JP5800697B2 - Railway signal security system - Google Patents

Description

  The present invention relates to a railway signal security system that performs on-line position detection by on-board position declaration.

  As shown in Patent Documents 1 and 2 below, the on-line position detection method is based on position information from the ground unit installed on the track and a speed generator. This is a method for checking the presence line position recognition and transmitting it to the ground device via radio.

  Compared with the track circuit method, such as in the following Patent Document 3, the rail position is used as a part of the electric circuit and the train wheel short-circuits the rail so that the position of the track is recognized. Many field devices can be reduced, and maintenance costs can be reduced.

  In recent years, the on-board position declaration method is a CBTC system, where the on-board position information is transmitted wirelessly by the on-board apparatus and the ground apparatus receives the on-line position information and performs control. If the on-board position reporting device breaks down while traveling on the train, there may be a discrepancy between the actual line position and the actual line position recognized by the interlocking device that has the logic of interlocking the ground device. There is a problem with safety.

As an example of a problem with safety, a case is assumed in which a train is stopped at a sheltered platform in a station premises and a subsequent express train or the like is allowed to pass.
In this case, the switch is switched and locked to allow the train to enter the evacuation platform, but after the on-site traffic lights once show progress, the train is When approaching or approaching a certain section outside the traffic signal (the section before the traffic signal), the traffic signal may suddenly show a stop in order to cancel the course of the train and make an emergency stop.

In this case, even if the traffic signal shows a stop, the train may not stop and may enter the inside of the signal (the section ahead of the traffic signal). However, there is a risk of derailment if the lock of the switch is unlocked and switched. Therefore, the fixed section is used as an approaching locked section, and the locking is performed so that the switch is not switched.
However, for the sake of train operation management, it is impossible to continue to lock the switch for an infinite amount of time, so it is referred to as time-consuming time required from when the stop signal is displayed until the train reliably stops outside the traffic light. The lock is released after a certain period of time.

Japanese Patent Laid-Open No. 11-115760 JP 2009-61892 A Japanese Patent No. 3577588

  However, when the on-board position reporting device fails and the existing line position of the ground device does not match the actual line position, as described above, the route is canceled and the traffic signal is stopped, On the ground equipment side, the stop position of the train cannot be specified accurately, and the presence of the ground equipment is outside the on-site traffic signal, even though the actual stop position is in the investigation section that crosses the device. There is a case. In this state, the train may derail when the train is advanced after the lock of the switch is released after the above-described time has elapsed.

  In signal security systems, even in such a case, it is necessary to reliably avoid the risk of derailment due to unauthorized unlocking as described above. Therefore, rails are used as part of the electrical circuit in the inspection section. Therefore, it is necessary to secure the safety by laying a track circuit system that locates the existing line by short-circuiting the rails of the train wheels. Therefore, although the on-board declaration method has the advantage of reducing field equipment and maintenance costs compared to the track circuit method, a part of the conventional track circuit method should be adopted around the access lock section. There was a problem that it was unavoidable, leading to the complexity of the signal security system, and there was a limit to the reduction of field equipment and maintenance costs.

Therefore, in the present invention, a signal security system is constructed in which the on-vehicle device failure information is added to the interlocking logic of the interlocking device at the time of course cancellation as a condition at the time of unlocking.
More specifically, a speed generator that calculates the travel distance of a train, a position information from the ground element installed on the track of the train, and a track position that calculates the position information of the train based on the travel distance On-vehicle comprising: an information reporting device; a transceiver that transmits the standing line position information to the ground device; and a control unit that searches for a stop pattern based on the standing line position information and control information received from the ground device. In the signal security system having a device and the ground device for recognizing the on-line position of the train based on the on-line position information, the on- board device has presence of the on-line position information or reception of the control information. absence, or the provided detectable fault condition sensing apparatus at least one of abnormal search whether stop pattern, when an abnormality is detected, the fault information to the ground system And Shin, the ground device, in Zaisen the train approaching the locking section, when receiving the fault information, after a Tokimoto time, if the path cancellation is performed, to unlock the approach locking A route cancellation stop command was sent to prevent this .
In the above signaling system, said ground device on the basis of the failure information, incorporate the fault condition may be controlling the interlock device that performs route repositioning settings.
Further, the ground device, between traffic other, mutual traffic lights and point lock equipment can associate, may be assumed to have the interlock device also has an train control device.
Further, when the interlock device and the train control device are separate from each other, the ground device has a fault in the track position information by an interface in which the track position information and the failure information are added between the on-vehicle device and the ground device. Information may be added.

  According to the present invention, when an abnormality is detected by the failure state detection device, even if the route is canceled while the train is traveling in the approaching locked section, regardless of the passage of time, Since the unlocking of the approaching lock is prevented, the chain of the switch is not installed around the approaching lock section without introducing a system or on-site equipment for detecting the position of the track with the track circuit method. Since the lock can be reliably continued and safety can be ensured, the signal security system can be simplified, and field equipment and maintenance costs can be reduced to the maximum.

It is a detailed block diagram of an on-vehicle device. It is a block diagram which shows the function structure of a ground apparatus. It is a flowchart of an on-line position information reporting apparatus. It is a transmission format figure of an on-board apparatus. It is a flowchart of a failure state detection apparatus. It is a flowchart which shows the approach locking / unlocking process at the time of course cancellation of a ground apparatus. It is a figure which shows the state in which the train is drive | working an approach chain-like area. It is a figure which shows a mode that an unauthorized unlocking is prevented in the state which has an actual train position in the inside of a traffic signal.

  In the present embodiment, the main point is that the failure state detection device 11 is provided in the control unit 10 of the on-board device of the train 1 shown in FIG. The interface is designed so as to be added to the message to 4 and transmitted, and will be described in detail below.

  The on-board device includes a transceiver 13 and a control unit 10. The transceiver 13 is a device that transmits and receives information between the ground device 4 and the on-vehicle device via the wireless antenna 14. The transmission / reception method is performed through a space using a radio. The control unit 10 is a device that controls the on-board device from transmission / reception information with the ground device 4 and monitors whether the train speed is appropriate. The monitoring is performed by checking the information from the ground device 4 and the train speed signal from the speed generator 15. When the appropriate speed is exceeded, the control unit 10 outputs a brake command to automatically decelerate to the appropriate speed.

  The control unit 10 is provided with an on-line position information reporting device 12 and a failure state detection device 11, but both devices function independently, and the transceiver 13 puts the on-line position information and the failure information on the telegram information. It transmits to the ground device 4 at a constant cycle.

The standing line position information reporting device 12 checks the standing line position recognition based on the position information from the ground unit installed in the track and the travel distance calculated from the signal from the speed generator 15, and creates the standing line position information. .
The control unit 10 searches for the stop pattern based on the position information from the speed generator 15 and the control information received from the ground via the rail, and checks the stop pattern and the actual speed to determine whether automatic braking is necessary. doing.
The failure state detection device 11 adopts a fail-safe method in which it is determined that a failure occurs when the speed generator 15 fails and there is no on-line position information, and control information cannot be received even if there is on-line position information. Is determined to be a failure, and if there is no stop pattern search even if both the on-line position information and the control information are present, it is determined that there is a failure. As described above, when it is determined that there is a failure, the corresponding failure information is added to the position information from the on-line position information reporting device 12 and then output to the transceiver 13.
On the other hand, the transmitter / receiver 13 transmits / receives information between the ground device and the failure state detection device 11, and the ground device 4 recognizes that the failure state detection device 11 has failed when the failure information is added to the received signal. Safety is maintained by sending emergency stop information to the on-board equipment to stop the train.
In addition, when the transmitter / receiver 13 breaks down and the transmission / reception is impossible, the on-board device and the ground device 4 each detect a no-signal to stop the train urgently. Furthermore, when the transmitter / receiver 13 breaks down and continuously transmits and receives a predetermined signal, the on-board device performs an emergency stop because the pattern search cannot be performed.

Here, the ground device 4 includes an interlocking device and a train control device. The interlocking device is necessary for the electrical signals required between the interfering traffic signals, between the traffic lights and the switches related to the course, between the traffic lights competing with each other, between the train and the traffic lights or between the traffic lights. A mechanically linked device.
On the other hand, the train control device decelerates the train speed to the operating speed indicated by the control information of the section including the location, until the location where the train operating speed is limited due to the conditions of the track. It is an apparatus that continuously indicates control information that indicates an operation speed at which the train can stop before the end of the section indicating the control information that indicates stop.

FIG. 2 is a block diagram showing a functional configuration of the ground device 4. The ground device 4 includes an interlocking device 6 and a train control device 9. The interlocking device 6 receives on-site peripheral device state information such as a switch, a traffic light, a track circuit, and the like, and the on-site peripheral device setting device 6 ( 1), the route reservation setting device 6 (2), the route cancellation / stop setting device 6 (3), and the route relocation setting device 6 (4) are controlled in this order, and on-site peripheral device control information is transmitted.
In the present embodiment, the failure information added by the failure state detection device 11 is determined by the route cancellation / stop setting device 63 in the interlocking device 6, and when the failure information is determined, the train control device 9 uses this onboard device. Information is received via a wireless antenna, and train stop information is transmitted to the corresponding train by the train stop information creation device 91, or emergency stop information is transmitted by the emergency stop information creation device 92 to control the train. I do.

  FIG. 3 is a flowchart showing the operation of the on-line position information reporting device 12. The track position information reporting device 12 transmits a track position information creation command in S121, receives the train speed signal from the speed generator in S122, reads the track information in S123, and based on the train speed signal and the track information. Calculate the position. In S124, the existing line position information is transmitted to the failure state detection apparatus 11 at regular intervals, and the transmission of the existing line position information creation command in S121 is repeated again.

  FIG. 4 shows a transmission format from the on-board device. The on-board device information created by the control unit 10 of the on-board device transmits the track position information 19 for controlling the interlocking device 6 and the train control device 9. The on-board device information created by the on-line position information reporting device 12 is added when the failure information 20 is output from the failure state detection device 11. The interlocking device 6 determines the on-line position information 19 to which the failure information 20 is added at the time of route cancellation setting, and performs route recovery setting. Reference numeral 18 denotes a flag indicating the head of the transmission information, and 21 denotes a CRC code for error detection.

FIG. 5 is a flowchart showing the operation of the failure state detection apparatus 11.
In S111, the failure state detection device 11 sets the initial value when creating failure information as a failure state. In S112, it is determined whether or not the standing line position information from the standing line position information reporting device 12 is received, it is determined that it is received, and if it is determined in S113 that the standing line position information is appropriate information, In S114, on-board device information for the transmitter / receiver 13 is created, the failure information is switched to normal information, and transmitted in S115 together with the normal information.
When it is determined in S112 or S113 that an abnormality has occurred in the standing line position information from the standing line position information reporting apparatus 12, the failure state detection apparatus 11 receives a message reception response from the standing line position information reporting apparatus 12 in S116. The failure information is set to an initial value (failure state) with the situation as an element, added to the on-board device information created in S114, and transmitted to the transceiver 13 in S115. Note that the failure state detection device 11 has a function of detecting failure by determining that failure information cannot be created normally in preparation for failure itself.

  When the standing line position information reporting device 12 breaks down, it is conceivable that the standing line position information reporting device 12 does not transmit the standing line position information or continues to transmit erroneous standing line position information. At this time, the failure state detection device 11 determines whether the information is appropriate, creates failure information, adds the failure information to the on-board device information, and transmits the information to the transceiver.

  When the on-line position information reporting device 12 or the failure state detection device 11 itself in the control unit 10 of the onboard device fails, the ground device determines the failure state from the onboard device information received or not received, and the onboard device failure is detected. Recognize as Then, the train control device creates emergency stop information, transmits the emergency stop information to the train, and cancels the route.

FIG. 6 is a flowchart showing the approach unlocking process at the time of course cancellation performed by the interlocking device 6 of the ground device 4.
When the course cancellation is started in S61, it is determined in S62 whether or not the current section is a path locked section. In S64, a route restoration command is sent.
On the other hand, if it is determined in S62 that the current line section is not a path locked section, it is determined in S65 whether or not the train is present in the approaching locked section in which the locking device 7 is locked. If there is no line in the approaching locked section, a route restoration command is sent in S64.
If it is in the approaching locked section, it is determined in S66 that the on-board device has failed, and if it is confirmed that the on-board device has failed, a route cancellation stop command is sent in S68 and the route is changed. Cancel and stop to prevent the unlocking of the unlocking lock.
On the other hand, only when it is determined in S66 that the on-board device is normal and in S67 it is confirmed that the normal state continues until the time course has been completed, the approach unlocking process is performed in S69. When this processing is completed, a route restoration command is sent in S64.
Thus, in the state where the train 1 is in the approaching unlocked section and the on-board device is out of order, a route cancellation stop command is sent in S68 to prevent the approaching unlocking, Since the approach lock / unlock process is performed in S69 only when the on-board device is in the normal state for the time elapsed, the on-line position detection by the track circuit system is performed around the approach lock section. Without introducing the above system or field equipment, it is possible to reliably continue the locking of the switch and to ensure safety.

The operation of this embodiment will be described with reference to FIG.
The train 1 is traveling in the approaching locked section 5 of the route 8, and the station 2 has an on-site traffic signal 3. A switch 7 is installed inside the station.

  When the on-line position information reporting device 12 of the train 1 breaks down in the approaching locked section 5 outside the on-site signal device 3, the failure state detection device 11 is transferred from the transmitter / receiver 13 to the ground device 4 via the wireless antenna 14. The station apparatus information to which the failure information is added is transmitted.

  When the interlocking device 6 cancels the course 8 at the same time, the in-site traffic signal 3 displays a stop signal from the progress signal. When the failure information is not added, the switch 7 performs time-sequential time-sequential locking.

  Although the train 1 immediately stops in an emergency, a sufficient stop distance is not obtained until the train 1 stops, and the train 1 stops inside the traffic signal 3.

  On the other hand, when the failure information is added, the ground device 4 recognizes the final position of the train 1 as the approaching locked section 5 that is outside the on-site traffic signal 3 just before the on-line position information reporting device 12 fails. However, there is a possibility that the actual train position is inward of the traffic signal 3 shown in FIG.

  Therefore, when failure information is added, the lock of the path 8 is continued and the lock of the switch 7 is continued regardless of the passage of time. As a result, even if the departure route 17 of the train 16 is newly configured, the switch 7 cannot be converted, the unauthorized unlocking is prevented, and the route 17 is not configured, so there is no possibility that the train 1 is derailed, After it is confirmed by a maintenance person or the like that the guidance of the train 16 to the safe branch line or the like has been completed, repair is performed. As described above, according to the present embodiment, the on-line position information reporting device can appropriately save only for the traveling of an abnormal train, and the position reporting device of the ground device or the on-board device is normal for other trains. It does not affect driving.

  During this time, the lock related to the route 8 of the train 1 continues to be locked, but the interlocking equipment of the station 2 not related to the route 8 can be controlled without being affected by the train 1.

  In the present embodiment, the ground device in which the train control device and the interlock device are integrated is employed, but there is no problem even if the train control device and the interlock device adopt the ground device.

  As described above, according to the present invention, when an abnormality is detected by the failure state detection device, even if the route is canceled while the failed train is traveling in the approaching locked section, Regardless of the progress of this, since the unlocking of the approaching lock was prevented, without introducing a system or on-site equipment for detecting the position of the track by the track circuit system around the approaching lock section, Since it is possible to ensure that the lock of the switch is continued and to ensure safety, it is expected to be widely adopted as a signal security system that can reduce field equipment and maintenance costs to the maximum.

DESCRIPTION OF SYMBOLS 1 Train 2 Station 3 Traffic signal 4 Ground apparatus 5 Approaching lock section 6 Interlocking apparatus 7 Switch 8 Course 9 Train control apparatus 10 Control part 11 Failure state detection apparatus 12 Station location information reporting apparatus 13 Transceiver 14 Radio antenna 15 Speed generator 16 Train 17 Course 18 Flag 19 On-line position information 20 Failure information 21 CRC code

Claims (5)

A speed generator that calculates the travel distance of the train, position information from a ground element installed on the track of the train, and a position information reporting device that calculates the position information of the train on the basis of the travel distance; and An on-board device comprising: a transceiver that transmits standing line position information to a ground device; and a control unit that searches for a stop pattern based on the standing line position information and control information received from the ground device;
In the signal security system having the ground device for recognizing the on-line position of the train based on the on-line position information ,
The onboard device is provided with a detectable fault condition sensing apparatus at least one of abnormal search whether the existence of on-rail position information or the presence or absence of the reception of the control information, or the stop pattern, the abnormality is detected when it is, and transmits the fault information to the ground system,
In order to prevent the unlocking of the approaching lock when the route is canceled after the passage of time when the failure information is received while the train is in the approaching unlocking section while the train is in the approaching unlocking section A signal security system characterized by sending a route cancellation stop command . The on-board device adds the failure information corresponding to the abnormality of any of the presence / absence of the presence line position information, the presence / absence of reception of the control information, or the searchability of the stop pattern to the presence line position information. The signal security system according to claim 1, wherein the signal security system transmits the signal to the ground device. It said ground device on the basis of the failure information, the signaling system according to claim 1 or 2 incorporates the fault condition, and controlling the interlock device that performs route repositioning settings. The ground device is between traffic signals mutually, can be associated with mutual traffic lights and rolling iron equipment, signaling system according to claim 1 or 2, characterized in that it comprises an interlocking device also has an train control device. When the interlock device and the train control device are separate from each other, the ground device adds fault information to the track position information by adding an interface between the track position information and the fault information between the on-vehicle device and the ground device. The signal security system according to claim 4 , wherein the signal security system is added.

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