JP4714490B2 - In-vehicle device and operation management device - Google Patents

Description

  The present invention relates to an in-vehicle device and an operation management device for realizing movement blockage by performing wireless communication with other railway vehicles and the like.

Conventionally, in a railway system, a vehicle position is detected for each block section using a track circuit. The track circuit is an electric circuit in which left and right rails divided into a plurality of sections (blocking sections) are part of the circuit. When the vehicle enters the closed section, the left and right rails to which a predetermined voltage is applied are short-circuited at the wheel shaft, and the presence of the vehicle is detected by utilizing the change in the voltage of the track circuit.
Conventional railway systems carry out operation management of railway vehicles based on the detection of vehicle positions in such closed sections. For example, each track circuit is provided with a traffic signal and a track relay for switching the traffic signal, and the track relay is operated to switch the traffic signal by a change in voltage caused by a short circuit caused by a wheel shaft. As a result, only one vehicle can be put in one section to prevent the collision of the railway vehicles.

On the other hand, a railway system that recognizes the position of a railway vehicle by receiving radio waves from a GPS (Global Positioning System) and measuring the coordinates (latitude, longitude, altitude) of the vehicle's earth coordinate system is known. (See Patent Document 1). In this railway system, a railway vehicle is equipped with a GPS receiver and a wireless communication device, and based on GPS data received from the railway vehicle, the operation monitoring center calculates an inter-vehicle distance between the railway vehicle and the rear railway vehicle. When is within a predetermined range, a warning signal is transmitted to the rear railway vehicle to prevent the collision of the railway vehicle.
JP 2003-200247 A

  In the current railway system, including the above-described track relays and traffic lights attached to the track circuit, various ground facilities for operation management are installed along the track. Examples of the ground equipment include the above-described track relays, traffic lights, impedance boxes, various signs including a speed limit and gradient display, a snow warning warning, and a switch. Naturally, periodic maintenance is essential for these ground facilities, but the number of ground facilities is enormous in proportion to the length of the track. The cost burden is a big problem for railway operators. In particular, in the secluded line area, there is a management intention to reduce the cost of maintaining and operating ground facilities such as track circuits.

  On the other hand, when performing vehicle operation management using a GPS positioning system, it is assumed that the railway vehicle is in a state in which wireless communication is possible in all track sections. However, in the track section, there is a section where wireless communication becomes impossible due to the existence of a mountainous area or a tunnel. If there is an incommunicable section, data transmission from the railway vehicle and data reception by the railway vehicle become impossible, so that it is impossible to receive GPS data in the railway vehicle or to transmit an alarm signal to the railway vehicle.

  In addition, since the incommunicable section is affected by the spatial conditions (for example, temperature and humidity, day and night) that are the environment of the communication point, it is difficult to fix the boundary between the communicable section and the incommunicable section. It is also difficult to determine this boundary each time based on the communication state. For this reason, the incommunicable section was not determined, and the vehicle shifted from the communicable section to the incommunicable section during data transmission / reception, and communication important for vehicle operation management could be interrupted.

  The present invention has been made in view of these problems, and its purpose is to enable detection of the position of a railway vehicle without a fixed track circuit, thereby reducing the dependence on ground equipment. It is to realize low-cost and highly flexible railway operation. Also, when moving obstruction is realized by transmitting and receiving the position of the railway vehicle via wireless communication, even if there is an incommunicable section in the track section, it is possible to safely grasp the railway line and safely operate Is to realize.

In order to solve the above problem, the first invention is:
Wireless communication is performed with a predetermined operation management device (for example, the operation management device 1200 of FIG. 4) and / or other rail vehicles (for example, the rail vehicles 1a and 1b of FIG. 4), and the other rail vehicles are located within a predetermined distance in front. A vehicle-mounted device (for example, the vehicle-mounted in FIG. 1) installed in a railway vehicle (for example, the railcars 1a and 1b in FIG. 4) that displays the signal display for the crew depending on whether or not to perform movement blockage. Device 1000),
Positioning means (for example, GPS positioning unit 112 in FIG. 7) for positioning the vehicle position of the own railcar using a GPS satellite (GPS: Global Positioning System);
Based on the map information including the position information of the track and the measured vehicle position, the kilometer calculating means (for example, the CPU 110 in FIG. 7, FIG. 17) calculates the position of the own railway vehicle from the preset starting point. Step S6),
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes the communication-disabled section where the wireless communication cannot be performed and both ends can communicate with each other. Information storage means (for example, fixed block section information 134 in FIG. 7);
Whether or not the own railway vehicle has passed the end point of the fixed blockage section based on the kilometer of the end point stored in the fixed blockage section information storage means and the kilometer of the own railway vehicle calculated by the kilometer calculation unit Determination means (for example, CPU 110 in FIG. 7, step S42 in FIG. 19) for determining
Transmission means (for example, the communication unit 170 in FIG. 7, FIG. 19) that transmits passage information based on the passage of the determined end point of the fixed block section to the operation management device when it is determined by the determination means. Step S42)
Receiving means (for example, receiving information on the signal display of the fixed blockage section stored by the fixed blockage section information storage unit and / or passing information based on the passage of the end points of the fixed blockage section of other railway vehicles from the operation management device) , Communication unit 170 in FIG. 7, step S59 in FIG. 19, and
Fixed block signal display control means (for example, FIG. 7) that displays the signal display of the block signal of the fixed block section based on the received information and the km of the own railway vehicle calculated by the km calculation unit. CPU 110, steps S108 and S110 in FIG. 22, and
It is an in-vehicle device provided with.

  According to the first invention, since the vehicle position can be measured using the GPS satellite, it is possible to know the vehicle position without using a fixed track circuit, and from the GPS positioning result, the vehicle position km The degree can be calculated. In addition, a fixed blockage section that is a point where the end point can be communicated including an incommunicable section is set in advance on the track, and the railway vehicle is fixed based on the kilometer of the end point of the fixed blockage section and the kilometer of the vehicle position. It is determined whether or not the end point of the closed section has been passed. Then, by transmitting information based on the determination result based on the passage of the end point of the fixed blockage section to the operation management device, information regarding the signal display of the fixed blockage section and / or the passage of the end point of the fixed blockage section of another railway vehicle It is possible to cause other rail vehicles to acquire information based on the operation management device.

  The “information related to the signal display in the fixed blockage section” here is information necessary for causing the vehicle-mounted device to display the signal display. For example, a safety signal (blue light), a deceleration signal (yellow light) This is information relating to the type of signal to be displayed, such as a stop signal (lights red). In addition, the “information based on the passage of the end point of the fixed blockage section of the other railway vehicle” is information indicating whether the other railcar has passed the end point of the fixed blockage section, and the in-vehicle device is based on this information. The presence / absence of another railway vehicle in the fixed blockage section is detected to determine the signal display. Therefore, the in-vehicle device acquires at least one of the information related to the signal display of the fixed blockage section and the information indicating that the end point of the fixed blockage section has passed from the operation management device, and the information and the kilometer of the own railway vehicle. Based on the process, the signal display can be displayed. And the fixed blockage section can be safely operated by performing speed control of the railway vehicle based on the signal display.

  In this way, by performing wireless communication with a predetermined operation management device, performing signal block display according to the vehicle position of the railway vehicle and realizing movement blockage, while performing fixed blockage control for the incommunicable section, It is possible to achieve both safe operation control with a travel margin in the fixed block section and high-density operation control with a high degree of freedom in the other sections.

  Further, since the signal display display of the blockage signal can be performed by the fixed blockage signal display control means, the signal display information can be reported to the crew even if the actual ground equipment is not installed. “Signal display” here means not displaying a signal on an existing traffic signal, but displaying an image imitating a traffic signal and a signal display on, for example, a display unit provided in an in-vehicle device. To tell. Therefore, ultimately, some ground facilities such as traffic lights and signs can be abolished, and man-hours and costs related to maintenance can be reduced.

The second invention is
Wireless communication is performed with a predetermined operation management device (for example, the operation management device 1200 of FIG. 4) and / or other rail vehicles (for example, the rail vehicles 1a and 1b of FIG. 4), and the other rail vehicles are located within a predetermined distance in front. A vehicle-mounted device (for example, the vehicle-mounted in FIG. 1) installed in a railway vehicle (for example, the railcars 1a and 1b in FIG. 4) that displays the signal display for the crew depending on whether or not to perform movement blockage. Device 1000),
Positioning means (for example, GPS positioning unit 112 in FIG. 7) for positioning the vehicle position of the own railcar using a GPS satellite (GPS: Global Positioning System);
Based on the map information including the position information of the track and the measured vehicle position, the kilometer calculating means (for example, the CPU 110 in FIG. 7, FIG. 17) calculates the position of the own railway vehicle from the preset starting point. Step S6),
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes a point where both ends are communicable including the incommunicable section where wireless communication is not possible. Information storage means (for example, fixed block section information 134 in FIG. 7);
Whether or not the own railway vehicle has passed the end point of the fixed blockage section based on the kilometer of the end point stored in the fixed blockage section information storage means and the kilometer of the own railway vehicle calculated by the kilometer calculation unit Determination means (for example, CPU 110 in FIG. 7, step S42 in FIG. 19) for determining
When the determination means determines that the vehicle has passed, the transmission means (for example, the wireless communication device 1010 of FIG. 29, FIG. A directional wireless communication device 1017),
Receiving means for receiving passage information from other railway vehicles (for example, wireless communication device 1010 in FIG. 29, directional wireless communication device 1017 in FIG. 30);
Based on the received passage information and the kilometer of the own railway vehicle calculated by the kilometer calculation means, the fixed blockage signal display control for displaying the signal display of the blockage signal of the fixed blockage section related to the passage information Means (for example, CPU 110 in FIG. 7, steps S108 and S110 in FIG. 22);
It is an in-vehicle device provided with.

  According to the second invention, the same effect as that of the first invention can be obtained, and information can be directly communicated between railway vehicles, so that the operation status of the preceding vehicle can be quickly grasped. Thereby, for example, the presence line of the preceding vehicle in the fixed blockage section can be quickly detected, the speed control can be quickly performed, and the railway vehicle can be safely stopped.

3rd invention is the vehicle-mounted apparatus of 1st or 2nd invention, Comprising:
Standard passage time storage means (for example, ROM 140 in FIG. 7) for storing the standard passage time required for passage through the fixed passage section for each fixed passage section;
Before the receiving means receives the passing information based on the passing of the end point of the fixed blockage section when the passing information of the other railway vehicle received by the receiving means is the passing information based on the passing of the starting point of the fixed blocking section. In addition, standard time excess detection means (for example, the CPU 110 in FIG. 7 and FIG. 22 in FIG. 22) detects that the elapsed time from the reception has exceeded the standard passage time of the fixed block section stored in the standard passage time storage means. Step S106)
In response to detection by the standard time excess detection means, standard time excess display display control means (for example, the CPU 110 in FIG. Step S110)
It is characterized by providing.

  According to the third invention, the other railway vehicle passing through the fixed blockage section based on the passage information received from the other railway vehicle and the standard passage time of the fixed blockage section stored by the standard passage time storage means. If the passage time exceeds the standard passage time, the blockage signal of the fixed blockage section can be displayed as a stop signal when the passage time exceeds the standard passage time. Thereby, the abnormality of the other railway vehicle existing in the fixed blockage section can be detected in a predictive manner, and a response for safe operation can be quickly performed.

A fourth invention is an in-vehicle device according to any one of the first to third inventions,
Map display control means (for example, a control for displaying the current position of the own railway vehicle and the track on the map and controlling each fixed block section stored in the fixed block section information storage section to be distinguished from other sections) The CPU 110 in FIG. 7 and the display screens W103 to W105 in FIGS. 26 and 27 are further provided.

  According to the fourth aspect, since the current position and the track of the own railway vehicle can be displayed on the map, the crew can visually grasp the current position of the own vehicle. In addition, since the fixed blockage section and other sections can be identified and displayed, the crew can easily grasp whether the own railway vehicle is in the fixed blockage section or in another section.

The fifth invention is:
An operation management apparatus (for example, the operation of FIG. 4) that communicates with the railway vehicle on which the in-vehicle device of the first invention (for example, the in-vehicle device 1000 of FIG. 4) is installed, and manages the current position of each railway vehicle in kilometres. Management device 1200),
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes a point where both ends are communicable including the incommunicable section where wireless communication is not possible. Information management side storage means (for example, fixed block section passage management information 224 in FIG. 12),
Passage information receiving means (for example, the communication unit 270 in FIG. 12, step S44 in FIG. 19) for receiving the passage information from the transmission means of the railway vehicle;
Based on the passage information received by the passage information receiving means, fixed obstruction section presence line detection means (for example, detecting the presence line of the railway vehicle in each fixed obstruction section stored in the fixed obstruction section information management side storage means (for example, CPU 210 in FIG. 12, step S54 in FIG.
Based on the detection result of the fixed block section presence line detection means, signal display information transmission means (for example, the communication unit 270 in FIG. 12) transmits information related to the signal display of the block signal in each fixed block section to each rail vehicle. )When,
Is an operation management device.

  According to the fifth aspect of the invention, the operation management device manages the position of each railway vehicle and the line of the railway vehicle in the fixed blockage section, and stores information related to the signal display of the blockage signal in each fixed blockage section. Can be sent to rail vehicles. As a result, the operation management apparatus can comprehensively control and control signal display for each rail vehicle. Further, since the in-vehicle device can display the signal display without requiring complicated information processing in accordance with the information related to the signal display of the block signal, the processing load on the in-vehicle device can be reduced.

6th invention is the operation management device of 5th invention,
The fixed blockage section presence line detection unit determines that the railroad vehicle has entered the fixed blockage section when the passage information received by the passage information reception unit is passage information based on the passage of the start point of the fixed blockage section. In the case of the passage information based on the passage of the end point of the fixed blockage section, it is determined that the railcar is in the fixed blockage section by detecting that the railcar has advanced from the fixed blockage section.

  According to the sixth aspect of the present invention, it is possible to accurately determine entry and advancement of the fixed block section of the railway vehicle based on the passage information received by the operation management device, and to grasp the presence or absence of the railway vehicle in the fixed block section. it can.

The seventh invention is the operation management device of the fifth or sixth invention,
Standard passage time storage means (for example, the standard passage table 248 in FIG. 12) for storing the standard passage time required for passage through the fixed blockage section for each fixed blockage section is further provided,
If the passage information received by the passage information receiving means is passage information based on the passage of the start point of the fixed blockage section, the fixed blockage section vehicle presence / absence determination means passes based on the passage of the end point of the fixed blockage section. Standard time excess detection means for detecting that the elapsed time from the reception exceeds the standard passage time of the fixed block section stored by the standard passage time storage means before the passage information reception means receives the information. (For example, CPU 210 in FIG. 12)
The signal presenting information transmitting unit is configured to block the fixed blockage section on a railroad vehicle located within a predetermined distance behind the railcar that has transmitted the passage information determined to have exceeded the standard passage time by the standard time excess determining unit. A means for transmitting information for displaying the signal as a stop signal (for example, the communication unit 270 in FIG. 12);
It is characterized by that.

  According to the seventh invention, the transit time of the railway vehicle passing through the fixed blockage section based on the passage information received from the railcar that has passed through the end point of the fixed blockage section and the standard transit time of the fixed blockage section. When the passage time exceeds the standard transit time, a stop signal is sent to the railway block located within a predetermined distance behind the railway vehicle. The information for displaying the signal can be transmitted. Thereby, the abnormality of the railway vehicle existing in the fixed blockage section existing ahead in the traveling direction of the railway vehicle can be detected in a predictive manner, and the safe operation can be performed according to the operation status of the preceding vehicle.

  According to the present invention, wireless communication is performed with a predetermined operation management device and / or another railway vehicle, and a signal display is displayed according to the vehicle position of the railway vehicle to realize movement blockage, while regarding an incommunicable section By performing the fixed blockage control, it is possible to realize a safe operation control with a running margin in the fixed blockage section and a high-density operation control with a high degree of freedom in the other sections. In addition, it is possible to detect the position of a railway vehicle without a fixed track circuit, and to reduce the dependence on the ground facilities and realize a railway operation with a high degree of freedom at a low cost.

  As the best mode for carrying out the invention, a case where the present invention is applied to a conventional railway system will be described as an example. The present invention is not limited to the conventional railway system, but can be applied to a new transportation system such as a monorail, a rubber tire system, a light train (LRV), and a streetcar.

1-1. Description of Principle First, the principle of vehicle position calculation will be described with reference to FIGS. FIG. 1 is a conceptual diagram showing a configuration of principal part hardware for calculating a vehicle position and its principle.

As shown in FIG. 1A, the railway vehicle 1 traveling on the track 5 is provided with an in-vehicle device 1000 that is a vehicle position calculating device.
The in-vehicle device 1000 receives a radio wave emitted from a GPS satellite (GPS; Global Positioning System) as a positioning means for positioning the vehicle position of the railway vehicle 1 using a GPS satellite (GPS: Global Positioning System) 6. A GPS antenna 1008 for receiving, (2) a position correcting antenna 1007 for receiving radio waves including error information of GPS signals from a reference station 7 (for example, an electronic reference station) whose position is known in advance, and (3) GPS A GPS receiver that calculates the coordinates (latitude, longitude, and altitude) of the earth with higher accuracy than the case where a GPS satellite alone is used based on the radio wave received by the antenna 1008 and the radio wave received by the position correction antenna 1007 1006. Specifically, for example, a positioning method such as DGPS (differential GPS) or RTK-GPS (real-time kinematic-GPS) can be used.

  Further, as a kilometer calculation means for calculating the position of the railcar 1 based on the measured vehicle position in a kilometer distance from a preset starting point, on-board processing device 1002 and map information including position information of the track And a map information DB (database) 1012 for storing the trajectory, and a trajectory management information DB 1014 for storing trajectory management information (reference km information) storing the km distance for each of a plurality of reference points set along the trajectory 5. ing.

  The on-board processing device 1002 includes a CPU and IC memory that perform various arithmetic processes according to a program, an input device such as a keyboard and a mouse, a data communication terminal for transmitting and receiving data to and from an external device, and a display 1004. For example, a computer system is a good example.

  The map information DB 1012 is a database in which information related to various elements constituting geography is associated with a common map coordinate system. For example, it is realized by a hard disk built in the on-board processor 1002 or connected by a data communication terminal, an information storage medium such as a CD-ROM, and a reading device thereof. For example, electronic maps and geographic information systems (GIS) are good examples.

  As shown in FIG. 2, the map information DB 1012 stores many layers in which information classified for each specific theme is associated with a map coordinate system. For example, the trajectory layer 1012a stores trajectory vector data R describing the geometric information of the trajectory 5 in a vector data format. Also, for example, the elevation layer 1012b stores elevation information for each point, and the building layer 1012c contains information such as the position and type of buildings such as stations, buildings, houses, bridges, and harbors. Stored. Then, by appropriately referring to these layers, desired information can be selected and read out.

  The track management information DB 1014 is a database that stores information related to ground facilities for operation management installed along the track 5 in association with “about a kilometer”. Similar to the map information DB 1012, for example, it is realized by a hard disk built in the on-board processing device 1002 or connected by a data communication terminal, an information storage medium such as a CD-ROM, and a reading device thereof.

  As shown in FIG. 3A, “about kilometer” refers to a distance along the track 5 from a predetermined starting point to the ground facility. In the conventional railway system, the location of each ground facility is managed by a distance of about a kilometer. For example, the position of the sign 7 is expressed as “Kilometer distance: 16.19 km”, and the position of the railroad crossing security facility 1300 is expressed as “Kilometer distance: 67.12 km”. Similarly, the virtual traffic lights 8 and 9 and the virtual sign 10 which are virtual ground facilities are similarly set in kilometers and managed in kilometers. The “virtual ground facility” referred to here is a ground facility attached to a closed section that can be substantially removed by applying the present invention. It is a ground facility that does not actually exist but exists only on data, and can be easily and freely set by a railway operator.

  In the area where the track 5 is laid, there may be a plurality of sections (hereinafter referred to as “incommunicable sections”) where wireless communication is impossible, such as tunnels and mountainous areas. Therefore, a virtual traffic light (hereinafter referred to as a “virtual fixed block signal”) is set at a point on the track 5 including the incommunicable section where both ends are determined to be surely communicable, and a section sandwiched by the virtual fixed block signal. Is set as a fixed blockage section. On the other hand, a moving block section is set in other communicable sections other than the fixed block section on the track 5. The blockage section can be variably set by arbitrarily setting a virtual ground facility on the data in the communicable section.

  In other words, the blockage section set in advance on the track 5 includes a fixed blockage section including a fixed communication impossible section, and a movement blockage section including a communicable section whose position and distance can be arbitrarily set. is there. Specifically, in FIG. 3A, a section “kilometer distance: 22.50 km” to “kilometer distance: 35.70” sandwiched between virtual fixed block signals 8 and 9 set at both ends of the tunnel 1400, which is an incommunicable section. km "is the fixed blockage section. Further, a section “kilometer distance: 67.12 km” to “kilometer distance: 69.23 km” sandwiched between the railroad crossing security facility 1300 and the virtual sign 10 is the movement blockage section. Note that the moving blockage section can be variably set by arbitrarily changing the set position of the virtual sign 10.

  Then, for example, in FIG. 3B, the trajectory management information DB 1014 includes a ground equipment ID 1014a for identifying the ground equipment, a global coordinate system coordinate 1014b, a kilometer 1014c where the ground equipment is installed, Corresponding to the vertical identification 1014d indicating whether the ground equipment is "uphill" or "downhill", the equipment type 1014e, the name (name) 1014f of the ground equipment, and the address 1014g where the ground equipment is installed It is attached and stored. For example, “sign 01” and “railroad crossing security facility 04” are existing ground facilities, and existing management information can be diverted to these. On the other hand, “virtual traffic light 02” and “virtual traffic light 03” are virtual ground facilities set to determine the fixed blockage section, and “virtual sign 05” is appropriately set by the railway operator in accordance with a schedule change, etc. Virtual ground equipment. Other information may be associated as appropriate.

1-2. Principle of vehicle position calculation Next, the principle of vehicle position calculation will be described based on the hardware configuration described above.
According to the present embodiment, the earth coordinate system coordinates of the current vehicle position can be measured by the GPS antenna 1008 and the GPS receiver 1006 (FIG. 1B). In the trajectory management information DB 1014, since the earth coordinate system coordinate and the kilometer distance are associated with each ground facility, by comparing the two, the ground facility nearest to the starting side with respect to the vehicle position and the kilometer thereof. This is understood (FIG. 1 (c)). Therefore, if the actual distance Lr (unit: km) along the trajectory from the ground equipment nearest to the starting side to the vehicle position can be calculated, the vehicle position can be calculated by adding the calculated actual distance Lr to the kilometer of the installation position of the ground equipment. It is possible to calculate the kilometer.

  In order to calculate the actual distance Lr, the map information DB 1012 is used. First, the earth coordinate system coordinates of the vehicle position and the earth coordinate system coordinates of the installation position of the ground equipment closest to the starting point are respectively converted into a map coordinate system to obtain each position on the map (FIG. 1D). , (E)). Then, the trajectory vector data R is read from the trajectory layer 1012a of the map information DB 1012 (FIG. 1 (f)), and a length Lm along the trajectory 5 from the vehicle position to the nearest ground equipment on the starting point side is calculated ( 1 (g)), the actual distance Lr is calculated from the scale of the map (FIG. 1 (h)). Therefore, the kilometer of the vehicle position can be calculated by adding the calculated actual distance Lr to the kilometer of the nearest ground facility on the starting side (FIG. 1 (j)). In the case of FIG. 1, the value obtained by adding the actual distance Lr to the distance “67.120 (km)” of the ground equipment 03 nearest to the starting point is the distance of the vehicle position.

2. Description of Configuration FIG. 4 is a diagram illustrating an example of a configuration in the present embodiment. In FIG. 4, a rail vehicle 1 (1a, 1b) equipped with an in-vehicle device 1000 is traveling on a track 5. Note that the traffic lights and signs are not shown because they exist only on the data and can be substantially removed.

  The in-vehicle device 1000 further includes a wireless communication device 1010, a vehicle speed measuring device 1016, and an inertial motion measuring device 1018 in addition to the configuration shown in the principle description (see FIG. 1A).

  The wireless communication device 1010 is a device that can connect to a mobile phone network and perform data communication. For example, a mobile phone capable of packet communication is preferable. In addition, a wireless communication device of another category such as a PHS terminal or a satellite telephone may be used. The in-vehicle device 1000 communicates with the wireless base station 4 of the mobile phone network by the wireless communication device 1010 and performs data communication with the operation management device 1200 through the communication line 2.

  The vehicle speed measuring device 1016 measures the current traveling speed of the railway vehicle 1. For example, a known technique is used as appropriate, such as determining the traveling speed based on the frequency of the speed signal voltage detected from a generator (tachogene) directly connected to the axle.

  The inertial motion measuring instrument 1018 is equipped with a gyroscope, an accelerometer, and the like, and can measure three axis angles of X (front and rear), Y (left and right), and Z (up and down), and respective speeds and accelerations.

  The in-vehicle device 1000 transmits vehicle information such as the traveling speed of the host vehicle and the kilometer to the operation management apparatus 1200, and the traveling speed (vehicle speed), kilometer, or fixed of the preceding vehicle preceding the track 5 is fixed. Vehicle information such as the line in the closed section is received from the operation management device 1200. Then, based on the vehicle information and the track management information stored in the track management information DB 1014, operation navigation is displayed on the display 1004.

  The operation navigation will be described with reference to FIGS. FIG. 5 is a diagram for explaining operation navigation when the preceding vehicle is in a moving block section (that is, a communicable section). In FIG. 5, the distance between the kilometer of the own vehicle 1a and the kilometer of the preceding vehicle 1b is calculated, and the safe braking required to safely stop from the vehicle speed V1a of the own vehicle 1a and the vehicle speed V1b of the preceding vehicle 1b. Calculate the distance. If the previously calculated kilometer difference is included in the range obtained by multiplying the safe braking distance by the predetermined second safety factor, a deceleration signal is displayed as a signal display in FIG. Navigation to the driver to slow down. In addition, when a difference of about a kilometer is included in the range obtained by multiplying the safety braking distance by the predetermined first safety factor, a stop signal is displayed as a signal display in FIG. 5B to prompt the driver to stop. .

  FIG. 6 is a diagram for explaining operation navigation when the preceding vehicle is in the fixed blockage section. As shown in FIG. 6, the fixed blockage section is composed of a non-communication section and first safety sections provided at both ends of the non-communication section, and contacts with the movement blockage section are a start point P1 and an end point P2 (hereinafter referred to as “end point P2”). The start point and the end point are collectively referred to as “end points”). The start point and end point of the fixed blockage section can also be said to be the end point and start point of the moving blockage section.

  The first safety section is outside the incommunicable section and is based on the maximum allowable speed of the railway vehicle traveling in the section (usually a speed limit because it is a tunnel or mountainous section). The longer of the distance obtained by multiplying the safe braking distance required for the vehicle to stop safely by the predetermined first safety factor and the range in which wireless communication is reliably possible regardless of the influence of spatial conditions It is set to be longer than the distance.

  Moreover, the 2nd safety area is provided in the movement obstruction | occlusion area side adjacent to the starting point P1 of a fixed obstruction | occlusion area. The second safety section is a communicable section, and the safety braking distance required for the railway vehicle to stop safely based on the allowable maximum speed of the railway vehicle traveling in the section is multiplied by a predetermined second safety factor. It is set to include at least the range.

  Specific operation navigation will be described. For example, when the preceding vehicle 1b reaches the start point P1 of the fixed blockage section, information indicating that the preceding vehicle 1b has passed the start point P1 of the fixed blockage section is transmitted to the operation management device 1200, and the operation management device 1200 counts the timer. Is started. Subsequently, the operation management device 1200 trains the vehicle information including the starting point passage of the fixed blockage section of the preceding vehicle 1b, the elapsed time since the preceding vehicle 1b passed the start point P1, the standard passing time of the fixed block section, and the like. It transmits to the vehicle 1a.

  Here, when the host vehicle 1a has entered the second safety section, the elapsed time since the preceding vehicle 1b passed the starting point P1 based on the received preceding vehicle information, and the standard passing time of the fixed blockage section, Compare If the elapsed time is within the range of the standard transit time, as shown in FIG. 6 (a), the driver displays a deceleration signal as a signal display of the virtual fixed block signal set at the start point P1. Navigate to slow down. Further, when the elapsed time exceeds the standard transit time, as shown in FIG. 6B, navigation is performed so that the stop signal is displayed as the signal display of the virtual fixed block signal and the driver stops. .

  Therefore, it is possible to predictably detect an abnormality of the preceding vehicle 1b existing in the incommunicable section while traveling in the second safety section provided before the start point P1 of the fixed block section based on the signal display of the in-vehicle device 1000. It is possible to respond quickly and safely.

  Further, when the host vehicle 1a reaches the starting point P1 of the fixed blockage section, if the preceding vehicle 1b is in the fixed blockage section, the fact that the preceding vehicle 1b is in the fixed blockage section is received from the operation management device 1200. Then, as shown in FIG. 6C, a stop signal is displayed as a signal display of the virtual fixed block signal set at the start point P1, and navigation is performed so as to stop the driver.

  Therefore, when the preceding vehicle 1b exists in the fixed blockage section, the vehicle can be safely stopped in the first safety section provided before the communication impossible section. In addition, since the vehicle can be stopped before entering the incommunicable section, the operation can be returned quickly.

  Returning to FIG. 4, the operation management apparatus 1200 is an apparatus for the railway operator to centrally manage information related to the operation management of all the railway vehicles traveling on the track 5. For example, it can be realized by a server device or a personal computer. The operation management device 1200 may be configured to include a train display device that displays operation status information indicating which railway vehicles are present in each section of all line sections.

  The portable train display device 8 receives from the operation management device 1200 operation status information indicating which railcars are present in each section of all line sections, and receives the received operation status information (see, for example, FIG. 28). It is a device to display. For example, it is realized by mobile information terminals that have communication functions such as mobile phones operated by station staff, PHS (Personal Handy Phone), PDA (Personal digital Assistant), personal computers and workstations installed at stations, etc. it can. The portable train display device 8 communicates with the radio base station 4 of the cellular phone network, and performs data communication with the operation management device 1200 via the communication line 2.

  The “communication line” here refers to a communication path through which data can be exchanged. That is, the communication line includes a dedicated line (dedicated cable) for direct connection, a LAN (Local Area Network) such as Ethernet (registered trademark), and a communication network such as a telephone communication network, a cable network, and the Internet. In addition, the communication method does not matter whether it is wired or wireless.

  The in-vehicle device 1000 can also receive status information from the operation management device 1200 regarding whether there is an abnormality in the railroad crossing security device 1300 closest to the traveling direction. Then, a signal may be displayed on the display 1004 based on the received status information.

  Specifically, the operation management device 1200 is inquired about the status of the railroad crossing safety facility 1300 closest to the traveling direction of the host vehicle 1a, and the operation navigation of the signal is not particularly displayed unless an abnormal status is returned. However, the operation management device 1200 returns an abnormal status when the vehicle is in an abnormal situation such as when the car is stuck at the railroad crossing or when the circuit breaker breaks down and does not move. In this case, the in-vehicle device 1000 can display a stop signal to prompt the driver to stop.

3. Description of Functional Block Next, a functional configuration in the present embodiment will be described.
FIG. 7 is a functional block diagram illustrating an example of a functional configuration of the in-vehicle device 1000 according to the present embodiment. In the figure, an in-vehicle device 1000 includes a CPU (Central Processing Unit) 110, a GPS positioning unit 112, an autonomous navigation unit 114, a RAM (Random Access Memory) 120, a ROM (Read Only Memory) 140, and map information. A DB 1012, a track management information DB 1014, a display unit 160, and a communication unit 170 are provided. These elements are connected by a signal line 180 so as to be able to transmit and receive data.

  The GPS positioning unit 112 receives radio waves from the GPS satellite and the reference station, and obtains the earth coordinate system coordinates. The GPS antenna 1008, the position correction antenna 1007, and the GPS receiver 1006 in FIG.

  The autonomous navigation unit 114 is a means for detecting information (movement speed, acceleration, posture, etc.) necessary for autonomous navigation, and includes a vehicle speed measurement unit 115 that measures a traveling speed based on rotation of an axle, and posture and inertial motion. And an inertial motion measuring unit 116 for measuring. The vehicle speed measuring unit 115 corresponds to the vehicle speed measuring device 1016 in FIG. Further, the inertial motion measuring unit 116 corresponds to the inertial motion measuring instrument 1018 shown in FIG.

  The CPU 110, the RAM 120, and the ROM 140 are mounted as a control unit of the on-board processing device 1002 in FIG.

  The RAM 120 temporarily stores programs and data required by the CPU 110 for arithmetic processing. In the present embodiment, for example, vehicle identification information 122, vehicle earth coordinate system coordinates 124, vehicle map coordinate system coordinates 126, ground facility information 128, preceding vehicle information 130, vehicle kilometer history 132, and fixed blockage. Section information 134 and session time management information 136 are stored.

  As shown in FIG. 8, the vehicle identification information 122 stores, for example, a vehicle number 122a of the host vehicle, a category 122b indicating the type of the vehicle, a train number 122c, a start station 122d, and an end station 122e. That is, the vehicle identification information 122 is information indicating the identification and attributes of the railway vehicle 1 and is set in advance by a predetermined operation before departure.

  The vehicle earth coordinate system coordinate 124 stores the earth coordinate system coordinate of the current vehicle position measured by the GPS positioning unit 112, and the vehicle map coordinate system coordinate 126 stores the earth coordinate system coordinate of the vehicle position in the map of the map information DB 1012. Stores the coordinates converted to the coordinate system.

  The ground equipment information 128 stores information such as the ground equipment ID 1014a of the ground equipment nearest to the starting point side with respect to the vehicle position, the earth coordinate system coordinates 1014b, the kilometer distance 1014c, and the like retrieved from the trajectory management information DB 1014. (Not shown).

  The preceding vehicle information 130 stores information related to other railway vehicles preceding the track 5 received from the operation management device 1200. Specifically, for example, when the preceding vehicle is on the moving block section, the vehicle information including the vehicle number, the vehicle speed, the kilometer of the vehicle position, and the like is stored. Further, when the preceding vehicle is present in the fixed blockage section, vehicle information including the vehicle number, the elapsed time since the preceding vehicle entered the fixed blockage section, the standard passage time of the fixed blockage section, and the like is stored.

  The vehicle kilometer history 132 is movement history information while the host vehicle travels from the first departure to the last arrival, which stores the measured vehicle position of the railway vehicle 1 as a position history. Specifically, for example, as shown in FIG. 9, the date and time 132a, the kilometer 132b, and the earth coordinate system coordinate 132c are stored in association with each other.

  The fixed blockage section information 134 stores information related to the fixed blockage section included on the track 5 among the information included in the track management information DB 1014. Specifically, as shown in FIG. 10, for example, a fixed blockage section ID 134a for specifying a fixed blockage section, a kilometer 134b at the start point of the fixed blockage section, and a kilometer 134c at the end point are stored.

  The session time management information 136 stores the date and time when the in-vehicle device 1000 should perform vehicle information communication processing with the operation management device 1200 in an updatable manner. Specifically, for example, as shown in FIG. 11, the date 136a is stored.

  The ROM 140 stores programs and setting values for the CPU 110 to execute various arithmetic processes. In this embodiment, a system program (not shown), a kilometer calculation program 142 for realizing a function of calculating the kilometer of the vehicle position by the CPU 110, and an operation navigation for realizing a function of controlling display of the operation navigation. A program 144, an in-vehicle vehicle information communication program 146 for realizing a function of data communication with the operation management device 1200, a session time setting program 148 for setting a timing for data communication with the operation management device 1200, and map information A database update program 150 for realizing a function of correcting / updating the DB 1012 and the trajectory management information DB 1014 is stored.

  The display unit 160 is means for displaying and outputting characters and images, and is realized by, for example, a CRT (Cathode Ray Tube), an LCD (Liquid Crystal Display), an LED (Electronic Luminescent Display), a cab signal, or the like. In FIG. 4, the display 1004 corresponds.

  The communication unit 170 is a means for performing data communication with an external device via a communication line, and can be realized by, for example, a mobile phone, a PHS terminal device, an FM radio, a LAN board, or the like. In FIG. 4, the wireless communication device 1010 corresponds.

  FIG. 12 is a functional block diagram illustrating an example of a functional configuration of the operation management apparatus 1200 according to the present embodiment. In the figure, an operation management device 1200 includes a CPU 210, a data input unit 213, a RAM 220, a ROM 240, a map information DB 250, a track management information DB 252, a display unit 260, and a communication unit 270, and a bus 280. Are connected to each other so that data can be transmitted and received. The map information DB 250 and the trajectory management information DB 252 correspond to the map information DB 1012 and the trajectory management information DB 1014 of the in-vehicle device 1000, respectively, and are similarly realized.

  The data input unit 213 is a means for inputting various information, and is realized by, for example, a keyboard, a mouse, a touch panel, a jog dial, and various switches.

  CPU210, RAM220, and ROM240 are mounted as a control unit of the operation management apparatus 1200 of FIG.

  The RAM 220 stores vehicle kilometer management information 222, fixed closed section passage management information 224, and crossing management information 226.

  The vehicle kilometer management information 222 is table data for storing information on all the vehicles traveling on the track 5 and is updated as needed when the vehicle information of the railway vehicle 1 is received from the in-vehicle device 1000. Specifically, for example, as shown in FIG. 13, for each vehicle number 222a, the kilometer 222b, the earth coordinate system coordinates 222c, the vertical identification 222d, the data update date and time 222e, and the vehicle speed 222f of the vehicle are associated with each other. It is attached and stored. Of course, the information to be associated is not limited to these and may be set as appropriate.

  The fixed block section passage management information 224 is table data that stores information related to vehicles traveling in the fixed block section, and is information that is updated as needed while the railway vehicle 1 travels from the start point to the end point of the fixed block section. . Specifically, for example, as shown in FIG. 14, vehicle number 224a, kilometer (start point) 224b, start point passage time 224c, kilometer (end point) 224d, end point passage time 224e, and elapsed time 224f , Status 224g is stored.

  The vehicle number 224a includes the vehicle number included in the vehicle information, the kilometer (start point) 224b includes the vehicle kilometer included in the vehicle information transmitted when the vehicle passes through the start point, and the start point passage time 224c. The transmission time included in the vehicle information transmitted when the vehicle passes through the start point is the kilometer (end point) 224d, and the vehicle kilometer included in the vehicle information transmitted when the vehicle passes through the end point passes through the end point. The time 224e stores a transmission time included in the vehicle information transmitted when passing through the end point.

  The elapsed time 224f stores the elapsed time when the timer count is started from the start point passage time 224c, and is sequentially updated until information indicating passage of the end point is received from the railway vehicle 1. The status 224g stores a result of predictive detection of an abnormality of the railway vehicle by comparing the elapsed time 224f with the standard passing time required for passing through the fixed blockage section. For example, when the elapsed time 224f is shorter than the standard passage time, “normal” is stored in the status 224g, and when the elapsed time 224f is longer than the standard passage time, “abnormal” is stored in the status 224g.

  As shown in FIG. 15, for example, the level crossing management information 226 stores a level crossing ground facility ID 226a, a kilometer 226b, a global coordinate system coordinate 226c, and a status 226d of the level crossing security facility in association with each other.

  The ROM 240 is a track for realizing a function for correcting information in the track management information DB 252 and an operation management vehicle information communication program 242 for causing the CPU 210 to communicate with the vehicle-mounted device 1000 to realize the function of transmitting and receiving vehicle information. A management information correction program 244, and a ground facility management program 246 for realizing a function of returning vehicle information including the kilometer of the rail vehicle 1 traveling on the track 5 to the CPU 210 in response to a request from the railroad crossing safety facility 1300. A standard transit time table 248 that stores standard transit times required for the railway vehicle to pass through the fixed blockage section is stored.

  Specifically, the trajectory management information correction program 244 changes information stored in the trajectory management information DB 252 in accordance with an input from the data input unit 213. For example, it is possible to change the installation position of the virtual fixed block signal or to add a new sign. In the correction of the track management information referred to here, “change / addition / deletion of ground equipment” has a virtual meaning and does not necessarily involve movement or removal of the actual ground equipment. This is because the operation management device 1200 is controlled and functions based on the information (track management information) stored in the track management information DB 252 and the railway vehicle 1 in the track management information DB 1014. (Of course, it should be noted that there are ground facilities such as railroad crossing security facilities that must be associated with the actual product).

  The standard passage time table 248 stores a standard passage time required for passage of the fixed blockage section set on the track 5 for each fixed blockage section. Specifically, for example, as shown in FIG. 16, the fixed block section ID 248a, the kilometer (start point) 248b, the kilometer (end point) 248c, the section distance 248d, and the standard transit time 248e are stored. .

4). Description of Process Flow Next, the process flow in the present embodiment will be described.
FIG. 17 is a flowchart for explaining the flow of processing of the in-vehicle device 1000 in the present embodiment. The in-vehicle device 1000 repeats the process shown in FIG. 1 at predetermined time intervals (for example, 1 second) from the start to the end. That is, a radio signal is transmitted to a communication base station (not shown) to determine whether communication with the radio base station can be established (step S2). When communication is possible (step S2; YES) Then, it is determined whether or not the session time has elapsed (step S4). When the session time has elapsed (step S4; YES), the kilometer calculation process is executed to calculate the kilometer of the vehicle position (step S6).

  Next, vehicle information communication processing is executed to communicate with the operation management device 1200 to transmit vehicle information such as the vehicle speed and kilometer of the host vehicle, and receive vehicle information such as the vehicle speed and kilometer of the preceding vehicle (step S8). ). Then, the operation navigation process is executed to display the operation navigation to the driver (step S10), the session time setting process is executed, and the next session time is set (step S12).

Next, a specific flow of each of these processes will be described.
FIG. 18 is a flowchart for explaining the flow of the kilometer calculation process of the in-vehicle device 1000 in the present embodiment. The processing described here is realized by the CPU 110 reading and executing the kilometer calculation program 142.

  In FIG. 18, first, a process for specifying the position of the host vehicle is performed. That is, the GPS antenna 1008 and the GPS receiver 1006 receive the radio wave from the GPS satellite 6 to determine the coordinates of the earth coordinate system of the vehicle position (step S20), and further the position correction antenna 1007 obtains GPS signal error information. The received radio wave is received from the reference station 7, and the coordinates of the earth coordinate system measured using the received radio wave are corrected with higher accuracy (step S22; equivalent to FIG. 1B). The positioning result is stored in the vehicle earth coordinate system coordinates 124.

  Next, based on the measurement results of the vehicle speed measuring device 1016 and the inertial motion measuring device 1018, the earth coordinate system coordinates of the previously measured vehicle position are corrected (step S24). For example, when traveling in tunnels or valleys of buildings where it is difficult to receive radio waves from the GPS satellite 6, the positioning accuracy by GPS is reduced, and this is corrected. Note that a specific correction method can be realized in the same manner as the correction in a car navigation device or the like, and thus detailed description thereof is omitted here.

  Next, the corrected vehicle earth coordinate system coordinate 124 is converted from the earth coordinate system to the map coordinate system, and the vehicle position on the map is obtained (step S26; equivalent to FIG. 1 (d)). The conversion result is stored in the vehicle map coordinate system coordinates 126.

  Next, processing is performed for the ground facility that is a reference for calculating the kilometer. First, on the basis of the corrected vehicle earth coordinate system coordinates 124, the ground facility closest to the starting point and closest to the vehicle position (the starting point side nearest ground facility) is searched with reference to the trajectory management information DB 1014 (step S28). ; FIG. 1 (c) equivalent). The ground equipment ID 1014a, the earth coordinate system coordinates 1014b, and the kilometer distance 1014c of the ground equipment nearest to the starting point that has been searched are stored in the ground equipment information 128.

  Next, the installation position of the nearest ground equipment on the origin side searched is converted from the earth coordinate system to the map coordinate system, and the installation position on the map is obtained (step S30; equivalent to FIG. 1 (e)). The conversion result is stored in the ground facility information 128.

  Next, when the process for the ground equipment closest to the starting point is completed, the process proceeds to a process for calculating the kilometer. First, referring to the map information DB 1012, the length Lm from the vehicle position on the map to the nearest ground facility on the map is calculated from the trajectory vector data R of the trajectory layer 1012a (step S32; FIG. 1 (f) → (Equivalent to (g)). Next, the calculated length Lm is converted based on the map scale to calculate the actual distance Lr (step S34; equivalent to FIG. 1 (h)), and the actual distance Lr is set to about 1014c in the nearest ground facility on the starting side. This is added and this is set to the kilometer of the vehicle position (step S36; equivalent to FIG. 1 (j)). Then, the calculated kilometer of the vehicle position and the corrected earth coordinate system coordinates are stored in the vehicle kilometer history 132 (step S38), and the kilometer calculation process is terminated.

Next, the flow of vehicle information communication processing will be described.
FIG. 19 is a flowchart for explaining the flow of the vehicle information communication process in the present embodiment. The processing described here is realized by the CPU 110 reading and executing the in-vehicle vehicle information communication program 146 and the CPU 210 reading and executing the operation management vehicle information communication program 242.

  First, the in-vehicle device 1000 measures the current vehicle speed with the vehicle speed measuring device 1016 (step S40), and transmits vehicle information to the operation management device 1200 (step S42). As the vehicle information, the vehicle number, the vehicle speed, the vertical identification, the earth coordinate system coordinates, the kilometer of the vehicle position, the presence / absence of passage of the start point or the end point of the fixed blockage section, and the transmission time are transmitted.

  Here, whether or not the start point or the end point of the fixed blockage section has passed is determined based on a comparison result between the kilometer of the own vehicle position and the kilometer of the fixed blockage section stored in the fixed blockage section information 134. In addition, you may set suitably the content of the vehicle information to transmit besides this.

  The operation management device 1200 receives vehicle information from the railway vehicle 1 (more precisely, the in-vehicle device 1000) (step S44), and stores and updates the received information in the vehicle kilometer management information 222 (step S46). Next, it is determined whether or not the railway vehicle 1 has entered or advanced into the fixed blockage section based on the vehicle information (step S48). Specifically, if the vehicle information includes information indicating that it has passed the starting point of the fixed blockage section, it is determined that the vehicle has entered the fixed blockage section, and that the vehicle information has passed the end point of the fixed blockage section. When the information to show is included, it determines with having advanced from the fixed blockage area.

  When the railway vehicle 1 enters the fixed blockage section (step S48; YES), the timer count is started retroactively to the transmission time included in the vehicle information to update the vehicle transit time management information 224 (step S50). When the railway vehicle 1 has advanced from the fixed blockage section (step S48; YES), the timer count is ended and the vehicle transit time management information 224 is updated (step S50).

  Next, a vehicle preceding the railway vehicle 1 is searched (step S52). More specifically, a search is performed by comparing the kilometer distances of vehicles with the same top / bottom identification on the same track 5. If the preceding vehicle can be searched, it is determined whether the searched preceding vehicle is passing through the fixed blockage section (step S54). When the preceding vehicle is not passing through the fixed blockage section (step S54; NO), the vehicle information of the preceding vehicle is returned (step S56). This vehicle information includes the vehicle number of the preceding vehicle, the vehicle speed, and the kilometer of the vehicle position.

  On the other hand, when the preceding vehicle is passing through the fixed blockage section (step S54; YES), the vehicle information of the preceding vehicle is returned (step S58). This vehicle information includes the vehicle number of the preceding vehicle, the vehicle speed, the kilometer of the fixed blockage section, the elapsed time, and the standard transit time. The in-vehicle device 1000 receives the vehicle information of the preceding vehicle from the operation management device 1200, stores it in the preceding vehicle information 130 (step S59), and ends the vehicle information communication process.

Next, the flow of operation navigation processing will be described.
FIG. 20 is a flowchart for explaining the flow of the operation navigation process of the in-vehicle device 1000 in the present embodiment. The processing described here is realized by the CPU 110 reading and executing the operation navigation program 144.

  First, processing related to display of position information is executed. That is, the kilometer of the vehicle position is displayed on the display 1004 (step S60), the map information around the vehicle position is referred to from the map information DB 1012, and the vehicle position is displayed on the map (step S62). For example, a predetermined vehicle mark is displayed at the position of the vehicle map coordinate system coordinate 126. Next, the preceding vehicle is displayed on the same map in accordance with the preceding vehicle information 130 (step S64). At this time, if a fixed blockage section exists on the map, the fixed blockage section is displayed so as to be distinguishable from the movement blockage section. In addition, if the host vehicle or the preceding vehicle is traveling on the track 5 but is not displayed on the track on the map, the map is displayed so that the display position is appropriately displayed on the track on the map. Perform a matching process to correct.

  Next, the processing related to the display of the operation instruction is performed. That is, referring to the trajectory management information DB 1014, the nearest fixed blockage section in the traveling direction is searched (step S66). Then, when the difference in kilometers to the nearest fixed blockage section searched is equal to or less than a predetermined value (step S68; YES), specifically, when the railway vehicle 1 has entered the second safety section, the display 1004 Is displayed, and a safety signal (for example, blue lighting) is displayed as a signal display of the virtual fixed block signal set at the start point of the fixed block section (step S70). Moreover, when the kilometer difference to the nearest fixed obstruction | occlusion area is not below a predetermined value (step S68; NO), it transfers to step S72.

  Next, it is determined whether or not the railcar 1 has passed the starting point of the fixed blockage section (step S72). If the railway vehicle 1 has passed the start point (step S72), the fixed navigation section instruction display process is executed to display the operation navigation. It is displayed on 1004 (step S74). On the other hand, when the start point of the fixed block section has not been passed (step S72; NO), the movement block section instruction display process is executed to display the operation navigation on the display 1004 (step S76).

A flow of the fixed blockage section instruction display process will be described.
FIG. 21 is a flowchart for explaining the flow of the fixed block section instruction display process in the present embodiment. In FIG. 21, first, the CPU 110 determines whether or not the preceding vehicle is passing through the fixed blockage section based on the preceding vehicle information 130 (step S80). When the preceding vehicle is not passing through the fixed blockage section (step S80; NO), the display 1004 displays that the host vehicle is passing through the fixed blockage section (step S82). On the other hand, when the preceding vehicle is passing through the fixed blockage section (step S80; YES), the display of the virtual fixed blockage signal displayed on the display 1004 is changed to a stop signal (for example, red lighting) (step S84). .

Next, the flow of the movement block section instruction display process will be described.
FIG. 22 is a flowchart for explaining the flow of the movement blockage section instruction display process in the present embodiment. In FIG. 22, first, the CPU 110 determines whether or not the preceding vehicle is passing through the fixed blockage section based on the preceding vehicle information 130 (step S90). When the vehicle is not passing through the fixed blockage section (step S90; NO), the difference between the kilometer of the own vehicle and the kilometer of the preceding vehicle is calculated (step S92), and the vehicle speed of the own vehicle and the vehicle speed of the preceding vehicle are calculated. A safe braking distance required for the host vehicle to stop safely without colliding with the preceding vehicle is calculated (step S94).

  Next, the difference in kilometers is compared with a value obtained by multiplying the safety braking distance by a predetermined first safety factor. As a result, when the difference in kilometers is smaller (step S96; YES), a stop signal (for example, red lighting) is displayed on the display 1004 as a signal display of the virtual traffic signal related to the movement blockage (step S98; FIG. 5). (Equivalent to (b)). This corresponds to the case where a preceding vehicle exists in the previous blockage section in the conventional fixed blockage concept.

  If the difference in kilometers is greater than the value obtained by multiplying the safety braking distance by the first safety factor (step S96; NO), the difference in kilometers and the value obtained by multiplying the safety braking distance by a predetermined second safety factor are compared. As a result, if the kilometer difference is smaller (step S100; YES), a deceleration signal (for example, yellow lighting) is displayed on the display 1004 as a signal display of the virtual traffic signal related to the movement blockage (step S102; FIG. 5 ( a) equivalent). This corresponds to a case where a preceding vehicle is present in the previous blockage section in the conventional fixed blockage concept.

  On the other hand, when the preceding vehicle is passing through the fixed blockage section (step S90; YES), it is determined whether or not the difference between the kilometer distance of the host vehicle and the kilometer distance to the fixed blockage section is a predetermined value or less ( Step S104). When the difference in kilometers is equal to or less than the predetermined value (step S104; YES), the elapsed time after the preceding vehicle passes the starting point of the fixed blockage section is compared with the standard transit time of the fixed blockage section. As a result, when the elapsed time of the preceding vehicle is shorter (step S106; YES), the display of the virtual fixed block signal displayed on the display 1004 is changed to a deceleration signal (step S108). If the elapsed time of the preceding vehicle is longer (step S106; NO), the display of the virtual fixed block signal displayed on the display 1004 is changed to a stop signal (step S110).

  Subsequently, the CPU 110 refers to the trajectory management information DB 1014 and searches for the ground equipment closest to the traveling direction (step S112). If the ground equipment closest to the traveling direction is searched (step S114; YES), the equipment type 1014e of the ground equipment is referred to and an image corresponding to the ground equipment is displayed on the display 1004 (step S116). .

Next, the flow of the session time setting process will be described.
FIG. 23 is a flowchart for explaining the flow of the session time setting process. In FIG. 23, first, the CPU 110 refers to the fixed blockage section information 134 and searches for a fixed blockage section in the traveling direction (step S120). Subsequently, when the difference in kilometers to the nearest fixed blockage section searched is equal to or less than a predetermined value (usually a value smaller than the second safety section) (step S122; YES), that is, the railcar 1 is fixed. When approaching the blockage section to some extent, the start point arrival time of the fixed blockage section is calculated from the difference in kilometers from the start point of the nearest fixed blockage section and the current vehicle speed (step S126).

  Then, the start point arrival time is compared with the time to be set as the next session time. If the start point arrival time is the earliest (step S128; YES), the session time is updated to the start point arrival time. (Step S129). On the other hand, when the time to be set as the next session time is first (step S128; NO), the time to be set as the next session time is updated and set as the session time (step S124). In step S122, if the distance between the nearest fixed blockage sections is not less than the predetermined value (step S122; NO), that is, if the railway vehicle is not approaching the fixed blockage section, the time after the predetermined time is set as the session. The time is updated and set (step S124).

  By setting the session time as described above, when the railway vehicle 1 passes through the start point and the end point of the fixed blockage section, the vehicle information can be reliably transmitted to the operation management device 1200. That is, the arrival time to the starting point of the fixed blockage section is calculated and the vehicle information is transmitted to and received from the operation management device 1200 at the timing of passing the start point of the fixed blockage section by setting the start point arrival time as the session time. Can be performed.

  In addition, after passing through the start point of the fixed block section, a process for detecting whether or not communication is possible is performed every predetermined time (step S2 in FIG. 17), and the session time is updated every predetermined time while passing through the communicable section. Is set. On the other hand, since it is not possible to detect that communication is possible while passing through the incommunicable section, only the process of detecting the presence / absence of communication is performed repeatedly at predetermined intervals (step S2). And when the railcar 1 advances from the incommunicable section, that is, when it is detected that the communication is possible by entering the first safety section on the end point side of the fixed blockage section, it is promptly communicated with the operation management device 1200. Vehicle information communication processing can be performed.

  In the flow of FIG. 17, since it cannot be detected that communication is possible in step S <b> 2 while passing through the incommunicable section, it is not possible to proceed to further processing (steps S <b> 4 to S <b> 12 in FIG. 17). That is, since the session time setting process is not performed, the session time set before the entry of the incommunicable section is not updated. And when it advances from a communication impossible area, since it will be in the condition where the set session time has already passed, when it is detected that communication is possible, it will be judged to advance to the next process promptly ( Step S4). Therefore, when the railway vehicle 1 advances from the incommunicable section, it is possible to quickly perform processing for transmitting and receiving vehicle information to and from the operation management device 1200.

  Thereby, in the first safety section provided before the end point of the fixed blockage section, it is possible to communicate with the operation management device and receive the vehicle information of the preceding vehicle, so that the preceding vehicle is in the next blockage section. Even in the case of safety, a sufficient braking distance can be secured. For example, if the preceding vehicle is stopped before and near the end point of the fixed blockage section, the railroad vehicle 1 communicates because the first safety section is secured by the end point of the fixed blockage section. After advancing from the impossible section, vehicle information can be transmitted to and received from the operation management device, and the vehicle can be safely stopped according to the signal display based on the received information. In addition, when an abnormality occurs in the preceding vehicle in the first safety section provided before the end point of the fixed blockage section and the vehicle stops, it is determined that the preceding vehicle is in the fixed block section and the rear rail vehicle 1 can stop entry into the fixed blockage section. For this reason, it is possible to prevent a situation in which the railway vehicle 1 that has advanced from the incommunicable section collides with a preceding vehicle that stops in the first safety section.

  In the session time setting process, communication with the operation management apparatus is performed before the end point of the fixed blockage section, and thereafter the session time is set every predetermined time. However, in order to communicate reliably at the end point of the fixed blockage section, the end point arrival time is calculated based on the kilometer of the vehicle position and the end point of the fixed blockage section as in the case of calculating the start point passage time. The calculated end point arrival time may be updated and set as the session time. Thereby, communication can be performed at an accurate end point position of the fixed blockage section, and advancement of the fixed blockage section of the railway vehicle 1 can be accurately grasped.

Next, database update processing will be described.
FIG. 24 is a flowchart for explaining the flow of database update processing in the present embodiment. The processing described here is realized by the CPU 110 reading and executing the database update program 150. This process is automatically executed when the railway vehicle 1 arrives at the terminal station, or is manually executed by the driver.

  In the figure, first, processing relating to update of the map information DB 1012 is executed. That is, referring to the trajectory management information DB 1014, the earth coordinate system coordinates of the first station 122d and the last station 122e stored in the vehicle identification information 122 are retrieved (step S130), and the retrieved earth coordinate system coordinates are used as the map coordinate system. The coordinates are converted (step S132).

  Next, the trajectory vector data R is read from the map information DB 1012, and the nearest control point (meaning the control point of the vector data) to the map coordinate system coordinate of the first station and the nearest map coordinate system coordinate of the terminal station. A control point is searched (step S134).

  Then, vector data that smoothly connects the earth coordinate system coordinates 132c of each history of the vehicle kilometer history 132 is generated (step S136), and the control point closest to the terminal station is determined from the control point closest to the starting station of the trajectory vector data R. The portion between is replaced with newly generated vector data, and the map information DB 1012 is updated (step S138). Thus, the error between the map information and the actual travel can be corrected, and the kilometer of the vehicle position can be calculated with higher accuracy according to the actual travel from the next time.

  If the update of map information DB1012 is completed, it will communicate with the operation management apparatus 1200 next, the newest track management information of the operation management apparatus 1200 will be received, and track management information DB1014 will be updated (step S140). Specifically, the version information and update date of the track management information of the operation management device 1200 are compared with the version information and update date of the track management information DB 1014 to determine whether or not to update. As a result, the trajectory management information can always be kept up-to-date.

5. Description of Operation Navigation Screen Next, an example of a display screen displayed on the display 1004 will be described with reference to FIGS.

  FIG. 25 is a diagram illustrating an example of a display screen displayed on the display 1004 while the railway vehicle 1 travels in the movement blockage section. In FIG. 25, the display screen W101 includes a vehicle number display unit 10, a map display unit 12, a kilometer display unit 17, a vehicle speed display unit 18, an operation navigation display unit 19, an equipment list display unit 21, It is included.

  The vehicle number display unit 10 displays the vehicle number 122a of the host vehicle. A map around the vehicle position based on the map information DB 1012 is displayed on the map display unit 12, and a station mark 13, a track line 14 indicating the track 5, and a host vehicle mark indicating the host vehicle position are displayed in the map display unit 12. 15 and a preceding vehicle mark 16 indicating the vehicle position of the preceding vehicle are displayed. The display positions of the host vehicle mark 15 and the preceding vehicle mark 16 are constantly updated (corresponding to steps S62 and S64). Further, the kilometer display unit 17 displays the kilometer of the current vehicle position (corresponding to step S60). The vehicle speed display unit 18 displays the current speed of the railway vehicle. As a result, the map display unit 12 and the kilometer display unit 17 show at a glance where the driver is currently traveling.

  The navigation display unit 19 displays information about the type of ground equipment ahead in the traveling direction. For example, information on the speed limit mark of “limit speed 60 km / h” is displayed on the navigation display unit 19 in FIG. 25A (corresponding to step S116).

  A distance display bar 20 is displayed on the navigation display unit 19. A vertical line 20a on the right side of the distance display bar 20 indicates the position of the ground facility, and a bar 20b extending from the left indicates the current position of the vehicle. That is, by looking at the distance indication bar 20, it can be seen that the railway vehicle 1 approaches the ground facility. For example, in the distance display bar 20 of the navigation display unit 19, it can be seen that the bar 20b does not reach the vertical line 20a, and the speed limit mark is displayed in advance.

  In addition, the facility list display unit 21 displays a list of information on ground facilities existing ahead in the traveling direction of the railway vehicle. Specifically, the ground equipment, the name of the ground equipment, the kilometer of the ground equipment, the distance to the ground equipment, and a message are displayed. Accordingly, the facility list display 21 allows the driver to know in advance the ground facilities installed ahead in the traveling direction.

  In FIG.25 (b), the display screen W102 has shown the example of a display when approaching a preceding vehicle in a movement obstruction | occlusion area, and the image of the movement obstruction | occlusion signal lighted red (stop signal) is displayed on the navigation display part 19. FIG. Is displayed (corresponding to step S102).

  In FIG. 26 (a), the display screen W103 shows a display example when approaching within a predetermined distance range of the fixed blockage section, and the navigation display unit 19 displays a virtual fixed blockage signal lighted in blue (safety signal). Is displayed in advance (corresponding to step S70). In addition, a message that alerts the user that the fixed blockage section is ahead is displayed on the equipment list display unit 21a. Furthermore, on the map of the map display unit 12, a region corresponding to the fixed blockage section is surrounded by a dotted line. At both ends of the area, a fixed blocking signal mark 22 indicating that a virtual fixed blocking signal is virtually set is displayed. Thereby, it displays so that a fixed obstruction | occlusion area and a movement obstruction | occlusion area can be identified, and can grasp | ascertain the area where the own railway vehicle exists easily.

  In FIG. 26B, the display screen W104 shows a display example when the vehicle enters the second safety section, and the navigation display unit 19 displays an image of the virtual fixed obstruction signal that is lit yellow (deceleration signal). (Corresponding to step S108). In addition, a message indicating that the fixed blockage section has been approached is displayed on the equipment list display portion 21a.

  Fig.27 (a) is a figure which shows the example of a display during fixed obstruction | occlusion section passage. In FIG. 27A, the display screen W105 includes a vehicle number display unit 10, a map display unit 12, a kilometer display unit 17, an equipment list display unit 21, and a message display unit 23. .

  While passing through the fixed blockage section, communication with the GPS satellite becomes impossible, so the accurate vehicle position cannot be grasped. Therefore, the host vehicle mark 15 displayed on the map display unit 12 is displayed on the fixed blockage section. Similarly, the kilometer display unit 17 displays the kilometer of the starting point of the fixed blockage section. The message display unit 23 displays a message indicating that it is passing through the fixed blockage section, and the distance indication bar 20 is displayed blank. In addition, about the own vehicle mark 15, the kilometer display part 17, and the distance instruction | indication bar 20, a required vehicle position, kilometer distance, and distance are estimated based on the information measured by the autonomous navigation part 114 of the vehicle-mounted apparatus 100. It may be displayed.

  In addition, the facility list display unit 21 displays information on ground flights that exist ahead in the traveling direction, but the distance is displayed blank because the kilometer of the vehicle position is not calculated. Note that this distance may also be displayed as an estimate based on information measured by the autonomous navigation unit 114.

  Moreover, the structure which performs the switching display of the display screen W101-W105 mentioned above, and displays main information using character information may be sufficient. For example, FIG. 27B is a diagram showing an example of a display screen when the display screen W130 of FIG. In FIG. 27B, the display screen W105 includes a nearest facility display unit 25, a next facility display unit 26, a vehicle speed display unit 27, a kilometer display unit 28, a latitude / longitude display unit 29, and an operation status. Display unit 30.

  The nearest facility display unit 25 displays the name 25a of the nearest ground facility among the main ground facilities existing ahead in the traveling direction of the railway vehicle, and the distance 25b to the ground facility. The next facility display unit 26 displays the name 26a of the second closest ground facility among the main ground facilities existing ahead in the traveling direction of the railway vehicle, and the distance 26b to the ground facility.

  The vehicle speed display unit 27 displays the current speed of the railway vehicle. The kilometer display unit 28 displays the kilometer of the current vehicle position. In the latitude / longitude display unit 29, a latitude 29a and a longitude 29b measured using radio waves received from the GPS satellite 6 are displayed.

  The operation status display unit 30 displays the operation status ahead of the traveling direction of the railway vehicle. Specifically, a predetermined number of sections ahead of the traveling direction of the railway vehicle are displayed, and the own railway vehicle position mark 30d indicating the position of the own railway vehicle and the preceding vehicle position mark 30e indicating the position of the preceding vehicle are displayed. ing. Each section is colored and displayed according to the operation position of the preceding vehicle. For example, a section 30a where the own railway vehicle is present and which can ensure safe travel is colored blue. The section colored in blue is a section where the vehicle can travel safely, and a blue signal (safety signal) is displayed on the navigation display portion of the display screen as necessary while traveling in the section.

  In addition, the section 30b in front of the own railway vehicle and behind the preceding vehicle (including at least the distance behind the preceding vehicle multiplied by the safety braking distance multiplied by the second safety factor) is colored yellow. The section colored yellow is a section indicating that the preceding vehicle is within a predetermined distance ahead, and a yellow signal (deceleration signal) is displayed when the own railway vehicle enters the section. Further, all sections 30c (including at least the distance obtained by multiplying the safety braking distance behind the preceding vehicle by the first safety factor) in the section where the preceding vehicle is present and ahead of the preceding vehicle are colored red. . The section colored in red is a section where entry is prohibited because the preceding vehicle is present, and a red signal (stop signal) is displayed when the own railway vehicle enters the section.

  FIG. 28 is a diagram showing an example of a display screen showing operation status information displayed on the display for the commander installed in the control room. In FIG. 28, a route system diagram representing the alignment of the entire route is displayed on the display screen W201 as operation status information. This route system diagram shows a block 31 indicating a station (hereinafter referred to as “station block 31”), a block 32 indicating a moving blocked section (hereinafter referred to as “moving blocked block 32”), and a fixed blocked section. It is composed of a block 33 (hereinafter referred to as “fixed blockage block 33”). On the route system diagram, environmental facilities such as tunnels and mountainous areas that may affect the communication environment are displayed.

  The station block 31 is color-coded into “gray” and “white”, and the white block indicates a home provided for each of the upper / lower lines. On the other hand, the inter-station is composed of a moving block 32 and a fixed block 33 according to the upper / underline, and corresponds to one or a plurality of sections obtained by dividing the station with the fixed block / moving block as a unit.

  The movement blockage block 32 is indicated by a thin line, and is constituted by a block having a length corresponding to the distance of each movement blockage section. In addition, the movement blockage section where the railway vehicle 1 is located is indicated by a pentagonal block 34, and the standing line position and the traveling direction of the railway vehicle 1 (for example, the direction in which the pentagon is cut out are defined as the traveling direction) are indicated. The moving block 34 moves on the track as the railway vehicle moves.

  The fixed blockage block 33 corresponding to the fixed blockage section is indicated by a thick line, and is constituted by a block having a length corresponding to the distance of the fixed blockage section. Here, the fixed blockage section is set to a blockage section that always maintains a constant position and distance regardless of whether or not the railway vehicle is present.

  In addition, blocks at positions corresponding to the on-line positions of the railway vehicle 1 are colored and displayed according to the operation status of the railway vehicle 1. Specifically, when the delay time of the railway vehicle 1 is “0 to 1 minute”, it is colored “blue”, and when it is “1 to 5 minutes”, it is colored “yellow”. In the case of “above”, it is colored “red”. Furthermore, the railway vehicle 1 existing in the fixed blockage section is displayed in blinking according to the elapsed time as well as color coding according to the delay time. For example, on the basis of the fixed block section passage management information 224, when the status is “normal”, the display is lit, and when the status is “abnormal”, the display is blinking. In FIG. 28, since the fixed blockage block 33 is colored yellow and blinked, the railway vehicle existing in the fixed blockage section has a delay of 1 to 5 minutes and the elapsed time of the fixed blockage section is standard. You can see that the passage time has been exceeded. Thus, on the display screen W201, it is possible to grasp the train operation status on the entire route, that is, the approximate current position, the delay time of the railway vehicle, and the passage status in the fixed blockage section.

6). As described above, according to the present embodiment, in the railway system that realizes movement blockage by exchanging information on the vehicle position of other railway vehicles via wireless communication, there is an incommunicable section on the track 5. If there is a fixed blockage section including the incommunicable section, and there is a preceding vehicle in the fixed blockage section, the railcars do not collide with each other by prohibiting other railway vehicles from entering the fixed blockage section. So that the operation can be managed.

  That is, when a fixed blocked section including a communication impossible section on the track 5 and a movable blocked section including only a communicable section are set, and the railway vehicle 1 passes through the start point and the end point of the fixed blocked section. In addition, information indicating that the railway vehicle 1 has passed the start point and the end point of the fixed blockage section is transmitted to the other railway vehicles via the operation management device. And the information which shows that the other railway vehicle passed the starting point and the end point of the fixed blockage section is acquired via the operation management device 1200, and depending on whether the other railcar is in the predetermined fixed blockage section ahead. Display the signal display.

  Thereby, in the movement blockage area which can communicate, by performing optimal space | interval control of a rail vehicle, the length of a movement blockage area can be varied and the operation density of a train can be raised. Moreover, in the fixed blockage section including the incommunicable section, it is possible to perform safe operation with a sufficient margin as in the conventional fixed block control.

  In addition, the operation management device 1200 counts the elapsed time from when the railcar 1 passes the starting point of the fixed blockage section to the end point, and within the predetermined distance of the fixed blockage section where the preceding vehicle is present. When the vehicle arrives, the standard transit time required for passing through the fixed blockage section and the elapsed time of the preceding vehicle are transmitted to the other rail vehicle 1. And the other rail vehicle 1 can display the signal presentation based on the received information. That is, when the elapsed time of the preceding vehicle is shorter than the standard passing time, a deceleration signal is displayed, and when the elapsed time of the preceding vehicle is longer than the standard passing time, a stop signal is displayed. Thereby, the other railway vehicle can detect abnormally the preceding vehicle in the fixed blockage section in a predictive manner, and perform speed control according to the operation status of the preceding vehicle.

  Moreover, when the operation management apparatus 1200 receives the information which shows having passed the starting point of the fixed blockage section from the railcar 1 as a method of determining the existing line of the railcar 1 of the fixed blockage section, the railcar 1 is fixed. When it is determined that the vehicle has entered the blockage section and information indicating that the end point of the fixed blockage section has been received is determined, it is determined that the railway vehicle 1 has advanced into the fixed blockage section. Therefore, based on the information received by the operation management device 1200, it is possible to accurately determine the entry and advance of the fixed block section of the railway vehicle, and to grasp the existing line of the fixed block section.

  In addition, the in-vehicle device 1000 determines whether or not the preceding vehicle is present when the constant distance between the host vehicle and the nearest fixed blockage section is a predetermined value (for example, the same distance as the second safety section) or less. The signal display is displayed by approaching the fixed blockage section. Thereby, the presence of the fixed blockage section can be reported in advance, and the driver can be alerted.

  Further, since the vehicle position can be measured using a GPS satellite, the vehicle position can be known without using a fixed track circuit, and the kilometer of the vehicle position can be calculated from the GPS positioning result. it can. Then, the kilometer of the host vehicle is transmitted to the other railway vehicle via the operation management device, the kilometer of the other railway vehicle is acquired, and whether or not the other railway vehicle is located in a predetermined closed section ahead. Signal display. Therefore, even if there is no fixed track circuit, it is possible to appropriately realize the movement blockage in which the blockage section is virtual.

  In addition, it is possible to report information on traffic lights and signs to the driver regardless of whether or not traffic lights or warning signs can actually be seen, so that weather or signs that are not visible due to heavy fog or snowstorms etc. Even under conditions, it can be operated safely. Furthermore, even if the actual ground equipment is not installed and a traffic light or a sign is virtually set on the trajectory management information, it can be safely operated in the same manner. In other words, ultimately, some ground facilities such as traffic lights and signs can be abolished, and man-hours and costs related to maintenance can be reduced. Further, when a traffic signal is virtually set only on the track management information, the placement position of the virtual traffic signal can be easily changed, and the length of the closed section can be varied. Therefore, the vehicle operation density can be increased by using a shorter closed section.

7). Description of Modifications As described above, the embodiments of the present invention have been described. However, the present invention is not limited to these embodiments, and as long as the same actions and effects can be obtained without departing from the spirit of the present invention, components are appropriately added. -You may delete or change.

  For example, information such as the vehicle speed and the kilometer of the railway vehicle 1 and the passage of the starting point of the fixed block section is managed and distributed as the vehicle kilometer management information 222 and the fixed block section passage management information 224 by the operation management device 1200. However, it is good also as a structure which communicates directly between the rail vehicle 1 and a preceding vehicle.

  Specifically, as shown in FIG. 29, direct communication is realized using a wireless communication device 1010 of the in-vehicle device 1000. The in-vehicle device 1000 broadcasts the vehicle information of the own vehicle in the vehicle information communication process (step S4), receives the vehicle information broadcast from the other railway vehicles, compares the received vehicle information, and determines the preceding vehicle. select. Then, the vehicle information of the selected preceding vehicle is stored in the preceding vehicle information 130. Alternatively, the in-vehicle device 1000 may store information on train diagrams in advance, search for a preceding vehicle from the train diagram, communicate with the searched vehicle, and exchange vehicle information.

  Specifically, in FIG. 30, a directional wireless communication device 1017 is provided at each of the head and tail of the railway vehicle 1, and vehicle information of the host vehicle is displayed toward the vehicle traveling behind as vehicle information communication processing. While transmitting, the vehicle information of a preceding vehicle is received by the headed directional radio | wireless communication apparatus 1017. The directional wireless communication device 1017 can be realized, for example, by combining a directional antenna with wireless equipment conforming to a known communication standard. It is better to install a repeater on the curve where the line of sight does not work. Note that directivity is not particularly required if a sufficient wireless communication distance is ensured.

  And when communicating between railway vehicles as mentioned above, the vehicle apparatus 1000 is further provided with the fixed blockage section passage management information 224 and the standard passage time table 248, and has passed the starting point of the fixed blockage section from the preceding vehicle. When the information indicating is received, the vehicle apparatus 1000 replaces the operation management apparatus 1200 and executes a process of starting the timer count and updating the vehicle transit time management information 224. Then, based on the standard passing time table 248, it can be determined whether or not the passing time of the preceding vehicle has exceeded the standard passing time, and the signal display can be performed based on the determination result.

Further, in the fixed blockage section instruction display processing in the present embodiment, the signal is displayed based on the relationship between the kilometer difference between the host vehicle and the preceding vehicle and the safe braking distance, but the present invention is not limited to this.
For example, FIG. 31 shows the movement blockage section indication display process B that displays the signal indication in the same way as the conventional idea, considering the virtual fixed blockage signal on the data as the movement blockage section or the start point and end point of the fixed blockage section. It is a flowchart which shows a flow. In the figure, first, referring to the trajectory management information DB 1014, the ground equipment nearest to the traveling direction is searched (step S300), and whether or not the searched ground equipment is “blocking signal equipment (= virtual fixed block signal)”. Is determined (step S302). When it is a blockage signal facility (step S302; YSE), the trajectory management information DB 1014 is further referenced to search for the start point and the end point distance of the next blockage section ahead in the traveling direction (step S304). Specifically, the blockage signal facility ahead of the ground equipment nearest to the traveling direction is searched, and the distance is about the kilometer of the end point of the first blockage section in the travel direction and the start point of the second blockage section. . If the second blockage signal facility in the traveling direction is searched from the ground facility closest to the traveling direction, the kilometer becomes the kilometer of the end point of the second blockage section.

Next, referring to the kilometer of the vehicle position of the preceding vehicle stored in the preceding vehicle information 130, when the preceding vehicle is located in the closed section of the two front sections (step S306; YES), in which closed section The signal display is determined according to whether the preceding vehicle is located (step S308), and the signal display of the virtual fixed block signal is displayed on the display 1004 (step S310). Specifically, when the preceding vehicle is located in the blockage section two lines ahead in the traveling direction, it is determined as a signal display “deceleration signal”, and an image of a virtual fixed blockage signal lighted in yellow, for example, is displayed on the display 1004 And inform the driver. Further, when the preceding preceding vehicle is located, the signal display is determined as a “stop signal”, and an image of a virtual fixed obstruction signal lighted in red, for example, is displayed on the display 1004 to inform the driver. Make it.
Therefore, even by such processing, signals can be displayed without depending on the track circuit and operation instructions can be given to the driver by using the data of the virtual block signal.

Moreover, in the operation navigation process in this embodiment, although the vehicle-mounted apparatus 1 determined and displayed the signal display based on the vehicle information of a preceding vehicle, it is not restricted to this.
For example, in the movement blockage section instruction display processing, the operation management device 1200 displays based on the kilometer of the vehicle position of the preceding vehicle and the kilometer of the vehicle position of the other railway vehicle that is within a predetermined distance behind the preceding vehicle. The indication of the power block signal is determined. Then, the determination result is transmitted to the rear railway vehicle as information on the signal display, and the rear rail vehicle receives the information on the signal display and displays the signal display based on the received information.

  Further, in the movement blockage section instruction display process, the operation management device 1200 includes a kilometer of the vehicle position of the preceding vehicle, a kilometer of the vehicle position of another railroad vehicle that is within a predetermined distance behind the preceding vehicle, and a fixed blockage section. Based on the kilometer distance, it is determined whether the rear railway vehicle has arrived within a predetermined distance range of the fixed blockage section where the preceding vehicle is located, and when the rear railcar arrives, the fixed blockage section passage management information The signal display is determined based on the status 224g of 224. Then, the determination result is transmitted as information related to the signal display to the rear railway vehicle, and the rear rail vehicle receives the information related to the signal display and displays the signal display based on the received information.

  Here, the information related to the signal display is information necessary for causing the in-vehicle apparatus 1000 to display the signal display. For example, a safety signal (lighted in blue), a deceleration signal (lighted in yellow), and a stop signal (red) Information on the type of signal to be displayed. Therefore, the traffic signal data can be centrally managed by the operation management device 1200. Further, since the in-vehicle device can display the signal display without requiring complicated information processing in accordance with the information related to the signal display of the block signal, the processing load on the in-vehicle device can be reduced.

  Further, the operation management device 1200 may be arranged at a central control station of a conventional CTC (Centralized Traffic Control).

  In addition, the operation status information is not necessarily viewable only by the portable train display device 8, and may be browsed by the in-vehicle device 1000, for example. Moreover, it is good also as a structure which can be browsed on the internet website. In this case, for example, the website browsing function of the mobile phone allows the passenger to know where the train he / she wants to ride is, and when performing maintenance work near the track 5, It becomes possible to know the approach of the railway vehicle 1 to the work section.

The conceptual diagram which shows the structure of the principal part hardware for vehicle position calculation, and its principle. The figure for demonstrating the concept of the data structure of map information DB. The figure for demonstrating the concept of a data structure of track management information DB. The figure which shows an example of the structure in this embodiment. The figure for demonstrating the concept of a movement obstructive signal display control. The figure for demonstrating the concept of control of fixed obstructive signal display. The functional block diagram which shows an example of a function structure of the vehicle-mounted apparatus in this embodiment. The figure for showing an example of the data structure of vehicle identification information. The figure for showing an example of a data structure of a vehicle kilometer history. The figure for showing an example of a data structure of fixed blockage section information. The figure for showing an example of a data structure of session time management information. The functional block diagram which shows an example of a function structure of the operation management apparatus in this embodiment. The figure for showing an example of the data structure of vehicle kilometer management information. The figure for showing an example of a data structure of fixed blockage section passage management information. The figure for showing an example of a data structure of level crossing management information. The figure for showing an example of a data structure of a standard passage time table. The flowchart for demonstrating the flow of a process of a vehicle-mounted apparatus. The flowchart for demonstrating the flow of a kilometer calculation process. The flowchart for demonstrating the flow of a vehicle information communication process. The flowchart for demonstrating the flow of operation navigation processing. The flowchart for demonstrating the flow of fixed obstruction | occlusion area instruction | indication display processing. The flowchart for demonstrating the flow of a movement obstruction | occlusion area instruction | indication display process. The flowchart for demonstrating the flow of a session time setting process. The flowchart explaining the flow of a database update process. The screen display example of the display of a vehicle-mounted device. The screen display example of the display of a vehicle-mounted device. The screen display example of the display of a vehicle-mounted device. The screen display example of the display of a portable train information display apparatus. The block diagram which shows a modification. The block diagram which shows a modification. The flowchart for demonstrating the flow of a process of the modification of a movement obstruction | occlusion area instruction | indication display process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail vehicle 5 Track 6 GPS satellite 17 Kilometer display part 19 Navigation display part 21 Equipment list display part 23 Message display part 110 CPU (CPU of vehicle equipment)
112 GPS positioning unit 120 RAM
122 Vehicle Identification Information 124 Vehicle Earth Coordinate System Coordinate 130 Leading Vehicle Information 132 Vehicle Kilometer History 134 Fixed Blocking Section Information 136 Session Time Management Information 140 ROM
142 km calculation program 144 operation navigation program 146 vehicle information communication program for vehicle 148 session time setting program 150 database update program 210 CPU (CPU of operation management device)
220 RAM
222 km management information 224 fixed block passage management information 240 ROM
242 Vehicle information communication program for operation management 244 Track management information correction program 248 Standard transit time table 250 Map information DB
252 Track management information DB
1000 On-vehicle device 1002 On-board processing device 1006 GPS receiver 1008 GPS antenna 1012 Map information DB
1014 Track management information DB
1016 Vehicle speed measuring device 1200 Operation management device Lr Actual distance R Trajectory vector data

Claims (7)

Wireless communication is performed with a predetermined operation management device and / or another rail vehicle, and a signal block display is displayed to the crew depending on whether or not the other rail vehicle is located within a predetermined distance ahead, thereby realizing movement blockage. An in-vehicle device installed in a railway vehicle,
Positioning means for positioning the vehicle position of the own railway vehicle using a GPS satellite (GPS: Global Positioning System);
Based on map information including position information of the track and the measured vehicle position, a kilometer calculation means for calculating the position of the own railway vehicle as a kilometer from a preset starting point;
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes a point where both ends are communicable including the incommunicable section where wireless communication is not possible. Information storage means;
Whether or not the own railway vehicle has passed the end point of the fixed blockage section based on the kilometer of the end point stored in the fixed blockage section information storage means and the kilometer of the own railway vehicle calculated by the kilometer calculation unit Determination means for determining whether or not
A transmission means for transmitting passage information based on the passage of the end point of the determined fixed block section to the operation management device when it is determined by the determination means to pass;
Receiving means for receiving from the operation management device information related to the signal display of the fixed blockage section stored by the fixed blockage section information storage unit and / or passing information based on the passage of the end points of the fixed blockage section of other railway vehicles;
Based on the received information and the kilometer of the own railway vehicle calculated by the kilometer calculation means, the fixed blockage signal display control means for displaying the signal display of the blockage signal of the fixed blockage section;
A vehicle-mounted device comprising: Wireless communication is performed with a predetermined operation management device and / or another rail vehicle, and a signal block display is displayed to the crew depending on whether or not the other rail vehicle is located within a predetermined distance ahead, thereby realizing movement blockage. An in-vehicle device installed in a railway vehicle,
Positioning means for positioning the vehicle position of the own railway vehicle using a GPS satellite (GPS: Global Positioning System);
Based on map information including position information of the track and the measured vehicle position, a kilometer calculation means for calculating the position of the own railway vehicle as a kilometer from a preset starting point;
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes the communication-disabled section where the wireless communication cannot be performed and both ends can communicate with each other. Information storage means;
Whether or not the own railway vehicle has passed the end point of the fixed blockage section based on the kilometer of the end point stored in the fixed blockage section information storage means and the kilometer of the own railway vehicle calculated by the kilometer calculation unit Determination means for determining whether or not
A transmission means for transmitting passage information based on the passage of the determined end point of the fixed block section to another railway vehicle when it is determined by the determination means to pass;
Receiving means for receiving passage information from other railway vehicles;
Based on the received passage information and the kilometer of the own railway vehicle calculated by the kilometer calculation means, the fixed blockage signal display control for displaying the signal display of the blockage signal of the fixed blockage section related to the passage information Means,
A vehicle-mounted device comprising: Standard passage time storage means for storing the standard passage time required for passage through the fixed blockage section for each fixed blockage section;
Before the receiving means receives the passing information based on the passing of the end point of the fixed blockage section when the passing information of the other railway vehicle received by the receiving means is the passing information based on the passing of the starting point of the fixed blocking section. In addition, the standard time excess detection means for detecting that the elapsed time from the reception exceeds the standard passage time of the fixed block section stored by the standard passage time storage means,
In response to detection by the standard time excess detection means, a standard time excess display display control means for displaying the signal indicating the blockage signal of the detected fixed blockage section as a stop signal,
The in-vehicle device according to claim 1, further comprising:   Map display control means for displaying the current position of the own railway vehicle and the track on a map, and performing control for identifying and displaying each fixed blockage section stored in the fixed blockage section information storage unit from other sections The in-vehicle device according to any one of claims 1 to 3, further comprising: An operation management device that communicates with a railway vehicle in which the in-vehicle device according to claim 1 is installed, and manages the current position of each railway vehicle in kilometres,
A fixed blockage section that stores, for each fixed blockage section, the distance between the start point and the end point of the fixed blockage section that is set in advance along a trajectory that includes a point where both ends are communicable including the incommunicable section where wireless communication is not possible. Information management side storage means;
Passage information receiving means for receiving the passage information from transmission means of the railway vehicle;
Based on the passage information received by the passage information receiving means, fixed obstruction section presence line detection means for detecting the presence of a railway vehicle in each fixed obstruction section stored in the fixed obstruction section information management side storage means;
Based on the detection result of the fixed blockage section presence line detection means, signal display information transmission means for transmitting information related to the signal display of the blockage signal of each fixed blockage section to each rail vehicle,
An operation management device comprising:   The fixed blockage section presence line detection unit determines that the railroad vehicle has entered the fixed blockage section when the passage information received by the passage information reception unit is passage information based on the passage of the start point of the fixed blockage section. In the case of passage information based on the passage of the end point of the fixed blockage section, the presence of the railway vehicle in the fixed blockage section is detected by determining that the railway vehicle has closed from the fixed blockage section. Item 6. The operation management device according to item 5. A standard passage time storage means for storing a standard passage time required for passage through the fixed blockage section for each fixed blockage section;
If the passage information received by the passage information receiving means is passage information based on the passage of the start point of the fixed blockage section, the fixed blockage section vehicle presence / absence determination means passes based on the passage of the end point of the fixed blockage section. Standard time excess detection means for detecting that the elapsed time from the reception exceeds the standard passage time of the fixed block section stored by the standard passage time storage means before the passage information reception means receives the information. Have
The signal presenting information transmitting unit is configured to block the fixed blockage section on a railroad vehicle located within a predetermined distance behind the railcar that has transmitted the passage information determined to have exceeded the standard passage time by the standard time excess determining unit. Means for transmitting information for displaying the signal as a stop signal,
The operation management device according to claim 5 or 6, wherein

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