JP7038187B1 - Train control method and train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train control method and a train control system capable of realizing automatic operation in which a train start operation is safely and surely performed while using existing line equipment. A train control system 1 includes an on-board device 10 provided in a train T and a password generation device 20 provided in a command center C. The password generation device 20 is configured to generate a one-time password OTP including identification information of the train T in response to a departure permission request transmitted from the train T whose departure is prohibited by the on-board device 10. The on-board device 10 is configured to release the departure prohibition state of the train T and allow movement by inputting the one-time password OTP generated by the password generation device 20. [Selection diagram] Fig. 1

Description

The present invention relates to a train control method and a train control system for enabling automatic operation of a train.

Conventionally, as a control technique for enabling automatic operation of a train, for example, Patent Document 1 includes station security including an ATC ground device that controls a running train from the ground side so as not to get too close to the preceding train. With a system, an on-board system with an automatic operation control function installed in the vehicle, and an operation management system that grasps the position and course of the train, monitors whether the train is running according to the schedule, and outputs the course information to the station security system. The configured train automatic operation system is disclosed.

In this automatic train operation system, automatic operation control is realized by using the ATC ground device and the ATO central device on the ground side and the ATC on-board device and the ATO on-board device on the upper side of the vehicle. Signals from a switch device equipped with a master controller installed in the driver's cab of the vehicle and a departure permission switch for automatic driving are input to the ATO on-board device, and powering permission determination and ATO pattern are input according to the switch signal. Internal processing such as generation of is executed by the ATO on-board device.

Japanese Unexamined Patent Publication No. 2020-62975

Until now, automatic train operation has been mainly carried out on lines where people cannot easily enter the line, but in recent years, introduction to other general lines has begun to be considered. However, as described above, the conventional automatic train operation is realized by the combination of the ATC device (ATC ground device and ATC on-board device) and the ATO device (ATO central device and ATO on-board device). There are many routes that are not equipped with ATC equipment. Therefore, in order to introduce automatic train operation, it is necessary to install an ATC device on the line to be introduced, which requires a large introduction cost.

On the other hand, there are many cases where ATS equipment is already installed on existing lines where ATC equipment is not installed. The ATS device is one of the train security devices like the ATC device. In the ATS device, for example, when the train passes the ground element, information such as the display of the signal, the speed limit, and the distance to the stop position is transmitted to the vehicle side, and based on this information, the speed check pattern is set on the on-board device. Created to control the train so that the brakes are activated when the speed of the train exceeds the check pattern. If a system for automatic train operation can be constructed by combining such an ATS device and an ATO device, it is possible to significantly reduce the cost of introducing automatic train operation on existing lines. Is.

When constructing a system for automatic train operation using the existing ATS device, how to permit departure immediately after starting (power on) the ATO device and permission to restart after stopping due to an emergency brake. One issue is to give it safely and reliably. That is, when the ATS device is used, the point control is performed to transmit information to the vehicle side by the ground element installed at a predetermined position on the track. Therefore, when the stop position of the train is far from the ground element, the current signal is displayed. There will be situations where information such as indications cannot be transmitted to the device on the vehicle side. Under such circumstances, a driver who is qualified to operate a train is allowed to determine the departure permission of the train and perform a start operation (operation of the departure permission switch).

However, when the level of automation in the automatic operation of trains increases, train operation management is performed without the driver getting on board. Specifically, in the automation level (Grades of Automation: GoA) defined by IEC 62267 (JIS E 3802), at level 2 (GoA2), the driver opens / closes the door, starts the door, adjusts the speed, and brakes. The operation is automatic. On the other hand, at level 3 (GoA3), only the staff members who open and close the doors and guide evacuation in an emergency are on board, and operations such as starting and stopping the train and accelerating and decelerating are automatically performed without the driver getting on board. Train operation is managed. For this reason, when the automatic operation of trains advanced beyond level 2 is realized by using the ATS device, it is required to establish a mechanism that allows crew members other than the driver to perform the start operation without error. ..

The present invention has been made in view of such circumstances, and an object thereof is a train control method capable of realizing automatic operation in which a train starting operation is safely and surely performed while using existing line facilities and a train control method. To provide a train control system.

In order to achieve the above object, one aspect of the train control method according to the present invention is to request a departure permission transmitted from the train at the command center after the train is prohibited from departing by the on-board device of the train. Upon receipt, a one-time password including the identification information of the train is generated, and the one-time password is input to the on-board device to release the departure prohibition state of the train and allow movement.

Further, one aspect of the train control system according to the present invention is a train control system including an on-board device provided in a train and a password generation device provided in a command center, and the password generation device is a train control system. The on-board device is configured to generate a one-time password including identification information of the train in response to a departure permission request transmitted from the train whose departure is prohibited by the on-board device. By inputting a one-time password generated by the password generator, the departure prohibited state of the train is canceled and the train is allowed to move.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a train control method and a train control system capable of realizing automatic operation in which a train start operation is performed safely and surely while utilizing existing line facilities.

It is a figure which shows the schematic structure of the train control system which concerns on 1st Embodiment of this invention. It is a flowchart which shows a series of processing procedures until a train which is a departure prohibition state in 1st Embodiment is permitted to depart according to an instruction from a command center. It is a figure explaining the flow of the information exchanged between a train and a command center according to the processing procedure of FIG. It is a conceptual diagram explaining the traveling control of the finite distance system in 1st Embodiment, (A) shows the case where ATS information could be received, (B) shows the case where ATS information could not be received. It is a flowchart which shows a series of processing procedures until a train which is a departure prohibition state in 2nd Embodiment of this invention is permitted to depart according to an instruction from a command center. It is a figure explaining the flow of the information exchanged between a train and a command center according to the processing procedure of FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a diagram showing a schematic configuration of a train control system according to the first embodiment of the present invention.
In FIG. 1, the train control system 1 includes an on-board device 10 provided on a train T traveling on a travel path R and a password generation device 20 provided at a command center C. Further, the on-board device 10 includes an automatic train stop (ATS) control unit 11, an ATS on-board element 12, a speed generator 13, an automatic train operation (ATO) control unit 14, an ATO on-board element 15, a monitor 16, and an input unit. 17 and a departure request button 18 are provided. The train T refers to various vehicles traveling on a predetermined track, and includes not only vehicles traveling on rails with iron wheels (railroad vehicles) but also vehicles traveling on dedicated tracks with rubber tires and the like. include. Further, the ATS on-board element 12 and the ATO on-board element 15 can be shared.

The ATS control unit 11 creates a speed check pattern based on the ATS information received by the ATS on-board element 12. The ATS vehicle top child 12 is configured to be able to receive ATS information transmitted by the ATS ground element 30 when the train T passes above the ATS ground element 30 installed at a predetermined position on the travel path R. Although only one ATS ground element 30 is shown in FIG. 1, in reality, the ATS ground element linked to the traffic light and the ATS ground element provided for the speed limiting section due to a branch or a curve are provided. A plurality of ATS ground elements 30 including the above are installed at different locations on the travel path R. The ATS information transmitted from the ATS ground element 30 includes information such as a traffic light display, a speed limit, and a distance to a stop position. The ATS control unit 11 can give the created speed check pattern to the ATO control unit 14 together with the ATS information.

Further, while the train T is traveling, the ATS control unit 11 determines the speed (km / h) of the train T and the mileage of the train T (the position of the train T in the travel path R) based on the output signal of the speed generator 13. Is configured to detect. The speed generator 13 is attached to the axle of the train T, and outputs a signal corresponding to the rotation speed of the axle to the ATS control unit 11 and the ATO control unit 14. The ATS control unit 11 is configured to operate the emergency brake of the train T (including the maximum normal brake when the maximum normal brake functions as an emergency brake) when the speed of the train T exceeds the speed check pattern. Has been done.

The ATO control unit 14 generates an operation pattern between stations and a fixed-position stop pattern for stopping the train T at a fixed position. The driving pattern between the stations is generated, for example, by referring to data stored in an on-board database (not shown), or according to the ATS information and the speed check pattern given by the ATS control unit 11. However, the method of generating an operation pattern is not limited to the above example. The fixed position stop pattern is generated according to, for example, the ATO information received by the ATO vehicle top element 15 and the speed information detected based on the output signal of the speed generator 13. When the ATO vehicle upper child 15 is shared with the ATS vehicle upper child 12, the ATO information received by the ATS vehicle upper child 12 is transmitted to the ATO control unit 14 via the ATS control unit 11. do. Then, the ATO control unit 14 is configured to perform a series of operation operations from the departure of the train T to the stop according to the operation pattern between each station and the fixed-position stop pattern based on the operation of the train T crew member or automatically. Has been done.

The ATO vehicle upper element 15 is configured to be able to receive ATO information transmitted by the ATO ground element 31 when the train T passes above the ATO ground element 31 installed at a predetermined position on the travel path R. As with the ATS ground element 30, only one ATO ground element 31 is shown in FIG. 1, but in reality, a plurality of ATO ground elements 31 are installed in front of each station when viewed from the train T. There is. The ATO information transmitted from the ATO ground element 31 includes information such as the distance from the installation position of the ATO ground element 31 to the target stop position of the train T at the corresponding station.

The automatic operation of the train T by the ATO control unit 14 is a level higher than GoA2 at the above-mentioned automation level (GoA). In the ATO control unit 14 of the present embodiment, for example, operations such as starting, stopping, and accelerating / decelerating the train T are automatically controlled, and the door is opened and closed by a staff member (crew member) other than the driver who is at the head of the train T. , It corresponds to automatic operation with emergency stop operation staff (so-called GoA2.5) where stop operation and evacuation guidance are performed in an emergency.

A monitor 16 is connected to the ATO control unit 14, and various information related to the automatic operation control of the train T is displayed on the monitor 16. The train crew member grasps the operating state of the train T based on the display information of the monitor 16 and operates the input unit 17 connected to the ATO control unit 14, the departure request button 18, etc., which is necessary for automatic operation. Information is given to the ATO control unit 14.

The monitor 16, the input unit 17, and the departure request button 18 are installed in the cab of the train T or the like. The input unit 17 can be configured by, for example, a keyboard, a barcode scanner, a camera, an RFID reader, or the like in correspondence with the form of the one-time password OTP described later. However, the input unit 17 is not limited to these. The departure request button 18 is pressed by the train crew in response to the authentication of the one-time password OTP input to the input unit 17 by the ATO control unit 14. The departure request button 18 corresponds to the departure permission switch in the conventional automatic train operation system described above. When the departure request button 18 is pressed, a signal indicating the departure request of the train T is output to the ATO control unit 14.

At the command center C, based on information from stations and centralized traffic control devices (not shown), it is monitored whether the train T is operating according to the timetable, and when a situation such as a delay of the train T occurs, the timetable is displayed. A directive is issued to take measures to recover from the turbulence. The commander is a staff member who performs command work at command center C. The command center C is equipped with a radio communication facility W such as a train radio telephone that can directly contact the crew of the train T. As one of the wireless communication equipment W, a mobile data communication device such as a tablet terminal carried by the commander of the command center C and the crew of the train T may be used. When a departure permission request is transmitted to the command center C from the crew of the train T in the departure prohibited state using the wireless communication equipment W, the commander of the command center C determines whether or not the train T can depart. Then, the password generation device 20 is used to perform the one-time password OTP issuance process.

The password generation device 20 generates a one-time password OTP including identification information of the train T that the commander has permitted to depart. The password generation device 20 synchronizes the date and time with the on-board devices 10 of all trains T under the jurisdiction of the command center C. The password generation device 20 is, for example, information on the date and time when the departure permission request is transmitted from the crew member of the train T in the departure prohibited state to the command center C (date and time information of the departure permission request) and the train assigned to the train T. Based on the number information such as the number and the organization number, a one-time password OTP that is valid only once is generated according to a predetermined algorithm. The algorithm for generating the one-time password OTP is shared with the ATO control unit 14 of all trains T under the control of the command center C.

The one-time password OTP generated by the password generator 20 is, for example, a character string in which alphabets, numbers, symbols, multibyte characters, etc. are combined, or a bar code obtained by converting the character string into a one-dimensional code, or a two-dimensional code. It can be in the form of a converted QR code (registered trademark) or an RFID (Radio-Frequency Identification) converted into a three-dimensional code. However, the form of the one-time password OTP is not limited to these. The one-time password OTP generated by the password generation device 20 is displayed on a monitor or the like (not shown) of the password generation device 20, or data is transmitted to a tablet terminal or the like carried by the commander.

Next, the operation of the train control system 1 according to the first embodiment will be described in detail.
In the train control system 1, after the train T is prohibited from departing by the on-board device 10 of the train T, a one-time password OTP including the identification information of the train T is generated at the command center C, and the one-time password OTP is generated. Is input to the on-board device 10 of the train T, so that the departure prohibition state of the train T is released and the movement is permitted. Hereinafter, the specific contents of the series of processes related to the departure control of the train T will be described with reference to FIGS. 2 and 3.

FIG. 2 is a flowchart showing a series of processing procedures until the train T, which is in the departure prohibited state in the first embodiment, is permitted to depart according to the instruction from the command center C. Further, FIG. 3 is a diagram illustrating a flow of information exchanged between the train T and the command center C according to the processing procedure of FIG.

In FIGS. 2 and 3, in step S10, the ATO control unit 14 in the on-board device 10 of the train T detects the stop of the train T. At this time, if the stop position of the train T is far from the installation position of the ATS ground element 30 (and ATO ground element 31) on the travel path R, the control from the ground side indicated by the ATS information (and ATO information) Information (traffic light display, speed limit, distance to the stop position, etc.) may not be transmitted to the on-board device 10. Under such a situation, that is, when the ATO control unit 14 detects that the train T is stopped and there is no control information on the ground side, the train T is put into a departure prohibited state. The departure prohibited state of the train T is, for example, when the train T is started up (when the on-board device 10 is started), when the train T is stopped due to the occurrence of an emergency brake, or when the train T is switched back (up / down) (up / down). This can occur when the train T is stopped at a position different from the place where it should originally be stopped, such as (when the on-board device 10 is restarted).

Then, in step S20, the ATO control unit 14 sends a display command to the monitor 16 for displaying the departure prohibition state of the train T and notifying the crew. The display command from the ATO control unit 14 is repeatedly sent to the monitor 16 at a predetermined cycle until the departure prohibition state is released (FIG. 3). In the following step S30, in response to the display command from the ATO control unit 14, information indicating that the train T is in the departure prohibited state is displayed on the monitor 16. As a result, the crew member of the train T knows that the train T is in the departure prohibited state.

In the next step S40, the crew member of the train T confirms the current time, whether or not passengers are getting on and off, the display of the traffic light near the stop position, and the like, and determines whether or not the train T can depart. If the crew determines that departure is possible, the process proceeds to the next step S50. On the other hand, if the crew determines that the departure is impossible, the process returns to step S20 described above, the display of the departure prohibition state is continued, and the determination of whether or not the departure is possible is repeated by the crew.

In step S50, the crew member of the train T transmits a departure permission request for canceling the departure prohibition state of the train T and requesting permission to move to the commander of the command center C using the wireless communication equipment W. At this time, the crew member informs the commander of the train T number information (train number, train number, etc.). In addition, the date and time information that the crew member notified the commander of the departure permission request will be shared between the two parties. The date and time information of the departure permission request is automatically registered in the ATO control unit 14 by using the communication record of the wireless communication equipment W, or the crew member operates the input unit 17 in the ATO control unit 14. be registered.

In the following step S60, the commander who received the departure permission request from the crew of the train T confirms the current time, the number information of the train T, the train schedule, the display of the signal related to the running of the train T, etc., and the train. Determine whether to allow T's departure. If the commander determines that the departure is permitted, the process proceeds to the next step S70. On the other hand, if the commander determines that the departure is not permitted, the process returns to step S20 described above and the same process is repeatedly executed.

In step S70, the commander operates the password generation device 20 to perform a process for generating a one-time password OTP. The password generation device 20 is automatically given the date and time information of the departure permission request from the crew of the train T by using the communication record of the wireless communication equipment W, or is given by the input operation of the commander. Be done. The password generation device 20 automatically identifies the number information of the train T based on the date and time information of the departure permission request and the train schedule. If it is difficult to automatically identify the train T number information because multiple trains are operating in the same time zone, the train T number information can be used as a password generator by asking the commander to perform an input operation. Given to 20. As a result, the password generation device 20 generates a one-time password OTP according to a predetermined algorithm. This one-time password OTP includes identification information capable of identifying the train T from a combination of the date and time information of the departure permission request and the number information of the train T (train number, train number, etc.).

In the following step S80, the one-time password OTP generated by the password generation device 20 is displayed on the monitor or the like of the password generation device 20, or data is transmitted to the tablet terminal or the like carried by the commander. Then, in the next step S90, the commander of the command center C communicates the one-time password OTP generated by the password generator 20 to the crew of the train T using the wireless communication equipment W.

In the following step S100, the crew member of the train T, who has been informed of the one-time password OTP by the commander of the command center C, operates the input unit 17 to input the one-time password OTP into the on-board device 10. Then, in step S110, the one-time password OTP input to the on-board device 10 is transmitted to the ATO control unit 14.

In the next step S120, the ATO control unit 14 executes the authentication process of the one-time password OTP input by the crew. The authentication process by the ATO control unit 14 is performed based on the identification information of the train T included in the one-time password OTP. Specifically, the date and time information of the departure permit request included in the entered one-time password OTP matches the date and time information of the departure permit request transmitted by the crew member of the train T to the commander of the command center C. Judge whether or not. At the same time, it is determined whether or not the number information such as the train number and the train number included in the entered one-time password OTP matches the number information of the own train T. If the date and time information of the departure permission request matches and the train T number information matches, it is determined that the entered one-time password OTP is valid, and the process proceeds to the next step S130. On the other hand, if the date and time information of the departure permission request does not match, or if the train T number information does not match, it is determined that the entered one-time password OTP is invalid, and the process returns to step S20 described above. The same process is executed repeatedly.

In step S130, the ATO control unit 14 sends a display command to the monitor 16 for displaying on the monitor 16 that the departure of the train T is permitted and notifying the crew. Then, in step S140, in response to the display command from the ATO control unit 14, information indicating the departure permission of the train T is displayed on the monitor 16. As a result, the train crew confirms that the departure of the train T is officially permitted by the one-time password OTP from the commander of the command center C.

In the following step S150, when the train crew member presses the departure request button 18, a signal indicating the departure request of the train T is output to the ATO control unit 14. Then, in step S160, the ATO control unit 14 generates a control signal for controlling the running of the train T by a finite distance method. As shown in FIG. 4, the finite-distance running control is a running control with a permit that allows the train T to move only a certain distance L. The constant distance L can be set to, for example, 20 m. However, the constant distance L is not limited to this example.

Specifically, in the finite-distance travel control, the departure prohibition state of the train T is first released by the ATO control unit 14 releasing the regular brake of the train T or releasing the emergency brake. Then, by operating the drive device (for example, an electric motor) of the train T, the train T starts and starts moving. After the train T starts, the drive device and the brake of the train T are controlled according to the travel pattern P1 corresponding to the finite distance method, that is, the travel pattern P1 that enables the train to travel at a predetermined speed for the permitted constant distance L. ..

In the above-mentioned finite-distance travel control, for example, as shown in FIG. 4A, the train T passes above the ATS ground element 30 and receives ATS information during the permitted movement of the fixed distance L. If possible, the traveling control of the finite distance method is terminated and the control is switched to the predetermined automatic driving control. Here, a speed check pattern is created by the ATS control unit 11 of the train T based on the ATS information transmitted from the ATS ground element 30 corresponding to the traffic light S installed in front of the travel path R. Then, the ATO control unit 14 creates an operation pattern P2 for traveling the train T at a speed that does not exceed the speed check pattern according to the ATS information, and automatically controls the operation of the train T according to the operation pattern P2.

On the other hand, as shown in FIG. 4B, when the ATS information cannot be received during the movement of the permitted constant distance L, the train T is stopped by the ATO control unit 14 according to the traveling pattern P1. As a result, the train T is in a state where departure is prohibited again and automatic operation control cannot be performed.

As described above, the train control system 1 according to the first embodiment includes the on-board device 10 provided in the train T and the password generation device 20 provided in the command center C, and the password generation device 20 includes the password generation device 20. In response to the departure permission request transmitted from the train T whose departure is prohibited by the on-board device 10, the on-board device 10 is configured to generate a one-time password OTP including the identification information of the train T. , The one-time password OTP generated by the password generation device 20 is input to cancel the departure prohibition state of the train T and allow the train to move.

According to the train control system 1 according to the first embodiment, the start operation is performed without error by the crew members other than the driver who is on the train T according to the one-time password OTP transmitted from the commander of the command center C. It will be possible to do. That is, by instructing the departure permission from the command center C by the one-time password OTP that is valid only once, it is possible to prevent the crew member of the train T from reusing the password. Further, since the one-time password OTP includes the identification information of the train T, the departure permission can be given only when a valid one-time password OTP corresponding to the own train T is input.

Therefore, the train control system 1 according to the first embodiment uses the ATS device (ATS control unit 11, ATS on-board child 12, ATS ground element 30) provided on the existing line, and is not a driver. It is possible to realize automatic operation that enables the crew to safely and reliably start the train T. Further, as the wireless communication equipment W used for communication between the crew of the train T and the commander of the command center C, the existing wireless communication equipment such as a train radio telephone or a mobile data communication device can be used. Therefore, it is not necessary to take measures such as adding new communication equipment between the train T and the command center C. Therefore, by using the existing ATS device and wireless communication equipment, the introduction cost of automatic train operation can be significantly reduced as compared with the conventional case.

Further, in the train control system 1 according to the first embodiment, the one-time password OTP includes the date and time information of the departure permission request and the number information of the train T, and the ATO control unit 14 of the on-board device 10 inputs the information. When the date and time information and the number information of the one-time password OTP to be united 17 correspond to themselves, the running control of the finite distance method that allows the train T to move a certain distance L by canceling the departure prohibition state is performed. .. As a result, even if the commander of the command center C accidentally informs the crew of another train different from the train T to which the departure permit should be given, the one-time password OTP is given to the other train. Therefore, the departure permit from the command center C can be more reliably given to the on-board device 10. Further, by performing the running control of the finite distance method for the train T to which the departure permission is given, it is possible to enhance the safety of the train operation from the start to the reception of the ATS information.

[Second Embodiment]
Next, the train control system according to the second embodiment of the present invention will be described.
In the train control system 1 according to the first embodiment described above, the crew member of the train T transmits the departure permission request to the commander of the command center C, so that the date and time information of the departure permission request and the number information of the train T are transmitted. An example in which the included one-time password OTP is generated has been described. On the other hand, in the second embodiment, the temporary password generated by the ATO control unit 14 of the on-board device 10 is transmitted from the crew to the commander as a departure permission request, and the temporary password is input to the password generation device 20. , A one-time password OTP is generated based on the temporary password. Since the schematic configuration of the train control system according to the second embodiment is the same as the train control system 1 according to the first embodiment shown in FIG. 1, the illustration thereof is omitted here. Hereinafter, the operation of the train control system according to the second embodiment will be described in detail.

FIG. 5 is a flowchart showing a series of processing procedures until the train T, which is in the departure prohibited state in the second embodiment, is permitted to depart according to the instruction from the command center C. Further, FIG. 6 is a diagram illustrating a flow of information exchanged between the train T and the command center C according to the processing procedure of FIG.

In FIGS. 5 and 6, in step S210, the ATO control unit 14 detects a situation where the train T is stopped and there is no control information on the ground side, in the same manner as in step S10 in the case of the first embodiment described above. Then, in step S220, the ATO control unit 14 generates and stores the temporary password. This temporary password may include train T number information (train number, train number, etc.).

In the next step S230, the ATO control unit 14 sends a display command to the monitor 16 for displaying the departure prohibition state of the train T and the temporary password and notifying the crew. The display command from the ATO control unit 14 is repeatedly sent to the monitor 16 at a predetermined cycle until the departure prohibition state is released (FIG. 6). In the following step S240, in response to the display command from the ATO control unit 14, the information indicating that the train T is in the departure prohibited state and the temporary password generated by the ATO control unit 14 are displayed on the monitor 16. As a result, the crew member of the train T knows that the train T is in the departure prohibited state and confirms the temporary password used when requesting the departure permission from the command center C.

Then, in step S250, the crew member of the train T determines whether or not the train T can depart, in the same manner as in step S40 in the case of the first embodiment described above. If the crew determines that departure is possible, the process proceeds to the next step S260. On the other hand, if the crew determines that the departure is impossible, the process returns to step S230 described above, the departure prohibited state and the temporary password are continuously displayed, and the crew decides whether or not to depart repeatedly.

In step S260, the crew member of the train T uses the wireless communication equipment W to convey the temporary password to the commander of the command center C. In the following step S270, the commander who has been informed of the temporary password by the crew member of the train T determines whether or not to permit the departure of the train T in the same manner as in step S60 in the case of the first embodiment described above. do. If the commander determines that the departure is permitted, the process proceeds to the next step S280. On the other hand, if the commander determines that the departure is not permitted, the process returns to step S230 described above and the same process is repeatedly executed.

In step S280, the commander inputs the temporary password transmitted from the crew member of the train T to the password generation device 20, and performs a process for generating the one-time password OTP. The password generation device 20 generates a one-time password OTP according to a predetermined algorithm based on the input temporary password. This one-time password OTP includes identification information capable of identifying the train T from the temporary password.

In the following steps S290 to S320, in the same manner as in steps S80 to S110 in the case of the first embodiment described above, the display of the one-time password OTP generated by the password generator 20 and the display of the one-time password OTP from the commander to the train T are performed. Communication of the one-time password OTP to the crew, input of the one-time password OTP to the on-board device 10 by the crew, and transmission of the one-time password OTP to the ATO control unit 14 are sequentially performed.

Then, in step S330, the ATO control unit 14 executes the authentication process of the one-time password OTP input by the crew. The authentication process by the ATO control unit 14 is executed based on the identification information of the train T included in the one-time password OTP. Specifically, it is determined whether or not the information about the temporary password included in the entered one-time password OTP matches the temporary password generated and stored by itself. If the temporary passwords match, it is determined that the entered one-time password OTP is valid, and the process proceeds to the next step S340. On the other hand, if the temporary passwords do not match, it is determined that the entered one-time password OTP is invalid, and the process returns to step S230 described above and the same process is repeatedly executed.

In steps S340 to S370, the departure permission display command from the ATO control unit 14 to the monitor 16, the departure permission display of the monitor 16, and the crew members are the same as in steps S130 to S160 in the case of the first embodiment described above. Pressing the departure request button 18 by the ATO control unit 14 and running control of the finite distance method by the ATO control unit 14 are sequentially performed.

According to the train control system 1 according to the second embodiment as described above, the crew of the train T is instructed by generating the one-time password OTP based on the temporary password generated by the ATO control unit 14. Information can be easily and surely transmitted when requesting a departure permission from a member, and the one-time password OTP authentication process by the ATO control unit 14 of the on-board device 10 can be performed quickly and accurately. This makes it possible for the crew to safely and reliably start the train T.

In the second embodiment described above, an example of generating a one-time password OTP based on a temporary password is shown, but it is also possible to generate a one-time password OTP by applying a so-called two-step verification system. Further, in the first and second embodiments described above, the one-time password OTP generated by the password generator 20 includes the date and time information of the departure permission request and the train number information (train number, organization number, etc.). Alternatively, although an example including a temporary password instead of these information has been described, various functions can be added by adding various information other than the above information to the one-time password OTP. Hereinafter, an application example regarding additional information of the one-time password OTP will be described.

[First application example]
In the first application example, the entry information indicating the station and the number line on which the train T that has transmitted the departure permission request enters is added to the one-time password OTP. That is, the one-time password OTP generated by the password generator 20 obtains the date and time information of the departure permission request, the train T number information (train number, organization number, etc.), and the train T entry information (station and line). Includes.

When such a one-time password OTP is notified from the commander to the crew of the train T and transmitted to the ATO control unit 14 via the input unit 17 of the on-board device 10, the ATO control unit 14 sends the one-time password OTP to the one-time password OTP. When the included date and time information of the departure permission request and the number information of the train T correspond to themselves, the train T is released from the departure prohibition state and the train T is allowed to move a certain distance L by a finite distance method. Take control.

Then, when the train T passes above the ATS ground element 30 or the ATO ground element 31 due to the movement of the train T and the information of the station and the number line to which the train T enters next is received, the ATO control unit 14 indicates the received information. It is determined whether or not the station and the number line and the station and the number line indicated by the incoming line information included in the one-time password OTP match. If the stations and tracks indicated by both are the same, the finite-distance driving control is terminated and the control is switched to the predetermined automatic driving control. On the other hand, if the stations and lines indicated by both are different, the control to stop the train T is performed. As a result, it is possible to realize automatic operation in which the starting operation of the train T can be performed more safely and reliably.

[Second application example]
In the second application example, the direction information indicating the operating direction (up / down) of the train T that has transmitted the departure permission request is added to the one-time password OTP. That is, the one-time password OTP generated by the password generation device 20 includes date and time information of the departure permission request, train T number information (train number, train number, etc.) and direction information (up / down). ..

When such a one-time password OTP is notified from the commander to the crew of the train T and transmitted to the ATO control unit 14 via the input unit 17 of the on-board device 10, the ATO control unit 14 sends the one-time password OTP to the one-time password OTP. When the included date and time information of the departure permission request and the number information and direction information of the train T correspond to themselves, the departure prohibition state of the train T is canceled and the movement of a certain distance L is permitted for a finite distance. Performs running control of the method. By determining the validity of the one-time password OTP including the driving direction (up / down) of the train T, it is more reliable to permit the departure from the command center C for the train T that was prohibited from departing at the time of turning back. Can be given to.

[Third application example]
In the third application example, the distance information indicating the mileage of the train T that has transmitted the departure permission request is added to the one-time password OTP. That is, the one-time password OTP generated by the password generator 20 includes the date and time information of the departure permission request, the train T number information (train number, organization number, etc.), and the train T distance information (travelable distance). Includes.

When such a one-time password OTP is notified from the commander to the crew of the train T and transmitted to the ATO control unit 14 via the input unit 17 of the on-board device 10, the ATO control unit 14 sends the one-time password OTP to the one-time password OTP. When the date and time information of the departure permission request included and the number information of the train T correspond to themselves, the departure prohibition state of the train T is released. Then, the ATO control unit 14 performs a finite distance type travel control that permits the movement of the train T by the travelable distance indicated by the distance information included in the one-time password OTP. That is, the constant distance L (FIG. 4) in the finite distance method traveling control described in the first embodiment can be changed by an instruction from the command center C via the one-time password OTP.

When the travelable distance in the finite distance system travel control becomes variable, for example, when the emergency brake is activated due to an abnormal occurrence of a railroad crossing and the train T stops before the railroad crossing and the departure is prohibited, a command is issued. At the discretion of the personnel, it becomes possible to generate a one-time password OTP including distance information that enables the train T to travel until just before the railroad crossing. By performing running control by the ATO control unit 14 according to the distance information of this one-time password OTP, the train T for which the departure permission has been given moves to just before the railroad crossing where the abnormality has occurred and stops again, and the departure is prohibited. Will be. Then, after the train crew confirms the safety of the railroad crossing, the departure permission request is notified to the commander again, so that a one-time password OTP for returning to the predetermined automatic operation control is generated. By implementing such train control, it is possible to realize automatic operation in which the starting operation of the train T can be performed more safely and reliably.

It should be noted that a combination of any two of the first to third application examples as described above, or a combination of all of them is also possible.
Although the embodiments and application examples of the present invention have been described above, the present invention is not limited to the above-mentioned embodiments and application examples, and can be modified and modified based on the technical idea of the present invention. Of course.

1 ... Train control system, 10 ... On-board equipment, 11 ... Automatic train stop (ATS) control unit, 12 ... ATS on-board child, 13 ... Speed generator, 14 ... Automatic train operation (ATO) control unit, 15 ... ATO On-board child, 16 ... monitor, 17 ... input unit, 18 ... departure request button, 20 ... password generator, 30 ... ATS ground child, 31 ... ATO ground child, C ... command center, L ... fixed distance, OTP ... one Time password, P1 ... Driving pattern, P2 ... Driving pattern, R ... Driving path, S ... Signal, T ... Train, W ... Wireless communication equipment

Claims (7)

When a departure permission request transmitted from the train is received at the command center after the train is prohibited from departure by the on-board device of the train, a one-time password including the identification information of the train is generated, and the one-time password is generated. A train control method in which a password is input to the on-board device to release the departure prohibition state of the train and allow movement. A train control system that includes an on-board device installed in a train and a password generator installed in a command center.
The password generation device is configured to generate a one-time password including identification information of the train in response to a departure permission request transmitted from the train whose departure is prohibited by the on-board device.
The on-board device is a train control system configured to release the departure prohibition state of the train and allow movement by inputting a one-time password generated by the password generation device. The one-time password includes the date and time information of the departure permission request and the number information given to the train that has transmitted the departure permission request.
When the date and time information and the number information of the one-time password to be input correspond to the on-board device, the on-board device cancels the departure prohibition state of the train and allows the train to move a certain distance. The train control system according to claim 2, which is configured. The one-time password further includes entry information indicating the station and track on which the train that has transmitted the departure permit request enters.
When the date and time information and the number information of the one-time password to be input correspond to the on-board device, the on-board device cancels the departure prohibition state of the train and allows the train to move a certain distance. The train control system according to claim 3, wherein the train is stopped when the station and the track received from the ground element due to the movement of the train are different from the incoming line information of the one-time password. The one-time password further includes directional information indicating the driving direction of the train that has transmitted the departure permission request.
When the date and time information, the number information, and the direction information of the one-time password to be input correspond to the on-board device, the on-board device cancels the departure prohibition state of the train and moves a certain distance. The train control system according to claim 3 or 4, which is configured to allow. The one-time password further includes distance information indicating the mileage of the train that has transmitted the departure permission request.
The train control according to any one of claims 3 to 5, wherein the on-board device is configured to move the train by the travelable distance indicated by the distance information of the one-time password to be input. system. The on-board device is configured to generate a temporary password when the train is prohibited from departing.
The password generation device is configured such that the temporary password generated by the on-board device is transmitted from the train as the departure permission request, and the one-time password is generated based on the temporary password. The train control system according to any one of 2 to 6.

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