TW202000519A - Train operation management system - Google Patents

Abstract

After setting a starting point A and an arrival point B, an operation management apparatus extracts a route traveling on the track R up to the arrival point B of the own train 10a. Subsequently, the own train 10a travels on the extracted route, trouble positions that hinder traveling are extracted, and among these trouble positions, a trouble position first existing is extracted as a trouble point S. Once only an occupied section T1 up to the trouble point S is locked in the route and the trouble point S is set, the own train 10a starts traveling in the occupied section T1. By repeating operation management control of route-locking only the occupied section T1 up to a trouble point S first existing on the route, and then traveling, unnecessary passage waiting is prevented based on the route-locking by another train 10.

Description

Train operation management system

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

Patent Document 1 discloses an operation management device, which is composed of the following: an interlocking device status receiving unit, which receives information from the interlocking device; a travel route control judging unit, receiving from the interlocking device state The information of the interlocking device of the department is used to judge the travel route control; the equipment status receiving unit is to receive the presence and time information of the train on the track circuit; and the travel route control command unit is to perform the travel route control command. In order to allow the train to travel to the destination point, the operation management device performs operation management in such a manner that the track circuit on the travel route is set in a locked state and it is impossible to travel in a section where other trains have given the travel route lock.

In the operation management device of this Patent Document 1, when the previous train has been given a travel route up to the destination point, when there is a place where the travel route of the next train competes with the travel route of the previous train , The next train needs to wait until the previous train's travel route lock is released. Furthermore, operation control is performed in such a manner that the travel route lock of the previous train is released and the travel route lock is given to the travel route traveled by the next train, whereby the next train can enter the travel route. [Prior Technical Literature] [Patent Literature]

Patent Document 1: Japanese Patent Laid-Open No. 2000-229574.

[Problems to be solved by the invention]

However, in the operation management device of Patent Document 1, even if it is clear that the next train can pass the route route before the previous train, the train that has already secured the route is given priority, so the next train needs Standby at a predetermined place until the train whose travel route has been secured passes through the section where the travel route is locked.

In addition, the operation management device of Patent Document 1 also has the following problem: Since the section of the travel route is ensured as a track circuit unit, it is impossible to set the travel route from the position of the own train to any location on the track as the travel route lock This kind of operation control.

In order to solve the above-mentioned problems, an object of the present invention is to provide a train operation management system that performs operation management control in a manner that locks a traveling route on an arbitrary section on a track to make a train that wants to pass through the section first Give priority to the travel route to lock and pass. [Means to solve the problem]

In order to achieve the above object, the train operation management system of the present invention is composed of: a train, which is driven by a track; an above-ground device, which is provided near the aforementioned track; and an operation management device, which is associated with the aforementioned train and the aforementioned ground The device performs communication control; the aforementioned operation management device performs operation control in the following manner: when the arrival point of the train has been set, the travel route up to the aforementioned arrival point is extracted and will become an obstacle to travel on the aforementioned travel route The first obstacle point is extracted as an obstacle point, and only the section up to the obstacle point is used as the occupied section of the train to lock the travel route and set the obstacle point, and other trains cannot enter the occupied section. [Effect of invention]

According to the train operation management system of the present invention, each train can perform operation management by repeatedly locking only the occupied section up to the first existing obstacle on the travel route to the travel route and setting the stop determination point and traveling in the occupied section Control to prevent unnecessary passing and waiting caused by the locked route of other trains, and this train can travel without waiting in the area that can be passed until other trains arrive, and can safely move each train To the point of arrival.

In addition, since the operation management control of each train is performed on the software of the operation management device, any place can be set as a departure point and an arrival point.

The present invention will be described in detail based on the illustrated embodiments. FIG. 1 is a configuration diagram of a train operation management system of the present embodiment. The train operation management system is composed of the following: a train 10, which is driven on a track R; a central control unit 20, which is associated with each train 10 and its installation Communication control is performed on the ground device near the track R; the switch 30 and the switch device 40 belonging to the ground device are connected to the central control unit 20; and the wireless communication unit 50 is connected to the central control unit 20 via a wireless communication line Communicate with each train 10.

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

In addition, although the first communication network L1 and the second communication network L2 are shown as wired networks, they may be wireless networks; furthermore, the first communication network L1 and the second communication network L2 may also be one network .

The wireless communication unit 50 belonging to the base station having a communication area with a predetermined range is provided, for example, at regular intervals and partially overlaps the communication area, whereby the communication between the train 10 and the central control unit 20 is not interrupted. The communication system between the train 10 and the central control unit 20 may be configured to use a loop antenna or a leaky coaxial cable that has been laid along the track R in addition to the wireless communication line. The wireless communication unit 50 performs communication.

The train 10 is provided with: an antenna portion 11 that transmits and receives various information with the wireless communication portion 50; and an on-board device 12 that is connected to the antenna portion 11. Transmit on-board information including train ID (identification), travel speed, traveling position, etc. of the train 10 processed by the on-board device 12 via the antenna section 11 and the wireless communication section 50 to the central control section at any time 20.

The traveling speed of the information on the vehicle is calculated based on the number of rotations detected by a rotation meter provided on the axle, for example. In addition, the travel position is calculated as, for example, mileage. Alternatively, it may be configured to be equipped with a GPS (Global Positioning System; Global Satellite Positioning System) terminal and transmit latitude and longitude information as a driving position. In addition, the on-board device 12 performs speed control of the train 10 and the like in accordance with command information such as speed control information sent from the central control unit 20.

The central control unit 20 provided at any station or the like in the train operation management system is composed of the following: the operation management device 21 connected to the first communication network L1 and the second communication network L2; and the operation terminal 22. The system is connected to the operation management device 21 and is operated by an operator.

The operation management device 21 is a so-called server device, which has a built-in arithmetic processing unit and memory unit, receives various information from the train 10, the switch 30, and the switch device 40 at any time and stores the various information in the memory unit After the arithmetic processing of the operation management control by the arithmetic processing section described later, various command information is sent to the train 10 and the switch 30 at any time.

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

The switch 30 is composed of the following: a conversion unit 31 that moves a tongue rail at the branch of the rail R; and a frog lock unit 32 that operates an instruction to the conversion unit 31 And stay locked.

The frog lock 32 is connected to the operation management device 21 of the central control unit 20 via the first communication network L1. Furthermore, the frog lock unit 32 performs the conversion operation of the conversion unit 31 according to the command information from the operation management device 21, and sends the frog lock information for displaying the positioning and reverse lock states described later to the central control unit 20的操作管理装置21。 Operation management device 21.

2 is an explanatory view of the switches 30a and 30b arranged at the branch of the track R. The switch 30a is arranged at the place where the main rail R1 and the sub-rail R2 merge, and the switch 30b is arranged at the slave main rail R1 Where the branch has sub-track R3.

The switches 30a and 30b are linear main rails R1 arranged in the center so that the locked state is positioned. The so-called positioning state refers to the state in which the track 10 has been switched by the train 10 going straight along the main track R1; conversely, the track will be moved in such a way as to advance toward the sub-tracks R2, R3 branching from the main track R1 The state in which the track has been converted is called the inverted bit locked state.

In addition, the oblique line shown at the place where the switches 30a and 30b are installed indicates the positioning side, and the arrow indicates the current positioning and reverse locked state. Therefore, in the explanatory diagram of FIG. 2, the switches 30 a and 30 b all show that they have been locked in the positioning state.

3 is a flowchart of the operation management control of the train 10 in the operation management device 21 of the central control unit 20. As shown in FIG. 4, the operation management control of the own train 10 a in the case where the own train 10 a exists in the sub-rail R2 will be described based on the flowchart shown in FIG. 3.

The memory unit of the operation management device 21 of the central control unit 20 memorizes the on-board information transmitted from each train 10 including the own train 10 a and the frog lock information transmitted from the switch 30. In addition, operation management control is performed by the arithmetic processing unit of the operation management device 21, and command information is sent to each train 10 including the own train 10a on the track at any time, or command information for switching and locking control of the switch 30 is sent at any time As a result, the own train 10a can safely run to the arrival point of the set destination.

After the operation management control program of the flow chart of the operation management control is started by the operation management device 21 of the central control unit 20, in step ST1 of FIG. 3, first, the departure point A and the arrival point B in the traveling direction of the own train 10a are set And draw the path.

In this step ST1, the operation terminal 22 can be used to operate and set the input screen, or the conditions can be input to the operation management device 21 in advance. In addition, the departure point A may be a traveling position on the track where the own train 10a exists, and in this case, only the arrival point B is input. In this manner, after the departure point A and the arrival point B are set, the arithmetic processing unit of the operation management device 21 extracts a path on which the track R travels until the arrival point B.

Next, proceeding to step ST2, the own train 10a travels on the extracted route, and extracts obstacle points that become obstacles to travel. Among these obstacle points, the departure point A that belongs to the present place of the own train 10a departs and exists first The location of the obstacle is drawn as the obstacle point S.

The obstacle S can be divided into partitions: a mobile obstacle Sa, which moves like other trains 10 on the track; and a fixed obstacle Sb, which is fixed at a fixed position on the track. In addition, when there is no moving obstacle point Sa or fixed obstacle point Sb until the arrival point B, the arrival point B is extracted as the obstacle point S.

The mobile obstacle point Sa is like another train 10b approaching the track R on which the own train 10a is traveling or another train 10c traveling ahead, and the position of the obstacle point moves on the track R with time. In addition, it is also possible to treat another train 10 body as the mobile obstacle point Sa, and to handle the occupied section T occupied by the other train 10 as the mobile obstacle point Sa.

On the other hand, the fixed obstacle point Sb like the switch 30 is fixed at a predetermined position on the rail R. Furthermore, the fixed obstacle point Sb can be divided into the following obstacle points, etc.: the obstacle point Sc, which is caused by the switch 30; the obstacle point Sd, which is caused by the turnout F where the turnout device 40 is provided; and the obstacle The point Se is generated where the track R crosses into a cross. In addition, the fixed obstacle point Sb is not limited to this, but an obstacle detectable on the track R is appropriately generated.

The obstacle Sc caused by the switch 30 is extracted as the obstacle point Sc according to the change in the direction of travel and the locked state of the reverse position. In the case where the direction of travel caused by the positioning of the switch 30 and the locked position of the reverse position is not consistent with the direction of travel of the train 10, the switch 30 cannot be passed, that is, the current switch 30 is locked When the switch 30 cannot be passed in the state, the obstacle Sc is extracted and the obstacle 30 is generated at a predetermined place on the track R on the train 10 side of the switch 30.

Conversely, in the state where the travel direction caused by the positioning of the switch 30 and the locked position of the reverse position is consistent with the travel direction of the train 10, it can pass through the switch 30, that is, in the current locked state In the case of the switch 30, it is not extracted as an obstacle Sc.

In this way, when the train 10a travels on the track R and the points where the switch 30, the switch F, and the track R cross are already in a state that hinders travel, these places are extracted as obstacles and are on the track On R, the obstacle point S which is the first existing obstacle point is extracted from the present place of the present train 10a. In addition, when the travel of the own train 10a is not hindered, it is not extracted as the obstacle location and the obstacle point S.

FIG. 5 is a route diagram when the obstacle point S has been extracted as the travel route of step ST2 of FIG. 3 and the obstacle point Sc caused by the switch 30. It can be seen from the direction of the arrow showing the current positioning and reverse locked state that the switch 30a in front of the train 10a is kept in the positioning state.

Therefore, since the locked state of the switch 30a is different from the locked state of the inverted position of the own train 10a, the switch 30a is an obstacle that is judged to belong to the first obstacle location on the travel route of the own train 10a The point Sc becomes the obstacle point S. When the obstacle point S is determined to be on the near side of the switch 30a and set as the obstacle point S described later, it is presented on the sub-track R2 as a triangle mark indicating the obstacle point S.

In addition, the so-called obstacle point Sd generated at the turnout F means that after the train 10a approaches the turnout F, the blocker completely blocks the passage of vehicles and pedestrians, and is equal to the line by the object detector. When an object is detected, an emergency signal is sent from the switch device 40 to the central control unit 20 to generate it.

In addition, pressing the emergency button provided at the turnout F will also send an emergency signal from the turnout device 40 to the central control unit 20, thereby generating an obstacle location. When the obstacle point is extracted as the first obstacle point S on the path, the obstacle point Sd is generated at a predetermined place on the track R on the side of the train 10a of the turnout F. When the obstacle point S that belongs to the first obstacle point is determined and set, it is presented as a triangle mark on the track in the same way as the obstacle point Sc.

In addition, the obstacle point Se generated at the place where the rail R crosses in a cross shape means that there is a crossing cross track on the track R running on the own train 10a and this cross track has been applied by the occupied section T of another train 10 It is generated when the travel route is locked. This obstacle point Se is generated at a predetermined place on the track R on the side of the own train 10a at the intersection, and when the obstacle point S is determined and set, it is presented as a triangle mark on the track in the same way as the obstacle point Sc .

These fixed obstacle points Sb where the pre-existing places are fixed serve as a predetermined distance from the installation position of the switches 30a, 30b, the installation position of the switch F, and the place where the rail R crosses in a cross shape, for example, 30 m The position on the side is managed by the operation management device 21.

Similarly, when the mobile obstacle Sa is close to another train 10b, the operation management device 21 manages it as a position near the side of, for example, 30 m from the front end of the vehicle, and the other train 10c that travels first at the mobile obstacle Sa Is managed by the operation management device 21 as a position on the near side of, for example, 30 m from the rear end of the vehicle.

In this way, after the obstacle point S belonging to the first obstacle point is extracted, the process proceeds to step ST3 in FIG. 3. Then, in step ST3, it is determined whether or not the travel route up to the obstacle point S may be occupied. In addition, the so-called occupancy of the travel route means that the travel route is not locked based on the closed state of the track circuit using the conventional track R, but the travel route is locked on the software.

When the travel route up to the obstacle point S is available, the process moves to step ST4 in FIG. 3, the travel route from the departure point A to the obstacle point S is occupied, and only the occupied section T is given to the travel route lock.

Conversely, if the route to the obstacle point S cannot be occupied for some reason, for example, when the distance to the obstacle point S is very short, it is impossible to proceed to step ST4 of FIG. 3, and repeat from step ST2 The extraction process of the obstacle point S reaches the occupancy determination process of step ST3, and the own train 10a stands by until it can be occupied.

By the train 10a applying the section from the departure point A to the obstacle point S as the occupied section T1 shown in FIG. 5 to the travel route lock, the train 10a can enter the occupied section T1.

In addition, the following operation control is performed in such a manner that the other trains 10 cannot enter the occupied section T1 locked by the own train 10a on the travel route: the other trains 10 are not allowed to take possession of a part or all of the occupied section T1 The setting of the interval T and the travel route are locked.

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

When the section up to the obstacle point S is given as the occupied section T1 and the course is locked, the secondary track R2 is presented as a triangle mark indicating the obstacle point S, and the obstacle point S is set.

Next, the process moves to step ST5 of FIG. 3, and the operation management device 21 transmits command information for allowing the own train 10a to enter the occupied section T1 to the own train 10a via the wireless communication unit 50 and the antenna unit 11.

The train 10a displays the driving information including the departure point A, the arrival point B, the route, and the obstacle point S on the screen device installed on the operation table or the like based on the received command information, and enters the occupied section T1 and starts driving.

Next, proceeding to step ST6 in FIG. 3, the operation management device 21 sets the stop determination point P of the obstacle point S. The stop determination point P may be a point disposed near the stop distance d from the obstacle point S, and the stop distance d may be a fixed distance, or may be configured such that the stop distance d may be corresponding to the vehicle sent from the own train 10a The travel speed of information changes appropriately. The stop distance d is a distance that does not exceed the obstacle point S when stopping from the stop determination point P in the general deceleration mode, and is set to reserve a margin of some distance.

In addition, when the stopping distance d can be changed in accordance with the traveling speed of the own train 10a or the like, the operation management device 21 sends the information of the stop determination point P to the own train 10a at any time. Moreover, the own train 10a displays the received information of the stop determination point P on a screen device installed on an operation table or the like.

Next, proceeding to step ST7 in FIG. 3, the operation management device 21 of the central control unit 20 makes a reservation based on the travel position of the on-board information transmitted from the own train 10a at any time to determine whether the own train 10a has passed the obstacle point S Monitoring of the stop determination point P on the near side.

When the own train 10a has arrived and passed the stop determination point P, the process moves to step ST8 in FIG. 3. In step ST8, the deceleration stop command information for deceleration stop processing is transmitted from the operation management device 21 to the own train 10a in such a manner that the own train 10a is decelerated and parking control is performed.

The present train 10a performs the following deceleration stop processing based on the received deceleration stop command information: it starts deceleration in accordance with the deceleration pattern stored in the on-board device 12, etc., and stops near the obstacle point S of the switch 30a.

Alternatively, it may be configured that the deceleration stop command information sent from the operation management device 21 of the central control unit 20 includes a deceleration pattern calculated from the speed, position, etc. of the own train 10a, and the own train 10a follows the received The deceleration mode of the deceleration stop command information performs deceleration stop processing that stops near the obstacle point S.

Next, the process moves to step ST9 in FIG. 3 to determine whether the own train 10a has arrived to the arrival point B. When the own train 10a arrives at the arrival point B and stops, the operation management device 21 ends the operation management control program.

In addition, in step ST9 of FIG. 3, if it has not arrived at the arrival point B, the process proceeds to step ST2 of FIG. 3. When the obstacle point S is not released and the same obstacle position S is maintained, the loop processing of this step ST2 to step ST9 is repeated. The train 10a is a deceleration stop process that continues to stop at the near side of the switch 30a at the nearest obstacle point S, and the train 10a cannot pass through the switch 30a.

When the nearest obstacle point S is removed in the deceleration stop command and a new obstacle point S is extracted from an obstacle point different from the nearest obstacle point S, step ST2 to step ST7 of FIG. 3 are performed on the new obstacle point S Treatment.

In this case, when the travel route up to the new obstacle point S cannot be occupied in step ST3, the extraction process of the obstacle point S of step ST2 is repeated to the occupation determination process of step ST3.

In addition, when it is possible to occupy the travel route up to the new obstacle point S in step ST3, the setting of the nearest obstacle point S is released. Next, in step ST4, the new occupied section T1 from the current vehicle position to the new obstacle point S is applied to the travel route lock and a new obstacle point S is set, and then in step ST6, a new stop determination point P is set. .

In addition, if the own train 10a does not pass the stop determination point P in step ST7, the process moves to step ST10, and a determination is made whether the operation management device 21 is instructing deceleration stop processing.

Step ST10 in FIG. 3 is the following step: after the deceleration stop process has been instructed from the operation management device 21 in step ST8, when a new obstacle point S and a new stop determination point P have been set, a new stop is not passed The own train 10a at the determination point P cancels the deceleration stop processing.

Next, when it is determined in step ST10 of FIG. 3 that the operation management device 21 is instructing that the deceleration stop process is in progress, the process proceeds to step ST11. In step ST11, the deceleration stop cancellation instruction information for releasing the deceleration stop processing is transmitted from the operation management device 21 to the own train 10a. The present train 10a cancels the deceleration stop processing based on the received deceleration stop cancellation instruction information and returns to normal driving. Then, it returns to step ST2.

In step ST10 of FIG. 3, even if it is determined that the deceleration stop processing is not instructed by the operation management device 21, the process returns to step ST2, and these loop processing is also repeatedly performed.

When the own train 10a does not pass the stop determination point P of the obstacle point S, that is, when the own train 10a is traveling toward the stop determination point P, repeat steps ST2 to ST7 and return from step ST10 to step ST2 In this loop processing, as shown in FIG. 6, the obstacle point Sd generated at the turnout F may be inserted near the obstacle point Sc of FIG. 5 and generated.

In this case, the obstacle point Sd generated by the insertion becomes a new obstacle point S. At the same time, the occupied section T1 is also changed to the occupied section T up to the obstacle point Sd, the setting of the obstacle point S before insertion is cancelled, the new occupied section T1 is applied to the travel route to lock and the new obstacle point S is set, and then set At the new stop determination point P, the own train 10a travels in the occupied section T1.

Next, when the obstacle point Sd generated by the turnout F, that is, the obstacle point S is not released, the loop processing of step ST2 to step ST9 of FIG. 3 is repeated, and finally the own train 10a is at the turnout belonging to the obstacle point S The near side of F stops.

FIG. 7 is a route map when the own train 10a in FIG. 5 runs in the occupied section T1 and arrives at the stop determination point P. In addition, the following state is displayed: As the own train 10a approaches the switch 30a, the switch 30a has been switched from the locked state of positioning to the locked state of reverse by the instruction from the operation management device 21.

The operation management device 21 is based on the condition that the switch 30a is locked by the travel route of the other train 10 but is not held in a locked state and the train 10a has approached the switch 30a. 10a can pass through and send the instruction information for moving the track rail of the conversion part 31 to the switch 30a, so that the switch 30a is switched from the locked state of the positioning to the locked state of the reverse position.

By controlling in this manner, the obstacle point S of the switch 30a is released, and the obstacle point Sc of the switch 30b is extracted again as the next obstacle point S following the repeated steps ST2 to ST6 of FIG. 3.

The setting of the obstacle point S of the switch 30a is released, and the occupied section T1 up to the new obstacle point S is applied to the travel route lock, thereby setting a new obstacle point S. Next, a new stop determination point P is set, and the own train 10a starts traveling in the occupied section T1.

8 and 9 are road maps of the following states: At the time point when the own train 10a has arrived to the stop determination point P, other trains 10b traveling from the side of the sub-track R3 toward the side of the sub-track R2 are already on the main rail R1 The occupancy section T2 belonging to the occupancy section T that travels is given a course lock.

When the other train 10b has locked the occupancy section T2 of the other train 10b to the travel route, the own train 10a starts the deceleration stop process after passing the stop determination point P. Next, as long as the obstacle point S of the switch 30a is not released, the own train 10a is controlled to decelerate and stop so as to stop near the obstacle point S.

The occupied section T2 of the other train 10b is opened at any time by the passing of the other train 10b. Therefore, when the other train 10b passes through the switch 30a, the switch 30a can be switched from the positioning lock state to the reverse lock state.

By the instruction from the operation management device 21 of the central control unit 20, the switch 30a is switched from the positioned locked state to the inverted locked state, whereby the obstacle point S of the switch 30a is released. Next, as in the road map of FIG. 7, the obstacle point Sc of the switch 30b is extracted as a new obstacle point S.

The operation management device 21 of the central control unit 20 cancels the setting of the obstacle point S of the switch 30a, and applies only the occupied section T1 up to the new obstacle point S to the travel route and sets the new obstacle point S, and then sets The new stop determination point P starts traveling in the occupied section T1.

FIGS. 10 to 12 are road maps in which, for example, the departure point A of the own train 10a and the arrival point B on the main track R1 are set, and other trains 10c traveling from the secondary track R2 toward the secondary track R3 already occupy the main The occupancy section T3 belonging to the occupancy section T of the other train 10c traveling on the track R1.

The operation management device 21 of the central control unit 20 extracts the obstacle point S belonging to the first obstacle point on the course of the own train 10a, and locks the occupied section T1 up to the obstacle point S to the course and sets the obstacle point S After that, the operation management device 21 transmits the instruction information allowing travel to the own train 10a. The train 10a that has received the command information starts to run.

Next, a stop determination point P is set, and when the other train 10c does not pass the switch 30a when the own train 10a travels and passes the stop determination point P, the locked state of the switch 30a does not change from the positioning state and does not Remove obstacle S. Therefore, the train 10a stops near the obstacle S.

As shown in FIG. 11, the other train 10c passes through the switch 30a, whereby the switch 30a can be switched from the locked position to the locked position. The switch 30a is switched from the positioned locked state to the inverted locked state by an instruction from the operation management device 21, thereby removing the obstacle point S of the switch 30a.

Next, the operation management device 21 extracts the mobile obstacle point Sa of the other train 10c as a new obstacle point S, and releases the setting of the obstacle point S of the switch 30a. The operation management device 21 sets the occupation section T1 up to the new obstacle point S belonging to the mobile obstacle point Sa to the travel route lock, and then sets a new obstacle point S.

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

Therefore, in the case where the mobile obstacle point Sa has been taken as the obstacle point S, and the other train 10c belonging to the mobile obstacle point Sa continues to stop, the own train 10a moves to the step when passing the stop determination point P In ST8, the operation management device 21 sends a command for deceleration stop processing to the own train 10a.

The own train 10a that has received the instruction of the deceleration stop process starts the deceleration stop process according to the deceleration mode memorized in the on-board device 12, and the own train 10a also stops near the other train 10c.

In addition, when another fixed obstacle point Sb is inserted while the own train 10a is following the other train 10c, the fixed obstacle point Sb is extracted as a new obstacle point S.

In the route diagram of FIG. 12, when the arrival point B belonging to the last obstacle point is inserted and generated as the obstacle point S when other trains 10c continue to travel, the occupied section T1 up to the arrival point B is given to the travel route lock After setting the arrival point B as the obstacle point S, the stop determination point P is set, whereby the train 10a can reach the arrival point B.

(Variation) For example, as shown in FIG. 13, a case where the obstacle point Sd generated at the turnout F is inserted and generated near the obstacle point Sc of FIG. 5, and a modification example of the train operation management system will be described. As shown in the figure, while maintaining the obstacle point S of the switch 30a that has been set, the occupied section T1, and the stop determination point P, the obstacle point Sd generated by the turnout F has been inserted.

In this case, the obstacle point S of the switch 30a shown in FIG. 13 is not released, and the obstacle point Sd generated by the insertion is set as the obstacle point S'. Since the occupied section T1 is to be locked from the train 10a to the obstacle point S including the obstacle point S', it is not necessary to re-lock the route to the obstacle point S'.

Therefore, the stop determination point P'for the obstacle point S'is set, and the operation management device 21 controls the deceleration stop processing command or the deceleration stop processing cancellation command in accordance with the stop determination point P'.

In addition, when the obstacle point S'has been released, the operation management device 21 may not re-extract the obstacle point S of the switch 30a, lock the course of the occupied section T1, the obstacle point S, and the stop determination point P According to the setting, the train 10a can return to the general control based on the information such as the obstacle point S being maintained.

In this way, each train 10 uses the train operation management system to lock only the occupied section T1 on the travel route up to the first existing obstacle point S, and sets the stop determination point P, which is repeatedly used to travel in the occupied section T1 The operation management control can prevent unnecessary passage and waiting caused by the locking of the traveling route of the other train 10. In addition, the present train 10a can travel in a section that can pass until other trains 10 arrive without waiting.

It is possible to give priority to the operation management control of the train 10 that arrives first to the passing section and locks the passing route, and allows each train 10 to move to the arrival point B safely.

In addition, since the track circuit is not used but the operation management control of each train 10 is performed on the software of the operation management device 21, any point can be set as the departure point A and the arrival point B.

10‧‧‧Train 10a‧‧‧This train 10b, 10c‧‧‧Other trains 11‧‧‧ Antenna Department 12‧‧‧Onboard device 20‧‧‧Central Control Department 21‧‧‧Operation management device 22‧‧‧Operation terminal 30, 30a, 30b ‧‧‧ switch 31‧‧‧ Conversion Department 32‧‧‧Frog lock 40‧‧‧Turnout device 50‧‧‧Wireless Communication Department A‧‧‧Departure point B‧‧‧ Arrival point d‧‧‧stop distance F‧‧‧Turnout L1‧‧‧First communication network L2‧‧‧Second Communication Network P, P’‧‧‧ Stop location R‧‧‧ Orbit R1‧‧‧Main track R2, R3 ‧‧‧ auxiliary rail S, Sc, Sd, Se, S’‧‧‧ obstacles Sa‧‧‧Mobile obstacles Sb‧‧‧ Fixed obstacle T, T1, T2, T3 ‧‧‧ occupied area

Figure 1 is a system configuration diagram of the series car operation management system. FIG. 2 is an explanatory diagram of a switch disposed on a rail. 3 is a flowchart of operation control of the operation management device. Figure 4 is a route map that has set the departure point and arrival point of this train. Fig. 5 is a road map when the first obstacle point is extracted. FIG. 6 is a circuit diagram when an obstacle generated by a grade crossing is inserted into the circuit diagram of FIG. 5. FIG. 7 is a route diagram of a state in which the occupancy section up to the next obstacle point has been given a travel route lock at the stop determination point. FIG. 8 is a route diagram when another train occupies a section and the train has arrived to the stop determination point. FIG. 9 is a route diagram when the train stops near the obstacle because of the occupied section of another train. FIG. 10 is a route diagram in a state where there are occupied sections of other trains and the train has locked the occupied sections up to the obstacle to the travel route. FIG. 11 is a route diagram of a state in which the occupied section up to the obstacle point belonging to another train has been applied to the travel route locked by this train. FIG. 12 is a route diagram of a state in which the occupied section up to the moved obstacle point has been applied to the travel route locked by this train. FIG. 13 is a circuit diagram when an obstacle generated by a turnout is inserted into the circuit diagram of FIG. 5 in a modified example.

10a‧‧‧This train

30a, 30b‧‧‧ switch

A‧‧‧Departure point

B‧‧‧ Arrival point

R1‧‧‧Main track

R2, R3 ‧‧‧ auxiliary rail

S, Sc‧‧‧ Obstacles

T1‧‧‧ occupied area

Claims (9)

A train operation management system is composed of the following: The train is tied to the track; The above-ground device is installed near the aforementioned track; and The operation management device performs communication control with the aforementioned train and the above-ground device; The aforementioned operation management device performs operation control in the following manner: when the arrival point of the train has been set, the travel route up to the aforementioned arrival point is extracted, and will become the first obstacle on the aforementioned travel route to hinder driving The point is extracted as an obstacle point, and only the section up to the obstacle point is used as the occupied section of the own train to lock the travel route and set the obstacle point, and other trains cannot enter the occupied section. The train operation management system as recited in claim 1, wherein the operation management device performs operation control in the following manner: the train cannot pass through the obstacle point. The train operation management system according to claim 1 or 2, wherein the operation management device repeatedly extracts the obstacle location. The train operation management system as described in claim 1 or 2, wherein the operation management device performs the following operation control: when a new new obstacle point has been extracted and travel cannot be given until the new obstacle point When the route is locked, the aforementioned train cannot pass through the obstacle. The train operation management system as recited in claim 1 or 2, wherein the stop determination point is set near the predetermined distance of the obstacle point and when the train travels in the occupied section and passes the stop determination point, the The train system starts to decelerate and stop control. The train operation management system as recited in claim 5, wherein the operation management device performs the following operation control: after passing the stop determination point, a new obstacle point is reset as the obstacle point and the travel route is locked Next, the deceleration stop control of the own train is released. The train operation management system as described in claim 1 or 2, wherein the obstacle points include obstacle points caused by switches belonging to the above-ground device, obstacle points generated at turnouts, and cross-shaped tracks Any fixed type of obstacles generated by local obstacles. The train operation management system as described in claim 1 or 2, wherein the obstacle point is a fixed obstacle point caused by a switch that belongs to the above-ground device, and the direction of travel of the locked state of the switch is not the same as the previous When the traveling direction of the train is the same, it is extracted as the aforementioned obstacle. The train operation management system as described in claim 1 or 2, wherein the aforementioned obstacle points include: mobile obstacle points, which are the aforementioned other trains moving on the track.

Images