JP2003072552A - Approach lock system, onboard device and storage medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set an appropriate amount of approach lock in consideration for actual train running state. SOLUTION: Lock time is calculated according to the speed detected of a running vehicle 3. Switching action of a switch 39 is restricted only during the approach lock time on condition that the vehicle 3 passes a pick-up on ground 21b installed as a lock initiation reference point. Lock time can be set according to the speed of the running vehicle 3, allowing lock time for a vehicle running at low speed to be set short. Thus an operation is carried out smoothly, preventing the delay of an operation diagram.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an approach locking system for limiting a switching operation of a tumbler in a rail transportation system.

[0002]

2. Description of the Related Art In track-based transportation systems such as railroads and monorails, a rolling device is installed before another vehicle enters the track where the vehicle enters or before the vehicle finishes passing through the rolling device. In order to prevent a situation in which a conversion operation is performed, a device that performs an access lock is generally used. As a conventional configuration,
For example, by using an approach relay, this approach relay is set to drop when a vehicle enters the outside of the rolling device for a certain section (front side to the traveling direction), and the train rolls. It locks (control operation is delayed) so that it cannot be switched until it passes through the container. This lock is
It is performed only for a predetermined time after the proximity relay falls. This fixed section is a fixed section called "locking section", and the predetermined time during which locking is performed is a fixed time called "unlocking time".

[0003]

By the way, the locking section and the unlocking time are usually assumed to be the maximum speed of the train running on the track, and the expected distance from the maximum speed to the stop. The distance and time are set longer than the time. However, trains often travel at speeds lower than the maximum speed of the vehicle, and there are often trolls near stations, and trains that stop at that station are relatively short. Drive at low speed so that you can stop in a short distance. Therefore, if a fixed section or time is used as the locking section / unlocking time element as in the conventional case, it can be said that the locking section or unlocking time element is longer than necessary for a slow train. While the approaching lock is being executed, another vehicle cannot pass through due to the switching operation of the rolling device, and the other vehicle will be on standby.
In recent years, when the unlocking time has become extremely large, delays in operating schedules cannot be ignored.

Therefore, an object of the present invention is to provide means for setting an appropriate amount of locking in consideration of the actual running state of a train.

[0005]

According to a first aspect of the present invention, speed acquisition means for acquiring the speed of a running vehicle, and lock amount calculation means for calculating the lock amount based on the acquired speed, On the condition that the vehicle has entered the locking start reference point provided on the front side in the traveling direction with respect to the rolling device provided on the track, of the rolling device according to the calculated amount of the locking device. An approach lock system including lock control means for limiting the switching operation.

In the first aspect of the present invention, the speed acquisition means acquires the speed of the running vehicle, and based on the acquired speed,
The lock amount calculation means calculates the lock amount. The lock control means is
On the condition that the vehicle has entered the locking start reference point, the switching operation of the rolling device is limited according to the calculated locking amount.

As described above, in the first aspect of the present invention, the locking amount is set based on the speed of the running vehicle, so that an appropriate locking amount can be set according to the speed of the vehicle and the vehicle runs at a low speed. Since the amount of locks on the vehicle can be set to be small, the operation can be smoothed and the delay of the operation schedule can be prevented.

A second aspect of the present invention is the approach locking system according to the first aspect of the present invention, wherein the amount of locking is a locking time as a time for limiting the switching operation. It is a lock system. In the second aspect of the present invention, the locking time can be set short for a vehicle traveling at a low speed.

A third aspect of the present invention is the approach locking system according to the first aspect of the present invention, wherein the amount of the locking is a locking section as a distance from the rolling device to the locking start reference point. Is a close-lock system. In the third aspect of the present invention, the locking section can be set short for a vehicle traveling at a low speed.

A fourth aspect of the present invention is the approach locking system according to any one of the first to third aspects of the present invention, wherein the lock amount calculating means is based on the speed of the vehicle and the traveling of the vehicle. The close-lock system is characterized in that the amount of lock is calculated also based on conditions. In the fourth invention,
The amount of locking can be set to an appropriate value according to the running conditions of the vehicle.

The traveling condition of the vehicle in the fourth aspect of the present invention is
As the characteristics of the vehicle (for example, braking performance) as in the fifth aspect of the invention, or as the characteristics of the track as in the sixth aspect of the invention (for example, the gradient of the trajectory, the curvature of the curve, whether or not in a tunnel). Alternatively, it is particularly preferable to use the weather conditions (for example, whether it is fine weather or rainy weather) as in the seventh aspect of the present invention.

The eighth aspect of the present invention is to limit the switching operation of the rolling equipment provided on the track, and to limit the switching operation of the rolling equipment and the speed acquisition means for acquiring the speed of the vehicle. In order to calculate the amount of locks, the braking distance calculating means for calculating the braking distance of the vehicle based on the speed, and the on-vehicle device. In the eighth aspect of the present invention, useful means for realizing the effects of the first to seventh aspects of the present invention can be provided as an on-vehicle device, and a common ground-side facility can be provided regardless of the vehicle model or formation. Available.

According to a ninth aspect of the present invention, the amount of locks is adjusted on condition that the vehicle has entered a lock start reference point provided on the front side in the traveling direction with respect to the rolling device provided on the track. A recording medium recording a lock amount calculation program for causing a computer to calculate a lock amount for limiting the switching operation of the rolling device, wherein the lock amount calculation program is the computer. The recording medium stores a lock amount calculation program, which is characterized in that the speed of the running vehicle is acquired and the lock amount is calculated based on the acquired speed. In the ninth aspect of the present invention, useful means for realizing the effects of the first to eighth aspects of the present invention can be provided as a recording medium having a computer program recorded therein.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will be described below with reference to the drawings. 1, a vehicle control system 1 according to an embodiment of the present invention includes a vehicle-side processing unit 5 provided in a vehicle 3, a ground-side processing unit 31 provided on the ground, an interlocking device 37, a turning device 39, and It is composed of a traffic signal 41 and the like.

A speed generator 9 is connected to the wheels 7 of the vehicle 3, and the output of the speed generator 9 is connected to the on-board arithmetic unit 13. Further, the vehicle 3 is provided with a power receiver 19 having a transmission / reception function, and the power receiver 19 is connected to the on-vehicle transceiver unit 11. The on-vehicle transmission / reception unit 11 is connected to the on-vehicle calculation unit 13.

On the rails 43, the ground elements 21 having a transmitting / receiving function are installed near the boundary points of the closed sections 47, respectively. The ground element 21 is connected to the ground transmitting / receiving section 33, and the ground transmitting / receiving section 33 is connected to the ground calculating section 35.

At the branch point 45 of the rail 43, a rolling device 39
However, traffic lights 41 are installed near them. In accordance with the operation of the traffic light 41, the traffic light 43 provided near the rail 43 is turned on.

The switch 39 and the traffic signal 41 are connected to the interlocking device 37, respectively. The interlocking device 37, based on the instruction output from the train control system (not shown),
The turning device 39 and the traffic signal 41 are controlled in synchronization with each other, but here, they are connected to the ground operation unit 35, and when a locking instruction described later is received from the ground operation unit 35,
The switching operation is restricted, that is, locked until the lock release instruction for releasing the lock is received thereafter.

The on-board computing unit 13 and the ground computing unit 35 are
Each of them is configured as a one-chip microprocessor centered on a CPU, and although details thereof are not shown, a ROM that stores a processing program, a RAM that temporarily stores data, and the on-vehicle transmission / reception unit 11 described above. A communication port for communicating with the ground transmitter / receiver 33 and an input / output port for inputting / outputting with the interlocking device 37 are provided. Further, the ground computing unit 35 is provided with a software timer for detecting the elapse of a locking time described later by counting clock pulses according to its operating frequency.

A storage unit 15 including a hard disk device or the like is connected to the on-vehicle arithmetic unit 13. Storage unit 15
Stores a speed / braking distance table as data indicating the braking performance of the vehicle 3 and a position / correction coefficient table as data indicating the track characteristics.

In the speed / braking distance table, the speed value of the vehicle and the braking distance at that speed are stored in association with each other. Since the braking distance differs depending on the vehicle model and the formation, a different speed / braking distance table is used for each formation.

In the position / coefficient table, the position of each point on the track and the correction coefficient by which the braking distance is multiplied are stored in association with each other. The correction coefficient is an eigenvalue for the trajectory, and is predetermined based on three criteria such as the gradient of the trajectory, the curvature of the curve, and whether or not it is inside the tunnel. The larger the ascending slope of the track is, the shorter the braking distance is, so the correction coefficient has a smaller value. The larger the curvature of the curve is, the shorter the braking distance is, so the correction coefficient has a smaller value. Since the air resistance is large and the braking distance is short in the tunnel, the correction coefficient is a small value.

A storage unit 36 including a hard disk device is connected to the ground operation unit 35. Storage unit 36
Stores a braking distance / locking time table used for setting the locking time.

In the braking distance / locking time table, the braking distance of the vehicle and the locking time corresponding to the braking distance are stored in association with each other. This locking time is
When the driver of the vehicle 3 traveling in the section 47a on the front side in the traveling direction confirms the red signal (stop signal) of the signal light 43 and then operates the brake to perform braking, the vehicle 3 stops. It is set larger than the time required. Then, the higher the current speed and the longer the braking distance, the longer the time required to stop. Therefore, in this braking distance / locking time table,
The longer the braking distance is, the longer the locking time is.

Position signals for identifying the points where the ground elements 21a and 21b are installed are output from the ground elements 21a and 21b toward the power receiver 19 at all times or when the vehicle 3 passes through. It The output of this position signal may be performed by the control from the ground calculation unit 35. Further, the signal wave from the power receiver 19 is detected by the loop coil and the frequency thereof is converted as in the case of a known unpowered ground element. It may be configured to output. When this position signal is detected by the power receiver 19, the detected position signal is demodulated by the on-vehicle transmitting / receiving unit 11 and input to the on-vehicle calculating unit 13.

On the other hand, the signal from the power receiver 19 is transmitted to the ground element 21.
When a is detected, this signal is demodulated by the ground transmitter / receiver 33 and input to the ground calculator 35 as a current position signal and a braking distance signal.

The operation of this embodiment configured as described above will be described. 2 and 3, the on-board computing unit 13 and the ground computing unit 35 are
It is repeated every predetermined time based on those operating frequencies.

In FIG. 2, first, in the vehicle 3, the speed calculated based on the speed signal from the speed generator 9 and the position calculated based on the position signal from the ground element 21 are
It is read by the on-board computing unit 13 (S10). Next, the current speed of the vehicle 3 is calculated based on the read speed (S20). Next, the traveling distance from the predetermined reference point is calculated by integrating the calculated speeds, and the position of the current point is calculated based on the position information of the reference point and the calculated traveling distance (S30). In addition, the ground elements 21a, 21
If the position signal from b is detected (S4
0), the position signal is used to calibrate the position of the current position calculated based on the speed signal from the speed generator 9 (S50).

When the current traveling speed and the position of the current point are calculated or calibrated in this way, the current braking distance is then calculated (S60). That is, first, the braking distance corresponding to the current traveling speed is read from the speed / braking distance table of the storage unit 15 described above, while the correction coefficient corresponding to the current position is read from the position / correction coefficient table described above. Is read. Then, the previously read braking distance is multiplied by this correction coefficient to calculate the current braking distance, that is, the braking distance when braking is performed at the current point. The calculated current braking distance,
The position of the current position calculated previously is modulated by the on-vehicle transceiver unit 11 and output from the power receiver 19 (S7).
0). The above is the processing on the vehicle upper side.

In this way, the braking distance output from the vehicle upper side and the position of the current point are processed as follows on the ground side. In FIG. 3, first, the ground calculation unit 35 on the ground side reads the braking distance and the position calculated based on the braking distance / position signal from the vehicle upper side (S110).

Next, the braking distance / locking time table is referred to, and the locking time corresponding to the current braking distance is read from the table (S120).

Next, based on the previously read position, it is determined whether the vehicle 3 is entering a predetermined locking section, for example, section 47b, and the read position and the ground element 21b are installed. It is determined by comparison with the position (S13)
0). If the vehicle 3 is outside the locking section, this routine ends.

When the vehicle 3 is in the locking section, next, the elapsed time after the vehicle 3 enters the locking section and the locking time previously read in step S120 are determined. It is compared, and it is determined whether the lock time is reached (S14).
0). If the elapsed time is less than the locking time, that is, if it is within the locking time, it is determined whether or not the locking is in progress based on the presence or absence of a locking flag described below (S150). Ends this routine. If the lock is not yet locked, a lock instruction is output to the interlocking device 37 (S160), and the lock flag indicating that the lock is locked is turned on (S170).

If the determination in step S140 is negative, that is, if the locking time has elapsed, the locking flag is turned off (S180), and an instruction to release the locking is issued to the interlocking device 37 (S190).

In the interlocking device 37, when the output of the locking instruction from the ground computing unit 35 is received, the switching operation is restricted until the output of the unlocking instruction is received thereafter.
That is, it is locked. As a result, the switching operation of the switch 39, the traffic light 41, and the traffic light 43 is not performed during locking.

As described above, in the present embodiment, the speed of the running vehicle 3 is detected, the locking time corresponding to the current speed is calculated, and the vehicle 3 has entered the locking start reference point. In addition, the switching operation of the rolling device 39 is limited only for the calculated locking time. As described above, in the present embodiment, the locking time is set based on the speed of the traveling vehicle 3,
Since an appropriate locking time can be set according to the speed of the vehicle 3 and the locking time can be set short for the vehicle 3 traveling at a low speed, the operation can be smoothed and the delay of the operation schedule can be prevented.

In the present embodiment, the locking time is set to the braking performance of the vehicle 3 because the locking time is set differently according to the braking performance of the vehicle by using the speed / braking distance table. It can be set to an appropriate value depending on the situation.

Further, in the present embodiment, by using the position / coefficient table, different correction coefficients are selected depending on the position on the trajectory, and thereby different locking times are set depending on the position. Therefore, the locking time can be set to an appropriate value according to the three criteria of the gradient of the track, the curvature of the curve, and whether or not it is inside the tunnel.

In the above embodiment, the locking time is changed depending on the speed of the vehicle 3 or the like. However, in the present invention, the locking amount set to a different value depending on the speed is The locking section is not limited to the locking time, and may be the locking section as the distance from the rolling device 39 to the locking start reference point.
That is, in the above embodiment, the fixed locking start reference point is used, and specifically, the locking is performed on the condition that the section 47b has been entered (or has passed the position of the ground element 21b). Instead of such a configuration, the locking start reference point may be set to a different position depending on the speed of the vehicle 3. In this case, as the vehicle 3 speed is lower, a shorter locking section is set on the front side (outer side) in the traveling direction starting from the rolling device 39, and the vehicle 3 enters the locking section. By locking under this condition, it is possible to realize the same effect as that of the above-described embodiment that the operation is smoothed and the delay of the operation timetable can be prevented. Also, in this case, the locking time can be set to a fixed value.

Further, in the above embodiment, the locking amount is set in consideration of the braking distance as the characteristic of the vehicle and the gradient / curve curvature of the trajectory and whether or not it is in the tunnel as the characteristic of the trajectory. However, the characteristics of the vehicle and the characteristics of the track in the present invention are not limited to these values, and all physical quantities that affect the braking distance and the braking time can be used. For example, when the rail surface is wet, the braking distance will be longer than it would otherwise be. Therefore, when setting the amount of lock, weather conditions such as whether it is sunny or rainy and the elapsed time after the end of rainfall are taken into consideration. May be The parameters indicating these meteorological conditions may be manually input to the ground calculation unit 35 or the on-vehicle calculation unit 13,
It may also be automatically input by another communication means.

Further, in the above embodiment, various tables are used for setting the locking time, but it goes without saying that a predetermined function may be used instead of the table. In addition, although the braking distance is calculated once and is then corrected by the correction coefficient, such a configuration is merely an example.

In the above embodiment, the position is calculated by integrating the detected velocities, but the position is acquired by a device on the ground side, for example, the ground elements 21a and 21b when the vehicle 3 passes by. May be performed by a well-known method using the output from the vehicle or the output of a track relay that drops in response to a short circuit of the track circuit when the vehicle 3 is traveling. Other known methods such as using a GPS system may be used. further,
The speed may be detected by differentiating the position output from these ground-side devices.

Further, from the ground side processing unit 31 to the interlocking device 37.
The output of the lock instruction / lock release instruction to the can also be performed by various conventionally known methods, for example, a method using an approach release relay.

In the above embodiment, the speed of the vehicle 3 is detected and the braking distance is calculated on the vehicle upper side, and these values are transmitted from the vehicle upper side to the ground side. However, the present invention has such a configuration. However, the configuration is not limited to this, and the speed may be detected and the braking distance may be calculated on the ground. However, in the above-described embodiment, since the speed is detected and the braking distance is calculated on the vehicle upper side, it is possible to provide a useful means for realizing the effects of the present invention as an on-board device, and the type and composition of the vehicle 3. There is an advantage that common ground side equipment can be used regardless of.

Further, the on-board arithmetic unit 13 in this embodiment
Alternatively, the computer program used for setting the amount of locks in the ground calculation unit 35 may be recorded in a known recording medium such as a CD-ROM. That is, the program is based on the condition that the vehicle has entered the locking start reference point provided on the front side in the traveling direction with respect to the rolling device provided on the track, and the rolling device according to the amount of the locking device. Is a recording medium recording a lock amount calculation program for causing a computer to calculate the lock amount for restricting the switching operation of the lock amount calculation program, wherein the lock amount calculation program is the computer, Useful for realizing the effect of the present invention, which can be traded as a recording medium recording a lock amount calculation program, which is characterized in that the speed of the vehicle is acquired and the lock amount is calculated based on the acquired speed. Can be used as any means.

The present invention can be applied not only to railroads but also to other rail-based transportations such as monorails.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a schematic configuration of an embodiment of the present invention.

FIG. 2 is a flowchart showing processing on the vehicle upper side.

FIG. 3 is a flowchart showing processing on the ground side.

[Explanation of symbols]

1 vehicle control system, 3 vehicle, 7 wheels, 9 speed generator, 11 on-board transmitter / receiver section, 13 on-board computing section, 1
5, 36 storage unit, 19 power receiver, 21a, 21b ground terminal, 33 ground transmitting / receiving unit, 35 ground computing unit, 37
Interlocking device, 39 roll device.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Kenji Hanamoto             1-4, Mei Station, Nakamura-ku, Nagoya City, Aichi Prefecture               Tokai Passenger Railway Co., Ltd. (72) Inventor Koji Fukukawa             1836 Otani, Omiya, Kuki City, Saitama Prefecture             This signal Kuki office (72) Inventor Yoshinao Yokota             1836 Otani, Omiya, Kuki City, Saitama Prefecture             This signal Kuki office

Claims (9)

[Claims] 1. A speed acquisition means for acquiring a speed of a running vehicle, a lock amount calculation means for calculating a lock amount based on the acquired speed, and a rolling device provided on a track. On the condition that the vehicle has entered the locking start reference point provided on the front side in the traveling direction, locking control means for limiting the switching operation of the rolling device according to the calculated locking amount, Closed-lock system with. 2. The approach locking system according to claim 1, wherein the locking amount is a locking time as a time for limiting the switching operation. 3. The approach locking system according to claim 1, wherein the locking amount is a locking section as a distance from the rolling device to the locking start reference point. Closed lock system. 4. The approach locking system according to any one of claims 1 to 3, wherein the locking amount calculation means is based on a speed of the vehicle as well as a traveling condition of the vehicle, An approach locking system, wherein the amount of locking is calculated. 5. The approach locking system according to claim 4, wherein the traveling condition is a characteristic of the vehicle. 6. The approach locking system according to claim 4, wherein the running condition is a characteristic of the track. 7. The approach locking system according to claim 4, wherein the traveling condition is a weather condition. 8. A speed acquisition means for acquiring the speed of the vehicle and a locking amount for restricting the switching operation of the rolling device in order to restrict the switching operation of the rolling device provided on the track. An on-vehicle device comprising: a braking distance calculating unit that calculates a braking distance of the vehicle based on the speed in order to calculate the braking distance. 9. The rolling device according to the amount of locking, provided that the vehicle has entered a locking start reference point provided on the front side in the traveling direction with respect to the rolling device provided on the track. Is a recording medium recording a lock amount calculation program for causing a computer to calculate the lock amount for limiting the switching operation, wherein the lock amount calculation program is the computer, A recording medium recording a lock amount calculation program, characterized in that a speed of the vehicle is acquired and a lock amount is calculated based on the acquired speed.