JP6789840B2 - Train control information transmission system - Google Patents

Description

The technical field is related to train control of railway systems.

In a railway system, it is basic for a driver to drive a train according to the signal displayed on the signal, and in order to prevent accidents due to the driver's misidentification or erroneous operation, safety equipment such as an automatic train stop device has been installed for some time. It has been installed. For example, a conventional ATS (Automatic Train Stop) -P type automatic train stop device uses a predetermined stop point as a base point based on the display information of the signal received from a ground element provided in front of a predetermined distance of the signal. A speed check pattern is created, and the train is controlled according to this speed check pattern.

In Patent Document 1, regarding such an ATS-P type automatic train stop, "the ground element and the traffic light are connected by a cable and are not wireless, and as a result, the ground element is introduced. The problem is that "the cost and the burden of maintenance have increased", and as a means of solving the problem, "wireless communication between the ground element and the traffic light" and the like are disclosed.

JP-A-2016-13037

However, not only the cable between the ground element and the signal, but also the signal installed along the railway line and the train detection device such as the track circuit, the cost and maintenance burden are still large. In addition, the cost of modifying the existing ATS-P on-board equipment installed in all trains traveling on the route is high.

In order to solve the above problems, for example, the configuration described in the claims is adopted. The train control information transmission system of the present application includes a plurality of means for solving the above problems. For example, train control in which an on-board signal device controls a train based on train control information input from the outside. In the information transmission system, the train is provided with an on-board radio device that receives the train control information and transmits ground element passage information including information indicating the ground element when the train passes the ground element. The section of the first train on the line is determined based on the ground element passage information from the on-board radio device mounted on the first train to be traveling, and the first train is determined based on the determination. The boundary of the closed section of the non-existing train line, which is the boundary position between the closed section of the train existing line and the blocked section of the non-existing train line, which exists behind A ground management device for transmitting the train control information indicating the above-ground element existing behind the first train to the on-board radio device mounted on the second train traveling behind the first train is provided. When the on-board radio device mounted on the second train does not include train control information based on the passed ground element in the information transmitted from the ground control device at the time of passing through the ground element, When a signal from the ground element is input to the on-board signal device and there is train control information based on the passing ground element, the ground element is used as the base point from the train control information transmitted from the ground management device. The train control information is extracted and input to the on-board signal device mounted on the second train, and the ground element passage information including the information indicating the ground element is transmitted to the ground management device. It is characterized by.

Alternatively, in a train control information transmission system in which an on-board signal device controls a train based on train control information input from the outside, when the train receives the train control information and the train passes through a ground element. The on-board radio device for transmitting ground element passage information including information indicating the ground element is provided, and the above-mentioned is based on the ground element passage information from the on-board radio device mounted on the first train traveling on the route. The in-line section of the first train on the line is determined, and based on the determination, the boundary between the in-line section and the non-in-line section of the train existing behind the first train is determined. calculated, said column Kurumazai line the train control second information is a traveling rearward of the first train indicating the position of the non-rail section boundary as a base point the ground coil that exists behind the first train The on-board radio device mounted on the second train is provided with a ground management device for transmitting information to the on-board radio device mounted on the train, and the information transmitted from the ground management device when passing through the ground element. If there is no train control information based on the passed ground element, the signal from the ground element is input to the on-board signal device, and if there is train control information based on the passed ground element, the above ground The train control information with the ground element as a base point is extracted from the train control information transmitted from the management device and input to the on-board signal device mounted on the second train, and the ground element is input. It is characterized in that the above-ground train passage information including the indicated information is transmitted to the above-ground management device.

According to the above means, the existing on-board signaling device can be utilized without modification, and a signal device installed along the railway line and a train detection device such as a track circuit can be eliminated. Issues, configurations and effects other than those mentioned above will be clarified by the description of the following examples.

The figure which shows the configuration example of the train control information transmission system of Example 1. The figure explaining the example of the mechanism of the train control information transmission system of Example 1. Diagram showing an example of speed check pattern The figure which shows the example of the processing operation of the on-board wireless device The figure which shows the example of the processing operation of the ground management apparatus of Example 1. The figure which shows the configuration example of the train control information transmission system of Example 2. The figure which shows the example of the processing operation of the ground management apparatus of Example 2. The figure explaining the example of the mechanism of the train control information transmission system of Example 2.

Hereinafter, embodiments will be described with reference to the drawings.

FIG. 1 is a diagram showing the configuration of the train control information transmission system of this embodiment and the connection with the on-board signaling device mounted on the train. On the ground side, the ground management device 1, the radio 2, and the ground element 3 of this system are installed. Further, in the train 10 on which the on-board signaling device 11, the transmission / reception unit 12, the on-board element 13, and the display 14 are mounted, the on-board radio device 17, the second display 18, and the radio 19 of this system are mounted. Will be installed. An object of the present invention is to utilize an existing cab signaling device without modification to eliminate the need for a cab signaling device and a train detection device installed along the railway line, and the cab signaling device 11, the transmitter / receiver 12, and the vehicle. The child 13 and the display 14 use an existing device, and connect the on-board radio device 17 between the existing on-board signaling device 11 and the existing transmission / reception unit 12. As for the existing cab signaling device 11, any device may be assumed as long as it is a device that controls the train based on the train control information transmitted from the ground element or the like laid on the track. However, in this embodiment, the ATS-P type cab signaling device will be described as a premise.

First, as a premise of this system, the on-board signaling device 11 and the transmission / reception unit 12 mounted on the train will be described. The on-board signal device 11 mounted on the train 10 creates a speed check pattern with the instructed stop point as the base point based on the train control information such as the input distance information to the stop point, and this speed. Based on the check pattern, it is a device that displays information necessary for driving to the driver via the display 14 and controls the train. Specifically, the speed information input from the speed sensor provided in the train is integrated to calculate the train position, and when the running speed of the train approaches the speed check pattern, the driver is alerted via the display 14. When the running speed of the train exceeds the speed check pattern, the brake of the train is operated via the relay unit provided in the train. The speed check pattern indicates an allowable speed at which the train can stop at the stop point, and as an example, FIG. 3 shows a speed check pattern 7 of the train 10 with the stop point 6 as a base point. In this embodiment, the ATS-P type cab signaling device is premised, but the ATS-P type cab signaling device is originally from the transmission / reception unit to the identification number of the ground element and the ground element to the stop point. It receives an ATS-P telegram containing distance information and uses it for control. However, in this embodiment, the same information is received from the on-board radio device 17 in the same format as the ATS-P telegram, and this is used for control. This point is different from the existing automatic train stop system.

The transmission / reception unit 12 is a device that receives a signal from the ground element 3 via an on-board element 13 that is electromagnetically coupled to the ground element laid on the track. In this embodiment, the ATS-P type transmitter / receiver is premised, but the ATS-P type transmitter / receiver originally includes the identification number of the ground element and the distance information from the ground element to the stop point. It receives a telegram and outputs this telegram to the ATS-P on-board device. However, in this embodiment, the ATS-P message received from the ground element 3 via the on-board element 13 is output to the on-board radio device 17. This point is different from the existing automatic train stop system.

Next, the train control information transmission system of this embodiment will be described. As shown in FIG. 2, this system divides the line 4 on which the train 10 travels into a plurality of block sections 5a, 5b, and 5c, and allows only one train to enter one block section, and the train is complete. Create train control information that prevents other trains from entering the section until it has passed through.

The on-board radio device 17 receives distance information from the ground management device 1 to a stop point with each ground element as a base point via the radio 19 and the radio 2, stores this information, and stores the distance information on the ground. When the passage of a child is detected, that is, when a signal is input from the ground element 3 via the on-board child 13 or the transmission / reception unit 12, the distance information from the information to the stop point with the ground element as the base point is input. It is extracted and output to the on-board signal device 11 together with the identification number of the ground element. That is, in this embodiment, when the ATS-P telegram is input from the transmission / reception unit 12, the identification number of the ground element is recognized from the message, and the ground element is used as the base point from the information received from the ground management device 1. The distance information to the stop point is extracted, molded into the same format as the ATS-P telegram, and output to the on-board signaling device 11. At this time, the on-board radio device 17 extracts the train control information based on the passing ground element from the information transmitted from the ground management device 1 in advance and already stored, and the train uses the ground element. After passing through, it does not communicate with the ground management device 1 to receive train control information based on the ground element. With this mechanism, the cab signaling device 11 can execute train control based on train control information with the ground element as a base point without a time lag from the passage of the ground element.

At that time, the on-board radio device 17 transmits the identification number of the train 10 and the identification number of the passing ground element to the ground management device 1 via the radio 19 and the radio 2, and further, the ground element. The distance information from to the stop point is displayed to the driver via the second display 18. For example, the information "The stop point is XX meters from the ground element XX" is displayed.

When the on-board radio device 17 receives the information from the ground management device 1, the information on the ground element that has passed immediately before is included in the information, that is, the distance to the stop point based on the ground element that has passed immediately before. When the information has changed from the information output to the on-board signal device 11 when passing through the ground element, it can be seen that the position of the stop point has been updated due to a change in the position of the preceding train or the like. Therefore, when such information is received, the driver is informed via the second indicator 18 that the position of the stop point is updated when the next ground element is passed. For example, below the information explained in the previous paragraph, the information "The stop point is XX meters from the ground element XX (the pattern is updated when the next ground element passes)" is displayed.

In addition, when the on-board radio device 17 is set to control as an existing signal device, the information received from the ground management device 1 includes train control information based on the passing ground element. If not, the signal input from the ground element 3 via the on-board element 13 and the transmission / reception unit 12 is output to the on-board signal device 11 as it is. At this time, since the on-board signaling device 11 controls as an existing signal device, the train can be safely operated even if the train enters a section in which the existing automatic train stop system is introduced. The setting for controlling as an existing signal device may be any method, may be instructed wirelessly from the ground management device 1, or may be provided with an external interface such as a switch from an operator, a maintenance person, or the like. It may be possible to set it.

The ground management device 1 receives the identification number of the ground element passed by the train 10 equipped with the device from the on-board radio device 17 via the radio 2 and the radio 19, and based on this information, the route Determine whether the train is on or off in each of the above blocked sections. Specifically, the position of the ground element on the line, the connection relationship of each block section, and the data of the section length are stored, and the block section including the section from the passing ground element to the train length is determined as the train presence line. .. The train length may be transmitted from the on-board radio device 17, or the ground management device 1 stores the train length of each train and uses the train identification number transmitted from the on-board radio device 17. You can use it to refer to it, or you can use the maximum length of a train that runs on a route without data. At that time, it is desirable to consider the distance from the head of the train to the mounting position of the on-board child. Further, the traveling direction of the train may also be transmitted from the on-board radio device 17, or the ground management device 1 stores the ground elements that each train has passed and determines from the positional relationship with the ground elements. If the operating direction of the track is fixed, that direction may be used.

Then, the ground management device 1 determines the entire block section of the train non-existing line existing in the traveling direction from each ground element based on the train presence / absence determination result in each block section on the route determined by the above method. Is calculated, and the distance obtained by subtracting a predetermined margin distance from the length is calculated. This margin distance may follow the value of the existing automatic train stop system, or may be determined in consideration of external conditions such as train braking performance, response time, and weather. Of course, the marginal distance may be taken into consideration on the vehicle radio device side. This calculation is performed for all the ground elements, and the result is used as the distance information to the stop point from each ground element as the on-board radio device mounted on the train traveling on the route. Send via.

In this embodiment, wireless communication is used for communication between the ground management device 1 and the on-board wireless device 17, but the method does not matter. Further, satellite communication using an artificial satellite, telephone line communication using a mobile phone, or the like may be used.

Next, the control operation of the train control information transmission system of this embodiment will be described. FIG. 4 is a flowchart showing a processing operation executed by the on-board wireless device 17.

Step 101: Information or a signal is input to the on-board radio device 17.

Step 102: When the information from the ground management device 1 is input via the radio 2 and the radio 19, the process proceeds to step 111. When the train 10 passes through the ground element 3 and the signal from the ground element 3 is input via the on-board element 13 and the transmission / reception unit 12, the process proceeds to step 121.

Step 111: The distance information from the ground management device 1 to the stop point with each ground element as a base point is stored, and the process proceeds to step 112. If you already remember it, update it.

Step 112: When the train 10 has already passed the ground element, that is, when the distance information to the stop point based on the ground element passed in step 125 described later is output to the on-board signaling device 11. Goes to step 113. If not, the process returns to step 101.

Step 113: From the distance information to the stop point with each ground element stored in step 111 as the base point, the distance information to the stop point with the ground element that passed immediately before is extracted, and the process proceeds to step 114.

Step 114: The information extracted in step 113 is compared with the distance information to the stop point from the same ground element output to the on-board signaling device 11 in step 125 described later, and if there is a difference, step 115 If there is no difference, the process returns to step 101.

Step 115: The information extracted in step 113 is displayed on the second display 18. For example, under the information displayed in step 126, which will be described later, the information "The stop point is XX meters from the ground element XX (the pattern is updated when the next ground element is passed)" is displayed, and the process returns to step 101.

Step 121: The signal from the ground element 3 is stored, and the process proceeds to step 122.

Step 122: If the on-board radio device 17 is set to be controlled as an existing signal device, the process proceeds to step 124, otherwise the process proceeds to step 123.

Step 123: The identification number of the ground element is recognized and stored from the signal from the ground element 3. The information stored in step 111 is searched, and if the distance information to the stop point with the passing ground element as the base point is included, the process proceeds to step 125, otherwise the process proceeds to step 124.

Step 124: The signal from the ground element 3 is output to the on-board signaling device 11 as it is, and the process returns to step 101.

Step 125: The identification number of the passed ground element and the distance information to the stop point from the ground element extracted in step 123 are output to the on-board signaling device 11 in the same format as the ATS-P message, and the step Proceed to 126.

Step 126: The distance information to the stop point based on the ground element extracted in step 123 is displayed on the second display 18. For example, the information "The stop point is XX meters from the ground element XX" is displayed, and the process proceeds to step 127.

Step 127: The identification number of the passed ground element is transmitted to the ground management device 1, and the process returns to step 101.

FIG. 5 is a flowchart showing a processing operation executed by the ground management device 1.

Step 201: The ground management device 1 stores data on the position of the ground element on the route, the connection relationship of each block section, and the section length.

Step 202: When the information from the on-board radio device 17 is input via the radio 2, this information, that is, the identification number of the train and the identification number of the ground element that the train has passed is stored, and step 203. Proceed to. In addition, step 203 may proceed in a fixed time cycle. In that case, it is possible to process a plurality of pieces of information input during that period together, or to set a processing timer or the like to check the soundness of the device.

Step 203: Based on the position of the ground element on the route stored in step 201, the connection relationship and section length data of each block section, and the identification number of the train and the identification number of the passed ground element stored in step 202. The section for the train length of the train is calculated from the ground element that the train has passed. The in-line section calculated in this way is updated and managed for each train. Step 204.

Step 204: Determine whether or not each block section on the line is present or absent based on the existing section of each train that is calculated and updated and managed in step 203. Proceed to step 205.

Step 205: Based on the train presence / absence determination result in each block section on the route determined in step 204, the length of the entire block section of the train non-existence line existing in the traveling direction from each ground element is calculated. Proceed to step 206.

Step 206: A distance obtained by subtracting a predetermined margin distance from the total length of the block section of the train non-existing line existing in the traveling direction from each ground element calculated in step 205 is calculated. This is the distance to the stop point with each ground element as the base point. This calculation is performed for all ground elements, and the process proceeds to step 207.

Step 207: The distance to the stop point based on each ground element calculated in step 206 is transmitted to the on-board radio device mounted on the train traveling on the route via the radio, and the process returns to step 202. .. This information may be transmitted to all trains, or only information related to ground elements that are expected to pass for each train.

When the control operation described above is executed, for example, in the line of FIG. 2, when the train 10b passes through the ground element 3e, it passes from the on-board radio device 17b of the train 10b to the ground management device 1. The identification information of the ground element 3e is transmitted, and the ground management device 1 determines the blocked section 5b including the section from the ground element 3e to the train length of the train 10b as a train presence line in consideration of the train length of the train 10b. .. Then, the length of the entire block section of the non-existing line existing in the traveling direction is calculated from the ground elements 3a, 3b, and 3c, and the distances 8a, 8b, and 8c obtained by subtracting the predetermined margin distance 9 from the length are calculated. It is transmitted to the on-board radio device 17 of the train 10.

Then, the on-board radio device 17 of the train 10 stores this information, the train 10 passes through the ground element 3a, and the signal from the ground element 3a is input via the on-board element 13 and the transmission / reception unit 12. At that time, the information of the distance 8a from the ground element 3a to the stop point is extracted from the stored information, and the identification number 3a of the ground element and the distance 8a to the stop point are referred to as an ATS-P message. It is output to the on-board signal device 11 in the same format. As a result, the cab signaling device 11 can create a speed check pattern with the designated stop point as the base point, and can control the train 10 according to this speed check pattern.

In this embodiment, the description is based on the assumption that the on-board signal device is an ATS-P on-board device, but in the original ATS-P type automatic train stop system, each signal is blocked from the train detection device on the route. The presence / absence of the train is determined and the indications such as progress and stop are displayed, and the code processor connected to this signal determines the distance to the stop point based on the indication of the signal. An ATS-P type message including distance information to the stop point and identification information of the ground element is transmitted to the upper side of the vehicle via the powered ground element, and this message is transmitted by the ATS-P on-board device. It is a system that receives trains via an on-board train and a transmitter / receiver and controls the train based on the information contained in this message.

On the other hand, in the system described in this embodiment, the ground management device receives the identification number of the ground element that the train has passed from the on-board radio device of each train, and based on this information, the train in the block section This information is obtained by determining whether the train is on or off, calculating the length of the entire block section of the train absent line existing in the direction of travel from each ground element, and then calculating the distance obtained by subtracting the predetermined margin distance from that length. Is transmitted to the on-board radio device as the distance to the stop point from each ground element, and when the on-board radio device detects the passage of the ground element, the identification number of the ground element and the stop from the ground element are stopped. The distance information to the point is input to the ATS-P on-board device.

That is, according to this embodiment, the ATS-P type train control information, which is conventionally created by a train detector, a traffic light, and a code processor installed along the railway line and transmitted via a powered ground element, is transmitted to the ground. The existing ATS-P on-board device can control the train without changing its processing operation by creating it by the management device and transmitting it to the on-board wireless device via radio, and detects trains along the railway line. Equipment, traffic lights, code processors, and powered ground elements can be eliminated.

Further, in the conventional ATS-P type automatic train stop system, since a railway line device such as a signal or a train detection device is used for train control, the setting of the block section that restricts the operation density of the train is restricted by their installation intervals. However, this system has no such restrictions. By storing the data of the block section set in detail in the ground management device and installing a non-powered ground element according to it, the train can be operated at high density.

The ground management device 1 of the first embodiment calculated the distance to the stop point of the train from each ground element based on a fixed block section as in the conventional ATS-P type automatic train stop system. However, the calculation may be performed with the tail end position of the preceding train as the target without providing such a block section. In the second embodiment, the processing operation of such a ground management device will be described. The system configuration of the second embodiment and the processing operation of the devices other than the ground management device are the same as those of the first embodiment, and the parts corresponding to the first embodiment are designated by the same reference numerals and duplicate description will be omitted. That is, the system configuration is as shown in FIG.

The ground management device 1'receives the identification number of the passing ground element of the train 10 equipped with the device from the on-board radio device 17 via the radio 2 and the radio 19, and based on this information, the ground management device 1'receives. Recognize the section of the train on the line. Specifically, the position of the ground element on the line, the length of the line, and the connection relationship data are stored, and the section from the passing ground element to the train length is determined as the train presence line. The train length may be transmitted from the on-board radio device 17 as in the first embodiment, or the ground management device 1'stores the train length of each train and transmits the train length from the on-board radio device 17. It may be referred to by using the identification number of the train given, or the maximum length of the train traveling on the route without data may be used. At that time, it is desirable to consider the distance from the head of the train to the mounting position of the on-board child. Further, the traveling direction of the train may also be transmitted from the on-board radio device 17, or the ground management device 1'remembers the ground element that each train has passed and determines from the positional relationship with the ground element. Alternatively, if the operating direction of the track is fixed, that direction may be used.

Then, the ground management device 1'calculates the length of the entire non-line section of the train existing in the traveling direction from each ground element based on the train presence section on the route determined by the above method, and further. The distance is calculated by subtracting a predetermined margin distance from the length. As in the first embodiment, this margin distance may be determined according to the value of the existing automatic train stop system, or may be determined in consideration of external conditions such as the braking performance of the train, the response time, and the weather. Of course, the marginal distance may be taken into consideration on the vehicle radio device side. This calculation is performed for all the ground elements, and the result is used as the distance information to the stop point from each ground element as the on-board radio device mounted on the train traveling on the route. Send via.

Further, FIG. 7 shows a flowchart showing a processing operation executed by the ground management device.

Step 201': The ground management device 1'stores data on the position of the ground element on the line, the length of the line, and the connection relationship.

Step 202': When the information from the on-board radio device 17 is input via the radio 2, this information, that is, the identification number of the train and the identification number of the ground element that the train has passed is stored, and the step Proceed to 203'. Note that step 203'may proceed at regular time intervals. In that case, it is possible to process a plurality of pieces of information input during that period together, or to set a processing timer or the like to check the soundness of the device.

Step 203': Based on the data of the position of the ground element on the line, the length of the line and the connection relationship stored in step 201', and the identification number of the train and the identification number of the passed ground element stored in step 202'. The section for the train length of the train is calculated from the ground element that the train has passed. The in-line section calculated in this way is updated and managed for each train. Proceed to step 205'.

Step 205': Based on the in-line section of each train on the line calculated in step 203', the length of the entire non-in-line section of the train existing in the traveling direction from each ground element is calculated, and the process proceeds to step 206'.

Step 206': A distance obtained by subtracting a predetermined margin distance from the length of the entire train non-existing line section existing in the traveling direction from each ground element calculated in step 205'is calculated. This is the distance to the stop point with each ground element as the base point. This calculation is performed for all ground elements, and the process proceeds to step 207'.

Step 207': The distance to the stop point based on each ground element calculated in step 206' is transmitted to the on-board radio device mounted on the train traveling on the route via the radio, and step 202. Return to'. This information may be transmitted to all trains, or only information related to ground elements that are expected to pass for each train.

When the control operation described above is executed, for example, in the line of FIG. 8, when the train 10b passes through the ground element 3e, it passes from the on-board radio device 17b of the train 10b to the ground management device 1'. The identification information of the ground element 3e is transmitted, and the ground management device 1 determines that the section from the ground element 3e to the train length of the train 10b is on the train line in consideration of the train length of the train 10b. Then, the length of the entire block section of the non-existing line existing in the traveling direction is calculated from the ground elements 3a, 3b, and 3c, and the distances 8a', 8b', and 8c' are obtained by subtracting the predetermined margin distance 9 from the length. It is calculated and transmitted to the on-board radio device 17 of the train 10.

Then, the on-board radio device 17 of the train 10 stores this information, the train 10 passes through the ground element 3a, and the signal from the ground element 3a is input via the on-board element 13 and the transmission / reception unit 12. At that time, the information of the distance 8a'to the stop point with the ground element 3a as the base point is extracted from the stored information, and the identification number 3a of the ground element and the distance 8a' to the stop point are set to ATS-P. It is output to the on-board signal device 11 in the same format as the message. As a result, the cab signaling device 11 can create a speed check pattern with the designated stop point as the base point, and can control the train 10 according to this speed check pattern.

That is, according to the present embodiment, the ground management device creates train control information calculated with the target of the last position of the preceding train and transmits it to the on-board radio device via radio, and the on-board radio device is By outputting the train control information to the on-board signal device in the format of the existing automatic train stop system, the existing ATS-P on-board device can control the train without changing its processing operation, and , Train detectors, traffic lights, code processors, and powered ground elements along the line can be eliminated, and the stop point of the following train is not restricted by the boundary of the blocked section, and the last position of the preceding train can be set. Since it is calculated as a target, the train can be operated at a higher density.

The present invention is not limited to the above-mentioned examples, and includes various modifications. The above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to those having all the described configurations.

1, 1'Ground management device 2, 19 Radio 3 Ground element 4 Line 5 Blocked section 6 Stop point 7 Speed check pattern 8 Distance from ground element to stop point 9 Margin distance 10 Train 11 On-board signaling device 12 Transmitter 13 On-board child 14 Display 17 On-board radio device 18 Second display

Claims (4)

In a train control information transmission system in which an on-board signal device controls a train based on train control information input from the outside.
The train includes an on-board radio device that receives the train control information and transmits ground element passage information including information indicating the ground element when the train passes the ground element.
Based on the ground element passage information from the on-board radio device mounted on the first train traveling on the line, the existing section of the first train on the line is determined, and based on the determination, the first The boundary of the closed section of the non-existing train line, which is the boundary position between the blocked section of the train existing line and the blocked section of the non-existing train line existing behind the train, is calculated, and the position of the closed section boundary of the non-existing line of the train is the first. A ground management device that transmits the train control information indicating the above-ground element existing behind the first train to the on-board radio device mounted on the second train traveling behind the first train. With
The on-board radio device mounted on the second train is on the ground when there is no train control information based on the passed ground element in the information transmitted from the ground control device when the ground element passes. When a signal from the child is input to the on-board signaling device and there is train control information based on the passing ground element, the ground element is used as the base point from the train control information transmitted from the ground management device. The train control information is extracted and input to the on-board signaling device mounted on the second train, and the ground element passage information including the information indicating the ground element is transmitted to the ground management device. A featured train control information transmission system. In a train control information transmission system in which an on-board signal device controls a train based on train control information input from the outside.
The train includes an on-board radio device that receives the train control information and transmits ground element passage information including information indicating the ground element when the train passes the ground element.
Based on the ground element passage information from the on-board radio device mounted on the first train traveling on the line, the existing section of the first train on the line is determined, and based on the determination, the first a train boundary position between the train-rail sections and trains non-rail section to be located behind the calculated train-rail non-rail section boundary, the position of the column Kurumazai line non-rail section boundary behind the first train A ground management device for transmitting the train control information indicating the existing ground element as a base point to the on-board radio device mounted on the second train traveling behind the first train is provided.
The on-board radio device mounted on the second train is on the ground when there is no train control information based on the passed ground element in the information transmitted from the ground control device when the ground element passes. When a signal from the child is input to the on-board signaling device and there is train control information based on the passing ground element, the ground element is used as the base point from the train control information transmitted from the ground management device. The train control information is extracted and input to the on-board signaling device mounted on the second train, and the ground element passage information including the information indicating the ground element is transmitted to the ground management device. A featured train control information transmission system. The train control information transmission system according to any one of claims 1 and 2.
The on-board radio device is a train control information transmission system characterized in that when the passage of the ground element is detected, train control information based on the ground element is displayed on a display. The train control information transmission system according to any one of claims 1 and 2.
In the on-board radio device, if the train control information transmitted from the ground management device based on the ground element has changed from the time when the ground element passes, the latest stop point when the train passes the next ground element. A train control information transmission system characterized by displaying on a display that the position of is displayed.

Images