WO2020039504A1 - Train scheduling management device and train scheduling management method - Google Patents

Abstract

A train scheduling management device (23) comprises an information acquisition unit (51), a determination unit (54), a generation unit (55), and a transmission processing unit (56). On the basis of position information and departure sequence information acquired by the information acquisition unit (51), the determination unit (54) determines a leading train that travels ahead of a target train, which is the target of travel control among a plurality of trains, and a following train that travels behind the target train. On the basis of a determination result obtained by the determination unit (54), the generation unit (55) generates time interval control information, which is information for controlling operation intervals between the target train and both the leading train and following train. The transmission processing unit (56) transmits the time interval control information generated by the generation unit (55) to an onboard device of the target train.

Description

Train operation management device and train operation management method

The present invention relates to a train operation management device and a train operation management method.

時 Conventionally, a time interval control technique for controlling a train operation interval is known. For example, in Patent Literature 1, a preceding train of a controlled train is determined from information indicating a position of a controlled train and information indicating an operating state of another train, and an operation interval between the controlled train and the preceding train is determined. A controlling technique is disclosed.

JP 2001-158356 A

However, in the technology described in Patent Document 1, the preceding train is determined only from the operating state of the other train, so that the preceding train may not be properly determined. Patent Document 1 does not disclose a technique for determining a subsequent train of a target train. However, when a subsequent train is determined only from the operation state of another train, similar to the case of a preceding train, the subsequent train is also determined. There are cases where trains cannot be determined properly.

The present invention has been made in view of the above, and an object of the present invention is to provide a train operation management device that can appropriately adjust a train operation interval by accurately determining a preceding train and a following train. I do.

解決 In order to solve the above-described problems and achieve the object, the train operation management device of the present invention includes an information acquisition unit, a determination unit, a generation unit, and a transmission processing unit. The information obtaining unit obtains position information indicating a position of each of the plurality of trains and departure order information indicating a departure order of one or more of the plurality of trains from a station. The determining unit is based on the position information and the departure order information acquired by the information acquiring unit, and, based on the plurality of trains, a preceding train that runs in front of the target train that is a target of travel control and a subsequent train that runs after the target train. Judge with a train. The generation unit generates time interval control information that is information for controlling an operation interval between each of the preceding train and the subsequent train and the target train based on the determination result by the determination unit. The transmission processing unit transmits the time interval control information generated by the generation unit to the on-board device of the target train.

According to the present invention, there is an effect that the preceding train and the succeeding train can be accurately determined, and the train operation interval can be appropriately adjusted.

FIG. 1 is a diagram showing a configuration example of a wireless train control system according to a first embodiment of the present invention. FIG. 7 is a diagram for explaining a process of determining a preceding train and a succeeding train according to the first embodiment. The figure which shows the example of a structure of the train operation management apparatus concerning Embodiment 1. FIG. 4 is a diagram illustrating an example of a path information table according to the first embodiment; FIG. 4 is a diagram illustrating an example of a relationship between a block, a route, and a departure route according to the first embodiment; The figure which shows a part of diagram information stored in the diagram information storage part concerning Embodiment 1. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. FIG. 7 is a diagram for explaining a front and rear train determination process according to the first embodiment. 4 is a flowchart illustrating an example of a front-back train determination process according to the first embodiment. Flowchart showing an example of the preceding train determination process shown in FIG. Flowchart showing an example of the first preceding train determination process shown in FIG. Flowchart showing an example of the second preceding train determination process shown in FIG. FIG. 2 is a diagram illustrating an example of a hardware configuration of the train operation management device according to the first embodiment. The figure which shows an example of a structure of the train operation management apparatus concerning Embodiment 2 of this invention. The figure which shows some diamond information stored in the diamond information storage part concerning Embodiment 2. FIG. 4 is a diagram showing a configuration of a wireless train control system according to a third embodiment of the present invention. The figure which shows the example of a structure of the train operation management apparatus concerning Embodiment 3.

Hereinafter, a train operation management device and a train operation management method according to an embodiment of the present invention will be described in detail with reference to the drawings. The present invention is not limited by the embodiment.

Embodiment 1 FIG.
FIG. 1 is a diagram illustrating a configuration of the wireless train control system according to the first embodiment of the present invention. The wireless train control system 1 illustrated in FIG. 1 includes a plurality of on-board devices 10, a plurality of wireless devices 20, a ground control device 21, an interlock control device 22, and a train operation management device 23. The wireless train control system 1 is also called a CBTC (Communications Based Train Control), and includes a signal security technology for operating and controlling a train using communication between the train and ground facilities.

The plurality of wireless devices 20 and the ground control device 21 are communicably connected to each other via a network 24. The ground control device 21, the interlock control device 22, and the train operation management device 23 are communicably connected to each other via a network 25. The networks 24 and 25 are intranets, but may be the Internet or networks other than the intranet and the Internet.

列車 Each train 30 has an on-board device 10 mounted thereon, and the running of the train 30 is controlled by the on-board device 10. The on-board device 10 includes a wireless communication unit 11 that performs wireless communication with the wireless device 20, a train control unit 12 that controls the train 30, and an operation control unit 13 that controls the operation of the train 30.

The train control unit 12 outputs the train state information to the wireless communication unit 11. The train state information includes a train ID (Identifier), position information indicating the current position of the train 30, speed information indicating the speed of the train 30, and driving direction information indicating the traveling direction of the train 30. The train control unit 12 detects the current position of the train 30 based on the wheel rotation speed detected by a rotation detector (not shown) provided on the train 30. (Global Positioning System) The current position of the train 30 can be detected based on position information output from the receiver.

The wireless communication unit 11 receives a wireless signal transmitted from the wireless device 20 and outputs train control information included in the wireless signal to the train control unit 12. The train control unit 12 acquires train control information from the wireless communication unit 11 and controls the train 30 based on the acquired train control information.

The train control information is information for security use, and includes, for example, route information and stop position information of the train 30. The route information includes information for determining a route on which the train 30 travels. The stop position information includes information indicating a stop limit position at which the train 30 should stop, and the train 30 can travel on the route to the stop limit position. The stop limit position is set at the end of the route when the preceding train and other obstacles do not exist in the route. If the departure route or the in-site route is not a progress indication, the stop limit position is set to a position before the route.

(4) The wireless communication unit 11 outputs the time interval control information included in the wireless signal transmitted from the wireless device 20 to the operation control unit 13. The operation control unit 13 acquires the time interval control information from the wireless communication unit 11 and controls the train 30 based on the acquired time interval control information.

The time interval control information is information for controlling the time intervals of operation of the plurality of trains 30 and, for example, relates to a preceding train that is a train 30 that runs in front of a target train that is a train 30 to be subjected to travel control. The information includes information and information on a subsequent train that is the train 30 that runs after the target train. The operation control unit 13 is configured to set, based on the time interval control information, for example, a time interval of operation with the preceding train and an operation time interval that is a temporal operation interval with the succeeding train to a preset time interval. , The train 30 can be controlled.

The wireless device 20 relays information transmission and reception between the on-board device 10 mounted on the train 30 and the ground control device 21. For example, the wireless device 20 receives a wireless signal transmitted from the on-board device 10 of the train 30 and transmits train state information included in the wireless signal to the ground control device 21. In addition, when the wireless device 20 acquires the train control information and the time interval control information for the on-board device 10 of the train 30 existing within the wireless communication range of the wireless device 20 from the ground control device 21, the acquired train control information A wireless signal including the time interval control information is transmitted to the on-board device 10.

The ground control device 21 acquires the train state information from the wireless device 20, and acquires the current position of each train 30 based on the acquired train state information. The ground control device 21 generates train control information for each train 30 as described later. The ground control device 21 outputs train information including the train state information and the train control information of each train 30 to the train operation management device 23.

The interlocking control device 22 receives the route control information output from the train operation management device 23 and forms a route of each train 30 by controlling a switch (not shown) based on the received route control information. . Specifically, the interlocking control device 22 receives the route control information output from the train operation management device 23, and controls the switches (not shown) based on the received route control information to control each train. 30 paths are formed.

The interlock control device 22 generates signal information of each train 30 based on the route control information of each train 30 received from the train operation management device 23, and outputs the signal information to the ground control device 21. Such signal information includes information indicating a progress indication indicating a signal that gives permission to proceed to the course. In addition, the interlocking control device 22 generates signal information including information indicating stop indication indicating a signal that does not give permission to proceed to a route, for a route for which route control information is not received from the train operation management device 23. , To the ground controller 21.

The ground control device 21 generates the above-described train control information for each train 30 based on the signal information transmitted from the interlock control device 22. The ground control device 21 generates route information indicating a route on which the train 30 can travel, based on the train state information and the signal information of the train 30. In addition, the ground control device 21 generates stop position information based on the preceding train and other obstacles existing in the route, and adds the generated stop position information to the route information and the signal information, thereby obtaining the train control information. Can be generated.

The train operation management device 23 acquires the train information of each train 30 from the ground control device 21. The train operation management device 23, based on the acquired train information of each train 30 and the stored schedule information, causes the train 30 to travel along the route according to the schedule information in a time according to the schedule information, Route control information of each train 30 is generated. The route control information includes, for example, information for determining the train 30 and information for determining the route. The train operation management device 23 outputs the generated route control information of each train 30 to the interlock control device 22.

The train operation management device 23 determines the preceding train and the following train of each train 30 based on the acquired position information of each train 30 and the stored schedule information. Then, the train operation management device 23 generates time interval control information including information on the preceding train and information on the subsequent train for each train 30, and transmits the generated time interval control information to the ground control device 21. The information on the preceding train is, for example, information on the position and speed of the preceding train. The information on the subsequent train is, for example, information on the position and speed of the subsequent train. The operation control unit 13 of the on-board device 10 controls the train based on the time interval control information transmitted from the train operation management device 23 so that the operation interval between the preceding train and the succeeding train becomes a preset time interval. 30 can be controlled.

FIG. 2 is a diagram for explaining the determination process of the preceding train and the succeeding train according to the first embodiment. In the example illustrated in FIG. 2, the three trains 30 traveling in the same direction are represented as a train A, a train B, and a train C for convenience, and the train A and the train B are stopped at the station 91, and the train C is , Between the station 91 and the station 92.

Here, it is assumed that the target train is train B. In this case, the train operation management device 23 acquires the departure order information 80 indicating the departure order from the station 91 from the schedule information. In the departure order information 80 shown in FIG. 2, the departure order of the train B from the station 91 is the first place, and the departure order of the train A from the station 91 is the second place. In the example shown in FIG. 2, the train C located in front of the train B in the traveling direction of the train B and closest to the train B is the train C. The train operation management device 23 determines that the preceding train of the train B is the train C based on the position information and the departure order information 80. Further, the train operation management device 23 determines that the train following the train B is the train A.

と す る Assume that the target train is train A. In this case, the train operation management device 23 can determine that the preceding train of the train A is the train B based on the departure order information 80. In the example shown in FIG. 2, since the train 30 does not exist behind the train A, the train operation management device 23 indicates that there is no subsequent train of the train A.

As described above, when two or more trains 30 are stopped in the station 91, the train operation management device 23 determines the position information indicating the position of each train 30 and the departure order information indicating the departure order from the station 91. , The preceding train and the following train of the target train can be determined. Therefore, when two or more trains 30 are stopped in the station 91, the preceding train and the following train of the target train are compared with the case where the preceding train and the following train of the train 30 are determined only from the position information of each train 30. Can be accurately determined. Hereinafter, the configuration and processing of the train operation management device 23 will be described in more detail.

FIG. 3 is a diagram illustrating a configuration example of the train operation management device according to the first embodiment. As illustrated in FIG. 3, the train operation management device 23 according to the first embodiment includes a communication unit 31, a storage unit 32, and a control unit 33. The communication unit 31 is connected to the network 25 and transmits and receives information to and from the ground control device 21 and the interlocking control device 22 via the network 25.

The storage unit 32 stores various types of information necessary for the control process performed by the control unit 33. The storage unit 32 includes a route information storage unit 41, a diagram information storage unit 42, and a train information storage unit 43.

The route information storage unit 41 stores the route information table 61 as route information. The path information table 61 includes unit path information on a plurality of unit paths. FIG. 4 is a diagram illustrating an example of the path information table according to the first embodiment. The route information table 61 illustrated in FIG. 4 is information in which “route ID”, “traveling direction”, “block ID”, and “route ID” are associated with each other.

“Path ID” is identification information uniquely assigned to each unit path. The unit route is a minimum unit of a route including one or more blocks, and a plurality of unit routes are combined to form a traveling route of the train 30. Here, the block divides the trajectory and is also called a section.

The “traveling direction” is the traveling direction of the train 30 in the unit route, and the “traveling direction” is set to either “up” or “down”. In the route information table 61 shown in FIG. 4, only the unit route information whose traveling direction is down is shown, but the route information table 61 also includes unit route information whose traveling direction is up.

“Block ID” is identification information uniquely assigned to a block included in the unit path. The “path ID” is identification information uniquely assigned to each path, and the types of paths include the above-described departure paths and in-park paths. The departure routes whose route IDs are 1R and 2R are routes that depart from the platform of the station.

FIG. 5 is a diagram illustrating an example of a relationship between blocks, routes, and departure routes according to the first embodiment. FIG. 5 shows eight blocks having block IDs of B998, B999, and B1001 to B1006, and two departure routes having route IDs of 1R and 2R. The two departure paths are selectively formed by locking or unlocking a switch (not shown). The switch is controlled by the interlocking control device 22.

As shown in FIG. 5, the route with the route ID R1001 includes blocks with block IDs of B999, B1002 to B1004, and the departure route with the route ID of 1R. The route whose route ID is R1002 includes blocks with block IDs of B999, B1001, and B1004, and a departure route whose route ID is 2R. The route whose route ID is R1003 includes the blocks with the block IDs of B1005 and B1006, and does not include the departure route and the inside route.

戻 っ Returning to FIG. 3, the description of the storage unit 32 will be continued. The diagram information storage unit 42 of the storage unit 32 stores the diagram information. The schedule information includes train operation information for each train 30, and the train operation information includes a train ID, travel route information, stop station time information, and departure order information.

The train ID is identification information uniquely assigned to each train 30, and each train 30 is determined based on the train ID. The travel route information includes route ID information of a plurality of unit routes on which each train 30 travels from the starting station to the terminal station. The stop station time information is information indicating an arrival time at each stop station and a departure time from each stop station. The departure order information is information indicating a departure order from each stop station.

FIG. 6 is a diagram showing a part of the diagram information stored in the diagram information storage unit according to the first embodiment. In the diagram information shown in FIG. 6, the traveling route information of the train 30 whose train ID is T1001 includes the routes whose route IDs are R1001 and R1003, and the traveling route information of the train 30 whose train ID is T1002 includes the route. Routes with IDs R1002 and R1003 are included. In the diagram information shown in FIG. 6, some information including stop station time information and departure order information is omitted.

戻 っ Returning to FIG. 3, the description of the storage unit 32 will be continued. The train information storage unit 43 of the storage unit 32 stores train information of each train 30. The train information is information notified from the ground control device 21 as described above, and includes train state information and train control information. The train information storage unit 43 stores train information from the past to the present.

The control unit 33 includes an information acquisition unit 51, a course control unit 52, and a driving instruction unit 53. The information acquisition unit 51 acquires train information from the ground control device 21 and stores the acquired train information in the train information storage unit 43. Further, the information acquisition unit 51 acquires the route information, the schedule information, the train state information, and the like stored in the storage unit 32.

The route control unit 52 generates route control information for controlling the route of the train 30 based on the timetable information and the train state information acquired by the information acquisition unit 51, and transmits the generated route control information to the interlock control device 22. I do.

The driving instruction unit 53 generates time interval control information based on the route information, the schedule information, and the train state information acquired by the information acquiring unit 51. The driving instruction unit 53 transmits the generated time interval control information from the communication unit 31 to the ground control device 21.

The driving instruction unit 53 includes a determination unit 54, a generation unit 55, and a transmission processing unit 56. The determining unit 54 determines the preceding train and the following train of each train 30 based on the route information, the schedule information, and the train state information acquired by the information acquiring unit 51. Specifically, the driving instruction unit 53 includes a traveling route of each train 30 obtained from the route information, a position of each train 30 obtained from the position information of the train status information, and departure order information of each station included in the schedule information. The preceding train and the following train of each train 30 are determined on the basis of the departure order obtained from.

When the target train is stopped at the station, the determination unit 54 determines a preceding train and a subsequent train of the target train based on the departure order of the target train obtained from the departure order information of the station at which the target train stops. I do. Specifically, when the departure order of the target train is second, the determination unit 54 determines that the train 30 having the first departure order is the preceding train of the target train. After determining the preceding train of the target train, the determination unit 54 determines that the succeeding train of the train 30 determined to be the preceding train of the target train is the target train.

When the target train is stopped at a station and the departure order of the target train is first, the determination unit 54 determines that the train 30 is located between the station at which the target train stops and the next station. It is determined whether or not there is a line. When determining that the train 30 is located between the stations, the determining unit 54 determines that the train 30 located between the stations is a preceding train of the target train. When there are a plurality of trains 30 between stations, the determination unit 54 determines the train 30 closest to the target train among the plurality of trains 30 located between the stations as a preceding train of the target train.

When the determination unit 54 determines that the train 30 is not located between the stations, the determination unit 54 determines whether the train 30 is located at a station next to the station where the target train is stopped. When the determination unit 54 determines that the train 30 is located at the station next to the station at which the target train is stopped, the determination unit 54 determines that the train 30 located at the next station is a preceding train of the target train.

When the determination unit 54 determines that the train 30 is not located between the stations and the next station, the determination unit 54 determines the presence of the train 30 further forward as in the above-described processing. Specifically, the determination unit 54 determines whether the train 30 is located between the station next to the station where the target train is located and the next station. When the determination unit 54 determines that the train 30 is located between the next station and the next next station, the determination unit 54 sets the train 30 located between the next station and the next next station as the target train. Is determined to be the preceding train.

When the determination unit 54 determines that the train 30 is not located between the next station and the next next station, the determination unit 54 determines whether the train 30 is located at the next next station. When the determination unit 54 determines that the train 30 is located at the next next station, the determination unit 54 determines that the train 30 located at the next next station is the preceding train of the target train.

The determination unit 54 determines that one or more trains 30 do not exist within a range from the position of the target train in the travel route of the target train to a distance Da that satisfies a preset condition in the traveling direction of the target train. It is determined that there is no preceding train of the target train. Here, the distance Da is, for example, a distance obtained by multiplying the line segment maximum speed by the basic operation time interval. The line section maximum speed is the upper limit of the speed of the train 30 in the line section. The basic operation time interval is a reference value of the operation time interval between the trains 30 and is, for example, 4 minutes.

When the target train is the first train in the traveling direction and the returning train 30, the determination unit 54 determines, based on the departure order of the target train at the return station that is the returning station of the target train, the preceding train of the target train. Trains can be determined. In this case, the determination unit 54 determines, based on the departure order information indicating the departure order information of the return station when the target train enters the return station, of the departure order information acquired by the information acquisition unit 51, Trains can be determined.

For example, it is assumed that when the target train stops at the return station, there are a plurality of trains 30 that stop at the return station, and the departure order of the target train at the return station is second. In this case, the determination unit 54 determines the train 30 whose departure order at the return station is the first train as the preceding train of the target train.

In the above-described example, the determination unit 54 determines that the subsequent train of the target train is the target train after determining the preceding train of the target train. It is also possible to determine that the preceding train is the target train.

For example, it is assumed that when the target train stops at the return station, there are a plurality of trains 30 that stop at the return station, and the departure order of the target train at the return station is first. In this case, the determination unit 54 determines that the train 30 whose departure order at the turnaround station is second is a train following the target train.

と す る Also, it is assumed that the train 30 traveling in the direction opposite to the traveling direction of the target train is the leading train in the traveling direction and the returning train returning at the return station. In this case, the determination unit 54 can determine that the return train is a train following the target train if the train 30 is not present at the return station. In addition, even when the train 30 is stopped at the return station, the determination unit 54 determines that the return train is the first place in the departure order of the target train when the target train stops at the return station, It can be determined as a train.

判定 Also, the determination unit 54 can determine the preceding train and the following train of the target train in the case of a double track having two tracks in the same traveling direction in the same manner as the above-described processing. For example, when the routes operated by the plurality of trains 30 have two or more tracks in the same traveling direction, the determination unit 54 determines the preceding train and the subsequent train of the target train based on the order of departure from the station for each track. can do. The train operation information in the case of having two or more tracks in the same traveling direction includes departure order information for each track, and the determination unit 54 determines, based on the departure order information for each track, the preceding train of the target train and Subsequent trains can be determined.

Hereinafter, the determination processing of the preceding train and the succeeding train in the determination unit 54 will be specifically described with reference to FIGS. 2 and 7 to 13. 7 to 13 are diagrams for explaining the front and rear train determination processing according to the first embodiment. The front and rear train determination process is a process of determining a preceding train and a following train. 7 to 13, the plurality of trains 30 are represented as train A, train B, train C, and the like for convenience, as in FIG.

In the example illustrated in FIG. 2, the train A and the train B are stopped at the station 91, the train C is running between the station 91 and the station 92, and the departure order information 80 of the station 91 is Is the first place, and the departure order of the train A is the second place. In the example illustrated in FIG. 2, since the departure order of the train B is the first, the determination unit 54 determines that the train C traveling between the station 91 and the station 92 on the traveling route of the train B is the preceding train of the train B. Is determined. In addition, the determination unit 54 determines that the preceding train of the train A whose departure order is second is the train B whose departure order is first. Further, the determination unit 54 determines that the subsequent train of the train C is the train B based on the determination result of the preceding train, and determines that the subsequent train of the train B is the train A.

例 The example shown in FIG. 7 is different from the example shown in FIG. 2 in which the train C is traveling between the station 91 and the station 92 in that the train C is located on the inner side of the inside course of the station 92. In the example illustrated in FIG. 7, the determination unit 54 determines that the train 30 traveling between the station 91 and the station 92 is not on the traveling route of the train B, but the train C is The determination unit 54 determines that the preceding train of the train B is the train C.

例 The example shown in FIG. 8 differs from the examples shown in FIGS. 2 and 7 in that the train 30 is not located between the station 91 and the station 92 and inside the inside course of the station 92. In the example illustrated in FIG. 8, the determination unit 54 determines the on-rail state of the train 30 ahead of the inside of the on-site course of the station 92 in the course of the train B, and performs a process of determining the preceding train of the train B. . When one or more trains 30 are not located within a range from the position of train B to a distance Da satisfying a preset condition in the travel route of train B, determination unit 54 does not have a preceding train of train B. Is determined.

In the example shown in FIG. 9, train A is stopped at station 91, trains B and C are traveling between station 91 and station 92, and departure order information 80 of station 91 is Indicates that the starting order is first. In the example illustrated in FIG. 9, the determination unit 54 determines whether another train 30 is present in front of the train B between the station 91 and the station 92. In the example illustrated in FIG. 9, since the train C is located in front of the train B between the station 91 and the station 92, the determination unit 54 determines that the preceding train of the train B is the train C. In addition, since the departure order of the train A is the first, the determination unit 54 determines that the train B that is ahead of the train A and closest to the train A is the preceding train of the train A. Further, the determination unit 54 determines that the subsequent train of the train C is the train B based on the determination result of the preceding train, and determines that the subsequent train of the train B is the train A.

例 The example shown in FIG. 10 is different from the example shown in FIG. 9 in that the train C is traveling between the station 91 and the station 92 in that the train C is located inside the inside course of the station 92. In the example illustrated in FIG. 10, the determination unit 54 determines that one or more trains 30 traveling between the station 91 and the station 92 in the travel route of the train B are on the line based on the position information and the route information of each train 30. It is determined that it has not been performed. In this case, the determination unit 54 determines whether or not one or more trains 30 are on the inside of the inside course of the station 92 in the travel route of the train B. In the example illustrated in FIG. 10, since the train C is on the inside of the on-site route of the station 92, the determination unit 54 determines that the preceding train of the train B is the train C.

例 The example shown in FIG. 11 is different from the examples shown in FIGS. 9 and 10 in that the train C is not located between the station 91 and the station 92 and the station 92. In the example illustrated in FIG. 10, the determination unit 54 determines the on-rail state of the train 30 in front of the station 92 on the traveling path of the train B based on the position information and the route information of each train 30, and A process for determining the preceding train is performed. When one or more trains 30 are not located within a range from the position of train B to a distance Da satisfying a preset condition in the travel route of train B, determination unit 54 does not have a preceding train of train B. Is determined.

In the example shown in FIG. 12, the train C is traveling between the station 91 and the station 92, but the traveling direction of the train C and the traveling direction of the train B are opposite. Here, it is assumed that the traveling direction of the train B is up and the traveling direction of the train C is down. The train B is the first train 30 in the ascending traveling direction, and travels in the descending traveling direction by turning back after stopping at the station 91 which is a return station. However, when the train B stops at the station 91, the train B stops. The train 30 stopped at 91 is only the train B. Therefore, in the example illustrated in FIG. 12, the determination unit 54 determines, based on the position information, the departure order information, and the route information of each train 30, the nearest train C ahead of the departure route 2 </ b> R in the descending traveling direction of the train B. Judge as the preceding train.

例 The example shown in FIG. 13 differs from the example shown in FIG. 12 in that train A is stopped at station 91. In the example illustrated in FIG. 13, when the train B arrives at the station 91, the determination unit 54 determines that the departure order of the train B obtained from the departure order information 80 of the station 91 is second and the departure order of the train A is 1 Therefore, it is determined that the preceding train of train B is train A. Further, the determination unit 54 determines that the subsequent train of the train A is the train B based on the determination result of the preceding train.

FIG. 14 is a diagram for explaining the front and rear train determination processing on a double track according to the first embodiment. In the example shown in FIG. 14, two down lines 94 and 95 are continuous from the station 91. In addition, the train A, the train B, and the train C are stopped at the station 91, the train D is running on the down line 94, and the train E is running on the down line 95. The departure order information 80 of the station 91 includes departure order information 80A from the station 91 to the down line 94 and departure order information 80B from the station 91 to the down line 95.

The determination unit 54 determines the preceding train of the train A based on the departure order information 80A, and determines the preceding trains of the train B and the train C based on the departure order information 80B. The determination unit 54 determines that the preceding train of the train A is the train D because the departure order information 80A includes information indicating that the departure order of the train A is the first. Further, since the departure order information 80B includes information indicating that the departure order of the train C is first and the departure order of the train B is second, the preceding train of the train C It is determined that the train is train E, and that the preceding train of train B is train C. As described above, when the route is a double track, the schedule information stored in the schedule information storage unit 42 includes the departure order information 80A and 80B for each track, and the determination unit 54 determines the preceding train of each train 30 with accuracy. It can be determined well.

戻 っ Returning to FIG. 3, the description of the driving instruction unit 53 will be continued. The generation unit 55 of the operation instruction unit 53 generates time interval control information, which is information for controlling the operation intervals of the plurality of trains 30, for each train 30. The time interval control information of each train 30 includes, for example, information about a preceding train and information about a following train. The information on the preceding train includes, for example, position information of the preceding train and speed information of the preceding train. The information on the subsequent train includes, for example, position information of the subsequent train and speed information of the subsequent train. The generation unit 55 can generate the time interval control information based on the train state information of the preceding train and the train state information of the succeeding train acquired by the information acquisition unit 51.

The transmission processing unit 56 transmits the time interval control information of the train 30 generated by the generation unit 55 from the communication unit 31 to the ground control device 21. The ground control device 21 transmits the train control information including the time interval control information to the on-board device 10 of the train 30 via the wireless device 20. When acquiring the time interval control information from the ground control device 21, the operation control unit 13 of the on-board device 10, based on the acquired time interval control information, for example, operates the time interval between the preceding train and the subsequent train. The train 30 is controlled such that the time interval becomes a preset interval.

The time interval control information generated by the generation unit 55 is not limited to the above example. For example, the generation unit 55 calculates the target speed of each train 30 such that the operation time interval between the trains 30 becomes the basic operation time interval, and generates time interval control information including the calculated target speed of each train 30. You can also. In this case, the operation control unit 13 of the on-board device 10 can control the speed of the train 30 so as to match the target speed included in the time interval control information.

Hereinafter, an example of the front and rear train determination processing by the train operation management device will be described using a flowchart. FIG. 15 is a flowchart illustrating an example of the front / rear train determination process according to the first embodiment. The determination process is repeatedly executed by the control unit 33.

As illustrated in FIG. 15, the control unit 33 acquires the train information of the plurality of trains 30 from the storage unit 32 (Step S10), and assigns one train 30 that has not been selected from among the plurality of trains 30 to the target train. (Step S11). The control unit 33 performs a preceding train determination process on the target train (step S12), or performs a subsequent train determination process on the target train (step S13). In the subsequent train determination process, the control unit 33 determines that the subsequent train of the train 30 determined to be the preceding train of the target train in the preceding train determination process is the target train.

Next, the control unit 33 determines whether or not all the trains 30 have been selected in Step S11 (Step S14). When determining that all the trains 30 have not been selected (step S14: No), the control unit 33 returns the process to step S11. When it is determined that all the trains 30 have been selected (step S14: Yes), the control unit 33 generates time interval control information of each train 30 and transmits the generated time interval control information to the vehicle of the corresponding train 30. The data is transmitted to the upper device 10 (step S15), and the process illustrated in FIG. 15 ends.

FIG. 16 is a flowchart showing an example of the preceding train determination process shown in FIG. As shown in FIG. 16, the control unit 33 determines whether or not the target train is on the station premises (Step S21). When determining that the target train is on the station premises (Step S21: Yes), the control unit 33 executes a first preceding train determination process (Step S22).

(4) When the control unit 33 determines that the target train is not on the station premises (step S21: No), the control unit 33 executes a second preceding train determination process (step S23). When the processing in step S22 or the processing in step S23 ends, the control unit 33 ends the processing illustrated in FIG.

FIG. 17 is a flowchart showing an example of the first preceding train determination process shown in FIG. As shown in FIG. 17, the control unit 33 determines whether or not the target train is stopped at the station (Step S31). When determining that the target train is stopped at the station (Step S31: Yes), the control unit 33 determines whether or not the order of departure of the target train from the station is first (Step S32).

If the control unit 33 determines that the departure order of the target train from the station is the first (step S32: Yes), the control unit 33 shifts to the processing of step S35. When determining that the target train is not stopped at the station (Step S31: No), the control unit 33 determines whether the target train is traveling on the on-site route (Step S33). When the control unit 33 determines that the target train is traveling on the inside track (step S33: Yes), the control unit 33 selects the next route (step S34), and shifts the processing to step S35. Also, when the control unit 33 determines that the target train is not traveling on the in-site route (step S33: No), the control unit 33 shifts the processing to step S35.

The control unit 33 performs a search in the route to the next station in the process of step S35 (step S35). In the process of step S35, the control unit 33 detects the train 30 located on the route to the station next to the station where the target train is located. When the train 30 is on the route to the next station, the control unit 33 detects the train 30 closest to the target train.

Next, the control unit 33 determines whether or not the train 30 has been detected by the process of step S35 (step S36). When determining that the train 30 has been detected (Step S36: Yes), the control unit 33 determines that the detected train 30 is a preceding train of the target train (Step S37). When determining that the train 30 has not been detected (Step S36: No), the control unit 33 determines that the front end position of the route range searched by the in-route search in Step S35 exceeds the above-described distance Da from the position of the target train. It is determined whether or not it has been (Step S38).

When the control unit 33 determines that the front end position has exceeded the distance Da (Step S38: Yes), the control unit 33 determines that there is no preceding train of the target train (Step S39). In addition, when the control unit 33 determines that the front end position does not exceed the distance Da (Step S38: No), does the departure order have a higher-ranking train 30 than the target train at the station where the target train is located? It is determined whether or not it is (step S40).

When determining that there is a train 30 whose departure order is higher than the target train (step S40: Yes), the control unit 33 determines that the train 30 whose departure order is higher than the target train is a preceding train of the target train ( Step S41). When the control unit 33 determines that there is no train 30 whose departure order is higher than the target train (step S40: No), the process proceeds to step S35.

When the control unit 33 determines in the process of step S32 that the order of departure of the target train from the station is not the first (step S32: No), the control unit 33 assigns the train 30 whose departure order is higher than the target train to the target train. It is determined to be the preceding train (step S42). The control unit 33 ends the process illustrated in FIG. 17 when any one of the process of Step S37, the process of Step S39, the process of Step S41, and the process of Step S42 ends.

FIG. 18 is a flowchart showing an example of the second preceding train determination process shown in FIG. Steps S51 to S57 shown in FIG. 18 are the same as steps S35 to S41 shown in FIG.

FIG. 19 is a diagram illustrating an example of a hardware configuration of the train operation management device according to the first embodiment. As shown in FIG. 19, the train operation management device 23 includes a computer including a processor 101, a memory 102, and an interface circuit 103.

The processor 101, the memory 102, and the interface circuit 103 can transmit and receive data to and from each other via the bus 104. The communication unit 31 is realized by the interface circuit 103. The storage unit 32 is realized by the memory 102. The processor 101 executes the functions of the information acquisition unit 51, the route control unit 52, and the operation instruction unit 53 by reading and executing the train operation management program stored in the memory 102. The processor 101 is an example of a processing circuit, and includes at least one of a CPU (Central Processing Unit), a DSP (Digital Signal Processor), and a system LSI (Large Scale Integration).

The memory 102 includes one or more of a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, and an EPROM (Erasable Programmable Read Only Memory). In addition, the memory 102 includes a recording medium in which the above-described train operation management program readable by a computer is recorded. Such a recording medium includes at least one of a nonvolatile or volatile semiconductor memory, a magnetic disk, a flexible memory, an optical disk, a compact disk, and a DVD. Note that the train operation management device 23 may include an integrated circuit such as an ASIC (Application Specific Integrated Circuit) and an FPGA (Field Programmable Gate Array).

As described above, the train operation management device 23 according to the first embodiment includes the information acquisition unit 51, the determination unit 54, the generation unit 55, and the transmission processing unit 56. The information acquisition unit 51 acquires position information indicating the position of each of the plurality of trains 30 and departure order information 80 indicating the order of departure of one or more of the plurality of trains 30 from the station 91. Based on the position information and the departure order information 80 acquired by the information acquisition unit 51, the determination unit 54 determines whether the preceding train or the target train that runs in front of the target train of which the traveling control is to be performed among the plurality of trains 30. Is determined to be the following train that runs. The generation unit 55 generates time interval control information that is information for controlling the operation interval between each of the preceding train and the succeeding train and the target train based on the determination result by the determination unit 54. The transmission processing unit 56 transmits the time interval control information generated by the generation unit 55 to the on-board device 10 of the target train. Thereby, for example, when two or more trains 30 are stopped in the station 91, the preceding train and the following train are compared with the case where the preceding train and the following train of the train 30 are determined only from the position information of each train 30. Can be accurately determined, and the operation interval of the train 30 can be appropriately adjusted.

In addition, the information acquisition unit 51 acquires, as the departure order information 80, information indicating the departure order from the two or more trains 30 when the two or more trains 30 including the target train stop at the same station 91 at the same time. . When the departure order of the target train is second, the determination unit 54 determines that the train 30 whose departure order is first among the two or more trains 30 is the preceding train. This makes it possible to accurately determine the preceding train when the target train is stopped at the station.

In addition, when the target train is stopped at the station 91, the determination unit 54 determines that the train 30 located in front of the target train on the route of the target train and closest to the target train is the preceding train. This makes it possible to accurately determine the preceding train when the target train is stopped at the station.

In addition, when one or more trains 30 are not located within a range from the position of the target train to a distance Da satisfying a preset condition from the position of the target train in front of the target train on the route of the target train, It is determined that there is no preceding train. Thereby, the load of the process of determining the preceding train in the determination unit 54 can be reduced.

In addition, the information acquisition unit 51 outputs departure order information indicating the departure order of the target train from the return station when the target train is the first train in the traveling direction and stops at the return station. Acquire 80. The determination unit 54 determines the preceding train based on the order of departure of the target train at the return station. This makes it possible to accurately determine the preceding train when the target train returns.

When the target train is the first train 30 in the traveling direction and stops at the return station of the target train, the information acquisition unit 51 determines that two or more trains 30 stop at the return station at the same time. In this case, information indicating the departure order of two or more trains 30 from the return station is acquired as departure order information 80. The determination unit 54 determines the preceding train based on the departure order of the two or more trains 30 to be stopped at the return station at the return station at the same time. This makes it possible to accurately determine the preceding train when the target train returns.

For example, when the departure order of the trains 30 other than the target train among the two or more trains 30 at the return station is the first and the departure order of the target train is the second at the return station, the determination unit 54 determines that the two or more trains 30 It can be determined that the train 30 whose departure order is first is the preceding train. Further, the determination unit 54 determines that the departure order of the target train among the two or more trains 30 is the first in the return station, and the departure order of the trains 30 other than the target train among the two or more trains 30 is the second. In this case, it can be determined that the subsequent train is the second train 30 out of the two or more trains 30.

Further, when the route on which the plurality of trains 30 travel has two or more tracks in the same traveling direction, the determination unit 54 determines the preceding train and the following train based on the departure order from each station of the two or more tracks. judge. Thereby, for example, even on a double track, the preceding train and the following train can be accurately determined.

Embodiment 2 FIG.
The train operation management device of the wireless train control system according to the second embodiment is different from the train operation management device 23 according to the first embodiment in that a train preceding and a succeeding train of a target train are determined based on a train type. . In the following, the same components as those of the train operation management device 23 according to the first embodiment will be denoted by the same reference numerals, and description thereof will be omitted, and configurations different from the train operation management device 23 according to the first embodiment will mainly be described. It shall be.

FIG. 20 is a diagram illustrating a configuration example of the train operation management device according to the second embodiment of the present invention. The train operation management device 23A illustrated in FIG. 20 includes a communication unit 31, a storage unit 32A, and a control unit 33A.

The storage unit 32 </ b> A includes a route information storage unit 41, a schedule information storage unit 42 </ b> A, and a train information storage unit 43. The diagram information storage unit 42A stores diagram information including type information indicating the train type of each train 30. FIG. 21 is a diagram illustrating a part of the diagram information stored in the diagram information storage unit according to the second embodiment. The diagram information shown in FIG. 21 differs from the diagram information shown in FIG. 6 in that a train type is included.

種 別 In the type information of each train 30, for example, information indicating one train type among normal, express, limited express, and forwarding is set. The train 30 whose train type is normal is a stop at each station. The train 30 whose train type is express has fewer stops than the train 30 whose train type is normal. The train 30 whose train type is limited express has fewer stops than the train 30 whose train type is express. The train 30 whose train type is forwarding is operated without passengers.

In the diagram information shown in FIG. 21, the type information of the train 30 whose train ID is T1001 includes information indicating that the train 30 is ordinary, and the type information of the train 30 whose train ID is T1002 includes the train 30. Contains information indicating that the is forwarding.

制 御 The control unit 33A shown in FIG. 20 includes an information acquisition unit 51A, a course control unit 52, and a driving instruction unit 53A. The information acquisition unit 51A acquires route information, timetable information, train state information, and the like stored in the storage unit 32A. The timetable information includes the type information indicating the train type of each train 30 as described above. The driving instruction unit 53A generates time interval control information based on the route information, the schedule information, and the train state information acquired by the information acquiring unit 51A.

The driving instruction unit 53A includes a determination unit 54A, a generation unit 55, and a transmission processing unit 56. The determination unit 54A determines a candidate for a preceding train and a candidate for a subsequent train of the target train among the plurality of trains 30 based on the type information.

For example, when the train type is only two types, the forward type and the normal type, the train 30 of the forward type can be excluded from the candidate of the target train, the candidate of the preceding train, and the candidate of the subsequent train. Accordingly, the determination unit 54A can determine the preceding train and the following train of the target train only as the candidate trains, the preceding trains, and the succeeding trains of the plurality of trains 30 whose train types are normal. it can. In this case, the determination unit 54A can execute the processing illustrated in FIG. 15, for example, excluding the train 30 whose train type is forwarding.

The determination unit 54A can also generate time interval control information for controlling the interval between the trains 30 for each train type. Specifically, the determination unit 54A controls the operation intervals of the plurality of trains 30 having the same train type by setting the candidate of the target train, the candidate of the preceding train, and the candidate of the subsequent train to be the same train 30. Time interval control information can be generated. In this case, the determination unit 54A can execute, for example, the processing illustrated in FIG. 15 for each train type.

For example, the determination unit 54A sets the operation intervals of the plurality of trains 30 having the normal train type by setting the candidate of the target train, the candidate of the preceding train, and the candidate of the subsequent train to the train 30 having the normal train type. Time interval control information to be controlled can be generated. Similarly, the determination unit 54A sets the operation interval of the plurality of trains 30 whose train type is limited express by setting the candidate of the target train, the candidate of the preceding train, and the candidate of the subsequent train to the train 30 whose train type is limited express. Can be generated.

The hardware configuration example of the train operation management device 23A according to the second embodiment is the same as the train operation management device 23 shown in FIG. The processor 101 can execute the function of the driving instruction unit 53A by reading and executing the train operation management program stored in the memory 102 functioning as the storage unit 32A.

As described above, the information acquisition unit 51A of the train operation management device 23A according to the second embodiment acquires type information indicating the train type of each of the plurality of trains 30. Further, the determination unit 54A of the train operation management device 23A determines a candidate for a preceding train and a candidate for a subsequent train among the plurality of trains 30 based on the type information of each of the plurality of trains 30. Thereby, for example, a forward train can be excluded from the candidate of the preceding train and the candidate of the following train, and time interval control can be performed with high accuracy.

判定 Also, the determination unit 54A excludes the trains 30 having different train types from the candidates for the preceding train and the candidates for the subsequent train. Thereby, for example, time interval control can be accurately performed for each same train type.

Embodiment 3 FIG.
The wireless train control system according to the third embodiment differs from the wireless train control system in that the time interval control information is wirelessly transmitted to the on-board device 10 by a wireless device different from the wireless device for wirelessly transmitting the train control information to the on-board device 10. This is different from the wireless train control system of mode 2. In the following, the same components as those of the wireless train control system according to the second embodiment are denoted by the same reference numerals, and description thereof will be omitted, and components different from the wireless train control system according to the second embodiment will mainly be described. And

FIG. 22 is a diagram illustrating a configuration of the wireless train control system according to the third embodiment of the present invention. The wireless train control system 1B illustrated in FIG. 22 includes a plurality of on-board devices 10B, a plurality of wireless devices 20, a ground control device 21, an interlock control device 22, a train operation management device 23B, and a wireless device 26. Prepare.

The wireless device 26 is communicably connected to the train operation management device 23B via the network 25, and can wirelessly transmit the time interval control information transmitted from the train operation management device 23B to the on-board device 10. .

The on-board device 10B includes a wireless communication unit 11B, a train control unit 12, and an operation control unit 13. The wireless communication unit 11B illustrated in FIG. 22 differs from the wireless communication unit 11 in transmitting and receiving information to and from the wireless device 26 in addition to the wireless device 20. The wireless communication unit 11B can receive the time interval control information transmitted from the wireless device 26. The operation control unit 13 can control the train 30 based on the time interval control information received by the wireless communication unit 11B. For example, the wireless device 26 is a base station of a fourth generation mobile phone system. Although the wireless communication system of the wireless device 20 and the wireless communication system of the wireless device 26 are different, these wireless communication systems may be the same.

The train operation management device 23B is different from the train operation management device 23A in that time interval control information can be transmitted from the wireless device 26. FIG. 23 is a diagram illustrating a configuration example of the train operation management device according to the third embodiment.

列車 As shown in FIG. 23, the train operation management device 23B according to the third embodiment includes a communication unit 31, a storage unit 32A, and a control unit 33B. The communication unit 31 is connected to the network 25, and transmits and receives information to and from the ground control device 21, the interlock control device 22, and the wireless device 26 via the network 25. The control unit 33B can transmit the time interval control information from the communication unit 31 to the wireless device 26, thereby transmitting the time interval control information from the wireless device 26 to the on-board device 10B.

The control unit 33B includes an information acquisition unit 51A, a route control unit 52, and a driving instruction unit 53B. The driving instruction unit 53B includes a determination unit 54A, a generation unit 55, and a transmission processing unit 56B. The transmission processing unit 56B can cause the communication unit 31 to transmit the time interval control information generated by the generation unit 55 to the wireless device 26.

The transmission processing unit 56 </ b> B can determine whether there is an on-board device 10 </ b> B that cannot communicate with the wireless device 20 due to a failure of the wireless device 20, based on information notified from the ground control device 21. The transmission processing unit 56B can transmit the time interval control information via the ground control device 21 and the wireless device 20 to the on-board device 10B that can communicate with the wireless device 20. Further, the transmission processing unit 56B can cause the time interval control information to be transmitted via the wireless device 26 to the on-board device 10B that cannot communicate with the wireless device 20.

When one or more trains 30 of the preceding train and the subsequent train are in a failure state, the transmission processing unit 56B transmits failure information indicating that one or more trains 30 of the preceding train and the subsequent train are in a failure state. The data can be transmitted from the communication unit 31 to the target train via the wireless device 26 or the wireless device 20. In this case, the determination unit 54A can determine whether each train 30 is in a failure state based on the train information of each train 30 acquired by the information acquisition unit 51A. The generation unit 55 can generate failure information for notifying the train 30 that is in the failure state to the train 30 that is the preceding train or the succeeding train.

The hardware configuration example of the train operation management device 23B according to the third embodiment is the same as the train operation management device 23 shown in FIG. The processor 101 can execute the function of the operation instruction unit 53B by reading and executing the train operation management program stored in the memory 102 functioning as the storage unit 32A.

As described above, the transmission processing unit 56B in the wireless train control system 1B according to the third embodiment includes a plurality of transmission processing units 56B arranged along the track of the line on which the plurality of trains 30 run and mounted on the plurality of trains 30 respectively. The time interval control information is transmitted to the on-board device 10B of the target train via a wireless device 26 different from the plurality of wireless devices 20 for acquiring the position information from the on-board device 10B. Thus, for example, the time interval control information can be transmitted to the on-board device 10B that cannot communicate with the wireless device 20 due to a failure of the wireless device 20 or the like.

The operation instructing units 53, 53A, and 53B of the train operation management devices 23, 23A, and 23B suppress the decrease in the transportation efficiency of passengers when the delay occurs in the train 30 within the jurisdiction, and operate the operation schedule. , The time interval control information for performing the traveling control of the delayed train 30 can be generated. Further, when operating the train 30 at a preset time interval, the operation instructing units 53, 53A, 53B can generate time interval control information so that the train 30 operates at the preset time interval. . The preset time interval is, for example, a 5-minute interval or a 10-minute interval. Control for operating the train 30 at preset time intervals is also referred to as isochronous control.

The configurations described in the above embodiments are merely examples of the contents of the present invention, and can be combined with other known technologies, and can be combined with other known technologies without departing from the gist of the present invention. Parts can be omitted or changed.

1, 1B wireless train control system, 10, 10B on-board equipment, 11, 11B wireless communication unit, 12 train control unit, 13 operation control unit, 20, 26 wireless device, 21 ground control device, 22 interlocking control device, 23, 23A, 23B train operation management device, 24, 25 network, 30 train, 31 communication unit, 32, 32A storage unit, 33, 33A, 33B control unit, 41 route information storage unit, 42, 42A schedule information storage unit, 43 train Information storage unit, 51, 51A information acquisition unit, 52 route control unit, 53, 53A, 53B operation instruction unit, 54, 54A determination unit, 55 generation unit, 56, 56B transmission processing unit, 61 path information table, 80, 80A , 80B} Departure order information.

Claims (10)

1. An information acquisition unit configured to acquire position information indicating a position of each of the plurality of trains and departure order information indicating an order of departure from a station of one or more trains of the plurality of trains;
   Based on the position information and the departure order information acquired by the information acquiring unit, the vehicle travels in front of a target train that is a target of travel control of the plurality of trains and runs after the target train. A determination unit that determines a subsequent train;
   Based on a determination result by the determination unit, a generation unit that generates time interval control information that is information for controlling the operation interval between each of the preceding train and the subsequent train and the target train,
   A transmission processing unit that transmits the time interval control information generated by the generation unit to an on-board device of the target train.
2. The information acquisition unit,
   When two or more trains including the target train stop at the same station at the same time, obtain information indicating a departure order from the station of the two or more trains as the departure order information,
   The determination unit includes:
   If the departure order of the target train is second, the train whose departure order is first among the two or more trains is determined to be the preceding train. The method according to claim 1, wherein: Train operation management device.
3. The determination unit includes:
   When the target train is stopped at a station, a train located in front of the target train on the route of the target train and closest to the target train is determined as the preceding train. Item 3. The train operation management device according to item 2.
4. The determination unit includes:
   If one or more trains are not located within a range from the position of the target train to a distance satisfying a preset condition in front of the target train on the route of the target train, if there is no preceding train, The train operation management device according to claim 3, wherein the determination is made.
5. The information acquisition unit,
   Obtain as the departure order information the information indicating the departure order of the target train from the return station when the target train is the first train in the traveling direction and will stop at the return station among the plurality of trains. And
   The determination unit includes:
   The train operation management device according to any one of claims 1 to 4, wherein the preceding train is determined based on a departure order of the target train at the return station.
6. The information acquisition unit,
   Acquiring type information indicating a train type of each of the plurality of trains,
   The determination unit includes:
   The train operation according to any one of claims 1 to 5, wherein a candidate of the preceding train and a candidate of the succeeding train of the target train are determined from the plurality of trains based on the type information. Management device.
7. The determination unit includes:
   The train operation management device according to claim 6, wherein the trains having different train types are excluded from the candidate of the preceding train and the candidate of the subsequent train.
8. The determination unit includes:
   When the routes on which the plurality of trains travel have two or more tracks in the same traveling direction, the preceding train and the following train are determined based on the order of departure from the station on each of the two or more tracks. The train operation management device according to any one of claims 1 to 7, characterized in that:
9. The transmission processing unit,
   The time interval control information is transmitted to the on-board device via a wireless device different from the plurality of wireless devices that are arranged along a track on which the plurality of trains travel and obtain the position information from the on-board device. The train operation management device according to any one of claims 1 to 8, wherein the train operation management device is transmitted to the train operation management device.
10. A train operation management method executed by a computer,
    A first step of acquiring position information indicating the position of each of the plurality of trains and departure order information indicating a departure order from one or more train stations of the plurality of trains;
    Based on the position information and the departure order information obtained in the first step, a preceding train that runs in front of a target train that is a target of travel control of the plurality of trains and a train that runs after the target train A second step of determining a subsequent train to be performed;
    A third step of generating time interval control information that is information for controlling an operation interval between each of the preceding train and the succeeding train and the target train based on the determination result in the second step;
    And a fourth step of transmitting the time interval control information generated in the third step to an on-board device of the target train.

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