JP7325527B2 - Signal security system - Google Patents

Description

The present invention relates to a signal security system and a signal security method, and for example, a signal security system that considers signal security when operating vehicles such as railways, monorails, LRTs (Light Rail Transit), AGTs (Automated Guided Trains), and cars. and suitable for application to the signal security method.

Regarding train control, for example, Patent Literature 1 discloses a technique described below. "A train control method for controlling train operation by switching between an operation mode of a moving block and an operation mode of a fixed block, wherein when the operation mode switches from a moving block to a fixed block, A train control method characterized in that the ATP pattern of the block is valid and the train can run as it is.” By this, it is possible to control the operation of the train by switching the operation mode between the moving block and the fixed block. .

WO2015/152012

A train track can be divided into multiple blocks. Here, a block is a track portion covered by a track circuit corresponding to the block when a track circuit is used. When an accelerator counter is used instead of a track circuit, this block is defined as the track portion covered by the accelerator counter corresponding to the block.

If a train lands on a block, the track circuit covering that block will drop. Conversely, when a train moves from one block to another, the track circuit is lifted.

However, after setting the route of the train, if the preceding train in a certain section of the route switches the operation mode to manual operation, the blinking lights and current indication of the signal cannot be controlled, and the following train collides with the preceding train. Dangerous events can occur.

Also, Patent Document 1 does not disclose or suggest the above problems or means for solving the problems.

As a result of intensive studies by the inventors of the present application, the present invention was conceived as a result of intensive studies on the above-mentioned problems. It is an object of the present invention to provide a train control technology that improves the operation rate of trains while ensuring the safety of train operation.

In order to solve the above-mentioned problems, a signaling safety system according to the present invention is a signaling safety system that controls on-site equipment, and determines whether or not a train is present for each block divided into a plurality of tracks on which a train runs. is determined, and when the route of the train is set, the operation mode of the train located in the block within a certain range of the route is determined based on the train location information for each block, and the determined operation mode is set Accordingly, the control condition of the field equipment is selected.

According to the present invention, it is possible to flexibly switch control conditions of on-site equipment according to the operation status of trains without fixing them, and to improve the operation rate of trains while ensuring the safety of train operation. .

1 is a schematic diagram showing a configuration example of a signal safety system according to an embodiment of the present invention; FIG. FIG. 10 is a diagram showing an example of an interlocking chart summarizing items related to facilities and the like existing on a running route (track) that is switched in accordance with the operational state of the train; It is a figure which shows the example of the signal control (preceding train and a continuation train operation mode: automatic operation and operation mode: moving block) in the signal security system which concerns on the Example of this invention. Signal control in the signal security system according to the embodiment of the present invention (when the preceding train shifts to operation mode: automatic operation and operation mode: moving block, and the following train shifts to operation mode: manual operation and operation mode: fixed block, precedence FIG. 10 is a diagram showing an example of a case where the train is in the course of the following train). Signal control in the signal security system according to the embodiment of the present invention (previous train operation mode: automatic operation and operation mode: moving block, continuing train operation mode: manual operation and operation mode: fixed block After shifting to The train advances out of the route of the following train). 10 is a flow chart showing block presence determination processing. It is a flowchart which shows the blinking light control process of a traffic signal. It is a flowchart which shows the extraction process of the signal control conditions of a traffic light.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings as modes for carrying out the present invention.

However, the present invention is not limited to the examples shown below, and various changes and modifications can be made by those skilled in the art within the scope of the technical ideas disclosed in this specification. In addition, in the drawings for explaining the embodiments, the same reference numerals may be given to the elements having the same functions, and the repeated description thereof may be omitted.

FIG. 1 is a schematic diagram showing the configuration of a signal security system S according to an embodiment of the present invention. Although a traffic signal will be described below as an example of a railway field device to be controlled, the present invention can also be applied to field devices other than traffic signals.

Each train 100 (preceding train 100a, succeeding train 100b) is equipped with an on-board device 102, and this on-board device 102 transmits and receives information to and from the ground device 101. FIG. The ground equipment 101 has information processing resources such as a processor, and executes various controls and processes according to programs, parameters, and the like. For example, the ground equipment 101 controls a traffic signal 105, a physical detector (not shown) such as a track circuit for acquiring position information of a train, and the like.

In FIG. 1, a track 103 on which a train runs is divided into certain sections (blocks) corresponding to physical detectors such as track circuits, which are represented as blocks 11G to 25G. Although not shown in the figure, in addition to the first type block in which the track 103 is divided into blocks corresponding to physical detectors, based on the position information of the train notified via wireless communication from the on-board device 102 of the train There is a second-type block, in which the track 103 is further subdivided than the first-type block.

Also, in FIG. 1, S0001C is the track name set for the track 103 . Also in FIG. 1, for example, station 104 is located at blocks 15G and 25G. Also, in FIG. 1, W0101a and W0101b indicate the turnouts 106 installed at respective branching points composed of the block 14G or block 23G and the line between the two blocks.

FIG. 2 is a diagram showing an example of an interlocking chart T1 summarizing items related to facilities and the like existing on a running route (track) that is switched in accordance with the operating state of the train. In the train control according to this embodiment, the CBTC (Communications-based Train Control) system for moving blocks is used. ), but not limited to CBTC.

For example, for the "inside route", the "starting point" is block 12G, the "end point" is block 15G, and the "number" for identification is S0101C-15G. W0101, Blocks related to "signal control" in "signal control or check lock" are 13G, 14G and 15G (in the case of non-CBTC system) or no control conditions (in the case of CBTC system), "route division lock , the blocks 13G and 14G are related to the "route".

Further, as an example of the "turnout", the "number" for identification is W0101a-W0101b, and the block related to "signal control" in "signal control or check lock" is block 23G.

FIG. 3 is a diagram showing an example of signal control (preceding train 100a and succeeding train 100b operating mode: automatic operation and operating mode: moving block) in the signaling safety system S according to the embodiment of the present invention. In FIG. 3, as shown in Tables T11 and T12, the preceding train 100a (automatic operation, moving block) is on the inside (blocks 13G, 14G, 15G) of route S0101C, and the following train 100b (automatic When the route S0101C is set to enter the field, the ground equipment 101 performs signal control under the conditions for moving blocks because both the preceding train and the following train are in the moving block operation mode. Since it will be done, it is called progress presentation. However, since both the preceding train and the following train are in automatic operation mode, the traffic signals, which are field equipment, are in a non-lighting state.

FIG. 4 shows the signal control in the signal security system according to the embodiment of the present invention (previous train 100a operation mode: automatic operation and operation mode: moving block, continuation train 100b operation mode: manual operation and operation mode: fixed 10 is a diagram showing an example of a case where a preceding train 100a is on the route SC0101C of a following train 100b at the time of transition to a block; FIG. In FIG. 4, as shown in Tables T21 and T22, when the operation mode and operation mode of the continuing train 100b change from the state of FIG. control the lighting of traffic lights. When the ground equipment 101 switches the signal control conditions for non-CBTC in the "signal control" column according to the interlocking chart T1 in FIG. shown.

Here, factors that cause the operation mode and the driving mode to change (degrade) include a situation in which communication between the ground device 101 and the on-board device 102 is not possible, a failure of the on-board device 102, and the like.

FIG. 5 shows the signal control in the signal safety system according to the embodiment of the present invention (previous train 100a operation mode: automatic operation and operation mode: moving block, continuation train 100b operation mode: manual operation and operation mode: fixed After shifting to a block, the preceding train 100a advances outside the route SC0101C of the following train 100b). In FIG. 5, as shown in Tables T31 and T32, the preceding train 100a has advanced to block 16G from the state of FIG. Since there is no condition, the presentation state is set to progress presentation.

FIG. 6 is a flowchart showing block on-rail determination processing. The trackside device 101 executes a train presence determination process for each of a plurality of blocks obtained by partitioning the track 103 . The ground device 101 first executes processing S101.

In step S101, the ground equipment 101 refers to the train position information from the on-board equipment 102 of each train 100 or the train position information from field equipment (for example, a track circuit), and obtains the train on-track information of the block. Determine presence/absence. The trackside device 101 proceeds to processing S102 when there is location information (processing S101: existence of location information), and proceeds to processing S103 when there is no location information (processing S101: no location information). In step S102, the trackside device 101 sets the state of the block for which it is determined that there is train on-track information in step S101 to drop (on-rail). On the other hand, in step S103, the trackside device 101 sets the state of the block for which it is determined that there is no train on-track information in step S101 to "on-rail" (not on-track). When step S102 or S103 ends, the ground device 101 ends the block on-rail determination processing.

FIG. 7 is a flowchart showing a blinking light control process for a traffic signal. The ground device 101 first executes processing S111.

In step S111, the trackside device 101 refers to the on-board device 102 and determines whether or not there is a manually-operated train on the track by referring to the on-track information of the trains that are on the track within a certain range of the route. The trackside device 101 proceeds to processing S112 when there is information on the manually operated train (process S111: Yes), and proceeds to processing S113 when there is no information on the manually operated train (processing S111: No). In processing S112, the ground device 101 performs lighting control for the traffic signal. On the other hand, in the process S113, the ground device 101 performs extinguishment control for the traffic lights related to the route. When step S112 or S123 ends, the ground device 101 ends the signal flashing light control process.

FIG. 8 is a flowchart showing a process of extracting signal control conditions for a traffic light. The ground device 101 first executes processing S121.

In step S121, the trackside device 101 refers to the train presence information from the on-board device 102 about the trains present within a certain range of the route, and determines whether or not there is a fixed block operation train present. The trackside device 101 proceeds to processing S122 if there is train location information for fixed block operation (process S121: Yes), and proceeds to processing S123 if there is no train location information for fixed block operation (processing S121: No). In step S122, the ground equipment 101 extracts the non-CBTC signal control conditions from the interlocking chart T1 (see FIG. 2) as the signal control conditions for the route. On the other hand, in step S123, the ground equipment 101 extracts the signal control conditions for CBTC from the interlocking chart T1 as the signal control conditions for the route. When step S122 or S123 ends, the ground device 101 ends the signal control condition extraction processing of the traffic signal. The ground equipment 101 controls the traffic signals within a certain range of the train determined to be on the train in step S101 according to the extracted signal control conditions.

It should be noted that the process of extracting signal control conditions for traffic signals is executed regardless of whether the route of the train is set or not. When the route of the train has not been set, the trackside device 101 sets the operation mode of the train on the block for which the own device manages the state (descent (on line)/up (not on line)) to moving block and The control condition for moving block or the control condition for fixed block is selected according to the operation mode of fixed block.

According to the above embodiment, the control conditions of on-site equipment such as traffic signals can be flexibly switched according to the operating state (operation mode and operation mode) of the train without fixing them, thereby enabling automatic operation and manual operation. It is possible to operate trains in mixed mode, moving block and non-moving block operation modes. In addition, it is possible to improve the operation rate of trains while ensuring the safety of train operation.

It should be noted that an interlocking chart T1 summarizing items related to the equipment existing on the running route (track) that is switched in accordance with the operating state of the train in the signaling security system S for train operation according to the above-described embodiment is shown. , may be described in orbital positions (for example, in the metric system) instead of block units.

Further, even if the function (operation mode) of the signal security system S for train operation according to the above embodiment is transmitted to the on-board equipment via the beacon instead of being indicated to the signal, good.

Further, the functions (operation mode) of the signal security system S for train operation according to the above-described embodiment are executed by the on-board device 102 instead of the ground device 101, and the train control device performs the above-described train control. may be provided in the on-board device 102 .

100: train, 100a: preceding train, 100b: continuing train, 101: ground equipment, 102: on-board equipment, 103: track, 104: station, 105: signal, 106: turnout

Claims (2)

A signal security system that controls field equipment including traffic lights,
Determining whether a train is on the track for each block that divides the track on which the train runs,
When a route to enter the block is set for a train, based on the train location information for each block, trains located in blocks within a certain range of the route are operated in either moving block or fixed block. mode, and
Selecting control conditions for the field equipment according to the determined operation mode,
In the block within the certain range,
when there is a train whose operation mode is a moving block, a control condition for a moving block is selected as a control condition for the signal, and
When a train whose operation mode is a fixed block is on the line, selecting a control condition for a fixed block as a control condition for the signal,
Determining whether a train in a block within a certain range of the route is in an operation mode of automatic operation or manual operation,
In the block within the certain range,
When there is a train whose operation mode is automatic operation, the signal is extinguished,
A signal safety system characterized by turning on the signal when a train whose operation mode is manual operation is on the line. Regardless of the setting state of the course, even if it is being set or not set,
When a train whose operation mode is a moving block is on the line, selecting a control condition for moving block as a control condition for the signal,
2. The signal safety system according to claim 1, wherein when a train whose operation mode is a fixed block is on the line, a control condition for a fixed block is selected as the control condition for the signal.

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