JP2018131120A - Train control information transfer system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train control information transmission system which makes use of an existing on-vehicle signal device without modification and does not require a signal device installed along a railway line or a train detection device such as a track circuit. SOLUTION: In a railway system in which an on-board signal device 11 controls a train based on train control information input from the outside, a ground management device 1 is transmitted from an on-board radio device 17 mounted on a first train 10. Based on the passing information of the ground element 3 of the above, the existing section is determined, the length of the entire blocked section of the non-existing train existing behind the first train is calculated, and each ground existing behind the first train. The train control information based on the child is transmitted to the on-board radio device mounted on the second train running behind the first train. The on-board radio device of the second train was mounted on the second train by extracting the train control information based on the ground element from the train control information transmitted from the ground control device when passing through the ground element. It is input to the on-board signal device and the identification number of the ground element is transmitted to the ground management device. [Selection diagram] Fig. 1

Description

  The technical field relates to train control of railway systems.

  In a railway system, it is fundamental that the driver operates the train according to the signal displayed on the traffic light. Safety equipment such as an automatic train stop device has been installed to prevent accidents caused by misidentification or misoperation of the driver. Has been installed. For example, a conventional automatic train stop (ATS) -P type automatic train stop device uses a predetermined stop point as a base point based on current signal information received from a ground unit provided in front of a predetermined distance of a traffic signal. A speed check pattern is created, and the train is controlled according to the speed check pattern.

  Patent Document 1 describes such an ATS-P type automatic train stop device as follows: “The ground unit and the traffic signal are connected by a cable and are not wireless, and as a result, the ground unit is introduced. The problem is that “the cost of maintenance and the burden of maintenance have been increased”, and “the wireless communication between the ground unit and the traffic light” is disclosed as a solution.

JP-A-2006-13037

  However, the cost and maintenance burden of not only the cable between the ground unit and the traffic signal but also the traffic signal installed along the line and the train detection device such as the track circuit are still large. Moreover, the cost which modifies the existing ATS-P onboard apparatus mounted in all the trains which drive | works a route is also large.

  In order to solve the above problems, for example, the configuration described in the claims is adopted. The train control information transmission system of the present application includes a plurality of means for solving the above-mentioned problems. To give an example, train control in which the on-board signal device controls the train based on train control information input from the outside. In the information transmission system, the train includes an on-board wireless device that receives the train control information and transmits ground piece passing information including information indicating the ground piece when the train passes the ground piece, The on-line section of the first train on the route is determined based on the ground element passing information from the on-board wireless device mounted on the traveling first train, and the first train is determined based on the determination. The train standing line non-existing line blockage section boundary which is a boundary position between the blockage section of the train standing line and the block section of the train non-existing line existing behind is calculated, and the position of the train non-existing line blockage section boundary is calculated in the first column. A ground management device that transmits the train control information indicating the ground element existing behind the first train to the on-board wireless device mounted on the second train running behind the first train. The on-board wireless device mounted on the second train extracts the train control information based on the ground unit from the train control information transmitted from the ground management device when the ground unit passes. And it inputs into the said on-board signal apparatus mounted in said 2nd train, The said ground child passage information containing the information which shows the said ground child is transmitted to the said ground management apparatus, It is characterized by the above-mentioned.

  Or, in the train control information transmission system in which the on-board signal device controls the train based on the train control information input from the outside, when the train receives the train control information and the train passes the ground unit An on-vehicle wireless device that transmits ground-on passage information including information indicating the above-mentioned ground child is provided, based on the above-mentioned ground child passage information from the on-vehicle wireless device mounted on a first train traveling on a route Determining the on-line section of the first train on the route, and based on the determination, a train on-line non-on-line section boundary that is a boundary position between the train on-line section and the non-train on-line section existing behind the first train. The second train travels behind the first train to calculate and display the train control information indicating the position of the non-existing line section boundary of the train train with the ground element existing behind the first train as a base point. Train A ground management device that transmits to the on-board wireless device, and the on-board wireless device mounted on the second train includes the train control information transmitted from the ground management device when the ground child passes. The train control information based on the ground element is extracted from the inside and input to the on-board signal device mounted on the second train, and the ground element passage information including information indicating the ground element is It is transmitted to the ground management device.

  According to the above means, it is possible to utilize an existing on-vehicle signal device without remodeling, and it is possible to dispense with a traffic signal installed along the line and a train detection device such as a track circuit. Problems, configurations, and effects other than those described above will become apparent from the description of the following examples.

The figure which shows the structural example of the train control information transmission system of Example 1. The figure explaining the example of the mechanism of the train control information transmission system of Example 1. Diagram showing an example of speed check pattern The figure which shows the example of processing operation of an on-board radio | wireless apparatus The figure which shows the example of the processing operation of the ground management apparatus of Example 1. The figure which shows the structural example of the train control information transmission system of Example 2. The figure which shows the example of processing operation of the ground management apparatus of Example 2. The figure explaining the example of the mechanism of the train control information transmission system of Example 2.

  Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating a configuration of a train control information transmission system according to the present embodiment and a connection between an on-vehicle signal device mounted on a train. On the ground side, a ground management device 1, a radio device 2, and a ground unit 3 of this system are installed. In addition, an on-board wireless device 17, a second display 18, and a wireless device 19 of the present system are provided on the train 10 on which the on-vehicle signal device 11, the transmission / reception unit 12, the vehicle upper 13 and the display 14 are mounted. Installed. The object of the present invention is to make use of an existing on-board signal device without remodeling and eliminate the need for a traffic signal or train detection device installed along the line. The child 13 and the display device 14 use an existing device, and connect the on-vehicle wireless device 17 between the existing on-vehicle signal device 11 and the existing transmitting / receiving unit 12. As for the existing on-vehicle signal device 11, any device may be used as long as it is a device that controls a train based on train control information transmitted from a ground unit or the like laid on the track. However, in the present embodiment, description will be made on the assumption that the on-board signal device of the ATS-P type.

  First, the on-vehicle signal device 11 and the transmission / reception unit 12 mounted on a train will be described as a premise of the present system. The on-vehicle signal device 11 mounted on the train 10 creates a speed check pattern based on the instructed stop point based on the train control information such as the distance information to the input stop point. Based on the verification pattern, this is a device that displays information necessary for driving to the driver via the display 14 and controls the train. Specifically, the train position is calculated by integrating the speed information input from the speed sensor provided in the train, and an alarm is given to the driver via the display 14 when the train traveling speed approaches the speed check pattern. When the traveling speed of the train exceeds the speed check pattern, the train brake is operated via the relay unit provided in the train. The speed check pattern indicates an allowable speed at which the train can stop before the stop point. As an example, FIG. 3 shows a speed check pattern 7 of the train 10 based on the stop point 6. In this embodiment, the ATS-P type on-board signal device is premised, but the ATS-P type on-board signal device is originally from the transceiver unit to the identification number of the ground unit and the ground unit to the stop point. An ATS-P message including distance information and the like is received and used for control. However, in the present embodiment, similar information is received from the on-board wireless device 17 in the same format as the ATS-P message, and is used for control. This is different from existing automatic train stop systems.

  The transmission / reception unit 12 is a device that receives a signal from the ground element 3 via the vehicle upper element 13 that is electromagnetically coupled to the ground element laid on the track. In this embodiment, an ATS-P type transmitter / receiver is assumed. However, an ATS-P type transmitter / receiver originally has an ATS-P that includes an identification number of a ground element, distance information from the ground element to a stop point, and the like. The electronic message is received and the electronic message is output to the ATS-P on-board device. However, in this embodiment, the ATS-P message received from the ground element 3 via the vehicle upper element 13 is output to the on-vehicle wireless device 17. This is different from existing automatic train stop systems.

  Next, the train control information transmission system of the present embodiment will be described. As shown in FIG. 2, this system divides the route 4 on which the train 10 travels into a plurality of closed sections 5a, 5b, and 5c, and allows only one train to enter the closed section. Train control information that does not allow other trains to enter the section until it has passed through is created.

  The on-vehicle wireless device 17 receives distance information from the ground management device 1 to the stop point based on each ground child via the wireless device 19 and the wireless device 2, stores this information, When a child passage is detected, that is, when a signal is input from the ground child 3 via the vehicle upper 13 or the transmission / reception unit 12, the distance information from the information to the stop point based on the ground child is obtained. Extracted and output to the on-vehicle signal device 11 together with the identification number of the ground unit. That is, in this embodiment, when an ATS-P message is input from the transmission / reception unit 12, the identification number of the ground child is recognized from the message, and the ground child is taken as the base point from the information received from the ground management device 1. The distance information to the stop point is extracted, molded into the same format as the ATS-P message, and output to the on-vehicle signal device 11. At this time, the on-board wireless device 17 extracts train control information based on the ground element that has been transmitted from the ground management apparatus 1 in advance and has already been stored, and the train uses the ground element. The train control information based on the ground element is not obtained by communicating with the ground management apparatus 1 after passing. With this mechanism, the on-vehicle signal device 11 can execute train control based on train control information with the ground element as a base point without a time difference from the passage of the ground element.

  At that time, the on-board wireless device 17 transmits the identification number of the train 10 and the identification number of the passed ground unit to the ground management device 1 via the wireless unit 19 and the wireless unit 2, and further, the ground unit The distance information from the stop point to the stop point is displayed to the driver via the second display 18. For example, information that “the stop point is the ground element xx to OO meter” is displayed.

  When the on-vehicle wireless device 17 receives information from the ground management device 1, the information about the ground child passed immediately before that is included in the information, that is, the distance from the ground child passed immediately before to the stop point If the information has changed from the information that was output to the onboard signal device 11 when passing through the ground unit, it can be seen that the position of the stop point has been updated due to a change in the position of the preceding train or the like. Therefore, when such information is received, the fact that the position of the stop point is updated when passing through the next ground element is displayed to the driver via the second display 18. For example, under the information described in the previous paragraph, information that “the stop point is the ground element xx to OO meters (the pattern is updated when the next ground element passes)” is displayed.

  In addition, when the on-board wireless device 17 is set to be controlled as an existing signal device, the information received from the ground management device 1 includes train control information based on the passed ground element. If not, the signal input from the ground element 3 via the vehicle upper element 13 or the transmission / reception unit 12 is output to the on-vehicle signal device 11 as it is. At this time, since the on-board signal device 11 performs control as an existing signal device, it can be safely operated even if the train enters the section where the existing automatic train stop system is introduced. The setting for performing control as such an existing signal device may be any method, may be instructed wirelessly from the ground management device 1, or provided with an external interface such as a switch from an operator, maintenance staff, or the like. It may be settable.

  The ground management device 1 receives the identification number of the ground unit through which the train 10 on which the device is mounted is received from the on-board wireless device 17 via the wireless device 2 or the wireless device 19. Judge the presence / absence of trains in each closed section above. Specifically, the data of the position of the ground element on the route, the connection relation of each blocked section and the section length are stored, and the blocked section including the section corresponding to the train length from the passed ground element is determined as the train existing line. . In addition, about the train length, you may transmit from the onboard radio | wireless apparatus 17, the ground management apparatus 1 memorize | stores the train length of each train, and the identification number of the train transmitted from the onboard radio apparatus 17 is used. It may be used for reference, or the maximum length of a train traveling on a route without data may be used. In that case, it is desirable to consider the distance from the train head to the position where the vehicle upper is mounted. Also, the traveling direction of the train may be transmitted from the on-board wireless device 17, or the ground management device 1 stores the ground element through which each train has passed, and is determined from the positional relationship with the ground element. If the driving direction of the track is determined, that direction may be used.

  Then, the ground management device 1 determines the entire blocked section of the train absent line that exists in the traveling direction from each ground element based on the determination result of the presence / absence of the train in each blocked section on the route determined by the above method. And a distance obtained by subtracting a predetermined margin distance from the length is calculated. This margin distance may follow the value of an existing automatic train stop system, or may be determined based on external conditions such as train braking performance, response time, and weather. Of course, the margin distance may be taken into account on the on-vehicle wireless device side. This calculation is performed for all the ground elements, and the result is used as the distance information from each ground element to the stop point to the on-board wireless device mounted on the train traveling on the route. To send through.

  In this embodiment, radio is used for communication between the ground management apparatus 1 and the on-vehicle radio apparatus 17, but the system is not limited. Further, satellite communication using an artificial satellite, telephone line communication using a mobile phone, or the like may be used.

  Next, the control operation of the train control information transmission system of this embodiment will be described. FIG. 4 is a flowchart showing processing operations executed by the on-vehicle wireless device 17.

  Step 101: Information or signals are input to the on-vehicle wireless device 17.

  Step 102: When information from the ground management device 1 is input via the wireless device 2 or the wireless device 19, the process proceeds to Step 111. When the train 10 passes through the ground element 3 and a signal from the ground element 3 is input via the vehicle element 13 or the transmission / reception unit 12, the process proceeds to step 121.

  Step 111: Store distance information from the ground management device 1 to the stop point with each ground child as a base point, and proceed to Step 112. If already stored, update it.

  Step 112: When the train 10 has already passed the ground unit, that is, when the distance information to the stop point based on the ground unit passed at Step 125 described later is output to the on-board signal device 11. Advances to step 113. Otherwise, the process returns to step 101.

  Step 113: Extract the distance information to the stop point from the ground element that has passed immediately before from the distance information to the stop point from each ground element stored in Step 111, and go to Step 114.

  Step 114: The information extracted in step 113 is compared with the distance information to the stop point based on the same ground element output to the on-vehicle signal device 11 in step 125 described later. If there is no difference, the process returns to step 101.

  Step 115: The information extracted in Step 113 is displayed on the second display 18. For example, under the information displayed in step 126, which will be described later, information that “the stopping point is the ground element xx to OO meters (pattern update when passing the next ground element)” is displayed, and the process returns to step 101.

  Step 121: Store the signal from the ground unit 3 and proceed to Step 122.

  Step 122: If the on-vehicle wireless device 17 is set to be controlled as an existing signal device, the process proceeds to step 124; otherwise, the process proceeds to step 123.

  Step 123: Recognize and store the identification number of the ground unit from the signal from the ground unit 3. The information stored in step 111 is searched, and if the distance information from the ground element that has passed through to the stop point is included, the process proceeds to step 125; otherwise, the process proceeds to step 124.

  Step 124: The signal from the ground unit 3 is output as it is to the on-board signal device 11, and the process returns to Step 101.

  Step 125: Output the identification number of the passed ground element and the distance information from the ground element extracted in Step 123 to the stop point in the same format as the ATS-P message to the on-board signal device 11; Proceed to 126.

  Step 126: The distance information from the ground element extracted in step 123 to the stop point is displayed on the second display 18. For example, the information “stop point is terrestrial xx to OO meter” is displayed, and the process proceeds to step 127.

  Step 127: The identification number of the passed ground unit is transmitted to the ground management device 1, and the process returns to Step 101.

  FIG. 5 is a flowchart showing processing operations executed by the ground management apparatus 1.

  Step 201: The ground management device 1 stores the data of the position of the ground element on the route, the connection relationship of each blocked section, and the section length.

  Step 202: When information from the on-board wireless device 17 is input via the wireless device 2, this information, that is, the identification number of the train and the identification number of the ground unit through which the train has passed are stored. Proceed to It should be noted that the process may proceed to step 203 at a constant time period. In this case, it is possible to process a plurality of pieces of information input during that time, or to set the processing timer and check the soundness of the apparatus.

  Step 203: Based on the position of the ground element on the route stored in Step 201, the connection relationship and section length data of each blocked section, the train identification number stored in Step 202 and the identification number of the passed ground element, The section for the train length of the train is calculated from the ground element through which the train passed. The on-line section calculated in this way is updated and managed for each train. Proceed to step 204.

  Step 204: The presence / absence of each blocked section on the route is determined based on the existing section of each train calculated and updated in step 203. Proceed to step 205.

  Step 205: Based on the train presence / absence determination result in each blocked section on the route determined in step 204, the length of the entire blocked section of the train absent line existing in the traveling direction from each ground element is calculated, Proceed to step 206.

  Step 206: Calculate a distance obtained by subtracting a predetermined margin distance from the length of the entire block section of the train absent line existing in the traveling direction from each ground element calculated in Step 205. This is the distance from each ground element to the stop point. This calculation is performed for all the ground children, and the process proceeds to Step 207.

  Step 207: The distance from the ground element calculated in step 206 to the stop point is transmitted to the on-board wireless device mounted on the train traveling on the route via the wireless device, and the process returns to step 202. . For this information, all information may be transmitted to all trains, or only information related to the ground element assumed to pass for each train may be transmitted.

  When the control operation described above is executed, for example, in the case of the route of FIG. 2, when the train 10b passes the ground element 3e, the train 10b passes from the onboard radio device 17b to the ground management device 1. The identification information of the ground unit 3e is transmitted, and the ground management device 1 determines that the blocked section 5b including the section corresponding to the train length of the train 10b from the ground unit 3e is the train standing line in consideration of the train length of the train 10b. . Then, the length of the entire closed section of the non-existing line existing in the traveling direction is calculated from the ground elements 3a, 3b, 3c, and the distances 8a, 8b, 8c obtained by subtracting a predetermined margin distance 9 from the length are calculated, It transmits to the onboard radio apparatus 17 of the train 10.

  The on-board radio device 17 of the train 10 stores this information, the train 10 passes through the ground element 3a, and a signal from the ground element 3a is input via the on-vehicle element 13 and the transmission / reception unit 12. Information on the distance 8a to the stop point from the ground element 3a as a base point is extracted from the stored information, and the identification number 3a of the ground element and the distance 8a to the stop point are Output to the on-vehicle signal device 11 in the same format. Thereby, the on-board signal device 11 can create a speed check pattern based on the instructed stop point, and can control the train 10 according to the speed check pattern.

  In the present embodiment, the explanation was made on the assumption that the on-board signal device is an ATS-P on-board device, but the original ATS-P type automatic train stop system is configured such that each traffic signal is blocked from the train detection device on the route. The presence / absence of the current train is judged and the progress / stop indication is displayed, and the code processor connected to this traffic light determines the distance to the stop point based on the current traffic signal. An ATS-P type message including distance information to the stop point and ground element identification information is transmitted to the vehicle upper side via the power source ground element, and this message is transmitted to the ATS-P on-board device. It is a system that controls a train based on information received through the vehicle and a transmitter / receiver.

  On the other hand, in the system described in this embodiment, the ground management device receives the identification number of the ground unit that the train has passed from the on-board wireless device of each train, and based on this information, Determine the presence / absence of the line, calculate the length of the entire block section of the train non-existing line that exists in the direction of travel from each ground element, and further calculate the distance by subtracting the predetermined margin distance from that length. Is transmitted to the on-board wireless device as the distance from each ground child to the stop point, and when the on-vehicle wireless device detects the passage of the ground child, it stops from the identification number of the ground child and the ground child. The distance information to the point is input to the ATS-P on-board device.

  In other words, according to the present embodiment, ATS-P type train control information that has been conventionally created by a train detection device, a traffic light, and a code processor installed along a railway line and transmitted via a power source ground unit is Created by the management device and transmitted to the on-board wireless device via radio, the existing ATS-P on-board device can control the train without changing its processing operation, and can detect the train along the line. A device, a traffic light, a code processor, and a power ground unit can be eliminated.

  In addition, in the conventional automatic train stop system of the ATS-P type, a railway line control device such as a traffic light or a train detection device is used for train control, so the setting of the closed section that restricts the operation density of the train is restricted by the installation interval. However, this system has no such restrictions. The train can be operated at a high density by storing the data of the closed section finely set in the ground management device and installing the non-powered ground unit according to the data.

  The ground management device 1 according to the first embodiment calculates the distance from the ground element to the stop point of the train based on the fixed blockage section as in the conventional ATS-P type automatic train stop system. However, the end position of the preceding train may be calculated as a target without providing such a closed section. In the second embodiment, the processing operation of such a ground management device will be described. The system configuration of the second embodiment and the processing operations of devices other than the ground management device are the same as those of the first embodiment, and the portions corresponding to those of the first embodiment are denoted by the same reference numerals and redundant description is omitted. That is, the system configuration is as shown in FIG.

  The ground management device 1 ′ receives the identification number of the ground unit through which the train 10 carrying the device has passed from the on-board wireless device 17 via the wireless device 2 or the wireless device 19, and based on this information, Recognize the current section of the train on the route. Specifically, the data on the position of the ground element on the route, the length of the track and the connection relation are stored, and the section corresponding to the train length is determined as the train existing line from the ground element that has passed. The train length may be transmitted from the on-board wireless device 17 as in the first embodiment, or the ground management device 1 ′ stores the train length of each train and transmitted from the on-board wireless device 17. The train identification number may be used for reference, or the maximum length of a train traveling on a route without data may be used. In that case, it is desirable to consider the distance from the train head to the position where the vehicle upper is mounted. Also, the traveling direction of the train may be transmitted from the on-board wireless device 17, or the ground management device 1 ′ stores the ground element through which each train has passed, and is determined from the positional relationship with the ground element. If the driving direction of the track is determined, that direction may be used.

  And ground management apparatus 1 'calculates the length of the whole non-existing track section of the train which exists in the advancing direction from each ground child based on the train standing track section on the route judged by the above-mentioned method, A distance obtained by subtracting a predetermined margin distance from the length is calculated. This margin distance may follow the value of an existing automatic train stop system as in the first embodiment, or may be determined based on external conditions such as train braking performance, response time, and weather. Of course, the margin distance may be taken into account on the on-vehicle wireless device side. This calculation is performed for all the ground elements, and the result is used as the distance information from each ground element to the stop point to the on-board wireless device mounted on the train traveling on the route. To send through.

  FIG. 7 is a flowchart showing processing operations executed by the ground management apparatus.

  Step 201 ′: The ground management device 1 ′ stores data on the position of the ground element on the route, the length of the track, and the connection relationship.

  Step 202 ′: When information from the on-board wireless device 17 is input via the radio 2, this information, that is, the identification number of the train and the identification number of the ground unit through which the train has passed are stored. Proceed to 203 ′. Note that step 203 ′ may be progressed at a constant time period. In this case, it is possible to process a plurality of pieces of information input during that time, or to set the processing timer and check the soundness of the apparatus.

  Step 203 ′: Based on the position of the ground element on the route stored in Step 201 ′, the data of the length and connection relation of the track, the identification number of the train stored in Step 202 ′ and the identification number of the passed ground element, The section for the train length of the train is calculated from the ground element through which the train passed. The on-line section calculated in this way is updated and managed for each train. Proceed to step 205 '.

  Step 205 ': The length of the entire non-existing track section of the train existing in the traveling direction from each ground element is calculated based on the existing track section of each train on the route calculated in Step 203', and the process proceeds to Step 206 '.

  Step 206 ': A distance obtained by subtracting a predetermined margin distance from the length of the entire train absent line section existing in the traveling direction from each ground element calculated in Step 205' is calculated. This is the distance from each ground element to the stop point. This calculation is performed for all the ground children, and the process proceeds to step 207 '.

  Step 207 ′: The distance from the ground element calculated in step 206 ′ to the stop point is transmitted to the on-board wireless device mounted on the train traveling on the route via the wireless device. Return to '. For this information, all information may be transmitted to all trains, or only information related to the ground element assumed to pass for each train may be transmitted.

  When the control operation described above is executed, for example, in the case of the route shown in FIG. 8, when the train 10b passes the ground element 3e, the train 10b passes from the on-board wireless device 17b to the ground management device 1 ′. The identification information of the ground child 3e is transmitted, and the ground management device 1 determines the section corresponding to the train length of the train 10b from the ground child 3e as the train existing line in consideration of the train length of the train 10b. Then, the length of the closed section of the non-existing line existing in the traveling direction is calculated from the ground elements 3a, 3b, 3c, and distances 8a ′, 8b ′, 8c ′ obtained by subtracting a predetermined margin distance 9 from the length are calculated. Calculate and transmit to the on-board wireless device 17 of the train 10.

  The on-board radio device 17 of the train 10 stores this information, the train 10 passes through the ground element 3a, and a signal from the ground element 3a is input via the on-vehicle element 13 and the transmission / reception unit 12. Then, information on the distance 8a ′ to the stop point from the ground element 3a as a base point is extracted from the stored information, and the identification number 3a of the ground element and the distance 8a ′ to the stop point are obtained as ATS-P. Output to the on-board signal device 11 in the same format as the telegram. Thereby, the on-board signal device 11 can create a speed check pattern based on the instructed stop point, and can control the train 10 according to the speed check pattern.

  In other words, according to the present embodiment, the ground management device creates train control information calculated with the end position of the preceding train as a target and transmits the train control information to the on-board wireless device via radio. By outputting the train control information to the onboard signal device in the format of the existing automatic train stop system, the existing ATS-P onboard device can control the train without changing its processing operation, and , Train detectors along the railway line, traffic lights, code processors, and power ground units can be eliminated, and the stop point of the following train is not constrained by the boundary of the closed section, and the last position of the preceding train Since it is calculated as a target, the train can be operated at a higher density.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. The above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.

1, 1 'Ground management device 2, 19 Radio 3 Ground unit 4 Route 5 Blocking section 6 Stop point 7 Speed check pattern 8 Distance from ground unit to stop point 9 Spacing distance 10 Train 11 On-board signal device 12 Transceiver 13 On-vehicle element 14 Indicator 17 On-vehicle wireless device 18 Second indicator

Claims (5)

In the train control information transmission system in which the on-board signal device controls the train based on the train control information input from the outside,
The train includes an on-board wireless device that receives the train control information and transmits ground piece passing information including information indicating the ground piece when the train passes the ground piece,
The on-line section of the first train on the route is determined on the basis of the ground element passing information from the on-board wireless device mounted on the first train traveling on the route, and the first line is determined based on the determination. The train standing line non-existing line blockage section boundary, which is a boundary position between the train standing blockage section and the train non-blocking block section existing behind the train, is calculated, A ground management device for transmitting the train control information indicating the ground element existing behind the train as a base point to the on-board wireless device mounted on the second train running behind the first train With
The on-board wireless device mounted on the second train extracts the train control information based on the ground unit from the train control information transmitted from the ground management device when the ground unit passes. Train control information transmission system, wherein the ground element passing information including information indicating the ground element is transmitted to the ground management apparatus and input to the on-board signal device mounted on the second train. . In the train control information transmission system in which the on-board signal device controls the train based on the train control information input from the outside,
The train includes an on-board wireless device that receives the train control information and transmits ground piece passing information including information indicating the ground piece when the train passes the ground piece,
The on-line section of the first train on the route is determined on the basis of the ground element passing information from the on-board wireless device mounted on the first train traveling on the route, and the first line is determined based on the determination. The train existing line non-existing section boundary is calculated as a boundary position between the train existing section and the train non-existing section existing behind the train, and the position of the train train non-existing section boundary is located behind the first train. Comprising a ground management device for transmitting the train control information indicating the existing ground element as a base point to an on-board wireless device mounted on a second train traveling behind the first train;
The on-board wireless device mounted on the second train extracts the train control information based on the ground unit from the train control information transmitted from the ground management device when the ground unit passes. Train control information transmission system, wherein the ground element passing information including information indicating the ground element is transmitted to the ground management apparatus and input to the on-board signal device mounted on the second train. . The train control information transmission system according to any one of claims 1 to 2,
The on-vehicle wireless device displays train control information based on the ground element on a display when the passage of the ground element is detected. The train control information transmission system according to any one of claims 1 to 2,
The on-vehicle wireless device has a position of a stop point when passing the next ground element when train control information based on the ground element transmitted from the ground management apparatus has changed from the time the ground element has passed. A train control information transmission system that displays on the display that the vehicle is updated. The train control information transmission system according to any one of claims 1 to 2,
When the on-board wireless device is set to control as an existing signal device, or when there is no train control information based on the passed ground element in the information transmitted from the ground management device A train control information transmission system for inputting a signal from the ground unit 3 to the on-vehicle signal device.

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