TWI715987B - 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 composed of the following: a linked device status receiving unit that receives information from a linked device; a travel route control judgment unit that receives information from the linked device status The information of the linkage device of the unit is used to determine the travel route control; the equipment status receiving unit receives the existence and time information of the train on the track loop together; and the travel route control instruction unit performs travel route control instructions. The operation management device performs operation management by setting the track circuit on the travel route to a locked state and cannot travel in a section where the travel route lock of other trains has been applied to the train to travel to the destination point.

In the operation management device of Patent Document 1, in the case where the travel route lock up to the destination point has been applied to the previous train, 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 route lock is released. Furthermore, the operation control is performed in the following manner: the travel route lock of the previous train is released and the travel route lock is applied to the travel route of the next train, whereby the next train can enter the travel route.

[Prior Technical Literature] [Patent Literature]

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

However, in the operation management device of Patent Document 1, even if it is understood that the next train can pass through the section contested by the travel route earlier than the previous train, the train whose travel route has been secured first is given priority, so the next train needs Stand by at the predetermined place until the train whose route has been secured passes through the section where route lock has been applied.

Furthermore, 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 lock from the position of the train to any point on the track. State this kind of operation control.

In order to solve the above-mentioned problems, the object of the present invention is to provide a train operation management system that performs operation management control in the following manner: locks the route of any section on the track so that the train that wants to pass through the section first Give priority to the route lock and pass.

In order to achieve the above-mentioned object, the train operation management system of the present invention is composed of the following: a train, which runs on a track; an aboveground device, which is installed near the aforementioned track; and an operation management device, which is connected to the aforementioned train and the aforementioned ground The device performs communication control; the operation management device performs operation control in the following manner: in the case where the arrival point belonging to the destination of the first train has been set, extract from the departure point of the first train or the first train to the foregoing The path up to the point of arrival, and the obstacle points that are obstacles to travel on the aforementioned path are extracted, the first obstacle point on the route of the first train is extracted as the obstacle point, and only the section up to the obstacle point is extracted As the occupied section of the first train, the travel route is locked and the obstacle point is set, and the second train other than the first train cannot enter the occupied section; the arrival point is drawn as the first obstacle point and In the case where the aforementioned arrival point is set as the aforementioned obstacle point, until the aforementioned first train has reached the aforementioned The extraction of the obstacle point is repeated until the arrival point is determined.

According to the train operation management system of the present invention, each train system can repeatedly perform the operation management of only the occupied section on the travel route up to the first obstacle point to the route lock, set the stop determination location and run in the occupied section Control to prevent unnecessary waiting for passing due to the lock of the travel route of other trains, and this train can travel in the area that can pass until other trains arrive without passing through, and each train can be moved safely 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, arbitrary locations can be set as departure points and arrival points.

10: Train

10a: This train

10b, 10c: other trains

11: Antenna section

12: On-board device

20: Central Control Department

21: Operation management device

22: Operation terminal

30, 30a, 30b: switch

31: Conversion Department

32: Frog locking part

40: Turnout device

50: Wireless Communications Department

A: starting point

B: Arrival point

d: stopping distance

F: Turnout

L1: The first communication network

L2: Second communication network

P, P’: Stop judgment place

R: Orbit

R1: main track

R2, R3: sub-orbit

S, Sc, Sd, Se, S’: obstacle point

Sa: mobile obstacle point

Sb: fixed obstacle point

T, T1, T2, T3: Occupied area

Figure 1 System structure diagram of series vehicle operation management system.

Fig. 2 is an explanatory diagram of a switch arranged on a rail.

Fig. 3 is a flowchart of the 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.

Figure 5 is a route map when the first obstacle is drawn.

Fig. 6 is a circuit diagram when the obstacle point caused by grade crossing is inserted into the circuit diagram of Fig. 5.

FIG. 7 is a route map in a state where the travel route lock has been applied to the occupied section until the next obstacle point in the stop determination location.

Fig. 8 is a route map when there are sections occupied by other trains and the train has reached the stop determination point.

Fig. 9 is a route map when the train stops near the obstacle due to the section occupied by other trains.

Figure 10 shows that there are sections occupied by other trains and the train has already occupied areas up to the obstacle point There is a route map in which the route lock is applied to the section.

FIG. 11 is a route map in a state in which the occupied section up to obstacle points belonging to other trains has been locked by the own train.

FIG. 12 is a route map in a state where the travel route lock has been applied to the occupied section up to the moved obstacle point by the present train.

FIG. 13 is a circuit diagram when the obstacle point caused by the switch is inserted into the circuit diagram of FIG. 5 of the modified example.

The present invention is explained in detail based on the embodiment of the drawings.

Figure 1 is a block diagram of the train operation management system of this embodiment. The train operation management system is composed of the following: trains 10, which run on rails R; a central control unit 20, which is connected to each train 10 and installation The ground device near the track R performs communication control; 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 and the switch device 40 and the central control unit 20 are connected by a first communication network L1, and the wireless communication unit 50 and the central control unit 20 are connected by a second communication network L2.

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

The wireless communication unit 50 belonging to the base station having a communication area of a predetermined range is, for example, set at regular intervals and the communication areas partially overlap, so that the communication between the train 10 and the central control unit 20 will not be interrupted. In addition to the communication system between the train 10 and the central control unit 20 via a wireless communication line, it can also be configured to use a loop antenna or a leaky coaxial cable that has been laid along the track R as The wireless communication unit 50 performs communication.

The train 10 is provided with an antenna unit 11 which communicates various information with the wireless communication unit 50 The transmission and reception; and the on-board device 12 is connected to the antenna unit 11. The on-board information including the train ID (identification), traveling speed, and traveling position of the train 10 processed by the on-board device 12 is sent to the central control unit via the antenna unit 11 and the wireless communication unit 50 at any time 20.

The traveling speed of the vehicle information is calculated based on the number of rotations detected by, for example, a rotation meter installed on the axle. In addition, the driving position is calculated as a mileage, for example. Alternatively, it may be configured to be equipped with a GPS (Global Positioning System; Global Positioning System) terminal and transmit the latitude and longitude information as the 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 installed at any station in the train operation management system is composed of the following: an operation management device 21 connected to the first communication network L1 and the second communication network L2; and an operation terminal 22. It is connected to the operation management device 21 and operated by an operator.

The operation management device 21 is a so-called server device, which has a built-in arithmetic processing unit and a memory unit not shown, and receives various information from the train 10, the switch 30 and the switch device 40 at any time and stores these various information in the memory unit. , After arithmetic processing of operation management control by the arithmetic processing unit 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 various information based on the on-board information from each train 10 at any time by means of a route map displayed on a screen device not shown in the figure. The position of the train, the state of operation management, the locked state of the switch 30, and the state of the ground equipment. In addition, various setting processes can be performed by the operator via an input unit such as a keyboard and a mouse (not shown).

The switch 30 is composed of the following: a switching part 31 that moves a tongue rail at the branch of the track R; and a frog locking part 32 that performs operation commands on the switching part 31 And keep it locked.

The frog locking part 32 is connected to the operation management device 21 of the central control part 20 via the first communication network L1. In addition, the frog locking unit 32 performs the switching operation of the conversion unit 31 based on the command information from the operation management device 21, and sends the frog locking information for displaying the positioning and reverse locking states described later to the central control unit 20 The operation management device 21.

2 is an explanatory diagram of the switch 30a, 30b arranged at the branch of the rail 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 from the main rail R1 Where the branch has sub-track R3.

The switch 30a, 30b is the linear main rail R1 arrange|positioned in the center so that a locked state may become a positioning. The so-called positioning state refers to the state in which the track point has been switched by the way that the train 10 travels straight along the main track R1; on the contrary, the track point will be moved toward the sub-tracks R2 and R3 on the branch side of the main track R1. The state where the rail is converted is called the locked state of the reverse bit.

In addition, the oblique line shown in the installation place of the switch 30a, 30b indicates the positioning side, and the arrow indicates the current positioning and the locked state of the reverse position. Therefore, in the explanatory diagram of FIG. 2, the switches 30a and 30b are shown to be locked in the positioning state.

FIG. 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 10a in the case where the own train 10a (also referred to as the first train) exists in the sub-track R2 will be explained based on the flowchart shown in FIG.

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 10a and the frog lock information transmitted from the switch 30. In addition, the 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 on the track including the train 10a at any time, or command information for switching and locking control of the switch 30 is sent at any time Therefore, the own train 10a can safely travel to the arrival point of the destination that has been set.

After the operation management control program of the operation management control flow chart is activated by the operation management device 21 of the central control unit 20, in step ST1 of FIG. 3, it is first set to be located in the train 10a. Departure point A and arrival point B in the direction of travel and draw the path.

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

Next, it proceeds to step ST2, the train 10a travels on the extracted path, and obstacles that become obstacles to travel are extracted. Among these obstacles, it will depart from the departure point A belonging to the current location of the train 10a and exist first The obstacle location of is extracted as the obstacle point S.

The obstacle point S can be divided into sections: a mobile obstacle point Sa, which moves like other trains 10 on the track; and a fixed obstacle point Sb, which is tied to a fixed position on the track. In addition, when there is no mobile 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, for example, other trains 10b or other trains 10c that are approaching the track R on which this train 10a is traveling (other trains 10b and other trains 10c are also called second trains), and the obstacle The point position moves on the track R with time. In addition, it is also possible to treat the main body of another train 10 as a mobile obstacle point Sa, and treat the occupied section T occupied by the other train 10 as a mobile obstacle point Sa.

In contrast, a 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 is caused by the switch 30; the obstacle point Sd is generated by the switch F provided with the switch device 40; and the obstacle The point Se is generated where the track R crosses into a cross shape. In addition, the fixed obstacle point Sb is not limited to this, but is appropriately generated for a detectable obstacle on the track R.

The obstacle point Sc caused by the switch 30 changes whether or not it is extracted as the obstacle point Sc in accordance with the positioning and reverse locking state for the direction of travel. Positioning and reverse lock on the switch 30 When the travel direction caused by the fixed state does not match the travel direction of the train 10 without passing through the switch 30, that is, when the current switch 30 is locked without passing through the switch 30 , It is extracted as an obstacle point Sc and an obstacle point Sc is generated at a predetermined place on the rail R on the train 10 side of the switch 30.

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

In this way, when the train 10a is running on the track R and the places where the switch 30, the switch F, and the track R cross in a cross shape have become obstructive, these places are drawn out as obstacle points and are On R, the obstacle point S that exists first is extracted from the current position of the own train 10a. In addition, as long as the train 10a will not hinder the running of the train 10a, it will not be extracted as an obstacle point and an obstacle point S.

FIG. 5 is a route map when the obstacle point S has been extracted as the travel route of step ST2 in FIG. 3 and the obstacle point Sc caused by the switch 30. From the direction of the arrow indicating the current positioning and the reverse locked state, it can be seen that the switch 30a in front of the train 10a is maintained in the positioning state.

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

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

In addition, pressing the emergency button provided on the switch F will also center the switch device 40 The central control unit 20 sends an emergency signal, thereby generating an obstacle location. When the obstacle point is extracted as the first obstacle point S on the route, the obstacle point Sd is generated at a predetermined place on the rail R on the side of the own train 10a of the switch 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 like the obstacle point Sc.

In addition, the so-called obstacle point Se generated at the place where the track R crosses in a cross shape means that there is a cross track on the track R on which the train 10a runs, and the cross track has been constructed by another train 10 in the occupied section T. Generated when the route is locked. The obstacle point Se is generated at a predetermined place on the rail R on the side of the 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 .

The fixed obstacle point Sb where these pre-generated places are fixed is set as the near side of a predetermined distance from the installation position of the switch 30a, 30b, the installation position of the switch F, and the place where the rail R crosses, for example, 30m The position of the side is managed by the operation management device 21.

Similarly, when the mobile obstacle point Sa is another train 10b approaching, it is managed by the operation management device 21 as a position close to, for example, 30 m from the front end of the vehicle, and the mobile obstacle point Sa is the other train 10c traveling ahead. In the case of, the operation management device 21 is managed as a position near 30 m from the rear end of the vehicle, for example.

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

If the travel route up to the obstacle point S can be occupied, the process proceeds to step ST4 in FIG. 3, the travel route from the departure point A to the obstacle point S is occupied, and the travel route lock is performed only on the occupied section T.

Conversely, in the case where the travel route to the obstacle point S cannot be occupied for some reason, for example, in the case where the distance to the obstacle point S is very short, etc., it is impossible to move to the one shown in FIG. 3 In step ST4, the process of extracting the obstacle point S in step ST2 to the occupancy determination process in step ST3 is repeated, and the own train 10a waits until it can be occupied.

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

In addition, the following operation control is performed in such a way that other trains 10 cannot enter the occupied section T1 where the route lock is granted by the own train 10a: other trains 10 are not allowed to occupy part or all of the occupied section T1 The setting of section T and the locking of the route of travel.

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

When the section up to the obstacle point S is used as the occupied section T1 and the travel route is locked, the sub-track R2 is presented as a triangle mark indicating the obstacle point S, and the obstacle point S is set.

Next, it moves to step ST5 in FIG. 3, and the command information for allowing the own train 10 a to enter the occupied section T1 is transmitted from the operation management device 21 to the own train 10 a 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 operating desk according to the received instruction information, enters the occupied zone T1 and starts to travel.

Next, it transfers to step ST6 of FIG. 3, and the operation management apparatus 21 sets the stop determination point P of the obstacle point S. The stop determination point P may also be a point arranged near the stop distance d from the obstacle point S, the stop distance d may be a fixed distance, or it may be configured such that the stop distance d can be adapted to the train sent from the train 10a. The traveling speed of the information, etc. fluctuate appropriately. The stopping distance d is a distance that does not exceed the obstacle point S when stopping from the stop determination point P following a general deceleration pattern, and is set to leave a certain distance margin.

In addition, in the case where the stopping distance d can be changed in accordance with the traveling speed of the own train 10a, etc., the operation management device 21 transmits the information of the stopping determination point P to the own train 10a at any time. In addition, the present train 10a displays the received information of the stop determination point P on a screen device installed on an operating desk or the like.

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

When the own train 10a has arrived and has passed the stop determination point P, it proceeds to step ST8 in FIG. 3. In step ST8, the deceleration stop command information for performing deceleration stop processing is transmitted from the operation management device 21 to the own train 10a so as to decelerate the own train 10a and perform stop control.

The train 10a performs the following deceleration and stop processing based on the received deceleration and stop command information: it starts deceleration following the deceleration pattern memorized in the on-board device 12, 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 the 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, it moves to step ST9 of FIG. 3, and it judges whether the own train 10a has arrived at the arrival point B or not. When the 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 reached the arrival point B, it proceeds to step ST2 of FIG. 3. When the obstacle point S is not removed and the obstacle point S maintains the same obstacle position, the loop processing from step ST2 to step ST9 is repeatedly performed. The train 10a becomes the deceleration stop process that continues to stop near the switch 30a at the nearest obstacle point S, and the train 10a does not Pass the switch 30a.

In the case where the nearest obstacle point S is removed in the deceleration stop command and a new obstacle point S at an obstacle location different from the nearest obstacle point S is extracted, steps ST2 to ST7 of FIG. 3 are performed on the new obstacle point S Processing.

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 in step ST2 to the occupation determination process in step ST3 is repeated.

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

In addition, if the own train 10a has not passed the stop determination point P in step ST7, it proceeds to step ST10, and it is determined whether or not the operation management device 21 is instructing the deceleration stop process.

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 determined point P cancels the deceleration stop process.

Next, when it is determined in step ST10 of FIG. 3 that the deceleration stop process is instructed by the operation management device 21, the process proceeds to step ST11. In step ST11, the deceleration stop cancellation command information for canceling the deceleration stop process is transmitted from the operation management device 21 to the own train 10a. The train 10a cancels the deceleration stop processing based on the received deceleration stop cancellation command information, and returns to normal travel. After that, it returns to step ST2.

In step ST10 of FIG. 3, when it is determined that the deceleration stop process is not instructed by the operation management device 21, the process returns to step ST2, and these loop processes are also repeated.

In the case where the own train 10a has not passed 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, steps ST2 to ST7 are repeated, and steps ST10 are returned to step ST2. Processing. In this loop processing, as shown in FIG. 6, the obstacle point Sd generated at the switch F may be inserted and generated near the obstacle point Sc in FIG. 5.

In this case, the obstacle point Sd generated by the insertion becomes the 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 locked on the travel route and a new obstacle point S is set, and then set At the new stop determination point P, the own train 10a is traveling in the occupied section T1.

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

Fig. 7 is a route diagram when the own train 10a in Fig. 5 travels in the occupied section T1 and reaches the stop determination point P. In addition, a state is displayed: as the train 10a approaches the switch 30a, the switch 30a has been converted from the locked state of positioning to the locked state of reversed by an 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 other trains 10 without maintaining the locked state, and when the own train 10a has approached the switch 30a, in order to make the switch 30a 10a can pass, and send command information for moving the point rail of the switching part 31 to the switch 30a, so that the switch 30a is switched from the locked state of positioning to the locked state of reverse.

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

The setting of the obstacle point S of the switch 30a is cancelled, and the occupied section T1 up to the new obstacle point S is locked in the travel route, thereby setting the new obstacle point S. Next, set a new stop The point P is determined, and the train 10a starts to travel in the occupied section T1.

Figures 8 and 9 show a route map of a state in which other trains 10b traveling from the sub-rail R3 to the sub-rail R2 are already on the main rail R1 at the time when the train 10a has arrived to the stop determination point P The travel route is locked in the occupied section T2 that belongs to the occupied section T.

In the case where the other train 10b has applied the route lock to the occupied section T2 of the other train 10b, the own train 10a starts the deceleration stop process after passing the stop determination point P. Then, as long as the obstacle point S of the switch 30a is not removed, the own train 10a is decelerated and stopped 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, by the other train 10b passing through the switch 30a, the switch 30a can be switched from the positioning locked state to the reverse locked state.

By the instruction from the operation management device 21 of the central control unit 20, the switch 30a is switched from the locked state of positioning to the locked state of the reversed position, whereby the obstacle point S of the switch 30a is released. Next, similarly to the route map of FIG. 7, the obstacle point Sc of the switch 30 b 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 only locks the travel route to the occupied section T1 up to the new obstacle point S and sets the new obstacle point S. The new stop determination point P starts to travel in the occupied section T1.

Fig. 10 to Fig. 12 are a route map of the following state: for example, the departure point A of the own train 10a, the arrival point B on the main track R1 are set, and the other trains 10c traveling from the sub-track R2 to the sub-track R3 have already occupied the main The occupied section T3 of the occupied section T of the other train 10c on which the track R1 runs.

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 train 10a, locks the travel route to the occupied section T1 up to the obstacle point S, and sets the obstacle point S After that, the operation management device 21 transmits the instruction information of permission to travel to the own train 10a. The own train 10a that has received the instruction information starts to travel.

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

As shown in FIG. 11, other trains 10c pass through the switch 30a, whereby the switch 30a can be converted from the locked state of positioning to the locked state of reverse. By the instruction from the operation management device 21, the switch 30a is converted from the locked state of positioning to the locked state of the reversed position, 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 cancels the setting of the obstacle point S of the switch 30a. The operation management device 21 locks the travel route to the occupied section T1 up to the new obstacle point S belonging to the mobile obstacle point Sa, and then sets the new obstacle point S.

Furthermore, a new stop determination point P is set, and the own train 10a starts traveling in the occupied section T1. Since the mobile obstacle point 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 set as the obstacle point S, and the other train 10c belonging to the mobile obstacle point Sa continues to stop, the train 10a passes through the stop determination point P and moves to step ST8, a deceleration stop process command is sent from the operation management device 21 to the own train 10a.

The own train 10a that has received the deceleration stop processing instruction starts the deceleration stop processing following the deceleration pattern stored in the on-board device 12, and the own train 10a also stops near the other trains 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 map of Fig. 12, it is envisaged that when other trains 10c continue to travel, the arrival point B, which is the last obstacle location, is inserted and generated as the obstacle point S, and it will reach the point B. After the travel route lock is applied to the occupied section T1 and the arrival point B is set as the obstacle point S, the stop determination point P is set so that the train 10a can reach the arrival point B.

(Variation example)

For example, as shown in FIG. 13, it is exemplified that the obstacle point Sd generated in the switch F is inserted and generated near the obstacle point Sc in FIG. 5, and a modification example of the train operation management system is described. As shown in the figure, in a state where the obstacle point S, the occupied section T1, and the stop determination point P of the switch 30a that have been set are maintained, the insertion process has been performed at the obstacle point Sd generated by the switch F.

In this case, the obstacle point S of the switch 30a shown in Fig. 13 is not removed, and the obstacle point Sd generated by the insertion is set as the obstacle point S'. Since the occupied section T1 will be locked from the train 10a to the obstacle point S including the obstacle point S', there is no need to re-lock the travel path for the obstacle point S'.

Therefore, the stop determination point P'for the obstacle point S'is set, and the operation management device 21 performs control based on the deceleration stop process command or the deceleration stop process cancellation command at the stop determination point P'.

In addition, when the obstacle point S'has been removed, the operation management device 21 may not re-extract the obstacle point S of the switch 30a, lock the travel route of the occupied section T1, the obstacle point S, and the stop determination point P. By setting, the train 10a can return to normal control based on the information of the obstacle point S that is 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 obstacle point S, set the stop determination point P, and repeatedly use it to travel in the occupied section T1 The operation management control can prevent other trains 10 from waiting for unnecessary passage due to the locking of the travel route. In addition, the present train 10a can travel in a section that can pass until the other trains 10 arrive without passing through a waiting area.

It is possible to perform operation management control for the trains 10 first arriving to the passing section to lock and pass the route, and to make each train 10 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, arbitrary locations can be set as the departure point A and the arrival point B.

10a‧‧‧This train

30a、30b‧‧‧Pointer

A‧‧‧Departure point

B‧‧‧arrival point

R1‧‧‧Main track

R2, R3‧‧‧Sub-orbit

S, Sc‧‧‧obstacle point

T1‧‧‧Occupied area

Claims (9)

A train operation management system is composed of the following: a train, which runs on a track; an aboveground device, which is installed near the aforementioned track; and an operation management device, which performs communication control with the aforementioned train and the aforementioned aboveground device; The operation management device performs operation control in the following manner: when the arrival point belonging to the destination of the first train has been set, extracting a path from the departure point of the first train or the first train to the arrival point, In addition, the obstacle points that are obstacles to travel on the aforementioned path are extracted, the first obstacle point on the route of the first train is extracted as the obstacle point, and only the section up to the obstacle point is taken as the first train's The travel route is locked in the occupied section and the aforementioned obstacle points are set. The second trains other than the first train cannot enter the occupied section; the arrival point is drawn as the first obstacle location and the arrival point is regarded as the aforementioned In the case of setting the obstacle point, the extraction of the obstacle point is repeated until it is determined that the first train has reached the arrival point. A train operation management system is composed of the following: a train, which runs on a track; an aboveground device, which is installed near the aforementioned track; and an operation management device, which performs communication control with the aforementioned train and the aforementioned aboveground device; The operation management device performs operation control in the following manner: when the arrival point belonging to the destination of the first train has been set, extracting a path from the departure point of the first train or the first train to the arrival point, The extraction of obstacle points that are obstacles to travel on the aforementioned route is repeated until it is determined that the aforementioned first train has reached the aforementioned arrival point, and the first obstacle point on the route of the aforementioned first train is taken as The obstacle points are drawn out, only until the aforementioned obstacle points As the occupied section of the first train, the travel route is locked and the obstacle point is set. The second train other than the first train cannot enter the occupied section; draw between the first train and the obstacle point If a new obstacle point is found, the new obstacle point is extracted as a new new obstacle point, and only the section up to the new new obstacle point is used as the occupied section of the first train to lock the travel route and set it It is the aforementioned obstacle point. The train operation management system described in claim 1 or 2, wherein the operation management device performs operation control in the following manner: the first train does not pass the obstacle point. The train operation management system described in claim 1 or 2, wherein the aforementioned operation management device performs the following operation control: in the case where a new obstacle has been extracted on the travel route of the aforementioned first train and cannot be implemented In a situation where the travel route up to the new new obstacle point is locked, the first train does not pass the new new obstacle point. The train operation management system described in claim 1 or 2, wherein a stop determination point is set near the predetermined distance from the obstacle point, and when the first train runs in the occupied section and passes the stop determination point, The first train starts deceleration and stop control. The train operation management system described in claim 5, wherein the operation management device performs the following operation control: after the first train passes the stop determination location, when the obstacle point is removed and the travel route is restored When the next obstacle point becomes a hindrance to driving is set as a new obstacle point, a new stop determination point is set based on the aforementioned new obstacle point, and when the travel route lock up to the aforementioned new obstacle point is applied, the status is released The deceleration stop control of the first train that has not passed the new stop determination point. Such as the train operation management system described in claim 1 or 2, where the aforementioned obstacles The points include any fixed obstacle points belonging to the obstacle points caused by the switch of the above ground device, the obstacle points generated in the turnout, and the obstacle points generated in the place where the track crosses in the shape of a cross. The train operation management system described in claim 1 or 2, wherein the obstacle point is a fixed obstacle point caused by the switch belonging to the above-mentioned ground device, and the direction of travel of the switch in the locked state is not the same as that of the aforementioned point When the traveling directions of one train are the same, they are extracted as the aforementioned obstacle points. The train operation management system described in claim 1 or 2, wherein the obstacle point includes a mobile obstacle point, which is the second train moving on the track.

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