JP3559489B2 - Automatic course control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an automatic route control device for automatically controlling a route existing in a station yard, and more particularly to an automatic route control device suitable for route control of a line section in which trains must be operated at high density.
[0002]
[Prior art]
In an automatic route control device for automatically controlling the route of a station, the order of route control is determined based on a schedule on which a predetermined train operation procedure is recorded. This control order is calculated at a location where there is a competitive relationship with another train, such as a track, an exit of a station, or an intersection of a track. In this way, the order in which control is performed is specified before the train enters. Next, after detecting the existence (train presence) of the train, the route is determined based on the relationship between the position of the train to be controlled, the generation timing of the control start point (control point), and the predetermined control suspension time. The time and minute to be controlled are calculated, and it is checked that the control order of the traffic signal (path) to be controlled is first and that no other trains are present at the arrival point of the traffic signal (path). A control output for performing a route configuration is provided to on-site equipment such as a switch and a traffic signal. In the case where another train is delayed and the control is delayed because the control order is not the first, the human system is interrogated via man-machine means and the response result is returned. To change the control order, or to change the schedule by traffic control input or the like to change the control order.
[0003]
[Problems to be solved by the invention]
In the conventional route control device, since the control time and the control order are calculated based only on the target train to be controlled, it occurs in a transitional state of a diagram change (operation re-arrangement) performed in the event of an operation disturbance such as a train delay. Cannot avoid control deadlock. In addition, in the method of determining whether control is possible only by the state of the target train to be controlled, depending on the on-rail state and control state of the preceding train, even if continuation control from the subsequent train is possible earlier, Control is suspended on the safer side, and control at optimal timing is impossible.
[0004]
An object of the present invention is to acquire control control time, control state, delay state, traveling direction, and other attributes of trains on other trains in a high-density train operation line section, and obtain a correlation between trains. It is an object of the present invention to provide an automatic route control device capable of automatically controlling a route existing in a station premises at an optimal timing by calculating the route while preventing deadlock in control.
[0005]
[Means for Solving the Problems]
The present invention provides a timetable that stores information including time related to train operation, a train tracking unit that detects the movement of a train that is located in a control range, and a train track that stores train information tracked by this unit. In an automatic route control device including a train table and route control means for controlling a route for a train existing in the station yard from information on the diamond database and the on-rail train table,
Even when other trains are present in the second track to which the trains that have advanced from the first track in the control range reach, from the first track according to the state registered on the train train table of other trains. A first table in which a determination condition for permitting a route configuration of a train traveling to the second line section is set in advance according to a station line system;
In the train registered in the on-rail train table, the determination condition is set as the first rail section where the train is located, and there is another train located on the second rail section. Determining means for determining whether the state satisfies the determination condition,
A second table in which the determination result by this means is registered, and
The route control means, when the train registered in the on-rail train table has the first control order regarding the advance from the on-rail position and the time of the advance control has passed, the train is stored in the second table. When it is registered that the judgment condition for the route is registered and the registered condition is satisfied, even if another train is present in the second line section, there is a function of performing the advance control for the train. An automatic route control device characterized by the above is disclosed.
[0006]
Further, according to the present invention, the determination condition set in the first table is that the departure control has been completed for the other trains located on the second line section, and that the first and second line sections have the departure control. A traveling route control device is disclosed, which is a condition that the traveling directions of the train and the other train are the same.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration example of an automatic route control device according to the present invention. The automatic route control device 1 detects a traffic signal 2, a switch 3, and a position of a train via a network 5. It is connected to on-site equipment such as the circuit 4. The on-site equipment status information S1 sent through the network 5 is taken in via the equipment I / F 101 and input to the train tracking processing unit 102. The train tracking processing unit 102 detects the movement of the train from the state information S1 of the on-site equipment, and registers the train information S2 existing in the range controlled by the automatic route control device 1 in the on-train train table 103.
[0008]
The operation terminal unit 6 is a man-machine I / F unit connected to the automatic route control device 1, and according to the contents of the operation arrangement information S3 input from the operation terminal unit, the operation arrangement processing unit 104 It is possible to perform an operation of changing the contents of the diamond DB 105, which is a database in which operation times and operations are registered.
[0009]
The route control processing unit 106 refers to the diagram DB 105, reads an appropriate operation mode of the train, and obtains a route control time and a route control direction for the train from the on-rail train table 103. At this time, referring to the high-density control availability table 108 generated by the high-density control determination unit 107, even when the route control processing unit 106 suspends the control from the information of the on-rail train table 103 and the diamond DB 105, If information indicating that control is possible is registered in the high-density control availability table 108, it is determined that route control is possible. Then, a route configuration request signal S4 is output to the facility I / F unit 101, and the request signal S4 is transmitted to the on-site facility via a security facility such as an interlocking device, and is used for switching a switch, Lighting control of the traffic light is performed.
[0010]
The above-described high-density control availability table 108, high-density control determination unit 107, and high-density control designation constant table 109 are features of the present invention, and the high-density control determination unit 107 refers to the on-rail train table 103, After the check condition is acquired from the high-density control specification constant table 109 using the train to be controlled and the route for which the route is to be configured for the train as a key, the train related to the check condition is stored in the on-rail train table 103. Then, by determining attributes such as the traveling direction of the train and the control time from the timetable 105 and the train-on-train table 103, a route group capable of high-density control is registered in the high-density control availability table 108.
[0011]
Next, an example of the on-rail train table 103 of the automatic route control device 1 of FIG. 1 will be described. FIG. 2 shows an example of a certain automatic route control, some line sections in the control range thereof, and the state of the train. The train A is placed at the entrance on the left side of the station (between the downcoming stations). The train B is on the line No. B and the train C is on the line No. 1 and no train is on the line No. 1. The traffic lights 1R, 3R, 4R, 2L, and 5L are installed at the positions shown in the figure, respectively, and the R and L at the end of the names of these traffic lights mean that the course travels rightward and the course that travels leftward. I do. The thick solid line in the figure is a track.
[0012]
FIG. 3 shows the contents of the on-rail train table 103 corresponding to the state of FIG. 2, and shows the respective train numbers A, B, and C on the train at record numbers No. "1" to "3". The on-rail position, the traveling direction (L: left, R: right), the scheduled control signal (path), and the scheduled control time are registered.
[0013]
Next, an operation example of the automatic route control device of FIG. 1 will be described. FIG. 4 shows an example of a state where the train is located in the control range of the automatic route control device centering on the station. Train A is located between the downcoming stations, and train B is located on the downbound main line. Traffic lights 1R, 4R are provided in the down direction (right direction), and traffic lights 6L are provided in the reverse direction, and there are competition points K1, K2, K3 in an intersecting relationship with other trains. FIG. 5 shows the on-rail train table 103 corresponding to FIG. 4, in which the train A is located between the downcoming stations, the traffic lights 1R and 4R are the control target routes, the train is traveling in the R direction, and the train B Re indicates that the vehicle is on the down main line and that the traffic lights 1R and 4R are to be controlled, and that the vehicle is traveling in the R direction as in the case of A. In addition, from the positional relationship shown in FIG. 4, the traffic light 1R has already traveled on the train B.
[0014]
6 is an example of a high-density control designation constant table 109 corresponding to the linearity of FIGS. 6 and 4. In this example, a route 1R, which is a high-density control designation target, is specified in advance in the form of equipment in the record number (No) “1”, and a “downbound main line” is set at a check location where the designated route should be checked. In the check condition, "same direction" and "departure control completed" are registered. The high-density control judging unit 107 uses the on-train train table of FIG. 5 and the high-density control designation constant table of FIG. Since the current train is “train B” from FIG. 5 and the departure control has been completed for that train B, the result determined as condition check OK is registered in the high-density availability table 108 as shown in FIG. . As a result, the train A can control the traffic light 1R without generating a deadlock even if the preceding train B is on the down main line.
[0015]
FIG. 8 is a processing flow of the route control processing unit 106 including the high-density control. The route control processing unit performs control of the on-board train table in units of routes for controlling the train to be controlled. It is determined whether the traffic light can be controlled, and if controllable, the part that outputs the instruction of the route configuration is performed, and the determination is made for all the trains that are periodically activated and registered in the on-rail train table and the result Control output. First, it is checked whether or not unprocessed trains remain in the on-rail train table 103 (step 801), and if so, one train name is extracted from the table 103 (step 802). Then, it is checked whether the order related to the traffic signal to be controlled by the extracted train is first (step 803). In the state shown in FIG. 4, when controlling the course 1R for the train A, the schedule such as the order of use of the competitor points K1 and K2 competing with other trains and the order of arrival on the down main line are determined. The order is uniquely determined based on the order, and is shown in an order table not shown. If the order is first, it is determined whether the control time has passed (step 804). This is determined based on whether or not the scheduled control time registered on the on-rail train table has come. If the scheduled control time has elapsed, it indicates that control is possible, and the process proceeds to the following processing. However, if the control order is not the first order or the control time has not elapsed (step 803 or 804) No), the control for the train cannot be performed, and the process returns to step 801.
[0016]
When it is possible to control the taken-out train, the high-density control determination possibility table 108 is referred to check whether the route (signal) that the train to be controlled is in question is registered and the check result is OK. (Step 805). As a result, if the check is OK, it is determined that the route control output is possible, and the route configuration request signal S4 (see FIG. 1) is immediately output without performing the following normal processing (step 808). If the high-density control is not possible (No in step 805), the route is registered in the high-density control determination possibility table 108, and whether or not the check is NG is checked (step 806). Is not registered (No in step 806), it is checked whether or not the train is present at the destination of the course (step 807), and if not, the request signal S4 is also output (step 808). If "Yes" in step 806, the route cannot be configured, so the process returns to step 801 without doing anything. If "Yes" in step 807, it is not necessary to perform high-density control. Hold output. In the linear and on-rail state of FIG. 4 described above, in the conventional apparatus, the train B is on the down main line, so in this state, the course control for the course 1R of the train A is waited, but according to the processing of FIG. At 805, the result is "Yes" and control for train A can be performed immediately.
[0017]
FIG. 9 shows the example shown in FIG. 4, in which the traveling direction of the preceding train B on the down main line is opposite to the L direction. FIG. 10 shows the on-rail train table at this time, except that the scheduled control signal 2 for the train B is a signal 6L and the control time is "10:01:00" (not executed). It is the same as FIG. Since the station alignment is the same in FIGS. 4 and 9, the high-density control designation constant table 109 is the same, that is, the table in FIG. 6. The high-density control availability table 108 that can be created at this time is different from FIG. 7 corresponding to FIG. 4 in that only the check result is “NG”.
[0018]
When the control of the traffic light 1R of the train A is in the state of FIG. 9, the control order of the traffic light 1R is first checked in step 803 of FIG. Here, paying attention to the scheduled control time of the traffic light 1R for the train A and the scheduled control time of the traffic light 6L for the train B in FIG. 10, the control order of the train A is higher in the competitive points K1 and K2. Has become. This does not occur on a regular train schedule, but often occurs during a train reorganization transition during train disturbance. Next, the scheduled control time of the traffic light 1R is checked. It can be seen from the train that the scheduled traffic light 1R control time at A is 10:30, but in this example, it is assumed that the scheduled traffic time has passed. Then, the process proceeds to step 805 and subsequent steps in FIG. At this time, based on the high-density control designation constant table and the on-line state shown in FIG. Therefore, as shown in FIG. 11, in the high-density control availability table, the check result is NG, and the route control output for the traffic light 1R of the train A is suspended. In such a case, since train B has a deadlock in order with train A, control output of the traffic light 6L is performed first, and after train B has advanced from the main line, the train A An operation is performed so as to output a course control output of the traffic light 1 </ b> R with respect to レ.
[0019]
FIG. 12 shows another example of the state of the train, in which there are two traffic lights 1R and 2R that control the course when the train A arrives at the down main line. FIG. 13 shows the on-rail train table 103 corresponding to the state of FIG. 12, and FIG. 14 shows the high-density control designation constant table 109 defined for the alignment of FIG. Then, a high-density control availability table shown in FIG. 15 is created from the tables of FIGS.
[0020]
When the control of the traffic light 1R for the train A in the state of FIG. 12 is to be performed, the control order of the traffic light 1R is first checked in step 803 of FIG. In this case as well, as in the example of FIG. 9, it is assumed that deadlock in the order at the conflict point K1 has occurred and the control order is first (if the control order is not the first, the signal No problem occurs without 1R control output). Next, it is assumed that the scheduled control time has also passed. Then, the result of the high-density control determination is referred to. However, as shown in FIG. 14, the high-density control specification constant table 109 is specified, and when controlling the traffic light 1R, the conditions of the main downlink and the first downlink are used. Perform a check. Here, the high-density control determination unit 107 checks OK for the first downlink in the second record in FIG. 14, but checks “in the same direction” and “departure controlled” of the main downlink in the first record. In the check, the train B is in the L direction with respect to the R direction of the train A and is not in the "same direction". Further, since the traffic light 6L for the train B is not controlled, it is not "departure controlled". As shown in FIG. 15, the check of the high-density control for the traffic light 1R is NG. Therefore, control of the traffic light 1R is suspended, and deadlock can be prevented.
[0021]
【The invention's effect】
As described above, according to the present invention, the processing unit for performing the high-density control determination is provided, and as a result determined by the conventional route control processing unit, the high-speed control simply It is determined whether or not control for density control is possible. In addition, these make it possible to divide judgment conditions for each equipment in order to cope with complicated equipment to be controlled. As a result, there is an effect that the route control output can be performed at an optimal timing while preventing the deadlock even if the route is in a condition where the route control output cannot be performed on the safe side in the conventional method.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an example of a configuration of an automatic route control according to the present invention.
FIG. 2 is an example of a station alignment and a train presence state.
FIG. 3 is an on-rail train table corresponding to the state of FIG. 2;
FIG. 4 is another example of the station alignment and the train presence state.
FIG. 5 is an on-rail train table corresponding to the state of FIG. 4;
FIG. 6 is a high-density control designation constant table corresponding to the station alignment of FIG. 4;
FIG. 7 is a high-density control availability table corresponding to the state of FIG. 4;
FIG. 8 is a flowchart of a course control process.
FIG. 9 is another example of a station alignment and a train presence state.
FIG. 10 is an on-rail train table corresponding to the state of FIG. 9;
FIG. 11 is a high-density control availability table corresponding to the state of FIG. 9;
FIG. 12 is another example of a station alignment and a train presence state.
FIG. 13 is an on-rail train table corresponding to the state of FIG. 9;
FIG. 14 is a high-density control designation constant table corresponding to the station alignment of FIG. 9;
FIG. 15 is a high-density control availability table corresponding to the state of FIG. 9;
[Explanation of symbols]
1 automatic route control device 103 on-board train table 105 diagram DB
106 Route control processing unit 107 High density control determination unit 108 High density control availability table 109 High density control designation constant table

Claims (2)

A timetable that stores information including the time related to the operation of the train, a train tracking processing unit that detects the movement of the train that is on the control range, and a trained train table that stores information on the train tracked by this means. An automatic route control device including a route database and a route control processing unit that controls a route for a train existing in the station yard from information on a train line train table.
Even when other trains are present in the second track to which the trains that have advanced from the first track in the control range reach, from the first track according to the state registered on the train train table of other trains. A first table in which a determination condition for permitting a route configuration of a train traveling to the second line section is set in advance according to a station line system;
In the train registered in the on-rail train table, the determination condition is set as the first rail section where the train is located, and there is another train located on the second rail section. A control determination unit that determines whether the state satisfies the determination condition,
A second table in which the determination result of the determination unit is registered,
The route control processing unit, when the train registered in the on-rail train table has the first control order regarding the advance from the on-rail position and has passed the time of the advance control, the train is registered in the second table. Is registered and that the determination condition for the course is satisfied is registered even if another train is present in the second line section. An automatic course control device characterized by the following. The determination condition set in the first table is that the departure control for the other trains on the second track section has been completed and the trains on the first and second track sections are present. The automatic route control device according to claim 1, wherein the condition is that the traveling directions of the train and the other train are the same.

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