JP4470166B2 - Train operation management device - Google Patents

Description

  The present invention relates to a train operation management apparatus, and more particularly, to a means for controlling other normal on-site facilities and continuing automatic control of traffic lights when a station on-site facility breaks down.

  The train operation management device is installed at each control target station, and specifies the position of each train on the basis of daily train schedule information and track circuit falling / floating states in order to control traffic lights. For a train approaching each station, a traffic signal to be automatically controlled is determined from the train number of the train and daily schedule information.

  In the automatic control of traffic lights, the train operation management device determines whether automatic control is possible based on the interlocking conditions, that is, the control conditions specific to each traffic light, the status information of the on-site equipment in the station, the information on the on-site equipment, and the information on the train schedule. Based on the information, it is determined whether or not the traffic signal to be controlled is truly controllable. When it is determined that control is possible, a control instruction is output to the interlocking device, and the train is instructed to travel.

  The field equipment status information referred to by the train operation management device includes the track circuit falling or standing state, the direction of the switch, the lighting condition of the traffic light, and the locked state of the field equipment associated with the traffic signal control. included. The train operation management device manages the information on the field facilities as bits or numerical values.

  In preparation for a case where the field equipment breaks down or the field equipment is made unusable due to replacement or the like, the information on the field equipment is set with a safe value as a steady value. For example, the track circuit is in a fall state, and the indication of the traffic signal, that is, the progress or stop command indicated by the traffic signal, is in the stop state. Therefore, when a failure of the on-site equipment occurs, the conventional train operation management device cannot automatically control the traffic lights for the above reason.

  As a means for dealing with situations where automatic control is impossible, there is an emergency operation. Emergency operation is an alternative means of controlling a train by displaying a flag signal or operating a hand signal substitute signal by a station employee when the train operation management device becomes unable to control the signal due to a failure of a field facility.

  There has been proposed a method of registering the track circuit section including the switch as an emergency operation range in the track circuit section reservation table when a switch or the like breaks down (see, for example, Patent Document 1). By this registration, the interlocking device can ignore the information on the failed switch and can switch by other automatic control of the related switch.

  Also, there is a method for storing the failure state of the track circuit, masking the information on the failed field facility based on the stored information, performing the interlocking process when the failed device is normal, and making the emergency operation possible It has been proposed (see, for example, Patent Document 2).

Japanese Patent Laid-Open No. 06-286613 (pages 4-6, FIGS. 1-7) Japanese Patent Laid-Open No. 10-181601 (pages 3 to 4 and FIGS. 1 to 3)

  In the conventional train operation management device, the hand signal substitute signal is not included in the automatic control target equipment. For this reason, when handling hand signal substitute traffic signals due to failure of on-site equipment such as traffic lights, switchboards, track circuits, etc., station staff checks each train entering each station and the course to be taken one by one, and manual control of station staff Must be handled by. This manual control hinders smooth running of the train and causes the train diagram to be disturbed.

  In addition, the train operation management device detects a change in the train position using the track circuit, and acquires a train traveling result. When a track circuit breaks down, depending on the position of the track circuit that has failed, it may not be possible to correctly acquire the train running record. In this case, although the train has already departed, the system considers that the train has not departed, resulting in a difference from actual travel.

  Furthermore, since the train operation management device cannot consider that the train has departed from the station, the train order information to be controlled cannot be updated, and the subsequent train cannot travel.

  In the interlocking method of Patent Document 2, when a failure of a field facility occurs during train traveling, the state information of the failed track circuit is ignored, and the route lock by the controlled traffic light is released. Therefore, for trains that enter after failure of the on-site equipment, it is impossible to create order information of trains that enter the station with reference to train diagram information, and automatic control of traffic lights is also impossible.

  A first object of the present invention is to provide a train operation management device that is provided with means for smoothly operating a train group that realizes emergency response by automatic control even when station equipment on the station breaks down. It is.

  A second object of the present invention is train operation management provided with means for obtaining train running results and allowing trains to be continuously controlled by the train operation management device even when the track circuit is broken. Is to provide a device.

In order to achieve the above two objects, the present invention provides an equipment state management database for storing the state of on-site equipment such as a traffic signal, a track circuit, and a switch in a station connected via an interlocking device, and a traffic light state. A management database, a schedule information database for managing schedule information of trains traveling in a station, and a control instruction is output to the field facility based on the information in the database, and a travel instruction is output to the train based on the control state of the field facility In the train operation management device comprising the arithmetic processing means, the equipment state management database has a failure state column for storing the failure state of the on-site equipment, and the traffic light state management database indicates whether or not the hand signal substitution signal associated with the traffic light can be substituted. It has a hand signal substitution permission column to memorize, and the processing means cannot be used due to accidental failure or planned replacement of the station site equipment. When the condition occurs, based on the information of the substitute permission information available field equipment and hand signals substitute signals, determines the scene equipment to be controlled, including a hand signal substitute signals, to the control instruction and the train for site facilities We propose a train operation management device that calculates travel instructions.

The present invention also includes an equipment state management database for storing the state of field equipment such as traffic lights, track circuits, and switchboards of a plurality of stations connected via respective interlocking devices, a traffic light state management database, A schedule information database that manages the schedule information of trains traveling at multiple stations, and a calculation instruction that outputs control instructions to the on-site equipment at each station based on the information in these databases, and outputs a travel instruction to the train based on the control status of the on-site equipment In the centralized train operation management device comprising processing means, the equipment state management database has a failure state column for storing the failure state of the on-site equipment at each station, and the traffic light state management database is a hand signal associated with the traffic signal at each station. A hand signal substitution permission column is provided for storing whether or not the substitution signal can be substituted. If the unusable condition occurs due to, based on the information of the substitute permission information available field equipment and hand signals substitute signals, determines the scene equipment to be controlled, including a hand signal substitute signals, for site facilities A centralized train operation management device that calculates control instructions and travel instructions for trains is proposed.

  A failure state automatic detecting means for estimating the failure state of the field facility based on the failure state of the field facility and the result of the control instruction for the field facility and updating the failure state column of the facility state management database can be provided.

  Arithmetic processing means includes means for estimating the presence of a train on the basis of the state of an adjacent track circuit when a passenger boarding / departing position on the station premises, a train detention position, or a nearby track circuit fails, and It is also possible to include means for estimating the departure or arrival time of the train based on the position estimation result.

  According to the present invention, even when a station equipment such as a traffic signal, a track circuit, and a switch in the station fails, emergency operation is performed by automatic control, so that smooth train operation can be continued. Also, the train performance can be acquired in the same manner as before the failure.

Next, with reference to FIGS. 1-14, embodiment of the train operation management apparatus by this invention is described.
Embodiment 1
FIG. 1 is a block diagram showing a system configuration of Embodiment 1 of a train operation management apparatus according to the present invention. The train operation management device 1 includes an arithmetic processing unit 10, an equipment state management table 11 that stores equipment states, a traffic light state management table 12 that stores hand signal substitution permission (hands money permission) states of traffic lights, and daily trains. And a diamond information DB 13 for storing diamonds. The control terminal 2 of the train operation management device 1 displays an on-line status of the train and serves as an input means for the train operation management device 1 of the station staff.

  The train operation management device 1 and the interlocking device 20 are installed at each station and control the field equipment 30 at each station.

  As the field equipment 30 at each station, the traffic lights 51 and 52, the hand signal substitute traffic lights 61 and 62 used when the traffic lights 51 and 52 fail, the track circuits 71 to 75 for detecting the position of the line, and the switch 81 and 82 There is. Each station has passenger homes 45 and 46.

  When the train is controlled, the train operation management device 1 determines a traffic signal to be controlled based on the train number information of the train 40 and the diagram information stored in the diagram information DB 13. For example, when the train 40 arrives at the passenger home 45 by a train diagram and departs, the traffic signals to be controlled are the traffic signals 51 and 52.

  The train operation management device 1 outputs a control instruction to the interlocking device 20 in order to control these traffic lights 51 and 52. The interlocking device 20 checks whether or not the traffic signals 51 and 52 to be controlled are controllable among the on-site facilities 30 of each station. Specifically, in the case of the traffic light 51, it is checked that the track circuits 71, 72, 73 to be used are not in a fall state, the use sequence on the train diagram of the passenger home 45, the track circuit 71 with the switch 81. Check the conditions necessary for automatic control, such as the order of use on train schedules.

  If the check is OK, the switch 81 is switched to the passenger home 45 side, and when the lock on each field facility is confirmed, a control instruction to indicate the progress of the traffic light 51 is linked to the interlocking device. 20 is output. A series of these equipment states is periodically stored in the equipment state management table 11.

  FIG. 2 is a chart showing an example of the configuration of the equipment state management table 11 possessed by the train operation management device 1. The equipment state management table 11 includes an equipment name field 201, an equipment state field 202, and a failure state field 203. In the equipment state column 202, various states such as the progress / stop of the traffic light, the direction of the switch, the fall of the track circuit, and the hoisting are stored. The failure state column 203 stores a failure state when each facility is in a failure state.

  FIG. 3 is a chart showing an example of the configuration of the traffic light state management table 12 possessed by the train operation management device 1. The traffic light state management table 12 includes an equipment name column 211 and a hand signal substitution permission column 212. In the hand signal substitution permission column 212, when each traffic signal is in the hand signal substitution permission state, the fact is stored.

  A failure state registration method will be described with reference to FIGS. When a failure occurs in the field equipment 30 at each station, the failure is registered as follows.

  1stly, when the traffic signal 51 breaks down, even if the train operation management device 1 issues a control instruction to the interlocking device 20, even if a predetermined time elapses, the display of the traffic signal 51 remains stopped. Suppose that In this case, since no change occurs in the equipment state management table 11, the train operation management device 1 can recognize that some abnormality has occurred in the traffic light 51.

  In this case, the train operation management device 1 outputs a warning to the control terminal 2 that the traffic light 51 is abnormal. The station staff at each station recognizes this, and inputs from the control terminal 2 to the train operation management device 1 that the signal has failed. This information is stored in the failure state column 203 of the equipment state management table 11. Therefore, the train operation management apparatus 1 considers that the traffic light 51 is in a failure state.

  Secondly, when the switch 81 fails, the failure is registered as follows.

  When the train operation management device 1 outputs a control instruction to the interlocking device 20, even if a predetermined time elapses even though there is no train within the range of the field equipment used by the traffic light 51, the train operation management device 1 falls. It is assumed that the state where the device 81 cannot be changed continues. In this case, the information stored in the equipment state column 202 of the equipment state management table 11 for the switch 81 is supposed to change, but the information does not change. It can be recognized that some abnormality has occurred in the device 81.

  In this case, the train operation management device 1 outputs an alarm to the control terminal 2 that the switch 81 is abnormal. The station staff at each station recognizes this and inputs from the control terminal 2 to the train operation management device 1 that the switch 81 has failed. This information is stored in the failure state column 203 of the equipment state management table 11. Therefore, the train operation management apparatus 1 considers that the switch 81 is in a failure state.

  Third, when the track circuit 72 fails, the failure is registered as follows. It is assumed that the track circuit 72 remains dropped after the train 40 enters the track circuits 72 and 73 in this order, and then the track circuit 73 climbs. Alternatively, it is assumed that only the track circuit 72 suddenly falls although the track circuits 71 and 73 adjacent to the track circuit 72 are in the upright state. In either case, it is considered that only the track circuit 72 is falling alone.

  In this case, the train operation management apparatus 1 outputs an alarm to the control terminal 2 that the track circuit 72 has been dropped illegally. When the station staff confirms the output of the alarm or visually recognizes the track circuit 72 from the control terminal 2, the train terminal confirms that the track circuit 72 has failed from the control terminal 2. Input to the operation management device 1. This information is stored in the failure state column 203 of the equipment state management table 11. Therefore, the train operation management apparatus 1 considers that the track circuit 72 is in a failure state.

  Next, if the traffic light becomes faulty, or if it becomes impossible to control the traffic light that uses the on-site equipment due to the failure of a switch or track circuit, the signal to be controlled is replaced with a hand signal. A method for changing to a traffic light and continuing automatic control will be described.

  As an example, a case where the traffic light 51 becomes uncontrollable will be described. When permitting control of the hand signal substitute signal device 61 associated with the signal device 51, information on the hand signal substitute permission of the hand signal substitute signal device 61 is input from the control terminal 2 to the train operation management device 1. This information is stored in the hand signal substitution permission column 212 of the traffic light state management table 12. The train operation management device 1 recognizes the hand signal substitute signal device 61 as a signal device to be controlled instead of the signal device 51.

  FIG. 4 is a flowchart showing a processing procedure of emergency operation by a hand signal substitute signal. The emergency operation processing procedure includes steps A-0 to A-8 in FIG.

  The emergency control automatic control logic checks the conditions necessary for automatic control of the hand signal substitute traffic signal, and when the conditions are satisfied, the failure information is entered in the failure state column 203 of the equipment state management table 11 The hand signal substitute signal is controlled when the lock of the equipment used by the hand signal substitute signal is confirmed. For equipment that is already in a failure state, the equipment state column 202 of the equipment is not checked.

  First, at step A-0, a traffic signal to be controlled is determined from the train number information of the train 40 approaching the station and the diagram information stored in the diagram information DB 13 managed by the train operation management device 1.

  In step A-1, it is checked whether the hand signal substitution permission is set for the control target traffic light. For example, if the hand signal substitution permission information is set for the traffic light 51 in the hand signal substitution permission column 212 of the traffic light state management table 12, the process proceeds to step A-2. If there is no hand signal substitution permission information in the hand signal substitution permission column 212 of the traffic signal state management table 12, the process proceeds to Step A-11, where the traffic light 51 is set as the signal to be controlled, and normal signal control is performed in Step A-12. carry out.

  In step A-2, when it is confirmed in step A-1 that the hand signal substitution is permitted for the control target signal device, the control target signal device is set as the hand signal substitute signal device.

  In Step A-3, the failure state switch is checked. In this processing, when the equipment used by the hand signal substitute signal 61 includes a faulty switch, whether or not the opening direction of the switch matches the traveling direction of the train 40 is checked.

  FIG. 5 is a flowchart showing a detailed processing procedure of the fault state switch checker A-3 in the emergency operation by the hand signal substitute traffic signal of FIG.

  The fault state switch check A-3 in FIG. 5 includes steps A3-0 to A3-6. It is assumed that failure information is set in the failure state column 203 of the equipment state management table 11 for the switch 81 used by the hand signal substitute signal device 61.

  Step A3-0 indicates the start of processing of the fault state switch check A-3.

  In Step A 3-1, it is checked whether the switch in the fault state is included in the equipment used by the hand signal substitute traffic light 61. If no fault switch is included, the process proceeds to step A-6.

  In step A3-2, the direction of the switch in the fault state is checked. Usually, the station staff manually changes the direction of the switch and controls the switch 81 in a broken state. Since the failure state column 203 of the switch 81 is a failure state, the state of the switch is not considered in Step A-5. Therefore, the train operation management device 1 cannot determine which direction the switch 81 is currently open.

  Therefore, in step A3-2, with reference to the equipment state column 202 of the equipment state management table 11 for the failed switch 81, the opening direction of the switch 81 described in the column 202 is the train Check if it matches the opening direction by 40. If the opening directions match, the process moves to step A3-6, and if different, the process moves to step A3-3.

  In step A3-3, an inquiry for confirming the opening direction of the switch 81 in the fault state is output to the control terminal 2. At this time, the station staff confirms the actual opening direction of the switch 81 of the field equipment, and responds to the inquiry with either approval (YES) or rejection (NO) from the control terminal 2.

  In step A3-4, a response to the inquiry is confirmed. If the inquiry response is approval, the process proceeds to step A3-5. If the inquiry response is rejected, the process proceeds to step A3-10, and the failure state track circuit check A-3 is not satisfied.

  In step A3-5, since the state where the switch 81 is changed to the traveling direction of the train 40 can be confirmed, the equipment state column 202 in the equipment state management table 11 is updated for the switch 81.

  In step A3-6, the failure state switch check A-3 is satisfied.

  The result of the above fault state switch check A-3 is determined in step A-4. If the condition is not satisfied, the process proceeds to step A-14, and the control of the hand signal substitute traffic light 61 is suspended for a predetermined time, and then the process returns to step A-3 again.

  In step A-5, the lock status of the equipment used by the hand signal substitute signal 61 is confirmed except for the equipment whose fault information is entered in the fault status column 203 in the equipment status management table 11, and all the locks can be locked. Check if Here, if even some of the facilities are not locked, the process proceeds to step A-15, where the control of the hand signal substitute traffic light 61 is suspended for a predetermined time, and then the process returns to step A-5 again.

  FIG. 6 is a flowchart showing a detailed processing procedure of the fault state track circuit check A-6 in the emergency operation by the hand signal substitute traffic signal of FIG.

  In step A-6, the fault state track circuit is checked. This process is a processing procedure to check to control the hand signal substitute signal 61 when the equipment used by the hand signal substitute signal 61 includes a track circuit in a failure state.

  The fault state track circuit check A-6 shown in FIG. 6 includes steps A6-0 to A6-4. Here, it is assumed that failure information is set in the failure state column 203 of the equipment state management table 11 in the track circuit 72 used by the hand signal substitute traffic light 61.

  Step A6-0 indicates the start of the processing of the fault state track circuit check A-6.

  In step A6-1, it is checked whether or not the equipment used by the hand signal substitute traffic light 61 includes a track circuit in a fault state. If no fault track circuit is included, the process proceeds to step A6-4.

  In step A6-2, an inquiry as to whether or not the hand signal substitute signal 61 can be controlled is output to the control terminal 2. This is to ensure that the station staff can confirm whether the track circuit 72 in the failure state is due to the train 40 being on track or due to a track circuit failure.

  In step A6-3, a response to the inquiry is confirmed. If the response to the inquiry is approval, the process proceeds to step A6-4. If the inquiry response is rejected, the process proceeds to step A6-10, and the failure state track circuit check A-6 is not satisfied.

  In step A6-4, the failure state track circuit check A-6 is satisfied.

  The result of the above fault state track circuit check A-6 is determined in step A-7. If the condition is not satisfied, the process proceeds to step A-17, where the control of the hand signal substitute signal 61 is suspended for a predetermined time, and then the process returns to step A-6 again.

  In Step A-8, the hand signal substitute traffic light 61 is controlled.

  Of the series of processing shown in FIG. 4, processing group A1-1 to which steps A-3, A-4, and A-14 belong, processing group A1-2 to which steps A-5 and A-15 belong, and step A-6 , A-7, and the processing group A1-3 to which A-17 belongs, even when the order is changed, a processing result equivalent to step A-8 shown in FIG. 4 is obtained.

  When the failure state of each facility of the on-site facility 30 is recovered, the recovery information from the failure state or the release information of hand signal substitution permission is input to the train operation management device 1 from the control terminal 2 To do. By this input, the information in the failure state column 203 in the equipment state management table 11 or the hand signal substitution permission column 212 in the traffic light state management table is cleared, and it is considered that the failure state is recovered or the hand signal substitution permission is released.

  Subsequently, an embodiment of a method for tracking a train when a track circuit fails will be described.

  In the equipment state management table 11 possessed by the train operation management device 1, the current information of each equipment described in the equipment state column 202 of the track circuits 71 to 75 indicates the current line position of the train 40. As described above, when the track circuit breaks down, the train operation management device 1 cannot grasp the exact position of the train 40 and cannot acquire the traveling results (arrival time and departure time) of the train 40.

  FIG. 7 is a diagram for explaining a method for obtaining the arrival time of the train 40 when the track circuit 72 on the entry side of the track circuit 73 at a position corresponding to the passenger home 45 fails and the track circuit 72 falls. .

  In the normal state, when the track circuits 72 and 73 are in the fall state for the train 40, it is considered that the entry side track circuit 72 has changed from the fall state to the uphill state. When the time chart 300 of the train 40 at this time is shown, the state change of the track circuit 72 is as shown by the dotted line 301.

  When the approach-side track circuit 72 remains in a falling state due to a failure as indicated by a two-dot chain line 302 in the time chart 300 of FIG. 7, even if the train is accommodated in the track circuit 73 of the passenger home, the track of the passenger home 45 The circuit 73 and the approach-side track circuit 72 remain in a continuously falling state, and the accommodation of the train 40 in the track circuit 73 cannot be accurately detected. Therefore, the on-line position of the train 40 is estimated by the following method, and the arrival time is acquired.

  As explained before, the train operation management device 1 periodically checks the equipment state column 202 for the equipment of the track circuit in the equipment state management table 11 and checks the status of each train. When the train enters the track circuit 73 of the passenger home from the approach side track circuit 72, if the approach side track circuit 72 is in a failure state, the train state falls into the facility state column 202 of the track circuit 73 in the facility state management table 11. Confirm that the information has been stored. At time 304 when the train operation management device 1 checks the equipment state management table 11, the equipment state management table is checked again. If the state does not change, it is determined that the train 40 has arrived at the passenger home 45, and the train 40 Get the arrival time.

  FIG. 8 is a diagram for explaining a method of acquiring a departure time when the advancing track circuit 74 of the track circuit 73 at a position corresponding to the passenger home 45 fails.

  In the normal state, when the track circuit 73 is in the fall state for the train 40, it is considered that the departure side track circuit 74 has changed from the suspended state to the fall state. When the time chart 310 of the train 40 at this time is shown, the state change of the track circuit 74 is as shown by the dotted line 311.

  However, when the advancing track circuit 74 remains in a fall state due to a failure as indicated by a two-dot chain line 312, even if the train enters the advancing track circuit 74, the track circuit 74 falls from the roof. Unable to detect changes. For this reason, the location position of the train 40 is estimated by the following method, and the information of departure time is acquired.

Even if the train 40 enters the advancing track circuit 74, the equipment state column 202 of the equipment state management table 11 does not change. However, at the stage of being accommodated in the advancing side track circuit 74, the track circuit 73 of the passenger home is hoisted. Here, the equipment state column 202 of the track circuit 73 in the equipment state management table 11 changes from falling to rising. It is determined that the train 40 has departed at this timing, and the departure time is acquired.
<< Embodiment 2 >>
FIG. 9: is a block diagram which shows the system | strain structure of Embodiment 2 of the train operation management apparatus by this invention.

  The train operation management device 101 is a centralized train operation management device. The train operation management apparatus 101 manages stations 31 to 33 and instructs control via the link information transmission line 25 with the on-site equipment at each station.

  In the train operation management device 101, an arithmetic processing means 110, an equipment state management table 111 for storing the equipment states of each station from the stations 31 to 33, and a traffic signal for storing a hand signal substitute permission (hand charge permission) state of the traffic light. It includes a state management table 112 and a diagram information DB 113 that stores train diagrams of the stations 31 to 33.

  FIG. 10 is a chart showing an example of the configuration of the equipment state management table 111 held by the centralized train operation management apparatus 101. FIG. 11 shows the traffic light state management table 112 held by the centralized train operation management apparatus 101. It is a chart which shows an example of the structure of.

  Since the equipment state management table 111 includes the station name column 200 and the traffic light state management table 112 includes the station name column 210, it is possible to manage on-site facility information of a plurality of stations.

  As for the failure state of the on-site facilities at the stations 31 to 33, the station staff inputs the failure information of the facility in the failure state from the control terminal 2 to the train operation management device 101, and the failure state of the facility state management table 111 When the failure state is stored in the column 203, the train operation management apparatus 101 can recognize the failure state of the equipment.

  About the control method of the hand signal substitute traffic signal at the time of emergency operation, it is the same as that of the example of the train operation management apparatus 1 of FIG. 1 demonstrated using the flowchart of FIG.

Moreover, the acquisition method of the arrival time and departure time at the time of a track circuit failure is also the same as that of the example of the train operation management apparatus 1 of FIG. 1 demonstrated using FIG. 7 and FIG.
<< Embodiment 3 >>
FIG. 12: is a block diagram which shows the system | strain structure of Embodiment 3 of the train operation management apparatus by this invention.

  The train operation management apparatus 102 in FIG. 12 has a failure state automatic detection means 18.

  The train operation management device 1 outputs a warning to the control terminal 2 when an abnormality occurs in the field facility, and alerts the station staff that a facility suspected of being present exists at the station.

  In this train operation management apparatus 1, the station staff confirms which of the on-site facilities 30 at each station is the equipment in the failure state, selects the equipment in the failure state with the control terminal 2, and the train operation management apparatus. 1 must enter the fault condition.

  On the other hand, in the train operation management apparatus 102, the failure state automatic detection means 18 automatically detects facilities suspected of failure, and clarifies which facilities are suspected of failure. As a result, it is possible to improve the efficiency of the confirmation work by the station staff of the equipment that is suspected of failure, and it is possible to prevent errors such as erroneously inputting the failure state for facilities that are not in failure state.

  FIG. 13 is a flowchart showing a processing procedure of the failure state automatic detection means 18.

  A method for automatically recognizing failure states of traffic lights and switchboards is described. In the following description, a facility that is suspected of failure is that there is no failure state setting among the on-site facilities used by the traffic signal for the traffic signal that the train operation management device 102 outputs a control instruction to the interlocking device 20. Nevertheless, it means a traffic light or a switch that cannot detect a change in the equipment information column 202 of the equipment state management table 11.

  Step B-0 is the same as Step A-0 in FIG. 4, and is controlled from the train number information of the train 40 approaching the station and the diagram information stored in the diagram information DB 13 managed by the train operation management device 102. Determine the target traffic light.

  In step B-1, the presence or absence of equipment suspected of failure is confirmed.

  In step B-2, the equipment suspected of failure is output as an inquiry to the control terminal 2 as to whether or not the equipment is truly in a trouble state, and prompts the station staff to confirm.

  In Step B-3, a response to the inquiry is confirmed. If the response result is failure, the process proceeds to step B-4. If it is normal, the process proceeds to Step B-5.

  In step B-4, the failure information is stored in the failure state column 203 of the facility state management table 11 for the facility suspected of the failure.

  In step B-5, the failure state recognition process is terminated.

  A method for automatically recognizing the failure state of the track circuit 73 will be described. When all of the track circuits 71 to 75 are in the lifted state, when a specific track circuit is dropped, such as when only the track circuit 73 is suddenly dropped, both adjacent track circuits are in the lifted state. In this case, the dropped track circuit is estimated to be in a failure state. At this time, according to Steps B-0 to B-5 in FIG. 13, a failure state inquiry is output for the drop track circuit, and if the response result is approval, the equipment state management table 11 of the drop track circuit The failure information is stored in the failure state column 203 of FIG.

  FIG. 14 is a diagram illustrating a state in which the track circuit 73 at a position corresponding to the passenger home 45 has failed and the track circuit 73 has fallen.

  As another example of the automatic recognition method of the track circuit failure state, there is one accompanying the movement of the train. The train 40 uses the track circuit 71 to 75 in order.

  Paying attention to the track circuits 73 and 74, the track circuit 74 should fall in the fall state of the track circuit 73, and then the track circuit 73 should rise in a state where the track circuit 74 is in the fall state.

  On the other hand, when the track circuit 74 changes from the hoisting state to the falling state in the fall state of the track circuit 73 and the track circuit 74 rises again, unless the train 40 is operated to merge or divide the train. Either the train 40 retreats and is accommodated again in the track circuit 73, or the track circuit 73 breaks down and the track circuit 74 rises due to the movement of the train 40.

Therefore, a method of outputting a question about a failure state and obtaining a judgment of a station staff when a change in the track circuit occurs for a train having no operation mode of division or merging is considered as an example of the automatic recognition method.
<< Embodiment 4 >>
As shown in Embodiment 3 of FIG. 12 by installing the failure state automatic detection means 18 in the train operation management apparatus 1 of Embodiment 1 of FIG. 1, the centralized train operation management apparatus 101 of Embodiment 1 of FIG. If the failure state automatic detection means 18 is installed, it will be apparent that the centralized train operation management apparatus 103 provided with the failure state automatic detection means can be realized, although not shown here.

  According to these embodiments, in the event of failure of station equipment such as station traffic lights, track circuits, and switchboards, switching to hand signal substitute signals can be performed within the system, and hand signal substitutes are possible. The traffic light can be automatically controlled. In addition, it is possible to continuously acquire the train travel record and prevent the lack of travel record. Therefore, train operation can be continued smoothly even during emergency operation.

It is a block diagram which shows the system | strain structure of Embodiment 1 of the train operation management apparatus by this invention. It is a chart which shows an example of composition of equipment state management table 11 which train operation management device 1 holds. It is a chart which shows an example of the composition of traffic light state management table 12 which train operation management device 1 holds. It is a flowchart which shows the process sequence of emergency operation by a hand signal substitute signal. It is a flowchart which shows the detailed process sequence of failure state switch check A-3 in the emergency operation by the hand signal substitute traffic signal of FIG. It is a flowchart which shows the detailed process sequence of failure state track circuit check A-6 in the emergency operation by the hand signal substitute traffic signal of FIG. It is a figure explaining the acquisition method of the arrival time of the train 40 when the track circuit 72 of the approach side of the track circuit 73 of the position corresponded to the passenger home 45 fails and the track circuit 72 will be in the fall state. It is a figure explaining the acquisition method of the departure time when the advancing side track circuit 74 of the track circuit 73 of the position corresponding to the passenger home 45 fails. It is a block diagram which shows the system | strain structure of Embodiment 2 of the train operation management apparatus by this invention. It is a graph which shows an example of a structure of the equipment state management table 111 which the centralized train operation management apparatus 101 has. It is a graph which shows an example of a structure of the traffic light state management table 112 which the centralized train operation management apparatus 101 has. It is a block diagram which shows the system | strain structure of Embodiment 3 of the train operation management apparatus by this invention. 4 is a flowchart showing a processing procedure of a failure state automatic detection means 18; It is a figure which shows the state where the track circuit 73 of the position corresponded to the passenger home 45 failed and the track circuit 73 fell.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Train operation management apparatus 2 Control terminal 10 Arithmetic processing means 11 Equipment state management table 12 Traffic light state management table 13 Diagram information DB
18 Failure state automatic detection means 20-23 Interlocking device 25 Interlocking information transmission line 30 On-site facilities 31-33 at each station Controlled station 40 of centralized train operation management device 101 Train 45, 46 Passenger home 51, 52 Traffic lights 61, 62 Hand signal substitute signals 71-75 Track circuits 81, 82 Switchboard 101 Centralized train operation management device 102 Train operation management device 103 with failure state automatic detection means Centralized train with failure state automatic detection means Operation Management Device 110 Arithmetic Processing Unit 111 of Centralized Train Operation Management Device 101 Equipment State Management Table 12 of Centralized Train Operation Management Device 101 Signal State Management Table 13 of Centralized Train Operation Management Device 101 Centralized Train Operation Diagram information DB of management device 101
200 Station name column 201 of the equipment state management table 111 Equipment name column 202 of the equipment state management table 11 or 111 Equipment state column 203 of the equipment state management table 11 or 111 Fault state column 210 of the equipment state management table 11 or 111 Signal state management Station name column 211 of the table 112 Equipment name column 212 of the traffic signal state management table 12 or 112 Hand signal substitution permission column 300 of the traffic signal state management table 12 or 112 Time chart 301 when the train 40 arrives 301 Normal equipment of the track circuit 72 State change 302 State at the time of failure of the track circuit 72 Facility state change 304 of the track circuit 73 Reference time 310 of the facility state management table 11 next to the track circuit 73 fall time Time chart 311 at the time of departure of the train 40 311 of the track circuit 74 Normal equipment state change 31 Equipment state change of the state 313 the track circuit 73 at the time of failure of the track circuit 74

Claims (4)

Manages equipment status management database that stores the status of on-site equipment such as traffic lights, track circuits, and switchboards connected via an interlocking device, traffic light status management database, and schedule information of trains that run through the station In the train operation management device comprising a diagram information database to be output, a calculation instruction to output a control instruction to the on-site equipment based on information in these databases, and to output a travel instruction to the train based on a control state of the on-site equipment ,
The facility state management database includes a failure state column for storing a failure state of the field facility,
The traffic signal state management database includes a hand signal substitution permission column for storing whether or not substitution of a hand signal substitution signal associated with the traffic signal is possible,
When the arithmetic processing means has an unusable state due to an accidental failure or planned replacement of the on-site equipment at the station, information on the usable on-site equipment and information on whether or not the hand signal substitution signal can be substituted The train operation management apparatus characterized by determining the field equipment which should be controlled including the said hand signal substitute signal based on this, and calculating the control instruction | indication with respect to the said field equipment, and the driving | running | working instruction | indication with respect to the said train. A facility state management database for storing the state of field equipment such as traffic lights, track circuits, and switchboards connected to each other via each interlocking device, a traffic light state management database, and traveling through the plurality of stations A schedule information database for managing the schedule information of trains to be operated, and a calculation processing means for outputting a control instruction to the on-site equipment at each station based on the information of these databases, and outputting a travel instruction to the train based on a control state of the on-site equipment ; In the centralized train operation management system consisting of
The facility state management database includes a failure state column for storing a failure state of the field facility at each station,
The traffic light state management database includes a hand signal substitution permission column for storing whether or not substitution of a hand signal substitution signal associated with the traffic signal at each station is performed,
When the arithmetic processing means has an unusable state due to an accidental failure or planned replacement of the on-site equipment at the station, information on the usable on-site equipment and information on whether or not the hand signal substitution signal can be substituted A centralized train operation management device characterized by determining a field facility to be controlled including the hand signal substitute signal based on the control signal and calculating a control instruction for the field facility and a traveling instruction for the train. In the train operation management device according to claim 1 or 2,
A failure state automatic detection means for estimating the failure state of the field facility based on the failure state of the field facility and the result of the control instruction for the field facility and updating the failure state column of the facility state management database Train operation management device. In the train operation management device according to any one of claims 1 to 3,
The arithmetic processing means, when a passenger boarding / departing position in a station premises, a train detention position, and a track circuit in the vicinity of the station, a means for estimating a current status of the train based on a state of an adjacent track circuit, And a means for estimating the departure or arrival time of the train based on the estimated position position.

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