JPH037544B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a sub-device which is distributed to each station on a subway line and controls passenger guidance at each station, and which controls sub-devices on all subway lines. In a distributed passenger guidance system such as a train that is connected to a parent device that performs monitoring via a transmission line, if an abnormality occurs in any child device and the child device stops passenger guidance control, the child device The present invention relates to a method for automatically returning the child device to normal passenger guidance control after the device recovers from an abnormality.

[Background of the invention]

In conventional decentralized passenger guidance devices for trains such as subways, when an abnormality occurs in a child device and control information such as operation schedule information is lost, and the child device stops passenger guidance control, the parent device's The operator operated the man-machine interface to transmit timetable information and preceding train information to the child device after the abnormality had been recovered, thereby returning the child device to normal passenger guidance control. This has become a work burden for the operator of the parent device.

[Purpose of the invention]

This invention was made in order to reduce the operational burden on the operator of the above-mentioned parent device. If this occurs and the relevant child device loses its service schedule and stops passenger guidance control, the operator of the parent device, which controls and monitors all routes, will not be able to operate the man-machine interface from the child device. To provide a method in which the parent device, having received an abnormality recovery signal, automatically sends to the child device information on the train schedule where the child device disappeared and information on the preceding train at the station where the child device is installed. The purpose is to

[Summary of the invention]

If an abnormality occurs in a child device and control information such as the flight schedule is lost and the child device stops passenger guidance control, when the child device's abnormality recovers, the child device sends an abnormality recovery signal to the parent device. send. When the parent device receives the abnormality recovery signal, the parent device can display information on the train schedule where the child device disappeared and information on the preceding train at the station where the child device is installed, even if the operator of the parent device does not operate the man-machine interface. is characterized in that it automatically sends a message to the child device.

In other words, the configuration of the present invention is based on the timetable information stored according to the train operation order, the approach of trains to the control target station, and the movement of trains from the control target station on routes where the following train does not overtake the preceding train. A plurality of child devices arranged for each control target station that performs passenger guidance at the control target station based on a track circuit signal indicating departure;
It is equipped with a plurality of relay speed devices that detect the track circuit signals, and a parent device that sends the timetable information to the slave devices, and determines a range for calculating the number of trains for each of the control target stations, and determines the normality of the slave devices. At this time, the parent device calculates the number of trains within the respective train number calculation range based on the output of the relay interlocking device, and when an abnormality occurs in one of the child devices and stops the passenger guidance control. In this case, the train number calculation range upstream of this stopped child device is extended to the train number calculation range of this stopped child device, and the parent device calculates the number of trains within this expanded train number calculation range. However, when a recovery signal is issued from the stopped slave device and the slave device recovers, the number of train detections of the relay interlocking device connected to the downstream slave device of the recovered slave device and the recovered slave device When the sum of the number of trains detected by the relay interlocking device connected to the relay becomes equal to the number of trains within the expanded train number calculation range immediately before recovery, the relay If the electric interlocking device is a relay interlocking device connected to the recovered child device, the train detected at the time of becoming equal, and in other cases, the child device upstream of the recovered child device. The train that has passed through the relay interlocking device connected to the train is identified as the train for which the recovered child device will first control passenger guidance.

[Embodiments of the invention]

Embodiments of the invention will be described based on the drawings. FIG. 1 is a diagram showing the system configuration of a distributed passenger guidance device for trains, etc., using the method of the present invention. In FIG. 1, parent devices 1 and 2 are
Each of them consists of a central processing unit 3 that inputs control commands to the entire passenger information system and monitors the control status, and an operation panel 4 that inputs control commands and monitors the control status. They are located at both terminal stations of the target line. The child devices 5 and 20 to 23 each include a station processing device 6 that performs passenger guidance control, etc., a destination guidance display 7 for arriving trains, and a broadcast sound source device 8, and each station on the line that is subject to passenger guidance control. Track circuit signals are input from relay interlocking devices 9 which are distributed and arranged to detect train movement at stations where slave devices are installed. The parent devices 1 and 2 and the child devices 5 and 20 to 23 are
Each of them is connected to the transmission line 10 via transmission control devices 11 to 17.

FIG. 2 is a diagram showing the structure of timetable information. In Figure 2, the timetable information for one train includes the train operation number for train identification, the train number consisting of the departure time from the terminal station, the train operation type indicating local, forwarding, etc., the destination station name of the train, and the starting station name. , consists of the starting number line. The timetable information for each train is arranged from the first train to the last train for each route according to the train operating order based on the terminal station.

FIGS. 3a and 3b are diagrams showing the relationship between the train operating order and the structure of timetable information. Figure 3a is A
It is a so-called train schedule in which trains B, C, D, and E depart from or pass through A, B, C, and N stations at their respective operating times according to the operating order, and A train , B trains, and D trains start from A station, and C trains and E trains start from Ha station. As you can see from this diagram, the train schedule is parallel, so the following train will not overtake the preceding train. Also, Figure 3b shows trains A, B
This shows that the timetable information for trains, C trains, D trains, and E trains are arranged from top to bottom according to the operating order based on the terminal station.

With the above configuration, in Figures 1, 2, and 3, the parent devices 1 and 2 that manage timetable information
Create daily schedule information and transmit it to all child devices 5 and 20 to 23, and if there is a change in train operation, all child devices 5 and 2
Change the timetable information from 0 to 23 to match the train operation and timetable information. The parent devices 1 and 2 are placed at both terminal stations of the line to be controlled, and normally manage the timetable information of trains departing from both terminal stations, but each parent device 1 and 2 also control the other parent devices 1 and 2. The system is redundant so that it can be replaced, so if an abnormality occurs in one parent device 1 or 2, the timetable information managed by the failed parent device 1 or 2 will be transferred to the other normal parent device. 2 or 1.

The timetable information for each route in the child devices 5 and 20 to 23 includes a pointer (a pointer refers to an area in which timetable information is stored) corresponding to the preceding train at the station where the child devices 5 and 20 to 23 are installed. .
Child device 5 and each station processing device 6 of 20 to 23
creates passenger guidance information such as destination station name, train operation type, etc. for the preceding train and next train for each route of the station where the child devices 5 and 20 to 23 are installed based on this preceding train pointer, and then calculates the destination. It is displayed on the guide display 7 and updated every time the departure of a train is detected by the track circuit signal from the relay interlocking device 9. Further, the approach, arrival, departure, etc. of a train is detected by the track circuit signal from the relay interlock device 9, and the broadcast sound source device 8 broadcasts a guide for the preceding train on the corresponding track. Furthermore, the station processing device 6
In parallel with the above-mentioned passenger guidance control, the transmission control devices 12 to 16 transmit track circuit information such as train approach, arrival, and departure obtained from the relay interlock device 9 for each route.
The data is then transmitted to the parent devices 1 and 2 via the transmission line 10.

The timetable information of all the child devices 5 and 20 to 23 is managed so that it is always the same as the timetable information of the parent devices 1 and 2. Therefore, even if, for example, an abnormality occurs in the child device 5 and the timetable information is lost, the parent devices 1 and 2 will transfer the timetable information managed by the parent devices 1 and 2 to the child device 5. The timetable information of the child device 5 is now recovered. For example, if an abnormality occurs in the child device 5 and the passenger guidance control is stopped, the normal child devices 20 to 23 other than the child device 5 in which the abnormality has occurred are
It is now possible to continue to perform normal passenger guidance control.

FIG. 4 is a diagram explaining the calculation range of the number of trains between stations. In FIG. 4, parent devices 1 and 2,
Child devices 5 and 20 to 23 at A station, B station, and C station,
The relay interlocking device 9 is not shown. First, regarding the main line R in the direction of travel indicated by arrow T,
When viewed from the direction of travel indicated by , A station approach point A, B station approach B, and C station approach point C are installed in front of A station, B station, and C station, respectively. And the approach point A,
Track circuit signals such as the approach of trains to B and C and the departure of trains from A, B, and C stations are sent from A station to B station.
Detected by relay interlocking devices 9 at stations A, B, and C, respectively, and sub-devices 5 and 20-2 at stations A, B, and C.
3 to parent devices 1 and 2. Parent devices 1 and 2 that have received the above track circuit signal set the number of trains from approach point A to approach point B as the number of trains at A station, and the number of trains from approach point B to approach point C at B station. Calculated as the number of trains in each case. next,
Regarding the main line R' in the direction of travel indicated by arrow T', station C, station B, station A, as seen from the direction of travel indicated by arrow T'
In front of the station are C station approach point C', B station approach point B', and A.
A station approach point A′ is installed at each station. Then, the approach of the train to approach points C′, B′, A′ and station C, B
Track circuit signals such as train departure from station A station, etc.
Detected by relay interlock devices 9 at C, B, and A stations, respectively, and child devices 5 and 2 at C, B, and A stations.
0 to 23 to the parent devices 1 and 2. Parent devices 1 and 2 that received the above track circuit signal
The number of trains from approach point C' to approach point B' is calculated as the number of trains at C station, and the number of trains from approach point B' to approach point A' is calculated as the number of trains at B station.

FIG. 5 is a diagram showing a method of calculating the number of trains at each station as trains move. Figure 5 shows a case where a train on main line R in the direction of travel indicated by arrow T approaches station A. In this case, Fig. 5 shows the main line R in the traveling direction indicated by the arrow T.
The train above is proceeding on the crossing line of A station, and the arrow
When entering the main line R′ in the direction of travel indicated by T′,
FIG. Moreover, in FIG. 5, the parent devices 1 and 2, the child devices 5 and 20 to 23 at stations A and B, and the relay interlocking device 9 are not shown.

First, in Fig. 5, a train on main line R in the direction of travel indicated by arrow T approaches station A on main line R.
, the track circuit signal detected by the relay interlocking device 9 of station A (i.e., the approach signal to approach point A) is transmitted to the child devices 5 and 20-2 of station A
3 to parent devices 1 and 2. Approach point A
The parent devices 1 and 2 that have received the approach signal for A station add 1 to the number of trains at A station from the approach point A to the approach point B of B station on main line R, and also add 1 to the number of trains at A station from approach point A to approach point B at B station on main line R. The number of trains from the approach point (not shown) on the main line R at the station (not shown) one upstream from the approach point A to the approach point A is subtracted by 1.

Next, in FIG. 5, when a train on the main line R in the traveling direction indicated by arrow T advances on the side track of A station to enter a depot, etc. (not shown), the relay interlocking device 9 of A station is activated. The detected track circuit signal (that is, the entry signal from the main line R to the side track at station A) is transmitted from the child devices 5 and 20 to 23 at station A to the parent devices 1 and 2. Parent devices 1 and 2 that received an approach signal from main line R to the side track of A station
, the number of trains at A station from approach point A of station A on main line R to approach point B at station B on main line R is reduced by 1.

In addition, in Fig. 5, a train on main line R in the direction of travel indicated by arrow T travels on a crossing line at station A, and approaches point B' at station B on main line R' in the direction of travel indicated by arrow T'. B from the main line R' to the approach point A' of A station
When entering the station train number calculation range, the track circuit signal (i.e., the crossing signal from main line R to main line R') detected by the relay interlock device 9 at station A will be
It is transmitted from the child devices 5 and 20 to 23 at A station to the parent devices 1 and 2. Parent devices 1 and 2 that received the crossing signal from main line R to main line R'
The number of trains at A station from approach point A of A station on main line R to approach point B of B station on main line R is reduced by 1, and from approach point B' of B station on main line R' to approach point B of A station on main line R' Add 1 to the number of trains at B station to A'.

FIG. 6 is an explanatory diagram of the calculation range of the number of trains at each station when an abnormality occurs in the child device and the child device stops passenger guidance control, and shows the calculation range of the number of trains at each station.
and child devices 5 and 20 to 2 at stations A, B, and C.
3. The relay interlocking devices 9 at stations A, B, and C are not shown. In FIG. 6, the child device 5 at station B
If an abnormality occurs in stations 5 and 20 to 23 and the child devices 5 and 20 to 23 at station B stop passenger guidance control, the parent devices 1 and 2 When viewed from the direction of travel indicated by T, the range for calculating the number of trains at A station, which is one station upstream of B station, is expanded. Then, in the range of calculating the number of trains at A station from approach point A of A station on main line R to approach point B of B station on main line R, the number of trains at B station from approach point B to approach point C of C station on main line R is calculated. Adding the train number calculation range, A of main line R
Continue calculating the number of trains at the station.

Furthermore, regarding the main line R' in the direction of travel indicated by arrow T', parent devices 1 and 2 extend the train number calculation range for station C, which is one station upstream of station B, as seen from the direction of travel indicated by arrow T'. do. Then, the number of trains at C station is calculated from approach point C' of C station on main line R' to approach point B' of B station on main line R', from approach point B' to A of main line R'.
Adding the range for calculating the number of trains at Station B up to the station's approach point A', continue calculating the number of trains at Station C on main line R'.

However, the connection line with the garage or the main line R and the main line
If there is a crossing line at B station for traveling between R' and the main line
A train moving between B station and R' is detected by the relay interlocking device 9 at B station, and the track circuit signal for train movement is input to the sub devices 5 and 20 to 23 at B station. Since an abnormality has occurred in the child devices 5 and 20 to 23, the track circuit signal for train movement detected by the relay interlock device 9 is transmitted to the parent devices 1 and 2.
is not sent to. Therefore, parent devices 1 and 2
expands the range of calculating the number of trains between A station and C station, and B
Both the numbers of trains at A station and C station, which are calculated by including the train number calculation range at the station, are not accurate numbers of trains. In this case, child devices 5 and 20 to 2 at B station
Even if the abnormality in step 3 recovers, parent devices 1 and 2
The station slave devices 5 and 20-23 cannot be automatically returned to normal passenger guidance control.

Figure 7~ shows that when an abnormality occurs in a sub-device that has stopped passenger guidance control and the abnormality has been recovered, the starting position of the station where the sub-device from which the abnormality has been recovered is installed, depending on the number of trains on the line at that time. It is a figure explaining the method by which a parent device determines a train. Also, the parent devices 1 and 2, the child device 20 at A station, the child device 5 at B station, the child device 21 at C station, A station, B station, C
The relay interlock device 9 of each station is not shown.

FIG. 7 is a diagram illustrating the range of calculating the number of trains at stations A and C when an abnormality occurs in the child device 5 at station B, and is almost the same as FIG. 6. In FIG. 7, when an abnormality occurs in the child device 5 at station B, the parent devices 1 and 2 extend the range of calculating the number of trains at station A for main line R in the direction of travel indicated by arrow T, and The number of trains in the range from approach point A at station A on main line R to approach point C at station C on main line R is calculated. In addition, for the main line R' in the direction of travel indicated by the arrow T', the parent devices 1 and 2 expand the range of calculating the number of trains at C station, and from the approach point C' of main line R' to C station,
Calculate the number of trains in the range up to the approach point A' of station A on R'. When the abnormality in the slave device 5 at station B is recovered, station B
An abnormality recovery signal is transmitted from the child device 5 at the station to the parent devices 1 and 2. The parent devices 1 and 2 that have received the abnormality recovery signal transmit the current and future scheduled train schedule information to the child device 5 at B station, and also send the train information on the main line R at B station using the method described below. and main line R', and transmits the preceding train information to the slave device 5 at B station. At this time, the timetable information and preceding train information from the two parent devices 1 and 2 are sent in parallel to the child device 5 at station B, but the child device 5 at station B only receives the one that was received first. The timetable information and preceding train information from the parent device 1 or 2 are stored, and the timetable information and preceding train information from the other parent device 2 or 1 are ignored. Hereinafter, when the abnormality in the child device 5 at B station is recovered, a method for the parent devices 1 and 2 to determine the first train at B station according to the number of trains on the line at that time will be explained for main line R. Regarding the number of trains on the line, until the abnormality in the child device 5 at station B is recovered, the number of trains in the range is known in the parent devices 1 and 2, but the number of trains in the range is known from the approach point A of station A to the approach point B of station B. The number of trains in the range up to and the range from approach point B of station B to approach point C of station C sometimes do not correspond. Therefore, the cases where the number of trains in the range is 0, 1, and 2 when the abnormality in the child device 5 at station B is recovered will be explained.

First, as shown in FIG. 7, the case where the number of trains in the range is 0 will be described. The parent devices 1 and 2, which have received the abnormality recovery signal from the child device 5 at B station from the child device 5 at station B, determine that the preceding train at station A is the preceding train at station B.

Next, as shown in FIG. 7, the case where the number of trains in the range is 1, but this train is in the range but not in the range will be explained. The parent devices 1 and 2 that have received the abnormality recovery signal from the child device 5 of station B from the child device 5 of station B, determine whether the train within the range is approaching point B of station B.
A track circuit signal detected by the relay interlocking device 9 of station B (i.e., an approach signal to approach point B) is received by the parent devices 1 and 2 via the child device 5 of station B. At the time when the parent devices 1 and 2 are
A train located in the traveling direction indicated by arrow T by the number of trains within the range of the preceding train at A station is determined to be the preceding train at B station. In this case, the number of trains in the range is 1, so the train in the range is the first train at B station.

Further, as shown in FIG. 7, the case where the number of trains in the range is 1, but this train is not in the range but is in the range will be explained. The parent devices 1 and 2 that received the abnormality recovery signal of the child device 5 of station B from the child device 5 of station B, when the train within the range approaches approach point C of station C, relay linkage device 9 of station C When the thus detected track circuit signal (that is, the approach signal to the approach point C) is received by the parent devices 1 and 2 via the child device 21 at C station, the parent devices 1 and 2:
A train located in the traveling direction indicated by arrow T by the number of trains within the range of the preceding train of test A is determined to be the preceding train of B station. In this case, since the number of trains in the range is 0, the first train at A station is the first train at B station.

The cases in which the number of trains in the range is 0 and 1 have been described above, but next, the case in which the number of trains in the range is 2 will be described.

First, as shown in FIG. 7, a case where there is one train in each range will be described. The parent devices 1 and 2 that received the abnormality recovery signal of the child device 5 of station B from the child device 5 of station B, when the train within the range approaches approach point B of station B, relay interlocking device 9 of station B The detected track circuit signal (i.e. approach signal to approach point B) is transmitted to the child device 5 at B station.
is sent to parent devices 1 and 2. In addition, when the train in the range approaches approach point C of C station, the track circuit signal detected by the relay interlock device 9 of C station (i.e., approach signal to approach point C) is transmitted to the C station's approach point C. It is transmitted from device 21 to parent devices 1 and 2. At the time when the parent devices 1 and 2 receive both the approach signal to the approach point B and the approach signal to the approach point C, the parent devices 1 and 2 transmit the number of trains that are within the range of the preceding train at A station, as indicated by the arrow T. The train located in the direction of travel is determined to be the first train at station B. In this case, the number of trains in the range is 1, so the train in the range is B
This is the first train at the station.

Next, as shown in FIG. 7, a case where there are two trains in the range and no trains in the range will be described. The parent devices 1 and 2 that received the abnormality recovery signal of the child device 5 of station B from the child device 5 of station B, when the two trains within the range approach approach point B of station B, switch the relay interlocking device of station B. When the two track circuit signals detected by 9 (i.e., the two approach signals to approach point B) are received by the parent devices 1 and 2 via the child device 5 at B station, Parent devices 1 and 2 are A
A train located in the traveling direction indicated by arrow T by the number of trains within the range of the preceding train at the station is determined to be the preceding train at B station. In this case, since the number of trains in the range is 2, the train located in front of the two trains as seen from the traveling direction indicated by arrow T (that is, the train located closest to approach point B) is
This is the first train at the station.

Further, as shown in FIG. 7, a case will be described in which there is no train within the range and there are two trains within the range. The parent devices 1 and 2 that received the abnormality recovery signal of the child device 5 of station B from the child device 5 of station B, when the two trains within the range approach approach point C of station C, switch the relay interlocking device of station C. When the two track circuit signals (i.e., the two approach signals to approach point C) detected by station C are received by the parent devices 1 and 2 via the child device 21 of station C, Parent devices 1 and 2 are
A train located in the traveling direction indicated by arrow T by the number of trains within the range of the preceding train at A station is determined to be the preceding train at B station. In this case, since the number of trains in the range is 0, the first train at A station is the first train at B station.

As described above, the information on the preceding train on main line R at station B determined by the parent devices 1 and 2 using the method explained in FIGS. B recovered
The station slave device 5 resumes normal passenger guidance control.

The preceding train at B station for main line R' is determined by the range in the text explaining the method for slave devices 1 and 2 to determine the first train at B station for main line R in Figures 7 to 7 above. to range, range to range, station A to station C, child device 2
0 to the child device 21, approach point A to approach point C', approach point B to approach point B', approach point C to approach point A', arrow T to arrow T', C station to A station. Then, the parent devices 1 and 2 are determined in exactly the same manner, with the child device 21 being read as the child device 20, respectively.

In general, in subways, stations are arranged at approximately equal intervals, and the number of trains between stations is often one at most. It is possible to determine the first train at the station where it is installed.

FIG. 8 shows that, as explained in FIG. This is a flowchart showing a method of determining the first train at station B according to the following.

When a recovery signal is sent from the child device to the parent device, the parent device sends timetable information to the child device, sets a recovery processing flag for the child device that is undergoing the recovery process, and starts the recovery process.

When the number of trains in the range is 0: Since the number of trains in the extended train number calculation range is 0, the corresponding station corresponding number line recovery processing flag is cleared, and the leading train of the recovered child device is set as the leading train of the upstream child device.

If the number of trains in the range is 1. If there is a train between the recovered child device and the upstream child device, YES is selected for abnormal recovery station train approach, and the number of trains in the extended train number calculation range is 0, so the recovered child The device's lead train is determined to be the same as the lead train of the upstream child device. The station corresponding number line recovery processing flag is cleared.

If there is a train between the recovered child device and the downstream child device, YES is selected when the train approaches the downstream station of the abnormal station.
Since the extended train number calculation range train number becomes 0, the leading train of the recovered child device is determined to be the same as the leading train of the upstream child device, since the number of trains of the upstream child device becomes 0. The station corresponding number line recovery processing flag is cleared.

An example will be explained in which, when the number of trains in the range is 2, there is one train between a recovery child device and its upstream and downstream child devices.

First, after startup, YES is selected for abnormal recovery station train approach, and the number of trains in the extended calculation range = 0?
Then NO is selected. Once the process is finished, it starts up again, and this time, an abnormal train approaches downstream of the station? YES,
Number of abnormally recovered station trains? YES is selected and the number of extended calculation range trains = 0? Then YES is selected.
As a result, the train location at the time of starting the recovery process is specified. Therefore, the leading train of the recovery child device is the same as the leading train of the upstream child device.

〔Effect of the invention〕

As explained above, when an abnormality occurs in any slave device, the normal slave devices other than the slave device in which the abnormality has occurred continue to perform normal passenger guidance control, and the abnormality is detected. When the abnormality in the child device that occurred has recovered, the parent device that has received the abnormality recovery signal from the child device transfers the timetable information of the child device and the preceding train information of the station where the child device is installed to the child device. Automatically call the device. Therefore, the operator of the parent device does not need to operate the man-machine interface, which has the effect of reducing the burden on the operator.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the system configuration of a distributed passenger guidance device for trains, etc. using the method of the present invention, and FIG.
Figure 3 is a diagram showing the structure of timetable information, Figure 3 is a diagram showing the relationship between the train operating order and the structure of timetable information,
Figure 4 is a diagram explaining the calculation range of the number of trains between stations.
Figure 5 shows the method of calculating the number of trains at each station as trains move, and Figure 6 shows the number of trains at each station when an abnormality occurs in the slave device and the slave device stops passenger guidance control. Figures 7 and 7 are explanatory diagrams of the calculation range of FIG. 8 is a flow chart showing the method by which the parent device determines the preceding train at the station where the child device from which the abnormality has been recovered is installed. 1, 2... Parent device, 3... Central processing unit, 4... Operation panel, 5, 20-23... Child device, 6... Station processing device,
7... Destination guide display, 8... Broadcast sound source device, 9... Relay interlocking device, 10... Transmission line, 11-17... Transmission control device.

Claims (1)

[Scope of Claims] 1. On a route where a preceding train is not overtaken by a following train, timetable information stored according to the train operation order, the approach of a train to a controlled station, and the departure of a train from a controlled station a plurality of slave devices arranged at each control target station that performs passenger guidance at the control target station based on the track circuit signal representing the track circuit signal; an electrical interlocking device; and a parent device that sends the timetable information to the child device; a range for calculating the number of trains is defined for each station to be controlled; and when the child device is normal, the parent device transmits the timetable information to the child device; Calculates the number of trains within each train number calculation range based on the output of The train number calculation range is expanded to the train number calculation range of this stopped child device, the parent device calculates the number of trains within this expanded train number calculation range, and a recovery signal is sent from the stopped child device. When the slave device recovers, the number of train detections of the relay interlocking device connected to the downstream slave device of the recovered slave device, and the train detection of the relay interlocking device connected to the recovered slave device. When the sum of the number of trains becomes equal to the number of trains within the expanded train number calculation range immediately before recovery, the relay interlocking device that detects the time when the number becomes equal connects to the recovered child device. If it is a relay interlock device that has been recovered, then the train detected at the time when it became equal has passed through a relay interlock device connected to a child device upstream of the recovered child device. A method for automatically restoring a distributed passenger guidance device, which identifies a train as the train for which the recovered child device will initially control passenger guidance.