JP2017088078A - Train safety device and signal security system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem that a conventional signal security system has a room for improvement to quickly cope with an unexpected situation, such as a car failure due to the accompaniment of difficulty when trains are caused to approach each other not at a block boundary but at an optional point because an occupation range by each train is set in a block unit that is regulated in advance.SOLUTION: A train safety device includes a communication part for transmitting and receiving telegraphic messages circulated between trains and railway line devices within an area of a prescribed travel track, and a safety logic part for preparing or updating a telegraphic message and outputting the telegraphic message to the communication part. The safety logic part varies a division range of a block on the basis of a command to change the setting of an occupation range and changes the setting of the occupation range in response to a telegraphic message including a train occupation range by dividing the travel track into blocks to use the blocks as a unit as information.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a train security device and a signal security system related to train security in a railway or the like.

  The signal security system disclosed in Patent Document 1 is that a track circuit device electrically isolates a rail, connects a power supply to one end, and connects a relay to the other end to detect a short circuit between the rails caused by a train. The cost of maintenance and maintenance of the device is high ”(see [0006] of Patent Document 1), etc., and as means for solving the problem,“ the safety of a train traveling in a predetermined section is based on a telegram. In the signal security system that is secured in advance, the telegram circulates the trains and equipment along the line in a predetermined section, and the ownership of the train can be set for each block divided into a plurality of sections. The configuration has block occupation right information ”(see [0010] of Patent Document 1).

Japanese Patent Laid-Open No. 2006-232106

  As described above, the signal security system described in Patent Document 1 divides a route into a plurality of blocks, sets the occupancy right of the train for each block, and installs the on-board device or the switch mounted on the train. This is a system that shares this right-of-occupation information with a control device that controls it by telegram circulation. In this signal security system, the on-board device updates the information of the circular message, thereby securing the right to occupy the block on the route on which the traveling is planned, and instructing the switch device belonging to that block to change direction Have Thereby, the collision and derailment of the train are prevented, and the train is operated safely. That is, when a plurality of trains try to travel in a certain section of the route in order, the on-board device of the preceding train releases the occupancy right of the block that it has secured after passing the block, The on-board device of the following train will secure the right to occupy the block. If there is a tipping device in the block, it will be entered after being controlled.

  Therefore, if the preceding train fails and stops in a block with a preceding train, the succeeding train cannot enter the block where the preceding train has the occupation right even if it tries to approach the preceding train for relief. In such a case, it is necessary to invalidate this signal security system and make it possible for the following train to approach the preceding train safely by means of another system or human system. . Further, it is possible to take measures to divide the route into very fine blocks in advance, but in this case, the data amount of the block occupation right information on the message increases. Therefore, the time required for telegram transmission increases and becomes a factor that hinders continuous service of train operation.

As a basic idea for solving the above-described problems, the present invention changes the setting of the block occupation range by the following two methods when necessary in the signal security system.
(A) For a predetermined block, the block boundary is set, or the block occupation range is set by dividing or integrating the blocks.
(B) The occupation range of the block is set by an absolute position or a relative position from a predetermined reference point.
That is, according to the present invention, when setting the occupation range in units of blocks in the signal security system, the setting can be changed when necessary for operation. Thereby, the signal security system which can make trains approach safely at the arbitrary points on a route is provided. As used herein, “changing the setting of the occupancy range” includes (a) changing the boundary position of a block, or dividing or integrating blocks, and (b) absolute position or relative position from a reference point. Refers to two ways of changing the occupancy range shown.

  For example, FIG. 1 is a diagram illustrating an example in which another train approaches a failed train by dividing a predetermined block (defined block). By changing the setting of the occupation range, the regulation block 1-1 (upper figure) where the failed train A exists is divided into a block 1-1-1 and a block 1-1-2 (lower figure). Thereby, since the train B can acquire the occupation right of the block 1-1-2, it can approach the failed train A.

  In order to solve the above-described problem, the present invention provides a train security device mounted on a train, a communication unit that transmits and receives a telegram that is circulated between a train in a predetermined traveling path area and equipment along the line, and a telegram A safety logic unit that creates or updates the data and outputs it to the communication unit. The security logic unit occupies a message that divides the route into blocks and includes the occupation range of the train in units of the block as information. The occupation range setting is changed by changing the block division range based on a command to change the range setting.

  According to the present invention, it is possible to make trains approach at an arbitrary point instead of a block boundary. Problems, configurations, and effects other than those described above will become apparent from the description of the following embodiments.

FIG. 1 is a diagram showing an example of dividing a block by the signal security system according to the present invention. FIG. 2 is a diagram showing a schematic configuration of an embodiment of the signal security system according to the present invention. FIG. 3 is a diagram showing a block for further dividing the divided area of the train travel route and the format of the security message. FIG. 4 is a diagram illustrating a state 1 until train rescue is performed. FIG. 5 is a diagram illustrating a state 2 until train rescue is performed. FIG. 6 is a diagram illustrating a state 3 until train rescue is performed. FIG. 7 is a diagram illustrating a state 4 until train rescue is performed. FIG. 8 is a diagram illustrating a state 5 until train rescue is performed. FIG. 9 is a diagram illustrating a state 6 until the train is rescued. FIG. 10 is a diagram illustrating a state 7 until train rescue is performed. FIG. 11 is a diagram illustrating a train-side and ground-side device configuration and the like constituting the signal security system according to the present invention. FIG. 12 is a diagram illustrating a processing flow of functions executed by the train security logic unit 12. FIG. 13 is a diagram illustrating an example in which the setting of the occupation range of the line is changed so as to be expressed by a relative position from the reference point.

  An embodiment which is a mode for carrying out the present invention will be described with reference to the drawings. In addition, the Example described below is the illustration for demonstrating this invention, and this invention is not limited only to this Example. Therefore, the present invention can be implemented in various forms without departing from the gist thereof. Further, the uses and terms of the invention in the present embodiment are not limited as long as they do not depart from the gist of the invention.

  FIG. 2 is a diagram showing a schematic configuration of an embodiment of the signal security system according to the present invention. The signal security system according to this embodiment includes a train security device 10 installed in a train 1, a switch security device 20 installed or connected to a switch 2, and the train security device 10 and a switch security device. It is composed of a security message 3 which is a message that circulates 20 spaces.

  As shown in FIG. 2, a plurality of trains 1 exist on the route. In this way, the number of necessary devices can be reduced by circulating the security telegram 3 to the train 1 and the switch 2. Therefore, it is possible to provide a signal security system that can reduce design and manufacturing costs.

  In addition, in the signal security system according to the present embodiment, only the switch is shown as the equipment along the line, but for other railway equipment, such as a track circuit device for detecting the position of the train, a signal device, etc. However, this security message may be circulated. The present embodiment is a system that can ensure security even without a traffic signal device. However, by providing a traffic signal device and circulating a security message to this traffic signal device, a signal security system with higher visibility can be constructed.

  FIG. 3 is a diagram illustrating an area (section) in which a route on which a train travels is divided, a block that further divides the area (section), and a configuration (format) of a security message. That is, the entire route on which the train travels is divided into predetermined areas (sections). The range of this area should just be the area where the train which is going to enter in an area can always communicate with the train currently in the area, and the switch in the area. It is also possible to widen the area range by improving the communication capability of the security device or installing a relay device. Further, when communication with all trains is possible regardless of where the train is located on the route, the entire route may be set as one area.

  Next, one area is divided into units that can be occupied only by one train (in other words, units that are exclusively occupied by one train), and this divided section is called a “block”. The block range (section size) can be freely set. If this block is divided finely, the amount of communication between the security devices increases, and the time required for circulation of the security telegram 3 increases, but the train can be run at a high density.

  Further, considering the case where a failure occurs during operation of a certain train, the convenience of the signal security system can be improved if the train to be rescued can be brought close to an arbitrary point. However, there is a limit in the block division of one pattern optimized for normal operation. For this reason, a plurality of occupation range settings are prepared in addition to the normal block division, and are shared by the respective devices.

  In the present embodiment, a flag is added to the security message 3 as identification information indicating the setting of the occupation range. This flag enables each device to recognize what occupation range is set. As shown in FIG. 3, a flag is provided in each of the blocks 1 to 8 constituting the area 2, and a normal flag 1 and an abnormal flag 2 such as a train failure are prepared in advance. Normally, control is performed in eight blocks 1 to 8 using the flag 1. At the time of abnormality, the control is performed using the flag 2 by fine block division of the block 8-1 to the block 8-4, for example. This makes it possible to bring the rescue train closer to the failed train.

Furthermore, the signal security system according to the present embodiment determines a unit for allowing the train to travel. This unit is called “course”. This course is composed of a track, a switch, and the like constituting the track.
In FIG. 3, the course of the train in area 2 divided into eight blocks 1 to 8 is shown. Specifically, there are courses 1R, 2R, 3R and courses 1L, 2L, 3L. For example, in the path 3R, the block 3 having the first switch 2-1 in which the opening direction of the path 3R is inverted, and the second switch 2-2 in which the opening direction of the path 3R is inverted. It consists of three blocks, block 7 and block 8.

  In the signal security system according to the present embodiment, the occupation right of the three blocks 3, 7, and 8 is secured by one train. When it is possible to confirm that the direction of the switch on each block is all in the direction of opening of the route 3R, the travel permission of the route 3R is given to the train. “Position”, “reversal” and “bra” are terms representing the direction of the switch. “Position” refers to the steady opening direction, “dislocation” refers to the reverse direction of localization, and “bra” refers to a state that is neither localized nor inverted.

  Next, an example of the configuration (format) of the security telegram 3 shown in FIG. 3 will be described. The security telegram 3 includes an area identification field 36 in which area identification information is written, a communication control field 31 in which information of a transmission destination and a transmission source is written, an occupation range field 32 in which an occupation range of a track by each train is written, A switch direction indication field 33 in which the direction information of the switch is written, a switch direction state column 34 in which the direction information of the switch is written, and member list information for circulating the message are written. It consists of a member list 35.

  The configuration (format) of the security telegram 3 is not limited to that shown in FIG. If the security telegram 3 can manage the occupation range of the track, exclusive control of the train on the track is possible. In addition, means for instructing the direction of the rolling device and a means for checking the direction of the rolling device of the train may be separately provided. According to this, the direction indication with respect to the switch and the direction information of the switch can be confirmed earlier, and it becomes possible to obtain more visibility in the operation of the train.

Next, each column constituting the security message 3 will be described.
In the area identification column 36, identification information of an area managed by the security message 3 is entered.
In the communication control column 31, communication control information of the transmission destination and the transmission source of the security message 3 is entered.

  In the occupation range column 32, information on the occupation range of the track by each train is entered. Since the train exists on the track, the occupation range of the track must be secured for the train to enter the track. Only the train which secured the occupation range exists in the occupation range of this track, and other trains cannot enter. If the track is not secured by another train, the own train can secure the occupied range of the track. Thus, the safety telegram 3 manages the occupation range of the track, that is, the security telegram 3 has the occupation range information of the track by each train, so that the exclusive control of the train becomes possible.

  In the switching device direction instruction column 33, instruction information for indicating the direction of the switching device is entered by a train that secures the occupation range of the track including the switching device. The switch uses the instructions to control the direction of the switch. In this way, when the security telegram 3 includes a direction instruction for the switch, the train can control the direction of the switch.

  In the switch direction field 34, the direction information of the switch is entered by the switch itself. The train recognizes the opening direction of the switch by checking the switch direction state column 34. Thus, when the security telegram 3 includes the direction information of the switch device, the train can check the direction of the switch device when the train message 3 is received.

  In the member list 35, the identification information of the train that circulates the security telegram 3 and the switch that is along the line is entered in the order of circulation. The members who circulate the security telegram 3 are all trains that have already entered the area, all trains that are about to enter the area, and all the switches in the area. In this way, the security message 3 manages the list of members that circulate its own security message 3, so that the member can confirm the order of the members that circulate the security message 3 when receiving the security message 3. . In addition, the security message 3 does not include a member list, and a configuration in which a train or a switch is provided with means for confirming the transmission destination of the security message with respect to the central operation management system, the commander, or the like. In this case, the central operation management system, the commander, and the like can change the members of the security telegram 3 and the circulation order. In addition, since it is not necessary to add or delete members by entering or leaving the area of the train or by using a switch, it is possible to update the security telegram 3 more quickly.

  Next, the mechanism in which the signal security system according to the present embodiment changes the setting of the occupation range and rescues the train will be described in detail. Therefore, the case where the train A breaks down in the area 2 shown in FIG. 3 and the train B performs relief will be described. 4 to 10 are diagrams showing states 1 to 7 in time series until the rescue is performed. For each state, the upper diagram shows the behavior of the train at that time, and the lower diagram shows the contents of the security telegram 3 at that time.

State 1: FIG. 4 is a diagram showing the case of state 1.
Since the train in the area is only the train A, the security telegram 3 is circulated by including the switch 1, the switch 2, and the train A in the member list 35. Each block in the occupation range column 32 is provided with a flag indicating the setting of the occupation range for each block. In normal times, flag 1 is set. Moreover, since the train A has secured the occupation right of the block 6-the block 8, the direction of the switch 2 is also the localization. That is, the train A is allowed to travel to the station Y. In this state, FIG. 4 shows a situation in which the train A has stopped due to a failure of the drive device or the like while traveling on the block 8 toward the station Y.

State 2: FIG. 5 is a diagram showing the case of State 2.
When the security message 3 has been circulated to the train A according to the order of the member list 35, the train A changes the flag of the block 8 to the flag 2 indicating a fine block division for abnormal times. This change of the flag is a process for allowing the train B to be rescued to approach the train A to a place closer to the block boundary of the block 8. In addition, blocks 8-1 to 8-4 subdivided by division are generated in the occupation range column 32. Moreover, after this flag change, the train A releases the occupancy rights of the blocks that are not already present from the position information of the own train (train A), that is, the blocks 6, 7, and 8-2 to 8-4.

State 3: FIG. 6 is a diagram showing the case of State 3.
In order to enter the area 2, the train B performing the rescue transmits an additional request message. In this additional request message, a request for requesting additional information of the identification information of the own train (train B) is written in the member list 35 of the security message 3. Any of the switch 1, the switch 2, and the train A that has received this additional request message adds the identification information of the train B to the member list 35 when the security message 3 is received. The train B that has joined the member list 35 secures the occupation right of the blocks 8-2 to 8-4 when the security telegram 3 has been circulated.

State 4: FIG. 7 is a diagram showing the case of state 4.
Train B travels to block 8-2, which is an adjacent block to block 8-1 where the failed train A is located. In this state 4, the occupation range column 32 and the member list 35 of the security message 3 are not changed.

State 5: FIG. 8 is a diagram showing the case of state 5.
Train B merges with train A to help train A. In this case, the train B confirms the merger with the train A by the input by the driver, the acquisition of the contact information of the train connection part, or the like. After confirming that, train B rewrites the occupancy right information of block 8-1 that train A occupied to train B, the process of deleting train A from member list 35, and the route to station Y. The process for securing the occupation right of the blocks 6 and 7 is executed.

State 6: FIG. 9 is a diagram showing the case of state 6.
After confirming that the other train does not occupy the blocks 8-1 to 8-4, the train B returns the flag of the block 8 to the flag 1 indicating the normal operation state, and blocks 8-1 to 8-1. Erasing 8-4.

State 7: FIG. 10 is a diagram showing the case of state 7.
Train B travels towards station Y. In this case, the train B releases the right to occupy each block after its tail end passes through the area occupied by the block 8 and then leaves the area occupied by the block 7.
By performing the processing described above, the train B can approach and merge near the faulty train A, and can perform relief.

  Next, processing contents according to the present embodiment will be described. FIG. 11 is a diagram showing train side and ground side devices constituting the signal security system according to the present invention. A train security device 10 constituting a signal security system according to the present invention includes a train position detection unit 11, a train security logic unit 12, a train communication unit 13, and a train input / output unit 14. The train security device 10 exchanges information with the train-side operation management unit 15 and the train control unit 16 and the ground-side switch protection device 20. In addition, the train security device 10 receives detection information from the ground unit 115 and the wheels 116.

  The operation management unit 15 generates route request information for requesting permission to travel the route and route request cancellation information for canceling the request according to the train operation plan information stored in advance, and outputs it. In addition, when a train failure state is received from the train control unit 16, the train input / output unit 14 is instructed to change the setting of the occupation range and the command to release the occupation right of the portion that is not on the line. Do it. Furthermore, when the merger with the rescue train is completed, a command to restore the changed setting of the occupied range is issued to the train input / output unit 14.

  The train control unit 16 controls the travel of the train so as not to exceed the permitted arrival point of the route based on the route progress permission information and the route progress permission cancellation information input from the train security device 10. In addition, the failure of the train is detected, and the failure information is output to the train security device 10 and the operation management unit 15.

  The switch protection device 20 receives the security message 3 or the additional request message transmitted from another train security device or another switch security device. A security telegram 3 is created based on the received telegram and the result of monitoring the state of the switch 2 controlled by the device itself. Moreover, the security message 3 is transmitted to another train security device or a switch security device. Further, the switch 2 is controlled in the direction indicated in the switch direction instruction column 33 of the security message 3.

The functions of the train position detection unit 11, the train security logic unit 12, the train communication unit 13, and the train input / output unit 14 included in the train security device 10 will be described.
The train position detection unit 11 is based on the position information detected from the ground element 115 and the travel distance and travel speed calculated from the wheel diameter of the wheel 116 and the rotation speed detected from the wheel 116. Calculate location information. The calculated position information and traveling speed of the train head and train tail are output to the train security logic unit 12 and the train input / output unit 14.

  The train communication unit 13 receives the safety message 3 or the additional request message addressed to its own train when it is wirelessly transmitted from another train security device or the switch protection device, and receives the train security logic unit 12. Output to. In addition, the security message 3 received from the train security logic unit 12 is transmitted to the partner entered in the transmission destination of the communication control column 31. In addition, an additional request message received from the train security logic unit 12 is used for the train security device of a train that may travel in the area where the next train is located and the switch security of the switch in that area. Send to the device.

  The train input / output unit 14 outputs the route request information or the route request cancellation information input from the operation management unit 15 to the train security logic unit 12. The route progress permission information or the route progress permission cancellation information input from the train security logic unit 12 is output to the train control unit 16. The train head position and the train end position information and travel speed input from the train position detection unit 11 are output to the operation management unit 15. In addition, when a train failure occurs or when the merger with a rescue train is completed, a command to change the occupation range input from the operation management unit 15 or a command to release the right to occupy an unoccupied part is provided. This is performed for the logic unit 12.

  The train security logic unit 12 is input from the route request information or the route request cancellation information input from the train input / output unit 14, the security message 3 or the additional request message input from the train communication unit 13, and the train position detection unit 11. Based on the position information of the train head and tail of the train, route progress permission information, route progress permission cancellation information, additional request message, and track occupation range information are created, and the security message 3 is updated. Then, the created route progress permission information or route progress permission cancellation information is output to the train input / output unit 14, and the created security message 3 or additional request message is output to the train communication unit 13. In addition, when a train failure occurs or when the merger with the rescue train is completed, the setting of the occupation range is changed based on a command from the operation management unit 15, and the occupation right of the portion that is not on the line is released. .

FIG. 12 is a diagram illustrating a processing flow of functions executed by the train security logic unit 12.
In step 1101 (S1101), the train security logic unit 12 starts the process when the security message 3 is received from the train communication unit 13, and proceeds to step 1102 (S1102).

  In step 1102 (S1102), the train security logic unit 12 confirms whether or not there is a command to change the setting of the occupation range of the track (including the process of returning the occupation range to the original state when the merge with the rescue train is completed). To do. If there is such a command (YES), the process proceeds to step 1103 (S1103), and if there is no such command (NO), the process proceeds to step 1108 (S1108).

  In step 1103 (S1103), the train security logic unit 12 has a problem in changing the setting of the designated occupation range, for example, when a plurality of trains are included in the blocks to be integrated and the exclusive control of the train is not satisfied. Judge whether there is. If there is a problem (YES), the process proceeds to step 1104 (S1104). If there is no problem (NO), the process proceeds to step 1105 (S1105).

  In step 1104 (S1104), the train security logic unit 12 excludes a range that does not satisfy the exclusive control of its own train or another train from the target of changing the setting of the track occupation range.

  In step 1105 (S1105), the train security logic unit 12 changes the flag indicating the setting of the occupation range of the track. Further, the train security logic unit 12 updates the occupation range column 32 of the security message 3 so that the range occupied by other trains in the original security message is not reduced.

  In step 1106 (S1106), the train security logic unit 12 determines whether there is a command to release the right to occupy a section where the own train is not present. If there is such a command (YES), the process proceeds to step 1107 (S1107), and if there is no such command (NO), the process proceeds to step 1108 (S1108).

In step 1107 (S1107), the train security logic unit 12 updates the occupation range column 32 of the security telegram 3 and releases the occupation right of the block (section) where the own train is not present. Thus, the range occupied by the own train is set to the minimum occupied range including the rear position from the head position received from the train position detector 11.
In step 1108 (S1108), the train security logic unit 12 ends the process.

  By carrying out the processing according to the above steps, the signal security system according to the present embodiment enables the on-board device of the train that has stopped by failure to set the occupation range when a certain train stops at an arbitrary point on the route. By making changes, it is possible to safely bring the rescue train closer to the head position or the tail position of the failed train while preventing the collision and derailment of the train. In addition, it is possible to restore normal operation.

  In the present embodiment, the change in setting of the occupation range of the track by dividing or integrating the blocks has been described on the assumption of the operation at the time of rescue in the event of a train failure. Other than this, this change occurs when dividing or merging blocks in normal operation, or when dynamically changing the number of blocks according to each time zone and dynamically optimizing the operation rate and train density. Is also applicable.

  Further, in this embodiment, the case where the setting of the occupation range of the line is changed by dividing or integrating the blocks is shown, but the setting of the occupation range may be changed by changing the boundary position of the block. Alternatively, the setting of the occupation range may be changed by expressing the absolute position or the relative position from a predetermined reference point. FIG. 13 is a diagram illustrating an example in which the setting of the occupation range of the line is changed so as to be expressed by a relative position from the reference point (a distance from the reference point).

As described above, the present embodiment is a system in which a change in the occupation range is made known to other devices by providing the security telegram 3 with a flag indicating the setting of the occupation range of the line. Not limited to this method, the message may be circulated using a message other than the security message 3.
Alternatively, the train security device 10 transmits a telegram for notifying that the occupation range is changed first by one-to-one communication with another device, and after confirming a response to the telegram, the telescope that has changed the occupation range setting is circulated. It is also possible to use this method. In addition, regarding the flag, a format in which one flag is added to the entire block or a format to be added to each block may be used.
Moreover, although the present Example assumed the train which drive | works a track, it cannot be overemphasized that it can apply also to the train (for example, AGT which drive | works on a track | truck, etc.) which drive | works the driving | running route which does not use a track | line.

DESCRIPTION OF SYMBOLS 1 ... Train, 2 ... Switch, 3 ... Safety message, 10 ... Train security device, 11 ... Train position detection part, 12 ... Train security logic part, 13 ... Train communication part, 14 ... Train input / output part, 15 ... Operation management unit, 16 ... Train control unit, 20 ... Tube safety device, 31 ... Communication control column, 32 ... Occupied range column, 33 ... Tube direction indication column, 34 ... Tube direction state Column, 35 ... member list, 36 ... area identification column, 115 ... ground child, 116 ... wheel

Claims (7)

A train security device installed on the train,
A communication unit that transmits and receives a telegram that is circulated between the train and the equipment along the line in the area of the predetermined traveling path;
A security logic unit that creates or updates the message and outputs the message to the communication unit;
The security logic unit divides the travel route into blocks and, based on a command to change the occupation range setting for the telegram including the occupation range of the train in units of the block as information, the division range of the block The train security device is characterized in that the setting of the occupation range is changed by making the variable. The train security device according to claim 1,
The security logic unit divides the block by subdividing or integrating the block, moving a boundary position of the block, or changing a range represented by an absolute position of the travel path or a relative position from a reference point. A train security device characterized in that the range is variable. The train security device according to claim 1 or 2,
The security logic unit changes the setting of the occupation range using identification information. The train security device according to any one of claims 1 to 3,
The train security apparatus is characterized in that the electronic message is circulated in turn among the circulation members, with the train and the equipment along the line that are entered as needed in the electronic message as circulation members. The train security device according to claim 4,
The security logic unit creates another message requesting that the own train be added as the circulation member to the message when the own train enters the area of the travel route, and outputs the message to the communication unit. Train security device characterized by. The train security device according to claim 1,
Before circulating the message created or updated to reflect the change in the setting of the occupation range, the security logic unit and the communication unit send a message notifying that the occupation range is changed to the area of the travel route. A train security device for transmitting to a train and a device along the line and confirming a response from the train and the device along the line. A signal security system that circulates a message between a train traveling in an area of a predetermined traveling route and equipment along the area of the traveling route,
The train security device installed in the train is based on an instruction to change the setting of the occupation range for the telegram that includes the occupation range of the train as a unit by dividing the travel path into blocks. Dividing or integrating the block, moving the boundary position of the block, or changing the range represented by the absolute position of the travel path or the relative position from the reference point, thereby making the divided range of the block variable and the occupied range The signal security system is characterized in that the setting is changed and the changed message is circulated to other trains and the equipment along the route.

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