JP2021126999A - Central apparatus - Google Patents

Abstract

To provide a novel mechanism which allows a train outside a site signal device to safely enter a station yard when the site signal device cannot display due to failure, even when a hand signal substitute device is not established.SOLUTION: A central apparatus 1 selects an outside approaching train which is outside a site signal device and is the nearest to the site signal device based on on-rail information when the apparatus detects input of a notification signal indicating that the site signal device is in a display disabled state or in a site signal device disabled state being in a display unstable state or operation input indicating that the site signal device is in the site signal device disabled state. Moreover, the apparatus outputs a notice to allow the outside approaching train to enter a target station when the opening direction of a point machine on a course where the outside approaching train enters the target station is the direction of the course of the outside approaching train and there are no other trains on rails in a station yard of the target station and on the course of the outside approaching train.SELECTED DRAWING: Figure 1

Description

The present invention relates to a centralized device that is communicatively connected to a station interlocking device.

In railways, for safe train operation, interlocking control is performed to operate the traffic lights and rolling machines at each station in a chain. When an on-site signal, which is one of the targets of interlocking control, fails, a substitute hand signal is used. The substitute hand signal is made by a hand signal by a flag or a light, a hand signal substitute provided attached to the traffic light, or a portable hand signal substitute. Since the substitute hand signal is treated as a station and requires on-site safety confirmation (confirmation of the opening direction of the turning machine and the absence of the train), the train cannot enter the station until safety is ensured. It will stop outside. To deal with this, the central operation management device changed the signal to be controlled to a hand signal substitute when the station's on-site equipment such as signals, turnouts, and track circuits failed. , A technique has been proposed in which a hand signal substitute is remotely controlled to eliminate the need for a handler at a station and to enable smooth train operation (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2006-62513

The above-mentioned technique of Patent Document 1 is based on the premise that a hand signal substitute is attached to a traffic light, and cannot be applied to a traffic light to which a hand signal substitute is not attached. At unmanned stations such as off-road lines and stations with few station staff, even if there are few station staff, if a substitute hand signal is used due to a failure of the on-site signal, there will be a shortage of personnel to carry out safety confirmation and handle the substitute hand signal inside the station. .. In this case, since it is necessary to wait for the arrival of the dispatched staff, the train will not be able to enter the station even though the train has stopped just before the station for a long time, and the passengers will have to put up with it. You will be forced.

The problem to be solved by the present invention is that even when a hand signal substitute is not attached, when the on-site signal cannot be displayed due to a failure or the like, the train outside the on-site signal can be safely sent to the station yard. It is to propose a new mechanism that makes it possible to enter the area.

The first invention for solving the above problems is
It is a centralized device that manages line information including the position of each train and the course of each train, and is connected to the station interlocking device by communication.
A detection means for detecting an input of a notification signal indicating that the on-site signal for entering the target station of the station interlocking device is in an in-field signal disabled state, or an operation input indicating that the on-site signal is in a disabled state ( For example, the impossible state detection unit 204) in FIG. 5 and
When the detection means is detected, the outermost train extraction means (for example, FIG. 5) that extracts the outermost trains that are outside the on-site signal and that are closest to the on-site signal based on the on-line information. Outer most recent train extraction unit 206) and
A conversion state acquisition means (for example, a conversion state acquisition unit of FIG. 5) that determines a turning machine on the course in which the outermost train enters the target station and acquires the conversion state of the determined turning machine. 208) and
A first means for determining the presence / absence of a line (for example, the presence / absence determination unit 210 in FIG. 5) for determining whether or not another train is present in the course of the nearest train to the outside.
When the opening direction indicated by the conversion state is the course direction of the outer nearest train and it is determined by the first presence / absence determination means that there is no existing line, the target station with respect to the outer nearest train. The first entry permission notification output means (for example, the entry permission notification unit 212 in FIG. 5) that outputs the entry permission notification to the
It is a central device equipped with.

According to the first invention, when the on-site signal cannot be shown due to a failure or the like, a train outside the on-site signal is allowed to enter the station yard on the premise of ensuring safety without using a hand signal substitute. be able to. That is, the opening direction of the turning machine on the path of the nearest train to the outside is the direction of the course, and there is no other train on the path to the nearest train outside the on-site signal that has become disabled. If this is the case, it is determined that the safety of the route to enter the station yard is secured, and an entry permission notification is output to the nearest train to the outside. This makes it possible to reduce the long-term out-of-flight stoppage of the train.

The second invention is
It is a centralized device that manages line information including the position of each train and the course of each train, and is connected to the station interlocking device by communication.
A detection means for detecting an input of a notification signal indicating that the on-site signal for entering the target station of the station interlocking device is in an in-field signal disabled state, or an operation input indicating that the on-site signal is in a disabled state ( For example, the impossible state detection unit 204) in FIG. 5 and
When the detection means is detected, the outermost train extraction means (for example, FIG. 5) that extracts the outermost trains that are outside the on-site signal and that are closest to the on-site signal based on the on-line information. Outer most recent train extraction unit 206) and
A conversion state acquisition means (for example, a conversion state acquisition unit of FIG. 5) that determines a turning machine on the course in which the outermost train enters the target station and acquires the conversion state of the determined turning machine. 208) and
A second presence / absence determination means (for example, presence / absence determination unit 210 in FIG. 5) for determining whether or not another train is present on the approach route in the opening direction indicated by the conversion state.
A second approach permission notification output means (for example, FIG. 5) that outputs an entry permission notification to the target station to the outermost train when it is determined by the second presence / absence determination means that there is no line. Entry permission notification section 212) and
It is a central device equipped with.

According to the second invention, when the on-site signal cannot be displayed due to a failure or the like, a train outside the on-site signal can enter the station yard without using a hand signal substitute. In other words, if there is no other train on the approach route in the opening direction of the turning machine on the path of the nearest train to the outside of the in-field signal that has become disabled, the station yard Judging that the safety of the route to enter the train is secured, the entry permission notification is output to the nearest train to the outside. If the incapacitated state of the traffic light in the hall is caused by the failure of the station interlocking device, it is highly possible that the turning machine is also in an unconvertible state. In such a case, even if the opening direction of the turning machine is different from the course direction of the outermost train, if the safety of the approach route in the opening direction is ensured, the outermost train is turned. It is possible to enter the station yard and arrive at the platform by the approach route in the opening direction of the train. This makes it possible to reduce the long-term out-of-flight stoppage of the train.

Application example of central device. Arrangement example in the station yard. An example of a traffic light in the hall becoming unusable. An example of a traffic light in the hall becoming unusable. Functional configuration diagram of the central device. An example of station management information. Flowchart of processing performed by the central device.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. It should be noted that the embodiments described below do not limit the present invention, and the embodiments to which the present invention can be applied are not limited to the following embodiments. Further, in the description of the drawings, the same elements are designated by the same reference numerals.

[System configuration]
FIG. 1 is an application example of the central device of the present embodiment. The central device 1 of the present embodiment is installed in, for example, the central command room, and can communicate with, for example, the station interlocking device 3 also installed in the central command room via the communication network N, and is a train traveling on a railroad track. Wireless communication is possible with the on-board device 12 mounted on the 10 and on-site equipment such as the signal 22 and the rolling machine 24 provided on the railroad track. The communication between the on-site equipment such as the traffic light 22 and the turning machine 24 and the station interlocking device 3 and the communication between the on-site equipment and the central device 1 are not wireless communication but wired communication. It may be. Even in that case, the communication between the train 10 and the station interlocking device 3 and the communication between the train 10 and the centralized traffic control 1 are wirelessly connected.

The communication network N means a communication path capable of data communication, and is installed so that, for example, a dedicated line such as an optical cable connecting the central device 1 and the station interlocking device 3 or a communication area continuously includes the station yard. Includes multiple wireless communication base stations. The station interlocking device 3 is provided for each station, and in order to secure a safe train course in the premises of the target station, the signal 22 such as the on-site signal and the departure signal installed in the premises of the target station and the turning device 24 Interlocking control such as providing a chain between the two to operate is performed.

The centralized device 1 manages on-line information including the position of each train 10 and the course of each train 10. The on-line information includes the position and speed of each train 10, and the traveling direction such as an ascending direction and a descending direction. The "position" of the train 10 is a position on a railroad track expressed in kilometers, but may be geolocation information such as latitude and longitude. The on-line information may be acquired by the central device 1 wirelessly communicating with the on-board device 12 of each train 10, or may be acquired from another device such as an operation management device, which is also installed in the central command room. You may. The course of each train 10 is acquired from the station interlocking device 3. The course of the train 10 is a route until it arrives at the arrival number of the next stop of the train 10 defined by the train schedule.

Further, the central device 1 manages the state of on-site equipment such as the traffic light 22 and the turning machine 24 at each station. The state of the on-site equipment may be acquired from the station interlocking device 3, or may be acquired by the central device 1 wirelessly communicating with the traffic signal 22 and the turning device 24 at each station. The "state" of the on-site equipment is, in the case of the rolling machine 24, the state of the conversion operation including the completion of the conversion to the localization or the reverse position and the conversion, the state of the normal state such as the presence or absence of the lock, and the conversion. Includes the state at the time of failure such as impossibility. In the case of the traffic light 22, in addition to the normal state such as the display, the state at the time of failure such as the inability to display is included.

When the central device 1 detects that the on-site signal at a certain station is in an incapacitated state due to a failure or the like, the central device 1 satisfies a predetermined condition for ensuring the safety of the station premises for the train for which the on-site signal is the target of signal display. If so, notify the entry permission.

This will be described in detail. FIG. 2 is an example of arrangement in the station yard, and exemplifies a station which is an island platform in a single track section. As shown in FIG. 2, the direction to the right is the downward direction, and the direction to the left is the upward direction. 22b, the on-site signal (up-field signal) 22c for the up train, the departure signal (up-departure signal) 22d, and the turnout that converts the turnout at the down branch of the platform (down turn). A machine) 24a and a turning machine (upward turning machine) 24b for converting a turnout at an ascending branch of the platform are installed. For the down train 10 entering the station, a route 14 arriving at the down track of the platform is configured, and the down train 10 enters the station yard along the route 14 according to the progress indication of the down hall signal 22a. Similarly, although not shown, a route arriving at the up track is configured for the up train, and the up train enters the station yard along the route by the progress indication of the in-field signal 22c.

FIG. 3 shows an example in which the traffic light in the hall is disabled. FIG. 3 shows an example in which the downhill traffic light 22a is in an incapable state. The "impossible state" of the traffic light in the hall is a state in which the traffic light cannot be displayed due to a failure of the traffic light such as a lamp or an internal circuit, or a failure of the station interlocking device 3 or the station interlocking device 3 and the hall. It is an indefinite state in which the display is not made due to a communication problem with the traffic light. The central device 1 detects that the on-site traffic light is in the "incapable state" by inputting a notification signal indicating that the on-site traffic light is in an incapable state or an operation input by a commander indicating that the on-site traffic light is in an incapable state. .. The input of the notification signal indicating that the on-site signal is in an disabled state is, for example, the reception of a signal indicating the failure of the station interlocking device 3 from the station interlocking device 3 or another device that monitors the station interlocking device 3, or the on-site signal of the on-site signal. The failure detection signal by the self-diagnosis function is received from the on-site signal, the failure detection signal by the diagnosis function of the signal relay circuit instructing the display of the on-site signal is received from the signal relay circuit, and the like. The operation input indicating that the on-site signal is in an incapable state is, for example, an operation input by a commander who recognizes that the on-site signal is in an incapable state.

When the central device 1 detects that the on-site traffic light is in an incapacitated state, it extracts the outermost train that is outside the on-site traffic light and is closest to the on-site traffic light. That is, the outermost train is the train closest to the on-site traffic light among the trains trying to enter the station yard inside the on-site traffic light from the outside of the on-site traffic light. In FIG. 3, as an example of the outermost train, the train 10 that is stopped outside the on-site signal is shown, but the train running between the stations can also be the outermost train.

The centralized traffic control 1 determines the conversion state of the turning machine on the course of the nearest train to the outside. In addition, it is determined whether or not there is another train in the course of the nearest train outside the station. If the opening direction indicated by the conversion state of the turning machine is the direction of the outermost train, and if there is no line on the outermost train in the station yard, then the outermost train Outputs an entry permission notice to the station yard (inside the traffic light in the hall).

In the example of FIG. 3, the opening direction of the down-turning machine 24a, which is the turning machine on the course 14 of the down train 10 which is the outermost train, is the course direction (localization) of the outermost train. ing. In addition, no other train is present on the path 14 of the down train 10, which is the nearest train to the outside (no existing line). Therefore, it is determined that the safety of traveling into the station yard is ensured, and the centralized traffic control 1 notifies the down train 10, which is the nearest train to the outside, of the permission to enter the station yard along the route 14. Send. In addition, although FIG. 3 shows an example in which one rolling machine exists in the course of the nearest train to the outside, it is a case where two or more (plural) rolling machines exist in the course. Similarly, it is determined whether or not safety is ensured on the condition that the opening direction of all the turning machines on the course is the course direction.

Here, the "conversion state" of the turning machine is a state of conversion operation (a state in which conversion to localization or inversion is completed, or a state other than conversion completion including conversion) and the presence or absence of a lock. including. The "opening direction" indicated by the conversion state of the turning machine means the direction (localization or reversal) in which the conversion and locking are completed and the train can pass through. In other words, if the conversion operation is completed but the locking is not completed, the opening direction is considered to be "converting", and the nearest train outside is not allowed to enter the station yard.

Further, in the central device 1, even if the opening direction of the rolling machine on the path of the nearest train to the outside is different from the direction of the course, another train is on the approach route in the opening direction of the rolling machine. If the train is not on the line, it is judged that safety is ensured when entering the station yard, and the nearest train to the outside is allowed to enter the approach route in the opening direction.

FIG. 4 shows an example in which the opening direction of the rolling machine on the course of the nearest train to the outside is different from the course direction. In the example of FIG. 4, the opening direction of the down-turning machine 24a, which is the turning machine on the course of the down train 10 which is the most recent outside train, is different from the course direction (localization) (reverse position). It has become. Further, there are no other trains on the approach route 16 in the opening direction (reverse position) of the down-turning machine 24a in the station yard (no line). Therefore, the centralized traffic control 1 determines that the safety of traveling entering the station yard is ensured, and the opening direction (reverse position) of the down-turning machine 24 with respect to the down train 10 which is the nearest train to the outside. ), A notice of permission to enter the station along the approach route 16 is transmitted. An example as an emergency measure that allows passengers to get off by stopping the down train 10 at an early stage, although it is not the original course because the on-site signal (in this case, the down-field signal 22a) is in an incapable state. Is.

Although not shown, in cases other than the two examples shown in FIGS. , B) The opening direction of the rolling machine on the course is the course direction, but if there is another train on the course, c) The opening direction of the rolling machine on the course is the course direction. In any case where the direction is different from that of the above and another train is on the approach route in the opening direction, the station yard (inside the signal in the hall) with respect to the nearest train outside. Do not allow entry into. If you do not allow entry into the station yard, you may send a notice to that effect to the nearest train to the outside.

The approach permission notification transmitted to the nearest train outside is a signal for notifying the notification device mounted on the cab of the train 10 to notify the entry permission to the inside (inside the station yard) of the on-site traffic light. The notification device is mounted at a position where the driver of the cab of the train 10 can see it. As the notification of the entry permission in the notification device, for example, the notification device is configured to have one or a plurality of indicator lights, and these indicator lights are turned on or blinked according to the permission / non-permission of the approach. When permitting the entry, the lighting color may be different depending on whether the opening direction of the rolling machine on the course of the train 10 is the course direction or a different direction. Further, the notification device may be configured to have an image display device such as a display, and the route (route) on which the train 10 should proceed may be illustrated on the schematic diagram in the station yard, or the branch on the route (route) to be followed. A design or text message may be displayed to inform the direction of the train or the arrival number of the platform. Furthermore, the notification device is configured to have a voice output device such as a speaker, and an alarm sound according to permission / non-permission of entry, a voice message of the content that informs the direction of the branch where the train should proceed, the arrival number of the platform, etc. It may be output.

[Functional configuration]
FIG. 5 is a block diagram showing a functional configuration of the central device 1. According to FIG. 5, the central device 1 includes an operation unit 102, a display unit 104, a sound output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300, and is configured as a kind of computer system. can do.

The operation unit 102 is realized by an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal corresponding to the performed operation to the processing unit 200. The display unit 104 is realized by a display device such as a liquid crystal display or a touch panel, and performs various displays according to a display signal from the processing unit 200. The sound output unit 106 is realized by an audio output device such as a speaker, and outputs various sounds according to an audio signal from the processing unit 200. The communication unit 108 is realized by a wired or wireless communication device, is connected to the communication network N, and is connected to an external device such as a station interlocking device 3 or an operation management device, an on-board device 12 of each train 10, a signal 22, and a roll. Communicates with station site equipment such as machine 24.

The processing unit 200 is a processor realized by an arithmetic unit such as a CPU (Central Processing Unit) or an FPGA (Field Programmable Gate Array) or an arithmetic circuit, and programs and data stored in the storage unit 300 and from the operation unit 102. Overall control of the central device 1 is performed based on the input data and the like. Further, as a functional processing block, the processing unit 200 includes an on-line management unit 202, an impossible state detection unit 204, an outer nearest train extraction unit 206, a conversion state acquisition unit 208, and an on-line presence / absence determination unit 210. It has an entry permission notification unit 212. Each of these functional units included in the processing unit 200 can be realized by software by the processing unit 200 executing a program, or can be realized by a dedicated arithmetic circuit. In the present embodiment, the former will be described as being realized by software.

The on-line management unit 202 manages the on-line information 304 including the train ID, position, speed, and traveling direction of each train 10. The on-line information 304 may be the on-line position information acquired by performing wireless communication between the on-board device 12 of each train 10 and the communication unit 108, or for each track using the track circuit acquired from the station interlocking device 3. It may be used as the on-line information. In addition, the on-line information 304 includes conditions for indicating progress such as an oncoming locking condition (a condition for checking that the course is not set from the opposite direction to the course of the train) and a train protection condition. May be added.

The incapacity detection unit 204 inputs a notification signal indicating that the on-site signal for entering the target station of the station interlocking device 3 is in the on-site signal incapable state, or an operation input indicating that the on-site signal is in the incapable state. Is detected. The in-field signal disabled state is, for example, a state in which the display is impossible due to a failure of the on-site signal such as a failure of the lamp or internal circuit of the on-site signal, a failure of the station interlocking device 3, or a failure of the station interlocking device 3 and the on-site signal. The signal in the hall is not displayed or the display cannot be specified due to communication problems between the stations. The impossible state detection unit 204 receives a signal indicating a failure of the station interlocking device 3 from the station interlocking device 3 or another device that monitors the station interlocking device 3 via the communication unit 108, or receives a signal indicating the failure of the station interlocking device 3 from the on-site signal. It is detected that the traffic signal in the hall is in an incapable state by receiving a failure detection signal by the self-diagnosis function of the traffic light, operating input of a commander via the operation unit 102, and the like.

When the incapacity detection unit 204 detects that the on-site signal is in an incapacitated state, the outside nearest train extraction unit 206 is outside the on-site signal and is outside the on-site signal based on the on-line information 304. Extract the nearest train (see Fig. 2 and Fig. 3). In some cases, the nearest train to the outside does not exist. The position of the traffic light in the hall is stored in the signal management information 308b in the station management information 308.

FIG. 6 shows an example of station management information 308. As shown in FIG. 6, the station management information 308 is generated for each station, and in association with the station name 308a, the signal management information 308b, the turning machine management information 308c, the impossible state detection information 308d, and the outside The latest train information 308e is stored.

The traffic light management information 308b stores information such as the type, installation position, current display, etc. of the venue, departure, shunting, etc., in association with the traffic light ID for each traffic light installed in the premises of the relevant station. .. The display of the traffic light is acquired from the station interlocking device 3 or the traffic light via the communication unit 108.

The tumbling machine management information 308c includes the installation position, the state of the conversion operation, and the presence / absence of the lock in association with the tumbling machine ID for each of the tumbling machines installed in the premises of the corresponding station. It stores information such as the conversion status of. The conversion state of the tumbling machine is acquired from the station interlocking device 3 or the tumbling machine via the communication unit 108.

The impossible state detection information 308d indicates whether or not the impossible state detection unit 204 has detected that each of the on-site traffic lights installed in the premises of the corresponding station is in an impossible state (presence or absence of detection) in association with the signal ID. Stores information.

The outer nearest train information 308e is associated with the train ID for each of the outer latest trains extracted by the outer nearest train extraction unit 206, and is associated with the signal ID of the approaching on-site signal and the station by the approach permission notification unit 212. Information such as whether or not entry to the premises is permitted (entry permission or rejection) is stored.

The conversion state acquisition unit 208 determines the turning machine on the course in which the nearest train from the outside enters the target station, and acquires the conversion state of the determined turning machine. The course of the train is stored as the course information 306. The route information 306 is information for managing the route of each train, and stores information such as the route in association with the train ID. The course of the train is acquired from the station interlocking device 3 via the communication unit 108. Further, the installation position and the conversion state of the tumbling machine are stored in the tumbling machine management information 308c of the station management information 308. The conversion state acquisition unit 208 determines the course of the nearest train to the outside with reference to the course information 306, and determines the turning machine on the course determined by referring to the turning machine management information 308c of the station management information 308. Judge and acquire the conversion state.

The presence / absence determination unit 210 determines whether or not there is another train on the premises of the target station and on the path of the nearest train to the outside (see FIG. 3). In addition, it is determined whether or not another train is on the premises of the target station and on the approach route in the opening direction indicated by the conversion state of the turning machine on the course of the nearest train to the outside. (See Fig. 4). The positions of other trains are determined with reference to the on-line information 304.

When the entry permission notification unit 212 determines that the opening direction of the turning machine on the course of the nearest train is the course direction, and the presence / absence determination unit 210 determines that there is no other train on the course. In addition, a notification of permission to enter the target station is output for the nearest train to the outside (see Fig. 3). In addition, the opening direction of the rolling gear on the path of the nearest train to the outside is different from the course direction, and the presence / absence determination unit 210 determines that there is no other train on the approach route in the opening direction. If this is the case, a notification of permission to enter the target station along the approach route is output to the nearest train to the outside (see FIG. 4). The entry permission notification may be output after the central device 1 notifies the operator that the output condition has been satisfied and the operator's permission operation is received.

In other cases, that is, a) when the opening direction of the rolling machine on the outermost train is "changing", b) the opening direction of the rolling machine on the course is the course direction. However, if there is another train on the route, c) the opening direction of the turning machine on the route is different from the route direction, and another train is on the approach route in the opening direction. If the train is on the line, in any case, an entry disapproval notice that does not allow entry into the station yard may be sent to the nearest train outside.

The storage unit 300 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 200 controls the central device 1 in an integrated manner. The program and data of the above are stored, and are used as a work area of the processing unit 200, and the calculation result executed by the processing unit 200, the input data from the operation unit 102, and the like are temporarily stored. In the present embodiment, the storage unit 300 stores the central management program 302, the existing line information 304, the route information 306, and the station management information 308.

[Processing flow]
FIG. 7 is a flowchart illustrating the processing performed by the central device 1. This process is performed for each of the on-site traffic lights managed by the central device 1.

First, when the incapacity detection unit 204 detects that the target in-field signal is in an incapacitated state (step S1: YES), the outside nearest train extraction unit 206 refers to the in-line information 304 and is the target in-field signal. The most recent train to the outside of is extracted (step S3). If there is an outer nearest train (step S5: YES), the conversion state acquisition unit 208 determines the turning machine on the path of the outer nearest train, and acquires the converted state of the determined turning machine. Then, the opening direction indicated by the conversion state is determined (step S7).

If the opening direction is the course direction of the outermost train (step S9: YES), the presence / absence determination unit 210 refers to the presence / absence information 304 and indicates the presence / absence of another train on the path of the outermost train. Is determined (step S11). Then, if it is determined that there is no line (step S13: YES), the entry permission notification unit 212 transmits an entry permission notification to the nearest outside train to the station yard along the course (step S15). If it is determined that there is an existing line (step S13: NO), the approach permission notification unit 212 transmits a notice of refusal to enter the station yard to the nearest outside train (step S17).

On the other hand, if the opening direction of the turning machine is different from the course direction of the nearest train to the outside (step S9: NO to step S19: YES), the presence / absence determination unit 210 refers to the presence / absence information 304. , It is determined whether or not another train is present on the approach route in the opening direction of the turning machine (step S21). Then, if it is determined that there is no line (step S23: YES), a notification of permission to enter the station yard along the approach route in the opening direction of the turning machine is transmitted to the nearest train outside (step). S25). When it is determined that there is an existing line (step S23: NO), or when the opening direction of the turning machine is uncertain (step S19: NO), the approach permission notification unit 212 notifies the nearest outside train. A notice of disapproval of entry into the station yard is transmitted (step S27). When the above processing is performed, the process returns to step S1 and the same processing is repeated.

[Action effect]
In the centralized traffic control 1 of the present embodiment, the opening direction of the turning machine on the path of the outermost train is the course direction with respect to the outermost train of the in-field signal that has become impossible, and the inside of the station yard. If there are no other trains on the route, it is judged that the safety of the route entering the station yard is secured, and an entry permission notification is output to the nearest train to the outside. Further, in the centralized traffic control 1, the opening direction of the turning machine on the path of the outermost train in the station yard is different from the traveling direction with respect to the outermost train of the in-field signal that has become incapable. In addition, if there are no other trains on the approach route in the opening direction, it is judged that the safety of the route to enter the station yard is secured, and an entry permission notice is sent to the nearest train outside. Output. As a result, even if a hand signal substitute is not attached, it is possible to safely allow trains outside the on-site signal to enter the station yard when the on-site signal cannot be displayed due to a failure or the like. , It is possible to reduce the long-term off-board stop of the train.

[Modification example]
It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and of course, they can be appropriately changed without departing from the spirit of the present invention.

(A) At the time of failure of the departure signal In the above-described embodiment, the case where the on-site signal is in an incapable state due to a failure or the like has been described, but the same can be applied when the departure signal is in an impossible state due to a failure or the like.

(B) Regression permission at the time of erroneous departure It is also applicable to return (regress) the train to the outside of the departure signal when the train departs erroneously. Specifically, in FIG. 4, if the train on the up track departs erroneously when the up departure signal 22d shows red, the approach route 16 in the opening direction (reverse position) of the down turning machine 24a is set. After confirming that no other train is on the line (no line on the line), enter the station along the approach route 16 in the opening direction (reverse position) of the down-turning machine 24a. (Regression) Send a permission notice.

1 ... Central device 102 ... Operation unit 104 ... Display unit 106 ... Sound output unit 108 ... Communication unit 200 ... Processing unit 202 ... Line management unit 204 ... Impossible state detection unit 206 ... Outer most recent train extraction unit 208 ... Conversion state acquisition unit 210 ... Line presence / absence judgment unit 212 ... Entry permission notification unit 300 ... Storage unit 302 ... Central management program 304 ... Line information 306 ... Course information 308 ... Station management information 308a ... Station name 308b ... Signal management information 308c ... Interlocking machine management information 308d ... Impossible state detection information 308e ... Outside latest train information 3 ... Station interlocking device 10 ... Train, 12 ... On-board device 22 ... Signals 22a, 22c ... On-site signal 22b, 22d ... Departure signal 24 ... Rotating machine 24a ... Downward rolling machine 24b ... Upward rolling machine

Claims (2)

It is a centralized device that manages line information including the position of each train and the course of each train, and is connected to the station interlocking device by communication.
A detection means for detecting an input of a notification signal indicating that the on-site signal for entering the target station of the station interlocking device is in an in-field signal disabled state, or an operation input indicating that the on-site signal is in a disabled state. ,
When the detection means is detected, the outermost train extraction means that extracts the outermost train that is outside the on-site signal and is closest to the on-site signal based on the on-line information, and the outermost train extraction means.
A conversion state acquisition means for determining a turning machine on the course of the outermost train entering the target station and acquiring the conversion state of the determined turning machine.
A first means for determining the presence / absence of a line, which determines whether or not another train is present in the course of the nearest train to the outside.
When the opening direction indicated by the conversion state is the course direction of the outer nearest train and it is determined by the first presence / absence determination means that there is no existing line, the target station with respect to the outer nearest train. The first entry permission notification output means for outputting the entry permission notification to
Central device with. It is a centralized device that manages line information including the position of each train and the course of each train, and is connected to the station interlocking device by communication.
A detection means for detecting an input of a notification signal indicating that the on-site signal for entering the target station of the station interlocking device is in an in-field signal disabled state, or an operation input indicating that the on-site signal is in a disabled state. ,
When the detection means is detected, the outermost train extraction means that extracts the outermost train that is outside the on-site signal and is closest to the on-site signal based on the on-line information, and the outermost train extraction means.
A conversion state acquisition means for determining a turning machine on the course of the outermost train entering the target station and acquiring the conversion state of the determined turning machine.
A second means for determining the presence or absence of a line, which determines whether or not another train is on the approach route in the opening direction indicated by the conversion state.
When the second presence / absence determination means determines that there is no line, the second approach permission notification output means for outputting the entry permission notification to the target station to the outermost train, and the second entry permission notification output means.
Central device with.

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