Patent Publication Number: US-8967553-B2

Title: Train operation control system

Description:
TECHNICAL FIELD 
     The present invention relates to a train operation control system that controls operations of a plurality of trains existing on tracks (in other words, a railway network). 
     BACKGROUND ART 
     A train control system is classified into two main systems, namely, a fixed block system and a moving block system. The fixed block system controls the interval between trains by means of physically fixed blocking. The moving block system controls the interval between trains by continuously moving a block section in accordance with the relative speeds and positions of the trains. 
     One example of conventional techniques for the moving block system is the technique disclosed in Patent Document 1. In the technique disclosed in Patent Document 1, each car requests allocation of a dynamic occupied section (which means a travel range in which the car is allowed to freely travel in both directions such as up and down directions, and this travel range changes with traveling of the car) based on the position of the car. Then, the allocation request from each car is checked against a travel path occupation status management table, and based on a result of the check, a dynamic occupied section is allocated to each car. The dynamic occupied section thus allocated is transmitted to each car. Each car controls the speed of the car in accordance with the dynamic occupied section thus allocated. 
     Another example of the conventional techniques for the moving block system is a technique disclosed in Non-Patent Document 1. In the technique disclosed in Non-Patent Document 1, as for a control of the interval between trains, a base unit on the ground receives train position information detected by a train, and configures a course necessary for the traveling of the train based on the received train position information. Then, the base unit searches for conditions that cause obstructions (such as a train traveling ahead, a system boundary, and the end of the path) in the traveling to the terminal of the course. Then, the base unit calculates the farthest position (stop limit) that the train can travel to, and transmits a result of the calculation to the train. As for a control of the course within a station yard, the train position information is associated with a section that is equivalent to a track circuit (corresponding to a unit for the detection of the presence of a train on a track in the fixed block system). Thus, a logic of the conventional fixed block system is adopted. As a method for preparing the logic of the conventional fixed block system, for example, a technique disclosed in Patent Document 2 may be mentioned. 
     PRIOR-ART DOCUMENTS 
     Patent Documents 
     
         
         Patent Document 1: Japanese Patent Application Laid-Open No. 2000-108903 
         Patent Document 2: Japanese Patent Application Laid-Open No. 2003-81090 
       
    
     Non-Patent Documents 
     
         
         Non-Patent Document 1: Atsushi Kuroiwa, Tomofumi Umezu, Tetsuri Ito, Akira Morii, Yuichi Baba, Hisashi Nakayama, and Shinzo Konno, “Practical Application of ATACS in Senseki Line”, JR EAST Technical Review, East Japan Railway Company, 2009, Volume 28 (No. 28), pp. 41-46 
       
    
     SUMMARY OF THE INVENTION 
     Problems to be Solved by the Invention 
     In the technique disclosed in Patent Document 1, in order to determine the dynamic occupied section of a control object train, the allocation request given from the control object train is checked against the dynamic occupied section of another train described in the travel path occupation status management table. The travel path occupation status management table describes the dynamic occupied section of each train by using the positions f a start point and an end point of the occupied section (see FIG. 8 of Patent Document 1). 
     In the station yard, however, the start points and the end points of different travel paths overlap. This complicates a process of the checking. Additionally, in order to determine the dynamic occupied section of the control object train, it is necessary to check the dynamic occupied section against the dynamic occupied sections of all cars. Therefore, a processing time increases as the number of cars increases. 
     Here, problems arising when a dynamic occupied section that is requested to be allocated to the control object train is checked against a dynamic occupied section that has been already allocated to another train will be described with reference to an example illustrated in  FIG. 45 . 
       FIG. 45  shows a situation where trains Ta, Tb, and Tc already exist on track Nos. 1 and 2 of a station A, and a train Td is traveling toward a track No. 3 of the station A. In  FIG. 45 , the reference signs Z 1 , Z 2 , and Z 3  denote dynamic occupied sections that have been already allocated to the trains Ta, Tb, and Tc. The reference sign Z 4  denotes a dynamic occupied section allocation range requested by the train Td. The reference sign Z 5  denotes a dynamic occupied section allocated to the train Td. Here, the start point and the end point of a dynamic occupied section are expressed by a travel path name and a distance in kilometer, after the fashion adopted in FIG. 8 of Patent Document 1. The distance in kilometer means an extension of the track starting from the beginning of a line and is set so as to extend from the beginning to the end of the track. 
     Here, a case will be assumed in which the train Td requests, as its dynamic occupied section, the range Z 4  extending from a location of 12345 m of a main track to a location of 2000 m of a track No. 3 of the station A. The dynamic occupied section is managed with respect to each train. Therefore, in order to determine the dynamic occupied section of the train Td, it is necessary that the allocation range Z 4  requested by the train Td is checked against the dynamic occupied sections of all the other trains Ta, Tb, and Tc. 
     In  FIG. 45 , the dynamic occupied section Z 1  of the train Ta is located ahead of the end point (location of 2000 m of track No. 3) of the dynamic occupied section allocation range Z 4  requested by the train Td. Accordingly, the dynamic occupied section Z 1  of the train Ta does not overlap the allocation range Z 4  requested by the train Td. 
     The dynamic occupied section Z 2  (location of 1500 m of track No. 1 to location of 2000 m of track No. 1) of the train Tb overlaps the allocation range Z 4  requested by the train Td with respect to the distance in kilometer, but the track No. (track No. 1) used by the train Tb is different from the track No. (track No. 3) used by the train Td. Accordingly, the dynamic occupied section Z 2  of the train Tb does not overlap the allocation range Z 4  requested by the train Td. 
     The dynamic occupied section Z 3  (location of 1750 m of track No. 2 to location of 2000 m of track No. 2) of the train Tc overlaps the allocation range Z 4  requested by the train Td with respect to the distance in kilometer, but the track No. (track No. 2) used by the train Tc is different from the track No. (track No. 3) used by the train Td. Accordingly, the dynamic occupied section Z 3  of the train Tc should not overlap the allocation range Z 4  requested by the train Td. However, a rear position of the train Tc (at a location of 1750 m) is included in a point-switch protection section Z 6 . Thus, in order to avoid derailment and collision of the trains, it is necessary that the point-switch protection section Z 6  is excluded from the dynamic occupied section of the train Td. 
     As a result, among the allocation range Z 4  requested by the train Td, a portion located at the rear side of the point-switch protection section Z 6  is allocated as the dynamic occupied section Z 5  of the train Td. 
     Thus, in the example shown in  FIG. 45 , and in other words, in the technique disclosed in Patent Document 1, for the allocation of a dynamic occupied section, it is necessary to compare the dynamic occupied section against dynamic occupied sections of all the other trains and thereby confirm that the distances in kilometer do not overlap. Since the dynamic occupied section is set with respect to each train, the amount of processing performed for the confirmation of the distance in kilometer increases by the square of the number of trains. 
     Moreover, a process for confirming that the tracks do not overlap and a process for confirming that the point-switch protection sections do not overlap need to be performed. 
     Furthermore, since information (the travel path name and the distance in kilometer) about the dynamic occupied section constantly changes with the traveling of the car, it is necessary that the various processes mentioned above are performed in real time with use of such information that keeps changing. 
     From the above, the technique disclosed in Patent Document 1 involves the problem that a process of competition for an occupied section among trains is complicated and the problem that the amount of processing required in such a competition process increases by the square of the number of trains to be managed. 
     In this respect, the technique disclosed in Non-Patent Document 1, which adopts the logic of the conventional fixed block system, does not cause the above-described problems. 
     However, a problem arises that the operation is inefficient as a whole because an efficient train operation enabled by the moving block system is not performed in the station yard. 
     Additionally, the logic of the conventional fixed block considers a competitive relationship among the courses including a plurality of track circuits (each track circuit corresponds to the unit for the detection of the presence of a train on a track in the fixed block system) and a competitive relationship among signalers that control the entry of a train into the course. Therefore, preparing a control logic requires a large amount of effort (see Patent Document 2). 
     An object of the present invention is to provide a train operation control system that enables a process concerning a course competition to be simplified. 
     Means for Solving the Problems 
     A train operation control system according to an aspect of the present invention is a train operation control system that controls operations of a plurality of trains existing on tracks of a railway network and that includes a train control device, a segment competition information storage part, a use segment request device, a segment use permission status information storage part, and a segment use permission setting part. The train control device is mounted on each train and configured to obtain information of a current position of an own train. The segment competition information storage part stores segment competition information prepared by: defining in advance a plurality of segments with respect to the railway network in accordance with a predetermined segment definition rule based on a point-switch protection section, a control direction of a point switch, and an advancing direction of a train; and setting in advance a competitive relationship between the plurality of segments. The use segment request device is configured to, based on information of the current position, select a use-requested segment that is a segment for which a use permission is requested in order to operate a train, and prepare a use-requested segment information. The segment use permission status information storage part stores segment use permission status information in which a use permission status of each segment is registered. The segment use permission setting part is configured to: obtain the use-requested segment information from each train; in accordance with a predetermined competition determination process using the segment competition information and the segment use permission status information, determine whether or not a competition for the use-requested segment in terms of the train operation occurs between the plurality of trains; cause the use-requested segment for which it is determined that no competition occurs to be incorporated, as a use permission segment, into use permission segment information of the corresponding train; and update the segment use permission status information in accordance with a result of a competition determination. 
     Effects of the Invention 
     In the above-mentioned aspect, the “segment” defined based on the point-switch protection section, the control direction of the point switch, and the advancing direction of the train is introduced, and a competition for the segment used by each train is determined, to thereby control the operation of the train. A complicated calculation using a train position is not required for defining the segment, setting the segment competition information, managing the train operation based on the segment, and the like. Thus, a process concerning a course competition can be simplified. 
     These and other objects, features, aspects and advantages of the present invention will become more apparent from the following detailed description of the present invention when taken in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  A diagram schematically illustrating segments according to embodiments 1 to 5. 
         FIG. 2  A diagram schematically illustrating the segments according to the embodiments 1 to 5. 
         FIG. 3  A diagram schematically illustrating segments according to the embodiments 1 to 5. 
         FIG. 4  A diagram schematically illustrating the segments according to the embodiments 1 to 5. 
         FIG. 5  A diagram schematically illustrating segments according to the embodiments 1 to 5. 
         FIG. 6  A diagram schematically illustrating a segment competition table according to the embodiments 1 to 5. 
         FIG. 7  A block diagram illustrating a configuration of a train operation control system according to the embodiment 1. 
         FIG. 8  A diagram schematically showing an outline of a process performed by a use-requested segment selecting part according to the embodiment 1. 
         FIG. 9  A flowchart illustrating the process performed by the use-requested segment selecting part according to the embodiment 1. 
         FIG. 10  A diagram schematically illustrating a use-requested segment list according to the embodiment 1. 
         FIG. 11  A flowchart illustrating a process performed by a segment use permission setting part according to the embodiment 1. 
         FIG. 12  A flowchart illustrating the process performed by the segment use permission setting part according to the embodiment 1. 
         FIG. 13  A diagram schematically illustrating a use permission registration file according to the embodiment 1. 
         FIG. 14  A diagram schematically illustrating a segment competition determination process according to the embodiment 1. 
         FIG. 15  A diagram schematically showing an outline of the process performed by the segment use permission setting part according to the embodiment 1. 
         FIG. 16  A flowchart illustrating a process performed by a point-switch managing part according to the embodiment 1. 
         FIG. 17  A flowchart illustrating a process performed by an interval control information preparing part according to the embodiment 1. 
         FIG. 18  A block diagram illustrating a configuration of a train operation control system according to the embodiment 2. 
         FIG. 19  A block diagram illustrating a configuration of a train operation control system according to the embodiment 3. 
         FIG. 20  A block diagram illustrating a configuration of a train operation control system according to the embodiment 4. 
         FIG. 21  A diagram schematically illustrating a definition of a segment according to the embodiment 5. 
         FIG. 22  A diagram schematically illustrating a segment competition table according to the embodiment 5. 
         FIG. 23  A block diagram illustrating a configuration of a train operation control system according to the embodiment 5. 
         FIG. 24  An explanatory diagram illustrating a situation where a deadlock occurs between two opposing trains in a station yard. 
         FIG. 25  A block diagram illustrating a configuration of a train operation control system according to an embodiment 6. 
         FIG. 26  A diagram schematically illustrating segment strings according to the embodiment 6. 
         FIG. 27  A diagram schematically illustrating the segment strings according to the embodiment 6. 
         FIG. 28  A diagram schematically illustrating a segment-string competition table according to the embodiment 6. 
         FIG. 29  A diagram schematically illustrating a use-noticed segment string list according to the embodiment 6. 
         FIG. 30  A flowchart illustrating a use-noticed segment string selection process performed by a use-planned segment configuring part according to the embodiment 6. 
         FIG. 31  A diagram schematically showing an outline of a process performed by an anti-deadlock device according to the embodiment 6. 
         FIG. 32  A diagram schematically showing an outline of the process performed by the anti-deadlock device according to the embodiment 6. 
         FIG. 33  A diagram schematically showing an outline of the process performed by the anti-deadlock device according to the embodiment 6. 
         FIG. 34  A diagram schematically showing an outline of the process performed by the anti-deadlock device according to the embodiment 6. 
         FIG. 35  A flowchart illustrating a use-noticed segment string permission setting process performed by a segment string use permission setting part according to the embodiment 6. 
         FIG. 36  A flowchart illustrating a segment string registration process performed by the segment string use permission setting part according to the embodiment 6. 
         FIG. 37  A diagram schematically illustrating a segment-string use notice registration file according to the embodiment 6. 
         FIG. 38  A flowchart illustrating a priority determination process performed by the segment string use permission setting part according to the embodiment 6. 
         FIG. 39  A flowchart illustrating a process performed by a segment use permission setting part according to the embodiment 6. 
         FIG. 40  A flowchart illustrating the process performed by the segment use permission setting part according to the embodiment 6. 
         FIG. 41  A block diagram illustrating a configuration of a train operation control system according to an embodiment 7. 
         FIG. 42  A block diagram illustrating a configuration of a train operation control system according to an embodiment 8. 
         FIG. 43  A block diagram illustrating a configuration of a train operation control system according to an embodiment 9. 
         FIG. 44  A block diagram illustrating a configuration of a train operation control system according to an embodiment 10. 
         FIG. 45  A diagram schematically showing problems involved in checking of a dynamic occupied section according to the conventional technique. 
     
    
    
     EMBODIMENT FOR CARRYING OUT THE INVENTION 
     Embodiment 1 
     Firstly, a description will be given to a segment and a segment competition table, which form the basis of an embodiment 1 and embodiments 2 to 5, which will be described later, of the present invention. 
     &lt;Segment&gt; 
     A segment is a concept under which a track (in other words, a railway network) is recognized in accordance with a predetermined rule (which will be called a segment definition rule) based on a point-switch protection section, a control direction of a point switch, and an advancing direction of a train. 
     More specifically, it can be recognized that a track in the point-switch protection section forms a plurality of courses in accordance with a combination of the control direction of the point switch and the advancing direction of the train. Each one of such plurality of courses is defined as the segment. In the same manner, as for a track in a section other than the point-switch protection section, a plurality of segments are defined in accordance with the advancing direction of the train. 
     Even when a plurality of segments can be defined for one section, only part of those segments may be actually used because of, for example, train operation planning, as will be mentioned later. However, at least one segment is defined for each of the sections that are actually in practical use. 
     Actually, a railway network includes a plurality of sections (broadly classified into the point-switch protection section and sections other than the point-switch protection section), and therefore a plurality of segments are defined for the railway network. 
     The point switch is a device that controls the state of branching of a track. The control direction of the point switch includes a normal direction and a reverse direction. Switching between these control directions can change the advancing direction at a branch. 
     The point-switch protection section is set for the point switch, for the purpose of preventing derailment and contact of the train. To be specific, when a train exists in the point-switch protection section, a switchover control for switching the point switch is prohibited. While the switchover control is being performed on a point switch, a train is prohibited from entering the point-switch protection section that is provided for this point switch. 
       FIG. 1  is a diagram schematically showing a first example of the segment.  FIG. 1  illustrates a branch of a track. A point switch  10  (whose specific structure is not shown) is installed in the branch. In the example shown in  FIG. 1 , the point switch  10  selectively forms either one of a path connecting points Da and Db and a path connecting points Da and Dc. In  FIG. 1 , the normal direction is a control direction adopted in a case of selecting a path besides the three short oblique lines indicated by the reference sign  11 , that is, in a case of connecting the points Da and Db, and the reverse direction is a control direction adopted in a case of selecting a path without the reference sign  11  attached thereto, that is, in a case of connecting the points Da and Dc. 
     As illustrated in  FIG. 1 , a point-switch protection section  12  is set in a predetermined range (which, in  FIG. 1 , is enclosed by the broken line and has its section end-points indicated by separator lines) from the point switch  10 . Distances from the point switch  10  to the section end-points corresponding to the directions toward Da, Db, and Dc may be equal to or different from one another. 
     In general, the advancing direction of the train is classified into an up direction and a down direction. In the example shown in  FIG. 1 , the direction from left to right of  FIG. 1  is defined as the down direction, while the direction from right to left in  FIG. 1  is defined as the up direction. In the drawings which will be referred to, the up direction and the down direction are defined in the same manner. 
     In the example shown in  FIG. 1 , four segments S 1  to S 4  are defined for the track in the point-switch protection section  12 , depending on a combination of the control direction of the point switch  10  and the advancing direction of the train. More specifically, a combination of the normal direction and the down direction defines the segment S 1 ; a combination of the normal direction and the up direction defines the segment S 2 ; a combination of the reverse direction and the down direction defines the segment S 3 ; and a combination of the reverse direction and the up direction defines the segment S 4 . 
     Here, information concerning the definition of each segment (which herein will be called segment definition information) can be collected into data in the form of a table, for example (see  FIG. 2 ). Here, the form of the data is not limited to a table. 
     In a case where the advancing direction of the train is restricted for operational reasons or the like, for example, in a case where a down train is not operated under a state where the control direction of the point switch is the normal direction, the segment S 1  does not need to be defined. 
     In  FIG. 1 , the segments S 1  to S 4  are illustrated schematically with arrows. In this illustration, the direction indicated by the arrow is the advancing direction of the train. The base of the arrow (with a black square) indicates the beginning of the segment, and the point of the arrow (with a black triangle) indicates the end of the segment. That is, the train advances from the beginning to the end of the segment. 
       FIG. 3  is a diagram schematically showing a second example of the segment.  FIG. 3  illustrates a railway network in which a track once diverges and then converges again. 
     In the example shown in  FIG. 3 , the point-switch protection section  12  is provided in each of the two branches. The segment is defined for each of the point-switch protection sections  12  in the same manner as in the example shown in  FIG. 1 . 
     Herein, as for a section (this section does not include any branch) other than the point-switch protection section  12 , a section connecting two point-switch protection sections  12  (in other words, a section between two point-switch protection sections  12 ) is handled as a single section, and the segment is defined for this single section.  FIG. 3  illustrates two segments S 5  and S 6  in accordance with the advancing direction of the train. More specifically, the segment S 5  is defined for the down direction, and the segment S 6  is defined for the up direction (see  FIG. 4 ). 
     In a case where the advancing direction of the train is restricted for operational reasons or the like, for example, in a case where a down train is not operated, the segment S 5  does not need to be defined. 
     &lt;Segment Competition Table&gt; 
     The segment competition table means data in the form of a table, in which information concerning a competitive relationship among segments (which herein will be called segment competition information) are collected. However, it may be acceptable that the segment competition information is managed in a data form other than a table format. 
       FIG. 5  is a diagram (which herein will be called a segment definition diagram) that defines the segments in a more specific track distribution (in other words, a railway network).  FIG. 6  illustrates a segment competition table corresponding to the segment definition diagram shown in  FIG. 5 . In  FIG. 5 , part of the segments is not shown. 
     In  FIG. 6 , a combination of segments having no competitive relationship with each other is given the mark “∘”, and a combination of segments having a competitive relationship with each other is given the mark “x”. In an example shown in  FIG. 6 , the segment competition table is a symmetric matrix, and therefore illustration of the upper half is omitted. 
     The competitive relationship between segments is set in accordance with a predetermined rule (which herein will be called a segment competitive relationship setting rule). To be more specific, the example shown in  FIGS. 5 and 6  is based on a rule that a competitive relationship is set in different segments that share the same track section. Here, the track section means each of the point-switch protection section  12  and the section connecting the point-switch protection sections  12  (see  FIGS. 1 and 3 ). 
     The rule illustrated above can be translated as setting a competitive relationship in segments that satisfy both a condition (a) that the segments to be compared with each other share the same track section and a condition (b) that the segments to be compared with each other are different segments. 
     In the example shown in  FIG. 5 , for example, segments S 0102  and S 0203  share the same point-switch protection section and the segments S 0102  and S 0203  are different segments. Therefore, both of the conditions (a) and (b) are satisfied. Thus, a competitive relationship is set between the segment S 0102  and the segment S 0203  (see  FIG. 6 ). 
     Under the above-described rule, no competitive relationship is set between the same segment even when the same track section is shared. This is because the condition (b) is not satisfied. For example, the segment S 0102  does not compete with the segment S 0102  itself (see  FIG. 6 ). 
     The segment competitive relationship setting rule may include, in addition to the conditions (a) and (b) or instead of the conditions (a) and (b), another condition such as a condition concerning the operation of the train or a condition concerning the shape of the track. 
     In this manner, an operation for preparing the segment competition table can be considerably simplified as compared with the preparation of a conventional interlocking table. 
     &lt;Train Operation Control System  90 &gt; 
       FIG. 7  is a block diagram illustrating a configuration of a train operation control system  90  according to the embodiment 1. In the drawing, the name of a member is sometimes abbreviated. In an example shown in  FIG. 7 , the train operation control system  90  includes a train control device  100 , a use segment request device  200 , a transmission device  300 , a course control device  400 , an interval control device  500 , and a point-switch control device  600 . 
     In the example shown in  FIG. 7 , the train control device  100  includes a train&#39;s detailed information detecting part  101 , a train control part  102 , a car performance data storage part  103 , and a railroad data storage part  104 . In the following description, the reference sign  103  may be also used to refer to car performance data stored in the storage part  103 . Likewise, the reference sign  104  may be also used to refer to railroad data stored in the storage part  104 . The two storage parts  103  and  104  may be configured as a single storage device, or may be configured as separate storage devices. 
     In the example shown in  FIG. 7 , the use segment request device  200  includes a use-planned segment configuring part  201 , a use-requested segment selecting part  202 , and a train schedule data storage part  203 . In the following description, the reference sign  203  may be also used to refer to train schedule data stored in the storage part  203 . 
     In the example shown in  FIG. 7 , the transmission device  300  includes a vehicle-to-ground transmitting part  301 , a vehicle-to-ground transmitting part  302 , a ground-to-vehicle receiving part  303 , a train&#39;s detailed information collecting part  304 , a segment use request collecting part  305 , and a ground-to-vehicle transmitting part  306 . 
     In the example shown in  FIG. 7 , the course control device  400  includes a segment use permission setting part  401 , a point-switch managing part  402 , a segment competition table storage part (in other words, a segment competition information storage part)  403 , and a segment use permission registration file storage part (in other words, a segment use permission status information storage part)  404 . In the following description, the reference sign  403  may be also used to refer to segment competition table (in other words, segment competition information) stored in the storage part  403 . Likewise, the reference sign  404  may be also used to refer to segment use permission registration file (in other words, segment use permission status information) stored in the storage part  404 . The two storage parts  403  and  404  may be configured as a single storage device, or may be configured as separate storage devices. 
     In the example shown in  FIG. 7 , the interval control device  500  includes a train presence managing part  501 , an interval control information preparing part  502 , and a train presence registration file storage part  503 . In the following description, the reference sign  503  may be also used to refer to a train presence registration file stored in the storage part  503 . 
     In the train operation control system  90 , the train control device  100  and the use segment request device  200  are mounted on the train. Moreover, in the transmission device  300 , the vehicle-to-ground transmitting parts  301  and  302  and the ground-to-vehicle receiving part  303  are mounted on the train, too. The elements  100 ,  200 , and  301 - 303  mounted on the train will be sometimes collectively referred to as “on-vehicle device”. 
     The course control device  400 , the interval control device  500 , and the point-switch control device  600  are installed on the ground. Moreover, in the transmission device  300 , the train&#39;s detailed information collecting part  304 , the segment use request collecting part  305 , and the ground-to-vehicle transmitting part  306  are installed on the ground, too. The elements  303 - 306 ,  400 ,  500 , and  600  installed on the ground will be sometimes collectively referred to as “on-ground device”. 
     A more specific description of each of the elements will be given below. 
     &lt;Train Control Device  100 &gt; 
     The train control device  100  performs a control concerning traveling of the train. More specifically, the elements of the train control device  100  operate as follows. 
     The train&#39;s detailed information detecting part  101  detects various information concerning traveling of the train, and outputs the detected information as train&#39;s detailed information  121 . The train&#39;s detailed information  121  is outputted to the train control part  102 , the use-planned segment configuring part  201 , the use-requested segment selecting part  202 , and the vehicle-to-ground transmitting part  301 . 
     The train&#39;s detailed information  121  includes information of, for example, a current position, an advancing direction, and a traveling speed. In other words, train&#39;s detailed information detecting part  101  is a general term for means for detecting the kinds of information. For example, the current position can be detected by accumulating a travel distance with use of a tachometer generator mounted on the train (see Non-Patent Document 1). The other kinds of information are also detectable by various existing methods. 
     The train&#39;s detailed information detecting part  101  may output the train&#39;s detailed information  121  having the same content to all of output destinations (train control part  102  and the like), or may output, as the train&#39;s detailed information  121 , only information necessary for each output destination. 
     The train&#39;s detailed information  121  of each train is collected by the train&#39;s detailed information collecting part  304  via the vehicle-to-ground transmitting part  301 . Therefore, the train&#39;s detailed information  121  directed to the train&#39;s detailed information collecting part  304  includes a number (so-called train ID) for identifying a source train. The train ID is added by, for example, the train&#39;s detailed information detecting part  101  or the vehicle-to-ground transmitting part  301 . 
     The train control part  102  obtains the train&#39;s detailed information  121  from the train&#39;s detailed information detecting part  101 , and control traveling of the train based on the train&#39;s detailed information  121 . Here, a control of a brake output (in other words, a brake operation) will be illustrated. For controlling the brake output, the train control part  102  obtains stop limit information  522  from the interval control information preparing part  502  via the transmission device  300 . The train control part  102  obtains the car performance data from the storage part  103 , and obtains the railroad data from the storage part  104 . 
     The stop limit information  522  is information for ensuring an interval with a preceding train that is traveling ahead of the own train, and is information concerning the farthest position (stop limit position) that the train can travel to. 
     The stop limit information  522  is constituted by, for example, information of a specific position at which the train should stop. Alternatively, the stop limit information  522  may be constituted by multiple information including information of a reference position for determining a stop position and information indicating the type of the reference, position (for example, a flag therefor is provided). In the latter example, the train control part  102  obtains a position that is closer to the train than the reference position is and that is distant from the train by a security allowance distance based on the type of a reference position, and handles the obtained position as a specific position at which the train should stop. 
     The car performance data  103  includes data of the performance of the train such as brake performance. The railroad data  104  is data concerning a railroad, and includes, for example, data concerning physical conditions such as a gradient resistance and a curve resistance of the track and data concerning operation conditions such as a speed limit provided for a specific section. 
     Based on the train&#39;s detailed information  121 , the stop limit information  522 , the car performance data  103 , and the railroad data  104  that have been obtained, the train control part  102  determines whether or not the train will be beyond the position indicated by the stop limit information  522  if no brake output is performed. Upon a determination that the train will be beyond the position, the train control part  102  performs the brake output. 
     &lt;Use Segment Request Device  200 &gt; 
     The use segment request device  200  obtains a segment that is used by the train (own train) on which the use segment request device  200  itself is mounted, and outputs a use request for the obtained segment to the course control device  400 . More specifically, the elements of the use segment request device  200  operate as follows. 
     The use-planned segment configuring part  201  obtains the train&#39;s detailed information  121  (in more detail, the information of the current position and the advancing direction) from the train&#39;s detailed information detecting part  101 , and obtains the train schedule data (which describes a travel plan) from the storage part  203 . Then, based on the train&#39;s detailed information  121  and the train schedule data  203  thus obtained, the use-planned segment configuring part  201  prepares a use-planned segment list (in other words, use-planned segment information)  221  including a segment where the train currently exists and a segment where the train is scheduled to travel in future. The use-planned segment list  221  is, for example, prepared with respect to each part of an operating railroad during the operation of the train, as appropriate. The use-planned segment list  221  thus prepared is outputted toward the use-requested segment selecting part  202 . 
     In the example shown in  FIG. 5  described above, a train T 1  in the down direction exists in the segment S 0001 . In a case of a travel plan toward a track No. 1, the use-planned segment list  221  includes segments S 0001 , S 0102 , S 0205 , and S 0507 . 
     The segment definition information (see  FIGS. 2 and 4 ) has been supplied in advance to the use segment request device  200 . For example, a storage part storing the segment definition information is provided in the use-planned segment configuring part  201 . Alternatively, the train schedule data is described with use of segments. 
     The use-requested segment selecting part  202  obtains the use-planned segment list  221  from the use-planned segment configuring part  201 . Then, the use-requested segment selecting part  202  selects, from the use-planned segment list  221 , a segment for which a use request should be transmitted to the course control device  400 . Then, the use-requested segment selecting part  202  incorporates the selected segment into a use-requested segment list (in other words, use-requested segment information)  222 . For the selection of the segment, the use-requested segment selecting part  202  obtains the train&#39;s detailed information  121  (in more detail, information of the current position, the traveling speed, and the advancing direction) from the train&#39;s detailed information detecting part  101 , and obtains the car performance data  103  and the railroad data  104  from the train control device  100 . Based on the information  121 ,  103 , and  104 , the use-requested segment selecting part  202  prepares the use-requested segment list  222 . The use-requested segment list  222  thus prepared is outputted toward the vehicle-to-ground transmitting part  302 . 
       FIG. 8  is a diagram schematically showing an outline of a process performed by the use-requested segment selecting part  202 .  FIG. 9  is a flowchart illustrating the process performed by the use-requested segment selecting part  202 . In an example shown in  FIG. 8 , use-planned segments of the train T 1  (that is, segments included in the use-planned segment list  221 ) are segments S 11 , S 12 , and S 13 . 
     In a use-requested segment selection process  240  illustrated in  FIG. 9 , use-planned segments included in the use-planned segment list  221  are sequentially selected in the order from the rear position of the train toward the advancing direction (steps  241 S,  241 E). Thereby, whether or not each of the use-planned segments should be included in the use-requested segment list  222  is determined. 
     Firstly, whether or not the selected segment (that is, a processing object segment) is a segment where the own train currently exists, is determined (step  242 ). Upon a determination that the selected segment is a segment where the own train currently exists, the selected segment is incorporated into the use-requested segment list  222  (step  243 ), and the process moves to the next segment (steps  241 E,  241 S). In the example shown in  FIG. 8 , a segment S 11  corresponds to the segment where the own train currently exists. 
     Upon a determination, in step  242 , that the selected segment is not a segment where the own train currently exists, a travel pattern (which hereinafter will be called a stop pattern) for stopping the train at the beginning (that is, the end at the side from which the train enters) of the selected segment is prepared based on the car performance data  103  (step  244 ). The stop pattern is expressed by, for example, the relationship between the position of the train and the speed of the train, and in  FIG. 8 , illustrated in the form of a speed graph PT 12 , PT 13 . In the example shown in  FIG. 8 , PT 12  represents the stop pattern for the segment S 12 , and PT 13  represents the stop pattern for the segment S 13 . 
     Then, a travel pattern (which hereinafter will be called a full-speed travel pattern) in a case of traveling at a full speed from the current position and speed, is prepared based on the current position, the train speed, the car performance data  103 , and the railroad data  104  (step  245 ). The current position and the train speed are obtained as the train&#39;s detailed information  121  from the train&#39;s detailed information detecting part  101 . The full-speed travel pattern is, similarly to the stop pattern mentioned above, expressed by the relationship between the position of the train and the speed of the train, for example. In  FIG. 8 , the full-speed travel pattern is illustrated in the form of a speed graph PT 0 . It may be acceptable that step  245  is performed prior to step S 44 . 
     Then, a clock time (which hereinafter will be called a pattern exceedance predicted clock time) at which the full-speed travel pattern will exceed the stop pattern, is obtained (step  246 ). For example, referring to  FIG. 8 , the pattern exceedance predicted clock time can be obtained by adding, to the current clock time, a length of time spent traveling through a section PX that extends from the current position to a point where the full-speed travel pattern PT 0  crosses the stop pattern PT 12 . 
     In a case where the stop pattern is already exceeded under the current position and speed, the current clock time is set as the pattern exceedance predicted clock time. 
     Then, a use-request start clock time is obtained (step  247 ). The use-request start clock time obtained here is a clock time at which an output of the use request for the corresponding segment is started. Additionally, the use-request start clock time obtained here is the latest clock time that can satisfy the condition that a brake output caused by exceeding the stop pattern does not occur. The use-request start clock time is calculated based on, for example, the following expression 1.
 
use-request start clock time  J 1=pattern exceedance predicted clock time  J 2−point-switch switchover time  j 3−on-ground control allowance time  j 4−on-vehicle control allowance time  j 5  (Expression 1)
 
     The point-switch switchover time j3 means a standard time period required for performing the switchover control on the point switch. With respect to a segment including no point switch, j3=0 is established. In the example shown in  FIG. 8 , the segment S 12  includes a point switch. Therefore, to make a use request for the segment S 12 , a time period required for performing the switchover control is set to be j3. In the example shown in  FIG. 8 , the segment S 13  includes no point switch. Therefore, to make a use request for the segment S 13 , j3=0 is set. 
     The on-ground control allowance time j4 means a standard time period from when the course control device  400  and the interval control device  500  obtain the use-requested segment list  222  and the train&#39;s detailed information  121  to when a predetermined process is completed. 
     The on-vehicle control allowance time j5 means a standard time period from when the use-requested segment selecting part  202  obtains the train&#39;s detailed information  121  to when the use-requested segment list  222  is transmitted to the vehicle-to-ground transmitting part  302 . 
     Then, based on the expression 2, whether or not a corresponding segment should be incorporated into the use-requested segment list  222  is determined (step  248 ).
 
{current clock time  J 0+communication allowance time  j 6}≧{use-request start clock time  J 1−request start allowance time  j 7}  (expression 2)
 
     The communication allowance time j6 means a standard time period required for the transmission and reception of information between the train and the on-ground device. 
     The request start allowance time j7, which is a parameter for bringing forward the use-request start clock time J1, has a value equal to or greater than zero. The request start allowance time j7 having a smaller value postpones the segment use request from the corresponding train. This can consequently prevent the corresponding train from occupying the on-ground device for a longer time than necessary. On the other hand, when an unexpected situation such as a delay in the operation of the point switch and a delay in the communication occurs, the possibility of occurrence of the brake output in the train increases. Accordingly, increasing the request start allowance time j7 can lower the possibility of occurrence of the brake output in the train. The request start allowance time j7 is set to be an appropriate value in accordance with the degree of congestion on the railroad and the performance of devices and facilities. 
     When the expression 2 is satisfied in step  248 , in other words, when the current clock time is equal to or past a limit clock time that causes a brake output because of exceedance of the stop pattern unless the use request output is started with a margin for the communication allowance time j6, the currently processed segment is incorporated into the use-requested segment list  222  (step  243 ). Then, the process moves to the next segment (steps  241 E,  241 S). 
     When the expression 2 is not satisfied, on the other hand, the currently processed segment is not incorporated into the use-requested segment list  222  (step  249 ), and the process  240  is terminated. 
     The use-requested segment selection process  240  is repeatedly performed with a cycle of, for example, about every fifty milliseconds. The latest versions of the various information available at a time of the start of each cycle, are used. 
     In this manner, the use-requested segment selecting part  202  does not incorporate, among the use-planned segments, a segment (which herein will be called an unpermitted segment) for which no use permission has been obtained, into the use-requested segment list  222 , until the limit clock time from which the brake operation for preventing an entry into the unpermitted segment is necessary. Therefore, no use request is outputted until the limit clock time. This eliminates an unnecessary use of the on-ground device by the train. Thus, an efficient use of the on-ground device is enabled. 
       FIG. 10  is a diagram schematically illustrating the use-requested segment list  222 . In an example shown in  FIG. 10 , the use-requested segment list  222  sequentially describes segments for which use requests are outputted, in the order from the rear position of the train toward the advancing direction. The use-requested segment list  222  also describes whether or not each of the segments is a segment where the train currently exists. 
     &lt;Transmission Device  300 &gt; 
     The transmission device  300  performs communication between the on-vehicle device and the on-ground device. 
     To be more specific, the vehicle-to-ground transmitting part  301  transmits, to the train&#39;s detailed information collecting part  304 , the train&#39;s detailed information  121  inputted from the train&#39;s detailed information detecting part  101 . The train&#39;s detailed information collecting part  304  outputs, toward the train presence managing part  501 , the train&#39;s detailed information  121  received from each train. The train&#39;s detailed information collecting part  304  collects the train&#39;s detailed information  121  from each train, though the illustration thereof is simplified in  FIG. 7 . 
     The vehicle-to-ground transmitting part  302  transmits, to the segment use request collecting part  305 , the use-requested segment list  222  inputted from the use-requested segment selecting part  202 . The segment use request collecting part  305  outputs, toward the segment use permission setting part  401 , the received use-requested segment list  222 . The segment use request collecting part  305  collects the use-requested segment list  222  from each train, though the illustration thereof is simplified in  FIG. 7 . 
     The ground-to-vehicle transmitting part  306  transmits, to the ground-to-vehicle receiving part  303  of a corresponding train, the stop limit information  522  inputted from the interval control information preparing part  502 . The ground-to-vehicle receiving part  303  outputs the received stop limit information  522  toward the train control part  102 . 
     It may be possible that the vehicle-to-ground transmitting part  301 , the vehicle-to-ground transmitting part  302 , and the ground-to-vehicle receiving part  303  are implemented by a physically single device provided on the train. It may be possible that the train&#39;s detailed information collecting part  304 , the segment use request collecting part  305 , and the ground-to-vehicle transmitting part  306  are implemented by a physically single device provided on the ground. 
     It may be also possible that the use-requested segment list  222  and the train&#39;s detailed information  121  are unified into one kind of information and transmitted. In such a case, the vehicle-to-ground transmitting part  301  and the vehicle-to-ground transmitting part  302  may be integrated and achieved as one vehicle-to-ground information transmitting part, and the train&#39;s detailed information collecting part  304  and the segment use request collecting part  305  may be integrated and achieved as one on-vehicle information collecting part. 
     &lt;Course Control Device  400 &gt; 
     The course control device  400  obtains the use-requested segment list  222  via the transmission device  300  from all the trains currently existing on the tracks, and obtains point-switch state information  621  from the point-switch control device  600 . Then, based on the use-requested segment list  222  and the point-switch state information  621  thus obtained, the course control device  400  controls the course of each train. More specifically, the elements of the course control device  400  operate as follows. 
     &lt;Segment Use Permission Setting Part  401 &gt; 
     The segment use permission setting part  401  obtains the use-requested segment list  222  with respect to all the trains existing on the tracks, and obtains segment travelable state information  422  from the point-switch managing part  402 . Based on the use-requested segment list  222  and the segment travelable state information  422  thus obtained, the segment use permission setting part  401  prepares a use permission segment list (in other words, use permission segment information)  421 . The use permission segment list  421  is a list describing segments that are permitted to be used by each train. In preparing the use permission segment list  421 , the segment use permission setting part  401  refers to the segment competition table in the storage part  403 . In preparing the use permission segment list  421 , the segment use permission setting part  401  refers to and updates a use permission status of each segment registered in the segment use permission registration file (in other words, segment use permission status information) stored in the storage part  404 . The use permission segment list  421  thus obtained is outputted toward the interval control information preparing part  502 . 
       FIGS. 11 and 12  show a flowchart illustrating a segment use permission process performed by the segment use permission setting part  401 . A flow of  FIG. 11  and a flow of  FIG. 12  are connected via a connector C 1 . 
     In a use permission segment list preparation process  440  illustrated in  FIGS. 11 and 12 , the use-requested segment list  222  obtained from each train is processed on a train basis (steps  441 S,  441 E). Firstly, the use-requested segment list  222  to be processed is selected in a predetermined order (for example, in the order of being inputted to the segment use permission setting part  401 ) (step  442 ). 
     The use-requested segment list  222  selected in step  442  is compared against the previous use-requested segment list  222  of the corresponding train (which is recorded on the segment use permission registration file  404 ). When, as a result of the comparison, it is determined that there is any segment for which the use request has stopped this time, the segment for which the use request has stopped is deleted from the segment use permission registration file  404  (step  443 ). 
       FIG. 13  is a diagram schematically illustrating the segment use permission registration file  404 . In an example shown in  FIG. 13 , the use permission for a segment S 21  is given to a train T 2 , the use permission for a segment S 22  is given to trains T 1  and T 2 , and the use permission for a segment S 23  is given to a train T 3 . In the example shown in  FIG. 13 , it is also recorded that the segment S 22  is a segment where the train T 1  currently exists. The segment use permission registration file  404  records segments in such a manner that the order in which the use permissions therefor have been given can be seen. In the example shown in  FIG. 13 , a train in a column that is more to the left is given the use permission at an earlier clock time. In other words, a train in a column that is more to the right is given the use permission at a later clock time. In the example shown in  FIG. 13 , the use permission for the segment S 22  is given to train T 1 , and then given to the train T 2 . 
     Referring to  FIG. 11  again, after step  443 , the use-requested segments included in the use-requested segment list  222  are sequentially selected in the order from the rear position of the train toward the advancing direction (steps  444 S,  444 E). Thereby, whether or not the use permission for each of the use-requested segments is given is determined. 
     The use-requested segment selected in step  444 S is checked against a registered content of the segment use permission registration file  404  (step  445 ). That is, whether or not giving the use permission for a use-requested segment causes a competition, in terms of the train operation, against the segment use permission registered in the segment use permission registration file  404 , is determined (step  445 ). In this determination, the segment competition table  403  is referred to. The segment competition table  403  is configured in the same manner as in the example shown in  FIG. 6 , and stored in advance in the storage part  403 . 
       FIG. 14  is a flowchart illustrating the determination of a competition in step  445 . In a segment use competition determination process  445  illustrated in  FIG. 14 , firstly, the segment competition table  403  is searched, so that a segment competing against the use-requested segment that is currently processed is extracted (step  445   a ). In the example shown in  FIG. 6 , in a case where the use-requested segment is S 0203 , a competing segment is the segment S 0102  that is given “x”. 
     Then, the segment use permission registration file  404  is referred to, to determine whether or not there is any train that has been given the use permission for the competing segment extracted in step  445   a  (step  445   b ). When another train that has been given the use permission for the competing segment is registered, it is determined that a competition for the use of this competing segment is caused in terms of the train operation (step  445   c ). When no other train that has been given the use permission for the competing segment is registered, it is determined that a competition for the use of this competing segment is not caused in terms of the train operation (step  445   d ). 
     Referring to  FIG. 11  again, when, as a result of the determination in step  445 , a competition is caused in terms of the train operation, the use of this segment is not permitted (step  446 ), and the process for each use-requested segment is terminated (step  444 E). 
     When a competition in terms of the operation is not caused, the use permission for the use-requested segment that is currently processed is given to the train that is currently processed (step  447 ). To be more specific, this use permission is registered in the segment use permission registration file  404 . 
     Then, the segment use permission registration file  404  is referred to, to check whether or not another train already exists in the segment for which the use permission is given in step  447  (step  448 ). 
     When, as a result of the check, another train is already registered in the segment for which the use permission is given and the segment for which the use permission is given is a segment where the registered another train currently exists, the processing for the currently processed train is terminated, and the process for each use-requested segment is terminated (step  444 E). 
     When no other train is registered in the segment for which the use permission is given, or when another train is already registered but the segment for which the use permission is given is not a segment where the registered another train currently exists, the process moves to the next use-requested segment (steps  444 E,  444 S). 
     Here, the significance of the process in the determine step  448  will be described with reference to a schematic diagram of  FIG. 15 . An example shown in  FIG. 15  assumes that a train T 1  that is a current processing object exists in the segment S 11  and a train T 4  traveling ahead of the train T 1  exists in the segment S 12 . The use-requested segments requested by the train T 1  are segments S 11  to S 13 . 
     As already described, the competitive relationship is not set between the same segment (see  FIG. 6 ). Therefore, no segment competes against the segment S 11 , and no segment competes against the segment S 12 . Therefore, according to steps  445  and  447 , the use permissions for the segments S 11  and S 12  are given to the train T 1 . 
     However, the segment S 12  is already registered as a segment where the preceding train T 4  currently exists. Therefore, according to step  448 , the train T 1  escapes a processing loop of steps  444 S to  444 E. That is, the determination about the use permission for the segment S 13  located ahead of the segment S 12  is not made with respect to the train T 1 . 
     In the first place, the train T 1  cannot pass the preceding train T 4  while traveling on the track. Therefore, it is impossible that the train T 1  uses the segment S 13  beyond the preceding train T 4 . Accordingly, for the segment S 13  located ahead of the segment S 12  where the preceding train T 4  currently exists, whether or not the use permission is given to the train T 1  does not need to be determined. Thus, providing step  448  can prevent a situation where the use permission for a segment is registered under an unpredictable state. 
     In a case where the train T 4  is the processing object, a competition check is performed with respect to the next segment S 13 , because another train T 1 , which is registered in the segment S 12 , does not exist in the segment S 12 . 
     After the train T 1  enters the segment S 12 , both of the trains T 1  and T 4  are supposed to exist in the segment S 12 . However, the use permission is given to the preceding train T 4  earlier. Therefore, in a case where the train T 1  is the processing object, it is determined in step  448  that another train exists earlier, while in a case where the train T 4  is the processing object, it is determined in step  448  that no other train exists earlier. 
     In this manner, adoption of step  448  eliminates an unnecessary use of the on-ground device, thus achieving an efficient use of the on-ground device. 
     Termination of the processing loop of steps  444 S to  444 E shown in  FIG. 11  completes the registration of the use permission segment for the processing object train. Then, the process proceeds to the flow shown in  FIG. 12 . The segment travelable state information  422  obtained from the point-switch managing part  402  is referred to (see  FIG. 7 ), to check whether or not, with respect to the processing object train, the use permission segments registered in the segment use permission registration file  404  include a segment (which hereinafter will be called a travel-prohibited segment) that has been set into a travel-prohibited state (step  449 ). In this process, the use permission segments are sequentially checked in the order from the rear position of the train toward the advancing direction. 
     When there is a travel-prohibited segment as a result of the check (step  450 ), the segments before the travel-prohibited segment, among the registered use permission segments, are incorporated into the use permission segment list  421  of the corresponding train (step  451 ). When there is no travel-prohibited segment (step  450 ), all the registered use permission segments are incorporated into the use permission segment list  421  (step  452 ). The use permission segment list  421  prepared is outputted toward the interval control information preparing part  502 . 
     Completion of steps  451  and  452  terminates a processing loop of steps  441 S to  441 E with respect to the currently processed train. When there is any train for which the use permission segment list  421  has not been prepared, the process moves to the next train. When the use permission segment lists  421  for all the trains have been prepared, the use permission segment list preparation process  440  is terminated. 
     The selection process  440  is repeatedly performed with a cycle of, for example, about every fifty milliseconds. The latest versions of the various information available at a time of the start of each cycle, are used. 
     &lt;Point-Switch Managing Part  402 &gt; 
     The point-switch managing part  402  obtains the point-switch state information  621  from the point-switch control device  600 , and manages the point switch based on the obtained point-switch state information  621 . For example, the point-switch managing part  402  outputs the segment travelable state information  422  and the outputs a point switch control command  423 . The segment travelable state information  422  is outputted toward the segment use permission setting part  401 . The point switch control command  423  is outputted toward the point-switch control device  600 . 
     The point-switch state information  621  is information concerning the state of the point switch (in the normal direction, in the reverse direction, or during the switchover control). The segment travelable state information  422  is information concerning whether or not each segment is in a travelable state. The point switch control command  423  is a command for controlling the switchover of the point switch into the normal direction or the reverse direction. 
     For the management of the point switch, the point-switch managing part  402  refers to the segment use permission registration file stored in the storage part  404 . The segment definition information is given in advance to the point-switch managing part  402  (for example, a storage part storing the segment definition information is provided in the point-switch managing part  402 ), so that the point-switch managing part  402  also refers to the segment definition information to perform a point switch management process. 
       FIG. 16  is a flowchart illustrating a point switch management performed by the point-switch managing part  402 . In a point switch management process  470  illustrated in  FIG. 16 , the process is performed for each segment (steps  471 S,  471 E). 
     Firstly, whether or not, for a segment selected as the processing object, the use permission is registered in the segment use permission registration file  404 , is checked (step  472 ). When the use permission is not registered, the segment that is the current processing object is set into the travel-prohibited state in the segment travelable state information  422  (step  473 ). 
     When the use permission is registered, whether or not the currently processed segment includes a point switch is checked (step  474 ). This step  474  is implemented by, for example, determining whether or not the segment definition information includes information of the control direction of the point switch. Alternatively, step  474  may be implemented by, for example, determining whether or not there is any point-switch state information  621  corresponding to the currently processed segment. Alternatively, for example, so-called “NULL” data may be set as a content of the point-switch state information  621  corresponding to a segment including no point switch, and thereby whether or not the segment includes a point switch can be checked based on the content of the point-switch state information  621 . 
     When it is determined in step  474  that no point switch is included, the currently processed segment is set into a travelable state in the segment travelable state information  422  (step  475 ). When it is determined that a point switch is included, whether or not the point switch is directed to a predetermined control direction is checked (step  476 ). This step  476  can be implemented by, for example, comparing the segment definition information with the point-switch state information  621 . 
     In a case where the point switch is directed to the predetermined direction, the currently processed segment is set into a travelable state (step  475 ). When the point switch is not directed to the predetermined direction, the point switch control command  423  is outputted to the point-switch control device  600  in order to cause a switch over into the predetermined direction (step  477 ). The point switch control command  423  brings the point switch into a state where the direction is being switched. Accordingly, the corresponding segment, that is, the segment that is the current processing object, is set into a travel-prohibited state (step  473 ). 
     After steps  473  and  475 , the process moves to the next segment (steps  471 E,  471 S). After the setting of the travelable state or the travel-prohibited state is completed for all the segments, the process  470  is terminated. 
     The point switch management process  470  is repeatedly performed with a cycle of, for example, about every fifty milliseconds. The latest versions of the various information available at a time of the start of each cycle, are used. The point switch management process  470  is performed after the use permission segment list preparation process  440  (see  FIGS. 11 and 12 ) is completed. In this case, the point switch management process  470  is, for example, performed alternately with the use permission segment list preparation process  440 . Thereby, the segment use permission registration file  404  updated by the use permission segment list preparation process  440  is provided to the point switch management process  470 , and the segment travelable state information  422  updated by the point switch management process  470  is provided to the use permission segment list preparation process  440 . Alternatively, the point switch management process  470  may be, for example, performed in a time period from when a loop of steps  441 S,  441 E is terminated to when step  449  is performed in the use permission segment list preparation process  440 . 
     &lt;Interval Control Device  500 &gt; 
     The interval control device  500  obtains the use permission segment list  421  from the segment use permission setting part  401 , and obtains train&#39;s detailed information  121  via the transmission device  300  from all the trains currently existing on the tracks. Then, based on the use permission segment list  421  and the train&#39;s detailed information  121  thus obtained, the interval control device  500  prepares information (here, the stop limit information  522 ) for controlling the interval with the preceding train, and delivers the prepared stop limit information  522  to the trains via the transmission device  300 . More specifically, the elements of the interval control device  500  operate as follows. 
     &lt;Train Presence Managing Part  501 &gt; 
     The train presence managing part  501  obtains the train&#39;s detailed information  121  of all the trains currently existing on the tracks, which has been collected by the train&#39;s detailed information collecting part  304 . Then, the train presence managing part  501  records it on the train presence registration file  503 . The train presence managing part  501  provides the train&#39;s detailed information  121  to the interval control information preparing part  502 . 
     &lt;Interval Control Information Preparing Part  502 &gt; 
     The interval control information preparing part  502  obtains the train&#39;s detailed information  121  and the use permission segment list  421 , and prepares the stop limit information  522  of each train based on the train&#39;s detailed information  121  and the use permission segment list  421 . 
       FIG. 17  is a flowchart illustrating a stop limit information preparation process performed by the interval control information preparing part  502 . In a stop limit information preparation process  540  illustrated in  FIG. 17 , the process is performed for each train (steps  541 S,  541 E). 
     Firstly, the use permission segment list  421  is referred to, to identify a segment located farthest in the advancing direction (in other words, the most front segment) among the use permission segments of the train selected as the processing object (step  542 ). 
     Then, whether or not any other train different from the currently processed train exists in the identified segment, is checked (step  543 ). When it is determined that no other train exists, the stop limit information  522  is prepared such that its beginning is the position of the end (the end closer to the advancing direction) of the segment identified in step  542  (step  544 ). 
     In a case where the stop limit information  522  is information of the position at which the train should stop, the position that is shifted from the above-described segment end position toward the current position of the train and that is distant therefrom by a predetermined security allowance distance is set as the stop limit information  522 . In a case where the predetermined security allowance distance is zero, the position indicated by the stop limit information  522  and the segment end position are coincident with each other. 
     In a case where the stop limit information  522  is constituted by multiple information including the reference position for determining the stop position and a flag indicating the type of the reference position, the reference position is set to the segment end position, and the flag indicating the type of the reference position is set to a flag indicating that the reference position is the segment end position. 
     When, as a result of step  543 , it is determined that another train exists in the segment identified in step  542 , whether or not this another train exists ahead of the currently processed train, is checked (step  545 ). 
     When it is determined in step  545  that the above-described another train does not exist ahead of the currently processed train, the stop limit information  522  is prepared such that its beginning is the end position of the identified segment (step  544 ). 
     When it is determined in step  545  that the above-described another train exists ahead of the currently processed train, the stop limit information  522  is prepared such that its beginning is the rear position of the train ahead of and closest to the currently processed train (step  546 ). 
     The processing of steps  545 ,  544 , and  546  is particularly effective in a case where the number of use permission segments of the train that is the current processing object is only one. This is because, in such a case, the segment where the processing object train currently exists corresponds to the segment identified in step  542 , that is, the use permission segment located at the most front. Since not only the processing object train but also another train exists in the same segment, it is necessary that the position of the beginning of the stop limit information  522  is varied depending on whether this another train is ahead of the processing object train or behind the processing object train (see steps  544  and  546 ). 
     After steps  544  and  546 , the process moves to the next train (steps  541 E,  541 S). Upon preparation of the stop limit information  522  for all the trains, the process  540  is terminated. 
     The stop limit information preparation process  540  is repeatedly performed with a cycle of, for example, about every fifty milliseconds. The latest versions of the various information available at a time of the start of each cycle, are used. 
     The interval control device  500  prepares the stop limit information  522  by using the use permission segment list  421  prepared by the course control device  400 . As already described, the use permission segment list  421  is prepared so as not to include the travel-prohibited segment, that is, so as to include only the travelable segment (see steps  449  to  452  in  FIG. 12 ). Therefore, when preparing the stop limit information  522 , it is not necessary for the interval control device  500  to consider the travel-prohibited segment (for example, the travel-prohibited state is set because the direction of the point switch is being switched, though a competition in terms of the train operation is not caused). This can simplify the process performed by the interval control device  500 . 
     According to steps  522  and  523 , a search range for the preceding train of the processing object train is limited to the most front segment. The reason therefor is as follows. 
     To be more specific, in step  448  (see  FIG. 11 ) of the use permission segment list preparation process  440  described above, the registration of the use permission segment is terminated at the segment for which the use permission is simultaneously registered with respect to another train. Therefore, the use permission segment where another train may possibly exist is the segment for which the use permission has been registered lastly, that is, the segment located at the most front among the segments for which the use permissions have been registered. In other words, the processing of step  448  makes sure that no other trains exist in the registered use permission segments other than the most front segment. This enables the search range for preceding another train to be limited to the registered use permission segments located at the most front. 
     Limiting the search range for preceding another train in this manner can reduce the amount of processing required for searching for another train. Thus, the process performed by the interval control device  500  can be simplified. 
     &lt;Effects Provided by Train Operation Control System  90 &gt; 
     In the train operation control system  90 , as described above, the “segment” is introduced that is defined based on the point-switch protection section, the control direction of the point switch, and the advancing direction of the train, and a competition for the segment used by each train is determined, to thereby control the operation of the train. A complicated calculation using the train position is not required for defining the segment, setting the segment competition information, managing the train operation based on the segment, and the like. Thus, the process concerning the course competition can be simplified. 
     In the segment competition table (see  FIG. 6 ) illustrated for the train operation control system  90 , even when the same track section is shared, the competitive relationship is not set between the same segment. This enables a plurality of trains traveling in the same direction to simultaneously travel on the same track section. Accordingly, a train control based on the moving block system can be adopted in a station yard. The adoption can improve the efficiency of the operation. 
     Embodiment 2 
       FIG. 18  is a block diagram illustrating a configuration of a train operation control system  90 B according to an embodiment 2. The train operation control system  90 B is basically configured in the same manner as the train operation control system  90  (see  FIG. 7 ) according to the embodiment 1, except for the following points. In the illustration shown in  FIG. 18 , the same elements as those in the embodiment 1 may be simplified. 
     The train operation control system  90 B includes a use segment request device  200 B instead of the use segment request device  200  (see  FIG. 7 ). Although the use segment request device  200  is mounted on the train, the use segment request device  200 B is installed on the ground and included in the on-ground device. The use segment request device  200 B which will be described later. 
     The train operation control system  90 B includes a transmission device  300 B instead of the transmission device  300  (see  FIG. 7 ). The configuration of the transmission device  300 B is different from the configuration of the transmission device  300 , in that the vehicle-to-ground transmitting part  302  and the segment use request collecting part  305  are not provided. Here, the segment use request collecting part  305  is provided separately from the transmission device  300 . The train&#39;s detailed information collecting part  304  of the transmission device  300 B outputs the collected train&#39;s detailed information  121  of each train not only to the interval control device  500  but also to the use segment request device  200 B. 
     The use segment request device  200 B is common to the use segment request device  200  in that the use-requested segment list  222  is prepared. However, the on-vehicle use segment request device  200  prepares only the use-requested segment list  222  of the corresponding train, but the on-ground use segment request device  200 B prepares the use-requested segment list  222  of all the trains currently existing on the tracks. Accordingly, the use segment request device  200 B includes, in addition to the use-planned segment configuring part  201  and the use-requested segment selecting part  202 , a train schedule data storage part  203 B, a car performance data storage part  103 B, a railroad data storage part  104 B, and a train data selecting part  204 . In the following description, the reference signs  203 B,  103 B, and  104 B may be also used to refer to data stored in the storage parts  203 B,  103 B, and  104 B. 
     The train schedule data  203 B, the car performance data  103 B, and the railroad data  104 B include contents concerning all the trains for which the use-requested segment list  222  is to be prepared. In other words, in the embodiment 1, the use segment request device  200  and the train control device  100  are mounted on the train, and therefore it is acceptable that the train schedule data  203 , the car performance data  103 , and the railroad data  104  include the content concerning the corresponding train. 
     The train data selecting part  204  obtains the train&#39;s detailed information  121  of each train collected by the train&#39;s detailed information collecting part  304 , and based on the train  1 D included in the train&#39;s detailed information  121 , reads out train schedule data  203 B and car performance data  103 B of the corresponding train from the storage parts  203 B and  103 B. Then, the train data selecting part  204  supplies the data  203 B and  103 B thus read out, to the use-planned segment configuring part  201  and the use-requested segment selecting part  202 . 
     Based on the data data  203 B and  103 B of each train, the use-planned segment configuring part  201  and the use-requested segment selecting part  202  prepare the use-planned segment list  221  and the use-requested segment list  222  for each train. For the preparation of the use-planned segment list  221  and the use-requested segment list  222  of each train, the use-planned segment configuring part  201  and the use-requested segment selecting part  202  obtain the train&#39;s detailed information  121  of each train from the train&#39;s detailed information collecting part  304 . The use-requested segment list  222  of each train is collected by the segment use request collecting part  305 , and supplied to the course control device  400 . 
     In the train operation control system  90 B, the use segment request device  200  which, in the embodiment 1, is mounted on each train is gathered on the ground as the use segment request device  200 B, and the need for providing the vehicle-to-ground transmitting part  302  for each train is eliminated. This achieves simplification of the entire system. 
     Embodiment 3 
       FIG. 19  is a block diagram illustrating a configuration of a train operation control system  90 C according to an embodiment 3. The train operation control system  90 C is basically configured in the same manner as the train operation control system  90  (see  FIG. 7 ) according to the embodiment 1, except for the following points. In the illustration shown in  FIG. 19 , the same elements as those in the embodiment 1 may be simplified. 
     The train operation control system  90 C includes a course control device  400 C instead of the course control device  400  (see  FIG. 7 ). The configuration of the course control device  400 C is different from the configuration of the course control device  400 , in that the point-switch managing part  402  is not provided. The point-switch managing part  402  is provided separately from the course control device  400 C. The segment travelable state information  422  is not supplied from the point-switch managing part  402  to the segment use permission setting part  401 . That is, in the train operation control system  90 C, the point-switch managing part  402  is isolated from the course control device  400 C. 
     As described above, the segment use permission setting part  401  does not obtain the segment travelable state information  422  from the point-switch managing part  402 . Therefore, in a case where the segment use permission setting part  401  operates in the same manner as in the embodiment 1 (see  FIGS. 11 and 12 ), a result of the determination made in step  450  (see  FIG. 12 ) for determining whether or not there is a travel-prohibited segment is always NO (there is no travel-prohibited segment). 
     The use permission segment list  421  prepared in the segment use permission setting part  401  is, similarly to the embodiment 1, outputted to the interval control information preparing part  502 , and used for the preparation of the stop limit information  522  in the interval control information preparing part  502 . Particularly in the embodiment 3, the interval control information preparing part  502  transmits the use permission segment list  421  as well as the prepared stop limit information  522  to the train control part  102 . 
     When the received use permission segment list  421  includes any segment including a point switch, the train control part  102  sends an inquiry about the state of the point switch directly to the point-switch managing part  402  via the point-switch/vehicle communication part  700 C. Thus, in the train operation control system  90 C, the train control part  102  obtains the point-switch state information  621  from the point-switch managing part  402  via the point-switch/vehicle communication part  700 C. 
     Upon a determination, based on the obtained point-switch state information  621 , that it is necessary to cause a switchover of the point switch, the train control part  102  outputs the point switch control command  423  to the point-switch managing part  402  via the point-switch/vehicle communication part  700 C. Then, the point-switch managing part  402  having obtained the point switch control command  423  instructs to switch the direction of the point switch. 
     Thus, in the train operation control system  90 C, the train control part  102  controls the direction of the point switch. 
     Until the switchover of the direction of the point switch is completed, the train control part  102  sets the stop limit position to a position before the corresponding segment (that is, a position at the train side), thus preventing the train from entering the corresponding segment. 
     In the train operation control system  90 C, the course control device  400 C does not have to perform the switch control. Therefore, the process performed by the course control device  400 C is simplified. 
     Since the course control device  400 C does not have to control the point switch provided in a predetermined position of the track, it is possible that the course control device  400 C is installed at a position distant from a station facility. Accordingly, for example, the course control devices corresponding to all the stations can be gathered to one location, which can simplify the entire system. 
     Embodiment 4 
       FIG. 20  is a block diagram illustrating a configuration of a train operation control system  90 D according to an embodiment 4. The train operation control system  90 D is basically configured in the same manner as the train operation control system  90  (see  FIG. 7 ) according to the embodiment 1, except for the following points. In the illustration shown in  FIG. 20 , the same elements as those in the embodiment 1 may be simplified. 
     The train operation control system  90 D includes a use segment request device  200 D and a transmission device  300 D instead of the use segment request device  200  and the transmission device  300  (see  FIG. 7 ). The train operation control system  90 D further includes a use-planned segment configuration device  800 D. The use-planned segment configuration device  800 D is installed on the ground, and included in the on-ground device. 
     The configuration of the use segment request device  200 D is different from the configuration of the use segment request device  200  (see  FIG. 7 ), in that the use-planned segment configuring part  201  and the train schedule data storage part  203  are not provided. Accordingly, the use-planned segment configuration device  800 D includes the use-planned segment configuring part  201  and the train schedule data storage part  203 . That is, the use-planned segment configuring part  201  and the train schedule data storage part  203 , which are mounted on the vehicle in the embodiment 1, are installed on the ground. 
     The transmission device  300 D has the same configuration as that of the transmission device  300  (see  FIG. 7 ), except that a ground-to-vehicle receiving part  307  and a ground-to-vehicle transmitting part  308  are additionally provided. 
     In the train operation control system  90 D, the use-planned segment configuring part  201  installed on the ground obtains the train&#39;s detailed information  121  of each train from the train&#39;s detailed information collecting part  304 , and prepares the use-planned segment list  221  for each train in the same manner as in the embodiment 1. The use-planned segment configuring part  201  outputs the prepared use-planned segment list  221  to the ground-to-vehicle transmitting part  308 , and the ground-to-vehicle transmitting part  308  delivers, to each train, the corresponding use-planned segment list  221 . The ground-to-vehicle receiving part  307  mounted on each train receives the use-planned segment list  221  of the own train, and transfers it to the use-requested segment selecting part  202 . Based on the obtained use-planned segment list  221 , the use-requested segment selecting part  202  prepares the use-requested segment list  222  in the same manner as in the embodiment 1. 
     In the train operation control system  90 D, the train does not possess the train schedule data  203 . Therefore, it is not necessary that a data update caused by, for example, changing a schedule is performed for all the trains. This eliminates the need for a facility that changes the train schedule data mounted on the train. Additionally, a system operation can be performed simply and flexibly. 
     In the train operation control system  90 D, the use-requested segment selecting part  202  is mounted on the train. This can shorten a time required for the use-requested segment selecting part  202  to obtain the train&#39;s detailed information  121  from the train&#39;s detailed information detecting part  101 , as compared with the train operation control system  90 B (see  FIG. 18 ) in which the use-requested segment selecting part  202  is installed on the ground. That is, in the train operation control system  90 D, the transmission device  300  is not interposed when the use-requested segment selecting part  202  obtains the train&#39;s detailed information  121 , and therefore an influence concerning a communication delay does not occur. This enables the use-requested segment list  222  to be prepared and outputted at an appropriate timing. The same effect is true for the train operation control system  90 , too. 
     Embodiment 5 
       FIGS. 21 and 22  are diagrams schematically illustrating a segment definition diagram and a segment competition table according to an embodiment 5. 
     The segment definition diagram illustrated in  FIG. 21  is different from that in  FIG. 5 , in that a segment other than the point-switch protection section is divided into a plurality of segments. 
     The segment competition table shown in  FIG. 22  corresponds to the segment definition diagram shown in  FIG. 22 . The segment competition table illustrated in  FIG. 22  is different from that in  FIG. 6 , in that the marks “x” are given to diagonal components. That is, the segment competition table shown in  FIG. 22  is based on a rule that the competitive relationship is set between all the segments that share the same track section. In other words, only condition (a) of the conditions (a) and (b) described in  FIG. 6  is applied. As a result, in the embodiment 5, the use permission for one segment is obtained by only one train. Thus, a train operation control method that is similar to the fixed block system is adopted. 
       FIG. 23  is a block diagram illustrating a configuration of a train operation control system  90 E according to the embodiment 5. The train operation control system  90 E is basically configured in the same manner as the train operation control system  90  (see  FIG. 7 ) according to the embodiment 1, except for the following points. In the illustration shown in  FIG. 23 , the same elements as those in the embodiment 1 may be simplified. 
     The train operation control system  90 E does not include the interval control device  500  (see  FIG. 7 ). Accordingly, a transmission device  300 E is provided instead of the transmission device  300 . The configuration of the transmission device  300 E is different from the configuration of the transmission device  300 , in that the vehicle-to-ground transmitting part  301  and the train&#39;s detailed information collecting part  304  are not provided. 
     The use permission segment list  421  prepared in the segment use permission setting part  401  is transmitted to the train control part  102  via the ground-to-vehicle transmitting part  306  and the ground-to-vehicle receiving part  303 . Based on the received use permission segment list  421 , the train control part  102  sets the stop limit position of the own train. That is, since the interval control device  500  that transmits the stop limit information  522  (see  FIG. 7 ) is not provided, the train control part  102  instead of the interval control device  500  prepares the stop limit information. 
     For example, the train control part  102  identifies the most front segment (in other words, the segment located farthest in the advancing direction) among the segments for which the use permission is given to the own train, and sets the stop limit position such that its beginning is the position of the end (the end at the advancing side) of the most front segment. For example, the position that is shifted from the end position of the most front segment toward the current position of the train and that is distant therefrom by a predetermined security allowance distance is set as the stop limit position. The train control part  102  controls traveling of the own train based on the stop limit information that the train control part  102  itself has prepared. 
     In the train operation control system  90 E, the interval control device  500  (see  FIG. 7 ) is not provided, and therefore the entire system can be simplified. 
     Additionally, increasing the number of division of the segment as necessity allows the operation to be performed under a state where the train is closer, unlike a case of using a physically fixed block. Thus, the efficiency of the operation can be improved. 
     Embodiment 6 
     &lt;Oncoming Course and Deadlock&gt; 
     A problem that may arise when two trains travel in opposite directions will be described with reference to  FIG. 24 , before a description of a specific example according to an embodiment 6. In an example shown in  FIG. 24 , a railway network similar to that of  FIG. 5  is illustrated, the segment is defined in the same manner as in  FIG. 5 , and the competitive relationship between segments is defined in the same manner as in  FIG. 6 . 
     In  FIG. 24 , it is assumed that: the train T 1  travels in the down direction and stops on the track No. 1; and the train T 2  travels in the up direction from the track No. 2, and leaves for the next station. In this case, in order that the train T 1  can arrive at the track No. 1, it is necessary to obtain the use permissions for a sequence of segments starting from the current position toward the down direction (herein, S 0001 →S 0102 →S 0205 →S 0507 ). In order that the train T 2  can travel from the track No. 2 toward the next station, it is necessary to obtain the use permissions for a sequence of segments starting from the current position toward the up direction (herein, S 0604 →S 0402 →S 0203 →(skip the rest)). 
     In the segment competition table shown in  FIG. 6 , no competitive relationship is established between the segment S 0102  and the segment S 0402 . Therefore, the train T 1  is able to obtain the use permission for the segment S 0102 , and the train T 2  is able to obtain the use permission for the segment S 0402 . Accordingly, depending on timings at which the two trains T 1  and T 2  request the segments, a situation may occur in which the train T 1  obtains the use permissions for the segments S 0001  and S 0102  and the train T 2  obtains the use permission for the segments S 0604  and S 0402 , as shown in  FIG. 24 . 
     Under such a situation, the train T 1  has to obtain the use permission for the segment S 0205  next, but in the segment competition table shown in  FIG. 6 , the use permission for the segment S 0402  that is in the competitive relationship with the segment S 0205  is obtained by the train T 2 . On the other hand, the train T 2  has to obtain the use permission for the segment S 0203  next, but in the segment competition table shown in  FIG. 6 , the use permission for the segment S 0102  that is in the competitive relationship with the segment S 0203  is obtained by the train T 1 . Accordingly, both of the trains T 1  and T 2  can obtain the use permissions for their desired segments. 
     The stop limit information prepared by the interval control device  500  causes the train T 1  to stop at the position whose beginning is the end of the segment S 0102 , and causes the train T 2  to stop at the position whose beginning is the end of the segment S 0402 . Thereafter, both of the trains T 1  and T 2 , which are facing each other, cannot travel toward their destination points. 
     In such a state, either one of the trains has to travel backward. A state where the need for the backward traveling arises will be referred to as “deadlock”. Occurrence of the deadlock may significantly reduce the efficiency of the operation of the train. 
     In the track distribution shown in  FIG. 5  and the segment competition table shown in  FIG. 6 , there is a possibility that the deadlock occurs but the deadlock may not occur when the track distribution has a simple configuration including only an up line and a down line, or may not occur depending on operation conditions. 
     Example According to Embodiment 6 
       FIG. 25  is a block diagram illustrating a configuration of a train operation control system  90 F according to the embodiment 6. The train operation control system  90 F is basically configured in the same manner as the train operation control system  90  (see  FIG. 7 ) according to the embodiment 1, except for the following points. In the illustration shown in  FIG. 25 , the same elements as those in the embodiment 1 may be simplified. 
     The configuration of the train operation control system  90 F is different from the configuration of the train operation control system  90  according to the embodiment 1, in that an anti-deadlock device  900  is additionally provided. The train operation control system  90  is modified as appropriate in accordance with the addition of the anti-deadlock device  900 . 
     &lt;Anti-Deadlock Device  900 &gt; 
     The anti-deadlock device  900  is, similarly to the course control device  400 , installed on the ground. In the example shown in  FIG. 25 , the anti-deadlock device  900  includes a segment string use permission setting part  901 , a segment-string competition table storage part (in other words, a segment-string competition information storage part)  902 , and a segment-string use notice registration file storage part (in other words, a segment-string use notice information storage part)  903 . 
     In the following description, the reference sign  902  may be also used to refer to the segment-string competition table (in other words, segment-string competition information) stored in the storage part  902 . Likewise, the reference sign  903  may be also used to refer to the segment-string use notice registration file (in other words, segment-string use notice information) stored in the storage part  903 . The two storage parts  902  and  903  may be configured as a single storage device, or may be configured as separate storage devices. An operation of the anti-deadlock device  900  will be detailed later. 
     &lt;Segment String&gt; 
     The segment string is a concept under which a plurality of segments directed to the same direction is handled as a group.  FIGS. 26 and 27  illustrate segment strings.  FIG. 26  shows an example of defining the segment string with respect to the segment definition diagram of  FIG. 5 . 
     In the example shown in  FIGS. 26 and 27 , segment strings R 0001 , R 0002 , R 0101 , and R 0102  are illustrated. For example, the segment string R 0001  includes three segments S 0102 , S 0205 , and S 0507  in the down direction. Herein, it is assumed that segments included in a segment string are arranged in accordance with the order in which the train travels on the track distribution (see  FIG. 27 ). 
     In the example shown in  FIGS. 26 and 27 , the type “inside” or the type “departure” is set to each of the segment strings R 0001 , R 0002 , R 0101 , and R 0102 . The type “inside” indicates that the train enters a certain track No. of the station yard. The type “departure” indicates that the train leaves a certain track No. of the station yard for the next station. Another type may be set in addition to or instead of “inside” and “departure”. For example, the type “shunting” indicating that track No. is changed in the station yard may be defined, and the type “shunting” may be set to a segment string. 
     As shown in  FIG. 27 , information (which herein will be called a segment-string definition information) concerning the definition of each segment string can be collected into data in the form of a table, for example. However, the form of the data is not limited to a table. 
     The segment string is defined for a segment string in which there is a possibility that the deadlock occurs between two trains traveling in opposite directions. Accordingly, it is not necessary to define the segment string in a case where, for example, the track distribution, an operation method, or the like, does not include segments in opposite directions. 
     In addition to the segment definition information (see  FIGS. 2 and 4 ), the segment-string definition information shown in  FIGS. 26 and 27  is supplied in advance to the anti-deadlock device  900 . Likewise, the segment-string definition information is supplied in advance to the use segment request device  200 , too. 
     &lt;Segment-String Competition Table&gt; 
     The segment-string competition table is information (which will be called segment-string competition information) concerning the competitive relationship between segment strings being collected into data in the form of a table. However, it may be acceptable that the segment-string competition information is managed in a data form other than a table format. 
       FIG. 28  illustrates a segment-string competition table  902  corresponding to the segment definition diagram shown in  FIG. 5  and the segment string definition diagram shown in  FIG. 26 . In  FIG. 28 , a combination of segment strings having no competitive relationship with each other is given the mark “◯”, and a combination of segment strings having a competitive relationship with each other is given the mark “x”. In an example shown in  FIG. 28 , the segment-string competition table  902  is a symmetric matrix, and therefore illustration of the upper half is omitted. 
     In the segment-string competition table, a competitive relationship is set between such segment strings that there is a possibility that the deadlock occurs, in a case where the directions of the segment string (in other words, the train advancing directions in the segment string) are opposite to each other and trains travel in these segment strings. To be more specific, in a case where trains travel in the segment strings R 0001  and R 0102 , as described with reference to  FIG. 24 , there is a possibility that the deadlock occurs. Therefore, the competitive relationship is set between these segment strings R 0001  and R 0102 . Likewise, the competitive relationship is set for a combination of R 0001  and R 0101 , a combination of R 0002  and R 0101 , and a combination of R 0002  and R 0102 . 
     &lt;Segment String Use Notice&gt; 
     Referring to  FIG. 25  again, in the embodiment 6, the use segment request device  200  prepares the use-requested segment list  222  and then prepares a use-noticed segment string list (in other words, use-noticed segment string information)  223 . In this embodiment 7, not only the segment definition information (see  FIGS. 2 and 4 ) but also the segment-string definition information (see  FIG. 27 ) is supplied in advance to the use segment request device  200 . 
     The use-noticed segment string list  223  thus prepared is, at the same timing as that for the use-requested segment list  222 , transmitted to the anti-deadlock device  900  via the transmission device  300 . More specifically, the elements of the use segment request device  200  operate as follows. 
     As described in the embodiment 1, the use-planned segment configuring part  201  prepares the use-planned segment list  221 . In a case where the train is scheduled to turn back in a station, the use-planned segment list  221  is prepared so as to include segments having different directions. More specifically, in the example shown in  FIG. 5 , in a case where the train T 1  that is directed to the down direction and existing in the segment S 0001  has a plan to stop on the track No. 1 and then leave for a station located in the opposite direction, the use-planned segment list  221  includes segments S 0705 , S 0502 , and S 0203  in addition to the segments S 0001 , S 0102 , S 0205 , and S 0507 . Moreover, the use-planned segment configuring part  201  prepares the use-noticed segment string list  223  corresponding to the use-planned segment list  221 . 
       FIG. 29  is a diagram schematically illustrating the use-noticed segment string list  223 . In an example shown in  FIG. 29 , the use-noticed segment string list  223  describes segment strings R 11  and R 12  for which a use notice is given, sequentially from the rear position of the train toward the advancing direction, and also describes a clock time at which the train is scheduled to use the segment string R 11 , R 12 . 
     The clock time herein means a use-scheduled clock time at which any of the segments included in the segment string is scheduled to be used. For example, in a case where the type of the segment string is “inside”, a clock time at which the train is scheduled to stop at the segment corresponding to the track No. where the train will arrive, that is, at the last segment in the segment string, is described. In a case where the type of the segment string is “departure”, a clock time at which the train is scheduled to exit the segment corresponding to the track No. where the train currently exists, that is, the first segment of the segment string, is described. 
       FIG. 30  is a flowchart illustrating a use-noticed segment string selection process performed by the use-planned segment configuring part  201 . 
     In a use-noticed segment string selection process  250  illustrated in  FIG. 30 , a use-noticed segment string is selected based on the use-planned segment list  221  that is prepared for each train. More specifically, one segment string is selected from the segment-string definition information (see  FIG. 27 ) held by the use segment request device  200 , and the selected segment string is compared against the use-planned segment list  221  (steps  251 S,  251 E). Thereby, whether or not each segment string should be incorporated into the use-noticed segment string list  223  is determined. 
     Firstly, whether or not the use-planned segment list  221  includes any alignment of segments that is coincident with the selected segment string (that is, the processing object segment string), is determined (step  252 ). Here, an alignment of segments being coincident with a segment string means that the use-planned segment list  221  includes all (or part) of the segments of the segment string and additionally the order in which they are aligned is also coincident. In a case where the coincidence of the alignment is achieved only in part of the segment string, the determination of the coincidence of the alignment of the segments is made if the last segment of the segment string is included in the use-planned segment list  221 . 
     When there is no alignment of segments that is coincident, the processing object segment string is not incorporated into the use-noticed segment string list  223  (step  253 ), and the process moves to the next segment string (steps  251 E,  251 S). 
     When there is any alignment of segments that is coincident, whether or not the train has arrived at an end point of the processing object segment string is determined. To be more specific, whether or not a rear position of the train is located within the last segment among the segments that form the processing object segment string (step  254 ). 
     When the train has arrived at the end point of the processing object segment string, the processing object segment string is not incorporated into the use-noticed segment string list (step  253 ), the process moves to the next segment string (steps  251 E,  251 S). 
     When the train has not arrived at the end point of the processing object segment string, a use-scheduled clock time at which the processing object segment string is scheduled to be used is calculated (step  255 ). 
     Here, the use-scheduled clock time is described in the schedule data  203 , or alternatively the schedule data  203  is described with use of a segment string. 
     Although the term of use-scheduled clock time is used, the clock time is similarly obtained from the schedule data  203  also in a case where the train has already entered the processing object segment string. In this case, the clock time is a clock time previous to the current clock time. 
     Then, the processing object segment string is incorporated into the use-noticed segment string list  223  (step  256 ), and the use-scheduled clock time is set. Then, the process moves to the next segment string (steps  251 E,  251 S). 
     The above-described process is performed with respect to all the segment strings included in the segment-string definition information. Thereby, the use-planned segment configuring part  201  prepares the use-noticed segment string list  223 . 
     In the case illustrated herein, the use-planned segment list  221  is firstly prepared, and then, based on the use-planned segment list  221 , the use-noticed segment string list  223  is prepared. However, it may be also possible that the lists  221  and  223  are prepared in the reverse order. For example, in a case where the schedule data  203  is described with use of the segment string, the use-planned segment list  221  may be prepared through a process of preparing the segment string list  223  corresponding to currently traveling or travel-scheduled, and then developing a segment from each segment string. 
     The use-planned segment list  221  and the use-noticed segment string list  223  thus prepared are outputted toward the use-requested segment selecting part  202 . As described in the embodiment 1, the use-requested segment selecting part  202  prepares the use-requested segment list  222  based on the use-planned segment  221 , and outputs the use-requested segment list  222  as well as the use-noticed segment string list  223  to the transmission device  300 . 
     Similarly to the embodiment 1, the transmission device  300  (more specifically, the vehicle-to-ground transmitting part  302  and the segment use request collecting part  305 ) outputs the use-requested segment list  222  to the course control device  400 . The transmission device  300  outputs the use-requested segment list  222  and the use-noticed segment string list  223  to the anti-deadlock device  900 . Although, herein, the use-planned segment list  221  and the use-noticed segment string list  223  are outputted as separate kinds of data, it may be acceptable that the lists  221  and  223  are collected into a single kind of data, and outputted. 
     &lt;Use Permission for Segment String&gt; 
     In the anti-deadlock device  900 , the segment string use permission setting part  901  refers to the segment-string competition table  902  for the use-requested segment list  222  and the use-noticed segment string list  223  obtained from each train, and thereby modifies the use-requested segment list  222  such that no deadlock occurs against another train. Then, the segment string use permission setting part  901  outputs the use-requested segment list  222  thus modified to the course control device  400 . In some case, the use-requested segment list  222  is not modified. Hereinafter, irrespective of whether or not it is modified, the reference sign  222   a  is basically used to refer to the use-requested segment list  222  that the anti-deadlock device  900  outputs to the course control device  400 . 
       FIGS. 31 and 32  show an image of the operation of the anti-deadlock device  900 . The segment string definition and the segment-string competition table are the ones shown in  FIGS. 27 and 28 , respectively. 
     In an example shown in  FIGS. 31 and 32 , the train T 1  is scheduled to arrive at the track No. 1 at clock time 8:30. The use segment request device  200  operates to store the four segments S 0001 , S 0102 , S 0205 , and S 0507  in the use-requested segment list  222 . The segment string R 0001  is stored in the use-noticed segment string list  223 . Although the segment string may include a segment corresponding the next stop station at the down side of the track No. 1, it is omitted herein. 
     The train T 2  is scheduled to depart from the track No. 2 at clock time 8:35. The three segments S 0604 , S 0402 , and S 0203  are stored in the use-requested segment list  222 . The segment string R 0102  is stored in the use-noticed segment string list  223 . 
     In the situation as described with reference to  FIG. 24 , when the use permission for the segment S 0102  is given to the train T 1 , the use permission for the segment S 0402  is given to the train T 2 , and the trains travel into these segments; a deadlock occurs. 
     The anti-deadlock device  900  firstly refers to the segment-string competition table  902  for the use-noticed segment string list  223  obtained from each train, and checks the competitive relationship among segment strings. The segment-string competition table  902  shown in  FIG. 28  indicates that there is a competitive relationship between the segment string R 0001  for which the train T 1  gives a use notice and the segment string R 0102  for which the train T 2  gives a use notice. 
     Then, in each train use-noticed segment string list  223 , the use-scheduled clock time of the segment string is checked, resulting in that the train T 1  is scheduled to arrive earlier. Thus, it is necessary that the use permission for the segment is given to each train such that priority is placed on the entry of the train T 1 . 
     More specifically, in consideration of prevention of the deadlock, the use permissions for the four segments S 0001 , S 0102 , S 0205 , and S 0507  are given to the train T 1  as requested, and the use permission for the two segments S 0402  and S 0203  must not be given to the train T 2  until the train T 1  arrives at the track No. 1. 
     In the example shown in  FIGS. 31 and 32 , the anti-deadlock device  900  deletes the above-mentioned two segments S 0402  and S 0203  from the use-requested segment list  222  of the train T 2 , and outputs the use-requested segment list obtained after the deletion, as the use-requested segment list  222   a , to the course control device  400 . As for the train T 1 , on the other hand, the anti-deadlock device  900  outputs the use-requested segment list  222  with no change, as the use-requested segment list  222   a , to the course control device  400 . 
       FIGS. 33 and 34  show, with respect to oncoming trains using the same track No, an image of the operation of the anti-deadlock device  900 . A track distribution shown in  FIG. 33  is the same as that shown in  FIG. 31 , and the segment string definition and the segment competition table shown in  FIG. 33  are also the same as those shown in  FIG. 32 . 
     In an example shown in  FIGS. 33 and 34 , the train T 1  is scheduled to arrive at the track No. 2 at clock time 8:30. The use segment request device  200  operates to store the four segments S 0001 , S 0102 , S 0204 , and S 0406  in the use-requested segment list  222 . The segment string R 0002  is stored in the use-noticed segment string list  223 . 
     In the example shown in  FIGS. 33 and 34 , the departure of the train T 2  is delayed due to, for example, disturbance of the train operation, and the train T 2  is existing in the track No. 2 where the train T 1  is scheduled to arrive. In order that the train T 1  can arrive at the track No. 1 as scheduled, it is necessary that the use permission for the segment is given to each train such that priority is placed on the departure of the train T 2 . 
     The last segment S 0406  of the segment string R 0002  noticed by the train T 1  is in the competitive relationship with the segment S 0604  where the train T 2  currently exists. The segment string R 0102  noticed by the train T 2  is in the competitive relationship with the segment string R 0002  noticed by the train T 1 . Besides, the train T 2  exists in the segment S 0604  of the segment string R 0002  that is noticed. Under such a situation, when the use permission for the segment S 0102  is given to the train T 1 , the use permission for the segment S 0402  is given to the train T 2 , and the trains travel into these segments; a deadlock occurs. Furthermore, as described above, in consideration of the priority on the departure-side train, the use permissions for the three segments S 06041 , S 0402 , and S 0203  are given to the train T 2  as requested, and the use permissions for the three segments S 0102 , S 0204 , and S 0406  must not be given to the train T 1  until the departure of the train T 2  from the track No. 2 is completed. 
     In the example shown in  FIGS. 31 and 32 , in a case where a competition occurs between segment strings, the segment string use-scheduled clock time of each train is referred to, to determine which of the segment strings is to be prioritized. In the example shown in  FIGS. 33 and 34 , on the other hand, in a case where another train is going to depart from the track No. at which a train entering the station will arrive, the type of the segment string for which each train is given the use notice is referred to, to determine which of the segment strings is to be prioritized. In the example shown in  FIGS. 33 and 34 , it is determined that the segment string R 0102  having a type of “departure” is to be prioritized. 
     Accordingly, the anti-deadlock device  900  deletes the above-mentioned three segments S 0102 , S 0204 , and S 0406  from the use-requested segment list  222  of the train T 1 , and outputs the use-requested segment list obtained after the deletion, as the use-requested segment list  222   a , to the course control device  400 . As for the train T 2 , the anti-deadlock device  900  outputs the use-requested segment list  222  with no change, as the use-requested segment list  222   a , to the course control device  400 . 
     &lt;Process Flow&gt; 
       FIG. 35  is a flowchart illustrating a use-noticed segment string permission setting process performed by the segment string use permission setting part  901 . In a use-noticed segment string permission setting process  910  illustrated in  FIG. 35 , firstly, a registration process  911  is performed for registering a segment string noticed by each train. 
       FIG. 36  is a flowchart illustrating details of the segment string registration process  911 .  FIG. 37  is a diagram schematically illustrating a segment-string use notice registration file  903 . 
     In the segment string registration process  911 , a content of the use-noticed segment string list  223  of each train is registered in the segment-string use notice registration file  903  (steps  911 S,  911 E). Firstly, the use-noticed segment string  223  of a processing object train is obtained (step  912 ). Then, the content of the use-noticed segment string list  223  is registered in the segment-string use notice registration file  903  (step  913 ). 
     Here, the segment-string use notice registration file  903  registers, for an individual segment string stored in the segment-string definition information, a train (train ID) that has given a use notice and a use-scheduled clock time of the train. In an example shown in  FIG. 37 , information indicating that the train T 1  is scheduled to use the segment string R 0001  at 8:30 is registered with the segment string R 0001 , and information indicating that the train T 2  is scheduled to use the segment string R 0102  at 8:35 is registered with the segment string R 0102 . 
     Then, with respect to the segment string for which the train has stopped the use notice, the use notice registration is deleted (step  914 ). In other words, the train ID and the use-scheduled clock time are deleted with respect to a segment string that has been registered in the segment-string use notice registration file  903  but is not longer included in the use-noticed segment string list  223  of the processing object. 
     Referring to  FIG. 35  again, after the segment string registration process  911  is completed, a priority determination for determining priority of the use-noticed segment string is performed with respect to each train (steps  915 S,  915 E). Firstly, the use-requested segment list  222  and the use-noticed segment string list  223  of the processing object train are obtained (step  916 ). 
     Then, the following process is performed with respect to each segment string in the use-noticed segment string list  223  (steps  917 S,  917 E). Firstly, whether or not there is any other train that is noticing the use of a segment string that competes with the selected processing object segment string, is checked (step  918 ). To be more specific, the segment-string competition table  902  and the segment-string use notice registration file  903  are referred to, to determine whether or not another train that is noticing the use of a segment string that competes with the processing object segment string is registered in the segment-string use notice registration file  903 . When, as a result of the determination, no such train exists, the process moves to selection of the next segment string (steps  917 E,  917 S). 
     On the other hand, when it is determined that such a train exists in step  918  (in other words, a segment string competition determination process  918 ), a priority determination process  920  is performed.  FIG. 38  is a flowchart illustrating details of the priority determination process  920 . In the priority determination process  920 , firstly, the type of the selected processing object segment string is checked (step  921 ). In a case where the type of the segment string is “departure”, whether or not the own train, that is, the train selected in step  915 S (see  FIG. 35 ), exists in any segment in the processing object segment string, is checked (step  922 ). More specifically, the use-requested segment list  222  selected in step  916  (see  FIG. 35 ) is checked, to determine whether or not a segment having a type of “inside” is included in the segment string. 
     When it is determined that the train exists, the priority determination process  920  on the processing object segment string is terminated (step  917 E (see FIG.  35 )), and the process moves to selection of the next segment string (step  917 S (see  FIG. 35 )). 
     When it is determined in step  922  that the train does not exist, and when it is determined in step  921  that the type of the processing object segment string is different from “departure”, a use-scheduled clock time of the processing object segment string and a use-scheduled clock time of the competing segment string found in step  918  (see  FIG. 35 ) are checked (step  923 ). 
     In a case where the use-scheduled clock time of the processing object segment string is earlier than (or the same clock time as) the use-scheduled clock time of the competing segment string found in step  918  (see  FIG. 35 ), the priority determination process  920  on the processing object segment string is terminated (step  917 E (see FIG.  35 )), and the process moves to selection of the next segment string (step  917 S (see  FIG. 35 )). 
     On the other hand, in a case where the use-scheduled clock time of the competing segment string is earlier, a segment whose type is different from “inside” and that is included in the processing object segment string is deleted from the use-requested segment list  222  selected in step  916  (see  FIG. 35 ). Thus, the priority determination process  920  is terminated. 
     Referring to  FIG. 35  again, after the process (steps  917 S,  917 E) for each segment string is terminated, the use-requested segment list  222   a  obtained as a result of the process is outputted to the course control device  400  (see  FIG. 25 ). 
     Next, an operation of the course control device  400  in this embodiment 6 will be described. As shown in  FIG. 25 , the course control device  400  obtains the use-requested segment list  222  from the transmission device  300 , and also obtains the use-requested segment list  222   a  from the anti-deadlock device  900 . 
       FIGS. 39 and 40  show a flowchart illustrating a use permission segment list preparation process  440   a  performed by the segment use permission setting part  401  according to this embodiment 6. A flow shown in  FIG. 39  and a flow shown in  FIG. 40  are connected via a connector C 2 , and a flow shown in  FIG. 40  and a flow shown in  FIG. 12  are connected via a connector C 1 . 
     The use permission segment list preparation process  440   a  is basically configured in the same manner as the use permission segment list preparation process  440  (see  FIGS. 11 and 12 ) according to the embodiment 1, except for the following points. 
     Firstly, in the process (steps  441 S,  441 E) for each train, step  422   a  (see  FIG. 39 ) is performed instead of step  422  shown in  FIG. 11 . In step  442   a  of this embodiment 6, as the processing object segment use request, the use-requested segment list  222  is obtained from the transmission device  300  in the same manner as in the embodiment 1, and the use-requested segment list  222   a  is also obtained from the anti-deadlock device  900 . Hereinafter, in the process (steps  444 S,  444 E) for each use-requested segment, similarly to the embodiment 1, a segment is selected from the use-requested segment list  222  obtained from the transmission device  300 . 
     Secondly, step  453  (see  FIG. 40 ) is additionally provided between steps  445 ,  447  of  FIG. 11 . That is, when it is determined in step  445  that the use request for the selected segment is not competing in terms of the operation, step  453  that is additionally provided is performed. In step  453 , whether or not the corresponding segment is included in the use-requested segment list  222   a  obtained from the anti-deadlock device  900  is determined. When it is determined that the corresponding segment is included, the use permission for the corresponding segment is registered (step  447 ), while when it is determined that the corresponding segment is not included, the use permission is not given (step  446 ). 
     Thus, as a result of the addition of step  453 , the use-requested segment that satisfies a condition that the use-requested segment is determined as not competing in terms of the train operation based on the use-requested segment list  222  obtained from each train and a condition that the use-requested segment is included in the use-requested segment list  222   a  obtained from the anti-deadlock device  900 , is registered in the segment use permission registration file  404  (step  447 ). Then, the use-requested segment that satisfies the above-mentioned two conditions is, through step  448  to  452  (see  FIGS. 40 and 12 ) already described, incorporated into the use permission segment list  421 . 
     The subsequent process is the same as the process (see  FIGS. 11 and 12 ) described in the embodiment 1, and a description thereof is omitted. 
     The operations of an interval control device  5500  and a point-switch control device  600  are the same as those of the embodiment 1, and thus a description thereof is omitted. 
     In the train operation control system  90 F, even when a timing of the segment use request from the train is not in a normal state because of disturbance of the train operation or the like, a deadlock can be prevented. 
     The anti-deadlock device  900  is provided separately from the course control device  400 . That is, in a configuration adopted herein, the output of the transmission device  300  is supplied separately to the anti-deadlock device  900  and to the course control device  400 , and the output of the anti-deadlock device  900  is supplied to the course control device  400 . In such a configuration, even when the anti-deadlock device  900  breaks down, the course control device  400  is able to implement the train control function. Additionally, even if, due to breakdown or the like, the anti-deadlock device  900  erroneously outputs a use-requested segment list including a segment not requested by the train, the course control device  400  can exclude it. Therefore, even though the anti-deadlock device  900  is attached, an abnormal value is not put into the use permission segment list  421  that will be sent back to the train. Thus, the train can be smoothly controlled. 
     Embodiment 7 
       FIG. 41  is a block diagram illustrating a configuration of a train operation control system  90 G according to an embodiment 7. The train operation control system  90 G is basically configured in the same manner as the train operation control system  90 B (see  FIG. 18 ) according to the embodiment 2, except for the following points. 
     The configuration of the train operation control system  90 G is different from the configuration of the train operation control system  90 B according to the embodiment 2, in that the anti-deadlock device  900  is additionally provided. The train operation control system  90 B is modified as appropriate in accordance with the addition of the anti-deadlock device  900 . 
     For example, the use-noticed segment string list  223  is prepared, in the same manner as in the embodiment 6, by the use segment request device  200 B gathered on the ground, and transmitted to the anti-deadlock device  900  via the segment use request collecting part  305 . 
     As described in the embodiment 6, the anti-deadlock device  900  outputs, to the course control device  400 , the use-requested segment  222   a  that has been modified for each train such that no deadlock occurs against another train. 
     The train operation control system  90 F can simplify the entire system, and also can prevent the deadlock. 
     The anti-deadlock device  900  is provided separately from the course control device  400 . That is, in a configuration adopted herein, the output of the segment use request collecting part  305  is supplied separately to the anti-deadlock device  900  and to the course control device  400 , and the output of the anti-deadlock device  900  is supplied to the course control device  400 . In such a configuration, even when the anti-deadlock device  900  breaks down, the course control device  400  is able to implement the train control function. Additionally, even if, due to breakdown or the like, the anti-deadlock device  900  erroneously outputs a use-requested segment list including a segment not requested by the train, the course control device  400  can exclude it. Therefore, even though the anti-deadlock device  900  is attached, an abnormal value is not put into the use permission segment list  421  that will be sent back to the train. Thus, the train can be smoothly controlled. 
     Embodiment 8 
       FIG. 42  is a block diagram illustrating a configuration of a train operation control system  90 H according to an embodiment 8. The train operation control system  90 H is basically configured in the same manner as the train operation control system  90 C (see  FIG. 19 ) according to the embodiment 3, except for the following points. 
     The configuration of the train operation control system  90 H is different from the configuration of the train operation control system  90 C according to the embodiment 3, in that the anti-deadlock device  900  is additionally provided. The train operation control system  90 C is modified as appropriate in accordance with the addition of the anti-deadlock device  900 . 
     As described in the embodiment 6, the anti-deadlock device  900  outputs, to the course control device  400 C, the use-requested segment  222   a  that has been modified for each train such that no deadlock occurs against another train. 
     The train operation control system  90 H can gather the course control devices corresponding to all the stations to one location, and also can prevent the deadlock. 
     The anti-deadlock device  900  is provided separately from the course control device  400 C. That is, in a configuration adopted herein, the output of the transmission device  300  is supplied separately to the anti-deadlock device  900  and to the course control device  400 C, and the output of the anti-deadlock device  900  is supplied to the course control device  400 C. In such a configuration, even when the anti-deadlock device  900  breaks down, the course control device  400 C is able to implement the train control function. Additionally, even if, due to breakdown or the like, the anti-deadlock device  900  erroneously outputs a use-requested segment list including a segment not requested by the train, the course control device  400 C can exclude it. Therefore, even though the anti-deadlock device  900  is attached, an abnormal value is not put into the use permission segment list  421  that will be sent back to the train. Thus, the train can be smoothly controlled. 
     Embodiment 9 
       FIG. 43  is a block diagram illustrating a configuration of a train operation control system  90 I according to an embodiment 9. The train operation control system  90 I is basically configured in the same manner as the train operation control system  90 D (see  FIG. 20 ) according to the embodiment 4, except for the following points. 
     The configuration of the train operation control system  90 I is different from the configuration of the train operation control system  90 D according to the embodiment 4, in that the anti-deadlock device  900  is additionally provided. The train operation control system  90 D is modified as appropriate in accordance with the addition of the anti-deadlock device  900 . 
     For example, the use-noticed segment string list  223  is prepared by the use-planned segment configuring part  201  of the use-planned segment configuration device  800 D installed on the ground, and transmitted to the anti-deadlock device  900  via the transmission device  300 D and the use segment request device  200 D. 
     The train operation control system  90 I can simply and flexibly perform the system operation, and also can prevent the deadlock. 
     Embodiment 10 
       FIG. 44  is a block diagram illustrating a configuration of a train operation control system  90 J according to an embodiment 10. The train operation control system  90 J is basically configured in the same manner as the train operation control system  90 E (see  FIG. 23 ) according to the embodiment 5, except for the following points. 
     The configuration of the train operation control system  90 J is different from the configuration of the train operation control system  90 E according to the embodiment 5, in that the anti-deadlock device  900  is additionally provided. The train operation control system  90 E is modified as appropriate in accordance with the addition of the anti-deadlock device  900 . 
     The train operation control system  90 J can simplify the entire system, and also can prevent the deadlock. 
     The anti-deadlock device  900  is provided separately from the course control device  400 . That is, in a configuration adopted herein, the output of the transmission device  300 E is supplied separately to the anti-deadlock device  900  and to the course control device  400 , and the output of the anti-deadlock device  900  is supplied to the course control device  400 . In such a configuration, even when the anti-deadlock device  900  breaks down, the course control device  400  is able to implement the train control function. Additionally, even if, due to breakdown or the like, the anti-deadlock device  900  erroneously outputs a use-requested segment list including a segment not requested by the train, the course control device  400  can exclude it. Therefore, even though the anti-deadlock device  900  is attached, an abnormal value is not put into the use permission segment list  421  that will be sent back to the train. Thus, the train can be smoothly controlled. 
     While the invention has been described in detail, the foregoing description is in all aspects illustrative and not restrictive. It is therefore understood that numerous modifications and variations not illustrated herein can be devised without departing from the scope of the invention. 
     DESCRIPTION OF THE REFERENCE SIGNS 
     
         
         
           
               10  point switch;  12  point-switch protection section;  90 ,  90 B- 90 J train operation control system;  100  train control device;  101  train&#39;s detailed information detecting part;  102  train control part;  103 ,  103 B car performance data storage part, car performance data;  104 ,  104 B railroad data storage part, railroad data;  121  train&#39;s detailed information;  200 ,  200 B,  200 D use segment request device;  201  use-planned segment configuring part;  202  use-requested segment selecting part;  203 ,  203 B train schedule data storage part, train schedule data;  204  train data selecting part;  221  use-planned segment list (use-planned segment information);  222 ,  222   a  use-requested segment list (use-requested segment information);  223  use-noticed segment string list (use-noticed segment string information);  240  use-requested segment selection process;  300 ,  300 B,  300 D,  300 E transmission device;  400 ,  400 C course control device;  401  segment use permission setting part;  402  point-switch managing part;  403  segment competition table storage part (segment competition information storage part), segment competition table (segment competition information);  404  segment use permission registration file storage part (segment use permission status information storage part), segment use permission registration file (segment use permission status information);  421  use permission segment list (use permission segment information);  422  segment travelable state information;  423  point switch control command;  440  use permission segment list preparation process;  445  segment use competition determination process;  470  point switch management process;  500  interval control device;  501  train presence managing part;  502  interval control information preparing part;  503  train presence registration file storage part, train presence registration file;  522  stop limit information;  540  stop limit information preparation process;  600  point-switch control device;  621  point-switch state information;  800 D use-planned segment configuration device;  900  anti-deadlock device;  901  segment string use permission setting part;  902  segment-string competition table storage part (segment-string competition information storage part), segment-string competition table (segment-string competition information);  903  segment-string use notice registration file storage part (segment-string use notice information storage part), segment-string use notice registration file (segment-string use notice information);  918  segment string competition determination process;  920  priority determination process; S 1 -S 6 , S 11 -S 13 , S 21 -S 27 , S 0001 , S 0001   a , S 0001   b , S 0102 , S 0203 , S 0204 , S 0205 , S 0402 , S 0406 , S 0406   a , S 0406   b , S 0502 , S 0507 , S 0507   a , S 0507   b , S 0604 , S 0604   a , S 0604   b , S 0705 , S 0705   a , S 0705   b  segment; R 0001 , R 0002 , R 0101 , R 0102  segment string; and T 1  to T 4  train.