JPH0761788B2 - Method of preventing erroneous communication in tram operation management system - Google Patents

Description

Description: TECHNICAL FIELD The present invention concentrates the operation of a tram by a central device while exchanging information by inductive radio between an on-vehicle device mounted on a tram and a road device provided at a stop. The present invention relates to a so-called tram operation management system for managing, and particularly to a method for preventing erroneous communication between an on-vehicle device and a road device.

Conventional technology Trams are gradually shrinking nationwide due to the deterioration of traffic conditions and the wave of motorization. Buses are often used as an alternative means of transportation. However, the significance of its existence has not been lost in view of the mass transportability and publicity of trams.

In bus transportation, various operation management systems have been developed and operated in order to achieve punctuality and serviceability. If an example of a typical bus operation management system is shown, the principle as shown in FIG. 6 will be used, and the road antenna 6 will be provided at each of the up and down bus stops 61, 61 provided at the end of the road.
2 and the roadside equipment 63 are installed, and each roadside equipment is connected to the central device of the management center by a communication line, while the vehicle-mounted antenna 65 and the vehicle-mounted equipment 66 are mounted on the bus 64, and the bus is installed on the roadside antenna 62.
When the vehicle enters the communication area W, the on-vehicle device automatically communicates with the on-vehicle device by the inductive wireless communication, and various operation command information is transmitted from the on-road device 63 to the vehicle and at the same time, various information is transmitted from the vehicle. The on-board information of the vehicle is transmitted to the roadside equipment, and while the information is processed by the central unit, the optimal operation management of the route and various guide display services at the stop are implemented.

Basically, the operation management of the tram is the same as the above bus operation management, except that it runs on a dedicated track.
It is possible to apply the bus operation management system to the operation management of trams. For this reason, even in the case of the tram, attempts have been made to manage the operation of the tram by diverting the bus operation management system for the purpose of improving the punctuality of operation and improving the service.

Problems to be Solved by the Invention When the above bus operation management system is applied to the operation management of a tram, there are the following problems. That is, FIG. 1 is a principle diagram in the case of constructing a tram operation management system according to the same principle as a bus operation management system, where 1a is an up track, 1b is a down track, 2a is an up platform at a stop, and 2b is a stop.
Is a down platform at the stop, 3a is an up train, 3b is a down train, and the up platform 2a and the down platform 2b are provided with roadside antennas 4a and 4b at the roof eaves of the platform, respectively,
On the other hand, each of the trains 3a, 3b is provided with on-board antennas 6a, 6b on the roof or the like, and each of the trains 5a, 5b is equipped with on-board devices 7a, 7b.

When the operation management system of the tram is configured as described above, the communication area W of the upward road antenna 4a and the communication area W of the downward road antenna 4b are in opposite lanes due to the narrow tram spacing. There was a problem that it reached the trains 3a, 3b that were running and communicated information with trains in the opposite lane. In order to prevent such erroneous communication, for example, it is possible to weaken the radio field intensity emitted from the roadside antennas 4a, 4b, but if the radio field intensity is weakened, the reliability of communication with a train traveling in its own lane also decreases. Creates a new problem of being lost.

The present invention has been invented based on the above circumstances, and provides an erroneous communication prevention method in an operation management system for a tram that reliably prevents erroneous communication with a train traveling in the opposite lane.

Means for Solving the Problems In order to solve the above problems, the present invention provides
It is a double-track type tram, and a road antenna 4a for the up train and a road antenna 4b for the down train are provided at each position of the up platform 2a and the down platform 2b at the stop, and the inductive radio of the road antennas 4a, 4b. When the tram 3a, 3b enters the communication range W, operation information is transmitted and received between the on-board devices 5a, 5b and the on-board devices 7a, 7b via the on-vehicle antennas 6a, 6b provided on the vehicle, and the on-board device 5a Tram 3a, 3b by central device via
In the operation management system that centrally manages the operation of each of the on-board devices 7a and 7b, while adding direction codes indicating up and down to the call signal transmitted from each of the on-road devices 5a and 5b. The traveling direction is stored as information according to the traveling direction of 3a, 3b, and the direction code in the calling signal transmitted from the roadside machine 5a, 5b matches the traveling direction stored in the vehicle-mounted machine 7a, 7b. Sometimes, the in-vehicle device of the train responds to the on-road device.

Action As shown in FIG. 1, when the down train 3b enters the platform and enters the communication area W of the up road antenna 4a installed on the up platform 2a, the on-board device 7b of the down train 3b moves up. The call signal of the roadside device 5a is received. The vehicle-mounted device 7b that has received the call signal from the roadside device 5a decodes the direction code included in the call signal and stores its own train 3b stored in advance.
The traveling direction information, that is, whether or not the down direction and the direction are the same is collated. In the above case, the direction code included in the paging signal transmitted from the upstream road machine 5a is an upstream code, and therefore the directions of both do not match. Therefore, the in-vehicle device 7b of the down train 3b does not respond to the call signal from the up road device 5a. Therefore, the down train 3b
Does not receive the operation information for the up train as significant information, and also does not transmit the on-board information of the down train 3b from the in-vehicle device 7b to the up road device 5a,
False communication with a train traveling in the opposite lane is prevented.

When the up train 3a enters into the communication area W of the up road antenna 4a, the up direction of the traveling direction information stored in the vehicle-mounted device 7a and the up code included in the call signal of the road device 5a are Since they match, the in-vehicle device 7a of the up train 3a immediately responds to the call of the road device 5a. As a result, necessary operation information is transmitted and received between the up road equipment 5a and the up train 3a, and predetermined operation management is executed under the control of the central unit.

Embodiments Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 shows the configuration of the in-vehicle device 7a (or 7b) mounted on the tram 3a (or 3b) in FIG. 1, in which 701 is an operating device provided in the ascending driver's seat of the tram, and 702 is a descending device. An operation device provided in the direction driver's seat, 703 is a direction changer for switching the operation devices 701 and 702 according to the up / down operation direction, and 704 is a transceiver for transmitting / receiving, processing, storing, and controlling information.

The operation devices 701 and 702 have the same configuration,
Key switch 705 to select operating devices 701 and 702 according to the driving direction of the tram, destination setter 7 to set the destination of the train
06, On-board display 707 that displays the contents of the operation command information sent from the central unit to the crew as shown in Fig. 3, the crew identification card (so-called ID card) such as a magnetic card or IC card when starting operation And an ID card reader 708 for inputting information such as crew number, crew start time, crew finish time, etc. necessary for operation management.

The direction switch 703 is provided with either the up or down key switch 7
It is identified whether the driving key is inserted in 05, and if the key switch in the up driver's seat is turned on, the transceiver 704 is connected to the up driving device 701 side, and the key switch in the down driver's seat is turned on. In this case, the transmitter / receiver 704 is automatically switched and connected to the downlink operation device 702 side.

Although the detailed structure of the transceiver 704 is omitted, an inductive wireless transceiver that transmits and receives information to and from the roadside device 5a (or 5b) via the vehicle-mounted antenna 6a (or 6b) and the information transmitted and received. Processing, storage, and processing devices such as a microprocessor, a ROM, and a RAM for controlling the storage and operation devices 701 and 702.

In the above structure, the present invention is realized as follows. It is assumed that the train is driving in the down direction.

Now, the crew (driver) is going down train 3b to start driving.
When you get on the train, insert the driving key into the key switch 705 of the down-traveling device 702, and turn on the switch, the direction changer 703
This is detected by the transceiver 704, and
Connected to the 02 side. The processing device in the transceiver 704 thereby determines that the train is going down, and automatically stores it in RAM as traveling direction information. In addition, the driver inserts an ID card into the ID card reader 708 and inputs necessary information such as crew number and boarding start time to the transceiver 704. Further, the destination is set by the destination setting device 706, and the destination is displayed on the destination display screen of the train. The destination information is input to the transceiver 704 as on-vehicle information.

On the other hand, each roadside machine 5a, 5b in FIG. 1 periodically transmits a call signal having a predetermined data format as shown in FIG. 4 from each roadside antenna 4a, 4b at a constant time interval. During this call signal, the roadside antennas 4a, 4b
Is added with a direction code indicating which of the up and down traveling trains to communicate with, and the up code is also transmitted from the road antenna 4b in the calling signal transmitted from the road antenna 4a. A downlink code is incorporated in the call signal.

When the down train 3b enters the down platform 2b at the stop with each device set as described above (see FIG. 1), first, the in-vehicle antenna 6b of the down train is used for up. It enters the communication area W of the on-road antenna 4a and receives a call signal from the up-road road machine 5a. The received call signal is input to the transceiver 704 of the in-vehicle device 7b of the down train, the data is decoded, and the down code included in the call signal is extracted. Then, it is compared and collated with the traveling direction information of the train stored in the transceiver 7b. In this case, the traveling direction information of the train stored in the vehicle-mounted device 7b is the down direction, and the direction is opposite to the up direction code in the call signal sent from the roadside antenna 4a and does not match. Therefore, the in-vehicle device 7b of the down train 3b becomes the on-road device 5a.
It is possible to prevent the vehicle from entering the downhill home 2b and making an erroneous communication with the roadside machine 5a in the opposite lane without responding to the call signal.

When the down train 3b enters the communication area W of the down road antenna 4b, the in-vehicle device 7b receives the calling signal from the down road device 5b. Since the direction code included in the calling signal from the roadside machine 5b for the down-direction is the down-direction code, it coincides with the down-direction which is the traveling direction information of the train stored in the vehicle-mounted device 7b. When the directions of the two agree, the vehicle-mounted device 7b takes in the operation command information contained in the received call signal as significant information for the down train and, at the same time, calls the road device 5b as shown in FIG. In response to the signal, the on-board signal of a predetermined format composed of various on-board information is transmitted to the roadside machine 5b, and is transmitted to the central unit via the roadside machine 5b as data for operation management.

When confirming that the on-board device 5b has surely received the on-board signal, the on-board device 5b transmits a confirmation signal and ends the communication between the on-board device 7b and the on-board device 7b.

The vehicle-mounted device 7b that has taken in the operation command information contained in the call signal from the roadside device 5b is an on-board display device 70 shown in FIG.
The operation command content is displayed on 7. The driver operates according to the displayed contents to realize the optimum operation.

EFFECTS OF THE INVENTION Since the present invention has the configuration as described above,
In the tram operation management system, it is possible to prevent erroneous communication between the opposite lanes of the on-board device and the on-board device, and realize reliable operation management even for trams with a small track installation area. It has an excellent effect that it can be improved.

[Brief description of drawings]

FIG. 1 is a principle diagram showing the configuration and arrangement of a roadside device and an onboard device in a tram operation management system to which the present invention is applied, FIG. 2 is a block circuit diagram of the onboard device, and FIG. 3 is an onboard indicator. 4 is a data format diagram of a calling signal, FIG. 5 is a time chart of a communication signal between an on-vehicle device and a road device, and FIG. 6 is a principle diagram of a bus operation management system. 1a, 1b: Rail, 2a, 2b: Home, 3a, 3b: Tram, 4a, 4b: Road antenna, 5a, 5b: Road machine, 6a, 6b: In-vehicle antenna, 7a, 7
b: In-vehicle device, W: Communication area.

Claims (1)

[Claims] 1. A double-track type tram, wherein an on-road antenna for an up train is provided on an up platform at a stop, and an on-road antenna for a down train is provided on a down platform, and the inductive wireless communication range of each on-road antenna is provided. When a tram enters the area, operation information is sent and received between the on-board device and on-board device via the on-board antenna provided on the vehicle, and the central device centrally manages the operation of the tram via the on-board device. In the system, direction codes indicating uphill and downhill are added to the calling signal transmitted from each of the above-mentioned roadside devices, and the in-vehicle device stores the traveling direction as information according to the traveling direction of the tram. , A road which responds to a call from a road machine when the direction code in the call signal transmitted from the road machine matches the traveling direction stored in the vehicle-mounted machine Communication method for preventing erroneous in a train operation management system.