Train information management device, train information management system and train information management procedure

Abstract

A train information management device (20) comprises a computer (21) that calculates a first travel position of a train (10) based on the number of wheel rotations of the train (10), a beacon information receiving unit (22) that receives information from a beacon, an on-board communication unit (23) that communicates with a ground-installed base station (40) and acquires identification information about the base station (40), a storage unit (24) that stores information about a second travel position of the train (10) when the train (10) passes over a specific beacon, which is the designated beacon, and a storage unit (24) that stores information about a second travel position of the train (10) when the train (10) passes over a designated beacon, which is the specified beacon.and a correction control unit (25) that corrects the first travel position with the second travel position using the combined information if the train (10) passes the specific beacon during an operation in which the train (10) does not stop at stations at a fixed frequency.

Description

Area

[0001] The present disclosure relates to a train information management device that calculates the travel position of a train, a train information management system and a train information management procedure. background

[0002] Conventionally, a train traveling on a track, such as rails, calculates its position by determining a distance traveled, which corresponds to the number of wheel revolutions from a starting point, and transmits this position to a ground-based device. However, if slippage or sliding occurs between the rails and the wheels, an error arises between the calculated distance and the actual distance traveled. Errors can also occur during normal operation in the distance calculation step. These errors accumulate and increase as the train travels further.

[0003] To solve this problem, patent literature 1 discloses a technique in which a train resets a travel distance corresponding to the number of wheel revolutions at each stop at a station, while the travel distance is calculated, in order to prevent an accumulation of errors between the travel distance of the train corresponding to the number of wheel revolutions and the actual travel distance of the train and to reduce errors. Citation listPatent literature

[0004] Patent literature 1: Japanese patent application, publication no. 2002-145070 Brief description of the invention: Problem to be solved by the invention

[0005] According to the conventional technique described above, a train operating without station stops, e.g., when out of service, cannot reset its route. Furthermore, with this conventional technique, if the train stops at fewer stations than a train stopping at all stations, such as a limited-express train, the route is reset less frequently. When the train operates in such a manner, errors accumulate between the train's route, which corresponds to the number of wheel revolutions, and the train's actual distance traveled. The longer the train's route, the greater this error accumulation becomes, which is detrimental.

[0006] The present disclosure was made in light of the above considerations. It is an objective of the present disclosure to provide a train information management device that can reduce errors in a train's route, even during zero-stop operation, where the train does not stop or stops at fewer stations. Means to solve the problem

[0007] To solve the above problems and complete the task, a train information management device according to the present disclosure comprises: a computer for calculating a first travel position of a train based on the number of wheel rotations of the train; a beacon information receiving unit for receiving information from a beacon; an onboard communication unit for communicating with a ground-installed base station and for acquiring identification information about the base station; a storage unit for storing combined information when the train passes a specific beacon, which is the designated beacon, consisting of combined information from information about the designated beacon that was passed, the identification information about the base station with which the onboard communication unit communicates, and information about a second travel position of the train;and a correction control unit for correcting the first travel position with the second travel position using the combined information when the train passes the specific beacon during an operation in which the train does not stop at stations at a fixed frequency. Effects of the invention

[0008] The train information management device of the present disclosure has the effect of being able to reduce errors in the train's route even during operation in which the train does not stop or stops at fewer stations. Brief description of the drawings Fig. Figure 1 is a first diagram showing an installation example of a train information management system according to a first embodiment. Fig. Figure 2 is a diagram showing an exemplary design of the train information management system according to the first embodiment. Fig. Figure 3 is a diagram showing an example of the display of the travel position of a train by a ground device in the train information management system according to the first embodiment. Fig. Figure 4 is a second diagram showing the installation example of the train information management system according to the first embodiment. Fig. Figure 5 is a first flowchart showing the operation of a train information management device according to the first embodiment. Fig. Figure 6 is a second flowchart showing the operation of the train information management device according to the first embodiment. Fig. Figure 7 is a flowchart showing the operation of the ground unit according to the first embodiment. Fig. Figure 8 is a diagram showing an example of a processing circuit configuration when the processing circuit of the train information management device according to the first embodiment is implemented by a processor and a memory. Fig. Figure 9 is a diagram showing an example of a processing circuit configuration when the processing circuit of the train information management device according to the first embodiment is implemented by dedicated hardware. Fig. Figure 10 is a diagram showing an exemplary design of a train information management system according to a second embodiment. Fig. Figure 11 is a flowchart showing the operation of a train information management device installed in a train 10a according to the second embodiment. Fig. Figure 12 is a flowchart showing the operation of a ground device according to the second embodiment. Fig. Figure 13 is a flowchart showing the operation of a train information management device installed in a train 10b according to the second embodiment. Description of the embodiments

[0009] A train information management device, a train information management system and a train information management method according to embodiments of the present disclosure are described in detail below with reference to the drawings. First embodiment.

[0010] Fig. Figure 1 is a first diagram showing an installation example for a train information management system 100 according to a first embodiment. Fig. Figure 2 is a diagram showing an exemplary embodiment of the train information management system 100 according to the first embodiment. The train information management system 100 comprises a train information management device 20, which is installed in a train 10, and a ground unit 50, which is installed on the ground.

[0011] Train 10 is equipped with the train information management device 20. Train 10 travels from left to right, as in the example of Fig. 1 is indicated by an arrow.

[0012] The train information management device 20 calculates the train's position. The train information management device 20 transmits the calculated position of the train 10 to the ground unit 50 via an antenna 30 and a base station 40. For communication between the train information management device 20 and the antenna 30, i.e., the base station 40, a public network can be used, for example, but the present invention is not limited to this.

[0013] Antenna 30 is connected to base station 40 and sends and receives signals to and from train information management device 20 when base station 40 communicates with train information management device 20. In the examples of Fig. 1 and Fig. 2 is an antenna 30 connected to the base station 40, but it is also possible for a large number of antennas 30 to be connected to the base station 40.

[0014] Base station 40 communicates with train information management device 20 via antenna 30. Base station 40 is connected to ground unit 50 via an internet connection or similar. Base station 40 transmits the train 10's position, as determined by train information management device 20, to ground unit 50 via antenna 30. When ground unit 50 sends control information, etc., for train 10 to train 10, base station 40 also sends identification information to base station 40. Consequently, train 10 receives the identification information of base station 40 along with the control information, etc., from ground unit 50 and can thus identify which base station 40 it is communicating with.

[0015] The ground unit 50 manages the operation of train 10 based on the train's position detected via antenna 30 and base station 40. The ground unit 50 displays the train's position based on its detected position. Fig. Figure 3 is a diagram showing an example of how the train's position is displayed by the ground unit 50 in the train information management system 100 according to the first embodiment. In the example from Fig. 3 indicates that the ground device 50, when train 10 travels from left to right, shows the fact that train 10 travels between station A and station B, i.e., train 10 travels from station A to station B. In the examples of Fig. 1 and Fig. 2. The ground unit 50 manages the operation of one train 10, but the present invention is not limited thereto. The ground unit 50 can manage the operation of a plurality of trains 10. The ground unit 50 can display the plurality of trains 10 on a display, as shown in Fig. 3 shown. In the examples of the Fig. 1 and Fig. 2. The ground unit 50 is connected to a base station 40, but the ground unit 50 can be connected to a variety of base stations 40, depending on a control area in which the ground unit 50 manages the operation of the train 10.

[0016] A station 60 is a place where train 10 can stop. Although in the example of Fig. Figure 1 shows a station 60, but there are actually multiple stations 60 where train 10 can stop. In general, multiple block sections are provided for station 60, and each block section contains a signal and multiple beacons. The block sections are designated as first block, second block, etc., in order of their proximity to station 60 in the direction of travel of train 10. The beacons are designated as a first beacon, a second beacon, etc., in order of their proximity to station 60 in each block section. The example in Figure 1 illustrates this. Fig. Figure 1 shows a first block 61, a second beacon 62 in the first block 61, and a signal 63 in the first block 61. The beacons that comprise the second beacon 62 in the first block 61 are, for example, existing beacons used in an automatic train stopping system (ATS-P), but are not limited to it.

[0017] In the present embodiment, the train information management device 20 installed in the train 10 corrects the calculated travel position of the train 10 based on position information of the station 60 during operation in which the train 10 stops at the stations 60 at a fixed frequency. Since the position of the station 60 is fixed, the train information management device 20 corrects the travel position of the train 10 using the position information for the station 60, which represents a travel position from a predetermined starting point relative to the station 60. The position information for the station 60 is, for example, the absolute mileage of a stopping destination of the train 10 at the station 60.The train information management device 20 can store the position information for station 60 in advance or acquire the position information for station 60 from the ground unit 50 via the antenna 30 and the base station 40. Fig. Figure 4 is a second diagram showing the installation example of the train information management system 100 according to the first embodiment. The difference to Fig. 1 consists of the fact that train 10 in Fig. 4 is stopped at station 60. For example, using the fact that train 10 is stopped at station 60 and the doors of train 10 are opened as a trigger, the train information management device 20 of train 10 corrects the travel position of train 10 based on the position data of station 60.

[0018] If, during an operation in which train 10 stops at stations 60 at the specified frequency, it passes the second beacon 62 in the first block 61, the train information management device 20 installed in train 10 stores combined information from information about the passed second beacon 62, the identification information of the base station 40 with which the train information management device 20 communicates, and information about the train 10's position. Subsequently, the train information management device 20 installed in train 10 corrects the calculated position of train 10 using the stored combined information during operation in which train 10 does not stop at stations 60 at the specified frequency.

[0019] If train 10 operates in a system where it stops at stations 60 at the specified frequency, it is operated as a service train. When operated as a service train, it functions, for example, as a local train, express train, or similar. If train 10 operates in a system where it stops at stations 60 at the specified frequency, it may not be able to stop at some stations 60 like an express train or similar. If train 10 operates in a system where it does not stop at stations 60 at the specified frequency, it is operated, for example, as a non-service train. When operated as a non-service train, it runs without passengers, for example, as an out-of-service train or similar.In this embodiment, an operation in which the train 10 does not stop at stations 60 at the specified frequency may include a freight train that does not carry passengers, a limited express train that can stop at stations 60 but stops at fewer stations 60, a group train that stops only at certain stations 60, etc. As a method for determining whether the train 10 is in an operation in which it stops at stations 60 at the specified frequency or in an operation in which it does not stop at stations 60 at the specified frequency, it is also possible to determine that the train 10 is in an operation in which it stops at stations 60 at the specified frequency if the train 10 stops at a certain percentage of the stations 60 in relation to the number of stations 60 provided on the route.

[0020] The following section describes in detail the design and operation of the train information management device 20. As in Fig. As shown in Figure 2, the train information management device 20 comprises a computer 21, a beacon information receiving unit 22, an on-board communication unit 23, a storage unit 24 and a correction control unit 25.

[0021] Computer 21 calculates the position of train 10 based on the number of wheel rotations of train 10. For example, computer 21 can calculate the position of train 10 by calculating a distance traveled by train 10 based on pulse information obtained from a tachogenerator installed on train 10 and adding the calculated distance to a starting position. A method for calculating the position of train 10 in computer 21 can be a typical method and is therefore not limited to any one specific method. In the following description, the position of train 10 calculated by computer 21 is sometimes referred to as an initial position.

[0022] The beacon information receiving unit 22 receives information from the beacons via a pickup coil or the like (not shown). In the example of Fig. 1. The beacon information receiving unit 22 receives a message from the second beacon 62 in the first block 61. This message contains information such as a number indicating the second beacon 62 in the first block 61. The first beacon (not shown) in the first block 61 is installed near the signal 63. A message from the first beacon in the first block 61 can change its content depending on a reading of the signal 63. In contrast, the message from the second beacon 62 in the first block 61 is a message with many fixed sections. The first block 61 is not only used for the Fig. The second beacon 62 in the first block 61 is provided not only for the station shown, but also for the other stations 60 where train 10 can stop. The number indicated by the second beacon 62 in the first block 61 is not unique to the second beacon 62 in the first block 61 installed for each station 60, and it is assumed to be a common number.

[0023] The onboard communication unit 23 transmits information about the train's position, etc., via antenna 30 and base station 40 to the ground unit 50, and transmits control information, etc., from the ground unit 50. At this time, the onboard communication unit 23 communicates with the ground-installed base station 40 and receives the identification information for the base station 40.

[0024] When train 10 passes a specific beacon, which is a fixed beacon, the storage unit 24 stores combined information consisting of information about the specific beacon that was passed, the identification information of the base station 40 with which the onboard communication unit 23 communicates, and information about the train 10's position. In this case, a specific beacon, which is a fixed beacon, is a fixed numbered beacon, counted from the beacon nearest to station 60 in a first block section provided for each station 60 where train 10 can stop. In the present embodiment, the specific beacon is the second beacon 62 in the first block 61. The information about the specific beacon is, as described above, the number displayed by the second beacon 62 in the first block 61.This means that when train 10 passes the second beacon 62 in the first block 61, the storage unit 24 stores combined information consisting of the number assigned to the second beacon 62 in the first block 61, the identification information for the base station 40 with which the onboard communication unit 23 communicates, and the information about the train 10's position, calculated by the computer 21. It is conceivable that the train information management device 20 communicates with two or more base stations 40 when train 10 passes the second beacon 62 in the first block 61. Therefore, the storage unit 24 can store identification information for a multitude of base stations 40 for a specific beacon as combined information. The storage unit 24 stores this information, i.e., the combined information, under the control of the correction control unit 25.In the following description, the travel position of train 10 stored in memory unit 24 is sometimes referred to as the second travel position.

[0025] When the train 10 passes over a specific beacon, which is a designated beacon, the correction control unit 25 stores in the storage unit 24 combined information from information about the designated beacon passed over, the identification information about the base station 40 with which the on-board communication unit 23 communicates, and information about the travel position of the train 10.If train 10 passes the designated beacon during an operation in which train 10 does not stop at stations 60 at the designated frequency, the correction control unit 25 corrects the first travel position, which is the travel position of train 10 calculated by computer 21, with the second travel position, which is the travel position of train 10 stored in memory unit 24, using the combined information stored in memory unit 24 based on the identification information of the base station 40 with which the onboard communication unit 23 communicates. The correction control unit 25 then executes a control action to send information about the corrected first travel position to the ground unit 50, which manages the operation of train 10 via the onboard communication unit 23.

[0026] During operation where the train 10 stops at stations 60 at the specified frequency, the correction control unit 25, in this embodiment, reacquires or updates combined information to be stored in the memory unit 24 and stores the combined information in the memory unit 24, while correcting the initial travel position, which is the travel position of the train 10 calculated by the computer 21, each time the train 10 stops at one of the stations 60, based on the position information for that station 60. During operation where the train 10 does not stop at stations 60 at the specified frequency, the correction control unit 25 corrects the initial travel position, which is the travel position of the train 10 calculated by the computer 21, using the combined information stored in the memory unit 24.If train 10 is in an operation where it stops at stations 60 at the specified frequency, train 10 is operated as a service train and is run as a local train, express train, or the like, as described above. If train 10 is in an operation where it does not stop at stations 60 at the specified frequency, train 10 is operated as a non-service train and is run as an out-of-service train or the like, as described above. An operation where train 10 does not stop at stations 60 at the specified frequency may include an operation where train 10 is run as a freight train, limited-express train, group train, or the like.

[0027] In the present embodiment, the correction control unit 25 can estimate the approximate position of the train 10 using the identification information of the base station 40, taking advantage of the fact that the identification information of each base station 40 is unique to that base station 40. However, a single base station 40 covers a large communication area. Therefore, the correction control unit 25 identifies a position within the communication area of ​​the base station 40 based on the position at which a message is received from the second beacon 62 in the first block 61.The correction control unit 25 then stores in the storage unit 24 a combination of information pieces consisting of the information for the specific beacon contained in the message received by the second beacon 62 in the first block 61, the identification information for the base station 40, and the train's position calculated by the computer 21 at that time. Thus, the correction control unit 25 stores in advance the combined information, as described above for the second beacon 62 in the first block 61, which is provided for each station 60 in the storage unit 24, so that the train's position can be corrected using the same number of combined pieces of information as there are stations 60.

[0028] Here, the train information management device 20 communicates with the base station 40 via the antenna 30. It is assumed that the base station 40 is not owned by a railway undertaking operating the train 10, but rather by a communications company. Therefore, the base station 40 with which the train information management device 20 communicates can be changed independently of the railway undertaking's intentions, for example, by replacing or adding a base station 40. In such a case, when the train 10 passes the second beacon 62 in the first block 61 before a particular station 60, the identification information for the base station 40 with which the train information management device 20 communicates will not match the identification information for the base station 40 stored by the train information management device 20 in the memory unit 24.This means that during operation in which the train 10 does not stop at stations 60 at the specified frequency, the train information management device 20 cannot correct the initial running position, which is the running position of the train 10 calculated by the computer 21 using the combined information stored in the memory unit 24. Therefore, in this embodiment, the correction control unit 25 updates the combined information stored in the memory unit 24 at specified intervals. These specified intervals are, for example, daily. If, for instance, the first operation of the day for the train 10 equipped with the train information management device 20 is as a commuter train, the correction control unit 25 updates the combined information stored in the memory unit 24 for a period during which the train 10 operates as the commuter train.

[0029] The operation of the train information management device 20 is described using a flowchart. Fig. Figure 5 is a first flowchart showing the operation of the train information management device 20 according to the first embodiment. In the train information management device 20, the computer 21 calculates the first travel position of the train 10 based on the number of wheel rotations of the train 10 (step S101). The beacon information receiving unit 22 receives information from a beacon (step S102). The onboard communication unit 23 communicates with the base station 40 and receives the identification information for the base station 40 (step S103). When the train 10 passes over a specific beacon, which is a designated beacon, the correction control unit 25 stores in the storage unit 24 combined information consisting of information about the specific beacon passed over, the identification information for the base station 40 with which the onboard communication unit 23 communicates, and information about the second travel position of the train 10 (step S104).

[0030] Fig. Figure 6 is a second flowchart showing the operation of the train information management device 20 according to the first embodiment. In the train information management device 20, the correction control unit 25 updates the combined information stored in the memory unit 24 (step S112) when the train 10 is operating in a mode where it stops at stations 60 at the specified frequency (step S111: Yes). When the train 10 stops at a station 60, the correction control unit 25 corrects the initial travel position, which is the travel position of the train 10 calculated by the computer 21 based on the position information for station 60 (step S113).If train 10 is operating in a manner where it does not stop at stations 60 at the specified frequency (step S111: No), the correction control unit 25 corrects the initial travel position, which is the travel position of train 10 calculated by computer 21, using the combined information stored in memory unit 24 (step S114). After step S113 or step S114, the onboard communication unit 23 transmits the corrected initial travel position to ground unit 50 under the control of the correction control unit 25 (step S115).

[0031] In the present embodiment, the train information management device 20 corrects the initial travel position, which is the travel position of the train 10 calculated by the computer 21, using the combined information when the train 10 is operating in a mode where it does not stop at stations 60 at the specified frequency. However, the present invention is not limited to this. In a case where the train 10 is operating in a mode where it stops at fewer stations 60, such as a limited-express train, the train information management device 20 can correct the initial travel position, which is the travel position of the train 10 calculated by the computer 21, based on the position information for the station 60 when the train 10 stops at a station 60.This means that if, during an operation in which the train 10 does not stop at stations 60 at the specified frequency, the train information management device 20 can perform the correction that is performed during an operation in which the train 10 stops at stations 60 at the specified frequency, the train information management device 20 can use the correction operation in combination.

[0032] In this embodiment, the information included in the combined information comprises information about a specific beacon being passed over, the identification information for the base station 40 with which the onboard communication unit 23 communicates, and information about the train's position when it passes over the specific beacon. However, the present invention is not limited to this. For example, information such as the direction of travel of the train 10 can also be included in the combined information.

[0033] In this embodiment, the specific beacon is the second beacon 62 in the first block 61, but is not limited to it. The specific beacon can, for example, be the second beacon in the second block (not shown). Furthermore, the specific beacon is not limited to a single beacon. A plurality of beacons can also be used as specific beacons.

[0034] The following describes the design and operation of the ground unit 50. As in Fig. As shown in Figure 2, the ground unit 50 comprises a ground communication unit 51 and a display unit 52.

[0035] The ground communication unit 51 communicates with the train information management device 20 via the base station 40 and the antenna 30 and receives information on a corrected first travel position, which is the travel position of the train 10 calculated by the computer 21 and corrected by the correction control unit 25 in the train information management device 20.

[0036] The display unit 52 shows the corrected initial driving position detected by the ground communication unit 51. As in Fig. As shown in 3, the display unit 52 indicates between which stations 60 the train 10 travels or at which station 60 the train 10 stops.

[0037] The operation of the ground unit 50 is described using a flowchart. Fig. Figure 7 is a flowchart illustrating the operation of the ground unit 50 according to the first embodiment. In the ground unit 50, the ground communication unit 51 communicates with the train information management device 20 via the antenna 30 and the base station 40 and receives the corrected first travel position from the train information management device 20 (step S201). The display unit 52 displays the corrected first travel position (step S202).

[0038] The following describes a hardware configuration of the train information management device 20 according to the first embodiment. In the train information management device 20, the beacon information receiving unit 22 is a communication device capable of receiving messages from the beacons. The onboard communication unit 23 is a communication device capable of communicating with the base station 40. The storage unit 24 is a memory. The computer 21 and the correction control unit 25 are implemented by a processing circuit. The processing circuit can be a memory that stores a program and a processor that executes the program stored in memory, or it can be dedicated hardware. The processing circuit is also referred to as a control circuit.

[0039] Fig. Figure 8 is a diagram showing an example of an embodiment of the processing circuit 90 when the processing circuit of the train information management device 20 according to the first embodiment is implemented by a processor 91 and a memory 92. The in Fig. The processing circuit 90 shown in Figure 8 is a control circuit and comprises the processor 91 and the memory 92. When the processor 91 and the memory 92 form the processing circuit 90, the functions of the processing circuit 90 are implemented by software, firmware, or a combination of both. The software or firmware is described as a program and stored in the memory 92. In the processing circuit 90, the processor 91 reads the program stored in the memory 92 and executes it, thereby implementing the functions. That is, the processing circuit 90 includes the memory 92 for storing the program that leads to the execution of processing in the train information management device 20. This program can be described as the program that causes the train information management device 20 to execute the functions implemented by the processing circuit 90.This program can be provided via a storage medium on which the program is stored, or it can be provided via another means, such as a communication medium.

[0040] The above program can be described as a program that causes the train information management device 20 to perform the following: a first step in which the computer 21 calculates the initial travel position of the train 10 based on the number of wheel rotations of the train 10; a second step in which the beacon information receiving unit 22 receives information from a beacon; a third step in which the onboard communication unit 23 communicates with the ground-installed base station 40 and acquires the identification information for the base station 40;and a fourth step in which, when the train 10 passes over a specific beacon, which is a designated beacon, the correction control unit 25 stores combined information from information about the designated beacon passed over, the identification information about the base station 40 with which the on-board communication unit 23 communicates, and information about the second travel position of the train 10 in the storage unit 24, and during an operation in which the train 10 does not stop at the stations 60 at the designated frequency, the correction control unit 25 corrects the first travel position with the second travel position using the combined information when the train 10 passes over the specific beacon.

[0041] The processor 91 here is, for example, a central processing unit (CPU), a processing device, an arithmetic device, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. The memory 92 corresponds, for example, to a non-volatile or volatile semiconductor memory such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable ROM (EPROM), or electrical EPROM (EEPROM) (registered trademark), or a magnetic disc, a flexible disc, an optical disc, a compact disc, a mini-disc, a digital versatile disc (DVD), or the like.

[0042] Fig. Figure 9 is a diagram showing an example of an embodiment of the processing circuit 93 when the processing circuit of the train information management device 20 according to the first embodiment is implemented by dedicated hardware. The in Fig. The processing circuit 93 shown in Figure 9 corresponds, for example, to a single circuit, a combined circuit, a programmed processor, a parallel programmed processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof. The processing circuit 93 can be implemented partly by dedicated hardware and partly by software or firmware. Thus, the processing circuit 93 can implement the functions described above using dedicated hardware, software, firmware, or a combination thereof.

[0043] A hardware configuration of the ground unit 50 is described. Within the ground unit 50, the ground communication unit 51 is a communication device capable of communicating with the base station 40. The display unit 52 is a display that shows the travel position of the train 10, etc., using a liquid crystal display (LCD) or similar technology.

[0044] As described above, according to this embodiment, when the train 10 passes a specified beacon, which is a specific beacon, the train information management device 20 stores combined information from information about the specific beacon passed over, the identification information about the base station 40 with which the on-board communication unit 23 communicates, and information about the travel position of the train 10.If train 10 passes the specific beacon during an operation in which train 10 does not stop at stations 60 at the specified frequency, the train information management device 20 corrects the first travel position, which is the travel position of train 10 calculated by computer 21, with the second travel position, which is the travel position of train 10 stored in memory unit 24, using the combined information stored in memory unit 24 based on the identification information of the base station 40 with which the onboard communication unit 23 communicates. Consequently, the train information management device 20 can also reduce errors in the route of train 10 during an operation in which train 10 does not stop at stations 60 or stops at fewer stations 60.

[0045] Furthermore, the ground unit 50 can also accurately display the travel position of train 10 during operation in which train 10 does not stop or stops at fewer stations 60 by recording the corrected travel position of train 10. Second embodiment.

[0046] In the first embodiment, it is assumed that a service train is initially operated like a local train so that the train information management device 20 receives combined information, which is stored in the storage unit 24. A second embodiment describes a case in which the train information management device 20, installed in one train, acquires combined information received from the train information management device 20, installed in another train, via a ground device.

[0047] Fig. Figure 10 is a diagram of an exemplary embodiment of a train information management system 100a according to the second embodiment. The train information management system 100a comprises the train information management device 20, which is installed in a train 10a, the train information management device 20, which is installed in a train 10b, and a ground unit 50a, which is installed on the ground. The embodiment of the train information management devices 20, which are shown in Figure 10, is described in Figure 10. Fig. The design of the train information management device 20, which is installed in train 10a and 10b as shown in the diagram, is the same as that of the train information management device 20, which is installed in train 10 of the diagram shown in the diagram. Fig. The first embodiment shown in section 2 is installed. In the following description, train 10a is sometimes referred to as a first train and train 10b as a second train.

[0048] The ground unit 50a comprises the ground communication unit 51, the display unit 52, and a transmission control unit 53. The ground unit 50a is formed by adding the transmission control unit 53 to the ground unit 50 of the first embodiment, which is described in Fig. The transmission control unit 53 performs the control to deliver combined information, as shown in Figure 2.

[0049] In this embodiment, the correction control unit 25 of the train information management device 20, installed in the train 10a, during an operating mode in which the train 10a stops at stations 60 at a fixed frequency, acquires or updates combined information to be stored in the storage unit 24, and stores the combined information in the storage unit 24 while correcting an initial travel position, which is the travel position of the train 10a calculated by the computer 21, each time the train 10a stops at one of the stations 60 based on position information about the station 60, and furthermore performs a control to send the combined information stored in the storage unit 24 to the ground device 50a via the on-board communication unit 23.During operation in which train 10a does not stop at stations 60 at the specified frequency, the correction control unit 25 of the train information management device 20, which is installed in train 10a, corrects the first driving position, which is the driving position of train 10a calculated by computer 21, using the combined information stored in the storage unit 24.

[0050] The ground communication unit 51 of the ground device 50a receives the combined information from the train information management device 20 of the train 10a via an antenna 30a and a base station 40a. The transmission control unit 53 performs a control operation to transmit the combined information received by the ground communication unit 51 from the ground communication unit 51. The ground communication unit 51 delivers the combined information via a base station 40b and an antenna 30b to the train information management device 20 installed in the train 10b.

[0051] The correction control unit 25 of the train information management device 20, which is installed in the train 10b, acquires the combined information received in the train 10a from the ground device 50a via the on-board communication unit 23, and stores the combined information in the storage unit 24 and corrects an initial travel position, which is the travel position of the train 10b calculated by the computer 21, using the combined information stored in the storage unit 24 during an operation in which the train 10b does not stop at the stations 60 at the specified frequency.

[0052] Fig. Figure 11 is a flowchart showing the operation of the train information management device 20, which is installed in the train 10a according to the second embodiment. The operation up to step S104 is the same as the operation of the train information management device 20 of the first embodiment, which is in Fig. Figure 5 shows that in the train information management device 20, which is installed in the train 10a, the onboard communication unit 23 transmits the combined information stored in the storage unit 24 to the ground unit 50a under the control of the correction control unit 25 (step S121). The subsequent operation of the train information management device 20, which is installed in the train 10a, is the same as the operation of the train information management device 20 of the first embodiment, which is shown in the flowchart of Fig. 6 is shown.

[0053] Fig. Figure 12 is a flowchart illustrating the operation of the ground unit 50a according to the second embodiment. In the ground unit 50a, the ground communication unit 51 receives the combined information from the train information management device 20, which is installed in the train 10a (step S211). The ground communication unit 51 transmits the combined information to the train information management device 20, which is installed in the train 10b, under the control of the transmission control unit 53 (step S212). The ground unit 50a performs the same operation as the ground unit 50 of the first embodiment, which is shown in the flowchart of Figure 12. Fig. 7 is shown, in addition to the operation of the in Fig. 12 flowcharts shown.

[0054] Fig. Figure 13 is a flowchart illustrating the operation of the train information management device 20, which is installed in the train 10b according to the second embodiment. In the train information management device 20, the onboard communication unit 23 receives the combined information received in the train 10a from the ground unit 50a via the base station 40b and the antenna 30b (step S131). The correction control unit 25 stores the combined information received by the onboard communication unit 23 in the storage unit 24 (step S132). During operation in which the train 10b does not stop at the stations 60 at the set frequency, the correction control unit 25 corrects the initial travel position, which is the travel position of the train 10b calculated by the computer 21, using the combined information (step S133).The onboard communication unit 23 sends the corrected first driving position under the control of the correction control unit 25 to the ground unit 50a (step S134).

[0055] In the present embodiment, a case has been described in which the ground unit 50a delivers the combined information received from the train information management device 20 installed in train 10a to the train information management device 20 installed in train 10b. However, the delivery target of the ground unit 50a is not limited to a single train information management device 20. The ground unit 50a can deliver the combined information received from the train information management device 20 installed in train 10a to the train information management devices 20 installed in a plurality of trains 10b.In a case where a plurality of trains 10a are operated to travel on their respective journey segments into which a route is divided, the transmission control unit 53 of the ground device 50a can perform a control to acquire combined information about each journey segment from the individual train information management devices 20 installed in the plurality of trains 10a, combine the combined information about each journey segment to generate combined information about the entire route, and deliver the generated combined information about the entire route.

[0056] In the example of Fig.10 uses the ground unit 50a when the ground unit 50a delivers the combined information to each train information management device 20 installed in train 10b, using the same base station 40b as the base station 40a used when the combined information is acquired by the train information management device 20 installed in train 10a, but the present invention is not limited to this. For example, if the positions of trains 10a and 10b are close to each other, the ground unit 50a can deliver the combined information to each train information management device 20 installed in train 10b, using the same base station 40a as the base station 40a used when the combined information has been acquired by the train information management device 20 installed on train 10a.

[0057] A hardware configuration of the ground unit 50a is described. In the ground unit 50a, the ground communication unit 51 is a communication device capable of communicating with the base stations 40a and 40b. The display unit 52 is a display that shows the travel positions of the trains 10a and 10b, etc., using an LCD or similar display. The transmission control unit 53 is implemented by a processing circuit. The processing circuit can be a memory in which a program is stored and a processor that executes the program stored in the memory, or dedicated hardware. The processing circuit is also referred to as a control circuit.

[0058] As described above, the train information management device 20 installed in train 10b, according to the present embodiment, can acquire combined information received from the train information management device 20 installed in the other train 10a and use the combined information to correct the travel position of train 10b. Accordingly, when train 10b is operated as a freight train, limited express train, or the like, the train information management device 20 installed in train 10b can correct the travel position of train 10b by acquiring combined information from the train information management device 20 installed in train 10a, which is operated as a commuter train or the like, without train 10b having to travel on a planned route and acquire combined information prior to actual operation.A railway undertaking that operates trains 10a and 10b and others does not need to run train 10b for the purpose of collecting combined information and can therefore operate trains 10a and 10b efficiently.

[0059] The embodiments described above represent an example and can be combined with other known prior art. The embodiments can be combined with one another. The embodiments can be partially omitted or modified without abandoning the inventive concept. Reference symbol list

[0060] 10, 10a, 10b Train; 20 Train information management device; 21 Computer; 22 Beacon information receiving unit; 23 On-board communication unit; 24 Storage unit; 25 Correction control unit; 30, 30a, 30b Antenna; 40, 40a, 40b Base station; 50, 50a Ground unit; 51 Ground communication unit; 52 Display unit; 53 Transmission control unit; 60 Station; 61 First block; 62 Second beacon; 63 Signal; 100, 100a Train information management system. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2002-145070

[0004]

Claims

[1] Train information management device, comprising: a calculator for calculating a first travel position of a train based on the number of wheel revolutions of the train; a beacon information receiving unit for receiving information from a beacon; an on-board communication unit for communicating with a ground-mounted base station and for acquiring identification information about the base station; a storage unit for storing combined information when the train passes a specific beacon, which is the specified beacon, from combined information of information on the specified beacon that was passed over, the identification information on the base station with which the on-board communication unit communicates, and information on a second running position of the train; and a correction control unit for correcting the first running position with the second running position using the combined information when the train passes the specific beacon during an operation in which the train does not stop at stations at a specified frequency. [2] Train information management device according to claim 1, wherein the specific beacon in a specified block section provided for each station at which the train may stop is a specified number beacon counted from a beacon nearest to the station, and during an operation in which the train stops at the stations at the specified frequency, the correction control unit re-acquires or updates the combined information and stores the combined information in the storage unit while correcting the first running position each time the train stops at one of the stations based on position information about the station, and during an operation in which the train does not stop at the stations at the specified frequency, the correction control unit corrects the first running position using the combined information. [3] The train information management apparatus according to claim 2, wherein, during an operation in which the train stops at the stations at the set frequency, the correction control unit further executes control to send the combined information to a ground device that manages an operation of the train via the on-board communication unit. [4] Train information management device according to claim 1, wherein the specific beacon in a specified block section provided for each station at which the train may stop is a specified number beacon counted from a beacon nearest to the station, and the correction control unit acquires the combined information obtained in another train from a ground device that manages an operation of the train via the on-board communication unit, and stores the combined information in the storage unit, and corrects the first running position using the combined information during an operation in which the train does not stop at the stations at the specified frequency. [5] The train information management apparatus according to any one of claims 1 to 4, wherein the correction control unit updates the combined information stored in the storage unit at predetermined intervals. [6] The train information management apparatus according to any one of claims 1 to 5, wherein the correction control unit executes control to send information on the corrected first running position to a ground device that manages an operation of the train via the on-board communication unit. [7] Train information management system, comprising: a train information management device for calculating the running position of a train; and a ground support unit for managing operation of the train, wherein the train information management device comprises: a calculator for calculating a first travel position of the train based on the number of wheel revolutions of the train; a beacon information receiving unit for receiving information from a beacon; an on-board communication unit for communicating with a ground-mounted base station and for acquiring identification information about the base station; a storage unit for storing combined information when the train passes a specific beacon, which is the specified beacon, from combined information of information on the specified beacon that was passed over, the identification information of the base station with which the on-board communication unit communicates, and information on a second running position of the train; and a correction control unit for correcting the first running position with the second running position using the combined information when the train passes the specific beacon during an operation in which the train does not stop at stations at a specified frequency, and for executing a control to send the corrected first running position to the ground equipment via the on-board communication unit, the ground support equipment comprises: a ground communication unit for communicating with the train information management device to the base station and acquiring information on the corrected first running position; and a display unit for showing the corrected first travel position. [8] Train information management system according to claim 7, wherein in a specified block section provided for each station at which the train may stop, there is a specified number beacon counted from a beacon nearest to the station, a first train and a second train are each equipped with the train information management device, the ground device further comprises a transmission control unit for executing a control for transmitting the combined information, During an operation in which the first train stops at the stations at the specified frequency, the correction control unit of the train information management device installed in the first train re-acquires or updates the combined information and stores the combined information in the storage unit, while correcting the first running position each time the first train stops at one of the stations based on position information about the station, and further executes control to send the combined information to the ground equipment via the on-board communication unit; and during an operation in which the first train does not stop at the stations at the specified frequency, the correction control unit of the train information management device installed in the first train corrects the first running position using the combined information. the transmission control unit of the ground equipment executes a control to transmit the combined information from the train information management device of the first train, which was acquired by the ground communication unit, from the ground communication unit to the train information management device installed in the second train, and the correction control unit of the train information management device installed in the second train acquires the combined information obtained in the first train from the ground equipment via the on-board communication unit and stores the combined information in the storage unit, and corrects the first running position using the combined information during an operation in which the second train does not stop at the stations at the specified frequency. [9] A train information management method for a train information management device, the method comprising: a first step of calculating a first running position of a train based on the number of wheel revolutions of the train by a computer; a second step of receiving information from a beacon by a beacon information receiving unit; a third step of communicating with a ground-installed base station through an on-board communication unit and acquiring identification information about the base station through the on-board communication unit; and a fourth step of storing, in a storage unit, by a correction control unit, combined information of information on the specified beacon that has been passed over, the identification information on the base station with which the on-board communication unit communicates, and information on a second running position of the train, when the train passes over a specific beacon that is the specified beacon, and correcting, by the correction control unit, the first running position with the second running position using the combined information when the train passes over the specific beacon during an operation in which the train does not stop at stations at a specified frequency. [10] A train information management method according to claim 9, wherein in a specified block section provided for each station at which the train may stop, there is a specified number beacon counted from a beacon nearest to the station, and in the fourth step, an operation in which the train stops at the stations at the set frequency, the correction control unit re-acquires or updates the combined information and stores the combined information in the storage unit, while correcting the first running position each time the train stops at one of the stations based on position information of the station, and during an operation in which the train does not stop at the stations at the set frequency, the correction control unit corrects the first running position using the combined information. [11] The train information management method according to claim 10, wherein in the fourth step, during an operation in which the train stops at the stations at the set frequency, the correction control unit further executes control to send the combined information to a ground device that manages an operation of the train via the on-board communication unit. [12] A train information management method according to claim 9, wherein the specific beacon in a specified block section provided for each station at which the train may stop is a specified number beacon counted from a beacon nearest to the station, and in the fourth step, the correction control unit acquires the combined information obtained in another train from a ground device that manages an operation of the train via the on-board communication unit, and stores the combined information in the storage unit, and corrects the first running position using the combined information during an operation in which the train does not stop at the stations at the specified frequency. [13] The train information management method according to any one of claims 9 to 12, wherein in the fourth step, the correction control unit updates the combined information stored in the storage unit at predetermined intervals. [14] The train information management method according to any one of claims 9 to 13, wherein in the fourth step, the correction control unit executes control to send information on the corrected first running position to a ground device that manages an operation of the train via the on-board communication unit.

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