Forward monitoring system and forward monitoring method

Abstract

This forward monitoring system is for a train that runs on a track, and is provided to improve the safety and stability of an entire system by detecting an obstacle or the like in the vicinity of the track that is in front of an oncoming train by using a last-car forward monitoring device which is not normally used on the railroad. A train is provided with a forward monitoring device for each of the first car and the last car, and a communication device for communicating with another train or a ground-side facility. The forward monitoring device of the last car acquires information related to an oncoming train and generates monitoring information, and the communication device transmits the monitoring information to the oncoming train.

Description

Forward monitoring system and forward monitoring method

[0001] The present invention relates to a forward monitoring system and a forward monitoring method that are applied to a moving body such as a railway.

[0002] For each train on a line that operates according to a predetermined train schedule, a forward monitoring device can be installed in the train's driver's cab to monitor the train's direction of travel. The objects to be monitored include detecting obstacles such as people and vehicles, recognizing traffic signals and their indications, and detecting abnormalities such as fires near the tracks.

[0003] Conventional forward monitoring devices only monitor the direction of train travel, and do not need to monitor directions other than the direction of train travel (hereinafter referred to as "rear"). However, it is useful to monitor this rearward direction and share the monitoring results with other devices, including equipment installed on other trains. Hereinafter, a forward monitoring device installed in a cab in the direction of travel will be defined as the "forward monitoring device of the leading car," and a forward monitoring device installed in a cab in the direction other than the direction of travel (i.e., the rear car) will be defined as the "forward monitoring device of the rear car."

[0004] Several methods for sharing the results of rearward monitoring with other devices, including other trains, have been proposed. For example, Patent Document 1 describes a technology in which "an information notification device that notifies object information about objects present outside a moving body includes a detection result information acquisition means that acquires detection result information about objects present around a backward moving body from a backward moving body that moves in the opposite direction to the moving body along the moving path of the moving body, and a notification means that notifies passengers of the moving body of object information about the object corresponding to the detection result information acquired by the detection result information acquisition means." Additionally, as a variation, a technology is described in which "an oncoming vehicle is equipped with object detection means that detects objects present behind the oncoming vehicle."

[0005] Patent No. 6599387

[0006] Patent Document 1 discloses a method in which an oncoming vehicle transmits an object detected by the oncoming vehicle to a moving body traveling in the opposite direction to the oncoming vehicle. The method disclosed in Patent Document 1 is useful for systems such as automobiles, which have a shorter braking distance than trains and can avoid collisions by steering. However, problems remain when applied to systems such as trains, which have a longer braking distance of several hundred meters and cannot avoid collisions by steering.

[0007] For example, even if a train acquires information about an oncoming train from another train and its possible stopping position is outside the position of the oncoming train at that time, there is a possibility that the possible stopping position may become inside the position of the oncoming train while the train is processing the information about the oncoming train. In this case, the train itself will not be able to avoid a collision with the oncoming train.

[0008] Furthermore, since the train's forward monitoring device monitors the area ahead of the train, acquiring and processing information about the oncoming train may place a strain on the processing load of the forward monitoring device. As mentioned above, since the braking distance on railways is long, at several hundred meters, high-resolution sensors are generally required. It is also necessary to consider that the transmission and processing of such sensor information takes time.

[0009] In addition, it has been suggested that a moving body moving in the opposite direction should only observe the area around the moving body moving in the opposite direction, but by observing not only the area around it but also the area in the distance, the moving body can, for example, increase the possibility of stopping on the outside of an object. Also, the operating mode when trains are coupled together has not been taken into consideration, so there is a possibility that the device on the coupled side will always detect an object.

[0010] In order to solve the above problems, one representative forward monitoring system of the present invention is a forward monitoring system for a train running on a track, in which the train is equipped with a forward monitoring device in each of the leading and trailing cars and a communication device for communicating with other trains or ground-side equipment, the forward monitoring device in the trailing car acquires information related to the oncoming train and generates monitoring information, and the communication device transmits the monitoring information to the oncoming train.

[0011] According to the present invention, the safety and stability of the entire system can be improved by detecting obstacles near the track ahead of an oncoming train using a front monitoring device on the rear vehicle, which is not usually used on railways. Problems, configurations, and effects other than those described above will become clear from the description of the following embodiments.

[0012] FIG. 1 is a block diagram showing a schematic configuration of a forward monitoring system according to a first embodiment of the present invention. FIG. 2 is a block diagram showing a schematic configuration of a forward monitoring system including a ground control device according to a second embodiment of the present invention. FIG. 3 is a block diagram showing a modified configuration of a forward monitoring device on the train. FIG. 4 is a block diagram showing another modified configuration of a forward monitoring device on the train. FIG. 5 is a flowchart showing an example of operation mode determination by the forward monitoring system according to the present invention. FIG. 6 is a diagram showing that an obstacle can be detected by the forward monitoring device of the rear vehicle of a train when a building is present in a curved section of the track. FIG. 7 is a diagram showing that an obstacle can be detected by the forward monitoring device of the rear vehicle of a train when a train is located in a curved section of the track. FIG. 8 is a flowchart showing an example of a processing mode when the forward monitoring device of the rear vehicle of a train detects an obstacle near the track ahead of an oncoming train. FIG. 9 is a diagram showing that the signal aspects of distant ground signals on the curved section of the track can be recognized by the forward monitoring device of the rear vehicle of a train. FIG. 10 is a flowchart showing an example of a processing mode when a front monitoring device of a rear vehicle of a train detects a signal for an oncoming train ahead of the oncoming train and recognizes the signal aspect.

[0013] Hereinafter, with reference to the drawings, a first embodiment and a second embodiment will be described as modes for carrying out the present invention. Note that the present invention is not limited to these examples. In addition, in the drawings, the same parts are denoted by the same reference numerals.

[0014] 1 is a block diagram showing a schematic configuration of a forward monitoring system according to a first embodiment of the present invention. A train 100 and an oncoming train 101 run on a track 108 with different tracks. Each of the train 100 and the oncoming train 101 is equipped with a forward monitoring device 102 in the leading car and a forward monitoring device 103 in the trailing car, and can monitor the outside of the train (the direction of train travel and the direction opposite to the direction of train travel).

[0015] The front monitoring device 102 of the leading car and the front monitoring device 103 of the trailing car each include an on-board control unit 104, a sensor unit 105, and an on-board wireless communication unit 106. External environment information acquired by the sensor unit 105 is processed by the on-board control unit 104, and the processed results are used for train control and can also be transmitted to other devices via the on-board wireless communication unit 106.

[0016] The sensor unit 105 may be, for example, a camera, a light detection and ranging (LIDAR), a millimeter wave radar, or a global navigation satellite system (GNSS). Furthermore, the camera may be, for example, a monocular camera, a stereo camera, or an infrared camera. These sensors may be used singly or in combination.

[0017] In the first embodiment, the forward monitoring device 103 of the rear vehicle of the train 100 and the forward monitoring device 102 of the lead vehicle of the oncoming train 101 transmit and receive a vehicle-to-vehicle telegram 107 using the on-board wireless communication unit 106. The vehicle-to-vehicle telegram 107 includes, for example, control information, train position information, train speed information, and the like, which will be described later, as monitoring information from the forward monitoring devices (102, 103).

[0018] Here, the types of control information include commands for the oncoming train 101 to make an emergency stop, apply a regular brake, cut off powering, slow down to a stoppable speed, run normally, and no command. For example, by transmitting an emergency stop command as control information, the oncoming train 101 can stop quickly.

[0019] Furthermore, the control information preferably includes the type of detected object and its location. The term "object" here refers to an object that includes obstacles and signals, which are ground facilities installed for railway operation, and indicates an object that exists within the structure gauge range on the track or its surroundings, or an object that is expected to enter the structure gauge range or its surroundings. Note that it is preferable that the object does not include the aforementioned ground facilities that are not used to control oncoming trains, etc. (for example, station platforms, equipment boxes, etc.).

[0020] 2 is a block diagram showing a schematic configuration of a forward monitoring system including a ground control device according to a second embodiment of the present invention. The second embodiment differs from the first embodiment in the configuration for performing vehicle-to-vehicle communication via the ground control device. The ground control device 200 includes a ground control unit 201 and a ground wireless communication unit 202, and can grasp information about a plurality of trains. Here, the train information includes, for example, train position, train speed, and stopping limit point.

[0021] In the second embodiment, the forward monitoring device 103 of the rear vehicle of the train 100 and the forward monitoring device 102 of the lead vehicle of the oncoming train 101 transmit and receive a ground-to-vehicle telegram 203 via a ground wireless communication unit 202 using an on-board wireless communication unit 106. The ground-to-vehicle telegram 203 includes, for example, the above-mentioned control information, train position information, train speed information, etc. as monitoring information from the forward monitoring devices (102, 103), similar to the vehicle-to-vehicle telegram 107 shown in Fig. 1 .

[0022] Figures 3 and 4 are block diagrams showing modified configurations of the on-board forward monitoring device. Unlike the forward monitoring devices (102, 103) of Example 1 shown in Figure 1 and Example 2 shown in Figure 2, Figure 3 shows a configuration in which the on-board control units in the cabs of the front and rear vehicles are connected, while Figure 4 shows a configuration in which the on-board control unit 104 and the on-board wireless communication unit 106 are mounted in only the cab of either the front or rear vehicle. If the configuration shown in Figure 3 or Figure 4 is acceptable, such a configuration may be adopted. However, the configuration shown in Figure 4 must be applied after confirming whether the processing loads of both the front and rear vehicles are sufficient to respond in time.

[0023] 1 to 4, the forward monitoring devices (102, 103) include the on-board wireless communication unit 106, but this configuration is not essential. In that case, the forward monitoring devices (102, 103) can also communicate with other forward monitoring devices via external devices such as a CBTC on-board control unit or a vehicle information control unit (not shown).

[0024] Next, an embodiment of control by the forward monitoring system according to the first and second embodiments of the present invention will be described with reference to Fig. 5 to Fig. 10. Fig. 5 is a flowchart showing an example of an operation mode determination by the forward monitoring system according to the present invention. The processing entity of each of the following processing steps is the on-board control unit 104 of the forward monitoring device (102, 103), and therefore the description of the entity will be omitted below.

[0025] In step 500 (S500), in order to determine the operation mode of the own device, it is determined whether the own device is on the coupling side. The determination method may be, for example, counting the number of LIDAR point clouds within a specified distance, or determining whether an object is present within a specified distance using a camera. Alternatively, information regarding coupling may be acquired from the train side. If the own device is on the coupling side (Yes), proceed to step 501 (S501). If the own device is not on the coupling side (No), proceed to step 502 (S502).

[0026] In step 501 (S501), the system transitions to the coupling mode. In this coupling mode, the monitoring results of the forward monitoring device are not transmitted to other devices. After step 501 (S501) is executed, the process ends.

[0027] In step S502, it is determined whether the device is located in the direction of travel of the train. The determination method may use, for example, GNSS information, or SLAM (Simultaneous Localization and Mapping) or the like to determine the direction. Alternatively, information from the forward / reverse switch on the train may be acquired. If the device is located in the direction of travel of the train (Yes), the process proceeds to step 503 (S503). If the device is not located in the direction of travel of the train (No), the process proceeds to step 504 (S504).

[0028] In step 503 (S503), the mode is changed to a forward monitoring mode, in other words, a monitoring mode by the forward monitoring device of the leading vehicle. After step 503 (S503) is executed, the present process is terminated.

[0029] In step 504 (S504), the mode is changed to a rear monitoring mode, in other words, a monitoring mode using the front monitoring device of the rear vehicle. After step 504 (S504) is executed, the present process is terminated.

[0030] Furthermore, after executing the process of the flowchart shown in Fig. 5, consistency may be checked between the monitoring devices. For example, if there are multiple monitoring devices in the same train that are in forward monitoring mode, error information may be output. In this case, once the transition mode is confirmed, it may be held until the train stops, or if information on the forward / reverse switch can be obtained, it may be held until that information changes.

[0031] Next, we will explain how the forward monitoring device on the rear car of a train enhances safety by detecting obstacles near the track ahead of oncoming trains. The monitoring range of the forward monitoring device on the lead car of a train is limited when the field of view is obstructed by a building on a curved section of the track or a train on another track. Therefore, even if an obstacle is detected when the field of view is cleared, it may be too late to stop the train in front of the obstacle. Therefore, by having the forward monitoring device on the rear car of an oncoming train transmit its detection results to the forward monitoring device on the lead car of the train, the probability of the train stopping in front of the obstacle can be increased.

[0032] Figure 6 is a diagram showing that an obstacle 204 can be detected by the forward monitoring device of the rear vehicle of the train 100 when a building 205 is present in a curved section of the track. The area surrounded by the dotted line in Figure 6 is the monitoring range of the forward monitoring device of the lead vehicle of the oncoming train 101, but the obstacle 204 near the track cannot be detected because it is blocked by the building 205 in the curved section of the track. On the other hand, the monitoring range of the forward monitoring device of the rear vehicle of the train 100 is the range surrounded by the dashed line in Figure 6, so this obstacle 204 can be detected.

[0033] 7 is a diagram showing that an obstacle 204 can be detected by the forward monitoring device of the rear vehicle of the train 100 when the train 100 is located on a curved section of the track. The area surrounded by the dotted line in Fig. 7 is the monitoring range of the forward monitoring device of the lead vehicle of the oncoming train 101, but the obstacle 204 near the track cannot be detected because it is blocked by the train 100 approaching from the curved section of the track. On the other hand, the monitoring range of the forward monitoring device of the rear vehicle of the train 100 is the range surrounded by the dashed line in Fig. 7, so this obstacle 204 can be detected.

[0034] 8 is a flowchart showing an example of a processing mode when the front monitoring device 103 of the rear vehicle of the train 100 detects an obstacle near the track ahead of the oncoming train 101. The main processing entity for each of the following processing steps is the on-board control unit 104 of the front monitoring device 103 of the rear vehicle of the train 100, and therefore the main processing entity will not be described below.

[0035] In step 600 (S600), it is determined whether or not there is an obstacle (obstacle 204 in FIG. 6 and FIG. 7) near the track ahead of the oncoming train 101. If there is an obstacle (Yes), the process proceeds to step 601 (S601), and if there is no obstacle (No), the process proceeds to step 607 (S607).

[0036] In step 601 (S601), it is determined whether the distance between the oncoming train 101 and the obstacle is less than threshold A. If it is less than threshold A (Yes), the process proceeds to step 602 (S602), and if it is equal to or greater than threshold A (No), the process proceeds to step 603 (S603).

[0037] In step 602 (S602), an emergency stop command is transmitted to the oncoming train 101. After step 602 (S602) is executed, this process ends.

[0038] In step 603 (S603), it is determined whether the distance between the oncoming train 101 and the obstacle is less than threshold B (where threshold A<threshold B). If it is less than threshold B (Yes), the process proceeds to step 604 (S604), and if it is equal to or greater than threshold B (No), the process proceeds to step 605 (S605).

[0039] In step 604 (S604), a service brake output command is transmitted to the oncoming train 101. After step 604 (S604) is executed, this process ends.

[0040] In step 605 (S605), it is determined whether the distance between the oncoming train 101 and the obstacle is less than threshold C (where threshold C is less than threshold C). If it is less than threshold C (Yes), the process proceeds to step 606 (S606), and if it is equal to or greater than threshold C (No), the process proceeds to step 607 (S607).

[0041] In step 606 (S606), a powering cutoff command is transmitted to the oncoming train 101. After step 606 (S606) is executed, this process ends.

[0042] In step 607 (S607), a normal running command is transmitted to the oncoming train 101. After step 607 (S607) is executed, this process is terminated.

[0043] In the above-described step 601 (S601), step 603 (S603), and step 605 (S605), it is desirable that the threshold values ​​(A, B, and C9) be variable depending on the speed of the oncoming train 101.

[0044] The position information, speed information, etc. of the oncoming train 101 may be received from the oncoming train 101 via a vehicle-to-vehicle telegram 107, or may be received via a ground-to-vehicle telegram 203 via a ground control device 200, or information obtained when the oncoming train 101 is detected by the forward monitoring device 102 of the leading vehicle may be used.

[0045] Furthermore, the forward monitoring device 103 of the rear vehicle may, based on the position information and speed information of the oncoming train 101 acquired by the train 100, preferentially process and transmit information about objects that are at a distance that cannot be detected by the oncoming train 101 or that are in a blind spot from the oncoming train 101. An example of the former is, for example, when the detection distance is about 300 m, preferentially processing and transmitting information about objects that are located inside the detection distance from the oncoming train 101.

[0046] Furthermore, the forward monitoring device 103 of the rear vehicle needs to recognize the course information and route information of the oncoming train 101 with respect to the location near the track of the oncoming train 101. The above-mentioned information may be received from the oncoming train 101 via a vehicle-to-vehicle telegram 107, may be received via a ground-to-vehicle telegram 203 via the ground control device 200, or may be determined by the forward monitoring device 103 of the rear vehicle itself.

[0047] The method of determination is obvious in the case of a single track (a single track section, but with double tracks near the station and trains stopped at the station, etc.), but in the case of a double track, it is sufficient to recognize tracks other than the train's own track. It is also effective to use information such as driving on the left or right side of the road. Note that if route information and path information are clear from train timetables and signal control, that information may be used. This also applies in environments such as quadruple tracks.

[0048] Next, we will explain how the front monitoring device of the rear car of a train can recognize the signal aspects of wayside signals ahead of oncoming trains, thereby improving safety. Figure 9 is a diagram showing that of wayside signals (hereinafter simply referred to as "signals") 206 and 207 located in a curved section of the track, the signal aspect of signal 207, which is farther away, can be recognized by the front monitoring device of the rear car of train 100.

[0049] The area surrounded by the dotted line in Figure 9 is the monitoring range of the front monitoring device of the leading car of the oncoming train 101, and of the signals 206 and 207 in the direction of travel of the oncoming train 101, the signal aspect of the closer signal 206 can be recognized. However, the signal aspect of the more distant signal 207 cannot be recognized because it is blocked by a building 205 and is outside the monitoring range. On the other hand, the monitoring range of the front monitoring device of the trailing car of the train 100 is the area surrounded by the dashed line in Figure 9, so the signal aspect of signal 207 can be recognized.

[0050] 10 is a flowchart showing an example of a processing mode when the front monitoring device 103 of the rear vehicle of the train 100 detects a signal for the oncoming train 101 ahead of the oncoming train 101 and recognizes the signal aspect. The main processing entity for each of the following processing steps is the on-board control unit 104 of the front monitoring device 103 of the rear vehicle of the train 100, and therefore the description of the main processing entity will be omitted below.

[0051] In step 700 (S700), it is determined whether a traffic light for the oncoming train 101 (traffic light 207 in FIG. 9 ) has been detected ahead of the oncoming train 101. If a traffic light has been detected (Yes), the process proceeds to step 701 (S701), and if no traffic light has been detected (No), the process proceeds to step 706 (S706).

[0052] In step 701 (S701), it is determined whether the signal aspect of the detected traffic light is green (go signal). If it is green (go signal) (Yes), the process proceeds to step 702 (S702), and if it is not green (go signal) (No), the process proceeds to step 703 (S703).

[0053] In step 702 (S702), a normal running command is transmitted to the oncoming train 101. After step 702 (S702) is executed, this process ends.

[0054] In step 703 (S703), it is determined whether the signal aspect of the detected traffic light is yellow (caution signal). If it is yellow (caution signal) (Yes), the process proceeds to step 704 (S704), and if it is not yellow (caution signal) (No), the process proceeds to step 705 (S705).

[0055] In step 704 (S704), a powering cutoff command is transmitted to the oncoming train 101. After step 704 (S704) is executed, this process is terminated.

[0056] In step 705 (S705), since the signal aspect of the detected traffic light is considered to be red (stop signal) or uncertain, a command to decelerate to a speed at which the oncoming train 101 can stop is issued. After execution of step 705 (S705), this process is terminated.

[0057] In step 706 (S706), a command "none" is transmitted to the oncoming train 101. Note that this command itself does not have to be transmitted. After executing step 706 (S706), this process ends.

[0058] In the method described above, it is also possible to use the distance to the oncoming train 101 and the signal for the oncoming train 101. For example, even if the signal aspect of the signal is yellow (caution signal), if the distance to the signal is sufficiently long, a normal running command may be issued to the oncoming train 101.

[0059] Furthermore, by transmitting signal aspect information together, more flexible control can be achieved. For example, when the signal aspect is yellow (caution signal), the operation pattern can be switched to transition from powering to coasting. Note that although the description has been given for a case where the signal has three aspects, the present invention is not limited to three aspects. The above-described method can also be applied to relay signals and special signal lights. The method for acquiring the position information, speed information, route information, etc. of the oncoming train 101 is the same as in the first and second embodiments.

[0060] Below, we will list some specific modified examples (alternative examples) of the above-described embodiment of the present invention. The modified examples (alternative examples) shown below may also be combined. For the position information of trains and objects, for example, the WGS (World Geographic System) 84 coordinate system, the UTM (Universal Transverse Mercator) coordinate system, or kilometers may be used. The relationship between the train 100 and the oncoming train 101 may be that the trains are traveling on different lines.

[0061] In the train 100, from the viewpoint of processing load, it is basic to use the forward monitoring device 103 of the rear car, but it is also possible to use the forward monitoring device 102 of the lead car. That is, it is also possible to use the forward monitoring device 102 of the lead car to monitor a running area other than that of the train itself. Also, from the viewpoint of processing load, the traveling direction of the train 100 is set to be opposite to that of the oncoming train 101, but the traveling directions may be the same. That is, it is also possible to use the forward monitoring device 102 of the lead car to monitor a running area other than that of the train itself, and the positional relationship between the trains may be quadruple tracks, a main line and a siding, or the like.

[0062] Furthermore, the train 100 may receive a trigger to monitor the area ahead of the oncoming train 101. For example, the ground control device 200 may recognize the position of each train and transmit a trigger based on that position information. Also, although it has been shown that the train 100 provides (transmits) information to the oncoming train 101, the information may also be provided from the front monitoring device 103 of the rear vehicle of the oncoming train 101 to the front monitoring device 102 of the lead vehicle. For example, the detection results of objects, etc. near the track of the own line may be verified (determined to be the same).

[0063] On the other hand, the main examples of objects to be monitored are people and automobiles, but other examples include traffic light indications, sign recognition, track circuit abnormalities (smoke, fire, rail breakage, etc.) When the objects to be monitored are traffic light indications and sign recognition, monitoring can be achieved by using the front monitoring device 103 on the rear vehicle.

[0064] Although the first and second embodiments have been described above as modes for carrying out the present invention, the present invention is not limited to the above-described two embodiments, and various modifications are possible within the scope of the gist of the present invention.

[0065] 100 Train, 101 Oncoming train, 102 Front monitoring device of leading vehicle, 103 Front monitoring device of trailing vehicle, 104 On-board control unit, 105 Sensor unit, 106 On-board wireless communication unit, 107 Vehicle-to-vehicle message, 108 Track, 109 Train traveling direction, 110 Oncoming train traveling direction, 200 Ground control unit, 201 Ground control unit, 202 Ground wireless communication unit, 203 Ground-to-vehicle message, 204 Obstacle, 205 Building, 206, 207 Signal

Claims

1. A forward monitoring system for a train running on a track, wherein the train is equipped with a forward monitoring device in each of its leading and trailing cars, and a communication device for communicating with other trains or ground-side facilities, the forward monitoring device in the trailing car acquires information related to oncoming trains and generates monitoring information, and the communication device transmits the monitoring information to the oncoming train.

2. A forward monitoring system according to claim 1, characterized in that the information relating to the oncoming train is information on the detection of an obstacle or object near the track ahead of the oncoming train.

3. A forward monitoring system as claimed in claim 1 or 2, characterized in that the communication device transmits the monitoring information to the oncoming train directly by vehicle-to-vehicle telegrams, or transmits the information via the ground-side equipment by ground-to-vehicle telegrams.

4. A forward monitoring system according to any one of claims 1 to 3, characterized in that the monitoring information includes control information for controlling the oncoming train.

5. A forward monitoring system as claimed in any one of claims 1 to 4, characterized in that the forward monitoring device determines the coupled status and direction of travel of its own train, and if it is on the coupled side, does not transmit the monitoring information to other devices, and if it is not on the coupled side, switches between functioning as the forward monitoring device for the leading car or the forward monitoring device for the trailing car depending on the direction of travel.

6. A forward monitoring system as claimed in any one of claims 1 to 5, characterized in that the forward monitoring device of the rear vehicle generates the monitoring information preferentially for an area that is difficult for the oncoming train to monitor by itself, and transmits the information via the communication device.

7. A forward monitoring system as claimed in any one of claims 2 to 6, characterized in that, when the forward monitoring device of the rear vehicle detects an obstacle, it generates an operation command for the oncoming train as at least part of the monitoring information in accordance with the distance between the obstacle and the oncoming train.

8. A forward monitoring system as claimed in any one of claims 2 to 7, characterized in that the forward monitoring device of the rear vehicle determines the current state of the traffic light when the object is a traffic light, and generates operation instructions for the oncoming train as at least part of the monitoring information based on the determination.

9. A forward monitoring method, characterized in that a forward monitoring device provided on the rear vehicle of a train running on a track acquires information related to an oncoming train, generates monitoring information, and transmits the monitoring information to the oncoming train.

10. A forward monitoring method according to claim 9, characterized in that the information relating to the oncoming train is information on the detection of an obstacle or object near the track ahead of the oncoming train.

11. A forward monitoring method as set forth in claim 9 or 10, characterized in that the monitoring information is transmitted to the oncoming train directly by vehicle-to-vehicle telegrams, or transmitted via ground-side equipment by ground-to-vehicle telegrams.

12. A forward monitoring method according to any one of claims 9 to 11, characterized in that the monitoring information includes control information for controlling the oncoming train.

13. A forward monitoring method according to any one of claims 9 to 12, characterized in that the forward monitoring device of the rear vehicle generates and transmits the monitoring information preferentially for an area that is difficult for the oncoming train to monitor by itself.

14. A forward monitoring method as claimed in any one of claims 10 to 13, characterized in that, when the forward monitoring device of the rear vehicle detects an obstacle, it generates, as at least a part of the monitoring information, an operation command for the oncoming train in accordance with the distance between the obstacle and the oncoming train.

15. A forward monitoring method as claimed in any one of claims 10 to 14, characterized in that, when the object is a traffic signal, the forward monitoring device of the rear vehicle determines the current state of the traffic signal, and generates operation instructions for the oncoming train as at least part of the monitoring information based on the determination.

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