JP6826414B2 - Line section centralized electronic interlocking device - Google Patents

Description

The present invention relates to a line section centralized electronic interlocking device for safely securing the course of a railroad vehicle in the entire line section including a plurality of stations, and in particular, safely secures the course of the railroad vehicle in the entire line section including between stations. It relates to a centralized electronic interlocking device for railway lines that enables efficient vehicle operation.
Regarding.

The electronic interlocking device is usually installed in each station, and one electronic interlocking device has a control range within the premises of one station. Then, by connecting a CTC (centralized traffic control) transmission device or the like to an electronic interlocking device installed at each station, information on each station is transmitted to a command center (CTC central device). The configuration in which the electronic interlocking device is provided for each station in this way is costly when viewed from the entire line section, and it is necessary to separately perform special control for automatic closure between stations or track tracking.

On the other hand, in Patent Document 1 below, a set of electronically interlocking logic units is installed at a command center, electronic terminals are installed at each station, and a failure occurs between the electronically interlocking logic units and the electronic terminals of each station. Connect with a safe transmission means (for example, optical fiber), connect various on-site equipment such as traffic lights and tumblers within the jurisdiction to each electronic terminal, and use the electronic interlocking logic unit to connect the entire line section including between stations. A line section centralized electronic interlocking technology is disclosed in which the interlocking function is centrally managed by the same interlocking logic as in one station yard, and the on-site equipment of the entire line section is remotely controlled via a transmission means and an electronic terminal. By such a line section centralized electronic interlocking technique, the above-mentioned problems of the prior art can be solved.

Patent No. 3053802

However, in the technique shown in Patent Document 1, the automatic closing is controlled so that the interval between stations is set as one closing section without providing an automatic signal between stations. Therefore, it was not possible to allow multiple trains to enter the single track between stations for efficient train operation.

The present invention has been made in view of the above points, and the line sections are concentrated so that the course of railway vehicles can be safely secured in the entire line section including between stations and efficient train operation can be achieved. It is intended to provide an electronic interlocking device.

The present invention is a line section centralized electronic interlocking device for safely securing the course of a railway vehicle in the entire line section including a plurality of stations, and is a line section including all stations in the line section and between all stations. A single electronic interlocking logic unit having the entire interlocking function, and one or more jurisdiction ranges between the electronic terminals and each station, which are a plurality of electronic terminals and are provided corresponding to the jurisdiction range of each station in the line section. On-site equipment is provided between each station and each station in the line section, including an electronic terminal provided corresponding to the above, and the on-site equipment existing within the jurisdiction of each electronic terminal corresponds to the on-site equipment. The electronic interlocking logic unit includes a device connected to the electronic terminal and a fail-safe transmission network for transmitting various data between the electronic interlocking logic unit and the plurality of electronic terminals. It is characterized in that the on- site equipment between each station and each station in the line section is directly controlled via the transmission network and the electronic terminal.

According to the present invention, the entire line section including a plurality of stations is centrally controlled by a single electronic interlocking logic unit having an interlocking function for the entire line section including all stations in the line section and between all stations. Therefore, the cost can be reduced from the viewpoint of the entire line section as compared with the configuration in which the electronic interlocking device is individually provided for each station. In addition , electronic terminals are installed corresponding to the jurisdiction range of each station and one or more jurisdiction ranges between each station, and the electronic interlocking logic unit and each electronic terminal are directly connected by a fail-safe transmission network . single electronic interlocking controller is Runode controls directly via the transmission network and electronic terminal field devices between stations and stations in the line section, such as in the prior art CTC transmission device is not required, device the simplification of the configuration can FIG Rukoto. In addition, since the entire line section is managed collectively, the reliability as an operation management system is improved, and in addition, on-site equipment (traffic signals, track circuits, etc.) and electronic terminals are installed between stations, so that between stations It is possible to establish an interlocking logic that allows multiple trains in the same direction to enter a single track, and it is possible to achieve efficient train operation.

The schematic block diagram which shows one Example of the line section centralized electronic interlocking apparatus which concerns on this invention. The schematic diagram which shows an example of the arrangement of the railway track and the traffic light between stations to which the Example shown in FIG. 1 is applied. FIG. 6 is a schematic diagram showing an example of arrangement of traffic lights when the distance between stations is composed of a double track in one embodiment. FIG. 6 is a schematic configuration diagram showing an embodiment in which the transmission network in the embodiment shown in FIG. 1 is transformed into a hierarchical transmission network. FIG. 5 is a schematic configuration diagram showing an embodiment in which the transmission network in the embodiment shown in FIG. 1 is transformed into a parallel transmission network. The trajectory diagram shown on the operation panel and an example of a signal lever (operation lever) arranged on the operation panel are partially shown, and the operation example of the signal lever is shown. The figure which shows another operation example of the signal arranged on the operation panel.

FIG. 1 is a schematic configuration diagram showing an embodiment of a line section centralized electronic interlocking device according to the present invention. One line section of the railway line to be controlled by this line section centralized electronic interlocking device includes jurisdiction ranges ST1 to STn for each of a plurality of (n) stations 1 to n, and has one or more jurisdictions between each station. The range M11 to M22 ... Is included. As an example, in FIG. 1, two jurisdiction ranges M11 and M12 are set between stations 1 and station 2, and two jurisdiction ranges M21 and M22 are set between station 2 and the station 3 adjacent to the station 2. An example is shown. Electronic terminals 30 are installed corresponding to the jurisdiction ranges ST1 to STn for each station 1 to n and one or more jurisdiction ranges M11 to M22 ... Between stations. On-site equipment 40 existing within the jurisdiction corresponding to each electronic terminal 30 is connected to each electronic terminal 30. As is known, the field equipment 40 is a traffic light, a turning machine, a track circuit, or the like. In addition, in one or more jurisdiction ranges M11 to M22 ... Between stations, as a field device 40, at least a traffic light (closed signal) and a track circuit for detecting the presence of a train on the track within the jurisdiction range are provided. Provided. Of course, the number of jurisdiction ranges M11 to M22 ... Set between one station is not limited to 2 as shown in the figure, and may be 1 or 3 or more, for example, between the stations. An appropriate number may be set depending on the distance of.

An electronic interlocking logic unit 10 is installed at the command center. The command center where the electronic interlocking logic unit 10 is installed may be installed at an appropriate station (for example, station 1) in the line section, but is not limited to this, and is not limited to this, and is located at a place other than the station such as a dedicated management center. It may be installed. Between the electronic interlocking logic unit 10 installed at the command center and the electronic terminals 30 installed corresponding to the jurisdiction ranges ST1 to STn for each station 1 to n and the jurisdiction ranges M11 to M22 ... Between stations. , Connected via a fail-safe transmission network 20 for transmitting various data. The transmission network 20 constitutes a dual bidirectional optical data transmission network by, for example, a single-mode optical fiber 21 and an optical relay unit 22 provided corresponding to each electronic terminal 30, in order to improve reliability. ing. As an example, the optical data transmission method comprises a method of repeatedly serially transmitting transmission data for the number of channels corresponding to the number of electronic terminals 30 in the line section at a predetermined cycle.

In the optical data transmission line in the transmission direction when viewed from the electronic interlocking logic unit 10, command information for instructing the operation of each field equipment 40 is transmitted from the electronic interlocking logic unit 10 to the transmission network 20 together with the ID of the field equipment 40. This command information is received by the electronic terminal 30, and the field device 40 having the corresponding ID is operated by the command information. As a result, the operation of the required traffic light or turning machine is controlled. Further, in the optical data transmission path in the receiving direction when viewed from the electronic interlocking logic unit 10, the detection information by the field device 40 (for example, a track circuit) having a detection function is transmitted from the corresponding electronic terminal 30 together with the ID of the field device 40. It is transmitted to the network 20, and this detection information is received by the electronic interlocking logic unit 10 and used as feedback information. Further, a condition monitoring device may be attached to all the field equipment 40, and the condition monitoring device monitors the current operating state of the field equipment 40, and the condition monitoring information is combined with the ID of the field equipment 40. It is transmitted from the corresponding electronic terminal 30 to the transmission network 20, and this state monitoring information is received by the electronic interlocking logic unit 10 and used as feedback information.

As the connection form of the optical data transmission line in the transmission network 20, any connection form such as cascade connection or loop connection may be adopted. The electronic terminal 30 has a processor function, decodes command information received from the electronic interlocking logic unit 10 via the transmission network 20, and supplies operation instruction information to the required field equipment 40. Further, the detection information and the state monitoring information are received from each field device 40, included in the transmission data, and transmitted to the electronic interlocking logic unit 10 via the transmission network 20 and the like.

The command center is provided with a PTC (programmed traffic control) device 11, an operation panel 12, and the like in connection with the electronic interlocking logic unit 10. The PTC device 11 is a device that controls the course according to the train operation schedule. The operation panel 12 is operated by an administrator for train operation control. When one railway line is divided into a plurality of line sections and managed, a plurality of line section centralized electronic interlocking devices according to the present invention are provided. In that case, the PTC device 11 and the operation panel 12 are installed in the upper command center, and the electronic interlocking logic unit 10 of each line section centralized electronic interlocking device is connected to the PTC device 11 of the upper command center.

The electronic interlocking logic unit 10 collects and manages the state of each field device 40 (information on all track circuits and interlocking information) through the transmission network 20 for the entire line section including each station and between each station. A line section centralized interlocking method is adopted in which the interlocking function of the entire line section is centrally managed by a set of electronic interlocking logic units 10. By adopting this centralized line section interlocking method, the interlocking function of the entire line section is realized by the same interlocking logic as in one station yard. Based on the collected track circuit information and interlocking condition information, the electronic interlocking logic unit 10 generates command information for controlling a traffic light, converting a turning machine, locking, and the like. The command information is sent from the electronic interlocking logic unit 10 to each electronic terminal 30 via a fail-safe transmission network 20, and the required field equipment 40 is operated by the control of the electronic terminal 30 according to the command information. To. In this way, the electronic interlocking logic unit 10 centrally manages the on-site equipment 40 of the entire line section and performs remote control based on the information collected from the entire line section.

As a result, the interlocking logic is concentrated in one place of the electronic interlocking logic unit 10 arranged at the command center, and electronic terminals are provided in the jurisdiction ranges ST1 to STn for each station 1 to n and the jurisdiction ranges M11 to M22 ... Between stations. 30 are installed respectively, and further, since the electronic interlocking logic unit 10 and each electronic terminal 30 are directly connected by a fail-safe transmission network 20, the conventional CTC transmission device and the like are not required, and the device configuration is simplified. Is planned. In addition, since the entire line section is managed collectively, the reliability as an operation management system is improved. In addition, by installing on-site equipment 40 (for example, closed signal, track circuit, etc.) and electronic terminal 30 corresponding to the jurisdiction range M11 to M22 ... Between stations, for example, two or more stations consisting of a single track Since it is possible to control so as to allow trains in the same direction to enter, it is possible to allow multiple trains in the same direction to enter on a single track between stations for efficient train operation.

Next, with reference to FIG. 2, an example of the arrangement of railway tracks and traffic lights between stations to which this embodiment is applied will be described. For example, in the jurisdiction range ST1 of station 1, the track in the station yard consists of main line A1 and three sub-main lines B1, B2, B3, and at a predetermined position along main line A1 to enable single-line bidirectional operation. An up-direction on-site signal S1 and a down-direction on-site signal S2 are installed, respectively, and departure signals S3, S4, and S5 are installed at predetermined positions in order to use the main line A1 and the sub-main lines B1 and B2 in the down direction, respectively. , Main line A1 and sub-main lines B3 and B1 are installed at predetermined positions, respectively, in order to use the departure signals S6, S7 and S8 in the upward direction. For convenience, the left direction is referred to as an up direction and the right direction is referred to as a down direction in the figure. Further, in FIG. 2, for convenience, the track circuit, the turning machine, and the like are not shown.

As shown in FIG. 1, all the on-site equipment 40 in the jurisdiction range ST1 including these traffic lights is connected to the electronic terminal 30 provided in the jurisdiction range ST1 (that is, in the station yard) of the station 1. The connection of these field devices 40 to the electronic terminal 30 in the station yard is made via an electric signal cable. In a preferred embodiment, the installation location of the electronic terminal 30 in the station yard should be set as close as possible to the installation location of these field devices 40, thereby saving the length of the electrical signal cable for connection. It can also reduce the possibility of cable disconnection failure. Further, the electronic terminal 30 may be configured to be integrally housed in a storage box of a traffic signal-related mechanism, an electric turning machine, or a track circuit-related mechanism.

In the example shown in FIG. 2, in the jurisdiction range ST2 of the station 2 next to the station 1, the track in the station yard is the main line A1 and one sub-main line B1, and the main line is used to enable single-track bidirectional operation. An up-direction on-site signal S10 and a down-direction on-site signal S11 are installed at predetermined positions along A1, a departure signal S12 is installed at a predetermined position along the down-only sub-main line B1, and an up-only main line A1. A departure signal S13 is installed at a predetermined position along the line. Further, as an example, in FIG. 2, in the jurisdiction range ST3 of the station 3 next to the station 2, the tracks in the station yard are the main line A1 and one sub-main line B1, and both the main line A1 and the sub-main line B1. An on-site signal and a departure signal will be installed so that single-track bidirectional operation is possible.

At least one closed signal is provided between stations, and at least one inter-station jurisdiction is set correspondingly. For example, in the example shown in FIG. 2, two closed traffic lights S15, S17 (and S16, S18) are provided between stations 1 and 2, and two jurisdiction ranges M11 and M12 are set correspondingly. Will be done. There is a single track between stations 1 and 2, but the upbound closing signals S15 and S17 and the downbound closing signals S16 and S18 are available so that the operation of railway vehicles can be controlled in both directions. Is provided.

Specifically, corresponding to each jurisdiction range M11 and M12, the up-direction closing signals S15 and S17 and the down-direction closing signals S16 and S18 are provided, respectively, and a track circuit (not shown) is provided, respectively. .. An ascending and descending closed section on a single track is set as physically the same closed section, and these ascending and descending closed signals (for example, a set of S15 and S16 or S17) in the same closed section are set. , S18 set) and the corresponding track circuit shall be managed in association with one jurisdiction (for example, M11), and these field devices shall be managed in one jurisdiction (for example, M11 or M12). Connect to the electronic terminal 30. As a result, the signal arrangement between stations is such that the operation of railway vehicles can be controlled in both directions on a single track. The installation location of the electronic terminal 30 between stations should also be set as close as possible to the installation location of the corresponding field equipment 40, which can save the length of the electrical signal cable for connection and also the cable. It is possible to reduce the possibility of disconnection failure. Further, the electronic terminal 30 may be configured to be integrally housed in a storage box of a signal-related mechanism or a track circuit-related mechanism.

Further, in a preferred embodiment, these ascending and descending closed traffic lights S15, S16 (or S17, S18) in the same section (jurisdiction range) shall be arranged in close proximity (for example, on the same pillar or on an orbit). (Fixed installation at the same height on each of the pair of pillars provided on the left and right of one point). As a result, the connection distance of the closed signals S15, S16 (or S17, S18) for the up and down directions to one electronic terminal 30 can be shortened, so that the length of the electric signal cable for connection can be saved. In addition, the possibility of cable disconnection failure can be reduced.

In addition, in the closed section between stations where the operation of the railway vehicle can be controlled in both directions of the single track, conventionally, in order to reverse the direction of the detection current flowing through the track circuit according to the traveling direction of the railway vehicle on the single track. It was necessary to provide a track circuit current transmitter / receiver at both ends of one closed section. That is, it was necessary to provide a double track circuit detection current transmitter / receiver for each closed section. On the other hand, in the present invention, since the closed signal and the track circuit between stations are centrally managed by the electronic interlocking logic unit 10, only one track circuit detection current transmitter / receiver is provided for each closed section. It is possible to control the operation of railway vehicles in both directions on a single track. Therefore, in the present invention, it is possible to simplify the configuration of the track circuit in the closed section between the stations on both sides of the single track.

In order to supply power to the electronic terminals 30 provided between stations, a signal power source is taken out from a linear transformer used as a power supply device of a corresponding closed signal (for example, S15, S16 or S17, S18), and the signal power is appropriately stepped down. It is better to use the one that has been used. In that case, it is preferable that the high-voltage distribution line for the linear transformer for the traffic light is a dual system in terms of reliability.

In FIG. 2, the configurations of the closed traffic signals S21 to S24 and the like provided in the jurisdiction ranges M21, M22 and the like between other stations may be the same as those described above.

In the present invention, the track configuration between stations is not limited to a single track track, but may be a double track or a double track track, and at least one station may be a double track track. FIG. 3 shows an example in which the space between stations 1 and 2 is composed of a double track of tracks A1 and A2. In one track A1, a set of closed traffic lights S15 and S16 and a set of S17 and S18 are provided corresponding to the two jurisdiction ranges M11 and M12, and the track circuits are provided, respectively, in the same manner as shown in FIG. It is provided. Then, also in the other track A2, corresponding to the two jurisdiction ranges M11 and M12, the closed traffic lights S25 and S26 have the same configuration as the set of the closed traffic lights S15 and S16 and the set of S17 and S18 shown in FIG. And a set of S27 and S28 are provided, and a track circuit is provided, respectively. That is, also on the other track A2, the closing signals S25 and S27 for the up direction and the closing signals S26 and S28 for the down direction are provided so that the operation of the railway vehicle can be controlled in both directions of the single track. As a result, train operation can be appropriately controlled so that not only double-track operation of up and down but also single-track parallel operation can be performed on the double-track tracks A1 and A2.

In this case, the on-site equipment 40 of the double-track tracks A1 and A2 may be associated with a common inter-station jurisdiction and connected to one electronic terminal 30 corresponding thereto. For example, the closed signals S15, S16 and related track circuits for track A1 corresponding to the inter-station jurisdiction range M11 and the closed signals S25, S26 and related tracks for track A2 corresponding to the same inter-station jurisdiction range M11. The circuit may be connected to one electronic terminal 30 provided corresponding to the jurisdiction range M11. Further, it is preferable that the sets of the closing signals S15 and S16 and the sets of S25 and S26 for the up and down directions of the orbits A1 and A2 to be connected to the same electronic terminal 30 are arranged close to each other. For example, a closed signal for the up and down directions of each of the orbits A1 and A2 at the same height or on each of the pair of pillars provided on the left and right of one point of the orbits A1 and A2 parallel to each other. The set of S15 and S16 and the set of S25 and S26 may be fixedly installed. As a result, the connection distance of the pair of closed signals S15 and S16 and the set of S25 and S26 for the up and down directions of the double track to one electronic terminal 30 can be shortened, so that the length of the electric signal cable for connection can be saved. It is also possible to reduce the possibility of cable disconnection failure.

By the way, in the example of FIG. 1, the fail-safe transmission network 20 is set in the jurisdiction range M11, M12, ... Between the electronic terminal 30 installed in the station yard and the jurisdiction range ST1, ... The network is formed in the same layer without distinguishing it from the corresponding electronic terminals 30. However, the present invention is not limited to this, and the fail-safe transmission network 20 may be configured so as to form a network with a plurality of layers. FIG. 4 shows an example of such a transmission network 20 having a plurality of layers. In FIG. 4, the transmission network 20 includes an upper transmission network 20a and a plurality of lower transmission networks 20b1, 20b2, .... The upper transmission network 20a transmits various data between the electronic interlocking logic unit 10 and a plurality of electronic terminals 30 provided corresponding to the jurisdiction ranges ST1 to STn of each station 1 to n in the line section. In addition, it is composed of an optical fiber 21, an optical relay unit 22, and the like, and is also fail-safe as described above. Each of the plurality of lower transmission networks 20b1, 20b2, ... Is composed of an optical fiber 21 and an optical relay unit 22 so as to transmit data of an electronic terminal 30 provided between each station, and each lower transmission network 20b1. , 20b2, ... Communicate with the upper transmission network 20a, and transmit and receive data between the electronic interlocking logic unit 10 and the electronic terminal 30 provided between each station via the upper transmission network 20a. Is configured to do. These lower transmission networks 20b1, 20b2, ... Are also configured to be fail-safe as described above.

For example, electronic terminals 30 of a plurality of jurisdictions M11 and M12 set between stations 1 and 2 are connected to the lower transmission network 20b1 via their respective optical relay units 22, and the lower transmission network 20b1 is in the vicinity. It is connected to the upper transmission network 20a in the premises of the station 1. Similarly, the electronic terminals 30 of the plurality of jurisdictions M21, M22, ... Set between the other stations are connected to the respective lower transmission networks 20b2, ... Via the respective optical relay units 22. These lower transmission networks 20b2, ... Are connected to the upper transmission network 20a in the premises of nearby stations 2, ....

When a problem occurs in any of the lower transmission networks 20b1, 20b2, ... Between stations due to such layering of the transmission network 20, the lower transmission network in which the problem occurs is excluded and the upper transmission network is excluded. By using 20a, it is possible to secure / continue the closing control with at least one closing section between stations. The layered form of the transmission network 20 is not limited to the example shown in FIG. 4, and may be any other form. For example, one lower transmission network may be configured across a plurality of stations. Alternatively, the form may be not limited to two layers, but may be layered into three or more layers.

As another configuration example of the fail-safe transmission network 20, a plurality of transmission networks may form a network in parallel. FIG. 5 shows an example of such a parallel transmission network 20. In FIG. 5, the transmission network 20 includes a first transmission network 20a1 and a second transmission network 20a2. The first transmission network 20a1 transmits various data between the electronic interlocking logic unit 10 and a plurality of electronic terminals 30 provided corresponding to the jurisdiction ranges ST1 to STn of each station 1 to n in the line section. As described above, it is composed of the optical fiber 21, the optical relay unit 22, and the like, and is fail-safe as described above. The second transmission network 20a2 includes an optical fiber 21 and an optical relay unit 22 so as to transmit various data between the electronic interlocking logic unit 10 and a plurality of electronic terminals 30 provided between each station in the line section. Consists of. The second transmission network 20a2 is also configured to be fail-safe as described above. Even in such a configuration consisting of parallel transmission networks 20a1 and 20a2, for example, if a problem occurs in the second transmission network 20a2 between stations, the first transmission network 20a1 for connecting the electronic terminals 30 for each station is used. Therefore, it is possible to secure / continue the closing control with at least one closing section between stations.

In terms of the installation environment between stations, there is a relatively high possibility that the transmission network will be hindered at the part connected to the optical relay section between stations, but with the layered transmission network configuration as shown in Fig. 4 above. By doing so, it is possible to reduce the influence when a problem occurs in the lower transmission network between stations. Further, by adopting the parallel transmission network configuration as shown in FIG. 5, it is possible to enhance the independence of the first transmission network and prevent it from being affected by the trouble caused in the second transmission network.

In one embodiment, a "signal lever" may be installed to allow individual control of stations and each closed signal provided between stations at a command center or center. In a preferred embodiment, such a "signal lever" is arranged on the operation panel 12 corresponding to the arrangement of each closed signal in the railroad track map represented on the operation panel 12 provided at the command center. It consists of a physical operation lever.

FIG. 6A exemplifies a part of the single-track track 50 represented on the operation panel 12, and is arranged to monitor the indication of each closed traffic signal SG1 to SG5 existing in the part of the single-track track 50. An example of the signal levers (operation levers) SL1 to SL5 arranged on the operation panel 12 corresponding to each closed signal is shown by exemplifying the signal monitor. In the figure, the arrows indicate the traveling direction of the vehicle. Further, 1T to 5T indicate a section of the track circuit corresponding to each closed traffic signal SG1 to SG5. The signal levers (operation levers) SL1 to SL5 can be manually operated by the operator. The signal levers (operation levers) SL1 to SL5 are set to the localization (N) position in the steady state, can be manually or automatically switched to the reverse position (R) position, and are manually or automatically localized (N). Can be returned to the position of.

In addition to the interlocking logic, the electronic interlocking logic unit 10 controls the display of each of the corresponding closed traffic signals in consideration of the operating positions of the signal levers SL1 to SL5. In principle, when the signal levers SL1 to SL5 are set to localization (N), the corresponding closed traffic lights SG1 to SG5 are "stopped" (red, indicated by R in the figure) and inverted. When set to (R), the corresponding indications of the closed traffic lights SG1 to SG5 follow the interlocking logic (“progress” (blue, indicated by G in the figure), “caution” (yellow, indicated by Y in the figure). ), Or "stop" (R), etc.). The control mode of the electronic interlocking logic unit 10 that takes into consideration the operation position of the signal lever includes, for example, an automatic mode and a semi-automatic mode. In the automatic mode, all signal levers are set to the reverse position (R), so that the indication of all closed traffic lights follows the interlocking logic by the electronic interlocking logic unit 10. In the semi-automatic mode, all signal levers are once set to localization (N), and the signal lever corresponding to the required closing signal can be switched to inversion (R). It is assumed that the display of the closed traffic signal set to is in accordance with the interlocking logic by the electronic interlocking logic unit 10. FIG. 6A shows an example of control in such a semi-automatic mode, in which the signal levers SL4 and SL5 are switched to the reverse position (R) by the operator, and the others remain in the localization (N). Is shown. When the signal levers SL4 and SL5 are switched to the reverse position (R), the indications of the corresponding closed signals SG4 and SG5 are controlled according to the interlocking logic. That is, the indication of the closure signal SG4 one section before the closure signal SG3 indicating "stop" (R) is "Caution" (Y), and the indication of the closure signal SG5 two sections before is "progress". "(G).

FIG. 6B shows a control example when the signal lever SL3 is further switched to the reverse position (R) by the operator from the state of FIG. 6A. In response to the signal lever SL3 being switched to the reverse position (R), the indication of the closed signal SG3 one section before the closed signal SG2 indicating "stop" (R) becomes "Caution" (Y). Switching, the display of the closed signal SG4 two sections before is switched to "progress" (G). Note that, in FIG. 6B, assuming that the train 51 is present in the closed section 1T, even if the operator switches the signal lever SL1 in the closed section 1T to the reverse position (R), the interlocking logic is used. Since the closed signal SG1 in the closed section 1T maintains the "stop" (R), the indication of the signal SG1 remains "stop" (R).

In the semi-automatic mode, the signal lever is not limited to manual operation by the operator, and may be automatically switched according to the approach (position of the train 51) of the train 51. 7 (a) and 7 (b) show an example of automatic switching of such a signal. In that case, in the electronic interlocking logic unit 10, the signal lever of the inner 3 track circuit (not necessarily limited to the “inner 3 track circuit” but may be appropriately changed depending on the location) where the train 51 is located is inverted. An interlocking logic is set up so as to automatically switch to (R). In the example of FIG. 7A, since the train 51 is present in the section 5T, it is shown that the signal levers SL2, SL3, and SL4 of the inner three track circuits are automatically switched to the reverse position (R). There is. As a result, the indications of each traffic light SG2, SG3, SG4, SG5 are "Caution" (Y), "Progress" (G), "Progress" (G), "Stop" (R), and the others are "Stop" (R). "Stop" (R). The signal lever SL5 is automatically switched to the reverse position (R) before entering the section 5T of the train 51. FIG. 7B shows a state in which the train 51 further progresses from the state of FIG. 7A and enters the section 4T, and the signal lever SL1 automatically reverses (R) accordingly. And the signal lever SL5 is automatically returned to the localization (N). As a result, the indications of the traffic lights SG1, SG2, SG3, SG4, SG5 are "Caution" (Y), "Progress" (G), "Progress" (G), "Stop" (R), and "Stop". (R), the others are "stop" (R).

In the above embodiment, the "signal lever" is composed of a physical operation lever arranged on the operation panel 12, but the present invention is not limited to this, and for example, a switch or an operation lever represented on the display. It may consist of an icon image, and may be configured so that localization (N) or reverse position (R) is switched by an operator's operation on the icon image.

ST1 to STn Jurisdiction range of stations 1 to n M11 to M22 Jurisdiction range between stations 10 Electronic interlocking logic unit 20 Transmission network 21 Optical fiber 22 Optical relay unit 30 Electronic terminal 40 Field equipment 50 Single track 51 Train

Claims (8)

It is a line section centralized electronic interlocking device to ensure the safe course of railway vehicles in the entire line section including multiple stations.
A single electronic interlocking logic unit having an interlocking function for the entire line section including all stations in the line section and between all stations ,
The line includes a plurality of electronic terminals, including an electronic terminal provided corresponding to the jurisdiction range of each station in the line section and an electronic terminal provided corresponding to one or more jurisdiction ranges between each station. On-site equipment is provided at each station in the ward and between each station, and the on-site equipment existing within the jurisdiction of each electronic terminal is connected to the corresponding electronic terminal.
The electronic interlocking logic unit is provided with a fail-safe transmission network for transmitting various data between the electronic interlocking logic unit and the plurality of electronic terminals, and the electronic interlocking logic unit is the station in the line section and the station between the stations. A line section centralized electronic interlocking device characterized in that the field equipment is directly controlled via the transmission network and the electronic terminal. The line section centralized electronic interlocking device according to claim 1, wherein the electronic terminal corresponding to the arrangement of the on-site equipment provided between stations is installed. The on-site equipment provided between the stations includes an ascending and descending closing signal so that the operation of the railway vehicle can be controlled in both directions on a single track, and these ascending and descending signals in the same section are included. The line section centralized electronic interlocking device according to claim 1 or 2, wherein the closed signal for the downward direction is arranged close to each other and connected to one of the electronic terminals. At least one station is composed of a double track, and for each line of the double track, the closed signal for the up direction and the closed signal for the down direction are available so that the operation of the railway vehicle can be controlled in both directions of the single track. The present invention is characterized in that a set of closed traffic signals for the up and down directions arranged close to each line of the double track in the same section is arranged close to each other and connected to the one electronic terminal. 3 line section centralized electronic interlocking device. The transmission network includes an upper transmission network for transmitting various data between the electronic interlocking logic unit and a plurality of the electronic terminals provided corresponding to the jurisdiction range of each station in the line section, and the transmission network. It is characterized by being a lower transmission network that branches off from the upper transmission network and transmits various data to and from a plurality of the electronic terminals provided corresponding to one or more jurisdictions between the stations. The line section centralized electronic interlocking device according to any one of claims 1 to 4. The transmission network includes a first transmission network for transmitting various data between the electronic interlocking logic unit and a plurality of the electronic terminals provided corresponding to the jurisdiction range of each station in the line section. From a second transmission network for transmitting various data between the electronic interlocking logic unit and a plurality of the electronic terminals provided corresponding to one or more jurisdictions between the stations in the line section. The line section centralized electronic interlocking device according to any one of claims 1 to 4, characterized in that. The field equipment provided between the stations includes a closed signal, further includes a plurality of signal levers that can be manually operated to control the closed signal individually, and the electronic interlocking logic unit operates the signal lever. The line section centralized electronic interlocking device according to any one of claims 1 to 6, wherein the display of the corresponding closed signal is controlled in consideration of the above. The line section centralized electronic interlocking device according to claim 7, wherein the signal lever can be automatically operated, and the electronic interlocking logic unit automatically switches the operation position of the signal lever in response to an approach of a train.

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