JP5202369B2 - PRC equipment - Google Patents

Description

  The present invention relates to function expansion of a PRC device (automatic route control device) in a train operation management system for railways.

  A railroad crossing has a railroad crossing where it crosses the road, and a railroad crossing control device is attached to the railroad crossing, so that a warning is issued when the train passes the railroad crossing, Railroad crossing control devices that are put into practical use (see, for example, Patent Document 1) determine the alarm start timing of a railroad crossing with each train as a monitoring unit. It is not designed to associate train groups.

In addition, railroad tracks are equipped with turnovers and traffic lights at each necessary location, and many tracks are divided into sections. In order to detect the status of trains in each section, along the tracks Track circuit is laid. And according to the train detection result of a track circuit, about a narrow range, such as the inside of a station or between one station, an interlocking device turns and controls a machine and a signal machine.
Furthermore (for example, refer to Non-Patent Document 1), in the track where the CTC device (train central control device) is installed, the train line information (train position) of each section of the track circuit and the indication of each signal (signal indication) Are collected in the CTC central unit of the management center via the CTC station unit of each station.

  Moreover, in addition to the CTC device, the EDP device (operation control device) for creating a train operation execution diagram, and a number of turning machines and traffic lights are controlled via the CTC device, thereby controlling the course of the train. In the train operation management system equipped up to the PRC device (automatic route control device) to perform, the train tracking is performed by collecting the train operation status information via the CTC device, and based on the train operation status information and the execution diagram Route control of trains over a wide range is automatically performed.

In addition, the train operation status information includes all train positions and signal indications in the line to be managed, execution schedules are specified for each train, and each train execution schedule includes the stop station and departure time. And a plurality of sets of route information are arranged in order of travel.
The route information includes, for example, on-site signal and departure signal at each station, and when there is a replacement work in the station, the name (number) of the replacement signal, the order to be controlled, and the control time (signal inversion). Time).

Japanese Patent No. 3117152

"Introduction to Signals for Railway Engineers CTC / PRC" issued by Japan Railway Electrical Engineering Association

However, in such a conventional PRC apparatus, priority is given to train operation according to the schedule, and in the conventional EDP apparatus, information on the level crossing is not reflected in the diagram, and in the conventional level crossing control apparatus, the alarm start timing is determined on a train basis. Only. None of the devices takes into account the effect of multiple trains passing through the same level crossing on the level of opening / closing (release / shutoff) of the level crossing. For this reason, for example, after an alarm is started by an up train, after the train has passed the railroad crossing and the alarm has stopped, if the down train immediately approaches the same railroad crossing, the alarm will start again without any delay and road traffic・ The road traffic interruption time will be longer. If the going through of the descending train is followed by the passing of the going up train, it is also inconvenient because the closing time of the crossing is long.
Therefore, the purpose is to improve the system so that the closing time of the railroad crossing can be shortened even if the train operation is somewhat delayed, but avoiding the modification of the railroad crossing control device with a large number of installations, the PRC with a small number of installations Achieving the purpose by modifying the equipment is a technical issue.

  The PRC apparatus of the present invention (Solution 1) was created in order to solve such a problem, and performs the course control of the train based on the collected train operation status information and the held execution schedule. In the PRC device, data that associates a stop station and a railroad crossing as a closing time reduction process target is included, and the train travels from the stop station to the railroad crossing until the railroad crossing is reached. A signal that holds the extended data that enables the estimated arrival time to be acquired and controls the departure signal that regulates the departure of the train that has arrived at the stop station to be a traveling instruction signal (inverted) during the route control. A standard setting is made to set the inversion time based on the execution schedule of the train, and the next station that sandwiches the crossing for the closing time reduction process together with the current stop station is searched based on the extended data. Based on the train operation status information, the presence or absence of a train that is parked at the next station and is scheduled to rub is checked, and if there is, the estimated arrival time from the current stop station and the next station to the railroad crossing with reference to the extended data In addition, the estimated crossing time of both trains is obtained, the delay time is obtained from the difference, and the effectiveness of the delay is determined, and if it is valid, the standard signal inversion time is obtained using the acquired delay time. It is characterized in that a delay setting for delaying is performed.

  The PRC apparatus according to the present invention is (the solution means 2), the PRC apparatus according to the solution means 1, wherein the execution diagram includes identification data of a passing station and data of a scheduled passage time, and the extension The data includes data associating passing stations and railroad crossings as the closing time reduction processing target, and the train travels from the entrance to the passing station until it reaches the railroad crossing. Data that makes it possible to acquire the estimated arrival time will also be included, and in the course control, the signal inversion time for controlling the departure signal that regulates the passage of the train that has entered the passing station to the travel instruction signal Perform the standard setting to be set based on the execution diagram, search the next station that sandwiches the crossing for the closing time reduction process with the current passing station based on the extended data, and whether or not there is a train that is scheduled to rub between the two stations Investigate based on operation status information, and if there is, obtain the estimated arrival time from the current passing station and the next station to the railroad crossing with reference to the extended data, and further calculate the estimated crossing time of both railroads and delay from the difference It is characterized in that the time is obtained and the effectiveness of the delay is determined, and if it is valid, the delay setting is performed to delay the signal inversion time that has been set in the standard using the acquired delay time.

  Further, the PRC apparatus of the present invention (Solution means 3) is the PRC apparatus of the above solution means 1 and 2, and can also control the closing signal in the line to be managed, and the execution diagram includes the closing signal. Includes the identification data of the immediately preceding section and the data of the scheduled passage time of the section, and the extended data includes data associating the immediately preceding section of the traffic signal and the railroad crossing as the closing time reduction processing target. In addition, for the immediately preceding section and the level crossing, there is also included data that makes it possible to obtain an estimated arrival time that the train will travel from entering the previous section until reaching the level crossing. A standard setting is made to set the signal inversion time for controlling the traffic signal that restricts the passage of the train that has entered the section to the travel instruction signal based on the execution schedule of the train, Based on the extended data, the next station or the destination section sandwiching the railroad crossing with the immediately preceding section is searched based on the train operation status information, and if there is a train scheduled to rub between both sections, the extended data To obtain the estimated arrival time from the current immediately preceding section and the next station or the destination section to the railroad crossing, further determine the scheduled crossing time of both trains, obtain the delay time from the difference and determine the effectiveness of the delay, When valid, the delay setting for delaying the signal inversion time that has been set as standard using the acquired delay time is performed.

  Further, the PRC device according to the present invention (solution 4) is a PRC device that controls the course of a train based on the collected train operation status information and the execution schedule that is held. When the train stops, it holds extension data that associates the near station and the near station across the level crossing that is kept closed by the train as the closing time reduction processing target, and closes the extension data during the course control. When switching from the stop instruction signal to the progress instruction signal, the signal indicating the destination station associated with the stop station in the extension data when switching the indication of the departure signal from the stop station that is the near station to be processed for time reduction. If the display of the on-site signal is a stop instruction signal, it is switched after waiting until it changes to a progress instruction signal.

  In such a PRC apparatus of the present invention (solution 1), for trains passing through a crossing that is subject to the closing time reduction process in the extended data, the adjustment / control of the alarm start timing of the crossing is performed for each train. Appropriate to contribute to shortening the closing time of railroad crossings by delaying the departure time at the stop station after grasping the upper and lower trains that are likely to rub against each other near the railroad crossing as a train group The alarm start time is adjusted and controlled. Specifically, the above-mentioned train tracking is performed to grasp the position of the train group in the target line section, and the execution schedule is held, and the train information of each train is based on the operation information such as departure time and route of each train. Processed by the PRC device that controls the route, the earlier departure time of the crossing arrival estimated time is delayed so that the upper and lower trains can reach the crossing as soon as possible. This increases the frequency with which the crossing closing time is shortened.

  However, even if only one of the trains delays the departure time of the train in such a way, it may affect the subsequent progress of the corresponding train and the subsequent train. Considering even indirect delays, this may lead to delays in train operation in the entire target area. Although shortening the road traffic / road traffic interruption time that leads to these results will help reduce road congestion, it impairs the punctuality of rail transport, so two conflicting requests Taking into account the pros and cons of, the closing time reduction processing target and the validity determination threshold are determined.

For example, when there is a railroad crossing between a turn-around station and its adjacent station, the delay in the departure time at the adjacent station is not so much other than that, and there is little practical impact, so it is easy to put it to practical use.
Further, if the validity determination threshold value is increased, the delay adjustment time is extended to a certain extent, and the number of adjustment target trains is increased. Therefore, the effect of alleviating traffic congestion on the road is enhanced. On the other hand, if the validity determination threshold is reduced, the delay adjustment time is reduced and the number of trains to be adjusted is reduced, so that the regularity of rail transport is maintained. Therefore, as a general rule, the target level crossing and the effective determination threshold are selected so as to contribute to alleviation of traffic congestion within a range in which the punctuality of railway transportation can be sufficiently ensured.

The function / logic that detects that a train has reached the level crossing warning control section and starts a level crossing alarm, or the function / logic that detects that a train has passed the level crossing and stops the level crossing alarm, Since the street crossing warning control device is in charge, even if the PRC device of the present invention breaks down, the safety of the level crossing warning is not impaired.
Therefore, according to the present invention, a PRC device that can shorten the closing time of a railroad crossing can be realized in a mode suitable for practical use.

In the PRC device of the present invention (solution 2), the closed time reduction processing target is expanded not only to the stop station but also to the passing station.
Furthermore, in the PRC apparatus of the present invention (Solution means 3), the closed time reduction processing target is expanded not only to the stop station but also to the section between stations.

Further, in the PRC device of the present invention (Solution means 4), when the on-site traffic signal installed at the destination station at the crossing point shows a stop instruction signal, the train stops accordingly. Under the situation where the railroad crossing is kept closed by the train, when the train station arrives at the front station and the departure signal at the front station displays the progress instruction signal, the signal at the destination station gives a stop instruction signal. While the display is in progress, the display change of the departure signal at the near station is awaited, and the display of the signal at the station at the near station becomes a progress instruction signal, and then the display of the departure signal at the near station is a progress instruction signal. Changed to
As a result, when the train is likely to stop at the railroad crossing, the train is kept at the near station, which contributes to the optimization of the alarm start timing of the railroad crossing, and therefore the time and frequency of unnecessary alarming are reduced.
Therefore, according to the present invention, a PRC device that can shorten the closing time of a railroad crossing is realized.

1 shows the structure of a train operation management system and a PRC device in Example 1 of the present invention, where (a) is a block diagram of the train operation management system, (b) is a data structure of a diagram of the PRC device, and (c) is extended data. (D) is another form of extended data. The program structure of a PRC apparatus is shown, (a) is a flowchart of signal inversion time setting processing, and (b) is a flowchart of signal inversion control. (A)-(d) are all the symbol diagrams of the train operation condition example. About Example 2 of this invention, the structure of a train operation management system and a PRC apparatus is shown, (a) is a block diagram of a train operation management system, (b) is the data structure of the diagram of a PRC apparatus, (c) is expansion data. (D) is another form of extended data. It is a flowchart of the signal inversion time setting process program of a PRC apparatus. (A)-(b) all are the symbol diagrams of the train operation condition example. About Example 3 of this invention, (a) is a symbol figure of a train operation condition example, (b) is one form of extended data, (c) is a flowchart of signal inversion control, (d) is a train operation condition example. FIG.

With respect to such a PRC apparatus of the present invention, specific modes for carrying out this will be described with reference to the following first to third embodiments.
The embodiment 1 shown in FIGS. 1 to 3 embodies the above-described solution 1 (claim 1 at the beginning of the application), and the embodiment 2 shown in FIGS. 4 to 6 is the solution 2 described above. , 3 (claims 2 and 3 as originally filed), and the third embodiment shown in FIG. 7 embodies the above-described solution 4 (claim 4 as originally filed). .

  A specific configuration of the PRC device according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows the structure of a train operation management system and the PRC device 10 included therein, where (a) is a block diagram of the train operation management system, (b) is a data structure of an execution diagram 11 of the PRC device 10, c) is one form of the extended data 12, and (d) is another form of the extended data 12. 2A is a flowchart of the signal inversion time setting process of the route control program 13 and the extension program 14 of the PRC device 10, and FIG. 2B is a flowchart of the signal inversion control.

  This PRC device 10 (see FIG. 1 (a)), like the conventional PRC device, manages the train operation for the track where the track circuit is also laid in addition to the turning machine, the traffic signal, and the departure signal 15 It is built into the system and collects the train operation status information of each train in the line to be managed via a CTC device, etc., and creates and updates the train operation status information with the EDP device and the own device. Based on the execution diagram 11 held in the control line, each switch in the line to be managed is controlled by controlling the turning machine in the line to be managed, the traffic signal in the field, and the departure signal 15 through the CTC device or the like. The route is controlled for the train.

  As described above, the train operation status information includes the train position and signal indication, the execution diagram 11 is defined for each train (see FIG. 1B), and the execution diagram of each train includes The group data of the stop station and the route information are arranged in the order of travel, and the train type data is included. The route information includes departure time and signal inversion time. The train position when the train arrives at the platform of the stop station is indicated by the station number, and the signal inversion time that is the scheduled time to switch the indication of the departure signal 15 at the front end of the platform from the stop instruction signal to the progress instruction signal is In each case, the data area is secured for each train and for each stop station, and is updated as the train progresses.

In addition, unlike the conventional PRC device, the PRC device 10 (see FIG. 1A) holds extended data 12 and has an extended program 14 installed.
The extended data 12 includes a delay processing incomplete flag for preventing a train deadlock (see FIG. 1B). The delay processing incomplete flag may be set for each stop station, and is set at least for each train. If the value is `` not yet '', it means that the signal inversion time of the corresponding train remains set as standard. If the value is “Done”, it indicates that the signal inversion time of the corresponding train has been set in addition to the standard setting.

  The extended data 12 also includes data that associates a stop station and a railroad crossing that are subject to the closing time reduction process of the extended program 14 (see FIGS. 1C and 1D). In that data, data that can calculate the estimated arrival time that the train will travel from the departure from the stop station to the crossing will be set for each stop station and crossing. In this embodiment, both an easy mode of data setting work (see FIG. 1C) and an easy-to-reference mode (see FIG. 1D) are included. It is possible to use only one of them, and other modes may be used as long as the estimated arrival time can be calculated. For example, a database in which a plurality of index keys can be specified may be used.

  Specific examples of data items necessary for the extended data 12 are as follows. For data setting (see FIG. 1 (c)), for each set of level crossings and route information, the route information, the upstream station number, and the level crossing from there. Distance, the station number and the distance from there to the railroad crossing. For program reference (see FIG. 1 (d)), for each set of stop station number and route information indicating the current stop station where the train is arriving and leaving, the information from the current stop station to the railroad crossing. The distance, the next station number indicating the next station that is the opposite station across the railroad crossing, and the distance from the next station to the railroad crossing are included. In this embodiment, if data items for data setting (see FIG. 1 (c)) are entered in a row, a program reference (see FIG. 1 (d)) is automatically created by a data conversion tool. It is also possible to do.

  The route control program 13 performs the route control of the train based on the train operation status information and the execution diagram 11 as described above. In the route control, when the train arrives at the stop station, the route control program 13 An inversion time setting process is performed (see FIG. 2A), and signal inversion control is performed when the signal inversion time arrives (see FIG. 2B). In the signal inversion time setting process of the route control program 13 (refer to step S11 in FIG. 2 (a)), the departure signal 15 that regulates the departure of the train that has arrived at the stop station is controlled to the progression instruction signal (inverted). ) A standard setting for setting the signal inversion time based on the execution schedule 11 of the train is performed. For example, when the scheduled arrival is reached, a time 20 seconds before the departure time of the execution diagram 11 is set, and when delayed, a time 15 seconds after the arrival time is set. Further, in the signal inversion control of the route control program 13 (see step S21 in FIG. 2 (b)), the corresponding departure traffic signal 15 is controlled to be a travel instruction signal, and the display of the departure traffic signal 15 is stopped. The instruction signal is changed to a progress instruction signal.

  The extension program 14 is an extension of the functions of the signal inversion time setting process and signal inversion control, and the signal inversion time setting process of the extension program 14 (see steps S12 to S18 in FIG. 2 (a)). This is performed immediately after the signal inversion time setting process of the route control program 13. Further, the signal inversion control process of the extension program 14 (see step S22 in FIG. 2 (b)) is performed immediately after the signal inversion control process of the course control program 13.

  In the signal inversion time setting process of the extension program 14 (see steps S12 to S18 in FIG. 2A), first (step S12), the next station sandwiching the crossing subject of the closing time shortening process together with the current stop station is set as the extension data 12 ( Search based on Fig. 1 (d)), and check whether there is another train that is parked at the next station and is scheduled to rub, based on the train operation status information and execution schedule 11, and there is no other train that is scheduled to rub. In this case, the signal inversion time setting process is completed, but the process is continued when there is another train scheduled to rub against each other.

In the subsequent processing (step S13), if the delay processing incomplete flag relating to another train at the next station is “completed”, the signal inversion time setting processing is finished to prevent the deadlock of the train. If the delay processing incomplete flag relating to the train is “not yet”, the processing is continued.
Further, (step S14), it is checked whether another train at the next station is being suppressed based on the train operation status information, and if it is being suppressed, there is no point in waiting, so the signal inversion time setting process ends. If not, the process is continued.

  Then (step S15), the estimated arrival time Ta from the current stop station to the railroad crossing and the estimated arrival time Tb from the next station to the railroad crossing are obtained with reference to the extended data 12, and the train at the current stop station departs as scheduled. The crossing scheduled time Tca (= departure control timing of the current stop station (standard signal inversion time) + Ta) will be obtained, and if the next station train departs as planned The expected level crossing passing time Tcb (= departure control timing of the next station (standard signal inversion time) + Tb) is obtained, and the delay time Td is calculated from the difference (Tca−Tcb). It has become. In the calculation of the estimated arrival time, the train speed is determined from the train type of the execution diagram 11, and this speed is multiplied by the distance of the extended data 12. As the departure control timing used to calculate the estimated crossing passage time, the signal inversion time included in the route information obtained from the execution diagram 11 by specifying the train and the station is used.

  Further, (step S16), the delay is effective by using the validity judgment threshold γ determined in advance in consideration of the benefit of shortening the time for blocking road traffic and road traffic and the loss of punctuality of rail transport. Or invalid. Specifically, for example, when the validity determination threshold γ is set to a positive value, it is determined to be valid if the discriminant [Td <0 and Td <| γ |] is satisfied, and otherwise, it is determined to be invalid. The comparison condition [Td <0] means that the delay of the train at the current stop station should be prioritized, and the comparison condition [Td <| γ |] ensures an appropriate range that does not cause an excessive delay and the punctuality of railway transportation. Means the limit. When the validity determination threshold γ is set as a negative value, the discriminant is [γ <Td <0]. Further, the delay time Td may be calculated by (Tcb−Tca) if the discriminant or calculation formula is finely corrected as appropriate.

The determination of the effectiveness of this delay is performed for all railroad crossings between the current stop station and the next station (invalid in step S16, No in step S17). If no valid one is found, the signal inversion time is set. Although the processing is finished (Yes in step S17), when a valid one is found, the processing is continued and delay setting is performed (valid in step S16).
Then, (step S18), in the delay setting process, the signal inversion time that is already set for the train at the current stop station is delayed by the delay time Td using the acquired delay time Td. Further, in order to prevent deadlock of the train, the value of the delay processing incomplete flag relating to the train at the current stop station is changed from “not yet” to “completed”.

  In the signal inversion control process of the expansion program 14 (see step S22 in FIG. 2B), this is performed following the signal inversion control process of the conventional course control program 13 as described above. The delay processing incomplete flag for preventing deadlock is returned from “completed” to “uncompleted”. If the delay processing incomplete flag is set for each station, it may be possible to omit the processing for returning the delay processing incomplete flag from “completed” to “uncompleted”. In addition, although the detailed explanation that is more complicated than necessary is omitted, the signal inversion time setting process and the signal inversion control process update the same delay processing incomplete flag, so that the program updates the flag from the flag reference. If it is necessary to have a flag access exclusive function that makes the above inseparable, an appropriate flag access exclusive function is also added.

The use mode and operation of the PRC apparatus 10 of the first embodiment will be described with reference to the drawings. FIGS. 3A to 3D are all symbol diagrams of train operation status examples.
The station A and B station are located next to each other in the line where the up line and down line are lined up, and there are two railroad crossings X and Y between the two stations. A case where the vehicle travels on the line and the train B travels on the down line will be described as a specific example.

  Like the conventional apparatus, the PRC apparatus 10 is used by being incorporated in a train operation management system equipped with a CTC and the like so that the train tracking for collecting the train operation status information and the route control based on the execution diagram 11 can be performed. (See FIG. 1 (a)). In addition, for the extended data 12, all of the delay processing incomplete flags are initialized to “not yet”, so that the stop station and level crossing are subject to the closed time reduction processing targets of the Kou Station, the Oto Station, the level crossing X, and the level crossing Y. Are associated with each other (see FIGS. 1C and 1D). Further, in the PRC device 10, the extension program 14 is executed together with the route control program 13 in the automatic route control of the train.

  When the PRC device 10 finds that the train A has arrived at the station A of the train A (see FIG. 3), the signal inversion time setting process for the train A is started with the station A as the current stop station (see FIG. 3). 2 (a)), the standard setting based on the execution diagram 11 of the train A is performed with respect to the signal inversion time for controlling the departure signal 15 of the A station that controls the departure of the train A to the travel instruction signal (FIG. 2 ( a) See step S11). Then, the next station sandwiching the crossing X, Y that is subject to the closing time reduction process together with the former station of the current stop station is obtained by a search based on the extended data 12, and this is being stopped at the Otsu station, which is known as the next station, and rubs each other. The presence or absence of a scheduled train is checked based on the train operation status information (see step S13 in FIG. 2 (a)).

  And even if train A arrives at Kou station (see Fig. 3), or if there is no other train that may be rubbing (see Fig. 3 (a)), train B has already left Oto station. In the case (see FIG. 3B), the standard signal inversion time is used for signal inversion control as it is. When train B arrives at Otsu Station, signal inversion time setting processing for train B is started with Otsu Station as the current stop station, and even if there is no other train A at the next station Kou Station (Fig. 3 (c)), the signal inversion time of the train B is used with the standard setting.

  On the other hand, when the train A arrives at the former station, the train B is rubbed against the train station B (see FIG. 3D), and further determination is made toward the delay setting (steps S13 to S17). ). Specifically, first, it is confirmed that the delay processing incomplete flag relating to the train B of Otsu Station, which is another train of the next station, is “not yet” in order to prevent a deadlock of the train (step S13). It is confirmed that the train B at the station B is not being suppressed (step S14). If neither of the trains can be confirmed, the delay setting is avoided and the standard signal inversion time for the train A is used as it is for the signal inversion control. Used, but if both can be confirmed, the next decision is also made.

  That is, the delay time Td is calculated for the crossing X and the delay validity is determined (steps S15 to S16), and if no valid determination result is obtained (step S17), the delay time Td is calculated and the delay is further calculated for the crossing Y. It is determined that it is valid (steps S15 to S16), and if no valid level crossing is found, the delay setting is avoided and the standard signal inversion time related to the train A is used as it is for signal inversion control. If a valid level crossing of the delay time Td is found, for example, if the delay time Td of the level crossing X is valid, a delay setting is made at the signal inversion time related to the train A based on the relationship between the level crossing X, the station A, and the train A. At the same time, the delay processing incomplete flag relating to train A is changed from “not yet” to “completed” in order to prevent deadlock of the train (step S18).

  Note that the delay time Td related to the crossing X is calculated by referring to the extended data 12 and the estimated arrival time Tax from the station A to the crossing X and the estimated arrival time from the station B to the crossing X (see FIG. 3D). Tbx is calculated, and if the train A at the station A departs as scheduled, it will pass through the railway crossing X. The scheduled crossing time Tca (= departure control timing of the station A (standard signal inversion time) + Tax) In addition, the train crossing time Tcb (= departure control timing (standard signal inversion time) + Tbx) that will pass through the crossing X if the train B at the O station departs as scheduled is obtained. Then, the difference (Tca−Tcb) is calculated and set as the delay time Td.

  Further, the delay time Td related to the crossing Y is calculated by obtaining the estimated arrival time Tay from the station A to the crossing Y and the estimated arrival time Tby from the station B to the crossing Y with reference to the extended data 12. If the train A of the station departs as scheduled, it will pass through the crossing Y. Estimated crossing crossing time Tca (= departure control timing of the Kou station (standard signal turnover time) + Tay) If the train B departs as scheduled, the expected crossing time Tcb (= departure control timing of the Otsu station (standard signal inversion time) + Tby) + Tby that will pass the crossing Y is obtained, and then the difference (Tca -Tcb) is calculated and set as the delay time Td. Furthermore, the signal inversion time related to the train A is set to be delayed by resetting the signal inversion time related to the train A so as to be delayed by the delay time Td from the standard set time.

  As a numerical example, the effective determination threshold γ is 80 seconds, the departure control timing of the train A (standard signal inversion time) is 17:00, the estimated arrival time Ta is 30 seconds, and the train B When the departure control timing (standard signal inversion time) is 17:01 and the estimated arrival time Tb is 40 seconds, the scheduled crossing time Tca of the train A is 17:00:30 (= 17: 00: 00 + 0) : 0:30), the scheduled crossing time Tcb of train B is 17:01:40 (= 17: 01: 00 + 0: 0: 40), and the delay time Td is −70 seconds (= 17: 00: 30−). 17:01:40), and the validity determination result is valid, so the departure control timing (signal inversion time) of train A is changed to 17:01:10 with a delay of 70 seconds.

  On the other hand, the departure control timing of train A (standard signal inversion time) is 17:00, the estimated arrival time Ta is 100 seconds, and the departure control timing of train B (standard signal inversion time) ) Is 17:01 and the estimated arrival time Tb is 30 seconds, the scheduled crossing time Tca of the train A is 17:01:40 (= 17: 00: 0 + 0: 1: 40), and the train B passes the crossing. The scheduled time Tcb is 17:01:30 (= 17: 01: 00 + 0: 0: 30) and the delay time Td is +10 seconds (= 17: 00: 40-17: 30: 1: 30). Is invalid, the departure of train A is left at the standard set time.

And when time passes and the present time turns into the signal inversion time concerning the train A, signal inversion control is started, the departure signal 15 of the former station is controlled to a progress instruction signal (step S21), and the present The display is switched from the stop instruction signal to the travel instruction signal, and if necessary, the delay processing incomplete flag relating to the train A is returned from “completed” to “uncompleted” (step S22).
Thus, train A departs from station A after the delayed signal inversion time, train B departs from station B after the standard inversion signal inversion time, and trains A and B pass railroad crossing X almost simultaneously. . Therefore, the time during which road traffic and road traffic are blocked at the crossing X is shortened. The price is to delay the departure of train A at the station A, which is usually acceptable.

  A specific configuration of the PRC apparatus according to the second embodiment of the present invention will be described with reference to the drawings. 4A and 4B show the structure of the train operation management system and the PRC device 40 included therein, where FIG. 4A is a block diagram of the train operation management system, FIG. 4B is the data structure of the execution diagram 41 of the PRC device 40, c) is one form of the extended data 42, and (d) is another form of the extended data 42. FIG. 5 is a flowchart of the signal inversion time setting process of the route control program 13 and the extension program 44 of the PRC device 40.

  The PRC device 40 is different from the PRC device 10 of the first embodiment described above in that the execution diagram 11 is expanded to become an execution diagram 41, and the extension data 12 is further expanded to become extension data 42. And the extension program 14 is further extended to become an extension program 44. In addition, the block traffic signal 45 in the line to be managed receives a signal display command from the PRC device 40 via the CTC device in addition to performing the local block operation as a part of the block device as usual. In some cases, the signal display is switched in accordance with a command from the PRC device 40, although it is limited to the condition that safety is ensured.

  The execution diagram 41 is obtained by taking over all the data of the execution diagram 11 related to the stop station and adding diamond-compliant data related to the passing station and the block section (see FIG. 4B). As described above, the data of the execution diagram 11 related to the stop station includes the set data of the planned stop station, the departure time, and the route information. As shown in FIG. It includes the identification data of the passing station, the passing data (preferably the scheduled approach time to the passing station), and the route information, and the diagram-compliant data related to the block section is scheduled. The set data includes the identification data of the immediately preceding section of the block traffic signal 45 in the closed section, the passage time of the section (preferably the scheduled entry time to the immediately preceding section), and the route information. The scheduled approach time may be included in the route information like the signal inversion time.

This is because the departure signal 15 is installed at the tip of the traveling direction of the corresponding section at the station, while the closing signal 45 is installed between the section and the section immediately before it in the closed section. This is to make the stop possible.
Further, the signal inversion time related to the stop station indicates the scheduled time for controlling the departure signal 15 that controls the departure of the train stopped at the stop station to the progress instruction signal, whereas it is related to the passing station. The signal inversion time indicates the scheduled time at which the departure signal 15 that restricts the passage of the train that has entered the passing station is controlled as a travel instruction signal, and the signal inversion time related to the block section enters the previous section. The scheduled time at which the traffic signal 45 that restricts the passage of the train is controlled to the progress instruction signal is indicated.

  The extended data 42 takes over all the data of the extended data 12 related to the association between the stop station and the railroad crossing, and the same data as the extended data 12 related to the association between the passing station and the railroad crossing, and the closed section Data similar to the extended data 12 related to the association with the crossing is added (see FIGS. 4C to 4D). In the extended data 42, the section related to the block section that cannot be specified by the station number is specified by a section number such as an upstream section number, a downstream section number, a previous section number, or a destination section number.

  The extension program 44 performs the signal inversion time setting process and the signal inversion control process of the extension program 14 not only at the stop station (departure signal 15) but also at the passing station (departure signal 15) and the section immediately before the block (close signal 45). Can be processed. More specifically (see FIG. 5), the signal inversion time setting process is executed when entering the first section of the passing station or the section immediately before the traffic signal 45 in addition to entering the platform of the stop station. When the train entry destination is a stop station, the standard setting at the time of stop is performed as in the extended program 14 (steps S50 and S11). The signal inversion time of the train that has entered is set to, for example, the current time as a standard setting when passing (steps S50 and S51). The current time is set so as to pass through the corresponding section as long as there is no delay setting. Therefore, if there is no influence on the passing, the standard setting at the time of stopping may be used as it is or after being slightly modified.

  In addition, the presence / absence determination of the crossing train is determined (step S52), the next station sandwiching the crossing subject to be shortened with the current stop station is searched based on the extended data 42, and the train which is stopped at this next station and is scheduled to be crossed. In addition to examining the presence / absence of the train on the basis of the train operation status information, in response to the expansion to the passing station subject to the closing time reduction process, the extended data 42 To search for the presence or absence of a train that is scheduled to rub between the two stations based on the train operation status information, and in response to the expansion of the closed time reduction processing target to the closed section, It is also possible to search based on the train operation status information for the next station or the destination section sandwiching the railroad crossing with the immediately preceding section based on the extended data 42 and checking for the presence or absence of a train scheduled to rub between the two sections. .

  Further, regarding the calculation of the delay time Td (step S55), the estimated arrival times Ta and Tb from the current stop station and the next station to the railroad crossing are obtained with reference to the extended data 42, and the crossing scheduled time Tca, In addition to obtaining Tcb and obtaining the delay time Td from the difference and determining the effectiveness of the delay, in response to the expansion to the passing station subject to the closing time reduction process, the extension data 42 is referred to and the current passing station is referred to The estimated arrival times Ta and Tb from the next station to the railroad crossing are further obtained, the crossing scheduled times Tca and Tcb of both trains are obtained, the delay time Td is obtained from the difference, and the effectiveness of the delay is determined, and the closing time is shortened. Corresponding to the expansion to the closed section to be processed, the estimated arrival times Ta and Tb from the immediately preceding section and the next station or the preceding section to the level crossing are obtained by referring to the extended data 42, and further, both trains pass through the level crossing. Teijikoku Tca, it is, in order to conduct to determine the effectiveness of delay with obtaining the delay time Td from the difference seek Tcb.

The estimated arrival times Ta, Tb, estimated crossing time Tca, Tcb, and delay time Td are calculated for each level crossing until a valid determination is made. Depending on whether the station is a passing station or another section, the reference of the extended data 42 is properly used, and a set of times is obtained.
In addition, as a specific method of calculating the estimated arrival times Ta and Tb, any of the above-described methods of the embodiments may be simply used, or may be modified to reflect the time required for stopping.
The valid determination threshold γ may also share a single value, may be different for stopping and passing, or may be different for a stop station, a passing station, and a closed section.

  The use mode and operation of the PRC device 40 of the second embodiment will be described with reference to the drawings. FIGS. 6A to 6B are symbol diagrams of train operation status examples.

  A detailed explanation that is repeated is omitted, but in this case, in addition to the estimated arrival time that the train will travel from the stop station to the railroad crossing, the railroad crossing is reached after entering the passing station. The estimated arrival time that the train will travel until it is completed and the estimated arrival time that the train will travel until it reaches the railroad crossing after entering the immediately preceding section of the traffic signal are calculated based on the extended data 42 Is calculated at the time of signal inversion time setting processing by the extended program 44, so that when the train A arrives at the instep station of the stop station, the train B crosses the stop station at the end station of the stop station. Thus (see FIG. 3D), appropriate determination for the delay setting and effective delay setting are also made in the following cases.

  That is, when the train A arrives at the stop station A, the train B has entered the section immediately before the departure signal 15 of the passing station O station or the section 45 immediately before the closing signal 45 in the closing section (not shown). ) When the train A enters the instep station of the passing station, the train B is in the section immediately before the departure signal 15 at the station B or the section 45 immediately before the block signal 45 in the block section (see FIG. 6A). When the train A enters the section Tm immediately before the closing section Tn, the train B is entering the section immediately before the departure signal 15 at the Otsu Station or immediately before the closing signal 45 of the closing section (see FIG. 6B). ), The estimated arrival times Tax, Tay, Tbx, Tby, and thus the expected crossing crossing times Tca, Tcb and the delay time Td are appropriately calculated. It is shrinking.

  In the signal inversion time setting processing and signal inversion control processing, the main target is the stop station where the traffic signal is installed on the front side of the railroad crossing, the passing station or the section immediately before the closing section, but the main target Since it is not indispensable until the traffic signal is also installed in the earlier section that is only referred to during the setting process, for example, the extended data 42 in the form designated by the section number (see FIG. 4D) In FIG. 5, a plurality of sets of the preceding section number and the distance from the section to the railroad crossing are set for one immediately preceding section number, so that further expansion can be easily performed.

  A specific configuration of the PRC apparatus according to the third embodiment of the present invention will be described with reference to the drawings. 7A is a symbol diagram of an example of train operation status, FIG. 7B is a form of extended data, FIG. 7C is a flowchart of signal inversion control, and FIG. 7D is a symbol diagram of an example of train operation status. .

  This PRC device is also incorporated into a train operation management system equipped with a CTC device, etc., as in the conventional device and the above-mentioned device, and controls the course of the train based on the collected train operation status information and the execution schedule held. Is what you do. The difference between the PRC apparatus of the third embodiment and the conventional apparatus and the above-mentioned apparatus is that the extension data is held in addition to the execution diagram, and the signal inversion control process of the course control program has been expanded. Is a point.

  For example, on the up line, the extended data has a railroad crossing X between the former station that is the stop station on the front side and the second station that is the front station. When the train A stops immediately before the station B in response to the stop instruction signal, the railroad crossing X is closed and the railroad crossing X is not closed and opened unless the train A further moves forward (see FIG. 7A). The near station “Kou Station” and the destination station “Otsu Station” across the railroad crossing X are associated with each other as a closing time reduction process target (see FIG. 7B).

  Further, in the signal inversion control process of the route control program (see FIG. 7C), the current signal of the departure signal 15 of the stop station “Ko station”, which is the near side station subject to the closing time reduction process in the extension data, is displayed. Prior to switching the indication from the stop instruction signal to the progress instruction signal (step S73), the in-site traffic signal 75 of the destination station “Otsu station” associated with the stop station “O station” in the extension data is displayed. If it is a stop instruction signal (step S71), the process waits until the indication of the station signal 75 at the station B changes to a progress instruction signal (step S72), and after the indication of the station signal 75 at the station B changes to a progress instruction signal. The display of the departure signal 15 of the former station is switched to a progress instruction signal.

In this case, when the train A arrives at the former station in front of the crossing X and the departure signal 15 of the former station 15 displays the progress instruction signal, the on-site traffic signal 75 at the station B ahead of the crossing X sends the progress instruction signal. If it is shown, the indication of the departure signal 15 at the near station “A station” is changed to a progress instruction signal without delay.
On the other hand, when the train A arrives at the front station “A station” and the departure signal 15 of the A station displays the progress instruction signal, the traffic signal 75 at the destination station “O station” stops. Is waiting for a change in the indication of the departure signal 15 at the near station “Kou Station” (see FIG. 7D), and the indication of the signal 75 at the destination station “Otsu Station” proceeds. The indication of the departure signal 15 at the near station “Kou Station” is changed to a progress instruction signal after the instruction signal is obtained.
As a result, when the train A is likely to stop at the railroad crossing X, the train A is retained at the former A station, so that the closing time of the railroad crossing X is shortened.

[Others]
In the above-described embodiment, the effective determination threshold γ is a single fixed value determined in advance for a fixed time. However, the effective determination threshold γ is not limited thereto, and can be changed or used depending on the situation. It may be like this. For example, it may be a variable set value that is manually adjusted as needed, or may be a calculated value that is automatically adjusted according to the train length and speed type, and a number of settings that can be varied at each level crossing. It may consist of values or a combination thereof.
In addition, the delay time Td may be limited within the allowable delay time when the delay time Td exceeds the allowable delay time after the execution diagram has an allowable delay time at each station or each section. You may make it avoid the delay setting of signal inversion time.

  Furthermore, in the above embodiment, as a specific means for obtaining the estimated arrival time, a method is described in which the speed is determined from the train type of the execution diagram 11 and the estimated arrival time is calculated from the distance of this and the extended data 12. The method of acquiring the arrival time is not limited to this, and may be embodied by other methods such as a calculation unit, a reading unit, and a search unit in another mode. For example, as another form of calculation means, the estimated time from the stop station / passing station / previous section to the next station / destination section is obtained from the execution diagram 11 and is divided by the ratio of both distances of the extended data 12 Is mentioned. Moreover, if the calculated time or the actual measurement time is set for the extended data 12 instead of the distance, the estimated arrival time is obtained by reading. Furthermore, if you want to set the calculated time or actual time for each train type or for each train, set it at the distance of the extended data 12 with a pointer or search key to the separately set data, The estimated arrival time can be obtained by searching.

10: PRC device (automatic route control device),
11 ... Execution diagram, 12 ... Extension data, 13 ... Course control program,
14 ... Extended program, 15 ... Departure signal,
40 ... PRC device (automatic route control device),
41 ... Execution diagram 42 ... Extended data 44 ... Extended program
45 ... Close signal, 75 ... In-ground signal

Claims (4)

  In the PRC device that controls the course of the train based on the collected train operation status information and the execution schedule that is held, the PRC device includes data that associates a stop station and a railroad crossing as a closing time reduction process target About the station and the level crossing The train that has arrived at the stop station at the time of the route control is maintained while maintaining the extended data that makes it possible to obtain the estimated arrival time that the train will travel from the stop station to the level crossing. The standard signal is set based on the execution schedule of the train to control the departure signal that controls the departure signal to the travel instruction signal, and the next station that sandwiches the level crossing for the closing time reduction process together with the current stop station Based on the train operation status information, a search is made based on the extended data, and the presence or absence of a train that is stopped at the next station and is scheduled to rub is checked. If it is valid, the estimated arrival time from the current stop station and the next station to the railroad crossing is obtained, the planned crossing time of both trains is obtained, the delay time is obtained from the difference, and the effectiveness of the delay is determined. The PRC apparatus is characterized in that a delay setting is made to delay the signal inversion time that has been set as standard using the acquired delay time.   The execution diagram includes passing station identification data and scheduled passing time data, and the extended data includes data for associating passing stations and railroad crossings as closing time reduction processing targets. In addition, it includes data that makes it possible to obtain the estimated arrival time that the train will travel from entering the passing station to the level crossing for the passing station and level crossing. Standard setting to set the signal inversion time to control the departure signal that regulates the passage of the entering train to the progress indication signal based on the execution schedule of the train, and sandwich the crossing for the closing time reduction processing target with the current passing station The next station is searched based on the extended data and the presence or absence of a train scheduled to rub between the two stations is checked based on the train operation status information. The estimated arrival time from the train to the railroad crossing is obtained, and the scheduled crossing time of both trains is obtained, the delay time is obtained from the difference between them, and the effectiveness of the delay is judged. 2. The PRC apparatus according to claim 1, wherein a delay setting for delaying a set signal inversion time is performed.   The traffic signal in the line to be managed is also controllable, and the execution diagram includes the identification data of the section immediately before the traffic signal and the data of the scheduled passage time of the section, and the extension data As the closing time shortening processing target, data that associates the immediately preceding section of the traffic signal with the level crossing is included, and the train travels from the time when the previous section and the level crossing enter the previous section until the level crossing is reached. Data that makes it possible to acquire the estimated arrival time will also be included, and in the course control, the signal inversion time for controlling the traffic signal that restricts the passage signal that restricts the passage of the train that has entered the previous section to the travel instruction signal is set. Perform both standard settings to be set based on the execution schedule, and search for the next station or destination section that sandwiches the crossing for the closing time reduction process together with the previous section based on the extended data, and both sections The presence or absence of trains scheduled to rub between each other is checked based on the train operation status information, and if there is, the estimated arrival time from the immediately preceding section and the next station or the destination section to the railroad crossing is obtained by referring to the extended data. The delay setting that obtains the estimated time of crossing of both trains, obtains the delay time from the difference, determines the effectiveness of the delay, and delays the standard signal inversion time using the acquired delay time if it is valid The PRC apparatus according to claim 1 or 2, characterized in that   In the PRC device that controls the course of the train based on the collected train operation status information and the execution schedule that is held, when the train stops according to the stop instruction signal of the on-site signal, the railroad crossing that is kept closed by the train Holding the extended data that associates the side station and the destination station as the closing time reduction process target, and at the time of the route control, the stop station that is the near side station that is the closing time reduction process target in the extension data When the display of the departure signal is switched from the stop instruction signal to the progress instruction signal, if the display of the signal at the destination station associated with the stop station in the extension data is a stop instruction signal, A PRC device characterized in that it is switched after waiting for a change to a progress instruction signal.

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