Traffic control system

Abstract

To provide a traffic control system that can continually perform central control of train service in at least an arbitrary partial section, when an abnormality occurs.SOLUTION: A traffic control system 1 is equipped with: a first control operation logic part 10 that performs central control of train service in a predetermined section while making communication with station devices 53 through a first network N1, at normal times; and a second control operation logic part 20 that operates in a stand-by mode, while making communication with the devices through a second network that is a network through which communication can be made through predetermined cloud connection communication. In a mode in which an abnormality occurs, the first control operation logic part 10 transfers to central control of train service in a first partial section relating to the station devices 53 with which communication can be made through the first network N1, and the second control operation logic part 20 starts central control of train service in a second partial section relating to the station devices 53 with which communication can be made through the second network N2.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operation management system.

Background Art

[0002] In the operation management system in railway, the control operation logic unit installed in the command center communicates with each station device installed at each station via a network such as a CTC (Centralized Traffic Control) line to centrally manage the operation of trains. In general, to ensure reliability and safety, the control operation logic unit of this operation management system is configured in a dual system. Specifically, one is the main system and the other is the standby system, and a standby dual system that switches to the standby system in case of failure of the main system (for example, see Patent Document 1), or a redundant dual system in which both systems perform the same operation is mainly adopted.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When a large-scale natural disaster that affects railway operations occurs, not only line failures but also disconnection of the network laid along the line are assumed. In such a case, the control operation logic unit cannot manage the operation of trains for the section related to the station device that has become incommunicable due to the disconnection of the network. That is, based on the control operation logic unit, there will be an operation management possible section where communication via the network is possible and an operation management impossible section where communication is impossible in the section. The section is extensive, and it is not easy to predict in advance the location where such network disconnection occurs. Although a large-scale natural disaster was taken as an example for explanation, the same problem could occur during other abnormalities such as other disasters.

[0005] The problem to be solved by the present invention is to provide a technology for an operation management system that enables continuous centralized management of train operations in at least an arbitrary partial section even in the event of an abnormality.

Means for Solving the Problem

[0006] A first invention for solving the above problems is In normal times, a first control operation logic unit that communicates with each station device via a first network and centrally manages the operation of trains in a predetermined section; In the normal times, a second control operation logic unit that communicates with each station device via a second network, which is a network capable of communication by a predetermined cloud connection communication, and operates in a standby mode; Comprising The first control operation logic unit is connected to the second network, In an abnormal mode in which a station device that cannot communicate via the first network and the second network occurs between the first control operation logic unit and the station device, and between the second control operation logic unit and the station device, The first control operation logic unit shifts from the centralized management in the normal times to the centralized management of the operation of trains in a first partial section related to the station device that can communicate with the first control operation logic unit via the first network among the predetermined section; The second control operation logic unit starts centralized management of the operation of trains in a second partial section related to the station device that can communicate with the second control operation logic unit via the second network among the predetermined section from the standby mode, An operation management system.

[0007] According to the first invention, it is possible to realize an operation management system that can continuously perform centralized management of train operations in at least any partial section even in the event of an abnormality. That is, the operation management system is configured as a standby dual system including a first control operation logic unit that centrally manages the operation of trains in a predetermined section during normal times, and a second control operation logic unit that operates in a standby mode. Then, in the abnormal mode where there are station devices where the first control operation logic unit and the second control operation logic unit cannot communicate via the network due to network disconnection, the first control operation logic unit shifts to centralized management of the operation of trains in the first partial section where communication via the first network in the predetermined section is possible, and the second control operation logic unit starts centralized management of the operation of trains in the second partial section where communication via the second network in the predetermined section is possible. In this way, each of the first control operation logic unit and the second control operation logic unit can centrally manage the operation of trains in the partial section related to the station device where communication is possible. As a result, regardless of the location of the network disconnection, it is possible to continue centralized management of train operations in any section of the predetermined section, and the reliability of the operation management system can be improved.

[0008] The second invention is the above-mentioned invention, an operation terminal that gives an instruction to the first control operation logic unit to specify the first partial section in the abnormal mode and enables the operation of instructing the train schedule in the first partial section in the abnormal mode, and a temporary operation terminal that gives an instruction to the second control operation logic unit to specify the second partial section in the abnormal mode and enables the operation of instructing the train schedule in the second partial section in the abnormal mode, and further includes an operation management system.

[0009] According to the second invention, in the abnormal mode, the first partial section can be specified from the operation terminal to the first control operation logic unit, and the second partial section can be specified from the temporary operation terminal to the second control operation logic unit. Then, it is possible to perform a diagram instruction operation in the first partial section centrally managed by the first control operation logic unit from the operation terminal, and it is possible to perform a diagram instruction operation in the second partial section centrally managed by the second control operation logic unit from the temporary operation terminal.

[0010] The third invention is as follows in the above-mentioned invention. The first control operation logic unit detects a station device that can be communicatively connected via the first network, and accepts the designation of the first partial section from the operation terminal within the range of the section related to the detected station device. The second control operation logic unit detects a station device that can be communicatively connected via the second network, and accepts the designation of the second partial section from the temporary operation terminal within the range of the section related to the detected station device. It is an operation management system.

[0011] According to the third invention, the first control operation logic unit accepts the designation of the first partial section within the range of the section related to the station device that can be communicatively connected via the first network, and the second control operation logic unit accepts the designation of the second partial section within the range of the section related to the station device that can be communicatively connected via the second network. Thereby, the first control operation logic unit and the second control operation logic unit can centrally manage the operation of the train in the partial section related to the station device that can be communicatively connected via the network.

[0012] The fourth invention is In normal times, a first control operation logic unit that operates in a main system mode that communicates with each station device via the first network and centrally manages the operation of trains in a predetermined section, In the normal times, a second control operation logic unit that operates in a standby mode by communicating with each of the station devices via a second network that is a network capable of communication by a predetermined cloud connection communication, comprising When the first control operation logic unit is in an abnormal mode in which it cannot operate in the main system mode, the second control operation logic unit shifts from the standby mode to the main system mode in which it communicates with each of the station devices via the second network to centrally manage the train operation in the predetermined section, when a station device that cannot communicate via the second network occurs, the second control operation logic unit selects and changes the connection point of the cloud connection communication from among the prepared candidates. It is an operation management system.

[0013] According to the fourth invention, it is possible to realize an operation management system that enables the continuous centralized management of train operation at least in an arbitrary section even in case of abnormality. That is, the operation management system is configured as a standby dual system including a first control operation logic unit that operates in the main system mode for centrally managing the train operation in a predetermined section during normal times, and a second control operation logic unit that operates in the standby mode. Then, in an abnormal mode in which the first control operation logic unit cannot operate in the main system mode, a system switch is performed in which the second control operation logic unit shifts from the standby mode to the main system mode for centrally managing the train operation in a predetermined section. Since the second control operation logic unit, which is the standby system, communicates via the second network that can communicate by cloud connection communication, the degree of freedom of its construction location is high, and when an abnormality occurs in the first control operation logic unit, which is the main system, such as a communication disconnection of the first network, the function as an operation management system for centrally managing the train operation can be continued.

[0014] Furthermore, when a station device that cannot communicate via the second network occurs, the second control operation logic unit can select and change the connection point of the cloud connection communication from among the prepared candidates. Thereby, even when a communication abnormality occurs in a part of the second network, the centralized management of train operation can be continued by changing the connection point of the cloud connection communication, so that it is possible to realize an operation management system with improved reliability.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Mode for Carrying Out the Invention

[0016] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the applicable forms of the present invention are not limited to the following embodiments. Also, in the description of the drawings, the same reference numerals are given to the same elements.

[0017] [System Configuration] FIG. 1 is a diagram showing an outline of the operation management system 1 in the present embodiment. The operation management system 1 includes a first control operation logic unit 10, a second control operation logic unit 20, an operation terminal 30, and a temporary operation terminal 40. This operation management system 1 is a system in which control operation logic units (the first control operation logic unit 10 and the second control operation logic unit 20) for centrally managing the operation of trains in a predetermined section such as a line section are configured in a standby dual system. That is, in normal times, the first control operation logic unit 10 is the main system operating in the main system mode, communicates with each of the station devices 53, and centrally manages the train operation in the predetermined section, and the second control operation logic unit 20 is the standby system operating in the standby mode.

[0018] Furthermore, the first control operation logic unit 10 may be configured as a dual system (system 1 and system 2). In this case, system 1 of the first control operation logic unit 10 operates as the main system, systems 2 and the second control operation logic unit 20 operate as the standby system, and when system 1 of the first control operation logic unit 10 fails, system 2 can be switched to the main system. Furthermore, when both systems of the first control operation logic unit 10 fail, the second control operation logic unit 20 can be switched to the main system.

[0019] The first control operation logic unit 10 is an on-premises logic unit installed in the equipment room of the command post. The first control operation logic unit 10 is connected to the first network N1 and can communicate with each station device 53 installed at each station in a predetermined section and the operation terminal 30 via the first network N1. Further, the first control operation logic unit 10 is connected to the second network N2 and can communicate with the second control operation logic unit 20 and the temporary operation terminal 40 via the second network N2.

[0020] The first network N1 is, for example, a dedicated transmission line (optical line or metal line) for the operation management system. The second network N2 is a network that can be connected by a predetermined cloud connection communication, and is, for example, an Internet VPN (Virtual Private Network). The cloud connection communication referred to here means communicating via the Internet. Note that both the first network N1 and the second network N2 may be configured as an IP-VPN (Internet Protocol-Virtual Private Network), or both may be configured as an Internet VPN.

[0021] The operation terminal 30 is installed at the command post corresponding to the first control operation logic unit 10 and is connected to the first network N1 and the second network N2. The operation terminal 30 has a function of displaying information (such as display information) related to the centralized management of train operation by the first control operation logic unit 10 and a function of inputting a command operation (such as a schedule change operation) of the dispatcher to the first control operation logic unit 10. This operation terminal 30 is realized by a dedicated terminal device such as a console or a general-purpose terminal device such as a personal computer. Further, the operation terminal 30 can communicate with the second control operation logic unit 20 via the second network N2. Note that a plurality of operation terminals 30 may be installed. In that case, command operations can be performed in parallel from any of the operation terminals 30.

[0022] The second control operation logic unit 20 is constructed in a cloud environment that can communicate through cloud connection communication via the second network N2. The cloud environment means an environment where any location can access the second control operation logic unit 20 regardless of the location as long as it is a device capable of cloud connection communication. The second control operation logic unit 20 can communicate with the first control operation logic unit 10, the station device 53, the operation terminal 30, and the temporary operation terminal 40 via the second network N2 respectively.

[0023] The temporary operation terminal 40 is installed at any location such as other command posts, stations, the head office of the railway operator, and branch offices. Also, the temporary operation terminal 40 is connected to the second network N2 and can communicate with the first control operation logic unit 10 and the second control operation logic unit 20 via the second network N2. The temporary operation terminal 40 has the same functions as the operation terminal 30. That is, it has a function of displaying information (such as display information) related to the centralized management of train operation by the first control operation logic unit 10 and the second control operation logic unit 20, and a function of inputting the command operations (such as schedule change operations) of the dispatcher to the first control operation logic unit 10 and the second control operation logic unit 20. This temporary operation terminal 40 is realized by a dedicated or general-purpose terminal device similar to the operation terminal 30, as well as a portable terminal device such as a notebook computer or a tablet. The temporary operation terminal 40 may be installed permanently, or may be installed when necessary, such as when the second control operation logic unit 20 conducts centralized management of train operation.

[0024] Also, the communication form in which the temporary operation terminal 40 connects to the second network N2 may be any form. For example, when it is a portable terminal device such as a notebook computer or a tablet with a wireless communication function, a form of connecting to the second network N2 via a wireless communication network such as a mobile communication network or a wireless LAN (Local Area Network) can be adopted. In that case, it can be installed at any location, not just within the station premises. Note that multiple temporary operation terminals 40 may be installed. In that case, command operations can be performed in parallel from any of the temporary operation terminals 40.

[0025] The station device 53 is installed at each station and is connected to the first network N1 and the second network N2 via a station transmission device (not shown) installed at the station, and can communicate with the first control operation logic unit 10 and the second control operation logic unit 20 via the first network N1 or the second network N2. The station device 53 is, for example, a CTC (Centralized Traffic Control) station device, and controls signal facilities such as signal lights and points in the station yard via the interlocking device 55 according to the control information received from the first control operation logic unit 10 and the second control operation logic unit 20. In addition, the display information indicating the states of the signal facilities and track circuits in the station yard input from the interlocking device 55 is transmitted to the first control operation logic unit 10 and the second control operation logic unit 20.

[0026] During normal operation, the operation management system 1 constitutes a standby dual system in which the first control operation logic unit 10 is the main system and the second control operation logic unit 20 is the standby system. The first control operation logic unit 10, which is the main system, communicates with each station device 53 via the first network N1 and centrally manages the operation of trains in a predetermined section. Specifically, as the centralized management of train operation, it performs schedule management for managing the train schedule in a predetermined section, train tracking for tracking trains according to the display information received from the station device 53 and the train schedule, route control for setting the train route based on the train schedule, train tracking information, and the display information received from the station device 53. In schedule management, when a schedule change command operation is input from the operation terminal 30 or the temporary operation terminal 40, the schedule is changed according to the command operation. Then, according to the set route, control information for the signal facilities at each station is generated and transmitted to the corresponding station device 53.

[0027] In addition, the second control operation logic unit 20, which is the standby system, communicates with the first control operation logic unit 10 via the second network N2 and operates in the standby mode. Specifically, it receives at any time the display information from each station device 53 and the results of the centralized management of train operation, etc., performs schedule management, train tracking, and route setting, and compares the results with those by the first control operation logic unit 10. However, different from the first control operation logic unit 10, it does not transmit control information to the station device 53.

[0028] [Abnormal Mode] When an abnormality occurs in the first control operation logic unit 10 or the network (the first network N1 or the second network N2) from such normal operation, the operation management system 1 can shift to an abnormal mode to handle this situation. As the abnormal mode, there are a first abnormal mode when an abnormality occurs in the first control operation logic unit 10 and a second abnormal mode when an abnormality occurs in the network (the first network N1 or the second network N2).

[0029] Figure 2 is a diagram showing an operation example in the first abnormal mode of the operation management system 1. The first abnormal mode is a mode for handling an abnormal situation where the normal operation (centralized management of train operation) of the first control operation logic unit 10 becomes impossible due to a failure or the like.

[0030] In the first abnormal mode, the operation of the first control operation logic unit 10 stops, and a system switch is performed in which the second control operation logic unit 20 switches from the standby system to the main system operation and starts centralized management of train operation in a predetermined section. That is, the second control operation logic unit 20 communicates with each station device 53 via the second network N2, and performs centralized management of train operation in a predetermined section according to a command operation input from the operation terminal 30 or the temporary operation terminal 40.

[0031] Note that the second control operation logic unit 20 may perform the shift from the standby mode to the first abnormal mode and the designation of the operation terminal 30 or the temporary operation terminal 40 used for input of command operations related to centralized management of train operation according to an instruction operation from the operation terminal 30 or the temporary operation terminal 40.

[0032] Figure 3 is a diagram showing another operation example in the first abnormal mode of the operation management system 1. In the first abnormal mode, due to a wide - range disaster or the like including the entire command post, not only the first control operation logic unit 10 but also a failure of the operation terminal 30 installed in the command post or an abnormality may occur in the connection of the second control operation logic unit 20 to the second network N2.

[0033] When an abnormality occurs in the connection to the second network N2, the second control operation logic unit 20 changes the access point for connecting to the second network N2. For example, in FIG. 3, the second control operation logic unit 20 can change from the access point AP1 to the access point AP2. Here, the access point refers to the connection point of cloud connection communication and means facilities provided for connecting to the second network N2. The access points through which the second control operation logic unit 20 can connect to the second network N2 are a plurality of candidates that have been confirmed to be able to access the second network N2 during normal times, and the access point is selected according to the instruction operation from the operation terminal 30 or the temporary operation terminal 40. When the second control operation logic unit 20 is connected to the second network N2 via a certain access point and the connection status becomes abnormal, it reconnects to the second network N2 by changing to another access point.

[0034] FIG. 4 is a diagram showing an operation example in the second abnormal mode of the operation management system 1. The second abnormal mode is a mode for dealing with an abnormality in which the first control operation logic unit 10 cannot communicate with the station device 53 via the first network N1 due to a communication interruption of the first network N1. That is, it is a case where a station device 53 that cannot communicate via the first network N1 occurs between the first control operation logic unit 10 and the station device 53. For example, the first network N1 is a dedicated network constructed by laying a dedicated cable along the line, and the first network N1 becomes disconnected due to damage to the cable caused by natural disasters or the like.

[0035] In this case, the first control operation logic unit 10 performs centralized management of train operation in a predetermined section by communicating with each of the station devices 53 and the operation terminal 30 via the second network N2. In addition, the first control operation logic unit 10 may shift to the second abnormal mode according to the instruction operation from the operation terminal 30. Further, the input of the command operation related to the centralized management of train operation may be performed using the temporary operation terminal 40 instead of the operation terminal 30.

[0036] FIG. 5 is a diagram showing another operation example in the second abnormal mode of the operation management system 1. Depending on the scale of natural disasters or the like, not only the first network N1 but also the second network N2 may be disconnected, and the first control operation logic unit 10 may be unable to communicate with the station device 53 via either the first network N1 or the second network N2.

[0037] That is, in each of the first control operation logic unit 10 and the station device 53, a station device 53 that cannot communicate via the first network N1 may occur, and in each of the second control operation logic unit 20 and the station device 53, a station device 53 that cannot communicate via the second network N2 may occur.

[0038] In this case, the first control operation logic unit 10 and the second control operation logic unit 20 share and centrally manage the train operation in the partial section related to the station device 53 that can communicate within a predetermined section. This is the second abnormal mode. That is, the first control operation logic unit 10 centrally manages the operation of the train in the first partial section related to the station device 53 that can communicate via the first network N1 within a predetermined section, and the second control operation logic unit 20 centrally manages the operation of the train in the second partial section related to the station device 53 that can communicate via the second network N2 in a section other than the first section within a predetermined section.

[0039] In the example of Fig. 5, an example is shown in which both the first network N1 and the second network N2 are out of communication in a predetermined section formed between stations A to D, and specifically, between stations B and C. In this case, the predetermined section is divided into a partial section formed between stations A and B and a partial section formed between stations C and D. Then, the first control operation logic unit 10 centrally manages the train operation with the section between stations A and B as the first partial section, and the second control operation logic unit 20 centrally manages the train operation with the section between stations C and D as the second partial section. Also, in the present embodiment, since the first network N1 is, for example, a dedicated transmission line for the operation management system, when a non-communication section occurs, some communications of the network (for example, the communication between the first control operation logic unit 10 and the station devices 53c and 53d at stations C and D) may become impossible. However, since the second network N2 is, for example, an Internet VPN that can be connected by a predetermined cloud connection communication, even if a non-communication section occurs, partial communication is possible in at least the remaining communication section excluding the non-communication section.

[0040] The first control operation logic unit 10 communicates with the station devices 53a and 53b at stations A and B via the first network N1, and centrally manages the train operation between stations A and B, which is the first partial section, according to the command operation (command operation for schedule change) of the dispatcher input from the operation terminal 30 via the first network N1. The second control operation logic unit 20 communicates with the station devices 53c and 53d at stations C and D via the second network N2, and centrally manages the train operation between stations C and D, which is the second partial section, according to the command operation (command operation for schedule change) of the dispatcher input from the temporary operation terminal 40 via the second network N2.

[0041] Note that the transition to the second abnormal mode may be performed according to an instruction operation input from the operation terminal 30 or the temporary operation terminal 40. In that case, the first control operation logic unit 10 and the second control operation logic unit 20 determine whether communication with each of the station devices 53 via the second network N2 is possible, present the stations related to the station devices 53 with which communication is possible to the operation terminal 30 or the temporary operation terminal 40, and may accept the designation of a partial section within the range of the section including the stations related to the station devices 53 with which communication is possible. The dispatcher can specify the first partial section and the second partial section in consideration of the presented stations.

[0042] Also, since the temporary operation terminal 40 can be installed at an arbitrary location, it is advisable to determine the installation location of the temporary operation terminal 40 in consideration of the ease of operation of the operation command. For example, the temporary operation terminal 40 installed at any of the stations in the second partial section can be used for an operation command related to the centralized management of train operation in the second partial section by the second control operation logic unit 20. Also, since the operation terminal 30 is installed at the same command post as the first control operation logic unit 10, it can be used for input of a command operation related to the centralized management of train operation in the first partial section by the first control operation logic unit 10. Furthermore, the temporary operation terminal 40 installed at any of the stations in the first partial section can also be used for input of an operation command related to the centralized management of train operation in the first partial section by the first control operation logic unit 10.

[0043] [Function and Effect] According to this embodiment, it is possible to realize an operation management system 1 that enables continuous centralized management of train operations in at least any partial section of a predetermined section even in the event of an abnormality. That is, the operation management system 1 is configured as a standby dual system including a first control operation logic unit 10 that centrally manages train operations in a section, which is a predetermined section, during normal times, and a second control operation logic unit 20 that operates in a standby mode. Then, in the abnormal mode where there is a station device in which each of the first control operation logic unit and the second control operation logic unit cannot communicate via the network due to network disconnection, the first control operation logic unit 10 shifts to centralized management of train operations in the first partial section of the predetermined section, and the second control operation logic unit 20 starts centralized management of train operations in the second partial section of the predetermined section. In this way, each of the first control operation logic unit 10 and the second control operation logic unit 20 can centrally manage train operations in the partial section related to the station device 53 where communication is possible.

[0044] Note that the applicable embodiments of the present invention are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention, of course.

Explanation of Reference Numerals

[0045] 1... Operation management system 10... First control operation logic unit 20... Second control operation logic unit 30... Operation terminal 40... Temporary operation terminal N1... First network N2... Second network 53... Station device 55... Interlocking device

Claims

1. During normal times, a first control operation logic unit that communicates with each station device via a first network to centrally manage the operation of trains in a predetermined section, During the normal times, a second control operation logic unit that communicates with each station device via a second network, which is a network capable of communication by a predetermined cloud connection communication, and operates in a standby mode, Comprising, The first control operation logic unit is connected to the second network, In the abnormal mode that occurs when the station device that cannot communicate via the first network and the second network occurs between the first control operation logic unit and the station device, and between the second control operation logic unit and the station device, The first control operation logic unit shifts from the centralized management during normal times to the centralized management of the operation of trains in a first partial section related to the station device that can communicate with the first control operation logic unit via the first network among the predetermined sections, The second control operation logic unit starts centralized management of the operation of trains in a second partial section related to the station device that can communicate with the second control operation logic unit via the second network among the predetermined sections from the standby mode, An operation management system.

2. An operation terminal that gives an instruction to the first control operation logic unit to specify the first partial section in the abnormal mode and enables the operation of instructing the train schedule in the first partial section in the abnormal mode, A temporary operation terminal that gives an instruction to the second control operation logic unit to specify the second partial section in the abnormal mode and enables the operation of instructing the train schedule in the second partial section in the abnormal mode, Further comprising, The operation management system according to claim 1.

3. The first control operation logic unit detects a station device that can be communicatively connected via the first network, and accepts the designation of the first partial section from the operation terminal within the range of the section related to the detected station device, The second control operation logic unit detects a station device that can be communicatively connected via the second network, and accepts the designation of the second partial section from the temporary operation terminal within the range of the section related to the detected station device, The operation management system according to claim 2.

4. During normal times, a first control operation logic unit that operates in a main system mode that communicates with each station device via a first network to centrally manage the operation of trains in a predetermined section, A second control operation logic unit that communicates with each of the station devices via a second network, which is a network capable of communication by a predetermined cloud connection communication during normal times, and operates in a standby mode; Comprising; When the first control operation logic unit is in an abnormal mode in which it is impossible to operate in the main system mode, The second control operation logic unit shifts from the standby mode to a main system mode in which it communicates with each of the station devices via the second network and centrally manages the operation of trains in the predetermined section; When a station device that cannot communicate via the second network occurs, the second control operation logic unit selects and changes the connection point of the cloud connection communication from among the previously prepared candidates; An operation management system.

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