JP2011235682A - Train operation control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train operation control system capable of shortening, as much as possible, a required time for a route control device to be restored after causing some failure and stopping, and capable of being applied to both of a distributed type and a single station type.SOLUTION: The train operation control system includes a train operation control network 2 and a route control device 3A that is installed at each interlocking station and that controls train routes. The route control device 3A at each interlocking station has a route control unit 5A for main system that controls routes of an own interlocking station and a route control unit 6A for sub system that controls routes of other interlocking stations. A dual type route control unit of the route control device 3A is configured to lie astride the route control device 3A installed at the own interlocking station and a route control device 3B installed at any other interlocking station. The route control device 3A includes a virtualizing unit 4A. The dual type route control units 5A, 5B for main and sub systems monitor the presence of mutual failure through the train operation control network 2 and the virtualizing unit 4A. When some failure occurs in the route control unit 5A for main system, the route control unit 5B for sub system is switched to that of main system.

Description

  The present invention relates to an operation management system that performs route control of a train, and more particularly to a train operation management system in which a route control device is duplicated.

  Three types of train operation management systems are known: a centralized type, a distributed type, and a single station type. In the centralized type, a central device that manages the schedule information and on-line information in the system and a route control device that manages the route control and on-line information for the linked stations in the system are installed in the center. In cooperation with the central device, the route control of each interlocking station and the acquisition of on-line information are concentrated. In the decentralized type, a central device that manages the schedule information and on-line information in the system is installed in the center, a route control device that manages route control and on-line information is installed at each linked station, and the route installed at each linked station A control apparatus is a structure which performs course control of the said interlocking station, and acquisition of standing line information in cooperation with a central apparatus. In the station single type, a route control device is installed in each interlocking station, and the route control device installed in each interlocking station is configured to independently manage the schedule information and on-line information of the interlocking station and perform route control. .

  In general, a route control device in train operation management is required to have high reliability in order to realize safe transportation. Therefore, by installing two route control devices and adopting a hot standby system that operates as a free-run dual or fault-tolerant dual system (primary system / secondary system), the required reliability is satisfied. Yes. In the event of a failure in the main system, the slave system is switched to the main system in a short time to take over the processing and continue to control the course of the train.

  However, in the conventional train operation management system, two route control devices are installed in the same place such as the equipment room, so both stop when a local disaster such as a fire or lightning strikes. There was a fear. In the case of a distributed or station-only train operation management system, two route control devices are installed at each interlocking station, which is disadvantageous in terms of economy.

  As an improvement measure for these problems, for example, as described in Patent Document 1, when the central device detects an abnormality of a certain route control device, the central device has an abnormality with respect to other route control devices. There is a system for instructing the route control device. In this system, after an abnormality occurs in the route control device and stops, the route control device to be substituted is determined. For this reason, the acting route control device receives the diagram information of the stopped route control device after the occurrence of an abnormality, and acquires the control state of the station controlled by the stopped route control device and the train track information. Therefore, a time lag that cannot be ignored from when the abnormality occurs until the route control is restarted occurs, and the time until recovery increases. An increase in the time required for restoration of the route control device is a matter to be prevented in a train operation management system that requires high reliability.

  In addition, this system requires a central device when instructing a substitute for the route control device. Therefore, although this system is suitable for a distributed train operation management system, it is difficult to apply it to a station-only system.

JP-A-8-198111

  As described above, in the conventional technique, the time for transferring the diagram information to the alternate route control device from when the route control device is stopped until it is restored, and the information on the station controlled by the stopped route control device It takes time for the route control device acting on behalf of Therefore, when an abnormality occurs in the route control device, it takes time to restore the train operation management system. In addition, since a central device is required, it is difficult to apply to a train operation management system of a single station type.

  An object of the present invention is to provide a train operation management system that can shorten the time from when an abnormality occurs in a route control device until it is stopped until it is restored as much as possible, and can be applied to a distributed type and a single station type. is there.

  The train operation management system according to the present invention basically has the following features.

  A train operation management network that can be connected at an interlocking station that exists in a section where the train operation is managed, and is installed at each interlocking station, obtains at least train information on the train via the train operation management network, and And a route control device that performs route control of the train at each interlocking station via the interlocking device. The route control apparatus includes a dual route control unit including a main route control unit that acquires the on-line information and performs the route control, and a standby secondary route control unit.

  The route control device in each interlocking station includes a master route control unit that controls the route of a train in its own interlocking station, and at least one slave route control unit that controls the route of a train in another interlocking station. And have. Accordingly, the dual route control unit of each route control device is configured to straddle between the route control device installed in its own interlocking station and the route control device installed in another interlocking station. The route control apparatus includes a virtualization processing unit that performs parallel processing on a dual route control unit that straddles the plurality of interlocking stations.

  The route control unit of the dual system straddling the plurality of interlocking stations monitors the presence or absence of abnormality of each other via the train operation management network and the virtualization processing unit, and controls the route control of the master system. When an abnormality occurs in the part, the secondary route control unit is switched to the main system.

  In the train operation management system according to the present invention, even if an abnormality occurs in the route control device, the time from stop to recovery can be shortened as much as possible. In addition, the train operation management system according to the present invention can be applied to both a distributed type and a station single type.

1 is a configuration diagram of a train operation management system according to Embodiment 1. FIG. It is a time chart of the input-output process of a course control part. It is a functional block diagram of a course control unit. It is a time chart of a life and death monitoring process. It is a time chart of a state matching process. It is a flowchart at the time of starting of a course control apparatus. In Example 1, it is a figure which shows the state which the course control apparatus installed in A station failed. It is a time chart of a course control part at the time of abnormality detection. It is a block diagram of the train operation management system by Example 2. It is a block diagram of the train operation management system by Example 3.

  In the train operation management system according to the present invention, a virtualization processing unit is added to the route control device, and one route control device has a plurality of route control units. Among the plurality of route control units, one is a master route control unit that controls the interlocking station where the route control unit is installed, and the rest is a slave system for controlling other interlocking stations in the event of an abnormality. It is a course control unit. By using this route control device, the route control units installed at multiple interlocking stations can be duplicated, consisting of a double system (consisting of a main system and a sub system, and the main system and the sub system are in the same state during normal operation. It is possible to adopt a hot standby system that operates as As a result, the time lag due to switching from the slave system to the master system can be kept to a minimum, and the purpose of shortening the time from the stop to the restoration of the route control apparatus as much as possible can be realized.

  The route control device in each interlocking station includes a master route control unit that controls the route of the train in its own interlocking station, and at least one slave route control unit that controls the route of the train in another interlocking station. Have. Thereby, the double route control part of each route control apparatus is comprised ranging between the route control apparatus installed in the own interlocking station, and the route control apparatus installed in the other interlocking station. The virtualization processing unit of the route control device performs parallel processing on the dual route control units that straddle these interlocking stations.

  In addition, the train operation management system according to the present invention is capable of acting as a route control device (switching the route control unit from a slave to a master) without using a central device. Therefore, the present invention can be applied to a station-only train operation management system that does not use a central device.

  A train operation management system according to the present invention is provided with a spare route control device, a route control unit as a main system is installed at an interlocking station, and a plurality of routes as a virtualization processing unit and a slave system are provided in the spare route control device. A control unit can also be installed. In this way, the route control units installed at a plurality of interlocking stations can be duplicated and can be operated as a duplex system.

  In the train operation management system according to the present invention, the master route control unit and the slave route control unit are installed in different places or remote places (for example, different buildings or different stations) that are separated by a certain distance. Even if a local disaster occurs, it is extremely unlikely that both the primary and secondary will stop.

  In the following embodiments, a case where there are two interlocking stations will be described in order to simplify the description. That is, one course control device has course control sections for two linked stations (A station and B station). The train operation management system according to the present invention is not limited to the case where the number of linked stations is two, but can also be applied to the case where there are three or more linked stations. Also in this case, one course control device has a course control unit installed at each interlocking station.

  Further, the main path control unit and the subordinate path control unit are also simply referred to as “main system” and “subordinate system”, respectively.

  The first embodiment is an example in which the present invention is applied to a distributed train operation management system using a central device. FIG. 1 is a configuration diagram of a train operation management system according to the present embodiment, and shows a state during normal operation.

  The train operation management system includes a central device 1 for managing diagram information and on-line information of the entire system, a route control device 3A installed at A station, an interlocking device 7A installed at A station, and a route control installed at B station. The apparatus 3B, the interlocking apparatus 7B installed in B station, and the train operation management network 2 which connects these are provided. The route control device 3A installed at the A station and the interlocking device 7A installed at the A station are installed at the A station, and the route control device 3B installed at the B station and the interlocking device 7B installed at the B station are installed at the B station. .

  The route control device 3A installed at the A station performs route control of the A station and acquisition of the existing line information, and the route control device 3B installed at the B station performs the route control of the B station and the acquisition of the existing line information. The interlocking device 7A installed at the A station controls the traffic light and the switch at the A station according to the route control device 3A, and the interlocking device 7B installed at the B station controls the signal and the switch at the B station according to the route control device 3B.

  The route control device 3A installed at the A station controls the virtualization processing unit 4A that can process the route control units of a plurality of stations (A station and B station in this embodiment) in parallel, and the A station that operates as the main system. A route control unit 5A and a route control unit 6A for controlling the B station operating as a slave are provided.

  The route control device 3B installed at the B station operates as a main system, a virtualization processing unit 4B that can process the route control units of a plurality of stations in parallel, a route control unit 5B that controls the A station that operates as a slave. A route control unit 6B for controlling the B station is provided.

  The route control device 3A installed at the A station receives the schedule information of the A station and the B station from the central device 1 via the train operation management network 2, and the presence information of the A station from the interlocking device 7A installed at the A station. And the station line information of station B is acquired from the interlocking device 7B installed at station B. Similarly, the route control device 3B installed at the B station receives the schedule information of the A station and the B station from the central device 1 via the train operation management network 2, and from the interlocking device 7A installed at the A station to the A station. The station line information of the station B is acquired from the interlocking device 7B installed at the station B.

  In addition, these diamond information and standing line information are a part of the input information with respect to course control apparatus 3A, 3B installed in each station.

  When the route control device 3A installed at the A station receives the input information for the A station, the virtualization processing unit 4A distributes the input information to the route control unit 5A that controls the A station. The course control unit 5A that controls the A station executes a predetermined process for the distributed input information. When the route control device 3A installed at the A station receives the input information for the B station, the virtualization processing unit 4A distributes the input information to the route control unit 6A that controls the B station. The course control unit 6A that controls the B station executes a predetermined process for the distributed input information.

  Similarly, when the route control device 3B installed at the B station receives the input information for the A station, the virtualization processing unit 4B distributes the input information to the route control unit 5B that controls the A station. The course control unit 5B that controls the station A executes a predetermined process for the distributed input information. When the route control device 3B installed at the B station receives the input information for the B station, the virtualization processing unit 4B distributes the input information to the route control unit 6B that controls the B station. The course control unit 6B that controls the B station executes a predetermined process for the distributed input information.

  As described above, the route control devices 3A, 3B distribute the input information to the route control devices 3A, 3B to the route control units 5A, 6A, 5B, 6B, respectively. And input information for both stations can be received in parallel.

  The route control device 3A installed at the A station has a route control unit 5A that controls the A station that operates as the main system of the A station, and the route control device 3B installed at the B station operates as the main system of the B station. The route control unit 6B for controlling the B station is held. In the route control device 3A installed at the A station, the route control unit 5A that controls the A station sends information necessary for the route control to the A station via the virtualization processing unit 4A based on the diagram information of the A station. To the interlocking device 7A installed in Further, the route control unit 5 </ b> A that controls the station A transmits the station line information of the station A to the central apparatus 1 via the train operation management network 2. Similarly to the route control unit 5A that controls the A station, the route control unit 3B that controls the B station also uses the route control device 3B that is installed at the B station. To the central device 1.

  The information necessary for the route control that the route control devices 3A and 3B transmit to the interlocking devices 7A and 7B and the on-line information that is transmitted to the central device 1 are output information of the route control devices 3A and 3B installed at each station. Part.

  FIG. 2 is a time chart of the input / output processing of the route control unit during normal operation of the train operation management system according to the present embodiment. As shown in FIG. 2, the main system receives and processes input information and transmits output information. In the subordinate system, input information is received and processed, but not output. That is, input information is received by the master-slave system, and output information is transmitted only by the master system.

  FIG. 3 is a functional block diagram of the route control unit of the train operation management system according to the present embodiment. In FIG. 3, the functional block diagram of the route control unit 5A that controls the A station is shown as a representative, but the route control unit 5B that controls the A station, the route control unit 6A that controls the B station, and the B station are controlled. The functional block diagram of the route control unit 6B is the same as that shown in FIG.

  In FIG. 3, the route control device 3A installed at the A station as in FIG. 1 includes a virtualization processing unit 4A, a route control unit 5A that controls the A station, and a route control unit 6A that controls the B station.

  The route control unit 5A that controls the station A includes a life / death monitoring process 502, a survival information transmission / reception process 501, a master / slave system switching process 503, a master / slave system switching transmission / reception process 504, a master / slave system matching process 506, a control state database (DB) 507, A diagram DB 508, a master / slave matching transmission / reception process 505, a route control process 510, a route control transmission process 509, a standing line related process 512, a standing line information transmission / reception process 511, a display information creation process 514, and a display information transmission process 513 are provided.

  In the life / death monitoring process 502, the master / slave system monitors each other's life / death state (the presence or absence of motion or response). The survival information transmission / reception process 501 transmits / receives survival information (information regarding the life / death state) to / from another system. The master-slave switching process 503 switches the master-slave system when the survival state cannot be confirmed. The master / slave switching transmission / reception process 504 transmits / receives information related to master / slave switching. The master-slave matching process 506 copies the control state and diagram information of station A from the master to the slave when the slave is started up, and matches the master and slave states. A control state database (DB) 507 holds the control state of station A. The diamond DB 508 holds the diamond information of station A. The master / slave matching transmission / reception process 505 transmits / receives information related to master / slave status matching. The route control processing 510 performs processing related to route control. The route control transmission process 509 transmits route control information. The standing line related process 512 performs a process related to the standing line. The standing line information transmission / reception processing 511 performs transmission / reception of standing line information. The display information creation processing 514 creates information (display information) for displaying the route control state and the standing line information. A display information transmission process 513 transmits display information.

  FIG. 4 is a time chart of the life and death monitoring process in the normal operation of the train operation management system according to the present embodiment. In the life and death monitoring process, survival information is transmitted and received between the main system (for example, the course control unit 5A that controls the A station) and the slave system (for example, the course control unit 5B that controls the A station).

  As shown in FIG. 4, in step 41A, the master transmits the survival information to the slave, and in step 41B, the slave transmits the survival information to the master. In step 42A, the master system receives the survival information transmitted by the slave system, and in step 42B, the slave system receives the survival information transmitted by the master system. In the life / death monitoring process, the above survival information is repeatedly transmitted and received.

  The transmission / reception of the survival information is realized by the life / death monitoring process 502 shown in FIG. Further, the survival information is transmitted asynchronously and periodically in the primary system and the secondary system, and the survival information is continuously transmitted even when the survival information is not received from another system. The life / death monitoring process 502 monitors the life / death state of another system by continuously confirming the reception of the survival information.

  As shown in FIG. 1, the other system for the route control unit 5A (owned by the route control device 3A installed at the A station) that performs the route control of the A station as the main system is the route control device 3B installed at the B station. It is the course control part 5B which controls A station to hold. Therefore, even if it is the master-slave system arrange | positioned in a remote place, life and death can be monitored via a train operation management network.

  In the train operation management system according to the present embodiment, in order to realize the hot standby system, between the route control unit 5A that controls the A station that operates as the main system and the route control unit 5B that controls the A station that operates as the subordinate system. Thus, the control state and the diamond information are matched. The matching of the state between the master and the slave is realized by transferring the control state and diagram information from the master when the slave is started up and copying it to the slave.

  FIG. 5 is a time chart of the state matching process in the train operation management system according to the present embodiment. The state matching between the master and the slave is performed according to the procedure shown in FIG.

  In step 600, the main system is started up.

  In step 601, a slave is started. At this time, the slave system notifies the master system of the start of state matching.

  In step 602, the main system starts holding the input information so that the state is not changed during the state matching process.

  In step 603, the master system transmits the control state for the current interlocking device to the slave system. The control state is acquired from the main control state DB 507 shown in FIG.

  In step 604, the secondary system copies the received control status to the secondary control status DB, and notifies the primary system that the copying has been completed.

  In step 605, the master system transfers the diagram information to the slave system. The diamond information is acquired from the main diamond DB 508 shown in FIG.

  In step 606, the slave copies the received diamond information to the slave diamond DB, and notifies the master of the completion of copying.

  Since the control state and the diagram information match between the master and the slave by the processing of step 604 and step 606, in step 607, the main system releases the hold of the input information.

  In step 608, the main system transmits the difference data in the state matching process to the sub system.

  In step 609, the secondary system reflects the received difference data in the control state DB and the diamond DB of the secondary system.

  All the above procedures are performed by the master-slave matching process 506 shown in FIG. 3 via the master-slave matching transmission / reception process 505 (same for the slave).

  In this state matching processing, the path control unit that has been started up first becomes the main system. In the state shown in FIG. 1, the route control device 3A installed at the A station has the route control unit 5A that operates as the main system of the A station, and the route control device 3B installed at the B station is the main device of the B station. It has a course control unit 6B that operates as a system. However, when the route control device 3A is started before the route control device 3B, the route control unit 5A that controls the A station owned by the route control device 3A and the route control unit 6A that controls the B station are both the main system. Become. Therefore, in order to realize the state of FIG. 1, after starting the route control device 3B, the master-slave relationship is changed by switching the master-slave system of the route control unit 6A that controls the B station and the route control unit 6B that controls the B station. Need to be replaced.

  In the train operation management system according to the present invention, it is not necessary to switch such a master-slave system, and the route control device can be started up so as to satisfy a desired master-slave relationship.

  FIG. 6 is a flowchart when starting up the route control device in the train operation management system according to the present embodiment. The algorithm which can implement | achieve the state shown in FIG. 1 without the master-slave switching is shown. The flowchart of FIG. 6 shows an example of starting up the route control device 3A installed at the station A, and the route control unit 6A that controls the station B owned by the route control device 3A installed at the station A is set up as a slave. The processing when the definition is to be raised is shown. In FIG. 6, the “main course control device” is a course control device 3 </ b> A installed at station A.

  In step 701, whether the route control device having the route control unit that controls the B station operating as the main system is present in the train operation management network other than the route control device 3A installed at the currently established A station. Check. That is, it is confirmed whether or not the route control unit that controls the B station operating as the main system exists outside the route control device 3A installed at the A station.

  In step 702, the processing is branched depending on whether or not the route control unit that controls the B station operating as the main system exists. If there is a route control unit that controls the B station operating as the main system, the process proceeds to step 703. If there is no route control unit that controls the B station operating as the main system, the process proceeds to step 706.

  In step 703, whether the route control device having the route control unit that controls the B station operating as a subordinate system is present in the train operation management network other than the route control device 3A installed at the currently established A station. Check. That is, it is confirmed whether or not the route control unit that controls the B station operating as a subordinate system exists outside the route control device 3A installed at the A station.

  In step 704, the process branches depending on whether or not there is a route control unit that controls the B station operating as a slave. If there is a route control unit that controls the B station operating as a subordinate system, the process proceeds to step 708. If there is no route control unit that controls the B station operating as a subordinate system, the process proceeds to step 705.

  In step 705, the route control unit 3A (main route control device) installed at the A station is started up with the route control unit 6A that controls the B station as a subsidiary.

  Step 706 is a process in the case where there is no route control unit for controlling the B station operating as the main system in step 702. In this case, it is confirmed whether or not the route control unit 6A that controls the B station owned by the route control device 3A (main route control device) installed at the A station is defined as a subordinate system.

  In step 707, the process is branched depending on whether the route control unit 6A that controls the station B owned by the route control device 3A installed at the station A is defined as a slave or a slave. If it is defined as a subordinate system, the process proceeds to step 708. If it is defined as the main system, the process proceeds to step 709.

  Step 708 is a route control for controlling the B station owned by the route control device 3A installed at the A station in the step 707 when there is a route control unit for controlling the B station operating as the slave in the step 704. This is processing when the part 6A is defined as a subordinate. In this case, the route control device 3A installed at the A station is started in a state where the route control unit 6A that controls the B station owned by the route control device 3A (main route control device) installed at the A station is stopped.

  Step 709 is processing when the route control unit 6A that controls the station B owned by the route control device 3A installed at the station A in step 707 is defined as the main system. In this case, the route control device 3A installed at the A station is started up with the route control unit 6A that controls the B station owned by the route control device 3A (main route control device) installed at the A station as the main system.

  Further, in step 710, the route control unit that controls the B station is started up as a subordinate to the route control device other than the route control device 3A installed at the currently established A station via the train operation management network. Notify me. The route control devices other than the route control device 3A installed at the station A perform this process because the route control unit that controls the station B is operating in a stopped state.

  The route controller 5A that controls the station A of the route controller 3A installed at the station A is defined as the main system, the route controller 6A that controls the station B is defined as the slave, and the route controller 3B installed at the station B. The route control unit 5B that controls the A station is defined as the subordinate system, and the route control unit 6B that controls the B station is defined as the main system. When the algorithm shown in FIG. 6 is executed in this state, the master-slave relationship shown in FIG. 1 can be realized regardless of the startup procedure of the route control devices 3A and 3B. At this time, it is not necessary to switch the master / slave system.

  The route control units 5A and 6A possessed by the route control device 3A installed at the station A shown in FIG. 1 and the route control installed at the station B by the input / output processing, life / death monitoring processing, and state matching processing described above. The master-slave system for each station of the route control units 5B and 6B owned by the device 3B maintains an equivalent state during normal operation.

  FIG. 7 is a diagram illustrating a state in which the route control device 3 </ b> A installed at the A station has failed in the present embodiment. In FIG. 7, a central device 1, a train operation management network 2, a route control device 3A installed at A station, a route control device 3B installed at B station, a virtualization processing unit 4B, a route control unit 5B for controlling A station, The route control unit 6B that controls the B station, the interlocking device 7A installed at the A station, and the interlocking device 7B installed at the B station are the same as in FIG. However, in FIG. 1, the route control unit 5 </ b> A performs the route control of the station A with the route control unit 5 </ b> B serving as the master system, and the route control unit 5 </ b> B performs the route control of the station A. 5A is stopped. Therefore, the course control unit 5B is the main system. Processing when the route control unit 5A as the main system stops and the route control unit 5B is used as the main system will be described with reference to FIG.

  FIG. 8 is a time chart of the route control unit at the time of abnormality detection in the train operation management system according to the present embodiment. Steps 801 to 806 are time charts when the main system is abnormal, and the route control unit 5A (main system) that controls the A station owned by the route control device 3A installed at the A station and the route control installed at the B station. The process of the course control part 5B (subordinate system) which controls A station which the apparatus 3B holds is shown. On the other hand, steps 901 to 905 are time charts when the subordinate system is abnormal, and the route control unit 6B (main system) that controls the station B owned by the route control device 3B installed at the station B and the station A is installed at the station A. The process of the route control unit 6A (secondary system) that controls the station B owned by the route control device 3A is shown.

  Hereinafter, according to the time chart shown in FIG. 8, the processing of the route control units 5A and 5B for controlling the station A at the time of abnormality detection will be described, but the functional block diagram of the route control unit shown in FIG. FIG. 3 is a diagram of the route control unit 5A. However, since the route control units 5B, 6A, and 6B have the same functions as the route control unit 5A, FIG. 3 is also used to describe the route control units 5B, 6A, and 6B. Use.

  In step 801B, the life / death monitoring process 502 of the course control unit 5B which is the slave transmits the survival information to the course control unit 5A which is the master via the survival information transmission / reception process 501.

  However, since the route control device 3A installed at the station A is stopped, the survival information that is to be received in step 802 cannot be received. Further, the life / death monitoring process 502 of the route control unit 5A as the main system is supposed to transmit the survival information to the route control unit 5B through the survival information transmission / reception process 501. However, since the route control device 3A is stopped, the survival information cannot be transmitted to the route control unit 5B in step 801A.

  Therefore, in step 803, the life / death monitoring process 502 of the course control unit 5B determines that the course control unit 5A as the main system has stopped because the main system survival information cannot be received for a predetermined time, and the master / slave unit A system switching process 503 is executed.

  In step 804, the master / slave system switching process 503 transmits a master system stop command to the route control unit 5A via the master / slave system switching transmission / reception process 504. This is performed in order to reliably stop the course control unit 5A so that the main system does not exist twice.

  Step 805 is processing when the route control unit 5A is operating but the survival information cannot be transmitted due to some abnormality. In this case, the course control unit 5A stops itself after receiving the main system stop command.

  In the course control unit 5B, after the master system stop command is transmitted, in step 806, the master / slave system switching process 503 executes master / slave system switching, and the course control unit 5B is switched from the slave system to the master system as shown in FIG. Switch to the system. When the route control unit 5B switches to the main system, the route control processing 510 executes the route control transmission processing 509 based on the diamond DB 508, so that the interlocking device 7A can be controlled via the train operation management network 2. Therefore, the route control for the station A is continued.

  In FIG. 1, the route control unit 6B that controls the B station performs the route control of the B station as the main system and the route control unit 6A that controls the B station performs the route control of the B station. Due to the failure of 3A, the route control unit 6A that controls the subordinate station B stops. Therefore, the processing shown in the time chart at the time of subordinate abnormality in steps 901 to 905 is also performed.

  In step 901A, the life / death monitoring process 502 of the route control unit 6B serving as the master transmits the survival information to the route control unit 6A serving as the slave via the survival information transmission / reception process 501.

  However, since the route control device 3A installed at the station A is stopped, the survival information that is to be received in step 902 cannot be received. Further, the life / death monitoring process 502 of the course control unit 6A, which is a subordinate system, is supposed to transmit the survival information to the course control unit 6B through the survival information transmission / reception process 501. However, since the route control device 3A is stopped, the survival information cannot be transmitted to the route control unit 6B in step 901B.

  Accordingly, in step 903, the life / death monitoring process 502 of the course control unit 6B determines that the course control unit 6A, which is a slave, has stopped because it cannot receive the survival information of the slave system for a predetermined period of time. A system switching process 503 is executed.

  In step 904, the master / slave switching process 503 transmits a slave stop command to the route control unit 6A via the master / slave switching transmission / reception process 504. Since the route control processing 510 and the route control transmission processing 509 of the route control unit 6B as the main system are operating, the route control for the B station is continued.

  Step 905 is processing when the route control unit 6A is operating but the survival information cannot be transmitted due to some abnormality. In this case, the route controller 6A stops itself after receiving the slave stop command.

  In the train operation management system according to the present embodiment, the master-slave system maintains an equivalent state during normal operation, and performs processing upon abnormality detection shown in FIG. Therefore, it is possible to switch the slave system to the master system in a short time when the master system of the route control device that is a dual system is abnormal.

  The second embodiment is another example in which the present invention is applied to a distributed train operation management system using a central device. FIG. 9 is a configuration diagram of the train operation management system according to the present embodiment, and shows a state during normal operation. 9, the same reference numerals as those in FIG. 1 denote the same or corresponding elements as those in FIG.

  The train operation management system according to the second embodiment includes a central device 1, a route control device 3A installed at A station, a route control device 3B installed at B station, an interlocking device 7A installed at A station, and a B station. The installed interlocking device 7B, the spare route control device 8, and the train operation management network 2 connecting them are provided. The spare route control device 8 performs route control when the route control device 3A installed at the A station or the route control device 3B installed at the B station breaks down.

  The route control device 3A installed at the A station is composed of only the route control unit 5A that controls the A station that operates as the main system. The route control device 3B installed at the B station is composed of only the route control unit 6B that controls the B station operating as the main system. The spare route control device 8 includes a virtualization processing unit 9 that can process the route control units of a plurality of stations (A station and B station in this embodiment) in parallel, and a route control unit that controls the A station that operates as a slave. 10 and a route control unit 11 for controlling the B station operating as a slave.

  The spare route control device 8 is installed in another place or a remote place (for example, a different building or a different station) that is some distance away from the route control device 3A installed at the A station or the route control device 3B installed at the B station. To do. Therefore, even if a local disaster occurs, it is very unlikely that both the primary and secondary systems will stop.

  In the train operation management system of the second embodiment, the input / output process, the life / death monitoring process, the state matching process, and the abnormality detection process during normal operation are the same as in the first embodiment. Therefore, the same effect as that of the first embodiment can be obtained even in the train operation management system of the second embodiment.

  As a feature of the train operation management system of the second embodiment, the number of devices increases as compared with the first embodiment, but the load on the route control devices 3A and 3B as the main system is smaller than that of the train operation management system of the first embodiment. it can. Therefore, the train operation management system of the second embodiment can be applied even when the processing capability of the route control device is low without reducing the responsiveness. In addition, it is not necessary to add a new route control unit to the existing route control device (route control devices 3A, 3B), and it is only necessary to add a spare route control device 8 to the conventional train operation management system. The facilities can be used effectively.

  Example 3 is an example in which the present invention is applied to a station-only train operation management system that does not use a central device. FIG. 10 is a block diagram of a train operation management system according to the present embodiment as an example of this, and shows a state during normal operation. 10, the same reference numerals as those in FIG. 1 denote the same or corresponding elements as those in FIG.

  The train operation management system according to the third embodiment includes a route control device 3A installed at station A, a route control device 3B installed at station B, an interlock device 7A installed at station A, and an interlock device 7B installed at station B. And the train operation management network 2 which connects these is provided. The configurations of the route control device 3A installed at the A station and the route control device 3B installed at the B station are the same as those in FIG. That is, the route control device 3A installed at the A station includes the virtualization processing unit 4A, the route control unit 5A that controls the A station, and the route control unit 6A that controls the B station, and the route control device installed at the B station. 3B includes a virtualization processing unit 4B, a route control unit 5B that controls the A station, and a route control unit 6B that controls the B station.

  In the train operation management system according to the third embodiment, the input / output process, the life / death monitoring process, the state matching process, and the abnormality detection process during normal operation are the same as in the first embodiment except that there is no central device. It is. Therefore, the station-only train operation management system shown in the third embodiment can achieve the same effects as those of the first embodiment.

  Moreover, even if it is a case where a central apparatus is not used in the train operation management system of Example 2, this invention can be applied and the effect similar to Example 2 can be acquired. The train operation management system in this case is configured by excluding the central unit from the system configuration diagram of FIG. 9, and the input / output processing, life / death monitoring processing, state matching processing, and processing at the time of abnormality detection during normal operation are Same as Example 2 except that no device is present.

  DESCRIPTION OF SYMBOLS 1 ... Central apparatus, 2 ... Train operation management network, 3A ... Course control apparatus installed in A station, 3B ... Course control apparatus installed in B station, 4A ... Virtualization processing part, 4B ... Virtualization processing part, 5A ... Route control unit for controlling station A, 5B ... Route control unit for controlling station A, 6A ... Route control unit for controlling station B, 6B ... Route control unit for controlling station B, 7A ... Linkage installed at station A Device: 7B ... Interlocking device installed at B station, 8 ... Reserve route control device, 9 ... Virtualization processing unit, 10 ... Route control unit for controlling A station, 11 ... Route control unit for controlling B station.

Claims (6)

A train operation management network that can be connected at an interlocking station in the section where train operation is managed,
A route control device that is installed in each interlocking station, obtains at least on-track information of the train via the train operation management network, and performs route control of the train at each interlocked station via the interlocking device based on the on-line information; With
The route control apparatus has a dual route control unit including a main route control unit that acquires the on-line information and performs the route control, and a secondary slave route control unit. In
The route control device in each interlocking station includes a master route control unit that controls the route of a train in its own interlocking station and at least one slave route control unit that controls the route of a train in another interlocking station. Thus, the dual route control unit of each route control device is configured to straddle between the route control device installed in its own interlocking station and the route control device installed in another interlocking station, and The route control apparatus includes a virtualization processing unit that performs parallel processing of a dual route control unit that straddles the plurality of interlocking stations,
The dual route master and secondary route control units straddling the plurality of interlocking stations monitor each other's abnormality through the train operation management network and the virtualization processing unit, and the route control of the primary system. A train operation management system characterized in that, when an abnormality occurs in a part, the secondary route control unit is switched to a main system. In the train operation management system according to claim 1,
The route control device in each interlocking station is connected to a central device via the respective virtualization processing unit and the train operation management network,
The central device obtains information from the route control device at each interlocking station via the virtualization processing unit and the train operation management network, manages the on-line information, and the on-line information to the respective A train operation management system provided to the route control device at the interlocking station. In the train operation management system according to claim 1,
The route control device in each linked station manages the schedule information and the existing line information in each linked station, and the route of another linked station via each virtualization processing unit and the train operation management network. A train operation management system that is connected to a control device and the interlocking device to acquire and manage the diagram information and the on-line information from the other interlocking station. A train operation management network that can be connected at an interlocking station in the section where train operation is managed,
A route control device that is installed in each interlocking station, obtains at least on-track information of the train via the train operation management network, and performs route control of the train at each interlocked station via the interlocking device based on the on-line information; In a train operation management system comprising:
The route control device in each linked station has a main route control unit that acquires the standing line information and performs the route control,
As for the secondary route control unit that is a spare for duplication, the secondary route control unit of the plurality of interlocking stations is a building or the interlocking station having the route control device having the master route control unit. Provided in a spare route control device installed in a different location,
The spare route control device includes a virtualization processing unit that performs parallel processing of the slave route control units of the plurality of interlocking stations,
The dual route master and slave route control units straddling the different locations monitor each other's abnormality through the train operation management network and the virtualization processing unit, and the route control of the master system. A train operation management system characterized in that, when an abnormality occurs in a part, the secondary route control unit is switched to a main system. In the train operation management system according to claim 4,
The route control device in each interlocking station is connected to a central device via the train operation management network,
The spare route control device is connected to a central device via the virtualization processing unit and the train operation management network,
The central device acquires information from the route control device at each linked station via the train operation management network, and acquires information from the spare route control device from the virtualization processing unit and the train operation. A train operation management system that is acquired via a management network, manages the standing line information, and provides the standing line information to the route control device and the spare route control device in each of the interlocking stations. In the train operation management system according to claim 4,
The route control device in each linked station manages the diagram information and the standing line information in each linked station,
The spare route control device is connected to the route control device and the interlocking device of a plurality of the interlocking stations via the virtualization processing unit and the train operation management network, and the diamond from the interlocking stations is connected. A train operation management system that acquires and manages information and the on-line information.

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