Patent Publication Number: US-9884635-B2

Title: Signaling system and door control method

Description:
RELATED APPLICATIONS 
     The present application is National Phase of International Application No. PCT/JP2013/059739 filed Mar. 29, 2013, the disclosure of which is hereby incorporated by reference herein in its entirety. 
     TECHNICAL FIELD 
     The present invention relates to a signaling system and a door control method, and especially, to a signaling system and a door control method, in which a moving vehicle travels on a track. 
     BACKGROUND ART 
     A moving vehicle (a train) traveling on a track as in a new transportation system and a railway is known. A signaling system which controls the traveling of such a moving vehicle is known. The conventional signaling system is of a central supervisory control-type. In the central supervisory control-type signaling system, devices for a main safety function (a protection function) are concentrates in a control center and the traveling states of trains in a whole railroad division are grasped and managed, in order to realize a function safety. The devices for the safety function (protection devices) contain an interlocking device, an ATP (Automatic Train Protection) ground device, and a station control device. 
       FIG. 1A  and  FIG. 1B  are block diagrams showing the configuration of a conventional signaling system. The conventional signaling system is divided into a control center, (a group of) trains, stations and railroad tracks. The control center grasps and manages the operation states of trains in the whole railroad division, to realize the function safety. The control center contains an operation control device  230 , an ATP ground device  232 , a station control device  234  and an interlocking device  236 . The respective devices are mutually connected by an exclusive-use LAN (Local Area Network)  238  to be bi-directionally communicable. The operation control device  230  controls the whole operation. The interlocking device  236  carries out the protection of traveling routes of the trains. The ATP ground device  232  prevents a collision between the trains. The station control device  234  attains the function safety of the opening/closing control of the doors of a platform screen door and a train at a station. 
     Each of the (group of) trains is provided with an on-board device  210 . The on-board device  210  controls the operation of the train based on the control of the control center. The on-board device  210  is connected with the ATP ground device  232  by the exclusive-use LAN  238  to be bi-directionally communicable. The station is provided with a remote I/O  220 . The remote I/O  220  carries out the opening/closing control of the platform screen door  240  and the control of railroad switches  250  on the railroad track based on the control of the control center. The remote I/O  220  is connected with the station control device  234  and the interlocking device  236  by an exclusive-use LAN to be bi-directionally communicable. 
     The operation of this conventional signaling system (the operation of a train) is as described below, for example, with reference to  FIG. 1A . 
     When a departure time of an optional train comes gets closer based on the train diagram, the operation control device  230  refers to the on-rail state  205  from the ATP ground device  232  to check the on-rail state in the railroad division. When determining that the on-rail state indicates that the train is possible to depart, the operation control device  230  issues a departure command (or a traveling route request)  206  to the train. 
     When receiving the departure command (or the traveling route request)  206 , the interlocking device  236  refers to the on-rail state  205  in the railroad division to be received from the ATP ground device  232  at a constant period and issues a command to the remote I/O  220  such that the railroad switches (branches)  250  in an object section for which the train travels, become coincident with the direction of a traveling route. The remote I/O  220  controls the railroad switches (branches)  250  in the object section for which the train travels, to be switched to the traveling route direction. The interlocking device  236  locks the railroad switches (branches)  250  after the switching. As a result, the traveling route of the train is exclusively established (traveling route control  201 ). The other train never travels on the traveling route. The interlocking device  236  outputs the state of such a traveling route to the ATP ground device  232  at a constant period as a traveling route state  207 . 
     The ATP ground device  232  always monitors a train position by using a latest train position  204  received from detectors arranged on the railroad track and the train. The ATP ground device  232  outputs the on-rail state  205  in the railroad division which is based on the monitoring result, to the interlocking device  236  at a constant period. Also, the ATP ground device  232  refers to the traveling route state  207  received from the interlocking device  236  at a constant period, outputs a traveling permission  202  to the train for which the traveling route is established, while considering to keep a safety distance from a preceding train. The train generates a speed profile to a traveling permission limit position when receiving the traveling permission  202 , and starts to travel under the speed control to be carried out while referring to the profile. 
     The station control device  234  receives a train state  208  (the state in which the operation is perfectly stopped and a brake is working) through the ATP ground device  232 , after the train has arrived at a station. At the same time, the station control device  234  checks a door state of a platform screen door  240  through the remote I/O  220 . After it is confirmed that it is possible to open doors of the train and the platform screen door  240 , the station control device  234  issues a door opening command  203  to (the on-board device  210  of) the train through the ATP ground device  232 . At the same time, the station control device  234  issues a door opening command  203  to the platform screen door  240  through the remote I/O  220 . 
     In this way, in the conventional signaling system, for example, the traveling route control is carried out by the interlocking device  236  to establish the traveling route of the train, and the train interval protection for issuing the traveling permission of the train is carried out by the ATP ground device  232 . In other words, in the conventional signaling system, the traveling route control and the train interval protection are carried out by different systems. 
     This method is a method proved based on results but having a problem described below. For example, the method has a processing system in which the protection functions are independent from each other, as mentioned above. Therefore, the conventional signaling system has a redundant configuration. Therefore, considering the system configuration while paying attention to the safety of the signaling system, it is not possible to step out from the above configuration and there is a limit in the cost reduction. 
     Also, when the signaling system is introduced, the operation control device  230 , the interlocking device  236 , the ATP ground device  232 , and the station control device  234  become necessary to control the operations of all the trains in the whole railroad division regardless of a railroad division scale and the details of the train operation. These are a minimum configuration when the signaling system is configured, and there is a limit in reduction of an introduction cost. 
     Especially, the operation control device  230 , the ATP ground device  232 , control device  234  and the interlocking device  236  control the operations of all the trains in the whole railroad division. Therefore, each device is allocated with a very large load. For this reason, each device is extremely large in size and is expensive. Therefore, a technique is demanded in which a space for the device can be reduced, an introduction cost can be reduced, and the handling of equipments is easy. 
     Moreover, the operation (the opening/closing operation of doors) in this conventional signaling system is as described below with reference to FIG.  1 B. 
     When a train has stopped at a station, the on-board device  210  issues a fixed point stop signal  261  to the ATP ground device  232 . The ATP ground device  232  transfers the fixed point stop signal  261  to the station control device  234  and the interlocking device  236 . Moreover, the on-board device  210  transmits through the ATP ground device  232  to the interlocking device  236 , a brake operating/power running off signal  262  indicating that the brake is operated in the train so that the power running is in an off condition (a condition that the train is stopped and does not travel). 
     The interlocking device  236  issues a door open permission signal  263  to the platform screen door  240  of the station based on an AND condition of the above two signals (the fixed point stop signal  261  and the brake operation/power running off signal  262 ). The platform screen door  240  is set to the state that the lock state of the doors is released to allow them to be opened, in response to the door open permission signal. 
     On the other hand, the station control device  234  enters a timer count mode after receiving the fixed point stop signal  261 , and issues a door open command signal  264  to the platform screen door  240  after the timer counts out. The platform screen door  240  opens the doors in response to the door open command signal  264  after receiving the door open permission signal  263 . 
     The flow of these signals is based on the view point of the function safety. The system is divided into two different types of processing: the processing for releasing the lock state of the doors (security system: containing the interlocking device  236 ) and the processing for opening the doors (non-security system: containing the station control device  234 ). Moreover, as another phase, the processing is distributed into the interlocking device  236  and the station control device  234  for the load distribution of a series of door open sequences. 
     This system is a control system having good performance but has a problem described below. Because the function has to be realized by making the devices provided in the control center (such as the ATP ground device  232 , the station control device  234 , and the interlocking device  236 ) cooperate, the transmission paths for information necessary for the sequences increases so that it takes a long time for the processing to the door open command. Therefore, it takes the long time from a time when a train arrives at a station to a time when the doors are opened, which has an influence on a transportation capacity of the train system. In order to output the door open permission signal and the door open command signal from the different devices to the identical platform screen door  240 , the transmission timing of the door open command signal must be adjusted by use of a timer so that the door open permission signal is transmitted earlier than the door open command signal. A technique is demanded that can reduce the processing time for the opening and closing of the doors of the train. 
     As a related art, JP 2012-96704A discloses a radio train control system and a radio train control method. The radio train control system includes a central device, a station control device provided for each railroad station and connected with the central device to be communicable, an on-board device provided in each train and connected with the station control device to be radio-communicable in a radio communication area of a station and a periphery of the station. In this radio train control system, the on-board device includes transmission means for transmitting position information to the station control device. The station control device includes main operation means for receiving the position information from the on-board device, storing on-rail information showing that the train is on a rail every partitioning section, transmitting the on-rail information to the central device, receiving instruction information from the central device, and controlling devices in the station based on the instruction information. The central device includes main operation means for determining a traveling permission range of each train based on the on-rail information received from the station control device and transmitting instruction information to the station control device. Moreover, the station control device further includes advance data storing means for setting advance data showing that the train advanced into the station, to a inerasable state when cannot be normally communicated with the central device. The central device includes return means for receiving all the advance data from the station control device and returning to a main use operation from a temporary use operation after the partitioning sections where all the trains are present are determined. 
     Also, JP 2012-131324A discloses an operation security method and an operation security system. The operation security method is a method by the operation security system which includes 1) a control device which manages an occupation state in each closed section, 2) a railroad switch control device which controls a railroad switch, and 3) an on-board device which is loaded into a train and carries out an interlocking control of the configuration of a traveling schedule route based on each closed section and position information of the railroad switch. The method includes a securement request step in which the on-board device transmits a securement request signal to the control device to request the occupation securement of the closed sections of a traveling schedule route; an occupation securing step in which the control device carries out a determination of whether or not all of the closed sections of the traveling schedule route meet a predetermined occupation possible condition, based on the securement request signal, sets all the closed sections to occupation existence when meeting the predetermined occupation possible condition, and transmits a securement signal to the on-board device; a first switching instruction step in which the on-board device transmits a switching instruction signal to a switch control device for a switch on the traveling scheduled route when receiving the securement signal; a switching step in which the switch control device carries out the switch and lock operation to transmits a switching completion signal to the on-board device when receiving the switching instruction signal; a traveling permission step in which the on-board device permits the traveling to the traveling scheduled route when receiving the switching completion signal; a release request step in which the on-board device transmits a release request signal to request the occupation release of the closed section which the train has traveled; and an occupation release step in which the control device releases the occupation of a target closed section based on the release request signal. 
     Also, JP 62-60308A discloses an automatic train operation control system. The automatic train operation control system stops a train at a fixed position of a platform of a station and carries out the opening/closing control by making the train and the platform screen door cooperate. The automatic train operation control system includes an automatic operation ground unit which is provided on a ground side to transmit a fixed position stop signal of the train through a transmission and reception unit, a station platform screen door, a ground loop line which is provided in a fixed position stop section of the train to transmit the above fixed position stop signal, the transmission and reception unit which is provided on the train to transfer a control signal to the ground-side units, a speed generator which is provided on the train to detect a train speed, and an on-board automatic operation unit which is provided on the train to generate a fixed position stop pattern in response to the fixed position stop signal and to control a brake control unit by receiving the detected speed from the speed generator so that the train speed follows the fixed position stop pattern. In an automatic operation control method, a last loop section of the above ground loop line is provided in a fixed position stop permission range, the last loop section of the ground loop line is used for transmission of a fixed position stop confirmation signal from the automatic operation on-board unit to the automatic operation ground unit and for transmission of an on-board door opening/closing command from the automatic operation ground unit to the automatic operation on-board unit based on the reception of the fixed position stop confirmation signal. 
     CITATION LIST 
     [Patent literature 1] JP 2012-96704A 
     [Patent literature 2] JP 2012-131324A 
     [Patent literature 2] JP 62-60308A 
     SUMMARY OF THE INVENTION 
     Therefore, an object of the present invention is to provide a signaling system and a door control method, in which a space for devices and so on can be reduced. Also, another object of the present invention is to provide a signaling system and a door control method, in which an introduction cost can be reduced. Still another object of the present invention is to provide a signaling system and a door control method, in which the treatment of devices becomes easier. Another object of the present invention is to provide a signaling system and a door control method, in which a time taken for a door opening/closing process of a train can be reduced. 
     A signaling system of the present invention includes an on-board device, a station interface device, and a platform screen door. The on-board device is provided in a moving vehicle traveling on a track. The station interface device is provided in a station along the track. The platform screen door is provided in the station and controlled by the station interface device. When the moving vehicle has stopped at the station, the on-board device outputs a door open permission command to instruct release of a lock state. The station interface device releases the lock state of the platform screen door in response to the door open permission command. After the lock state is released, the on-board device outputs a door open command to instruct the opening of the doors of the platform screen door. The station interface device opens the doors of the platform screen door in response to the door open command. The on-board device opens the doors of the moving vehicle. 
     In the above-mentioned signaling system, the on-board device may release the lock state of the doors of the moving vehicle in response to the opening of the platform screen door. The on-board device opens the doors of the moving vehicle in response to the release of the lock state of the doors of the moving vehicle. 
     In the above-mentioned signaling system, the on-board device may detect that the moving vehicle has stopped at the station. The on-board device may output a power running off command and a brake operation command in response to the detection of the stop. The on-board device may detect a power running turning off and a brake operation. 
     A door control method of the present invention is a door control method using a signaling system. This signaling system includes an on-board device provided for the moving vehicle traveling on a track, a station interface device provided for a station along the track, and a platform screen door provided for the station and controlled by the station interface device. The door control method includes outputting a door open permission command by the on-board device to instruct a release of a lock state of the platform screen door when the moving vehicle has stopped at the station; releasing the lock state of the platform screen door by the station interface device in response to the door open permission command; outputting a door open command by the on-board device to instruct the opening of the doors of the platform screen door, after the lock state is released; opening the doors of the platform screen door by the station interface device in response to the door open command; and opening doors of the moving vehicle by the on-board device. 
     In the above-mentioned door control method, the opening the doors of the moving vehicle includes releasing the lock state of the doors of the moving vehicle by the on-board device in response to the opening of the platform screen door; and opening the doors of the moving vehicle by the on-board device in response to the releasing the lock state of the doors of the moving vehicle. 
     The above-mentioned door control method includes detecting by the on-board device that the moving vehicle has stopped at the station; outputting a power running off command and a brake operation command by the on-board device in response to the detection of the stop; and detecting the power running turning off and the brake operation in response to the release of the lock state of the doors of the moving vehicle. 
     The present invention can reduce the space for the devices and so on. Also, in the present invention, the introduction cost can be reduced. Moreover, in the present invention, the handling of equipments becomes easy. Moreover, in the present invention, the reduction of the time which the process of the opening and closing of the doors of the train takes becomes possible. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The object and other objects, advantages and features of the present invention could be understood in detail from the description of the following embodiments (examples), with reference to the drawings. 
         FIG. 1A  is a block diagram showing a configuration of a conventional signaling system. 
         FIG. 1B  is a block diagram showing a configuration of a conventional signaling system. 
         FIG. 2  is a block diagram showing a configuration of a signaling system according to a first embodiment. 
         FIG. 3  is a block diagram showing a configuration example of the signaling system according to the first embodiment. 
         FIG. 4A  is a block diagram showing a configuration example of a control device of an on-board device in the signaling system according to the first embodiment. 
         FIG. 4B  is a block diagram showing a configuration example of a control device of a station I/F device in the signaling system according to the first embodiment. 
         FIG. 5A  is a block diagram showing the configuration of a storage unit of the on-board device in the signaling system according to the first embodiment. 
         FIG. 5B  is a block diagram showing the configuration of a storage unit of the station I/F device in the signaling system according to the first embodiment. 
         FIG. 5C  is a block diagram showing a configuration of a storage unit of an operation control device in the signaling system according to the first embodiment. 
         FIG. 6  is a diagram schematically showing a configuration example of a railroad line to which the signaling system according to the first embodiment is applied. 
         FIG. 7  is a diagram schematically showing a scene of a train interval protection in case of inter-station traveling of a train in an intermediate station portion. 
         FIG. 8  is a flow chart showing an operation when the on-board device of the train communicates with other device. 
         FIG. 9A  is a flow chart showing an operation of the train interval protection in case of the inter-station traveling of the train in the intermediate station portion. 
         FIG. 9B  is a flow chart showing an operation when the on-board device of the train carries out branch release of the station I/F device. 
         FIG. 10  is a block diagram showing a configuration example of a door control section of the control device of the on-board device in the signaling system according to a second embodiment. 
         FIG. 11  is a block diagram showing a configuration example of the control device of the station I/F device of the signaling system according to the second embodiment. 
         FIG. 12  is a flow chart showing the control of the opening/closing the doors according to the second embodiment. 
     
    
    
     DESCRIPTION OF THE EMBODIMENTS 
     Hereinafter, a signaling system according to embodiments of the present invention will be described with reference to the attached drawings. 
     In this signaling system, a protection function, which is achieved by a protection device (of an interlocking device, an ATP ground device, and a station control device) in the conventional signaling system, is provided in an on-board device of a moving vehicle (a train) in a different configuration. As a result, the on-board device judges traveling route securement autonomously and determines a traveling route (establishing a traveling route autonomously and permitting the traveling autonomously), and the train interval protection can be autonomously carried out. Thus, the reduction of a device load in a control center, the reduction of a device space, the reduction of an introduction cost, and the easy handling of equipments are realized. Hereinafter, the respective embodiments will be described in detail. 
     First Embodiment 
     1. Configuration 
     The configuration of a signaling system according to a first embodiment of the present invention will be described.  FIG. 2  is a block diagram showing the configuration of the signaling system according to the present embodiment. The signaling system  1  is divided into sections of a control center  4 , (a group of) trains  2 , stations  3  and railroad tracks  50 . 
     The control center  4  grasps an operation state of the trains  2  in the whole of railroad divisions. The control center  4  is provided with an operation control device  30 . The operation control device  30  is connected with (on-board devices  10  of) the trains  2  and (station interface devices  20  of) the stations  3  through a general-purpose LAN  60  to be communicable bi-directionally. The operation control device  30  receives data of the trains  2  (e.g. train positions  101 ) from the trains  2 , receives data of platform screen doors, train doors and railroad switches (e.g. door states  106 , and railroad switch switching positions  104 ) from the stations  3 , and displays them on a display unit (not shown). Also, the operation control device  30  sets an operation mode  105  and a train diagram of the train  2 , and transmits them to the trains  2  and the stations  3 . The operation mode  105  is exemplified by a normal mode in which a usual operation is carried out, and a failure mode in which a failure has occurred on a track. Any devices which have functions of the operation control device  230 , the ATP ground device  232 , the station control device  234 , and the interlocking device  236 , which are shown in  FIG. 1 , are not arranged in the control center  4 . 
     There are a plurality of trains  2 . Each train  2  grasps an operation state of each of neighbor trains  2 , manages its own operation, and realizes a function safety. The train  2  is provided with the on-board device  10 . The on-board device  10  is connected with (a station I/F device  20  of) each of the stations  3  through the general-purpose LAN  60  to be communicable bi-directionally. The on-board device  10  checks through the station  3 , a railroad switch switching position  104  indicating a switching position of each of railroad switches, and controls the protection of a traveling route of the train  2  by carrying out a switching control  102  to switch the railroad switches according to necessity. Moreover, the on-board device  10  controls the collision prevention with a preceding train or a succeeding train by communicating with the preceding and succeeding trains  2 . Moreover, the on-board device  10  carries out a door opening/closing control  103  to open or close the train door and the platform screen door in the station  3 , to attain a function safety of the train door and the platform screen door. In this way, the on-board device  10  is provided with the protection function that has been attained by the protection device (of the interlocking device, the ATP ground device, and the station control device) in the conventional signaling system, in a different form. Therefore, the interlocking device, the ATP ground device, and the station control device can be removed from the devices of the control center  4 . 
     There are a plurality of stations  3 . Each of the stations  3  carries out the opening/closing of the platform screen door  40  and the switching of the railroad switches  51  on the railroad track  50 . The station  3  is provided with the station I/F device (station interface device)  20 . The station I/F device  20  controls the opening/closing of the platform screen door  40  based on the control of the on-board device  10 . Moreover, the station I/F device  20  controls the switching of the plurality of railroad switches  51  on the railroad track  50  on the inbound side and the outbound side in the neighborhood of the station  3  based on the control of the on-board device  10 . Moreover, the station I/F device  20  manages a switching request to the railroad switches  51  from each train  2 . When the requests compete, the station I/F device  20  does not accept the later switching request. 
       FIG. 3  is a block diagram showing a configuration example of the signaling system according to the present embodiment. The operation control device  30  of the control center  4  is provided with a center control device  31 , a center storage unit  32  and a center communication device  33 . The center control device  31  is an information processing device which is exemplified by a computer, and is provided with a CPU (Central Processing Unit), a storage section, an input section, an output section and an interface, which are not shown. The center control device  31  executes information processing for the operation control device  30 . The center storage unit  32  is a storage unit which is exemplified by a hard disk drive, RAM (Random Access Memory) and ROM (Read Only Memory), and stores data and a software program which are used in the center control device  31 , and data and a software program which are outputted from the center control device  31 . The center communication device  33  is a radio LAN transmitting and receiving unit which carries out a data communication through the general-purpose LAN  60 . The center communication device  33  transmits data and the software program which are outputted from the center control device  31 , to the on-board device  10  and the station I/F device  20 , and receives data and the software program which are transmitted from the on-board device  10  and the station I/F device  20  to output to the center control device  31 . 
     The general-purpose LAN  60  is provided with a plurality of base stations  61 . The plurality of base stations  61  are arranged in the control center  4  and each station  3  and at a plurality of locations along the railroad track  50 . The base station  61  mediates a radio communication among the operation control device  30 , the plurality of the on-board devices  10  and the plurality of the station I/F devices  20  to allow data to be sent and received among them. Note that in the present embodiment, an example using the radio LAN as the communication means is shown. However, different communication means may be used if it is possible to send and receive data among them. 
     The on-board device  10  of the train  2  is provided with a control device  11 , a storage unit  12  and a communication device  13 . The control device  11  is an information processing device which is exemplified by a computer, and is provided with a CPU, a storage section, an input section, an output section and an interface, which are not shown. The control device  11  executes information processing for the on-board device  10 . The storage unit  12  is a storage which is exemplified by a hard disk drive, RAM and ROM, and stores data and a software program which are used in the control device  11 , and data and a software program which are outputted from the control device  11 . The communication device  13  is a radio LAN transmitting and receiving unit which carries out a data communication through the general-purpose LAN  60 . The communication device  13  transmits the data and the software program which are outputted from the control device  11 , to the operation control device  30 , the on-board device  10  of another train  2 , and the station I/F device  20 , and receives the data and the software program which are transmitted from the operation control device  30 , the on-board device  10  of another train  2 , and the station I/F device  20  to output to the control device  11 . 
     Moreover, the train  2  is provided with a rotation count sensor  18  and a receiver  19 . The rotation count sensor  18  detects the number of rotations of a wheel and a time change of them to output to the control device  11 . The control device  11  calculates a position and speed of the train  2  based on the number of rotations and the time change of it. However, because the calculation of the position is carried out by integrating the number of rotations of the wheel, there is a possibility that an error comes out to an extent in case of a long-range integration due to the influences such as slip and tire abrasion. Therefore, a track antenna beacon (a transponder)  52  is installed in the railroad track  50  at a predetermined interval and the position is corrected every time the data of the track antenna beacon  52  is received, to prevent the accumulation of the error. 
     The station I/F device  20  of the station  3  is provided with a station control device  21 , a station storage unit  22  and a station communication device  23 . The station control device  21  is an information processing unit which is exemplified by a computer, and is provided with a CPU, a storage section, an input section, an output section and an interface, which are not shown. The station I/F device  20  executes information processing for the station I/F device  20 . The station storage unit  22  is a storage unit which is exemplified by a hard disk drive, RAM and ROM, and stores data and a software program which are used in the station control device  21 , and data and a software program which are outputted from the station control device  21 . The station communication device  23  is a radio LAN transmitting and receiving unit which carries out a data communication through the general-purpose LAN  60 , transmits the data and the software program which are outputted from the station control device  21 , to the operation control device  30 , the on-board device  10  and the station I/F device  20  of the other station  3 , and receives the data and the software program, which are transmitted from the operation control device  30 , the on-board device  10  and the station I/F device  20  of the other station  3 , to output to the station control device  21 . 
     Moreover, the station  3  is provided with the platform screen door  40 . The station control device  21  detects a state of the platform screen door  40  and controls the opening/closing of the platform screen door  40 . Moreover, the station control device  21  is connected with the plurality of railroad switches  51  (a plurality of branches) on the railroad track  50 , which are arranged in the neighborhood of the station  3 . The railroad switch  51  is a branch of the railroad track  53 . The station control device  21  detects the state of each of the plurality of railroad switches  51  and controls the switching of each of the plurality of railroad switches  51 . 
     Next, the control device of the on-board device  10  will be more described.  FIG. 4A  is a block diagram showing a configuration example of the control device of the signaling system according to the present embodiment. In the control device, for example, the CPU develops a computer program installed in the hard disk drive through an interface from a recording medium, in RAM (Random Access Memory). Then, the CPU executes the developed computer program, and realizes information processing of the computer program while controlling a hardware configuration such as the storage section, the input section, the output section, the interface, the storage unit  12  and the communication device  13  according to necessity. The storage section and the storage unit  12  record the computer program and record the data used by the CPU and the generated data. The input section outputs the data generated through operation by the user and another device to the CPU and the storage section. The output section outputs the data generated by the CPU and the data stored in the storage section to the user and the other apparatus to be recognizable. 
     The control device  11  grasps the operation states of neighbor trains  2 , manages its own operation and carries out a control for realizing a function safety. The control device  11  is provided with a traveling route securement determining section  70 , a traveling determining section  80 , a train traveling control section  90  and a door control section  120 . The traveling route securement determining section  70 , the traveling determining section  80 , the train traveling control section  90  and the door control section  120  are realized by the computer program, or by cooperation between the computer program and the hardware configuration. 
     The traveling route securement determining section  70  carries out a control for the protection of a traveling route of the train  2  itself. That is, the traveling route securement determining section  70  checks the securement of the traveling route based on station related data (to be described later) and different train related data (to be described later). Specifically, the traveling route securement determining section  70  checks the railroad switch switching position showing the switching position of the railroad switch  51  through the station  3 , and carries out the switching control to switch the railroad switch  51  according to necessity. The traveling route securement determining section  70  is provided with an operation mode checking section  71 , a different train state checking section  72 , a station state checking section  73  and a traveling route establishing section  74 . The operation mode checking section  71  checks the operation mode. The different train state checking section  72  acquires the different train related data and checks the state of a different train  2 . The station state checking section  73  acquires the station related data and checks the state of the station (e.g. the switching position of the railroad switch  51  (a branch state)). The traveling route establishing section  74  switches the switching position of the railroad switch  51  according to necessity and establishes (secures) the traveling route for the train  2 . 
     The traveling determining section  80  carries out a control for the collision prevention among the trains  2 . That is, the traveling determining section  80  determines the traveling of the moving vehicle on the traveling route which was secured based on the different moving vehicle related data. Specifically, the traveling determining section  80  communicates with the neighbor train  2  and grasps a range where the train  2  itself is permitted to pass or travel, and permits the passage of the train  2  in the range (determines the traveling of the train  2  itself). The traveling determining section  80  is provided with a traveling permission limit position checking section  81 . The traveling permission limit position checking section  81  checks a traveling permission limit position of the train  2 . Here, the traveling permission limit position shows a limit position where the traveling (moving) is permitted to the targeted train  2  (e.g. distance from a reference point, or distance to a preceding train). 
     The train traveling control section  90  carries out a control for the train  2  to move (travel) based on a train diagram of the train  2 , a position of the train  2 , and the traveling permission limitation position. The train traveling control section  90  is provided with a traveling section  91 , a speed profile generating section  94  and a train diagram checking section  95 . The traveling section  91  drives the train  2  to travel. The train diagram checking section  95  checks the train diagram of the train  2  and issues a departure command at a departure time. The speed profile generating section  94  generates a speed limit profile showing an upper limit value of speed when traveling from a current station at which the train  2  is in a stop state to a next stop station, based on a distance from the targeted train  2  to the traveling permission limitation position. 
     The door control section  120  carries out a control for the function safety of the doors of the train  2  and the platform screen door by controlling the opening/closing of the doors of the train  2  and the platform screen door  40  in the station  3 . 
     Next, the station control device  21  of the station I/F device  20  will be more described.  FIG. 4B  is a block diagram showing a configuration example of the station control device  21  of the signaling system according to the present embodiment. In the station control device  21 , for example, the CPU develops the computer program installed in the hard disk drive through an interface from a storage medium, in the RAM. Then, the CPU execute the developed computer program, and realizes information processing of the computer program while controlling a hardware configuration such as a storage section, an input section, an output section, an interface, the station storage unit  22 , and the station communication device  23  according to necessity. The storage section and the storage unit  12  record the computer program and record data used by the CPU and the generated data. The input section outputs the data generated through the operation by the user and the other device to the CPU and the storage section. The output section outputs the data generated by the CPU and the data of the storage section to the user and the other devices to be recognizable. 
     The station control device  21  controls the opening/closing of the platform screen door  40  and the switching of the railroad switch  51  of the railroad track  50 . The station control device  21  is provided with a railroad switch operating section  25 . The railroad switch operating section  25  is realized by the computer program or the cooperation between the computer program and the hardware configuration. 
     The railroad switch operating section  25  outputs the railroad switch switching position data showing a switching position of the railroad switch  51  in response to an inquiry of the station related data from the train  2 . Also, the railroad switch operating section  25  determines whether the switching of the railroad switch  51  is possible or not, based on a railroad switch switching command from the train. When the railroad switch  51  has been locked in response to the railroad switch switching command from a different train  2 , the railroad switch operating section  25  refuses the switching of the railroad switch  51 . When the railroad switch  51  has not been locked, the railroad switch operating section  25  carries out the switching of the railroad switch  51  and retains the railroad switch switching command as a part of the railroad switch switching position data (stores in the station storage unit  22 ). While the railroad switch switching command is retained, the switching state of the railroad switch  51  is maintained (locked). In this case, the railroad switch operating section  25  erases the railroad switch switching command based on a railroad switch release command from a source side train  2 . Thus, the lock state of the railroad switch  51  is released. The station control device  21  of the station I/F device  20  grasps whether or not there is a failure on the traveling route to the other station  3  which is neighbor to the station  3 , based on an input from a user and a notice from the station I/F device  20  of the other station  3 . 
     Next, the main data which are stored in the storage unit  12 , the station storage unit  22  and the center storage unit  32  will be described. 
       FIG. 5A  is a block diagram showing the configuration of the storage unit  12  of the on-board device  10  of the signaling system according to the present embodiment. The storage unit  12  contains operation mode data  130 , train diagram data  131 , station related data  132 , train related data  133  and basic data  134  at least. 
     The operation mode data  130  contains data showing in what mode the train  2  travels. The operation mode data  130  is exemplified by the normal mode showing a usual operation and the failure mode showing a case where a failure has occurred on the track (it is the same as the operation mode  105  of  FIG. 2 ). The operation mode data  130  is supplied from the operation control device  30  and is same for all the trains  2  on a railroad line. 
     The train diagram data  131  contains data showing the train diagram of the train  2 . The train diagram data  131  is supplied from the operation control device  30  and is different for every train  2 . However, the train diagram data  131  may contain only the train diagram of the train  2  and the neighbor train  2 . Or, the train diagram data may be data of an operation interval. 
     When the train  2  is in a stop state, the station related data  132  contains data related to a current station (hereinafter, to be referred to as the station  3 A) at which the train  2  is in the stop state, data related to the next station as the station  3  (hereinafter, to be referred to as the station  3 B) for the train to be stopped next, data related to a previous station as the station  3  (hereinafter, to be referred to as the station  3 C) for the train to have been stopped last time. When the train  2  is traveling, the station related data  132  contains data related to the previous station as the station  3  for the train  2  to have departed and data related to the next station as the station  3 . The station related data  132  is updated appropriately (e.g. regularly) and is different for every train  2 . The station related data  132  contains the railroad switch switching position data and the inter-station section state data. The railroad switch switching position data shows a switching position of each of the plurality of railroad switches  51  which belongs to the targeted stations  3 A,  3 B and  3 C (the previous station, the current station, the next station), and contains the railroad switch command data (to be described later) of each railroad switch  51 . Moreover, the railroad switch switching position data may contain the locked state or the unlocked state of the railroad switch  51 . The inter-station section state data shows whether or not there is a failure in an inter-station section (e.g. between the station  3 A and the station  3 B, between the station  3 A and the station  3 C) among the targeted stations  3 A,  3 B and  3 C, and whether or not a different train is not in the on-rail state between the stations (the on-rail clearance between the stations). 
     The train related data  133  contains data showing the moving (traveling) of the train  2  (hereinafter, to be referred to as the train  2 A) and a different train  2  (hereinafter, to be referred to as the train  2 B) around the train  2 A and related to the traveling. The train related data  133  is updated appropriately (e.g. regularly) and is different for every train  2 . The train related data  133  contains train position data, traveling permission limit position data, arrival scheduled platform data, traveling direction data, traveling route data and traveling line data. The train position data shows a position (e.g. a distance from a reference point) of each of targeted trains  2  (the train  2 A and the train  2 B). The reference point is exemplified by a stop position in a starting station and a position of a track antenna beacon provided on the railroad track. The traveling permission limit position data shows a limit position for the targeted train  2  to be permitted to travel (move) (e.g. a distance from the reference point, a distance to a preceding train). The arrival scheduled platform data shows an arrival scheduled platform of the next station for the targeted train  2 . The traveling direction data shows a traveling direction of the targeted train  2  (e.g. an inbound direction, an outbound direction, a branch direction). The traveling route data shows a traveling route of the targeted train  2 . The traveling line data shows the traveling line (inbound line, outbound line) of the targeted train  2 . Note that the arrival scheduled platform data, the traveling direction data, the traveling route data and the traveling line data can be called travel schedule data showing a schedule of travel of the train  2 . Moreover, the train related data  133  may further contain the operation mode data and traveling route request time data. The operation mode data shows the operation mode of the targeted train  2 . The traveling route request time data shows a time at which the targeted train  2  issues a traveling route request (switching request of the railroad switch  51 ) to the station I/F device  20 . 
     The basic data  134  contains data of a basic configuration of the trains  2 , the railroad tracks  50  and so on. The train  2  on the railroad line retains common basic data  134 . Here, because the vehicle characteristic is sometimes different for every vehicle, each train  2  retains vehicle characteristic data showing the vehicle characteristic of its own vehicle. The basic data  134  contains linear structure data, station stop position data, limit position data in case of a failure (for branch), and vehicle characteristic data. The linear structure data shows the structure of the railroad track  50 , and is exemplified by a position, shape and distance of a curved railroad track, a position and distance of a linear railroad track, a grade of the railroad track, a position of a station, a branch position, existence or non-existence of double track, a position of the rail yard and so on. The station stop position data shows a stop position at every station. The branch limit position data shows a traveling limit position on a branch railroad track of the railroad track  50 . The vehicle characteristic data shows structure characteristic and operation characteristic of the vehicle. 
       FIG. 5B  is a block diagram showing the configuration of the station I/F device  20  of the signaling system according to the present embodiment. The station storage unit  22  contains station in-station related data  142  at least. 
     The station in-station related data  142  contains data related to the station  3 . The station in-station related data  142  is different for every station  3 . The station in-station related data  142  contains railroad switch switching position data and inter-station section state data. The railroad switch switching position data shows a switching position of each of a plurality of railroad switches  51  which belong to the station  3 , and contains railroad switch command data of each railroad switch  51 . The railroad switch command data shows the railroad switch switching command from the train  2  to each of the plurality of railroad switches  51  which belong to the station  3 . The railroad switch switching command is a command which instructs the switching of the railroad switch  51 , and is related with data of a command source side train  2  and is stored. While the railroad switch switching command is retained, the railroad switch  51  maintains (locks) the switching state. When the railroad switch switching command is erased in response to a railroad switch release command from the command source side train  2 , the lock state of the railroad switch  51  is released. The inter-station section state data shows whether or not there is a failure between the station  3  and a neighbor station  3 . The railroad switch command data and the inter-station section state data are transmitted to the on-board device  10  and the operation control device  30 , and are stored as the station related data  132  and the center station related data  152 . 
       FIG. 5C  is a block diagram showing the configuration of the center (CTR.) storage unit  32  of the operation control device  30  of the signaling system according to the present embodiment. The center storage unit  32  contains center (CTR.) operation mode data  150 , center (CTR.) train diagram data  151 , center (CTR.) station related data  152 , center (CTR.) train related data  153  and center (CTR.) basic data  154  at least. 
     The center operation mode data  150  is the same as the operation mode data  130 . 
     The center train diagram data  151  contains data showing a train diagram of a railroad line and contains the train diagrams for all the trains  2 . The train diagram data may be data of the operation interval. 
     The center station related data  152  contains data related to all stations  3 . The center station related data  152  contains the railroad switch switching position data and inter-station section state data of the station in-station related data  142  acquired from all the stations  3 . The center station related data  152  are appropriately acquired from the station I/F devices  20  of all the stations  3 . 
     The center train related data  153  contains data related to the moving (traveling) of all the trains  2 . The center train related data  153  contains the train position data, the traveling permission limit position data, the arrival scheduled platform data, traveling direction data, the traveling route data and the traveling line data of the train related data  133  acquired from all the trains  2 . The center train related data  153  are appropriately acquired from the on-board devices  10  of all the trains  2 . 
     The center basic data  154  contains data of basic structures of the train  2 , the railroad track  50  and so on. The center basic data  154  is the same as the basic data  134 . 
     2. Operation 
     Next, the operation of the signaling system according to the present embodiment will be described. In this case, as the operation of the signaling system, a train interval protection in case of traveling of the train  2  between the stations in the usual operation (the normal mode) will be described. 
     A configuration example of a railroad line to which the signaling system is applied will be described before the explanation of a specific operation. 
       FIG. 6  is a schematic diagram showing a configuration example of the railroad line to which the signaling system to according the present embodiment is applied. This railroad line is provided with a railroad track  50  and stations  3 . The railroad track  50  is provided with a railroad track  53 D, a railroad track  53 U and crossovers  53 M. The railroad track  53 D is a railroad track of an outbound line provided between line ends  161 . The railroad track  53 U is a railroad track of an inbound line provided between tracks ends  161 . The crossover  53 M is a railroad track provided in the neighborhood of the station  3  to join the railroad track  53 D and the railroad track  53 U. A plurality of stations  3  are provided between the railroad track  53 D and the railroad track  53 U to have intervals. In this railroad line, an area of the station  3  which contains the tracks ends  161  is referred to as an end station portion  160  and an area of the station other than the end station portions  160  is referred to as an intermediate state portion  170 . In the signaling system, in the intermediate station portion  170  of this traveling route, the traveling directions of the trains  2  in the inbound line  53 U and the outbound line  53 D are regarded to be fixed in the usual operation. Below, the operation of the signaling system in such a railroad line will be described. 
     Next, a scene of the train interval protection in the configuration example of the railroad line of  FIG. 6  will be described. 
       FIG. 7  is a diagram schematically showing the scene of the train interval protection in an inter-station traveling of the train in the intermediate station portion  170 . In  FIG. 7 , the attention should be paid to the train  2 A which travels between the stations in the intermediate station portion  170 . It is supposed that the train  2 A travels on the railroad track  53 D of the outbound line. The station  3  at which the train  2 A has been currently stopped is supposed to be a current station  3 A, the station at which the train  2  stops next is supposed to be a next station  3 B, the train  2  preceding to the train  2 A is supposed to be a train  2 B. The railroad switches  51  provided at the current station  3 A are supposed to be the railroad switches  51 A 1  and  51 A 2  on the side of the railroad track  53 D from the side near the station  3 A, and are supposed to be the railroad switches  51 A 3  and  51 A 4  on the side of the railroad track  53 U. The railroad switches  51  provided at the next station  3 B are supposed to be the railroad switches  51 B 1  and  51 B 2  on the side of the railroad track  53 D from the side near the station  3 B and are supposed to be the railroad switches  51 B 3  and  51 B 4  on the side of the railroad track  53 U. 
     As mentioned above, in case of the usual operation, the traveling directions of the trains  2  in the inbound line  53 U and the outbound line  53 D are fixed in the intermediate station portion  170 . That is, the station I/F device  20  of each station  3  maintains the traveling route between the stations  3  to constant directions, and maintains the railroad switch switching positions of the railroad switches  51  in predetermined directions. The direction of the traveling route is expressed as the operation mode. In this case, it is the normal mode. The operation control device  30  notifies the operation mode to each train  2  through each station I/F device  20 . The operation mode is never changed in principle if there is not the occurrence of a predetermined situation such as a failure. That is, it is presupposed that the train  2  travels on a single line (the railroad track  53 D or the railroad track  53 U) in the intermediate station portion  170  in the normal mode and does not cross on the railroad tracks  53  to the opposite side by using the crossover  53 M. In other words, the inbound line (the railroad track  53 U) and the outbound line (the railroad track  53 D) are independent from each other. Therefore, in case of the normal mode, it is enough to consider only the train interval protection to the preceding train  2  on the single line in the intermediate station portion  170 , for the train interval protection of the train  2 . Here, the train  2  checks the passage direction of the railroad switch  51  and the inter-station section state, before traveling between the stations. 
     Note that when it is necessary to cross to another railroad track as in the end station portion  160  (e.g. the time of folding or switching the mode), the traveling route control becomes necessary. That is, a different data communication route is necessary in addition to the intervals to the preceding train  2  and the succeeding train  2 . Such a case will be described in a second embodiment. 
     Next, a method of exchanging data between the on-board device  10  of the train  2  and a different device will be described. 
       FIG. 8  is a flow chart showing the operation when the on-board device of the train and the different device exchange data. The on-board device  10  of the train  2  exchange data with the different device (a plurality of different on-board devices  10 , a plurality of station I/F devices  20 , and the operation control device  30 ) according to necessity, or regularly. In this case, the attention should be paid to the on-board device  10  of the train  2 A in  FIG. 7 . 
     The operation control device  30  transmits the operation mode (the normal mode) and the train diagram to the on-board device  10  of the train  2 A at, for example, the departure time of the train  2 A (Step S 1 ). In this case, these data may be transmitted to the on-board device  10  of the train  2 A through the station I/F device  20  (Steps S 1 - 01 /S 1 - 02 ). The on-board device  10  of the train  2 A stores these data in the storage unit  12  (Step S 2 ). 
     The on-board device  10  (the different train state checking section  72 ) of the train  2 A inquires the train related data to the on-board device  10  of the different train  2 B (Step S 3 ). The on-board device  10  of the train  2 B transmits the train related data of the train  2 B to the on-board device  10  of the train  2 A in response to the inquiry (Step S 4 ). The on-board device  10  (the different train state checking section  72 ) of the train  2 A stores the data in the storage unit  12  (Step S 5 ). The train related data contains the traveling permission limit position data, the arrival scheduled platform data, the traveling direction data, the traveling route data, the traveling line data, and the operation mode data (the traveling route request time data, and the train position data). The different train  2  having received the inquiry is the preceding train  2 B related to the train interval protection in this case. Here, in the operation mode in which entering of the train from the crossover  53 M is predicted, the inquiry is issued to the trains  2  in a neighbor field (within a predetermined distance) containing the train on an opposite line in addition to the preceding train. 
     The on-board device  10  (the station state checking section  73 ) of the train  2 A inquires the station related data to the station I/F devices  20  of the station  3 A and the station  3 B (Step S 6 - 1 /S 6 - 2 ). The station I/F device  20  of the station  3 A inquires the railroad switch switching positions to the railroad switches  51 A 1  to  51 A 4  in response to the inquiry (Step S 7 ). The railroad switches  51 A 1  to  51 A 4  reply the railroad switch switching positions to the station I/F device  20  of the station  3 A (Step S 9 ). In the same way, the station I/F device  20  of the station  3 B inquires the switching positions to the railroad switches  51 B 1  to  51 B 4  in response to the inquiry (Step S 8 ). The railroad switches  51 B 1  to  51 B 4  reply the railroad switch switching positions to the station I/F device  20  of the station  3 B (Step S 10 ). The station I/F devices  20  of the station  3 A and the station  3 B transmit the station related data of the station  3 A and the station  3 B to the on-board device  10  of the train  2 A (Steps S 11 /S 12 ). The on-board device  10  (the station state checking section  73 ) of the train  2 A stores the data in the storage unit  12  (Step S 13 ). The station related data contains the railroad switch switching position data, and the inter-station section state data. The stations  3  as an inquiry destination are the current station  3 A and the next station  3 B related to the train interval protection in this case. Note that when the station I/F device  20  always grasps the railroad switch switching position data, the steps S 7  to S 10  can be omitted. 
     In this way, the train  2 A inquires necessary data to the other devices (a plurality of different on-board devices  10 , a plurality of station I/F devices  20 , and an operation control device  30 ) regularly or according to necessity and acquires the data. 
     Next, the train interval protection in case of inter-station traveling of the train in the intermediate station section will be described specifically. 
       FIG. 9A  is a flow chart showing the operation of the train interval protection in case of inter-station traveling of the train in the intermediate station section. The on-board device  10  of the train  2  carries out the traveling route securement and the traveling permission by the train  2  itself based on the exchange of data with the above-mentioned different device. In this case, the attention should be paid to the on-board device  10  of the train  2 A in  FIG. 7 . 
     The on-board device  10  (the train diagram checking section  95 ) of the train  2 A reads the train diagram from the storage unit  12  and checks the departure time (Step S 21 ). Then, when the departure time comes, the on-board device  10  issues a departure command (Step S 22 ). 
     Next, the on-board device  10  (the operation mode checking section  71 ) of the train  2 A reads the operation mode from the storage unit  12  and confirms that the operation mode is the normal mode (Step S 23 ). Thus, it is checked and confirmed that any failure has not occurred on the railroad track  50  and that the traveling route of the train  2 A on the railroad track  53 D of the outbound line is a traveling route which destines for the next station  3 B on the railroad track  53 D. 
     Next, the on-board device  10  (the different train state checking section  72 ) of the train  2 A checks the state of a different train  2  (the train  2 B) (Step S 24 ). For example, this step can be executed like the steps S 3  to S 5  in  FIG. 8 . Thus, the on-board device  10  acquires the train related data P 1  of the train  2 B (the traveling permission limit position data, the arrival scheduled platform data, the traveling direction data, the traveling route data, the traveling line data, and the operation mode data). It is possible to check whether or not the train  2 B is in the normal mode based on the operation mode data. The next destination of the train  2 B (the station  3 ) can be checked based on the arrival scheduled platform data, the traveling direction data, the traveling route data, and the traveling line data. By the traveling permission limit position data, the distance  181  (position  180 ) to which the train  2 A can travel can be confirmed. The train related data P 1  can be acquired without passing through the control center  4 . 
     Next, the on-board device  10  of the train  2 A (the station state checking section  73 ) checks the states of the stations  3  (the station  3 A and the station  3 B) (Step S 25 ). For example, this step can be executed like the steps S 6 - 1 /S 6 - 2  to S 13  in  FIG. 8 . Thus, the station related data P 2  and P 3  (the railroad switch switching position data, and the inter-station section state data) are acquired. Whether there is a failure in the inter-station section and whether the on-rail train clearance between the stations has been achieved can be checked based on the inter-station section state data. Based on the railroad switch switching position data, it can be checked whether the switching positions of the railroad switches  51 A 1 ,  51 A 2 ,  51 B 2 ,  51 B 1  which are on the traveling route of the train  2 A is secured. These station related data P 2  and P 3  can be acquired without passing through the control center  4 . 
     Next, the on-board device  10  of the train  2 A (the traveling route establishing section  74 ) checks the on-rail clearance between the stations and determines whether or not the traveling route of the train  2 A has been secured, based on the railroad switch switching position data of the station related data P 2  and P 3  (Step S 26 ). That is, it is determined whether the switching positions of the railroad switches  51 A 1 ,  51 A 2 ,  51 B 2 , and  51 B 1  cause any problem in the traveling of the train  2 A from the station  3 A to the next station  3 B. Specifically, whether or not the railroad switches  51  are secured and be locked is determined in response to the railroad switch switching command from the train  2 A. When the traveling route has not been secured (Step S 26 : No), the traveling route establishing section  74  outputs the railroad switch switching command to the station I/F device  20  of the station  3  (the station  3 A, the station  3 B) to which the railroad switches  51  to be switched ( 51 A 1 ,  51 A 2 ,  51 B 2 , and  51 B 1 ) belong (Steps S 27 - 1 /S 27 - 2 ). 
     The station I/F device  20  (the railroad switch operating section  25 ) relates the railroad switch switching command with the train  2 A and stores them in the station storage unit  22  (Steps S 28 /S 29 ). Then, the railroad switch switching signal is outputted to the targeted railroad switches  51  ( 51 A 1 ,  51 A 2 ,  51 B 2 ,  51 B 1 ) (Steps S 30 /S 31 ) in response to the railroad switch switching command. The targeted railroad switches  51  ( 51 A 1 ,  51 A 2 ,  51 B 2 , and  51 B 1 ) are switched in response to the railroad switch switching signal (Steps S 32 /S 33 ), and outputs a switching confirmation signal to the station I/F device  20  (Steps S 34 /S 35 ). The station I/F device  20  (the railroad switch operating section  25 ) outputs the railroad switch switching positions to the on-board device  10  of the train  2 A in response to the switching confirmation signal (Steps S 36 /S 37 ). At this time, the railroad switch switching command is stored in the station storage unit  22  so that the railroad switches  51  are locked by the station I/F device  20  (the railroad switch operating section  25 ). For example, the railroad switch switching signal from the station I/F device  20  (the railroad switch operating section  25 ) is set to the high level, and the signal is continuously outputted. The locking state is continued until the train  2 A passes away, the station I/F device  20  receives the railroad switch release command from the on-board device  10  of the train  2 A and the station I/F device  20  erases the railroad switch switching signal. In this case, even if the railroad switch switching signal is erased, the switching position of the railroad switch  51  may be held without being moved just as it is, until the railroad switch switching command is received from the succeeding train to the train  2 A. 
     The traveling route establishing section  74  of the on-board device  10  determines whether or not the traveling route of the train  2 A has been secured in response to the railroad switch switching position (Step S 26 ). When the traveling route has been secured (Step S 26 : Yes), the traveling route establishing section  74  advances toward step S 38 . Thus, the traveling route securement for the train  2 A completes. 
     Note that the determination for the first time may be made as NO at step S 26  so that the steps from S 27  to S 36  are executed, regardless of whether the traveling route has been secured (whether or not the switching positions of the railroad switches  51 A 1 ,  51 A 2 ,  51 B 2 ,  51 B 1  have any problem as for the traveling of the train  2 A to the next station  3 B). That is, the command (the railroad switch switching command) of the switching and the maintenance (locking) may be outputted to (the station I/F device  20  for) the railroad switch  51  on the traveling route at least once. Thus, the traveling route can be more surely secured. 
     Next, the on-board device  10  of the train  2 A (the traveling permission limit position checking section  81 ) checks the traveling permission limit position. That is, a distance  181  (position  180 ) by which the train  2 A can travel is checked (Step S 38 ). In a range to the traveling permission limit position, the on-board device  10  of the train  2 A issues the traveling permission. Regarding the permission of traveling, a permission range is set in the range between the train  2 A and the train  2 B (e.g. the distance to the traveling permission limit position). Therefore, it is not necessary to provide a conventional closed section and so on and the facilities can be simplified. 
     Next, the on-board device  10  (the speed profile generating section  94 ) of the train  2 A, i.e. the speed profile generating section  94  generates a speed limit profile indicating an upper limit value of the speed when traveling from the current station  3 A to the next station  3 B, based on the traveling permission limit position, i.e. based on the distance from the targeted train  2  to the traveling permission limitation position (Step S 39 ). After that, the on-board device  10  (the traveling section  91 ) of the train  2 A starts traveling of the train  2 A based on the basic data  134  (the linear structure, the vehicle characteristic and so on) stored in the storage unit  12 , while referring to the speed limit profile, so that the train  2 A travels to the next station  3 B according to the train diagram (Step S 40 ). 
     As mentioned above, the train interval protection in the inter-station travel of the train in the intermediate station section is carried out. 
     Here, the release of the locking state of a branch (the railroad switch  51 ) will be described. 
       FIG. 9B  is a flow chart showing an operation when the on-board device of the train instructs the station I/F device to release the branch. The train  2 A travels on the traveling route secured for the train  2 A itself, and passes through the railroad switch  51 . The on-board device  10  (the train traveling control section  90 ) of the train  2 A checks its own position (S 221 ). Then, the on-board device  10  determines whether or not the train  2 A has passed through the railroad switch  51  (Step S 222 ). When having passed (Step S 222 : Yes), the on-board device  10  (the train traveling control section  90 ) issues a railroad switch release command (Step S 223 ) to the station I/F device  20  (Steps S 224 - 1 /S 224 - 2 ). When receiving the railroad switch release command, the station I/F device  20  (the railroad switch operating section  25 ) outputs a railroad switch release signal to the railroad switch  51  or sets the railroad switch switching command signal to a low level (Steps S 225 /S 226 ). As a result, the locked state of the railroad switch  51  is released (Steps S 227 /S 228 ). The railroad switch  51  outputs a release signal indicating the release of the lock state, to the station I/F device  20  (Steps S 229 /S 230 ). The station I/F device (the railroad switch operating section  25 ) erases (Steps S 231 /S 232 ) the stored railroad switch switching command and outputs an erasure confirmation data to the on-board device  10  of the train  2 A (Steps S 233 /S 234 ). 
     In the present embodiment, the on-board device  10  of the train  2  can carry out the train interval protection in the normal mode by receiving the train related data from the different train  2 , by receiving the station related data from the station I/F device  20  of the station  3 , and by communicating with the station I/F device  20  according to necessity. That is, in the on-board device  10 , mainly, the traveling route securement determining section  70  secures a traveling route (the traveling route protection) and the traveling determining section  80  can permit a passage (the crash protection). As a result, by providing the function of the train interval protection to the on-board device  10 , it becomes unnecessary to provide the ATP ground device  232 , the station control device  234  and the interlocking device  236  to the control center, unlike the configuration of  FIG. 1 . Thus, a space for the ATP ground device  232 , the station control device  234  and the interlocking device  236  can be reduced and, also, the reduction of the introduction cost becomes possible. Moreover, the maintainability of the equipment can be improved. Moreover, because the train interval protection is carried out by the on-board device as a main device, so that the work of a command issuing member of the control center is changed from the conventional monitoring and controlling operations to the monitoring operation, the work load of the command issuing member and the skill required to the member can be made lower. 
     Also, the branch control in the present embodiment can be regarded as, mainly, steps S 23  to S 39  in the above train interval protection. In this case, in the branch control of the present embodiment, a series of sequences of the departure and arrival control and the controls from the traveling route establishment to the traveling permission can be realized by the cooperation of the on-board device  10  with the station I/F device  20 . Thus, the time until the train  2  starts to travel from the station  3  can be reduced. In this way, the function of the branch control can be accomplished by the on-board device  10  and the station I/F device  20 . Thus, the reduction of the space for the devices in the control center and the cost reduction can be accomplished. Moreover, because the on-board device  10  and the station I/F device  20  narrow a sequence range, a process time to the railroad switch switching can be shortened. That is, because the time taken until the train  2  departs the station  3  can be reduced, the transportation capacity can be reinforced. 
     Second Embodiment 
     The signaling system according to a second embodiment of the present invention will be described. In the present embodiment, the control of opening/closing doors will be described in the signaling system which has the configuration having been described in the first embodiment. Below, a difference point from the first embodiment will be mainly described. 
     1. Configuration 
     The control device  11  of the on-board device  10  will be described. 
       FIG. 10  is a block diagram showing a configuration example of a door control section  120  of the control device  11  of the signaling system according to the present embodiment. The door control section  120  is provided with a train door section  121  and a platform screen door section  122 . The train door section  121  is provided with a train door lock function section  125  which controls the lock state of the train doors, and a train door open/close function section  126  which controls the opening/closing of the train doors. The platform screen door section  122  is provided with a platform screen door lock function section  127  which controls the lock state of the platform screen door, and a platform screen door open/close function section  128  which controls the opening/closing of the doors of the platform screen door. 
     Next, the station control device  21  of the station I/F device  20  will be described. 
       FIG. 11  is a block diagram showing a configuration example of the station control device  21  in the signaling system according to the present embodiment. The station control device  21  of the station I/F device  20  is provided with an in-station platform screen door section  420  in addition to a railroad switch operating section  25 . The railroad switch operating section  25  operates the railroad switch  51 . The in-station platform screen door section  420  operates the platform screen door  40 . The in-station platform screen door section  420  is provided with an in-station platform screen door lock function section  421  which turns ON/OFF the lock state, and an in-station platform screen door open/close function section  422  which opens/closes the platform screen door. 
     2. Operation 
     Next, the operation of the signaling system according to the present embodiment will be described. In this case, as the operation of the signaling system, the control of the opening/closing of the doors will be described. 
       FIG. 12  is a flow chart showing the operation of the door opening/closing control. In this case, the attention should be paid to the on-board device  10  of the train  2 A in case of  FIG. 7 . The on-board device  10  of the train  2 A carries out the opening/closing control of the doors of the platform screen door  40  of the station  3 A where the train  2 A has stopped, and the train doors of the train  2 A based on the exchange of the data with the station I/F device  20 . In other words, the signaling system realizes the sequences of opening the doors of the platform screen door and the train doors of the train through the cooperation of the on-board device  10  and the station I/F device  20 . Thus, a transmission sequence is simplified and the time can be reduced from a time when the train  2 A stops at the station  3 A to a time when the doors of the platform screen door and the train doors are opened. Hereinafter, it is specifically described. 
     The on-board device  10  (traveling section  91 ) of the train  2 A detects that the train  2 A arrived at a station and has stopped (zero speed detection: Step S 91 , and fixed point detection step S 92 ). The on-board device  10  (the traveling section  91 ) of the train  2 A outputs a power running off command to turn off the power running (Step S 93 ), and outputs a brake command to operate a brake (Step S 94 ). As a result, the train  2 A is set to a rolling prevention state. 
     When detecting the power running off and the brake operation (Step S 95 ), the on-board device  10  (the platform door lock function section  127  in the platform screen door section  122 ) of the train  2 A generates a door open permission command (Step S 96 ), and sends it to the station I/F device  20  (Step S 97 ). The station I/F device  20  (the in-station platform screen door lock function section  421  in the in-station platform screen door section  420 ) outputs a door open permission signal to the platform screen door  40  in response to the door open permission command (Step S 98 ). The platform screen door  40  releases (turns off) the lock state in response to the door open permission signal (Step S 99 ), and outputs a lock release signal to the station I/F device  20  (Step S 100 ). The station I/F device  20  (the in-station platform screen door lock function section  421  of the in-station platform screen door section  420 ) outputs lock release data to the on-board device  10  in response to the lock release signal (Step S 101 ). 
     The on-board device  10  (the platform screen door open/close function section  128  of the platform screen door section  122 ) of the train  2 A generates (step S 102 ) and sends a door open command to the station I/F device  20  in response to the lock release data (Step S 103 ). The station I/F device  20  (the in-station platform screen door open/close function section  422  of the in-station platform screen door section  420 ) outputs a door open signal to the platform screen door  40  in response to the door open command (Step S 104 ). The platform screen door  40  opens the doors of the platform screen door in response to the door open signal (Step S 105 ), and outputs a door opened signal to the station I/F device (Step S 106 ). The station I/F device  20  (the in-station platform screen door open/close function section  422  of the in-station platform screen door section  420 ) outputs door opened data to the on-board device  10  in response to the door opened signal (Step S 107 ). In the platform screen door  40 , the open state is locked automatically through the opening operation of the doors. 
     After that, the on-board device  10  of the train  2 A (the train door lock function section  125  of the train door section  121 ) releases (turns off) the lock state of the train doors (Step S 109 ) in response to the door opened data (step S 108 ). Then, the on-board device  10  of the train  2 A (the train door open/close function section  126  of the train door section  121 ) opens the train doors in response to the release of the lock state (Step S 110 ). In the train doors, the open state is locked automatically through the opening operation of the doors. 
     As mentioned above, the door opening control is carried out. 
     Note that the door closing control can be realized by executing the door closing operation as in the step S 96 ′ to the step S 110 ′, like the step S 96  to the step S 110 . For example, they are the following steps. 
     When detecting the movement of no person in the doors of the train and the platform screen door by a sensor and so on (Step S 95 ′), the on-board device  10  of the train  2 A (the platform screen door lock function section  127  of the platform screen door section  122 ) generates a door close permission command (Step S 96 ′), and sends it to the station I/F device  20  (Step S 97 ′). The station I/F device  20  (the in-station platform screen door lock function section  421  of the in-station platform screen door section  420 ) outputs a door close permission signal to the platform screen door  40  in response to the door close permission command (Step S 98 ′). The platform screen door  40  releases (turns off) the locked doors in response to a door close permission signal (Step S 99 ′), and outputs a lock release signal to the station I/F device  20  (Step S 100 ′). The station I/F device  20  (the in-station platform screen door lock function section  421  of the in-station platform screen door section  420 ) outputs lock release data to the on-board device  10  in response to the lock release signal (Step S 101 ′). 
     The on-board device  10  of the train  2 A (the platform screen door open/close function section  128  of the platform screen door section  122 ) generates a door close command in response to the lock release data (Step S 102 ′), and sends it to the station I/F device  20  (Step S 103 ′). The station I/F device  20  (the in-station platform screen door open/close function section  422  of the in-station platform screen door section  420 ) outputs a door close signal to the platform screen door  40  in response to the door close command (Step S 104 ′). The platform screen door  40  closes the doors of the platform screen door in response to the door close signal (Step S 105 ′), and outputs a door closed signal to the station I/F device (Step S 106 ′). The station I/F device  20  (the in-station platform screen door open/close function section  422  of the in-station platform screen door section  420 ) outputs door closed data to the on-board device  10  in response to the door closed signal (Step S 107 ′). 
     After that, the on-board device  10  of the train  2 A (the train door lock function section  125  of the train door section  121 ) releases (turns off) the lock state of the train doors (Step S 109 ′) in response to the door closed data (step S 108 ′). Then, the on-board device  10  of the train  2 A (the train door open/close function section  126  of the train door section  121 ) closes the train doors in response to the release of the lock state (Step S 110 ). 
     Note that the order of the opening/closing of the train doors and the opening/closing of the doors of the platform screen door may be opposite. 
     In the present embodiment, the signal transmission system to the platform screen door  40  is one system between the on-board device  10  and the station I/F device  20 . Therefore, a transfer time for transmission and reception of data and signals can be reduced. Therefore, the processing time taken from arrival of the train  2 A at the station  3 A to the opening of the platform screen door  40  can be reduced, and the processing time for the opening/closing of the doors can be excluded from the influence factors on the transportation capacity. Moreover, because the on-board device  10  can execute the processing steps sequentially from the door open permission command to the door open command, the timing adjustment can be made simple. 
     Also, in the control which opens the doors of the train  2 A, too, the signal transmission system is one system only by the on-board device  10 . Therefore, the processing time from the arrival of the train  2 A at the station  3  to the opening of the doors of the platform screen door  40  and the train  2  can be more reduced. The processing time of the opening/closing of the doors can be excluded from the influence factors on the transportation capacity. 
     Also, in the control of confirming the condition that the train has been stopped safely at the station  3 , too, the signal transmission system is one system only by the on-board device  10 . Therefore, the processing time from the arrival of the train  2 A at the station  3  to the opening of the doors of the platform screen door  40  and train  2  can be more reduced. The processing time for the opening/closing of the doors can be excluded from the influence factors on the transportation capacity. 
     Also, because the door control function can be realized by the on-board device  10  and the station I/F device  20  without passing through the control center, the processing is made efficient and the devices of the control center (such as the ATP ground device, the station control device, and the interlocking device) can be made unnecessary. Thus, the space for the devices and so on can be reduced, the facility cost can be reduced and the handling of equipments becomes easy. 
     The program and the data configuration of the present invention may be recorded in a computer-readable storage medium, and may be read into the information processing apparatus from the storage medium. 
     The present invention is not limited to the above embodiments. It would be apparent to a person in the art that each of the embodiments may be modified or changed appropriately in a range of the technical thought of the present invention. 
     The present invention has been described along some embodiments. It would be apparent to the person in the art that these embodiments are merely provided to explain the present invention. These must not be used to interpret the attached claims so as to to limit the meanings of the claims. 
     Part or all of the above-mentioned embodiments and the examples can be described as in the following supplemental note, but are not limited below. 
     A signaling system of the present invention includes an on-board device, a station interface device, and a platform screen door. The on-board device is provided in a moving vehicle traveling on a track. The station interface device is provided in a station along the track. The platform screen door is provided in the station and controlled by the station interface device. When the moving vehicle has stopped at the station, the on-board device outputs a door open permission command to instruct release of a lock state. The station interface device releases the lock state of the platform screen door in response to the door open permission command. After the lock state is released, the on-board device outputs a door open command to instruct the opening of the platform screen door. The station interface device opens the platform screen door in response to the door open command. The on-board device opens doors of the moving vehicle. 
     In the signaling system of the present invention which has such a configuration, the platform screen door can be opened by the on-board device and the station interface device cooperating and controlling accurately. In this case, the signal transmission system to the platform screen door is one system between the on-board device and the station interface device. Therefore, the processing time from time when the moving vehicle arrives at the station to the time when the platform screen door is opened can be reduced. The processing time of the opening/closing of the doors can be excluded from influence factors on the transportation capacity. Moreover, because it is possible for the on-board device to carry out the sequential processing from the door open permission command to the door open command, the timing adjustment can be made simple. Also, because the function of the door control can be realized by the on-board device and the station I/F device without passing through the control center, the processing is made efficient and the devices of the control center (the ATP ground device, the station control device, and the interlocking device) can be made unnecessary. Thus, the space for the devices and so on can be reduced, facility cost can be reduced and the handling of equipments becomes easy. 
     In the above-mentioned signaling system, the on-board device may release the lock state of the doors of the moving vehicle in response to the opening of the platform screen door. The on-board device opens the doors of the moving vehicle in response to the release of the lock state of the doors of the moving vehicle. 
     In the signaling system of the present invention which has such a configuration, the on-board device controls the lock and release of the doors of the moving vehicle and the opening/closing the door. In this case, the signal transmission system of the moving vehicle is concentrated to only the on-board device. Therefore, the processing time to the opening of the doors of the platform screen door and the moving vehicle after the moving vehicle arrives at the station can be more reduced. The processing time for the opening/closing of the doors can be excluded from the influence factor on the transportation capacity. 
     In the above-mentioned signaling system, the on-board device may detect that the moving vehicle has stopped at the station. The on-board device may output a power running off command and a brake operation command in response to the detection of the stop. The on-board device may detect a power running turning off and a brake operation. 
     In the signaling system of the present invention which has such a configuration, the on-board device checks the safe stop of the moving vehicle and then starts the opening control of the platform screen door. In this case, the signal transmission system of the moving vehicle is concentrated into only the on-board device. Therefore, the processing time to the opening of the platform screen door after the moving vehicle arrives at the station can be more reduced. The processing time of the opening/closing of the doors can be excluded from the influence factor on the transportation capacity. 
     A door control method of the present invention is a door control method using a signaling system. This signaling system includes an on-board device provided in the moving vehicle traveling on a track, a station interface device provided in a station along the track, and a platform screen door provided in the station and controlled by the station interface device. The door control method includes outputting a door open permission command by the on-board device to instruct a release of a lock state when the moving vehicle has stopped at the station; releasing the lock state of the platform screen door by the station interface device in response to the door open permission command; outputting a door open command by the on-board device to instruct the opening of the platform screen door, after the lock state is released; opening the platform screen door by the station interface device in response to the door open command; and opening doors of the moving vehicle by the on-board device. 
     In the signaling system of the present invention which has such a configuration, the platform screen door can be opened by the on-board device and the station interface device cooperating and controlling accurately. In this case, the signal transmission system to the platform screen door is concentrated into one system between the on-board device and the station interface device. Therefore, the processing time from time when the moving vehicle arrives at the station to the time when the platform screen door is opened can be reduced. The processing time of the opening/closing of the doors can be excluded from influence factors on the transportation capacity. Moreover, because it is possible for the on-board device to carry out the sequential processing from the door open permission command to the door open command, the timing adjustment can be made simple. Also, because the function of the door control can be realized by the on-board device and the station I/F device without passing through the control center, the processing is made efficient and the devices of the control center (the ATP ground device, the station control device, and the interlocking device) can be made unnecessary. Thus, the space for the devices and so on can be reduced, facility cost can be reduced and the handling of equipments becomes easy. 
     In the above-mentioned door control method, the opening the doors of the moving vehicle includes releasing the lock state of the doors of the moving vehicle by the on-board device in response to the opening of the platform screen door; and opening the doors of the moving vehicle by the on-board device in response to the releasing the lock state of the doors of the moving vehicle. 
     In the door control method of the present invention which has such a configuration, the on-board device controls the lock and release of the doors of the moving vehicle and the opening/closing the door. In this case, the signal transmission system of the moving vehicle is concentrated to only the on-board device. Therefore, the processing time to the opening of the doors of the platform screen door and the moving vehicle after the moving vehicle arrives at the station can be more reduced. The processing time for the opening/closing of the doors can be excluded from the influence factor on the transportation capacity. 
     The above-mentioned door control method may include detecting by the on-board device that the moving vehicle has stopped at the station; outputting a power running off command and a brake operation command by the on-board device in response to the detection of the stop; and detecting the power running turning off and the brake operation in response to the release of the lock state of the doors of the moving vehicle. 
     In the signaling system of the present invention which has such a configuration, the on-board device checks the safe stop of the moving vehicle and then starts the opening control of the platform screen door. In this case, the signal transmission system of the moving vehicle is concentrated into only the on-board device. Therefore, the processing time to the opening of the platform screen door after the moving vehicle arrives at the station can be more reduced. The processing time of the opening/closing of the doors can be excluded from the influence factor on the transportation capacity.