. It is a route map in the state where the occupation section to the next trouble point was locked in the stop determination point. It is a route map when the occupation section of another train exists and the own train arrives at the stop determination point. It is a route map at the time of the own train stopping in front of a trouble point by the occupation section of another train. It is a route map in the state where the occupation section of other trains exists and the own train locked the route to the obstacle point. It is a route map of the state which locked the occupation section to the trouble point which is another train by the own train. It is a route map of the state which locked the occupation section to the trouble point moved by the own train. It is a route map when the trouble point which generate | occur | produces at a level crossing interrupts the route map of FIG. 5 of a modification.

The present invention will be described in detail based on the illustrated embodiments.
FIG. 1 is a configuration diagram of a train operation management system according to the present embodiment. This train operation management system performs communication control with a train 10 that runs on a track R and ground devices installed in the vicinity of each train 10 and track R. The central control unit 20 to be connected, connected to the central control unit 20, and connected to the turning machine 30 and the railroad crossing device 40, which are ground devices, and the central control unit 20, and communicates with each train 10 via a wireless communication line. It is comprised from the radio | wireless communication part 50 to perform.

  The switch 30 and the crossing device 40 and the central control unit 20 are connected by the first communication network L1, and the wireless communication unit 50 and the central control unit 20 are connected by the second communication network L2. Yes.

  Note that the first communication network L1 and the second communication network L2 are illustrated as wired networks, but may be wireless networks, and the first communication network L1 and the second communication network L2 may be There may be one network.

  The radio communication unit 50, which is a base station having a communication area within a predetermined range, is installed, for example, at regular distance intervals, and communication between the train 10 and the central control unit 20 is interrupted when the communication areas partially overlap. It has become impossible. The communication between the train 10 and the central control unit 20 may be configured to perform communication using the loop antenna or the leaked coaxial cable laid along the track R as the wireless communication unit 50 in addition to the communication via the wireless communication line. it can.

  The train 10 is provided with an antenna unit 11 that transmits and receives various types of information to and from the wireless communication unit 50, and an on-board device 12 that is connected to the antenna unit 11. On-board information including the train ID, travel speed, travel position, and the like of the train 10 processed by the on-board device 12 is transmitted to the central control unit 20 at any time via the antenna unit 11 and the wireless communication unit 50. .

  The traveling speed of the on-vehicle information is calculated based on, for example, the number of revolutions detected by a tachometer attached to the axle. Further, the travel position is calculated as, for example, kilometer. Alternatively, a GPS terminal may be mounted and latitude / longitude information may be transmitted as the travel position. Furthermore, the on-board device 12 performs speed control of the train 10 in accordance with command information such as speed control information transmitted from the central control unit 20.

  The central control unit 20 installed in any station in the train operation management system includes an operation management device 21 connected to the first communication network L1 and the second communication network L2, and the operation management device 21. An operation terminal 22 is connected and operated by an operator.

  The operation management device 21 is a so-called server device that includes an arithmetic processing unit and a storage unit (not shown). The operation management device 21 receives various information from the train 10, the switch 30 and the railroad crossing device 40 as needed, and stores the various information in the storage unit. It memorize | stores and through the arithmetic processing of the operation management control by the arithmetic processing part mentioned later, various command information is transmitted with respect to the train 10 and the switch 30 at any time.

  The operation terminal 22 is a so-called client device connected to the operation management device 21, and the position of each train, the operation management state, and the like based on the on-board information from each train 10 according to a route map or the like displayed on a monitor device (not shown). It is possible to monitor the state of the ground device such as the locked state of the switch 30 at any time. Furthermore, various setting processes and the like can be performed by an operator via an input unit such as a keyboard and a mouse (not shown).

  The turning machine 30 includes a conversion unit 31 that moves the tongrel at the branch point of the track R, and an inspection lock unit 32 that issues an operation command to the conversion unit 31 and maintains the locked state. It is configured.

  The lock lock unit 32 is connected to the operation management device 21 of the central control unit 20 through the first communication network L1. And the lock lock part 32 performs the conversion operation of the conversion part 31 based on the command information from the operation management apparatus 21, and the lock lock information which shows the fixed and inverted position locked state mentioned later. Is transmitted to the operation management device 21 of the central control unit 20.

  FIG. 2 is an explanatory view of the turning machines 30a and 30b arranged at the branching points of the track R. The turning machine 30a is arranged at the place where the main track R1 and the sub-track R2 join and is turned. The machine 30b is disposed at a position where the sub orbit R3 branches from the main orbit R1.

  The rolling machines 30a and 30b are arranged so that the locked state is in a fixed position with respect to the central linear main track R1. This localization state is a state in which the Tongleil is changed so that the train 10 travels straight along the main track R1, and conversely, it proceeds to the sub-tracks R2 and R3 that are branched from the main track R1. The state in which the tongue rail is changed is called the inverted lock state.

  In addition, the hatched lines shown at the installation locations of the turning machines 30a and 30b indicate the localization side, and the arrows indicate the current localization and inverted locking states. Therefore, in the explanatory view of FIG. 2, it is shown that both of the turning machines 30a and 30b are locked in a fixed state.

  FIG. 3 is a flowchart of operation management control of the train 10 in the operation management device 21 of the central control unit 20. As shown in FIG. 4, for example, the operation management control for the own train 10a when the own train 10a is present on the sub-track R2 will be described based on the flowchart shown in FIG.

  The on-board information transmitted from each train 10 including the own train 10 a and the lock information transmitted from the switch 30 are stored in the storage unit of the operation management device 21 of the central control unit 20. And operation management control is performed in the arithmetic processing part of the operation management apparatus 21, command information is transmitted with respect to each train 10 including the own train 10a on a track at any time, and the changeover machine 30 is converted at any time. By sending the command information for the lock control, it is possible to safely operate to the arrival point that is the destination where the own train 10a is set.

  After starting the operation management control program which is a flowchart of the operation management control in the operation management device 21 of the central control unit 20, in step ST1 of FIG. 3, first, the starting point A and the arrival point B in the traveling direction of the own train 10a are set. Set and extract routes.

  This may be set and input by operating the monitor screen using the operation terminal 22, or conditions may be input to the operation management device 21 in advance. The departure point A may be a traveling position on the track where the own train 10a exists, and in this case, only the arrival point B is input. After setting the departure point A and the arrival point B in this way, a route that travels on the track R to the arrival point B is extracted in the arithmetic processing unit of the operation management device 21.

  Subsequently, the process proceeds to step ST2, where a troubled point that hinders traveling is extracted when the own train 10a travels on the extracted route, and the starting point that is the current location of the own train 10a among these troubled points The trouble point that first exists after starting from A is extracted as the trouble point S.

  The trouble point S can be divided into a movable trouble point Sa that moves like other trains 10 on the track and a fixed trouble point Sb whose position is fixed on the track. If there is no moving trouble point Sa or fixed trouble point Sb before the arrival point B, the arrival point B is extracted as the trouble point S.

  The movable obstacle point Sa corresponds to the track R on which the own train 10a travels, and the approaching other train 10b or the preceding other train 10c, and the obstacle point position moves on the track R with time. In addition to processing the other train 10 itself as the mobile obstacle point Sa, the occupied section T occupied by the other train 10 can also be processed as the mobile obstacle point Sa.

  On the other hand, the fixed obstacle point Sb such as the turning machine 30 is fixed at a predetermined position on the track R. Further, the fixed trouble point Sb includes a trouble point Sc based on the turning machine 30, a trouble point Sd generated at the crossing F where the crossing device 40 is installed, and a trouble point Se generated where the track R intersects in a cross shape. And so on. Further, the fixed trouble point Sb is not limited to these, and is appropriately generated for a trouble that can be detected on the track R.

  Whether or not the trouble point Sc based on the turning machine 30 is extracted as the trouble point Sc varies depending on the position in the traveling direction and the locked state of the inverted position. In the state where the direction of travel of the turning machine 30 due to the fixed and inverted locked state does not coincide with the traveling direction of the train 10, that is, in the current locked state of the turning machine 30, it passes through the turning machine 30. If this is not possible, the trouble point Sc is extracted as a trouble point Sc, and the trouble point Sc is generated at a predetermined location on the track R on the train 10 side of the switch 30.

  On the other hand, the direction of travel of the switch 30 can be passed through the switch 30 in a state where the traveling direction of the position of the switch 30 coincides with the travel direction of the train 10, that is, the current locked state. In this case, the trouble point Sc is not extracted.

  As described above, when the own train 10a travels on the track R, the point where the turning machine 30, the railroad crossing F, or the track R crosses in a cross shape becomes an obstacle to the progress. The trouble point is extracted as the trouble point S, and the trouble point first existing on the track R from the current location of the own train 10a is extracted. Moreover, when it does not become a hindrance to driving | running | working for the own train 10a, it is not extracted as a trouble point and the trouble point S.

  FIG. 5 is a route diagram when the trouble point S is extracted as the trouble point Sc based on the route of step ST2 and the turning machine 30 in FIG. It can be seen that the tipping machine 30a in front of the own train 10a holds the localized state from the direction of the arrow indicating the current localized and inverted locked state.

  Therefore, since the lock state of the switch 30a is different from the inverted lock state that is the traveling direction of the own train 10a, the switch 30a is the first trouble point on the course of the own train 10a. The trouble point Sc is determined and corresponds to the trouble point S. This trouble point S is in front of the toppling machine 30a, and when it is determined and set as a trouble point S described later, it is presented as a triangular mark representing the trouble point S on the secondary track R2.

  Further, the obstacle point Sd generated at the crossing F described above means that an object is detected on the track after the circuit breaker that operates in accordance with the approach of the own train 10a to the crossing F completely blocks the traffic of vehicles and passersby. This occurs when an emergency signal is transmitted from the railroad crossing device 40 to the central control unit 20 when an object is detected by a container or the like.

  Alternatively, pressing an emergency button provided at the level crossing F also transmits an emergency signal from the level crossing device 40 to the central control unit 20, thereby causing a troubled point. When this troubled point is extracted as a troubled point S that first exists on the route, the troubled point Sd occurs at a predetermined location on the track R on the own train 10a side of the railroad crossing F. If it is determined and set as the trouble point S which is the first trouble point, it will be presented as a triangular mark on the track like the trouble point Sc.

  Further, the trouble point Se that occurs at the place where the track R crosses in a cross shape is a crossed track that intersects the track R on which the own train 10a travels, and the other track 10 occupies this crossed track. This occurs when the path is locked by the section T. This trouble point Se will occur at a predetermined place on the track R on the side of the own train 10a at the intersection, and if it is determined and set as the trouble point S, it is presented as a triangular mark on the track like the trouble point Sc. Will be.

  These fixed obstacle points Sb where the occurrence points are fixed in advance are located at a predetermined distance from the position where the turning machines 30a and 30b are installed, the position where the railroad crossing F is installed, and the place where the track R crosses in a cross shape, for example, It will be managed by the operation management device 21 as a position 30m before.

  Similarly, in the case of the approaching other train 10b, the movement-type trouble point Sa is, for example, 30 m before the front end of the vehicle, and in the case of the preceding other train 10c, the position 30 m before the rear end of the vehicle, for example, It will be managed by.

  Thus, after extracting the trouble point S which is the first trouble point, it transfers to step ST3 of FIG. In step ST3, it is determined whether or not the route to the trouble point S can be occupied. The occupation of the route means that the route is locked on software, not a locked state based on the track circuit using the conventional track R.

  If the route to the trouble point S can be occupied, the process proceeds to step ST4 in FIG. 3, the route from the starting point A to the trouble point S is occupied, and only the occupied section T is locked.

  On the other hand, if the route to the trouble point S cannot be occupied for some reason, for example, if the distance to the trouble point S is very short, the process cannot proceed to step ST4 in FIG. The own train 10a waits until the occupation determination process of step ST3 is repeated from the extraction process of the trouble point S of step ST2 until the occupation becomes possible.

  The own train 10a can enter the occupied section T1 by locking the section from the starting point A to the obstacle point S as the occupied section T1 shown in FIG. 5 by the own train 10a.

  And so that the other train 10 cannot enter the occupied section T1 whose route is locked by the own train 10a, the other section 10 includes an occupied section T including a part or all of the occupied section T1. The operation control which does not permit the setting and the route lock is performed.

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

  When the path to the trouble point S is locked as the occupation section T1, the trouble mark S is set as a triangular mark representing the trouble point S on the sub-orbit R2.

  Next, it transfers to step ST5 of FIG. 3, and the command information which permits approach to the occupation section T1 of the own train 10a is transmitted to the own train 10a from the operation management device 21 via the radio communication unit 50 and the antenna unit 11. To do.

  Based on the received command information, the own train 10a displays travel information including a departure point A, an arrival point B, a route, and a trouble point S on a monitor device provided on an operation console or the like, and enters the occupied section T1, Start running.

  Next, the process proceeds to step ST6 in FIG. 3, and the operation management device 21 sets a stop determination point P for the trouble point S. The stop determination point P is a point disposed before the stop distance d from the trouble point S, and the stop distance d may be a fixed distance or travel of on-vehicle information transmitted from the own train 10a. Depending on the speed or the like, the stop distance d may be varied as appropriate. The stop distance d is a distance that does not exceed the trouble point S when stopping according to a normal deceleration pattern from the stop determination point P, and is set with some margin.

  In addition, when changing the stop distance d according to the traveling speed etc. of the own train 10a, the operation management apparatus 21 transmits the information of the stop determination point P to the own train 10a at any time. Then, the own train 10a displays the received information on the stop determination point P on a monitor device provided on a console or the like.

  Next, the process proceeds to step ST7 in FIG. 3, and the operation management device 21 of the central control unit 20 determines that the own train 10a is predetermined from the trouble point S based on the traveling position of the on-board information transmitted from the own train 10a as needed. It is monitored whether or not the vehicle has passed the stop determination point P before the distance.

  When the own train 10a arrives at the stop determination point P and passes, the process proceeds to step ST8 in FIG. In step ST8, deceleration stop command information for performing deceleration stop processing is transmitted from the operation management device 21 to the own train 10a so as to perform stop control by decelerating the own train 10a.

  The own train 10a starts deceleration according to the deceleration pattern stored in the on-board device 12 based on the received deceleration stop command information, and performs a deceleration stop process for stopping before the trouble point S of the turning machine 30a. It will be.

  Alternatively, the deceleration stop command information transmitted from the operation management device 21 of the central control unit 20 includes a deceleration pattern calculated from the speed or position of the own train 10a, and the own train 10a receives the deceleration pattern of the received deceleration stop command information. Accordingly, the decelerating stop process for stopping before the trouble point S may be performed.

  Next, it transfers to step ST9 of FIG. 3, and it is determined whether the own train 10a has arrived at the arrival point B. When own train 10a arrives at arrival point B and stops, operation management device 21 ends the operation management control program.

  Further, when the arrival point B has not been reached in step ST9 in FIG. 3, the process proceeds to step ST2 in FIG. In the case where the trouble point S at the same trouble position continues without the trouble point S being released, the loop processing from step ST2 to step ST9 is repeatedly performed. The own train 10a will continue the deceleration stop process in which it stops before the turning machine 30a at the nearest trouble point S, and the own train 10a cannot pass through the turning machine 30a.

  When the most recent trouble point S is canceled during the deceleration stop command and a new trouble point S that is different from the most recent trouble point S is extracted, the new trouble point S is shown in FIG. The processes from step ST2 to step ST7 are performed.

  In such a case, when it is impossible to occupy the route to the new trouble point S in step ST3, the occupation determination process of step ST3 is repeated from the extraction process of the trouble point S of step ST2. Become.

  In step ST3, when the route to the new trouble point S can be occupied, the setting of the latest trouble point S is canceled. In step ST4, a new occupied section T1 from the current vehicle position to the new trouble point S is locked and a new trouble point S is set, and then a new stop determination point P is set in step ST6. To do.

  Moreover, when the own train 10a does not pass the stop determination point P in step ST7, it transfers to step ST10 and it is determined whether the deceleration management process is commanded from the operation management apparatus 21.

  In step ST10 of FIG. 3, when a new trouble point S and a new stop determination point P are set after commanding the deceleration stop process from the operation management device 21 in step ST8, the new stop determination point P is not passed. This is a step for canceling the deceleration stop process for a given train 10a.

  And when it determines with the deceleration stop process being commanded from the operation management apparatus 21 by step ST10 of FIG. 3, it transfers to step ST11. In step ST11, deceleration stop cancellation command information for canceling the deceleration stop process is transmitted from the operation management device 21 to the own train 10a. The own train 10a cancels the deceleration stop process based on the received deceleration stop cancellation command information, and returns to normal traveling. Thereafter, the process returns to step ST2.

  In step ST10 of FIG. 3, when it is determined that the operation management device 21 is not instructing a deceleration stop process, the process returns to step ST2, and these loop processes are also repeatedly performed.

  When the own train 10a does not pass the stop determination point P at the trouble point S, that is, when the own train 10a is traveling toward the stop determination point P, the steps ST2 to ST7 and the steps ST10 to ST2 are performed. In this loop process, the trouble point Sd generated at the crossing F may be interrupted before the trouble point Sc in FIG. 5 as shown in FIG.

  In such a case, the trouble point Sd generated by the interruption becomes a new trouble point S. At the same time, after the occupied section T1 is changed to the occupied section T up to the trouble point Sd, the setting of the trouble point S before the interruption is canceled, the new occupied section T1 is locked and the new trouble point S is set. A new stop determination point P is set and the own train 10a travels in the occupied section T1.

  If the trouble point Sd occurring at the crossing F, that is, the trouble point S is not released, the loop process of step ST2 to step ST9 in FIG. 3 is repeated, and finally the own train 10a is a crossing point that is the trouble point S. It will stop before F.

  FIG. 7 is a route diagram when the own train 10a in FIG. 5 travels in the occupied section T1 and arrives at the stop determination point P. A state in which the own train 10a is changed from the fixed locked state to the inverted locked state in accordance with an instruction from the operation management device 21 as the turning device 30a approaches is shown.

  The operation management device 21 is in a case where the own train 10a approaches the turning machine 30a on the condition that the turning machine 30a does not hold the fixed locked state due to the path locking of the other train 10. In order to allow the own train 10a to pass, the command information for moving the tongrel of the conversion unit 31 is transmitted to the turning machine 30a, and the turning machine 30a is shifted from the fixed locked state to the inverted locked state. Convert to

  By controlling in this way, the trouble point S of the turning machine 30a is released, and the trouble point Sc of the turning machine 30b is set as the next trouble point S according to steps ST2 to ST6 of FIG. It will be newly extracted.

  The new trouble point S is set by canceling the setting of the trouble point S of the turning machine 30a and locking the occupied section T1 up to the new trouble point S. Then, a new stop determination point P is set, and the own train 10a starts traveling in the occupied section T1.

  8 and 9 show the occupied section T in which the other train 10b traveling from the sub track R3 toward the sub track R2 has already traveled on the main track R1 when the own train 10a arrives at the stop determination point P, for example. It is a route map in the state where a certain occupation section T2 is locked.

  When the other train 10b has already locked the occupied section T2 of the other train 10b, the own train 10a starts the deceleration stop process after passing the stop determination point P. And unless the trouble point S of the turning machine 30a is cancelled | released, the own train 10a will perform deceleration stop control so that it stops before the trouble point S.

  Since the occupied section T2 of the other train 10b is opened as needed by the passage of the other train 10b, the other train 10b passes through the switch 30a, so that the switch 30a is in a fixed chain. It is possible to switch from the locked state to the inverted locked state.

  In accordance with an instruction from the operation management device 21 of the central control unit 20, the trouble point S of the switch 30a is released by switching the switch 30a from the fixed locked state to the inverted locked state. The Then, similarly to the route map of FIG. 7, the trouble point Sc of the turning machine 30 b is extracted as a new trouble point S.

  The operation management device 21 of the central control unit 20 cancels the setting of the trouble point S of the switch 30a, locks only the occupied section T1 up to the new trouble point S, and creates a new trouble point S. After the setting, a new stop determination point P is set and the traveling of the occupied section T1 is started.

  10 to 12, for example, the starting point A of the own train 10a and the arrival point B on the main track R1 are set, and the other train 10c traveling from the sub track R2 to the sub track R3 has already moved to the main track R1. It is a route map of the state which occupies the occupation section T3 which is the occupation section T of the other train 10c to drive | work.

  The operation management device 21 of the central control unit 20 extracts the trouble point S that is the first trouble point on the route of the own train 10a, and locks the occupied section T1 up to the trouble point S to set the trouble point S. After that, the operation management device 21 transmits travel permission command information to the own train 10a. The own train 10a that has received the command information starts traveling.

  And when the stop determination point P is set and the own train 10a travels and passes through the stop determination point P, when the other train 10c does not pass through the turning machine 30a, The locked state is not changed from the stereotaxic state, and the trouble point S is not released. Therefore, the own train 10a stops before the trouble point S.

  As shown in FIG. 11, when the other train 10c passes through the turnover machine 30a, the turnover machine 30a can be switched from the fixed locked state to the inverted locked state. By switching the switch 30a from the fixed locked state to the inverted locked state in accordance with an instruction from the operation management device 21, the trouble point S of the switch 30a is released.

  And the operation management apparatus 21 will extract the movement type trouble point Sa of the other train 10c as a new trouble point S, and cancels the setting of the trouble point S of the switch 30a. The operation management device 21 sets the new trouble point S by locking the occupied section T1 up to the new trouble point S which is the movable trouble point Sa.

  Further, a new stop determination point P is set, and the own train 10a starts traveling in the occupied section T1. Since the movable obstacle point Sa is moving, the stop determination point P is also moved in accordance with the movement of the other train 10c.

  Therefore, when the mobile trouble point Sa is set as the trouble point S, when the other train 10c which is the mobile trouble point Sa continues to stop, when the own train 10a passes the stop determination point P, the process proceeds to step ST8. And the command of the deceleration stop process is transmitted with respect to the own train 10a from the operation management apparatus 21. FIG.

  The own train 10a that has received the command for the deceleration stop process starts the deceleration stop process in accordance with the deceleration pattern stored in the on-board device 12, and the local train 10a also stops before the other train 10c.

  Further, when another fixed trouble point Sb is generated while the own train 10a follows the other train 10c, the fixed trouble point Sb is extracted as a new trouble point S. .

  In the route map of FIG. 12, when the other train 10c runs as it is, it is expected that the arrival point B which is the last trouble point will be generated as a trouble point S due to interruption, and the occupied section T1 up to the arrival point B is locked to the route. Then, after setting the arrival point B as the trouble point S, the own train 10a can arrive at the arrival point B by setting the stop determination point P.

Modified example

  For example, as shown in FIG. 13, a modified example of the train operation management system will be described by exemplifying a case where the trouble point Sd generated at the railroad crossing F interrupts and occurs before the trouble point Sc in FIG. 5. As shown in the figure, the trouble point Sd generated at the crossing F performs an interrupt process while holding the trouble point S, the occupied section T1, and the stop determination point P of the turning machine 30a that have already been set. .

  In such a case, the trouble point Sd generated by the interruption is set as the trouble point S 'without canceling the trouble point S of the switch 30a shown in FIG. Since the occupied section T1 is route-locked from the own train 10a to the trouble point S including the trouble point S ', it is not necessary to lock the route again for the trouble point S'.

  Accordingly, the stop determination point P ′ for the hindrance point S ′ is set, and the operation management device 21 performs the control of the deceleration stop process command or the deceleration stop process release command based on the stop determination point P ′.

  Further, when the trouble point S ′ is released, the operation management device 21 newly extracts the trouble point S of the toppling machine 30a, sets the course lock of the occupied section T1, the trouble point S, and the stop determination point P. Without performing the operation, the own train 10a can return to the normal control based on the information such as the trouble point S that is held.

  In this way, each train 10 travels through the occupied section T1 by setting the stop determination point P by locking only the occupied section T1 up to the first obstacle point S existing on the course by the train operation management system. By repeating the operation management control to be performed, it is possible to prevent useless waiting waiting based on the route lock by another train 10. And the own train 10a can drive | work the area which can pass by before the other train 10 arrives, without waiting for passage.

  It is possible to move the train 10 to the arrival point B safely while performing the operation management control that preferentially locks the route and passes the train 10 that first reaches the passing section.

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

10 train 10a own train 10b, 10c other train 20 central control unit 21 operation management device 22 operation terminals 30, 30a, 30b switch 50 radio communication unit

The train operation management system according to the present invention for achieving the above object includes a train traveling on a track, a ground device installed in the vicinity of the track, an operation management device performing communication control with the train and the ground device, and The train operation management system comprises the following: when the arrival point that is the destination of the first train is set, the departure point of the first train or the arrival point from the first train extracting a route to, extracts trouble spot that might interfere with the traveling on the path, wherein the first obstacle point on the first train route is extracted as a trouble point, the only section until the trouble point and route locking sets the trouble point as the first train occupancy period of the first second train other than trains have rows operation control so as not to enter into the occupied zone, as the first obstacle point Extracting the arrival point, If you set the destination point as the trouble point, the first train and performs repeating the extraction of the trouble location to a determination that arrive to the destination point.
The train operation management system according to the present invention for achieving the above object includes a train traveling on a track, a ground device installed in the vicinity of the track, and an operation management performing communication control with the train and the ground device. A train operation management system configured with a device, wherein the operation management device sets an arrival point that is a destination of the first train from the starting point of the first train or the first train. The route to the arrival point is extracted, and the troubled point that hinders traveling on the route is extracted repeatedly until the first train determines that it has arrived at the arrival point, and is on the route of the first train . The first troubled point is extracted as a troubled point, only the section up to the troubled point is locked as the occupied section of the first train, the troubled point is set, and the second train other than the first train is Cannot enter the occupied section If the new trouble point is extracted between the first train and the trouble point, the new trouble point is extracted as a new trouble point and the new trouble point is reached. The section is locked as the occupied section of the first train and set as the obstacle point .

Claims (9)

A train operation management system comprising a train traveling on a track, a ground device installed in the vicinity of the track, and an operation management device performing communication control with the train and the ground device,
The operation management device, when the arrival point of the own train is set, extracts the route to the arrival point, extracts the first obstacle point that hinders traveling on the route as the obstacle point, the obstacle point A train operation management system characterized in that only the section up to this point is locked as the occupied section of the own train, the obstacle point is set, and operation control is performed so that other trains cannot enter the occupied section.   The train operation management system according to claim 1, wherein the operation management device performs operation control in which the own train cannot pass the obstacle point.   The train operation management system according to claim 1, wherein the operation management device repeatedly extracts the troubled points.   The operation management device is a case where a new new trouble point is extracted, and when the route to the new trouble point cannot be locked, the operation control is performed so that the own train cannot pass the trouble point. The train operation management system according to any one of claims 1 to 3, wherein:   A stop determination point is set a predetermined distance before the obstacle point, and when the own train travels through the occupied section and passes the stop determination point, the own train starts deceleration stop control. The train operation management system according to any one of claims 1 to 4.   After passing through the stop determination point, the operation management device newly sets a new trouble point as the trouble point and performs operation control to cancel the deceleration stop control of the own train when the route is locked. The train operation management system according to claim 5.   The trouble point includes a fixed trouble point that is a trouble point based on a turning machine that is the ground device, a trouble point that occurs at a railroad crossing, or a trouble point that occurs where a track crosses in a cross shape. The train operation management system according to any one of claims 1 to 6.   The trouble point is a fixed trouble point based on a turning machine that is the ground device, and the trouble point when the traveling direction of the locked state of the turning machine does not coincide with the traveling direction of the own train. The train operation management system according to claim 1, wherein the train operation management system is extracted as follows.   The train operation management system according to any one of claims 1 to 8, wherein the trouble point includes a mobile trouble point that is the other train moving on a track.

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