JP2013193625A - Blockage management system, on-rail train management system, blockage management method, and on-rail train management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a system in consideration of upbound and downbound trains on a single-track line.SOLUTION: At a station where single-track lines cross each other, when the arrival of a train 30a at a predetermined position in the area is detected, the blockage of an in-area blocked section A2 at the arrival position is temporarily cancelled. The temporary cancellation means a blocking state which is considered to secure blockage in the same direction and to cancel blockage in the opposite direction. Thus, a train 30b in the opposite direction (downbound direction), which is on rail at the same station, can secure the blockage of the next blocked section (inter-station blocked section) B1 although the next blocked section B1 competes against the in-area blocked section A2 in the opposite direction.

Description

  The present invention relates to a block management system that manages a block state of each block section on a single line.

  In the automatic closing method in a single track section where the number of operations is relatively small, the area between the signal in the station and the departure signal in the station premises is one closed area (in-field closing section), and the departure signal and the signal in the next station A technique is known in which an interval between stations is defined as an interval between stations (a section between stations), and a position between trains is detected by a track circuit or the like to secure a block between stations (for example, see Patent Document 1).

JP 2006-1332 A

  On a single track, a crossing station is set up for passing (up and down exchange) between the train in the up direction and the train in the down direction. If the section from the traffic signal to the departure signal was defined as a closed section, problems could occur when exchanging the upper and lower trains at this misplaced station. In other words, each train in the vertical direction arriving at the station needs to secure a block in the route direction when leaving, but this route block is closed in the field where the oncoming train is located. Cannot secure the blockage because it is competing with the section. Therefore, a so-called deadlock state in which blocking cannot be secured in each of the vertical directions can be obtained.

  In addition, in the case of a single line, in order to reduce the cost of the entire train control system, a form in which the existing line status of each block section is used as it is for securing / releasing each block section can be considered. However, just because a non-existing line is a closed section, it is not always possible to ensure that the section is closed. This is because there is a possibility that an oncoming train that has secured a block just before it will travel.

  This invention is made | formed in view of the said situation, The place made into the objective is enabling realization of the system which considered the train of the up-down direction in a single track | line.

The first form for solving the above problem is
Closed management system that manages the closed state of each closed section in the single line defined as the distance between the signal from the signal in the field and the departure signal at the upper and lower sides of the wrong station by updating the setting at any time in the storage unit (for example, FIG. 1, The central management device 10) of FIG.
Referring to troubled section setting information (for example, troubled section combination information 123 in FIG. 13) in which troubled securing sections are set to each other, a trained scheduled section and a blocked section that is obstructed in the blocked section Securing means for securing the scheduled blockage section by determining whether the block is in the released state, and in the case of affirmative determination, the secured blockage section is secured (for example, the block management unit 112 in FIG. 8). When,
Release means (for example, the block management unit 112 in FIG. 8) that releases the block section when the advance of the train from the block section is detected;
When the arrival of a train to a closed section of a crossing station is detected, the closed state of the closed section is prohibited from being secured by the same direction train and temporarily released to permit securing by the oncoming train. Release means (for example, the closing management unit 112 in FIG. 8);
With
The securing means is
A means for considering the obstructed closed section as a released state when the obstructed closed section is a closed section in the opposite direction and is in a temporarily released state; and
Means for considering the obstructed closed section as a secured state when the obstructed closed section is a closed section in the same direction and is in a temporarily released state; and
Having
It is a closed management system.

As another form,
It is a block management method (for example, the processing of FIG. 15) for managing the block state of each block section on a single line defined as the space between the signal from the station signal and the departure signal at each of the upper and lower sections of the crossing station,
Referring to the troubled section setting in which the obstructing sections that are difficult to secure are set, determine whether the obstructing section of the train scheduled to travel and the obstructing section of the obstructing section are in the released state. A securing step (for example, step D3 in FIG. 15) that secures the planned closed section in a case,
A release step (for example, step D25 in FIG. 15) for setting the closed section in a released state when a train advance from the closed section is detected;
When the arrival of a train to a closed section of a crossing station is detected, the closed state of the closed section is prohibited from being secured by the same direction train and temporarily released to permit securing by the oncoming train. A release step (eg, step D29 in FIG. 15);
Including
The securing step includes
When the blockage section that is obstructed by the planned blockage section is a blockage section in the opposite direction and is in the temporary release state, the step of considering the blockage section that has the obstacle as the release state;
When the obstructed blockage section is a blockage section in the same direction and is in a temporarily released state, the blockage section having the obstruction is regarded as a secured state; and
including,
A closed management method may be configured.

  According to the first mode, etc., when the arrival of a train to the in-situ section of a single line wrong station is detected, the in-situ section of the in-situ section is temporarily released. This temporary release state is a closed state in which it is prohibited to secure the block by the same direction train and the block is allowed to be locked by the oncoming train. In other words, when the train arrives at the wrong station, the closing of the in-situ section is temporarily released, and the same direction as the train is secured as before, and the opposite direction is It can be considered that the blockage has been released. Thereby, the difference (up-and-down exchange) of an up train and a down train is attained in a crossing station.

The second form is
It is a train track management system (for example, track management device 82 in FIGS. 16 and 19) that manages the track status of trains in each closed section on a single track by setting and updating the storage unit as needed.
A block management system (for example, FIG. 16, FIG. 16) that secures a block section where the train is scheduled to travel and releases the block block section that has been secured based on the first line information of the train (for example, line block line information 722 in FIG. 21). 21 is configured to be able to communicate with the block management device 70),
A temporary line setting means (for example, a standing line information creation unit 811 in FIG. 19) for setting a closed section secured by the blocking management system to a temporary line state;
In-line setting means (for example, in-line information creating unit 811 in FIG. 19) for setting the closed section to the on-line state when the approach of the train to the closed section is detected;
When the advance of a train from the block section is detected, a non-track setting unit (for example, the track information creation unit 811 in FIG. 19) sets the block section to a non-track state;
On-line information providing means for generating the first on-line information with the closed section in the standing line state and the closed section in the temporary line state as a standing line, and the closed section in the non-on-line state as a non-existing line, and providing to the closing management system ( For example, the standing line information creation unit 811) of FIG.
It is a train track management system equipped with.

As another form,
A train track management method (for example, the process of FIG. 24) for managing the track status of trains in each closed section on a single track,
A temporary line setting step (for example, setting a closed section secured by a block management system that secures a closed section where the train is scheduled to travel and releases the reserved closed section based on the first on-line information of the train to a temporary line state) , Step E3) in FIG.
In-line setting step (for example, step E11 in FIG. 24) for setting the closed area to the in-line state when an approach of the train to the closed area is detected;
A non-existing line setting step (for example, step E15 in FIG. 24) for setting the closed section to a non-existing line state when a train advancing from the confined section is detected;
A standing line information providing step of generating the first standing line information by providing the closed section in the standing line state and the closing section in the temporary line state as a standing line, and setting the non-present line closing section as a non-existing line, and providing it to the closing management system ( For example, step E17) in FIG.
Train on-line management method may be configured.

  According to the second form and the like, as a management of the status of the train in each block section on a single line, the block section where the block is secured is set to a temporary line state. Then, the first standing line information is generated with the closed section in the temporary line state as a standing line, and is provided to the closing management system. In the block management system, the block is released based on the first on-line information. The temporary line is a state where a train is not actually present, but is closed, that is, a state where it is predicted that the line will soon be present. In this way, by treating the section where the block is secured as a standing line, it is possible to avoid unauthorized cancellation of the block section even if an abnormality occurs in the position detection of the train.

Moreover, as a 3rd form, it is a train track management system of a 2nd form,
It is configured to be able to communicate with a signal control device (for example, the signal control device 84 in FIG. 16) that controls the display of the traffic lights based on the second on-line information of the train,
The second on-line information (for example, signal control on-line information 824 in FIG. 19) is generated by using the closed section in the standing line as a standing line, the closed section in the temporary line state, and the non-on-line state as a non-existing line. , Signal control on-line information providing means (for example, on-line information creation unit 811 in FIG. 19) to be provided to the signal control device,
A train on-line management system may further be provided.

  According to the third aspect, the second standing line information is generated with the block section in the temporary line state as a non-existing line, and is provided to the signal control device. The signal control device controls the presenting of the traffic light based on the second standing line information. Since it is desirable to perform the current control of the traffic signal based on the actual standing state, the second standing information corresponding to the conventional standing state can be provided to the signal control device.

As a fourth form,
It is a block management system of the 1st form constituted so that communication with the train line management system of the 2nd form was possible,
A securing section notifying means for notifying the train line management system of the closed section secured by the securing means;
The release means detects a closed section where the train has advanced based on the first on-line information provided from the train on-line management system, and sets the closed section to a released state.
A closed management system may be configured.

The whole train control system lineblock diagram in a 1st embodiment. A configuration example of a track. Explanatory drawing of the approach and advance detection of a section. Explanatory drawing of a block temporary cancellation | release. Explanatory drawing of the procedure for securing a conventional blockade. Explanatory drawing of the procedure for securing the blockade. The functional block diagram of a vehicle-mounted apparatus. The functional block diagram of a central management apparatus. The data structural example of standing line status information. The data structural example of IC tag definition information. The data structural example of block state information. Data configuration example of section definition information. The data structural example of trouble section combination information. The flowchart of the process in a vehicle-mounted apparatus. The flowchart of the process in a central management apparatus. The whole train control system lineblock diagram in a 2nd embodiment. Explanatory drawing of a temporary line. Explanatory drawing of the standing line information transmitted from a standing line management apparatus. The function block diagram of a standing line management apparatus. The data structural example of station line information. The functional block diagram of a block management apparatus. The data structural example of line-zone existing line information. The data structural example of block state information. The flowchart of the process in a line management apparatus. The flowchart of the process in a block management apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[First embodiment: provisional release of blockade]
First, the first embodiment will be described.
<Overall configuration>
FIG. 1 is a configuration diagram of a train control system in the first embodiment. This train control system is a system that is applied to a single track section such as a quiet line section, and is installed in a central management device 10 installed in a central headquarters, a station device 20 installed in each station, and a train 30. An on-vehicle device 40 and an IC tag 50 installed along a track are provided. The central management apparatus 10 and each station apparatus 20 are communicably connected via a predetermined communication network N such as the Internet or a dedicated line network.

  The central management device 10 centrally manages the information of the entire line section in the central area. Specifically, on-line management of the train in the entire line section is performed based on the position information (IC tag detection information) acquired from the on-board device 40 via the station device 20. In addition, on the basis of the on-line information, the block is secured in response to a request from the onboard device 40. In addition, centralized interlocking control is performed to lock the train route (route configuration) by making each device (such as a switch or traffic light) installed in each station in the target line section have a mutual relationship.

  The station device 20 controls a switch or a traffic light installed in the station according to a control signal from the central management device 10 or transmits the control state of these devices to the central management device 10. The station device 20 can wirelessly communicate with the on-board device 40 located in the communication area (communication range) of a radio base station (not shown) installed at the station where the station is installed. It mediates communication with the management apparatus 10. The communication area of the radio base station is configured to include the station premises.

  The on-board device 40 has a wireless communication function. When the on-board device 40 is located within a communication area of a wireless base station installed at a station, wireless communication via the wireless base station is possible. The on-board device 40 detects the position of the own train based on the information received from the IC tag 50, and centrally manages the received information about the IC tag 50 (IC tag detection information) via the station device 20. Transmit to device 10. Further, when the central management device 10 is requested to secure the block via the station device 20 and the block reservation is notified in response thereto, the travel control of the section in which the block is secured is performed.

  The IC tag 50 is installed at the center position in the sleeper direction between the rails, and when the train passes, a tag reader is provided at the lower center part in the sleeper direction at the lower part of the train (may be the lower part of the vehicle body or the lower part of the carriage). The tag information (including the tag ID) stored in the IC tag 50 is read (received). The IC tag 50 is a kind of RFID (Radio Frequency IDentification), and is a small short-range wireless communication device that performs non-contact short-range wireless communication with a tag reader 440 installed in a train vehicle. In this embodiment, a so-called passive IC tag (passive tag) that operates by converting an external radio wave into electric power using an electromagnetic induction effect without incorporating a power source is used. Moreover, the tag reader is provided in two places, the head and the tail of a vehicle, in order to judge a train presence line so that it may mention later.

  Since the IC tag 50 is installed outdoors, it is sealed in a protective case having a waterproof structure in consideration of the influence of wind and rain. Similarly, the tag reader is encapsulated in a protective case on the assumption that the tag reader is subjected to an impact caused by scattering of ballast laid on the track.

<Line configuration>
FIG. 2 is a diagram illustrating a schematic configuration of the line. The line section in the first embodiment is a single line, and each station will be described as a crossing station. That is, each station is provided with an up-line platform and a down-line platform, and it is possible to make a difference between the trains in the vertical direction within the station premises. Each station is provided with an on-site signal 60-1 that restricts the train from entering the station and a departure signal 60-2 that restricts the train from entering the station. In addition, a plurality of closed sections, which are detection units of the train's existing point, are set in the vertical direction for the entire line section. Specifically, an inter-station block section that is a section from the departure signal 60-2 to the next station in-field signal 60-1, and a section that is a section from the in-field signal 60-1 to the departure signal 60-2 of the station. There are two types: a closed section. Since it is a single line, the section between stations is not the same section in the vertical direction (the section with the same end points).

  Further, the IC tag 50 is installed with reference to the block section, and some purpose such as detection of a train or instruction to the train is assigned according to the installation position. That is, IC tags 50-1 and 50-2 are installed at the start and end of each block section for the purpose of detecting the entry or advance of the train 30 to the block section. Whether it corresponds to an approach or an advance is a single line, and therefore differs depending on the traveling direction. Further, an IC tag 50-3 for the purpose of detecting the arrival of the train 30 at the predetermined position (in-field arrival detection) is installed at a predetermined train stop position in the closed section. In addition, an IC tag 50-4 is installed in the section between the stations for the purpose of requesting entry to the next station (inside entry request instruction) in front of (inside) the traffic signal 60-1. .

<Entry / exit detection>
A description will be given of entry / exit detection in a closed section of a train using the IC tag 50. FIG. 3 is a diagram for explaining detection of a train entering and advancing by the IC tag 50. FIG. 3 shows a case where the train 30 existing in the block section A1 enters the next block section A2.

  First, as shown in FIG. 3A, when the IC tag 50-2 is detected by the tag reader (leading tag reader) 441 provided at the head of the train 30, it is determined that the vehicle is going to advance from the block section A1. .

  Next, as shown in FIG. 3B, when the IC tag 50-1 is detected by the head tag reader 441, it is determined that the vehicle enters the closed section A2. Thereby, the block section A2 becomes a standing line. At this time, the traveling direction of the train 30 can also be determined (confirmed) based on the detection order of the IC tag 50 of the head tag reader 441 (IC tag 50-2 → IC tag 50-1).

  Subsequently, as shown in FIG. 3 (c), when the IC tag 50-2 is detected by the tag reader (last tag reader) 442 provided at the tail of the train 30, an attempt is made to advance in the block section A1. Judge that there is.

  Then, as shown in FIG. 3 (d), when the IC tag 50-1 is detected by the last tag reader 442, it is determined that the block section A1 has been completely advanced. Thereby, the block section A1 becomes a non-existing line.

<Closed state>
In the first embodiment, the closed state of the closed section has three types of “temporary release” in addition to the conventional “reservation” and “release”. The temporary release is a closed state that is applied only to the on-site closed section. Further, this temporary release is a closed state that is treated as being secured for a train in the same direction and treated as being released for a train in the opposite direction.

  FIG. 4 is a diagram for explaining provisional release of the blockage. FIG. 4 shows a case where the upstream train 30a arrives at the A station. As shown in FIG. 4A, the ascending train 30a existing in the section A1 enters the section A2 after securing the next section A2. At this time, the blockade of the section A1 is released by the complete advance of the section A1 of the upward train 30a.

  And as shown in FIG.4 (b), when the going-up train 30a reaches | attains the predetermined stop position of A station, the blockade of the section A2 which is an in-site block section will be temporarily cancelled | released. The arrival of the predetermined position of the train is determined by detection of the predetermined IC tag 50-3. That is, in the example shown in FIG. 4, the section A2 in which the block is temporarily released is regarded as a section in which the block is secured for the upward train that is the same direction, and is closed for the downlink train that is the opposite direction. It is considered as a canceled section.

<Procedure for securing closure>
Prior to the description of the procedure for securing the cover using these three closed states, the procedure for securing the shield using the two conventional closed states will be described for comparison.

  FIG. 5 is a diagram for explaining a procedure for securing a closed state in a conventional closed state. FIG. 5 shows a case where the up train 30a and the down train 30b pass each other at the A station. First, as shown in FIG. 5A, the up train 30a reaches the A station. That is, the ascending train 30a enters the section A2 after securing the closing of the section A2. At this time, when the ascending train 30a has completely advanced from the section A1, the closing of the section A1 is released.

  Then, as shown in FIG.5 (b), the down train 30b arrives at A station. That is, the descending train 30b enters the section B2 after securing the section B2. At this time, when the down train 30b has completely advanced from the section B3, the closing of the section B3 is released.

  Subsequently, the ascending train 30a and the descending train 30b are both going to leave A station. That is, the upstream train 30a tries to secure the next section A3, but the downstream train 30b is present in the section B2 that partially overlaps the section A3, and therefore cannot be secured. That is, the up train 30a cannot secure the closing of the section A3 until the down train 30b departs from the A station and advances completely from the section B2.

  On the other hand, the descending train 30b tries to ensure the closing of the next section B1, but the ascending train 30a is present in the section A2 partially overlapping with the section B1, and therefore cannot be secured. That is, the descending train 30b cannot secure the blockage of the section B1 until the ascending train 30a leaves the station A and completely advances from the section A2.

  That is, the up train 30a and the down train 30b stopped at the A station are in a deadlock state in which the next section cannot be secured due to the presence of each other, and cannot depart from the A station.

  This situation is because the in-situ section is defined so as to include a branch portion between the up home and the down home. That is, in this branch portion, the start end portion of the in-field block section in the direction of entering the station overlaps with the start end portion of the inter-station block section in the opposite direction (direction to advance from the station). For this reason, in a state where the train is stopped at the station, since the block of the in-field block section in the direction is secured by the train (current train), the block in the opposite direction partially overlaps with the section. Unable to secure the section (closed section between stations).

  However, since the station of this embodiment is a crossing station, the opposite direction train can exist simultaneously in the hall. In other words, because the two-way closed sections do not overlap each other, even if the opposite-direction train stops in the field (current line), you can secure the closed section and enter the station. Can do.

  And if a two-way train stops at the same station, it will not be possible to secure the next closed section (inter-station closed section) due to the trains facing each other, and it will not be possible to leave. For example, in FIG. 5, the up-direction section A2 (in-field closing section) and the down-direction section B1 (inter-station closing section) are combinations that interfere with each other, and the up-direction section A3 (station) (Intersecting section) and the downward direction section B2 (in-place closing section) are combinations that interfere with each other.

  Therefore, such a situation can be avoided by adding provisional release of the block for the block section in the field as in the first embodiment. FIG. 6 is a diagram for explaining a procedure for securing the blockade using the block state according to the first embodiment. FIG. 6 shows a case where the upstream train 30a and the downstream train 30b pass each other at the B station, as in the conventional case (see FIG. 5).

  As shown to Fig.6 (a), the upstream train 30a goes to A station first. That is, the ascending train 30a enters the section A2 and reaches the A station after securing the closing of the section A2. At this time, when the ascending train 30a completely advances from the section A1, the closing of the section A1 is released. Moreover, when the upstream train 30a arrives at A station, the blockade of the section A2 is temporarily cancelled.

  Then, as shown in FIG.6 (b), the down train 30b heads for A station. That is, the descending train 30b enters the section B2 and reaches the A station after securing the closing of the next section B2. At this time, the closing of the section B3 is released when the descending train 30b has completely advanced into the section B3. Moreover, when the down train 30b arrives at A station, the blockade of the section B2 is temporarily cancelled.

  Then, as shown in FIG.6 (c), both the up train 30a and the down train 30b are going to leave A station. At this time, the ascending train 30a needs to ensure closing of the next section A3. Of the sections B2 and B3 in the opposite direction (downward direction) overlapping with the section A3, the block of the section B2 is temporarily released, and the block of the section B3 is released. Therefore, the upstream train 30a can ensure the closing of the section A3.

  On the other hand, the descending train 30b needs to ensure the closing of the next section B1. Among the sections A1 and A2 in the opposite direction (upward direction) overlapping with the section B1, the block of the section A1 is released and the block of the section A2 is temporarily released. Therefore, the down train 30b can ensure the closing of the section B1.

  As described above, when the train has reached a predetermined position in the field, the block in the field block is temporarily released. The in-site closing section is composed of a branch portion that overlaps with the inter-station closing section in the opposite direction and a home portion that does not overlap with any closing section in the opposite direction. If it is confirmed that the train is at the platform, it can be said that there is no train at the branch. For this reason, the train in the opposite direction secures the closure of the overlapping sections between the stations in the opposite direction at this branch portion by considering that the closure of only the branch portion in the closed section is “released”. It becomes possible. However, since the train is in the closed section, it is considered that the same direction of the train is secured for the train in the same direction.

<Configuration of on-board device>
FIG. 7 is an internal configuration diagram of the on-board device 40. The on-vehicle device 40 includes an on-vehicle processing unit 410, an on-vehicle storage unit 420, a wireless communication unit 430, and a tag reader 440.

  The on-board processing unit 410 is realized by an arithmetic device such as a CPU, for example, and based on a program or data stored in the on-board storage unit 420, data received via the wireless communication unit 430 or the tag reader 440, or the like. 40 overall control is performed. In the first embodiment, the on-board processing unit 410 includes an IC tag verification unit 411, an approach / advance determination unit 412, and a travel control unit 413.

  The IC tag verification unit 411 refers to the scheduled IC tag information 423 based on the tag ID read by the tag reader 440, and determines the detection order of the IC tag 50 so far in the scheduled IC tag information 423. It is determined whether or not the scheduled passing order of the IC tag 50 is matched. Specifically, it is determined whether the detection order of the IC tag 50 matches the planned passing order for each of the head tag reader 441 and the tail tag reader 442.

  Here, the scheduled passage IC tag information 423 is information received from the central management apparatus 10 and associates the IC tag 50 installed in the section where the current block is secured with the order in which the train passes. Information. In addition, the IC tag verification unit 411 generates IC tag detection information including the read tag ID and transmits the IC tag detection information to the central management device 10 via the station device 20.

  Here, the IC tag 50 determined to be detected by the IC tag verification unit 411 is stored and stored as detected IC tag information 424 in association with the tag ID, reading time, and the like.

  Based on the tag ID read by the tag reader 440, the entry / exit determination unit 412 refers to the scheduled IC tag information 423 to determine the entry / exit in the closed section of the own train (see FIG. 3).

  When the traveling control unit 413 detects the IC tag 50 to which the in-field entry request instruction is assigned, the traveling control unit 413 transmits the in-field entry request to the central management device 10 via the station device 20. Further, when departing from the station, a departure request is transmitted to the central management apparatus 10 via the station apparatus 20. And if the notification of securing the closure transmitted in response to these requests is received, the traveling is controlled by allowing entry into the section in which the closure is secured.

  The on-board storage unit 420 is realized by a storage device such as a ROM, a RAM, or a hard disk, and the on-board processing unit 410 integrally controls the on-board device 40, and a program for realizing various functions. And data are stored. Further, it is used as a work area of the on-board processing unit 410, and temporarily stores calculation results executed by the on-board device 40, data received by the wireless communication unit 430 and the tag reader 440, and the like. In the first embodiment, the on-board storage unit 420 stores an on-board control program 421, an on-board apparatus ID 422, scheduled passage IC tag information 423, detection IC tag information 424, and a traveling direction 425. .

  When the wireless communication unit 430 is located within a communication area of a wireless base station installed at a station, the wireless communication unit 430 performs wireless communication with the station device 20 via the wireless base station.

  The tag reader 440 performs non-contact short-range wireless communication with the IC tag 50, reads a tag ID (tag information) stored in the IC tag 50, and outputs the read tag ID to the on-board processing unit 410. . The tag reader 440 includes a head tag reader 441 provided at the head of the train car and a tail tag reader 442 provided at the tail, and each outputs a tag ID read.

  FIG. 8 is a functional configuration diagram of the central management apparatus 10. The central management apparatus 10 includes a central processing unit 110, a central storage unit 120, and a communication unit 130.

  The central processing unit 110 is realized by an arithmetic device such as a CPU, for example, and performs overall control of the central management device 10 based on programs and data stored in the central storage unit 120, data received via the communication unit 130, and the like. . In the first embodiment, the central processing unit 110 includes a standing line management unit 111 and a block management unit 112.

  The standing line management unit 111 manages the standing position of each train for each block section based on the IC tag detection information received from each on-board device 40. Specifically, on the basis of the tag ID included in the IC tag detection information, the IC tag definition information 124 is referred to and the entry / exit of the closed section of the corresponding train is determined (see FIG. 3). When a complete advance from the closed section is determined, the existing line status of the advanced closed section is updated to a non-existing line. Moreover, if the approach to a block section is judged, the existing track state of the block section which entered will be updated to the track line by the applicable train.

  The standing line status of each closed section managed by the standing line management unit 111 is stored as the standing line status information 125. FIG. 9 is a diagram illustrating an example of a data configuration of the on-line state information 125. The standing line state information 125 stores the closed section 125a, the standing line state 125b indicating presence / absence of the presence of the train, and the standing line train ID 125c in association with each other in the upward direction and the downward direction.

  The IC tag definition information 124 is information that defines the IC tag 50 installed in the entire line section. FIG. 10 is a diagram illustrating an example of a data configuration of the IC tag definition information 124. The IC tag definition information 124 includes, for each of the upward direction and the downward direction, a closed section 124a, and IC tags 50 that are targeted for a train whose direction is the traveling direction among the IC tags 50 installed in the section. The tag ID 124b, the installation position 124c, and the purpose 124d are stored in association with each other.

  Based on the IC tag detection information received from the on-board device 40, the block management unit 112 manages the block state of each block section in the entire line section. Specifically, referring to the IC tag definition information 124 based on the tag ID included in the received IC tag detection information, it is determined whether the corresponding train has entered or advanced into the closed section. When it is determined that the vehicle has completely advanced from the block section, the block of the block section that has advanced is canceled.

  Also, the block management unit 112 refers to the IC tag definition information 124 to determine the detected IC tag 50 based on the tag ID included in the received IC tag detection information, and assigns arrival detection in the hall. When the detected IC tag 50 is detected, it is determined that the corresponding train has stopped at a predetermined position in the hall, and the block of the corresponding block section is temporarily released.

  In addition, the block management unit 112 performs a block securing process in response to a block securing request from each on-board device 40. Specifically, when a departure request is received from the on-board device 40, a section between stations from the station where the corresponding train is located to the next station is set as a scheduled travel section. The station where the train is located can be acquired from the standing line status information 125.

  Next, with reference to the blockage state information 126, it is determined whether or not it is possible to ensure the blockage of this scheduled travel segment (inter-station block segment). That is, when the closing of the section between the stations is released, and when the traveling direction is a section in the opposite direction and the closing of the closing section overlapping the station closing section is canceled or provisionally released, Judge that it is possible to secure the blockage.

  If it is possible to secure the blockage, it is assumed that the planned travel zone (the block between the stations) is closed by the train. Subsequently, the IC tag 50 installed in the scheduled traveling section (inter-station closed section) is determined, and information (installation position, target direction, purpose) about these IC tags 50 defined in the IC tag definition information 124 is determined. ) Is extracted and associated with the passing order determined in consideration of the traveling direction of the corresponding train, and the scheduled IC tag information is generated. Then, the generated passing scheduled IC tag information is transmitted (response) to the on-board device 40 together with the notification of the completion of closing.

  Moreover, if the in-field approach request | requirement is received from the on-board apparatus 40, the area where the next station of the station where the applicable train exists will be set as the planned traveling area. Next, similarly, referring to the closing state information 126, it is determined whether or not it is possible to ensure the closing of the planned travel section (in-place closed section). If it can be ensured, the planned travel section is secured by the train. It shall be assumed. Subsequently, with reference to the IC tag definition information 124, the scheduled IC tag information is generated for the IC tag 50 installed in the planned traveling section (the in-place closing section), and the on-board device is notified together with the notification of the completion of the closing. 40 (response).

  The closing state of each closing section managed by the closing management unit 112 is stored as closing state information 126. FIG. 11 is a diagram illustrating an example of a data configuration of the blocking state information 126. The closed state information 126 stores a closed section 126a, a closed state 126b, and a closed train ID 126c in association with each other in the upward direction and the downward direction.

  The central storage unit 120 is realized by a storage device such as a ROM, a RAM, and a hard disk, and a system program for the central processing unit 110 to control the central management device 10 in an integrated manner, a program and data for realizing various functions. Etc., and is used as a work area of the central processing unit 110, and temporarily stores calculation results executed by the central management apparatus 10, data received by the communication unit 130, and the like. In the first embodiment, the central storage unit 120 includes a central control program 121, section definition information 122, trouble section combination information 123, IC tag definition information 124, standing line state information 125, and blocking state information 126. Is memorized.

  The section definition information 122 is information that defines a block section set in the target line section. FIG. 12 shows an example of the data configuration of the section definition information 122. The section definition information 122 stores the closed section 122a, the start position (start end) 122b, and the end position (end) 122c of the section in association with each other in the up and down directions.

  The trouble section combination information 123 is information that defines a combination of block sections that interfere with each other in securing a block. In FIG. 13, an example of a data structure of the trouble section combination information 123 is shown. The trouble section combination information 123 stores a combination of an upstream block section 123a and a downlink block section 123b that are mutually troubled sections.

<Process flow>
FIG. 14 is a flowchart of processing executed by the on-board device 40. First, it is assumed that the own train is stopped at the station. Then, when the departure time approaches, the on-board processing unit 410 transmits a departure request to the central management device 10 according to the operation of the crew (step C1). Then, the passage scheduled IC tag information transmitted in response to this request is received (step C3). Thereafter, when the departure signal 60-2 becomes “blue (progress indication)” (step C5: YES), the vehicle starts traveling according to the driving operation of the crew and leaves the station (step C7).

  If the IC tag 50 is detected during traveling (step C9: YES), the IC tag verification unit 411 checks the scheduled IC tag information 423 based on the tag ID read from the detected IC tag 50. Then, it is confirmed whether the passing order of the IC tag is correct (step C11). Further, IC tag detection information including the read tag ID is generated and transmitted to the central management apparatus 10 (step C13).

  If the IC tag 50 to which the in-field entry request instruction is assigned is detected (step C15: YES), the on-board processor 410 transmits an in-field entry request to the central management device 10 (step C17). Then, the scheduled IC tag information transmitted in response to this request is received (step C19). Thereafter, when the on-site traffic light 60-1 becomes “blue (progress indication)” (step C21: YES), the vehicle starts traveling according to the driving operation of the crew and enters the in-field block section (step C23).

  Similarly, if the IC tag 50 is detected during traveling (step C25: YES), the IC tag verification unit 411 will pass the IC tag information 423 scheduled to pass based on the tag ID read from the detected IC tag 50. To check whether the passing order of the IC tag 50 is correct (step C27). Further, IC tag detection information including the read tag ID is generated and transmitted to the central management apparatus 10 (step C29). Then, when the IC tag 50 to which the arrival detection in the hall is assigned is detected and further a complete stop in the hall is determined (step C31: YES), the process returns to step C1.

  FIG. 15 is a flowchart of processing in the central management apparatus 10. If a departure request is received from the on-board device 40 (step D1: YES), the block management unit 112 secures the block by setting the block between the stations from the station where the corresponding train is located to the next station as the scheduled travel segment. The process of ensuring the closing is performed (step D3). That is, it is determined whether or not it is possible to secure the planned travel section (inter-station closed section), and if possible, the planned travel section (inter-station closed section) is closed by the train. To do. Next, the IC tag 50 installed in the scheduled traveling section (inter-station closed section) is associated with the passing order of the corresponding train to generate the scheduled passing IC tag information, and the generated scheduled passing IC tag information is closed. Along with the notification of the completion of securing, it is transmitted (response) to the on-board device 40 (step D5).

  Further, if the in-field entry request is received from the on-board device 40 (step D7: YES), the block management unit 112 secures the block by setting the block at the next station of the corresponding station on the line of the corresponding train as the planned travel segment. The process of securing the closing is performed (step D9). That is, it is determined whether or not it is possible to ensure the closing of the planned travel section (intra-occupied section), and if possible, it is assumed that the planned travel section (the intra-site section) is secured by the train. Next, the IC tag 50 installed in the scheduled travel section (closed section in the hall) is associated with the passing order of the corresponding train to generate the scheduled IC tag information, and the generated scheduled IC tag information is used to secure the block. Along with the completion notification, it is transmitted (response) to the on-board device (step D11).

  If the IC tag detection information is received from the on-board device 40 (step D13: YES), the on-line management unit 111 identifies the detected IC tag 50 based on the tag ID included in the IC tag detection information. Then, the advance / entry of the closed section of the corresponding train is determined (step D15). As a result, if it is determined that the vehicle has entered the closed section (step D17: YES), the section that has entered is determined to be on the line by the train (step D19). If it is determined to advance from the block section (step D21: YES), the section that has advanced is set to a non-existing line (step D23), and the block management unit 112 releases the block of the section (step D25). .

  If the IC tag 50 to which the arrival detection in the hall is assigned is detected (step D27: YES), the block management unit 112 temporarily cancels the block in the corresponding section (the section where the train is located) (step D29). . If the above process is performed, it will return to step D1 and will repeat the same process.

<Effect>
As described above, according to the first embodiment, when the arrival of a train at a predetermined position in the field is detected at a single-line crossing station, the block in the in-field block section at this position is temporarily released. The temporary release is a closed state in which the same direction is regarded as securing the closing and the opposite direction is regarded as the closing release. Thereby, it becomes possible for the upper and lower trains existing at the same station to secure the blockage even though the next blockage section (interblock block section) scheduled to proceed is competing with each other.

[Second Embodiment: Temporary Line]
Next, a second embodiment will be described. In the following description, the same components as those in the above-described embodiment are denoted by the same reference numerals, and description thereof is simplified or omitted.

<Overall configuration>
FIG. 16 is a configuration diagram of a train control system in the second embodiment. This train control system is a system that is applied to a single track section as in the first embodiment, and includes a block management device 70, a station equipment system 80 installed at each station, and an on-board device 40 mounted on the train 30. And an IC tag 50 installed along the track. The station facility system 80 includes an on-line management device 82 and a signal control device 84. Further, the closing management device 70 and each on-line management device 82 are communicably connected via the communication network N.

  The block management device 70 manages the block of the entire line section based on the track information (block management track information) received from the track management device 82 installed at each station.

  The on-line management device 82 is capable of wireless communication with the on-board device 40 located in the communication area of a radio base station (not shown) installed at the station where the on-station device 40 is connected. Mediate communication. And the track management device 82 performs track track management of the train in the target range including the station premises of the installed station based on the detection information of the IC tag 50 received from the on-board device 40, and the track tracking information of the target range is The signal is transmitted to the signal control device 84 and the block management device 70. Although the target range is limited, the station management device 82 at each station corresponds to a train station management system. The train track management system for the entire line section is composed of track management devices 82 at all stations.

  The signal control device 84 performs signal control (presentation control of the traffic light 60, etc.) in the target range including the station premises of the installed station based on the on-line information (signal control on-line information) received from the on-line management device 82. .

<On-line status>
In the second embodiment, there are three types of standing lines in the closed section managed by the standing line management device 82 in addition to the conventional standing lines and non-present lines, and temporary lines. The temporary line is a standing line state in which the train is not on the line (it is a non-existing line), but is closed and can be on line soon. This temporary line is handled as a standing line in the closing management by the closing management apparatus 70 and is treated as a non-existing line in the signal control by the signal control apparatus 84.

  FIG. 17 is a diagram for explaining temporary lines. FIG. 17 shows a case where the train 30 existing in the section A1 travels to the front of the traffic light 60. First, as shown in FIG. 17A, the closing of the sections A2 to A4 is ensured. In addition, the standing state of the section A1 is a standing line, and the standing state of the sections A2 to A4 in which the block is secured is a temporary line.

  Next, as shown in FIG. 17B, when the train 30 enters the next section A2, the standing state of this section A2 becomes the standing line. Further, the existing line state of the advanced section A1 becomes a non-existing line and the closing is released.

  Subsequently, as shown in FIG. 17C, when the train 30 enters the next section A3, the standing state of the section A3 becomes the standing line. Further, the existing line state of the advanced section A2 becomes a non-existing line and the closing is released.

  Thus, in the track management in the track management device 82, the track status of the section where the block management device 70 has secured the block is set as a temporary track. And the block section of a temporary line becomes a standing line by the approach of a train, and becomes a non-existing line by the advance of the said train after that. However, this temporary line is a standing line state that is managed internally only by the standing line management device 82, and the standing line state used in the closing management in the closing management device 70 and the signal control in the signal control device 84 is the same as the conventional one. Similarly, there are two types of standing line and non-present line.

  FIG. 18 is a diagram for explaining the standing line information transmitted from the standing line management device 82 to each of the block management device 70 and the signal control device 84. As shown in FIG. 18, it is assumed that the train is in the section A2, and the next section A3 is secured. That is, the standing state of the section A1 is a non-present line, the standing state of the section A2 is a standing line, and the standing state of the section A3 is a temporary line.

  Then, the closing management on-line information 823 transmitted to the closing management device 70 is on-line information with the temporary existing line as an existing line. That is, in the example shown in FIG. 18, the standing state of the section A1 is a non-present line, and the standing state of the sections A2 and A3 is a standing line. Further, the signal control on-line information 824 transmitted to the signal control device 84 installed at the station is on-line information on the temporary line as a non-existing line. That is, in the example shown in FIG. 18, the standing state of the sections A1 and A3 is a non-present line, and the standing state of the section A2 is a standing line.

<Functional configuration>
FIG. 19 is a block diagram showing a functional configuration of the standing line management device 82. The station management device 82 includes a station processing unit 810, a station storage unit 820, a communication unit 830, and a wireless communication unit 840.

  The station processing unit 810 is realized by an arithmetic device such as a CPU, for example, and is based on a program or data stored in the station storage unit 820, data received via the communication unit 830 or the wireless communication unit 840, and the like. Perform overall control. In the second embodiment, the station processing unit 810 includes an on-line information creation unit 811.

  The standing line information creation unit 811 manages the position of each train in the target range including the station premises of the installed station on the basis of the IC tag detection information received from the onboard device 40 in units of closed sections. Specifically, based on the tag ID included in the IC tag detection information, the IC tag definition information 124 is referred to and the entry / exit of the closed section of the corresponding train is determined. When it is determined that the vehicle enters the closed section, the existing line state of the closed section is set as the existing line. If it is determined that the vehicle has completely advanced from the block section, the existing line state of the section is set as a non-existing line.

  Further, when a notification for securing the closure is received from the closure management device 70, the standing line state of the section in which the blocking is secured is set as a temporary line. Note that the block reservation notification received here is a response to the block reservation request made from the onboard device 40 to the block management device 70 via the on-line management device 82.

  Here, the standing line status of the target range managed by the standing line information creation unit 811 is stored as station standing line information 822. FIG. 20 is a diagram illustrating an example of a data configuration of the station presence line information 822. The station presence line information 822 stores, for each of the upward direction and the downward direction, the block section 822a of the target range of the installed station, the existing line state 822b, and the existing line train ID 822c in association with each other.

  Based on the station presence line information 822, the closing management line information 823 is generated and transmitted to the closing management device 70. That is, with respect to the standing state of each block section, the non-existing line is set as a non-existing line, and the standing line and the temporary line are set as standing lines, thereby generating the closing management existing line information 823.

  Also, signal control on-line information 824 is generated based on the station on-line information 822 and transmitted to the signal control device 84 installed at the station. That is, regarding the standing line state of each closed section, the non-present line and the temporary line are set as non-existing lines, and the standing line is set as a standing line, thereby generating signal control standing line information 824.

  The block management line information 823 and the signal control line information 824 have the same data structure as the station line information 822, and the line state and the line train ID are associated with each block section of the target range. Stored.

  The station storage unit 820. The system is realized by a storage device such as a ROM, a RAM, and a hard disk, and the station processing unit 810 stores a system program for integrated control of the on-line management device 82 and programs and data for realizing various functions. At the same time, it is used as a work area for the station processing unit 810, and temporarily stores calculation results executed by the station processing unit 810, data received by the communication unit 830 and the wireless communication unit 840, and the like. In the second embodiment, the station storage unit 820 stores a line management program 821, station line information 822, block management line information 823, and signal control line information 824.

  FIG. 21 is a block diagram illustrating a functional configuration of the block management device 70. The block management device 70 includes a block processing unit 710, a block storage unit 720, and a communication unit 730.

  The block processing unit 710 includes a standing line management unit 711 and a block management unit 712.

  The line management unit 711 uses the line management line information 722 that is the line information of the entire line based on the block management line information 823 received from the line management device 82 installed at each station. Is managed in block units. The block management line information 823 received by the line management unit 711 is information on only the target range of the transmission line line management device 82. Therefore, the line status of the section corresponding to the received block management line information 823 in the line section line information 722 is updated.

  FIG. 22 is a diagram illustrating an example of a data configuration of the line location information 722. As illustrated in FIG. The line section existing line information 722 stores the closed section 722a, the existing line state 722b, and the existing line train ID 722c in association with each other in the upward direction and the downward direction.

  The block management unit 712 manages the block state in the entire line section. Specifically, in response to a request for securing the closure from the on-board device 40, a process for securing the closure for securing the closure of the scheduled traveling section is performed.

  That is, when a departure request is received, whether or not it is possible to secure the blockage of the scheduled travel section with reference to the blockage state information 723, with the inter-station closed section from the station where the corresponding train is located to the next station as the planned travel section. Determine whether. If possible, it shall be secured by the train. Next, with reference to the IC tag definition information 124, the IC tag 50 installed in the scheduled travel section is generated with the scheduled IC tag information associated with the passing order of the train. Transmit (response) to the upper device 40.

  In addition, when a request to enter the hall is received, the section of the station next to the corresponding section of the corresponding train is set as the scheduled section of travel, and similarly, the block is secured by the train and the IC tag information scheduled to pass is secured. Along with the notification, it is transmitted (response) to the on-board device 40.

  In addition, the block management unit 712 refers to the line section existing line information 722, and when the line status of the block section changes from the existing line to the non-station line, the block management unit 712 determines that the train has advanced from the section and releases the block of the section. To do.

  The block state of the entire line section managed by the block management unit 712 is stored as block state information 723. FIG. 23 is a diagram illustrating an example of a data configuration of the blocking state information 723. The closed state information 723 stores a closed section 723a, a closed state 723b, and a train ID 723c that secures the closed state in association with each other in the upward direction and the downward direction.

  The block storage unit 720 stores a block management program 721, section definition information 122, IC tag definition information 124, line segment line information 722, and block state information 723.

<Process flow>
FIG. 24 is a flowchart of processing in the on-line management device 82. If a block reservation notification is received from the block management device 70 (step E1: YES), the standing line information creation unit 811 sets the block state of the section in which the block is reserved as a temporary line (step E3).

  If the IC tag detection information is received from the on-board device 40 (step E5: YES), the standing line information creation unit 811 detects the detected IC tag 50 based on the tag ID included in the IC tag detection information. And the entry / exit to the closed section of the corresponding train is determined (step E7). As a result, if it is determined that the vehicle has entered the closed section (step E9: YES), the section that has entered is determined to be a line on the train (step E11). If it is determined that the vehicle has advanced from the closed section (step E13: YES), the advanced section is set as a non-existing line (step E15).

  Thereafter, with respect to the standing line status of each closed section, the standing line and the temporary line are set as the standing line, and the non-present line is set as the standing line, and the closing management existing line information 823 is created and transmitted to the closing management apparatus 70 (step E17).

  In addition, regarding the standing line state of each closed section, the standing line is set as a standing line, and the non-present line and the temporary standing line are set as non-present lines, so that signal control on-line information 824 is created and transmitted to the signal control device 84 (step E19). If the above process is performed, it will return to step E1 and will repeat the same process.

  FIG. 25 is a flowchart of processing in the block management device 70. If a departure request is received from the on-board device 40 (step F1: YES), the closing management unit 712 sets the section between the stations from the station where the corresponding train is located to the next station as the scheduled traveling section, and secures the closing. A block securing process is performed (step F3). Next, the passage scheduled IC tag information of the scheduled travel section in which the block is secured is generated and transmitted (response) to the on-board device 40 together with the notification of the block reservation completion (step F5).

  Further, if a request for entry into the hall is received from the on-board device 40 (step F7: YES), the block management unit 712 sets the block in the parking area of the station next to the current train section of the corresponding train as the scheduled travel section and ensures the blockage. The process for securing the closing is performed (step F9). Next, the passage scheduled IC tag information of the scheduled travel section in which the block is secured is generated and transmitted (response) to the on-board device 40 together with the notification of the block reservation completion (step F11).

  Also, if the closing management on-line information 823 is received from the on-line management device 82 (step F13: YES), the on-line management unit 711 updates the line section on-line information 722 using the received closing management on-line information 823. (Step F15). Subsequently, the block management unit 712 refers to the updated line section line information 722 and determines that the train has advanced in the section where the line state has changed from the on-line to the non-on-line, and releases the block (step F17). ). If the above process is performed, it will return to step F1 and will repeat the same process.

<Effect>
As described above, according to the second embodiment, in the on-line management of the train in the on-line management device 82, in addition to the conventional on-line and non-existing lines, three types of temporary lines are used. That is, a section in which the block is secured by the block management device 70 is a temporary line. Although the temporary line is not actually present, the temporary line is in a state of being soon due to the fact that it is secured. Then, the closing management presence line information 823 transmitted from the standing line management device 82 to the closing management device 70, the standing line information with the temporary standing line as a standing line, and the signal control standing line information 824 transmitted to the signal control device 84 are temporary This is the standing line information in which the standing line is not.

[Modification]
The two embodiments to which the present invention is applied have been described above, but the embodiments to which the present invention can be applied are not limited to these two embodiments.

For example, you may comprise the form which combined 1st Embodiment and 2nd Embodiment.
Specifically, the block management device 70 in the second embodiment is configured to be replaced with the central management device 10 in the first embodiment. In this case, the central management apparatus 10 performs line management for the entire line based on the block management line information 823 transmitted from the line management apparatus 82 of each station, and performs line management based on the line information for the entire line area. Manage the blockage of the entire ward. Thereby, the structure which has the effect of both 1st Embodiment and 2nd Embodiment is realizable.

DESCRIPTION OF SYMBOLS 10 Central management apparatus 110 Central processing part 111 Standing line management part, 112 Blocking management part 120 Central storage part 121 Central control program, 122 Section definition information 123 Fault section combination information, 124 IC tag information 125 Standing line state information, 126 Blocking state information 130 Communication unit 20 Station device 30 Train 40 On-board device 410 On-board control unit 411 IC tag verification unit, 412 Entry / exit determination unit, 413 Travel control unit 420 On-board storage unit 421 On-board control program, 422 On-board device ID
423 scheduled IC tag information, 424 detection IC tag information 425 traveling direction 430 wireless communication unit 50 IC tag 60 traffic signal 70 block management device 710 block processing unit 711 on-line management unit 712 block management unit 720 block storage unit 721 block management program 722 Line resident line information, 723 Blocking state information 80 Station equipment system 82 Line resident management device 810 Station processing unit 811 Line resident information creating unit 820 Station storage unit 821 Line resident line management program, 822 Station resident line information 823 Blocking management line information, 824 For signal control Status information 830 Communication unit, 840 Wireless communication unit 84 Signal control device

Claims (6)

A closing management system that manages the closing state of each closing section on a single line defined as the distance between the starting signal and the starting signal in the storage section by setting and updating the storage state at any time in the storage unit, where the closing section in the field above and below the crossing station
Referring to the trouble section setting information in which the trouble sections that are difficult to secure are set to each other, determine whether the train section that is scheduled to travel and the trouble section that is obstructed by the train section are in the released state. In the case of, the securing means for securing the closed section of the scheduled progress by ensuring the closed section of the scheduled progress,
A release means for releasing the blockage section when a train advance from the blockage section is detected;
When the arrival of a train to a closed section of a crossing station is detected, the closed state of the closed section is prohibited from being secured by the same direction train and temporarily released to permit securing by the oncoming train. Release means,
With
The securing means is
A means for considering the obstructed closed section as a released state when the obstructed closed section is a closed section in the opposite direction and is in a temporarily released state; and
Means for considering the obstructed closed section as a secured state when the obstructed closed section is a closed section in the same direction and is in a temporarily released state; and
Having
Closure management system. It is a train track management system that manages the track status of trains in each closed section on a single track by setting and updating the storage unit as needed,
It is configured to be able to communicate with a block management system that secures a closed section where the train is scheduled and releases the reserved block section based on the first on-line information of the train,
Temporary line setting means for setting the block section secured by the block management system to a temporary line state;
On-line setting means for setting the closed section to the on-line state when an approach of the train to the closed section is detected;
A non-existing line setting means for setting the closed section to a non-existing line state when a train advance from the closed section is detected;
The on-line information providing means for generating the first on-line information by providing the closed section in the standing line state and the closed section in the temporary line state as a standing line, and setting the non-on-line state closing section as a non-existing line, and providing to the closing management system ,
Train on-line management system equipped with. It is configured to be able to communicate with a signal control device that controls the display of the traffic light based on the second on-line information of the train,
Signal control on-line information that generates the second on-line information by using the closed section in the standing line state as a standing line, the closed section in the temporary line state, and the non-on-line state as a non-existing line, and provides the signal control device with the on-line information for signal control Providing means,
The train line management system according to claim 2, further comprising: The block management system according to claim 1 configured to be communicable with the train station management system according to claim 2,
A securing section notifying means for notifying the train line management system of the closed section secured by the securing means;
The release means detects a closed section where the train has advanced based on the first on-line information provided from the train on-line management system, and sets the closed section to a released state.
Closure management system. It is a block management method for managing the closed state of each closed section on a single line where the closed section of the floor above and below the crossing station is defined as between the traffic signal and the departure signal,
Referring to the troubled section setting in which the obstructing sections that are difficult to secure are set, determine whether the obstructing section of the train scheduled to travel and the obstructing section of the obstructing section are in the released state. A securing step for securing the planned closed section in a case,
A release step of setting the closed section to a released state when a train advance from the closed section is detected;
When the arrival of a train to a closed section of a crossing station is detected, the closed state of the closed section is prohibited from being secured by the same direction train and temporarily released to permit securing by the oncoming train. A release step;
Including
The securing step includes
When the blockage section that is obstructed by the planned blockage section is a blockage section in the opposite direction and is in the temporary release state, the step of considering the blockage section that has the obstacle as the release state;
When the obstructed blockage section is a blockage section in the same direction and is in a temporarily released state, the blockage section having the obstruction is regarded as a secured state; and
including,
Closed management method. A train track management method for managing the track status of a train in each closed section on a single track,
A temporary line setting step for setting a closed section secured by a block management system that secures a closed section where a train is scheduled to travel and releases the reserved closed section based on the first standing line information of the train; and
In-line setting step for setting the closed area to the in-line state when an approach of the train to the closed area is detected;
A non-existing line setting step for setting the closed section in a non-existing state when a train advance from the confined section is detected;
The standing line information providing step of generating the first standing line information by providing the closed section in the standing line state and the closing section in the temporary line state as the standing line, and the non-existing line closing section as the unexisting line, and providing to the closing management system; ,
Train on-line management method.

Images