WO2017010245A1 - Train and signal security system - Google Patents

Abstract

In conventional signal security systems, since the occupancy range of each train is set by a pre-defined block unit, there is room for improvement in drawing trains closer to each other at an arbitrary point, not at a block boundary. In order to solve the above-described problem, provided is a signal security system which secures the running stability of a train through a system that circulates a telegram including information about the occupancy range of each train, for example, among on-vehicle devices of the train that is running on the travel path, to share information about the occupancy range on the travel path, wherein the occupancy range on the telegram indicates an absolute position or a relative position from a pre-determined reference point, and the on-vehicle device controls the train in order not to exceed the occupancy range under a condition that when the information about the occupancy range of the train on the telegram is updated, the occupancy range does not overlap an occupancy range of another train.

Description

Train and signal security system

The technical field relates to on-board equipment, trains, and signal security systems.

Patent Document 1 relates to a signal security system: “A track circuit device electrically isolates a rail, connects a power supply to one end, and connects a relay to the other end to detect a short circuit between the rails due to a train. As a solution to this problem, the safety of trains traveling in a predetermined section is ensured based on the telegram. In the signal security system, the telegram circulates trains and equipment along the predetermined section, and the block occupancy right can be set for each block divided into multiple sections. “It has a configuration having right information” (see Patent Document 1 [0010]) and the like.

JP 2006-232106 A

However, in the signal security system of Patent Document 1, since the occupation range of each train is set in a block unit defined in advance, there is room for improvement in bringing the trains closer to each other at an arbitrary point instead of a block boundary. It was.

In order to solve the above-mentioned problem, one of the representative signal security systems of the present invention is that a plurality of trains existing in a travel route is an occupation range that is information on the stay of the own train or the travel route on which the train travels. The information stored in the message by sending and receiving the message containing the information and when the train receives the message addressed to its own train, updating the occupation range information and storing it in the message, and sending the message to other trains In a signal security system that is shared by multiple trains, each train has a position detection device that detects the position information of its own train as an absolute position or a relative position from a predetermined reference point. Occupied range information is generated from information on the position of the train as absolute position range information or relative position range information from a predetermined reference point, and the occupied range information of the own train on the telegram is updated. If It is accomplished by updating a range that does not overlap with occupation range of the train.

According to the above means, it is possible to bring trains closer to each other instead of the block boundary. Problems, configurations, and effects other than those described above will become apparent from the description of the following examples.

Diagram showing an example of a signal security system The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the signal security system in Example 1 The figure which shows an example of the apparatus structure in Example 1. Processing flow of request processing means 121 Processing flow of request processing means 122 Processing flow of security message update means 122 Processing flow of security message update means 122 Processing flow of security message update means 211 Processing flow of security message update means 211 A diagram showing an example of the occupation range of a train expressed in latitude and longitude

Divide the route into multiple blocks, set the occupancy rights for each block, and share this occupancy information between the onboard devices and the control devices that control the switchboards by train. The signal security system that secures the right to occupy the block on the route planned for traveling by updating the information of the telegram that the on-board device circulates, and changes the direction to the switch device belonging to that block. The instruction mechanism prevents train collision and derailment and allows the train to operate safely. In other words, when multiple trains try to travel in a certain section of the route in sequence, the on-board device of the preceding train releases the block occupancy right secured after passing the block, and then the on-board device of the subsequent train The block ownership will be secured. If there is a switch in the block, it is controlled before entering.

Therefore, if the preceding train breaks down and stops in a block with a preceding train, the following train cannot enter the block that the preceding train has the right to occupy even if it tries to approach for rescue. In such a case, it is necessary to invalidate this signal security system and to make the following train approach the preceding train safely by means of another system or a human system, which may be a factor hindering continuous service of train operation. In addition, it is possible to take measures to divide the route into very fine blocks in advance, but in that case the amount of block occupancy information on the message increases and the time required for message transmission increases. It can be a factor that hinders continuous service.

According to the present embodiment, regarding the occupation right information on the telegram, the occupation range on the route of each train is expressed by an absolute position or a relative position from a predetermined reference point, and each on-board device is It is possible to allow trains to approach each other safely at any point on the route while preventing the collision and derailment of the train, provided that it does not overlap with the occupation range of other trains when expanding the occupation range And In other words, in this embodiment, the occupancy range of each train is not set in units of blocks specified in advance, but by setting the absolute position or the relative position from the reference point, trains can be placed at arbitrary points on the route. A signal security system that can be safely approached is disclosed.

Hereinafter, examples will be described with reference to the drawings. In addition, the Example described below is the illustration for demonstrating this invention, and this invention is not limited only to these Examples. Therefore, the present invention can be implemented in various forms without departing from the gist thereof. Further, the uses and terms of the invention in the present embodiment are not limited to these unless they depart from the gist of the invention.

FIG. 1 shows the configuration of a signal security system according to an embodiment of the present invention. The signal security system according to the present embodiment includes a train security device 10 installed on a train 1, a switch security device 20 installed or connected to the switch 2, and the train security device and the switch security. A case is assumed in which a security message 3 that is a message that circulates between devices is configured. As shown in FIG. 1, a plurality of trains 1 exist on the route. In this way, it is possible to provide a signal security system with a low design cost and a low manufacturing cost by circulating a message through the train 1 and the switch 2.

In the present embodiment, only the switch is shown as the railway equipment, but this telegram is also circulated to other railway equipment, such as a track circuit device for detecting the position of the train, a traffic signal device, and the like. It may be a signal security system. In this embodiment, although it is a system which can ensure security even if there is no traffic signal device, when a traffic signal device is provided and a message is circulated in the traffic signal device, a signal security system with higher visibility can be constructed.

In the present embodiment, as shown in FIG. 2, the entire route on which the train travels is divided into a plurality of areas (sections). That is, the entire route is divided into predetermined sections. However, the range of the area is not limited as long as a train that is about to enter the area can communicate with a train that is in the area or a switch in the area. It is also possible to increase the area range by improving the communication capability of the security device or installing a relay device. Of course, if communication with all trains is possible no matter where on the route, the entire route may be set as one area.

Next, the signal security system of the present embodiment determines a unit that permits the train to travel. This unit is called a course. The course is composed of the tracks that make it up, and the switch.

In this embodiment, the case where there are routes 1R, 2R, 3R, 1L, 2L, 3L is shown in FIG. For example, the route 3L is a track “upward 270m to 1000m, crossover 0m to 40m, down 100m to 260m”, the switch 1 with the opening direction inverted, and the switch 2 with the opening direction inverted Consists of In addition, because there is a risk of derailment, the range where the train should not be present when switching the switch is called the inspection range. In this embodiment, the inspection of the switch 1 is checked. The range is the down line 230m to 260m and the crossover line 0m to 5m, and the inspection range of the switch 2 is the up line 270m to 300m and the crossover line 35m to 40m. Localization, inversion, and bra are terms that indicate the direction of the tip. Localization refers to the steady opening direction, inversion refers to the reverse direction of localization, and bra refers to a state that is neither localized nor inverted.

The feature of this embodiment is that the information of the occupation range that allows the presence of only one train on the track is represented by the absolute position of the track or the relative position from the reference point, and the telegram storing the information of the occupation range is circulated between trains. This is because the train can confirm the affiliation of the occupation range of the track.

In this embodiment, the occupation range of all the lines in one area, the direction indication for all the switchboards, and the direction state of all the switchboards are managed by one security message 3, The security telegram 3 is to be circulated between all trains that have already entered the area, all trains that are about to enter the area, and all the switches in the area. Of course, as long as the contents to be managed do not overlap, they may be managed by a plurality of security messages 3.

Next, an embodiment of the security message 3 will be described with reference to FIG. In the present embodiment, as shown in FIG. 2, the security telegram 3 includes an area identification column 36 in which area identification information is written, a communication control column 31 in which information of a transmission destination and a transmission source is written, and a track of each train. Occupied range column 32 in which the occupying range is written, Rotating device direction indicating column 33 in which the directional information of the switching device is written, and Rotating device direction state column in which the directional information of the switching device is written 34, a description will be given on the assumption that it is composed of a member list 35 in which member list information for circulating a message is described.

Note that the configuration of the security telegram 3 is not limited to the above. If the security telegram 3 can manage the occupation range of the track, exclusive control of the train on the track is possible. In addition, a means for instructing the direction of the rolling device and a means for confirming the direction of the rolling device of the train are provided separately so that the direction of the turning device and the direction of the switching device are provided. The information can be confirmed earlier, and the train can be operated with higher visibility.

In the area identification column 36, identification information of an area managed by the security message 3 is entered.

In the communication control column 31, communication control information of the destination and source of the security message 3 is entered.

In the member list 35, the identification information of the train that circulates the security telegram 3 and the switch device that is along the line is entered in the order of circulation. The members to be patrolled are all the trains that have already entered the area, all the trains that are about to enter the area, and all the switches in the area. In this way, by managing the list of members that the security message 3 itself circulates, the members can confirm the order of the members that circulate the security message 3 when the security message 3 is received. A configuration in which the member list is not included in the security message, and the train or the switch provides a means for confirming the transmission destination of the security message to the central operation management system, the commander, or the like. In this case, the central operation management system, the commander, etc. can change the members and patrol order of the security telegram, and the member addition / deletion process can be performed by the train or the switch when entering or exiting the train area. It becomes unnecessary and the update process of the security message can be performed more quickly.

In the occupation range column 32, information on the occupation range of each train track is entered. Since the train exists on the track, the occupation range of the track must be secured for the train to enter the track. Only the train which secured the occupation range exists in the occupation range of this track, and other trains cannot enter. On tracks where the occupation range is not secured by other trains, the own train can secure the occupation range. In this way, the safety telegram 3 manages the occupation range of the track, that is, the safety telegram 3 has the occupation range information of each train line, so that the exclusive control based on the absolute position or the relative position from the reference point becomes possible. . The occupation range column 32 is provided with a column for entering the train identification number and the occupation range of the train, and the occupation range of the track secured by each train is entered.

In the turning device direction instruction column 33, instruction information for instructing the direction of the turning device is entered by a train that secures the occupation range of the track including the turning device. The switch uses the instructions to control the direction of the switch. Thus, when the security telegram 3 includes a direction instruction for the switch, the train can control the direction of the switch.

In the rolling device direction state column 34, the direction information of the turning device is entered according to the turning device. The train recognizes the opening direction of the switch by checking this direction state column. Thus, when the security telegram 3 includes the direction information of the switch device, the train can check the direction of the switch device when the train message 3 is received.

Next, the mechanism for ensuring the safety during train operation by the signal security system of the present embodiment will be described assuming that the train A to the train D enter the area 2 shown in FIG. 10 will be used for explanation. For each state, the behavior of the train is shown on the top of the figure and the contents of the security message 3 are shown on the bottom of the figure.

State 1: When there is no train that has already entered or is about to enter the area, that is, nothing is written in the occupation range column 32 of the security telegram 3, and the member list 35 identifies the train. When no information is recorded, the security message 3 is circulated among all the switches in the area described in the member list 35 (FIG. 2).

State 2: When train A tries to enter area 2, train A's train security device is a member of security message 3 for members who may hold security message 3 in that area. An additional request message in which a request for adding the identification information of the own train is added to the list is transmitted. The members who may hold the security message 3 of the area are the trains that may travel in the area (the trains that are in the area and the trains that are about to enter the area) A switch in the area. The addition request message is a message for requesting the member of the security message 3 to add the identification information of the own train to the member list, and includes the train identification information and the identification information of the area managed by the security message 3 . Among the members who have received the addition request message, the member holding the security message 3 in the area adds the identification information of the train A as the transmission source to the member list (FIG. 3).

State 3: When the security message 3 comes to the train A according to the order of the member list, since the occupation range of the other train is not secured on the down line, the occupation range up to the descending platform is displayed in the occupation range column 32. Fill out. Specifically, the identification number “Train A” of the own train and the corresponding occupation range “Descent 0 m to 200 m” (occupation range to the descent home) are entered, and the security message 3 is passed to the next member. Since there is no tipping device in this occupied range, when the occupied range is secured, the travel safety information of “down 0m-200m” is transmitted from the train safety device of train A to the cab of train A, etc. ( (Fig. 4).

State 4: When train A travels on the track and train A receives security message 3 after the end of train A passes through a portion of the track's occupation range, train A updates occupation range column 32. FIG. 5 shows an example when train A arrives at station B. Since the tail end of train A has passed a part of the occupancy range 0m to 100m of the track, when train A receives the security message 3, train A has its own train identification number “train A” in occupancy range column 32. Fill in the occupation range corresponding to "Down 100m-200m". Further, the travel permission information of “down 100 m to 200 m” is transmitted from the train security device of train A to the cab of train A and the like. Then, the security message 3 is transmitted to the switch 1 which is the next member.

State 5: Similarly, when a train B different from the train A tries to enter the area 2, the member holding the safety message 3 of the area 2 is also informed to the member list of the security message 3. Generate and send an add request message to be added. When the train B receives the security telegram 3, the train B checks the occupation range column 32 of the security telegram 3 in order to secure the occupation range of the track that is planned to travel. Train B secures its own occupation range within a range where other trains do not secure the occupation range, and enters the secured occupation range in the occupation range column 32 together with its own train identification number. After entry, the security message 3 is transmitted to the switch 1 which is the next member. FIG. 6 shows an example in which the train B enters from the up line after the state shown in FIG. The train B generates and transmits an addition request message, and adds itself to the member list 35 of the security message 3. In this case, it is added to the 4 column of the member list 35. The line from the entrance of the up line to the up platform of station B is 100m to 1000m up and 35m to 40m of the crossover line, so when train B receives the security telegram 3, it will use this as the occupation range of the line. Fill in 32 with your train identification number. In addition, the occupied range includes the switch 2 and the direction of the station B toward the upstream platform is the localization direction, so “Position” is entered in 2 of the switch direction indication column 33. Since the state of the switch in the switch direction field 34 is “Bra”, it is 300 m to 1000 m from the train security device for train B (the route from the entrance on the up line to the switch 2) Is transmitted to the cab of train B and the like. After entry, the security message 3 is transmitted to the switch 1 which is the next member.

State 6: When the switch device receives the security message 3, the switch device confirms the switch direction indication column 33 of the rotation device of the safety message 3 and the direction state of the switch device. The direction indicated in the direction indicator column 33 is compared with the current state of the switch direction, and if the direction is different, the direction is indicated in the direction indicator column 33. Moreover, based on the confirmed direction state of the switch, the direction of the automatic switch is updated in the column, and the security message 3 is transmitted to the next member listed in the member list of the security message 3. Thereby, the train can confirm the state of the switch direction of the switch in the occupation range with the received security message 3. FIG. 7 is an operation example when the switch 2 receives the security message 3 after the state of FIG. The switch 2 reads the switch direction indicator column 2 2 of the security telegram 3, and “Position” is entered, so it switches itself to the position, and if the lock is confirmed, it falls. “Position” is entered in the device direction state column 34, and the security message 3 is transmitted to the next member, Train A. If time is required for conversion and locking, the switch direction state column 34 is updated when the security message is transmitted next time. After that, when train B receives the security message 3, the status of the switch in the switch direction column 34 is “localized”, so the train security device of train B “up 100m to 1000m, crossover 35m -40m "(track from the entrance of the up line to the up platform of the station B) is transmitted to the cab of the train B or the like. After entry, the security message 3 is transmitted to the switch 1 which is the next member.

State 7: FIG. 8 is an example in which the train B travels on the up line, and the train C that follows the train B enters the area 2 from the entrance of the up line to the up platform of the station B. The train B cancels the occupation range for the portion that travels on the up line and exits the occupation range. That is, for train B, in the occupation range column 32 of the security telegram 3, the occupation range corresponding to the identification number “train B” of the own train is entered as “100 to 551 m ascending, 35 m to 40 m for the crossover line”. From the train security device, the travel permission information of “up 100 m to 551 m, crossover 35 m to 40 m” is transmitted to the cab of train B or the like. Train C secures the track occupation range within a range that does not overlap the track occupation range secured by preceding train B. That is, the train C secures the line from 551m to 900m up, and the occupancy range column 32 of the security message 3 enters "up 551m to 900m" as the occupancy range corresponding to the identification number "train C" of the own train. . Further, the travel permission information of “uphill 551 m to 900 m” is transmitted from the train security device of train C to the cab of train C and the like.

State 8: After the train A exits 1000m down and leaves the area 2, the next time the train A receives the security message 3, the train A is the identification information of its own train on the member list 35. Is deleted, and the member list 35 is filled and transmitted to the next member. As a result, the train A is removed from the members of the security message 3 (FIG. 9).

State 9: Thereafter, the security telegram 3 in the area 2 is transmitted and received except for the train A that has left the area 2. Here, an example of operation when a train fails is shown below.

State 10: FIG. 10 shows an example of the case where the rescue train D is entered from the down line because the train C has failed and stopped in the state of FIG. Since the train C has stopped due to a failure, the train C that has received the security telegram 3 sets the occupation range of the track only to the length of the train in the line, so that the own train identification number “Train C” is displayed in the occupation range column 32. Enter the corresponding occupation range "Upstream 430m-530m". Since the switch 2 is not included in this occupation range, the column 2 in the switch direction indication column 33 is left blank. Further, the travel permission information “upstream 430 m to 530 m” is transmitted from the train security device of train C to the cab of train C and the like. Thereafter, the security message 3 is transmitted to the switch 1 that is the next member (assuming that the train D does not transmit the additional request message at this time). The train D generates and transmits an addition request message, and adds itself to the member list 35 of the security message 3. In this case, it is added to the column 5 of the member list 35. The line from the entrance of the down line to the train C is 0m to 260m down, the crossover line 0m to 40m and up 270m to 430m, so when the train D receives the security telegram 3, Fill in column 32 with “Train D”. In addition, the occupied range includes the switch 1 and the switch 2, and the directions from the down line to the train C are both in the inverted direction. Fill in "inversion". Since the state of the switch 1 in the switch direction field 34 is “localization”, it is “down 0m-230m” from the train security device of the train D (the route from the entrance of the down line to the switch 1) ) Is transmitted to the cab of train D. After entry, the security message 3 is transmitted to the switch 1 which is the next member. The switch 1 reads 1 in the switch direction indicator column 33 of the security telegram 3, and since "inverted" is entered, it is converted to the inverted position and locked. “Invert” is entered in the direction state column 34 and the security message 3 is transmitted to the switch 2 that is the next member. The switch 2 reads the switch direction indicator column 2 2 of the security telegram 3, and since "inverted" is entered, it is converted to the inverted position and locked. “Reversal” is entered in the direction state column 34, and the security message 3 is transmitted to the next member, Train B. Thereafter, when the train D receives the security message 3, the state of the switch 1 and the switch 2 in the switch direction state column 34 is "inverted", so the train security device of the train D , The travel permission information of “0 m to 260 m down, 0 m to 40 m crossover, 270 m to 430 m up” (the route from the down line entrance to the train C) is transmitted to the cab of the train D and the like. After entry, the security message 3 is transmitted to the switch 1 which is the next member. Thereby, the train D can approach the train C which failed.

Next, as shown in FIG. 11, the train security device 10 includes a train position detection unit 11, a train security logic unit 12, a train communication unit 13, and a train input / output unit 14. On the basis of the safety message 3, additional request message transmitted from the TETSU device security device, and the route request information and route request cancellation information input from the operation management unit 15, the safety message 3, additional request message, and progress of the route Create permission information, route progress permission cancellation information, and send the safety message 3, the additional request message to other train security devices and switch protection devices, the route progress permission information, the route progress It has a function of outputting permission cancellation information to the train control unit 16.

The operation management unit 15 has a function of generating route request information for requesting permission to progress a route in accordance with train operation plan information stored in advance, or a route request canceling information for canceling the request, and outputting it. is there. For example, the operation management unit 15 is an operation plan storage device that stores train operation plan information, a central operation management system that manages train operation, a device that receives operation plan information of its own train from a commander, There are devices that can input and output information from the driver.

The train control unit 16 is a function for controlling the travel of the train so as not to exceed the arrival point of the permitted route based on the route progress permission information and the route progress permission cancellation information input from the train security device 10. It has something. It also has a function of detecting a train failure and inputting failure information to the security device 10. For example, the train control unit 16 creates a brake pattern that does not exceed the permitted route arrival point, and automatically applies a brake when the train speed exceeds the brake pattern, or the permitted route arrival point. There is a device that automatically controls the train speed, a device that can input and output information with the driver, a device that monitors a device that drives the train, and the like.

The route request information output from the operation management unit 15 is information that is input to the train security device 10 when requesting permission to proceed to a route that is not permitted to proceed, and includes identification information of the route. The route request cancellation information is when the route request information related to the route that is no longer required for permission to travel due to a change in the schedule of traveling of the train is invalidated, or when train failure information is input from the train control unit 16 When the train permission is canceled when the train is stopped, and the occupation range needs to be limited to the existing range of the own train, the information input to the train security device 10 or the information to be created Contains identification information.

Further, the route progress permission information input from the train security device 10 to the train control unit 16 is when the safety when the train security device 10 enters the route is secured, that is, the occupation of the track included in the route. Information that the train security device 10 outputs to the train control unit 16 when the range is secured by the own train and it is confirmed that the switch on the route is opened in the direction indicated by the own train. Including identification information. The route progress permission cancellation information is information that invalidates the route progress permission information output from the train security device 10 to the train control unit 16 and includes identification information of the route. The train position detection unit 11 of the train security device 10 has a function of detecting the position information of the train head and the end of the train and outputting the detected position information to the train security logic unit 12.

Here, the processing contents of the train position detection unit 11 in this embodiment will be described. As shown in FIG. 11, the train position detection unit 11 includes a position information creation unit 111, a communication unit 112 with a ground unit, a wheel rotation detection unit 113, and a database 114.

A database 114 that is a storage unit in the train position detection unit 11 that detects the position of the own train and outputs the position information is detected from the all-ground element 115 on the track on which the train travels through the communication unit 112. The position information and the wheel diameter of the wheel detected by the wheel rotation detection means 113 from the wheel 116 are stored.

The communication means 112 with the ground unit 115 receives the identification information from the ground unit 115 when the device on which the communication unit 112 is mounted passes over the ground unit 115, and the received ground unit identification information is used as the position information creation unit 111. Output to.

The wheel rotation detection unit 113 detects the rotation number of the wheel 116 and outputs rotation number information as a detection result to the position information creation unit 111.

The position information creating means 111 first extracts the position information of the ground element stored in the database 114 using the ground element identification information input from the communication means 112 with the ground element. Further, based on the detection result input from the wheel rotation detection means 113 and the wheel diameter stored in the database 114, the travel distance from the time when the train passes over the ground element and the current travel speed are calculated. . Furthermore, the travel distance is corrected by using the distance between the position of the device on which the communication means 112 with the ground unit 112 that has been measured in advance and the train head and the train tail are corrected, and the train head and the train tail are corrected. Calculate the mileage.

From the position of the ground element 115 through which the train has passed, the travel distances of the train head and train end are corrected, and this is used as the train head position and train end position information. Output to. The traveling speed is output to the train input / output unit 14.

Other than the above method, the train head and train can be detected by a method of recognizing the absolute position of the train using GPS (Global Positioning System) or a method of detecting the position of the train using a position detection tag. Position information at the end may be created. If GPS is used, the cost can be further reduced, and if a position detection tag is used, more accurate position detection is possible.

Next, the train security logic unit 12 will be described with reference to FIG. The train security logic unit 12 receives the route request information and the route request cancellation information input from the train input / output unit 14, the additional request message and the security message 3 input from the train communication unit 13, and the train position detection unit 11. The route progress permission information, the route progress permission cancellation information, the additional request message, and the track occupancy range information are created based on the position information of the train head and the train end, and the security message 3 is updated. The function has a function of outputting the created route progress permission information and the route progress permission cancellation information to the train input / output unit 14 and outputting the created additional request message and the security message 3 to the train communication unit 13.

The processing contents of the train security logic unit 12 in this embodiment will be described below. As shown in FIG. 11, the train security logic unit 12 includes a request processing unit 121, a security message update unit 122, and a database 123. The database 123, which is a storage unit in the train security logic unit 12, includes route information, route information, the position of the station and the switchboard on the track, the length of the track, and the route information indicating the area including the track. And information on the stop distance of the train with respect to the brake start speed is stored. The route information is information on the track included in the route on which the train travels, the identification information of the switch included in the route, the direction of the switch that opens the route, and the position of the switch that passes It is information including.

FIG. 12 is a processing flow of the request processing means 121. In S1301, the request processing unit 121 starts the process when the route request information or the route request cancellation information is input from the train input / output unit 14, and proceeds to S1302. In S1302, the request processing unit 121 confirms whether or not the route request information is input. If the route request information is input (YES in S1302), the process proceeds to S1303. If not input (NO in S1302), the process proceeds to S1306. In S1303, the request processing unit 121 uses the requested route identification information included in the route request information, and from the route information stored in the database 123, the information on the track included in the route and the switch included in the route information. The identification information, the direction of the switch that opens the route, and the position of the switch that passes through are extracted, request information is generated, stored in the storage unit, and the process proceeds to S1304. In S <b> 1304, the request processing unit 121 extracts the belonging area of the line from the line information on the database 123 using the line information included in the generated request information. When the own train is not a member of the security message 3 managing the area (YES in S1304), the process proceeds to S1305. If it is a member (YES in S1304), the process proceeds to S1306. In S1305, the request processing unit 121 outputs an additional request message including the identification information of the area and the identification information of the own train to the train communication unit 13, and the process proceeds to S1306. In step S1306, the request processing unit 121 confirms whether or not the route request cancellation information is input. If the course request cancellation information is input (YES in S1306), the process proceeds to S1307, and if not input (NO in S1306), the process proceeds to S1308. In step S1307, the request processing unit 121 uses the cancellation route identification information including the route request cancellation information, and from the route information stored in the database 123, the information on the track included in the route and the switch included in the route information. And the revocation information is generated and stored in the storage unit, and the process proceeds to S1308.

Next, an embodiment of the security message update unit 122 will be described. The security message update unit 122 sequentially processes the first step to the third step shown below when the security message 3 is input from the train communication unit 13.

The processing flow of the first step is shown in FIG. In S1402, the security message updating unit 122 stores the request information, and if there is a request route that does not output any progress permission information (YES in S1402), the process proceeds to S1403, and otherwise (S1402). NO), the process proceeds to S1410. In S1403, the security message updating unit 122 confirms the occupation range column 32 of the security message 3, and the route stored in the request information is occupied by other trains in the range in which the travel permission information is not output. Check if the right of occupation by the own train is secured for the range where the range is not secured. If secured (YES in S1403), the process proceeds to S1404. If not secured (NO in S1403), the process proceeds to S1410. In S1404, the security message updating unit 122 automatically updates the route stored in the request information, in the range where the travel permission information is not output, and the range where the occupied range by other trains is not secured. The occupation range by the train is secured, and the occupation range of the track to be secured is entered in the occupation range column 32 together with the identification number of the own train, and the process proceeds to S1405. In S1405, the security message update unit 122 confirms whether there is a switch in the reserved line occupation range, and if there is (YES in S1405), proceeds to S1406, otherwise (NO in S1405) proceeds to S1407. In step S1406, the security message update unit 122 instructs the switch device direction instruction based on the identification information of the switch on the track included in the route stored in the request information and the direction in which the route is opened. In the column 33, the direction for opening the course is entered, and the process proceeds to S1408. In S1407, the security message updating unit 122 outputs the travel permission information to the train input / output unit 14 for the track for which the occupation range is secured, and proceeds to S1410. In S1408, the security message update unit 122 confirms the state of the switch according to the order of the switch that passes through the switch that is on the track that has secured the occupation range. If the switch is in the direction to open the requested route (YES in S1408), the process proceeds to S1407, and if not (NO in S1408), the process proceeds to S1409. In S1409, the security message update unit 122 opens the requested route when the state of the switch is confirmed in accordance with the order of the switch that passes through the switch in the track that has secured the occupation range. Of the switches that are not suitable for the vehicle, the portion up to immediately before the first one is output to the train input / output unit 14 as the travel permission information of the route, and the process proceeds to S1410. Then, the process proceeds to the second step.

The processing flow of the second step is shown in FIG. In S1502, the security telegram update unit 122 identifies the range that the own train has passed among the tracks included in the route, based on the position information at the end of the train input from the train position detection unit 11. The range excluding the range that the own train has passed from the track included in the route is entered in the occupation range column 32 as the identification number of the own train and the corresponding occupation range, and the process proceeds to S1503. In S1503, the security message updating unit 122 proceeds to S1504 when there is a switch on the track through which the own train has passed among the tracks in which the occupation range is secured (YES in S1503), and there is no switch. In the case (NO in S1503), the process proceeds to S1505. In S1504, the security message updating means 122 deletes the direction indication written in the direction indicator column 33 of the switch on the track through which the own train has passed among the tracks that have secured the occupation range. Then, the process proceeds to S1505. In S1505, the security message updating unit 122 proceeds to S1506 if the request processing unit 121 stores the revocation information (YES in S1505), and proceeds to S1510 if it is not stored (NO in S1505). In S1506, the security message update unit 122 proceeds to S1507 if it is before outputting the travel permission information on the route to the train input / output unit 14 (YES in S1506), and if it is after output (NO in S1506). , The process proceeds to S1508. In S1507, the security message updating unit 122 identifies the own train in the occupied range column 32 by removing the occupied range of the track that cancels the route stored in the cancellation information from the occupied range of the track already reserved by the own train. Enter the number and the corresponding occupation range. Further, the direction indication entered in the switch direction indication column 34 of the switch included in the track for canceling the route stored in the cancellation information is deleted, and the process proceeds to S1510. In S1508, the security message updating unit 122 determines whether the train can be surely stopped by the entry point of the route to be canceled. If the train can be surely stopped (YES in S1508), the process proceeds to S1509. (NO in S1508), the process proceeds to S1510. In S1509, the security message updating unit 122 identifies the own train in the occupation range column 32 by removing the occupation range of the track that cancels the route stored in the cancellation information from the occupation range of the track already reserved by the own train. Enter the number and the corresponding occupation range. Further, the direction indication entered in the switch direction indication column 34 of the switch included in the track for canceling the route stored in the cancellation information is deleted. In addition, the cancellation route identification information is output to the train input / output unit 14 as route progress permission cancellation information, and the process proceeds to S1510. Then, the process proceeds to the third step.

In addition, the judgment whether the train can be surely stopped by the entry point of the route is obtained by, for example, acquiring the train head position information a plurality of times from the train position detector 11, calculating the current speed from the change in position, Based on the train stop distance information for the brake start speed stored in the database 123, the current speed, and the train head position information, the distance from the current position to the entry point of the route and the current speed It is possible by comparing with the stopping distance. Of course, the train input / output unit 14 may input the route cancellation information only when the train control unit 16 makes the above determination and the train can be surely stopped by the entry point of the route. In this case, there is no need to store information on the stop distance of the train with respect to the brake start speed in the database 123 in the train security logic unit 12.

The processing flow of the third step is shown in FIG. In S1703, the security message update unit 122 proceeds to S1704 when the request information and the cancellation information stored in the request processing unit 121 are not the management target of the security message 3 (YES in S1703). (NO in S1703), the process proceeds to S1705. In S1704, it is determined that the own train has left the area, and the security message update unit 122 deletes the identification information of the own train from the member list 35 of the security message 3, fills the member list 35, and proceeds to S1705. In S1705, the security message update unit 122 proceeds to S1706 when an additional request message is input from the train communication unit 13 (YES in S1705), and proceeds to S1708 when it is not input (NO in S1705). In S 1706, the security message update unit 122 confirms the area identification information included in the addition request message and the area identification information managed by the security message 3. When the identification information of the area included in the additional request message matches the identification information of the area managed by the security message 3, and the identification information of the request source train included in the additional request message is not in the member list 35 (YES in S1706) The process proceeds to S1707, and otherwise (NO in S1706), the process proceeds to S1708. In S1707, the security message update unit 122 adds the identification information of the train to the end of the member list 35, and proceeds to S1708. In S1708, the security message update unit 122 outputs the security message to the train communication unit 13, and the process proceeds to S1702. In S1702, based on the member list 35 of the security message 3, the security message update unit 122 overwrites the identification information entered in the next column of the identification information of the own train on the transmission destination of the communication control column 31 of the security message 3. Then, the identification information of the own train is overwritten on the transmission source. In addition, when the own train is the last in the member list 35, the next column is the member list No. 1. Then, it progresses to S1709. If the member listed in the member list 35 is only the own train, the process returns to S1401, and the security message 3 is updated in the security message update means 122 until an additional request message from another train security device is input. Keep doing.

Next, the train communication unit 13 will be described with reference to FIG. The train communication unit 13 includes train communication means 131 and a database 132 that is a storage unit. The train communication means 131 has a function of receiving a security message 3 or an additional request message transmitted from another train security device or a switch safety device, and a security message 3 or an additional request input from the train security logic unit 12. It has a function to send telegrams to other train security devices and switch safety devices. The database 132 in the train communication unit 13 stores component information for each area. The component element information is information including identification information of a train that may travel in the area and identification information of a switch in the area. Next, the processing content of the train communication means 131 is demonstrated. In the present embodiment, wireless communication is used for communication between the security devices of the train or the switch. The train communication means 131 receives this safety message 3 and outputs it to the train security logic unit 12 when the security message 3 addressed to the own train is wirelessly transmitted from another train security device or the switch safety device. Also, when the security message 3 is input from the train security logic unit 12, the security message 3 is transmitted wirelessly to the other party entered in the transmission destination of the communication control column 31 of the security message 3. Furthermore, when an additional request message is wirelessly transmitted from another train security device, this additional request message is received and output to the train security logic unit 12. In addition, the train communication unit 131, when an additional request message is input from the train security logic unit 12, is based on all component information on the database 132, and the train security device for a train that may travel in the area. An additional request message is wirelessly transmitted to the switch security device of the switch in the area.

As shown in FIG. 11, the train input / output unit 14 is input from the train security logic unit 12 and the function of outputting the route request information or the route request cancellation information input from the operation management unit 15 to the train security logic unit 12. The function of outputting the route progress permission information or the route progress permission cancellation information to the train control unit 16 and the function of outputting the failure information and the traveling speed input from the train position detection unit 11 to the operation management unit 15 are provided.

Processing contents of the train input / output unit 14 in this embodiment will be described. When route request information is input from the operation management unit 15, the route identification information is output to the train security logic unit 12 as route request information. When the route request cancellation information is input from the operation management unit 15, the route identification information is output to the train security logic unit 12 as the route request cancellation information. Further, when the route progress permission information is input from the train security logic unit 12, the route identification information is output to the train control unit 16 as the travel permission information. When the course progress permission cancellation information is input from the train security logic unit 12, the route identification information is output to the train control unit 16 as the progress permission cancellation information.

In addition, when inputting information from the driver to the train input / output unit 14, the operation plan information of the own train is obtained from a keyboard, a mouse, a switch, a storage device for storing the operation plan information, a central operation management system, a commander or the like. When information is input from a receiving device or the like, an information transmission device or the like capable of transmitting information with those devices is used. In the case of outputting information from the train input / output unit 14 to the driver, an information transmission device or the like capable of transmitting information to the apparatus is used in the case of outputting to a display, a lamp, or a device for controlling the brake or speed of the train.

Next, an embodiment of the switch protection device 20 will be described with reference to FIG. The switch protection device 20 includes a switch switch security logic unit 21, a switch switch communication unit 23, and a switch control unit 22, and other train security devices and switches. Based on the security message 3 or additional request message transmitted from the device security device and the result of the status monitoring of the switch 2 controlled by the device, the security message 3 is created. It has the function to transmit to a train security device or a switch security device, and to control the switch 2 in the direction shown in the switch direction indication column of the security telegram 3.

The switch communication unit 23 has a function of receiving the security message 3 or the additional request message from another train security device or the switch security device and outputting it to the switch security logic unit 21. It has a function to transmit the security telegram 3 input from the device security logic unit 21 to another train security device or a switch security device.

Processing contents of the switch device communication unit 23 will be described. In this embodiment, wireless communication is used for communication between security devices. When the safety telegram 3 addressed to the own train is wirelessly transmitted from the train safety device or another safety device, the switch communication unit 23 receives the security telegram 3 and switches the safety device. The data is output to the logic unit 21. In addition, when the switch communication unit 23 receives the security message 3 from the switch protection logic unit 21, the switch communication unit 23 wirelessly transmits the security message 3 to the other party entered in the transmission destination of the communication control column of the security message 3. Send with. Further, when the additional request message from the train security device is wirelessly transmitted, the switch communication unit 23 receives this additional request message and outputs it to the switch security logic unit 21.

Next, the switch control unit 22 will be described. The switch control unit 22 controls the direction of the switch based on the switch direction instruction information input from the switch security logic unit 21 and the state of the switch. It has a function of monitoring and generating the switch direction information and outputting it to the switch security logic unit 21.

The processing contents of the switch control unit 22 in this embodiment will be described. When the switch direction indication information is input from the switch protection logic unit 21, if the direction indicated by the switch direction indication information is the orientation or the inverted position, the direction is changed. The container 2 is controlled and locked. In addition, the state of the switch 2 is monitored, it is confirmed whether the switch 2 is positioned, inverted, or bra. If it is upside down and locked, the upside down switch direction state information is output to the device security logic unit 21.

Next, the switch protection logic unit 21 switches based on the switch direction instruction field for the switch based on the additional request message or the security message 3 from the switch communication unit 23. It has a function to create the container direction instruction information and output it to the container controller 22. Further, the switch protection logic unit 21 updates the switch direction state column of the security message 3 based on the switch direction state information from the switch control unit 22. A function of outputting to the device communication unit 23 is provided. The tipping device direction state information is information indicating the state of the tipping device direction. As described above, the tipping device direction state has three states: localization, inversion, and bra. The switch direction instruction information is information for instructing the direction of the switch, and the direction of the switch includes two instructions: localization and inversion.

Hereinafter, processing contents of the switch protection logic unit 21 in the present embodiment will be described. As shown in FIG. 11, the switch security unit 21 includes a security message update unit 211 and a database 212. The database 212 which is a storage unit in the switch protection logic unit 21 stores the identification information of the switch to be controlled. The security message update unit 211 will be described in order from the first step to the second step described below as one embodiment of the process when the security message 3 is input from the switch communication unit 23.

The processing flow of the first step is shown in FIG. In S1802, the security message updating unit 211 stores in the database 212 whether the content of the switch direction state information of the switch input from the switch control unit 22 is the localization, the inverted, or the bra. Further, based on the identification information of the switch stored in the database 212, the security message update unit 211 stores the direction indicated in the switch direction instruction field of the switch of the lock message 3 in the database 212. Store and proceed to S1803. In S1803, the security message update unit 211 proceeds to S1804 if a localization instruction is entered in the direction indicator column of the rotation mechanism of the safety message 3 (YES in S1803), otherwise, The process proceeds to S1805. In step S1804, the security message update unit 211 outputs the localized switch direction instruction information to the switch control unit 22 and proceeds to step S1807. In S1805, the security message update unit 211 proceeds to S1806 if an inversion instruction is entered in the direction indicator column of the rotation device of the safety message 3 (YES in S1805), otherwise , The process proceeds to S1807. In S1806, the security message update unit 211 outputs the inverted switch direction instruction information to the switch control unit 22 and proceeds to S1807. In S1807, the security message update unit 211 stores in the database 212 whether the content of the switch direction state information of the switch input from the switch control unit 22 is the localization, the inverted, or the bra, and S1808. Proceed to In S1808, the security message update unit 211 proceeds to S1810 if the contents of the direction information of the switch input from the switch control unit are localized (YES in S1808), and otherwise (S1808 in S1808). NO) The process proceeds to S1809. In S1809, the security message update unit 211 proceeds to S1811 if the content of the direction information of the switch input from the switch control unit is inversion (YES in S1809), and otherwise (S1809). NO) The process proceeds to S1812. In S1810, the security message update unit 211 enters the orientation in the rotation direction field column of the security message, and proceeds to S1813. In step S1811, the security message update unit 211 enters inversion in the rotation direction column of the security message and proceeds to step S1813. In step S1812, the security message update unit 211 enters “bra” in the rotation direction field column of the security message, and the process advances to step S1813. In S1813, the security message update unit 211 proceeds to the second step.

The processing flow of the second step is shown in FIG. In S1903, the security message update unit 211 proceeds to S1904 when an additional request message is input from the switch communication unit 23 (YES in S1903), and proceeds to S1906 when it is not input. In S1904, the security message update unit 211 checks the area identification information included in the addition request message and the area identification information managed by the security message 3. When the identification information of the area included in the additional request message matches the identification information of the area managed by the security message 3, and the identification information of the request source train included in the additional request message is not in the member list (YES in S1904), S1905 If it is in the member list (NO in S1904), the process proceeds to S1906. In S1905, the security message update unit 211 adds the identification information of the train to the end of the member list, and proceeds to S1906. In S1906, the security message update unit 211 outputs the security message 3 to the switch communication unit 23, and proceeds to S1902. In step S1902, based on the member list of the security message 3, the security message update unit 211 overwrites the transmission information in the communication control column of the security message 3 with the identification information entered in the next column of the identification information of the rotating device. Overwrite the identification information of the rotating device on the transmission source. If the rotating device is the last member in the member list, the next column shall be member list number 1. If the member is only a spinning device, the process returns to step 1 again, and the security message 3 is continuously updated in the security message update unit 211 until an additional request message is input from the train security device.

As described above, in the signal security system according to the present embodiment, the safety device 3 that installs the security telegram 3 including the occupation range of the line, the direction indication for the switch, and the direction state of the switch in the train, It is made to patrol with the security device installed in the switch device that is along the line. Therefore, the interlocking device, the wiring from the device to the equipment along the line such as the switch, etc. are not required or can be simplified, and the design cost and the manufacturing cost can be reduced. Furthermore, the train confirms the occupancy range of the track to which the other train has the occupation right and the direction state of the switch by receiving the security telegram 3, and the other train has the occupation right by updating the security telegram 3. It is possible to secure the right to occupy the line that does not have and to indicate the direction to the switch. In this way, it can be ensured that no other train is on the track that has secured the occupation range and that no other train enters, and the signal security system of this embodiment performs exclusive control of the train Can do. The switch can control the direction of the switch by receiving the security message 3 and can update the status of the switch by updating the security message 3. Thereby, the signal security system by a present Example can drive a train safely.

Furthermore, by expressing the occupation range information of each train managed by the security telegram as a relative position from the reference point, when a train stops at a certain point on the route, The device restricts the occupation range of the train from the head position to the tail position, and the onboard device of the rescue train extends the occupation range of the rescue train to the head position or tail position of the faulty train, and uses that point as a stop point. By controlling the rescue train, the rescue train can be safely approached to the head position or the tail position of the failed train while preventing the collision and derailment of the train.

In this embodiment, the occupation range of each train is represented by a relative position from the reference point, but it may be represented by an absolute position such as latitude and longitude. At that time, the description in the occupation range column 32 of the security message 3 is also expressed by an absolute position such as latitude and longitude (FIG. 18).

In the present embodiment, the train communication means 131 and the switch communication unit 23 use wireless communication to communicate with other train security devices and switch security devices, but the security message 3 In order to prevent the communication from being intercepted or obstructed, tampering, copying or losing data, it is possible to confirm that the message has been transmitted to the other party without fail. For example, encryption and decryption of communication, addition of serial number, addition of time information, check of communication time, advance confirmation and subsequent confirmation of transmission / reception source, return of data, data validity check by error detection code for data, etc. Do. Instead of the above wireless communication, satellite communication using an artificial satellite, telephone line communication using a mobile phone, or the like may be used. In this case, communication over a longer distance than wireless communication is possible, so that an area managed by one security message 3 can be set widely.

In this embodiment, when the occupancy range includes a switch in the travel route, the entire check range of the switch is entered in the security message. For example, only the travel range, that is, the check range You may decide to fill in only a part of At that time, the on-board device has data of the inspection range of each switch or is given by other means, and the occupation range of other trains includes a part of the check range of the switch. If there is, the occupancy range of the own train should be expanded within the range that does not overlap the inspection range of the switch.

In this embodiment, the occupational range is filled in the security message including the on-line range of the train. For example, one end of the occupied range may be used as the train head position. At that time, the on-board equipment has the train length data of each train, or is given by other means, and adds the existing line range for the train length to the occupied range of other trains, and the own train occupies within the range that does not overlap with this Try to expand the range.

In this embodiment, the occupation range information of each train, the direction indication information to the switch, and the status information of the switch are managed by one security message, but the managed contents do not overlap. If so, it may be managed by a plurality of security messages.

In this embodiment, the area includes a tipping device, but an area without a tipping device may be defined. In that case, it becomes the structure which transmits / receives a security message only by a train.

Note that such a signal security system can be applied not only to railroad trains but also to cars traveling on a predetermined route. For example, in the expressway, the security telegram 3 is circulated between the vehicles to ensure the security. Or in an amusement park, a park, etc., the security telegram 3 may be circulated between the cars which drive | work the place where a route and a course are decided beforehand, and security may be ensured. Furthermore, in consideration of safety, it may have a function of operating by interrupting an emergency stop such as a brake from a driver or an operator.

DESCRIPTION OF SYMBOLS 1 ... Train, 2 ... Switch device, 3 ... Safety message, 10 ... Train security device, 20 ... Switch device security device, 31 ... Communication control column, 32 ... Occupied range column, 33 ... Switch device direction Instruction column, 34... Rotation direction column, 35. Member list, 36.

Claims (8)

1. A plurality of trains existing in the travel route transmit / receive a telegram storing the occupancy range information which is information on the stay of the own train or the travel route on which the train travels, and the train receives the telegram addressed to the own train In the signal security system for sharing the information stored in the telegram by updating the occupation range information and storing it in the telegram, and transmitting the telegram to the other trains in the plurality of trains,
   The train has a position detection device that detects information on the position of the own train as an absolute position or a relative position from a predetermined reference point, and from the detected information on the position of the own train, the occupied range When the information is generated with the absolute position range information or the relative position range information from a predetermined reference point, and the occupancy range information of the own train on the telegram is updated, the occupancy of other trains A signal security system that is updated within a range that does not overlap with the range.
2. 2. The signal security system according to claim 1, wherein when the train stops due to a failure of the own train, when updating the occupation range information of the own train on the telegram, A signal security system characterized by being updated by.
3. 3. The signal security system according to claim 1, further comprising a switch control device for controlling the switch and the switch, wherein the telegram is stored in the switch. The switch control device also transmits / receives the telegram, and when the train receives the telegram addressed to its own train, When updating the occupation range information of the train, when the switch is included in the own train's occupation range, the train travels with respect to the switch in the switch instruction information on the message. The switch instruction in the direction to open the route is stored, the telegram is transmitted to the other train or the switch control device, and the switch control device transmits the telegram addressed to itself. When received, the switch to be controlled is transferred to the switch instruction information on the message. When the switch instruction for the switch is stored, the switch is switched according to the switch instruction, and the telegram is transmitted to the train or another switch controller. Signal security system.
4. 4. The signal security system according to claim 3, wherein the electronic message includes switch state information indicating an opening direction of the switch, and the switch control device receives the message addressed to itself. When the message is transmitted, the opening direction of the switch immediately before transmitting the message is stored in the switch status information on the message, and when the train receives the message addressed to its own train, When the switch is included in the occupation range of the train, the switch status information on the telegram is confirmed, and the switch is not converted to the direction for opening the travel route of the own train. A signal security system characterized by not allowing permission for the train to enter a range where there is a risk of train derailment when changing the switch.
5. The signal security system according to any one of claims 1 to 2, wherein the telegram has member list information including an order in which the train transmits / receives the telegram and destinations corresponding to the order, and the train includes: When transmitting the received telegram addressed to the own train, a signal destination is searched from the member list information for the next destination to receive the telegram, and the telegram is transmitted to the searched destination. system.
6. 5. The signal security system according to claim 3, wherein the electronic message includes an order in which the train and the switch control device transmit / receive the electronic message and a destination corresponding to the order. When the train transmits the message addressed to the received own train, the train searches the member list information for a transmission destination to receive the message next, and transmits the message to the searched transmission destination. Then, when the switch control device transmits the received message addressed to its own device, the switch control device searches the member list information for a transmission destination to receive the message next, and sends the message to the searched transmission destination. A signal security system characterized by transmitting a message.
7. Train operation plan information is stored, an operation management unit that generates route request information for requesting permission to enter the route of the train based on the operation plan information, a telegram is generated, and the train is based on the telegram. On the other hand, it is judged whether to allow or not to proceed, and has a train security unit capable of transmitting other trains or equipment along the line and the message, and an operation control unit that controls the traveling of the train,
   The telegram is transmitted / received between trains and along-line equipment existing in a predetermined section and in a section adjacent to the above-mentioned section. Member list information shown in the order in which the identification information is circulated,
   The train security unit determines whether or not to allow the train to travel based on the route request information from the operation management unit and a message received from another train or a line-side device, and is updated. A train that transmits a telegram to another train or equipment along the line and outputs the result of the determination to the train control unit.
8. The train according to claim 7, wherein when the train stops due to a failure of the own train, when updating the occupation range information of the own train on the telegram, from the head position of the train to the tail position. A train characterized by renewal.

Images