JP2013258847A - Train service management system, onboard device, and train service management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a train service management system which can run a train in safe in an non-blocking operation.SOLUTION: A train service management system includes: an onboard device 2 mounted on a train and a ground device that manages each train in service. The ground device includes a database that obtains position information from each train that is a management object. The onboard device 2 includes: a position detection part 22 that detects the position of the train; and a speed upper limit calculating part 24 that calculates the distance between a preceding train and the train based on the position information of the train and the position information of the preceding train in a state where the train runs in a non-blocking operation, and calculates the upper limit of the running speed of the train based on the calculated distance, and the distance with the preceding train and the speed upper limit value of the train calculated by the speed upper limit calculating unit 24 are displayed in a monitor device of the driver's cab.

Description

  The present invention relates to a train operation management system, and in particular, to a train operation management system that ensures safety and operates each train even when a normal operation of the train becomes difficult due to a failure or the like.

  Ensuring safety in general train operation is performed by subdividing the track into units (blocked sections) and providing a mechanism that guarantees that only one train enters the train. In a railway system that ensures safety with such a mechanism, if a train stops due to a failure or other reasons and operation cannot be continued, the following train will be in front of the blocked section where the preceding train is stopped. It is necessary to stop at and can not proceed. In a train stopped between stations, evacuation and guidance for passenger safety are hindered. In such a case, as an emergency measure, a means of non-blocking operation in which the train can be advanced only by the driver's attention is accepted, but in this method, all safety devices are opened and the driver's Since driving is dependent only on the attention of the eyes, the risk of occurrence of rear-end collisions is much higher than usual. Therefore, many railway operators prohibit non-blocking operation except in special cases.

  On the other hand, in recent railway systems, a device for detecting the position of each train is provided, and each train grasps the exact position of its own train and uses it for the security of the railway system and guidance to passengers. Yes. Some trains have a communication function with the ground in order to transmit operation information, vehicle failure information, and the like. Information transmitted to the ground is used, for example, in operation management (see Patent Document 1).

JP-A-1-217597

  As described above, in the railway system, safety is ensured by providing a closed section and prohibiting the entry of a plurality of trains into one section during normal times. Therefore, if a train stops and cannot continue operation, even if it is between stations, the following train will stop and proceed further in the closed section before the train where operation cannot be continued. I can't. The distance between closed stations between stations generally ranges from a few hundred meters to a few kilometers, but it is more necessary to guide passengers to evacuate than to get off at a place without a platform and walk to the station on foot. It is clear that it is safer to move the train safely even if it is slow, approaching the train stopped before the own train, and moving between trains. However, for that purpose, it is necessary to perform non-blocking operation. Ensuring safety during non-blocking operation has all been left to the attention of one driver so far, and it is desirable to provide a mechanism to prevent accidents such as train rear-end collisions. That is, it is desired to provide a mechanism for improving safety during non-blocking operation.

  The present invention has been made in view of the above, and an object of the present invention is to obtain a train operation management system, an on-board device, and a train operation management method capable of safely traveling a train even during non-blocking operation. To do.

  In order to solve the above-described problems and achieve the object, the present invention is a train operation management system including an on-board device mounted on a train and a ground device that manages each train in operation. The ground device includes a database that acquires and manages position information from each train to be managed, and the on-board device includes a position detection unit that detects the position of the own train, and the position information of the own train. An information notification unit for notifying the device, an information acquisition unit for acquiring the position information of the preceding train from the ground device, and the position information of the own train and the position information of the preceding train in a state where the own train is performing non-blocking operation. A speed upper limit calculating unit that calculates a distance from the preceding train based on the calculated distance and further calculates an upper limit of the traveling speed of the own train based on the calculated distance, and the preceding train calculated by the speed upper limit calculating unit Distance, and own row Characterized in that to display the speed limit on the cab of the monitor device.

  According to the present invention, it is possible to improve the safety of a train that is performing non-blocking operation, and it is possible to quickly evacuate passengers even when a train operation failure occurs.

FIG. 1 is a diagram illustrating an example of an on-board device and peripheral devices. FIG. 2 is a diagram illustrating an example of a ground device. FIG. 3 is a diagram illustrating a configuration example of the on-vehicle device. FIG. 4 is a diagram for explaining an operation example of a railway system to which the train operation management system is applied. FIG. 5 is a diagram for explaining an operation example of a railway system to which the train operation management system is applied. FIG. 6 is a diagram for explaining an operation example of a railway system to which the train operation management system is applied.

  Hereinafter, embodiments of a train operation management system, an on-board device, and a train operation management method according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
The train operation management system according to the present invention includes a ground device installed on the ground and an on-board device mounted on the train as main components. FIG. 1 is a diagram illustrating an example of an on-board device and a peripheral device mounted on a train side. FIG. 2 is a diagram illustrating an example of a ground device.

  As shown in FIG. 1, the train operation management system includes an on-board device 2, a display 3, and a wireless transmission / reception device 4 in a train vehicle 1. As shown in FIG. 2, the ground-side ground device 11 includes a train information database 12, a train information display terminal 13, and a wireless transmission / reception device 14. The train information database 12, the train information display terminal 13, and the wireless transmission / reception device 14 are connected to each other via a network transmission path 15. Although FIG. 1 shows an example in which the on-board device 2, the display 3, and the wireless transmission / reception device 4 are installed in the same vehicle, some of these devices may be installed in different vehicles. However, the indicator 3 shall be installed in a cab.

  In FIG. 1, the on-board device 2 has a function of detecting the position of the own train (a train on which the on-board device 2 is mounted), a function of notifying the ground device 11 of the detected position of the own train, The position information of the preceding train is acquired, the distance of the preceding train from the own train is calculated, and the upper limit value of the traveling speed of the own train is calculated. The indicator 3 notifies the driver of the distance from the preceding train and the upper limit value of the traveling speed calculated by the on-board device 2. The wireless transmission / reception device 4 performs wireless communication with the wireless transmission / reception device 14 of the ground device 11, and information on the own train position detected by the on-board device 2 and the position information of the preceding train held by the ground device 11. Send and receive.

  In FIG. 2, the train information database 12 of the ground device 11 is a database that manages information including the position of each train in operation. The information to be managed includes position information detected by the on-board device 2 of each train. When position information is acquired a plurality of times from the on-board device 2 of the same vehicle, the position information acquired last is held. The position information held is transmitted to the on-board device 2 as the request source when a request is received from the on-board device 2. The position information to be transmitted is the position information of the train located in front of the train on which the on-board device 2 as the transmission source is mounted. The train information display terminal 13 is a device for displaying and operating various information managed by the train information database 12.

  FIG. 3 is a diagram illustrating a configuration example of the on-board device 2. The on-board device 2 includes an information transmission / reception unit 21, a position detection unit 22, a driving state monitoring unit 23, a speed upper limit calculation unit 24, and a speed control unit 25. The on-board device 2 can be realized by using, for example, a general train information management device.

  The information transmitter / receiver 21 transmits / receives various information to / from the ground device 11 via the wireless transmitter / receiver 4 shown in FIG. Information to be displayed on the display 3 is transmitted to the display 3. That is, it operates as an information notification unit and an information acquisition unit.

  The position detection unit 22 detects the current position of the own train, and transmits position information indicating the detection result to the ground device 11 via the information transmission / reception unit 21. The position detection method is not particularly specified. For example, the current position is grasped by calculating the distance from a reference point such as a station based on the rotational speed of the wheel. In this case, in order to grasp a more accurate distance, correction is generally performed based on the position of the security device or the like. Further, position detection using GPS (Global Positioning System) or the like is also applicable.

  The operation state monitoring unit 23 monitors whether the operation state of the own train is a closed operation or a non-blocked operation due to a failure or the like. When it is detected that the closed operation state has been switched to the non-closed operation state, or when it has been detected that the non-closed operation state has been switched to the closed operation state, the detection result is notified to the speed upper limit calculation unit 24.

  The speed upper limit calculation unit 24 acquires the position information (preceding train position information) of the preceding train via the information transmission / reception unit 21 when the own train is in the non-blocking operation state, and detects the position of the own train by the position information detection unit 22. The result (own train position information) is acquired, and the distance between the preceding train and the own train is calculated. Moreover, based on the calculated distance, the upper limit value of the traveling speed of the own train is calculated. The distance and the traveling speed upper limit value are repeatedly executed at a predetermined timing until the non-blocking operation state ends. The calculation result (distance, travel speed upper limit value) is notified to the display device 3, and the display device 3 that has received this notification displays the distance to the preceding train and the travel speed upper limit value on a monitor or the like and notifies the driver. . By driving the train while referring to the display content, the driver can run the train more safely than in the conventional non-blocking operation in which it is necessary to run the train only by visual observation. The cycle in which the speed upper limit calculation unit 24 repeats the process of acquiring the preceding train position information and calculating the distance to the preceding train and the travel speed upper limit value is determined according to the traveling speed of the own train, the distance to the preceding train, and the like. You may do it. For example, when the traveling speed is high or the distance from the preceding train is short, the cycle is shortened. When the traveling speed is high or the distance from the preceding train is short, there is a high possibility of a rear-end collision. Therefore, it is necessary to increase the frequency of updating information to be notified to the driver to increase safety. On the other hand, when the traveling speed is low or the distance from the preceding train is long, the risk is not so high, so even if the update frequency of the information notified to the driver is lowered, it does not become a big problem. By reducing the update frequency, it is possible to prevent the radio resources necessary for communication with the ground device 11 from being consumed more than necessary, and to reduce the processing load on the ground device 11 side. Instead of determining the period using either the traveling speed or the distance from the preceding train, the period may be determined using both. Of course, it may be determined based on other information.

  When the speed control unit 25 compares the traveling speed of the own train with the traveling speed upper limit value calculated by the speed upper limit calculating unit 24 and detects that the traveling speed exceeds the traveling speed upper limit value, Deceleration is instructed to a brake device (not shown).

  Below, operation | movement of the railway system to which the train operation management system of this Embodiment is applied is demonstrated in detail using FIGS.

  FIG. 4 shows a case where the train 32 (hereinafter referred to as “failed train 32” for convenience of explanation) stops and cannot continue operation. It is assumed that the faulty train 32 becomes unable to continue operation due to a device failure after stopping at the station 31. In this case, the subsequent train 33 stops before the boundary of the closed section behind the obstacle train 32. Similarly, the following train 34 stops before the boundary of the closed section behind the train 33. The following train 35 is the same. With a safe method, each train cannot be brought closer. Therefore, in order to evacuate passengers, non-blocking operation is performed and each train is approached to transfer the passengers, or the passengers get off at a place without a platform and walk to the nearest station (station 31). It will be selected whether to move. In the case of FIG. 4, the obstacle train 32 is stopped at the station, and each subsequent train (following trains 33, 34,...) Can physically travel to the station 31. Therefore, it is dangerous to take the passengers off and move on the track on foot. Therefore, it is a realistic option for each train following the obstacle train 32 to travel to the station 31 by non-blocking operation.

  In the state of FIG. 4, first, the following train 33 is operated without blockage to approach the obstacle train 32. Each train including the obstacle train 32 is equipped with the on-board device 2 shown in FIGS. 1 and 3. Therefore, the position information of each train is transmitted to the ground device 11 shown in FIG. 2 and managed by the train information database 12. Therefore, when the subsequent train 33 starts a non-blocking operation by performing a predetermined operation or the like, first, the speed upper limit calculation unit 24 of the on-board device 2 is a failed train that is a preceding train from the train information database 12 of the ground device 11. 32 pieces of position information are acquired. Next, the speed upper limit calculation unit 24 calculates the distance between both trains based on the acquired position information and the position information of the own train detected by the position detection unit 22. If the distance from the preceding train (failed train 32) is sufficient, the speed upper limit calculation unit 24 determines the upper limit value of the traveling speed based on the distance from the preceding train. The upper limit value of the traveling speed is determined so as to ensure a safe traveling.

  When the upper limit value of the traveling speed is obtained, the speed upper limit calculation unit 24 uses the display device 3 to instruct the driver of the speed upper limit value indicating the distance to the preceding train and the safe traveling speed. For example, if it displays on the screen of the indicator 3, the driver can see this and advance the train. In addition to display, an instruction by voice or an instruction using both display and voice may be performed. The driver of the following train 33 starts driving according to the instruction content. Even after the operation is started, the speed upper limit calculation unit 24 of the on-board device 2 mounted on the succeeding train 33 repeatedly executes the above-described operation, calculates the distance to the preceding train, and the distance to the preceding train. Is sufficient, the operation for determining the upper limit value of the traveling speed is continued, and an instruction according to the operation result is given to the driver. The speed control unit 25 of the on-board device 2 monitors the traveling speed, and when the traveling speed reaches the instructed traveling speed upper limit value, instructs the brake device to decelerate and the traveling speed upper limit. Keep the running speed below the value. At this time, an alarm notification indicating an overspeed is also performed, or the alarm notification is first performed, and then a deceleration instruction is issued to the brake device when a certain period of time has elapsed without the overspeed state being resolved. Also good.

  When the driver is notified of the distance to the preceding train and the traveling speed upper limit value, and after the operation according to the notification content is started, it is detected that the obstacle train 32 that is the preceding train is approached, that is, When the distance to the preceding train is no longer sufficient, the speed upper limit calculation unit 24 issues a warning indicating that the preceding train has been approached to the driver via the display 3. At this time, when the driver has been informed of the approach to the preceding vehicle, but the operation such as the brake operation (operation to stop the train) is not executed and the predetermined time has elapsed (or the vehicle has traveled a predetermined distance) The speed controller 25 may instruct the brake device to decelerate and automatically apply the brake. Thereby, rear-end collision can be avoided and the safety of the train can be ensured. In this way, the succeeding train 33 approaches the obstacle train 32, and if necessary, performs a connecting operation to evacuate passengers safely.

  When the succeeding train 34 is brought close to the succeeding train 33 and the succeeding train 35 is brought close to the succeeding train 34 by the same procedure, the state shown in FIG. 5 is obtained.

  In the case of FIG. 5, passengers of the succeeding train 34 are safe, but if they can move by walking a distance of 3 trains from the own train to the obstacle train 32, they cannot evacuate, and their labor is painful. Therefore, for example, after all passengers in the obstacle train 32 stopped at the station evacuate, the succeeding train 33 and the obstacle train 32 are forward of the platform of the station 31 by propelling the obstacle train 32 by the succeeding train 33. Can be moved to. Of course, the propulsion of the subsequent train 33 and the obstacle train 32 is also non-blocking operation. However, when this embodiment is applied, it is possible to move safely while judging the position of the train existing in front of the obstacle train 32. It is. Thus, by bringing the succeeding train 34 closer to the platform of the station 31, passengers of the succeeding train 34 can safely get off to the platform. By repeating the same procedure for the subsequent train 35, it is possible to approach the platform of the station 31 and the state shown in FIG. 6 is obtained.

  In addition, if there is no through-passage on the front of the train, even if it is approached, it is not possible to safely evacuate passengers by moving between trains, but if it is a method of evacuating from the state shown in FIG. Passengers of each train can be safely evacuated on the platform of the station 31.

  Although these methods described the case where the obstacle train 32 exists in the station 31, they are applicable even when the obstacle train 32 exists between the stations.

  Thus, in the train operation management system of the present embodiment, the on-board device mounted on each train of the railway system detects the current position of the own train and transmits it to the ground side, and the ground side ground device is Manage received from the on-board equipment of each train. In addition, the on-board device acquires the position information of the preceding train from the ground device when the own train is performing non-blocking operation, calculates the distance between the own train and the preceding train, and based on the calculated distance Thus, the upper limit value of the traveling speed that can ensure safety is calculated, the calculated distance and the upper limit value of the traveling speed are notified to the driver, and the train traveling at a safe speed is instructed. Furthermore, if train traveling at a safe speed cannot be maintained, and when approaching a preceding train is detected, the brake device is instructed to decelerate and travel speed is reduced, or the train is stopped. It was decided. This makes it possible to run the train safely even when other trains become unable to run due to a failure, or when there is a need for non-blocking operation due to a failure in the track circuit, a failure in the signaling device, etc. Can do.

  When a train operation failure occurs, in many cases, the passengers of the train immediately after the failed train cannot evacuate and have to wait for recovery in a state where they must stay in the train. Since conventional non-blocking operation depends only on the attention of one driver, there are problems in ensuring safety, and it took a lot of time for procedures and safety confirmation to do this, According to the present invention, non-blocking operation can be performed by a relatively safe method and with backup by an on-board device such as a train information management device. Thereby, a passenger can be evacuated rapidly also at the time of train operation failure.

  The method according to the present invention is realized by using an existing train information management device (a train information management device mounted on an existing train) as the above-described on-board device and using various means included in the train information management device. can do. Therefore, it is not necessary to newly develop a special device, and it can be realized by changing the software of the train information management device and installing a database of ground facilities.

  As described above, according to the train information management device of the present invention, safety can be ensured and passengers can be evacuated more quickly even when a train operation failure occurs. In addition, since complicated procedures, operations, and safety checks for non-blocking operation can be performed by the train information management device and the ground facility that communicates with it, the driver must ensure passenger safety. It is possible to concentrate on providing high quality transportation services.

  The train operation management system according to the present invention is useful for realizing a railway system that can safely perform non-blocking operation due to occurrence of a failure or the like.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 On-board apparatus 3 Indicator 4,14 Wireless transmission / reception apparatus 11 Ground apparatus 12 Train information database 13 Train information display terminal 15 Network transmission path 21 Information transmission / reception part 22 Position detection part 23 Operation state monitoring part 24 Speed upper limit calculation part 25 Speed control section 31 station 32-35 train

Claims (7)

A train operation management system comprising an on-board device mounted on a train and a ground device for managing each train in operation,
The ground device is
A database that acquires and manages location information from each train to be managed,
With
The on-board device is:
A position detector for detecting the position of the own train;
An information notification unit for notifying the ground device of position information of the own train;
An information acquisition unit for acquiring position information of a preceding train from the ground device;
In the state where the own train is performing non-blocking operation, the distance to the preceding train is calculated based on the position information of the own train and the position information of the preceding train, and the traveling speed of the own train is calculated based on the calculated distance. A speed upper limit calculation unit for calculating an upper limit;
With
A train operation management system, wherein a distance from a preceding train calculated by the speed upper limit calculation unit and a speed upper limit value of the own train are displayed on a monitor device of a cab. A speed control unit that instructs the brake device to decelerate when the speed of the own train exceeds the speed upper limit value calculated by the speed upper limit calculation unit;
The train operation management system according to claim 1, further comprising:   The train according to claim 2, wherein the speed control unit instructs the brake device to decelerate even when the distance from the preceding train calculated by the speed upper limit calculation unit is less than a predetermined value. Operation management system. The information acquisition unit acquires the position information of the preceding train at a cycle determined based on the speed of the own train,
The speed upper limit calculation unit calculates a distance from a preceding train and a speed upper limit value of the own train each time the information acquisition unit acquires the position information. Train operation management system. The information acquisition unit acquires the position information of the preceding train at a cycle determined based on the distance between the own train and the preceding train,
The speed upper limit calculation unit calculates a distance from a preceding train and a speed upper limit value of the own train each time the information acquisition unit acquires the position information. Train operation management system. An on-board device that constitutes a railroad system together with a ground device that is mounted on a train and acquires and manages the position information of each train in operation from each train,
A position detector for detecting the position of the own train;
An information notification unit for notifying the ground device of position information of the own train;
An information acquisition unit for acquiring position information of a preceding train from the ground device;
In the state where the own train is performing non-blocking operation, the distance to the preceding train is calculated based on the position information of the own train and the position information of the preceding train, and the traveling speed of the own train is calculated based on the calculated distance. A speed upper limit calculation unit for calculating an upper limit;
With
An on-board device that displays a distance from a preceding train calculated by the speed upper limit calculation unit and a speed upper limit value of the own train on a monitor device of a cab. A train operation management method executed by an onboard device in a railway system including an onboard device mounted on a train and a ground device that acquires and manages position information of each train in operation from each train. ,
A position detecting step for detecting the position of the own train and notifying the ground device;
Non-blocking operation detection step for detecting that the own train has started non-blocking operation,
A distance calculating step for calculating a distance from the preceding train based on the position information of the own train and the position information of the preceding train managed by the ground device;
A speed upper limit calculating step for calculating an upper limit of the traveling speed of the own train based on the distance calculated in the distance calculating step;
An instruction step for displaying the distance to the preceding train calculated in the distance calculation step and the speed upper limit value calculated in the speed upper limit calculation step on the monitor device of the cab and instructing the driver to operate according to the display content When,
Train operation management method characterized by including.

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