JPH0891221A - Train operation management system - Google Patents

Abstract

PURPOSE: To provide the train operation control system which can materialize automation for shunting control at a comparatively low cost by adding minimum equipment as much as possible to an existing contralized system acting as a base. CONSTITUTION: The system is equipped with a means 202 which monitors (201) the train timing of a main line at an object station, and outputs a shunting capable signal α1 and a shunting capable reset signal α2 , and with a yard track control means 20 which judges (301) whether or not shunting is permitted upon receiving a conditional signal β as a result of a signal which has been locked, and forwards a required track setting output signal γto an interlocking means 7. Therefore, the roles of main line track control and yard shunting track control can thereby be resonably burdened without a hitch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation management system for monitoring and controlling train operation by using an electronic computer on a railway line connecting a plurality of stations.

[0002]

2. Description of the Related Art FIG. 6 shows, for example, JP-A-56-14275.
It is a figure which shows the whole structure of the conventional typical centralized train operation management system shown by the 4th publication. In the figure, 1 is a central processing unit that controls and manages train operation by inputting train timetable information and current operation information, and 2 is an operation panel that incorporates a CRT display and displays operation input and delay information and train timetable information. Reference numeral 3 denotes an operation display panel for displaying train operation status, and 4 denotes CTC (which outputs current operation information such as signal information from each station to the central processing unit 1 and outputs a control management command from the central processing unit 1 to each station. Centralized traffi
c control) Central device, 5 is an input / output interface device for exchanging information between the central processing unit 1 and the CTC central device 4, and 6a, 6b ... 6n are central processing units 1 at stations A, B to N. CTC station controller for controlling the route by controlling the traffic lights and the turning machines in each jurisdiction via the interlocking devices 7a, 7b to 7n based on the control management command from
8 is a CTC central device 4 and each CTC station control device 6a, 6b
It is a CTC transmission line for transmitting information to and from 6n.

Next, the operation will be described. The central processing unit 1 manages the train schedule, and each CTC station control device 6a-
Based on the current operation information input from 6n, train tracking (tracking which train is located where and how it is operated) is performed to control the train route. The tracking result is output to the operation display panel 3, the train position is displayed by a lamp, and the train number is displayed by a number. When the train operation is disturbed from the planned train schedule, the schedule change is input from the operation panel 2 and the central processing unit 1 updates the schedule information (referred to as train rescheduling).

A control management command from the central processing unit 1, that is, a route control output, is input / output interface device 5, CTC.
Via the central unit 4 and CTC transmission line 8
It is sent to the TC station control device 6, and each CTC station control device 6 controls the corresponding route via the interlocking device 7. As a result of the route control, train movement occurs, but this train movement is caused by the change in the operating state of the track circuit relay (not shown) and the interlocking devices 7a to 7a.
other signal information (point turn direction,
CTC station control device 6, C along with track opening status etc.)
The data is transferred to the center via the TC transmission line 8 and the CTC central unit 4, and is further sent from the input / output interface unit 5 to the central processing unit 1 and the operation display panel 3. Then, the central processing unit 1 performs the subsequent train tracking including the new operation information, and the operation display panel 3 displays the train operation.

As described above, in the conventional centralized train operation management system, each information is collected in the central processing unit 1 and the operation of each train is controlled based on the route control. By the way, among stations on the route, there are large-scale stations where composition of various trains is changed, and at these stations, yard replacement work is carried out by utilizing train operation intervals. That is, the required number of trains is replaced within a range that does not hinder the operation of the main line. However, since the operation schedule related to this premises replacement is complicated by planning and execution, depending on the conditions peculiar to each station, it is excluded from the management target of the central processing unit 1, and is mainly operated by the operator on each premises. It is done by operation.

Next, a so-called distributed train operation management system will be described in which the function of the station control device is expanded to pursue further automation in contrast to the centralized train operation management system described above. FIG. 7 shows, for example, the magazine “Railway and Electric Technology” 1992, 6 Vol. 3 No. 6 P. 19-
It is a figure which shows the whole structure of this kind distributed train operation management system described in No. 23. In the figure, the central processing unit 1, the operation panel 2, and the operation display panel 3 are the same as those in the case of FIG. Reference numeral 9 denotes a front-end processing unit (front-end processor), which corresponds to the centralized input / output interface unit 5. Reference numeral 10 is a central communication terminal station connected to the transmission line 11, and 10a and 10b are communication terminal stations of the station A and the station B connected to the transmission line 11, respectively. In the device configuration of each station, only station A is illustrated, and the others are omitted.

12a is a station PRC (Prog
rammed route control) device, 7b is interlocking device, 13a
Is a wireless base station on the premises connected to the station PRC device 12a,
Reference numeral 14a is a portable wireless operation terminal handled by a local operator. Reference numeral 15a is an operation terminal for inputting a replacement schedule on the premises, and 16a is a guidance terminal for processing guidance information.
The automatic broadcasting device 17a and the departure signboard 18a are controlled.

Next, the operation will be described. The train timetable is edited by the central processing unit 1 into a timetable for each station, and at the time of day change, the station PRC device 12a passes through the front processing unit 9, the communication terminal station 10, the transmission line 11, and the communication terminal station 10a of the station A.
Sent to The station PRC device 12a manages the station schedule given from the operation terminal 15a and the mainline schedule from the center as a single station schedule. In the case of changing the timetable, the information related to the main line train is corrected and input from the operation panel 2, and after the change processing is performed by the central processing unit 1, the change information is changed to the station P by the same route as the above train timetable.
It is sent to the RC device 12a and managed. Items related to premises replacement are corrected and input from the operation terminal 15a, changed and managed by the station PRC device 12a.

The station PRC device 12a independently tracks the train based on the train schedule and controls the route. Information necessary for tracking control is input from the interlocking device 7a to the station PRC device 12a, and its control output is given from the station PRC device 12a to the interlocking device 7a. In addition, the station PRC device 12a uses the guide terminal 16a to perform broadcast control (17a) and departure sign control (18a) based on the train tracking result.

Now, the route control for the on-site replacement will be described. When the operator (train operator) who performs the replacement work issues a "work start" request from the mobile wireless operation terminal 14a, the station PRC device 12a receives this request via the wireless base station 13a and receives the request for the main line train connection. Check for the presence. If there is enough time, the "replacement permission" is output. When this "replacement permission" signal is issued, the portable wireless operation terminal 14a receives it and displays "replacement permission" on its own display unit. The operator visually confirms this display and then performs the input operation for the replacement route control,
Carry out sign route control necessary for replacement.

[0011]

The conventional train operation management system is configured as described above, and in the centralized system, the route control for the yard replacement is solely entrusted to the premises operator, which reduces automation labor. It doesn't follow the request for conversion. In this respect, the decentralized system achieves a certain degree of mechanization in the replacement control by introducing the station PRC device, but the system configuration is decentralized in both hardware and software, which increases the cost accordingly. However, the scale of transportation commensurate with investment is limited, and there are limits in terms of investment efficiency when it is applied to trunk lines or sub-trunk lines, where the transportation density is not so high despite the fact that many stations have complicated station structures.

The present invention has been made to solve the above problems, and by adding a minimum amount of equipment based on the existing centralized system, the replacement control can be performed at a relatively low cost. The purpose is to obtain a train operation management system that can realize automation.

[0013]

[Means for Solving the Problems] A train operation management system according to claim 1 monitors train intervals of main lines at a target station with a central processing unit and can replace trains during a train replaceable period at the target station. On the condition that the means for outputting the signal and the presence of the interchangeable signal are present, the internal route for performing the internal exchange route control by controlling the traffic signal etc. in the target station via the interlocking device instead of the station control device It is equipped with a control device.

The train operation management system according to a second aspect of the present invention is the train operation management system according to the first aspect, wherein the interchangeable signal from the interchangeable signal output means is input and the interlocking device of the target station is present while the interchangeable signal is present. By means of locking the main line signal by
The premises route control device performs yard replacement route control on the condition of this locking operation.

A train operation management system according to a third aspect of the present invention is the train operation management system according to the first or second aspect, which includes an operation terminal connected to the premises route control device via a transmission means, and starts the work input from the operation terminal. The interchangeable signal output means is operated based on the request command.

The train operation management system according to a fourth aspect of the present invention is the train operation management system according to the third aspect, wherein the yard route control device inputs the yard schedule information in advance, and the yard operator is operated without involvement of the yard operator. The traffic signal is directly controlled on the basis of the schedule information on the premises, and the replacement sign operated according to the judgment of the premises operator is controlled on the basis of an operation command input from the operation terminal.

The train operation management system according to a fifth aspect of the present invention is the train operation management system according to any one of the first to fourth aspects, wherein only the predetermined station where the yard replacement is carried out among the plurality of stations forming the route. It is equipped with a control device.

[0018]

The central processing unit of the train operation management system according to claim 1 controls the operation of the main line trains, monitors the train spacing of the main lines at the target station, and outputs a replaceable signal when the trains can be replaced. To do. Upon receiving this signal, the campus route control device controls the traffic signal and the like in the target station premises instead of the station control device.

Further, in the train operation management system according to the second aspect, since the interlocking device locks the main line traffic signal while the interchangeable signal is present, the display of the main line traffic signal is displayed during the exchange control by the yard route control device. There is no fear of change.

Further, since the central processing unit of the train operation management system according to claim 3 carries out interval monitoring after the replacement work start request command is issued from the operation terminal, this monitoring processing duty is reduced. .

Further, the premises route control device of the train operation management system according to claim 4 directly controls the interchange signal on the basis of the yard schedule information, and controls the interchange sign on the basis of an operation command from the operation terminal. Therefore, the maximum degree of automation of the replacement control is realized.

Further, in the train operation management system according to the fifth aspect of the present invention, the premise control device is provided only in the predetermined station where the premise replacement is carried out, and the other stations are provided only with the premise control device.
A train operation management system that is rational and economical with no waste in the configuration of the entire line is realized.

[0023]

【Example】

Example 1. 1 is a diagram showing the overall configuration of a train operation management system according to a first embodiment of the present invention. In the figure, the central processing unit 1, the operation panel 2, the operation display panel 3, the CTC central unit 4, the input / output interface unit 5, the CTC station control unit 6, the interlock unit 7, and the CTC transmission line 8 are those shown in FIG. Is equivalent to That is, the present invention is based on the conventional so-called centralized train operation management system, to which the following equipment is newly added. The configuration of this additional content will be described below. In addition, also in FIG. 1, only the station A is illustrated as the station, and illustration of other stations is omitted.

In the figure, 20 is a premises route control device connected to the central processing unit 1 via a communication line 19, 21 is an operating terminal for inputting premises schedule information, and 22 is connected to the premises route control device 20. Radio base station on the premises, 23
Is a portable wireless operation terminal handled by a local operator.

Next, prior to the description of the operation of the train operation management system according to the first embodiment of the present invention, the contents of the yard replacement will be described in detail by taking the wiring diagram of FIG. 2 as an example. Assuming that the station where this yard replacement is carried out is A station, points that determine the movement of trains and vehicles at A station, that is, points that can be the starting point and the ending point are indicated by (A) to (M). . However, in FIG. 2, for the sake of convenience, for example, (A) is displayed in a form in which A is marked in a circle.

[0026] For example, the down main line train is (A) → (C) →
Move to (I). Similarly, for the upbound main line train (J) →
Move from (D) to (M). Traffic lights control the movement and course of such trains and vehicles. The traffic signals include a main signal (on-site, departure) signal that controls the movement of the main line train, and a switching signal and a switching sign that control the movement of the replacement vehicle on the premises. In FIG. 2, a and b are traffic lights of the down main line, and j, k, l, and m are traffic lights of the up main line.

By the progress of a, (A)
(B), similarly, b (A) → (C), j (J) → (D), k (J) → (E), l (J) → (F), and m ( The train can be moved from J) to (G). Also, c, d, e, f, g, h, n, o,
p and q are departure signals, respectively, and the progress indication of c is (B) → (M), and similarly, d is (B).
→ (I), by e, (C) → (I), by f, (E) →
(I), g: (F) → (I), h: (G) →
(I), n (D) → (M), o (E) →
(M), p: (F) → (M), q: (G) →
The train movement of (M) becomes possible.

Furthermore, the interchange signal and the interchange sign are related to the movement of vehicles within the station yard. The interchange signal is a signal used when rolling an arriving train from a platform to another platform. It is operated without the involvement of an on-site operator, and there are two or more inside signals protected by the signal. Do not allow different vehicles to enter. On the other hand, the replacement sign is used when composing a passenger car or a freight car, and two or more different vehicles can enter inside this sign, but in that case, be sure to move the vehicle under the guidance of the operator. Is going.

In FIG. 2, the interchange signal and the interchange sign are represented by the same symbol, and (B) →
(H), similarly, (B) → (K) by ab, (H) → (B) by ba, (H) → (E) by bb, (H) → (F) by bc, H) → (G), ca
(K) → (B), cb causes (K) → (E), c
The vehicle can be moved from (K) to (F) by c and from (K) to (G) by cd.

Next, the train schedule will be described with reference to FIG. In the figure, 100 is a train schedule for the main line,
(B), (C), etc. are points 1 to 9 at each point of the A station described in FIG.
Are train numbers. Of the train numbers, odd numbers are down trains and even numbers are up trains. And trains 1, 2,
Stations 4, 5 and 8 stop at the target station A and leave in the same direction. Trains 3 and 7 are trains that terminate at station A, and trains 6 and 9 are trains that depart from station A.

In FIG. 3, 101 is a train schedule 100 for the main line.
It is a yard replacement timetable corresponding to. (H), (B), ...
... (K) is the number line in the premises corresponding to the figure. Train one
It is expressed that 5 stops on track (C) and trains 2, 4, and 8 stop on track (D), and then exits as it is.

The relationship between the trains 3 and 6 is as follows. That is, the train 3 comes from the direction of the down main line (A), enters the arrival and departure number line (B), then moves to the interchange number line (H) (this is called a train 3 '), and the interchange number line (H). ) To reverse the driving direction (to become the train 6 ') and move to the arrival and departure number line (E), and then the first departure line at this number line (E) and then the uphill (M)
It shows that the train will depart as train 6. Similarly, the relationship between trains 7 and 9 is as follows. That is, both trains are assumed to be locomotive towing trains such as freight or passenger cars, and the train 7 comes from the direction of the down main line (A) and is controlled by the traffic signal s to enter the arrival and departure number line (F). Track number (F)
Only the locomotive is disconnected at (to become the train 7 '), move to the interchange line (K), and then go to the arrival and departure line (G) and leave it at the line (G) (to become the train 7 "). And then move again to the numbered line (F) via the numbered line (K) (train 9 ″ → 9 ′), where the number of connections is increased. After that, it is shown that the train 9 departs the down main line in the direction of (I).

Considering the role of the central commander, the central commander is monitoring the train operation on the main line, and how the replacement work at each station is performed. Whether it is done is a matter not to be monitored. Considering the case of the A station illustrated in FIGS. 2 and 3, it can be said that the replacement work from the trains 7 to 9 does not need to be monitored from the center because it does not hinder the train route of the main line. However, train 3
In the replacement work from No. 6 to No. 6, the main line is crossed when moving from the exchange number line (H) to the arrival and departure number line (E), which may hinder the operation of the main line train in some cases.

In the present invention, as shown in the overall configuration of FIG. 1, a central processing unit 1 is placed in correspondence with a main line timetable, and a premises route control device 20 is provided in correspondence with a premises exchange timetable.
The central processing unit 1 controls the on-site / departure traffic lights related to the main line, and the local route control device 20 controls the interchange traffic lights or interchange signs. By coordinating the instruction system given from the central processing unit 1 via the CTC station control device 6 and the instruction system given from the yard route control device 20 to the interlocking device 7 that directly controls and drives a traffic signal or the like. , It is intended to realize a smooth premises replacement without hindering the operation of main line trains. Hereinafter, the method of cooperatively controlling the interlocking device 7 will be described in detail with reference to FIG.

FIG. 4 shows a part of the processing flow in the central processing unit 1, the yard route control device 20 and the portable radio operating terminal 23, particularly the part relating to the yard replacement control of the present invention. Accordingly, the interlocking device 7 is controlled and finally each traffic signal is controlled and driven. First, the central processing unit 1 monitors the main line train spacing as a part of train tracking processing (block 201). That is, the time when the main traffic signal of the main line is not controlled is detected from the train position and the train schedule at each time point to be judged, and the arrival of the control time is monitored. The fact that the control can be maintained means that it is possible to form an exchange route that obstructs the main line.

In FIG. 2, (B) ← → (K), (E),
(F), (G) ← → (H) are obstacle routes on the main line, and the control interval is monitored by the train leaving the arrival and departure number line (B) or (C) for a while in the direction of the main line (I). That there is no
Also, from the main line (J) direction, the arrival and departure number line (B) or (D)
Detect the time when there is no train coming in the direction (G).

When it is detected that the above conditions are satisfied, the central processing unit 1 outputs the interchangeable signal α ₁ to the interlocking device 7 (block 202). The interlocking device 7 receives the interchangeable signal α ₁ and locks (locks) the related main traffic light so that it cannot be controlled after that time. In addition, in the same block 202, when it is detected that the switching route for obstructing the main line is not formed and it is time to control the main traffic light, the switching enable reset signal α ₂ is output to the interlocking device 7. By doing so, the lock is released. The central processing unit 1 repeats the above monitoring and output processing at regular intervals.

Next, the processing operation of the indoor route control device 20 will be described. At the time of schedule change due to daily change, schedule information (running order, arrival / departure time, use number, etc.) of the target station of the main line train is sent from the central processing unit 1 to the yard route control unit 20 via the communication line 19. In response to this, the yard route control device 20 creates a station timetable in conformity with the yard timetable information input by the station staff from the operation terminal 21.

As described above, the yard replacement control performed by the yard route controller 20 includes the method using the replacement traffic light and the method using the replacement sign. The case of a replacement sign will be described. A person in charge of operating a vehicle (a yard operator) uses the portable wireless operation terminal 2 when performing the replacement work.
3 is input, and first, a "work start request" is input through the terminal 23 (block 300). The portable wireless operation terminal 23 is provided with a path control device 20 on the premises prior to the work.
The portion related to the target replacement work of the station timetable has been downloaded, and the first work procedure is displayed on the display of the mobile wireless operation terminal 23 by the "work start request" command.

The in-house route control device 20 receives the "work start request" command and determines replacement permission (block 30).
1). The input換許friendly conditions, receives the replacement enable signal alpha ₁ interlocking device 7 from the central processing unit 1 receives a state signal β of a result of the locking of the associated main line traffic premises route controller 20, and It is established when the travel time for the replacement work is reached on the station timetable. When this replacement permission condition is satisfied, the yard route control device 20 sends a status display signal of "replacement work" to the central processing unit 1 through the communication line 19 to display the status display signal on the operation display panel 3 and to carry it. The wireless operation terminal 23 is caused to display on its display that the "replacement permission" has been given (block 302).

Upon seeing this "replacement permission" message, the vehicle operator can "set" the first work procedure that has already been displayed.
Input is provided (block 303). Campus route control device 2
0 receives this "setting" input and outputs the requested route setting (block 304), and the route setting output signal γ is given to the interlocking device 7 to control the target exchange marker. After confirming that the route of the replacement sign has been constructed by the lamp display of the sign, the vehicle operator actually moves the vehicle to a predetermined landing point (block 305).

When the movement of the vehicle is completed, the vehicle operator gives the "next work" input to the portable radio operating terminal 23 (block 306). As a result, the following second work procedure is displayed on the display of the portable radio operation terminal 23, and the yard route control device 20 receiving this displays the signal δ for resetting the requested route configuration to the interlocking device 7. Output (block 30
7) Then, the operations after block 301 are repeated again. When all the work is completed, the indoor route control device 20 that detects this
Causes the central processing unit 1 to be notified again using the communication line 19 and causes the operation display panel 3 to turn off the lamp display of "under replacement work".

Although the example of the case where the main line is disturbed has been described above, the replacement work that does not disturb the main line at all, such as the replacement work from the trains 7 to 9 shown in FIG. The replacement permission is given only under the condition, and the central processing unit 1 is not notified. Further, in the case of the exchange signal, the yard route control device 20 voluntarily makes a logical decision on the flow of blocks 301, 304, and 307 based on the station timetable without exchanging information with the portable radio operation terminal 23 and processes the process. To be done.

As described above, in the first embodiment of the present invention,
Based on the conventional centralized train operation management system,
By providing the communication line 19 for transmission with the premises route control device 20 and the central processing unit 1 described above, automation labor saving of premises replacement control is promoted with a relatively simple configuration. In particular, the route control device 20 on the premises is installed only in the station of the target route, which is relatively large and where the yard replacement is carried out, and the other CTCs are installed in the conventional CTC.
By configuring the station control device 6 as a whole, the above advantages can be more effectively utilized, and a low-cost and highly useful train operation management system can be realized.

Example 2. In the first embodiment, the central processing unit 1
However, in the second embodiment, when the "work start request" is instructed from the mobile radio operating terminal 23, the control interval of the main lane is monitored. is there. In connection with this, the replacement permission judgment (block 301) is performed by the central processing unit 1. The processing flow in this case will be described with reference to FIG.

When the "work start request" command (block 300) inputted from the portable radio operating terminal 23 is given from the indoor route control device 20 to the central processing unit 1 via the communication line 19, the central processing unit 1 receives the command input as a condition. The processor 1 monitors the main line route control interval (block 201). When the gap is made, the interchangeable signal α ₁ is output, and the interchangeable reset signal α ₂ indicating the end is output (block 202), which is the same as in the first embodiment.

The interlocking device 7 receives the interchangeable signal α ₁ and receives the status signal β as a result of locking of the relevant main line signal via the premises route controller 20 and the communication line 19 to determine the interchange permission. Is done (block 30
1), the output is given again to the local route control device 20 via the communication line 19, and the replacement permission is displayed on the display of the portable wireless operation terminal 23 (block 30).
2). The subsequent operation is the same as that of the first embodiment shown in FIG.

As described above, according to the first embodiment, the central processing unit 1 always unilaterally monitors the main line route control interval and locks the interlocking unit 7 based on the monitoring result, which is unnecessary. It is not possible to ignore the possibility that malfunctions will occur during these unnecessary operations due to the large number of unnecessary operations. On the other hand, in the second embodiment, the interlocking device 7 is locked by performing the interval monitoring only when necessary work is performed, so that unnecessary operation is eliminated and reliability is improved. However, the response of the replacement permission determination is slower in the second embodiment. That is, in the first embodiment, the yard route control device 20 is operated by the interlocking device 7 during the work.
Although the permission judgment is made immediately after receiving the status signal β from the central processing unit 1 in the second embodiment, the status signal β from the interlocking device 7 is received via the local route control device 20 and the communication line 19. Makes a permission decision, and the result is given to the local route control device 20 via the communication line 19, and the response is delayed accordingly.

Example 3. In addition, in the above-mentioned embodiment, after detecting the possible replacement by the space monitoring, the predetermined part of the interlocking device is locked, but the premises line configuration and its scale,
Further, depending on the relationship with other security means, etc., this locking method may not necessarily be adopted. Further, in the above-mentioned embodiment, the portable radio operating terminal is provided and the interchange sign on the premises is also controlled, but the portable radio operating terminal may be omitted at the station where the premises are composed of only interchange signals. Of course.

[0050]

As described above, the train operation management system according to the first aspect of the present invention monitors the train interval of the main line at the target station by the central processing unit and replaces the train during the train replaceable period at the target station. A yard with a means for outputting a possible signal and the presence of the interchangeable signal to control the traffic signal in the premises of the target station via the interlocking device instead of the station control device, thereby performing the yard interchange route control Since it is equipped with a route control device, the division of roles between the main line route control by the central processing unit and the yard replacement route control by the premises route control device is realized without any trouble, and automation and labor saving are promoted with a low-cost system without waste. To be done.

Further, in the train operation management system according to the second aspect, the interchangeable signal from the interchangeable signal output means is input, and while the interchangeable signal is present, the main line traffic signal is chained by the interlocking device of the target station. Since the premises route control device is provided with a means for locking and performs the yard replacement route control on the condition of this locking operation, there is a certain possibility that the main line route control and the yard replacement route control may interfere with each other. To be prevented.

Further, the train operation management system according to a third aspect of the present invention includes an operation terminal connected to the premises route control device via a transmission means, and can be replaced based on a work start request command input from the operation terminal. Since the signal output means is operated, the duty of monitoring the interval and the operation duty of the lock that follows is reduced, and the reliability of the system is improved.

Further, the yard route control device of the train operation management system according to claim 4 inputs the yard schedule information in advance, and the shunt signal is operated without the involvement of the premises operator by the above yard schedule. It is controlled directly based on the information, and the replacement sign operated based on the judgment of the above-mentioned operator on the premises is controlled based on the operation command input from the operation terminal. Instead, automation of replacement work and labor saving are promoted.

Further, the train operation management system according to the fifth aspect of the present invention is provided with the yard route control device only in the predetermined station where the yard replacement is carried out among the plurality of stations constituting the line, so that the entire route is A rational and economical train operation management system with no waste of configuration is realized.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a train operation management system according to a first embodiment of the present invention.

FIG. 2 is a diagram showing an example of the internal wiring.

FIG. 3 is a diagram showing an example of a main line timetable and a yard replacement timetable.

FIG. 4 is a diagram showing a processing flow of yard replacement route control in the train operation management system according to the first embodiment of the present invention.

FIG. 5 is a diagram showing a processing flow of a yard replacement route control in a train operation management system according to a second embodiment of the present invention.

FIG. 6 is a diagram showing an overall configuration of a conventional centralized train operation management system.

FIG. 7 is a diagram showing an overall configuration of a conventional distributed train operation management system.

[Explanation of symbols]

1 central processing unit, 6 CTC station control device, 7 interlocking device, 8 CTC transmission line, 19 communication line, 20 yard route control device, 23 mobile radio operating terminal, α ₁ interchangeable signal, γ request route setting output signal.

Claims (5)

[Claims] 1. A central processing unit for controlling and managing train operation by inputting train schedule information and current operation information, and current operation information of trains within the jurisdiction obtained from interlocking devices provided at each station based on the above-mentioned central A station controller that sends out signals to the processor and controls traffic signals within the jurisdiction via the interlocking device based on a control management command from the central processor, and information transmission between the central processor and each station controller. In the train operation management system equipped with a transmission line that performs, means for monitoring the main train trains at the target station with the central processing unit and outputting a interchangeable signal during the train interchangeable period at the target station premises, And on the condition that the interchangeable signal is present, the on-site advancing route control is performed by controlling the traffic signal etc. in the target station via the interlocking device instead of the station control device. Train operation management system comprising the control device. 2. The on-premise route control device comprises means for inputting a replaceable signal from the replaceable signal output means and locking the main line traffic light by the interlocking device of the target station while the replaceable signal is present. The train operation management system according to claim 1, wherein the yard replacement route control is performed on the condition of the locking operation. 3. An operation terminal connected to a premises route control device via a transmission means, wherein the interchangeable signal output means is operated based on a work start request command input from the operation terminal. The train operation management system according to claim 1 or 2, which is characterized. 4. The premises route control device inputs premises timetable information in advance, and directly controls an exchange traffic signal which is operated without involvement of a premises operator based on the premises timetable information. The replacement sign operated according to the judgment of the staff member is controlled based on an operation command input from the operation terminal.
Train operation management system described. 5. A lane course control device is provided only in a predetermined station where a yard replacement is carried out among a plurality of stations forming a route, according to any one of claims 1 to 4. Train operation management system.