JP7329979B2 - Electronic controllers and control systems for blocks - Google Patents

Description

TECHNICAL FIELD The present invention relates to an electronic control device installed corresponding to each block section of a railway, and more particularly to a control system for a plurality of block sections.

Railroad signal control is roughly classified into signal control in station premises and block signal control between stations. Normally, an electronic interlocking device is installed for each station, and field devices such as traffic lights and switch machines in each station are interlocked and controlled by the corresponding electronic interlocking device. One electronic interlocking device controls the premises of one station, and by connecting a CTC (centralized traffic control) transmission device to the electronic interlocking device installed at each station, the information of each station is sent to the command center (CTC central device ). On the other hand, block signal control (automatic block control) in one or more automatic block sections set between stations is basically based on the train status of the track circuit for each automatic block section. It consists of controlling the block signal. Conventionally, complex automatic block control that takes into account train status in multiple block sections cannot be performed independently in individual automatic block sections, and has been performed by station-based electronic interlocking devices. In this case, a small terminal is installed in each of a plurality of block sections existing between stations, and automatic block control, train tracking control, etc. in each block section are controlled by an electronic interlocking device installed in the station premises. It was supposed to be done for small terminals in the block section. Patent Literature 1 listed below shows an example of such a train control system. The train control system shown therein can be called a station-centralized control system. Further, it has been proposed to further increase the centralization of control and perform control of the entire line section by a central line section centralized interlocking control device (for example, Patent Literature 2).

Japanese Patent Application Laid-Open No. 2008-100623 JP 2018-69971

An object of the present invention is to provide an electronic control device capable of performing automatic block control independently for each block section, taking into account not only its own block section but also the status of trains in other block sections. .

The present invention is an electronic control unit installed on the ground corresponding to one block section. A track circuit and a block signal will be installed in the block section. Also, a communication network is provided separately from the track circuit for transmitting and receiving information between the plurality of blocks. The electronic control unit according to the present invention includes a communication interface connected to the communication network, a track circuit control unit connected to the track circuit and detecting the presence of trains in the corresponding block section, and the block signal. and a logic control unit, wherein the logic control unit indicates the presence status of the train in the corresponding block section detected via the track circuit control unit. Sending information over the communication network via the communication interface indicating train presence in one or more other inwardly adjacent blocks or stations provided via the communication network. Receiving information via the communication interface, information indicating the status of trains in the corresponding block section and information indicating the status of trains in one or more other inner adjacent blocks or station premises. determining the indication of the road traffic signal based on the information, and controlling the indication of the road traffic signal via the traffic light control unit according to the determination.

According to the present invention, a communication network is provided separately from the track circuit for transmitting and receiving information between a plurality of route sections, and the communication interface provided by the electronic control unit is provided separately from the track circuit. It is arranged to transmit and receive information to and from the provided communication network. As a result, the electronic control unit corresponding to one block section receives not only the information indicating the train presence status in the corresponding block section, but also the information indicating the train presence status in other block sections or in the station premises. Based on the information indicating the status of trains in the block section and/or in the station premises, the display of the block signal in the corresponding block section is determined and controlled. Therefore, it is possible to perform automatic block control independently for each block section, taking into account not only the train status in the own block section but also the train status in other block sections. In addition, the logic control unit provided in the electronic control unit only needs to execute logic control related to the corresponding route section, so the configuration may be small and compact. In addition, since the information transmitted via the communication network is minimal, a communication system with a small data transmission rate can be adopted. Therefore, by installing the electronic control device according to the present invention corresponding to each block section, compared to the case where centralized interlocking control is performed for each station or for the entire line section, a small-scale, compact and low-cost automatic block control system can be provided.

As an embodiment, a train communication means for communicating with an on-board device is installed in the block section, the electronic control device includes a train control unit connected to the train communication means, and the logic The control unit may be further configured to provide a train control signal in accordance with the determined indication of the block signal to the train-to-train communication means via the train control unit. As a result, a train control signal according to the indication of the determined block signal is given to the train communication means and can be received by the on-board equipment of the running train. The onboard equipment of the train can perform, for example, ATS control (automatic train stop control) and/or speed control according to the received train control signal.

1 is a block diagram of an electronic control unit for a block according to one embodiment of the present invention; FIG. FIG. 2 is a flowchart showing an example of processing executed by a logic control unit in FIG. 1; FIG. FIG. 2 is a schematic diagram showing a control system according to one embodiment of the present invention, in which the electronic control device shown in FIG. 1 is arranged in each block section between stations and the electronic interlocking device of each station is incorporated in a communication network; 1 is a block diagram showing an embodiment of an electronic control unit of the present invention for a single track; FIG. FIG. 5 is a schematic diagram showing an example (single-track parallel operation) in which the electronic control device for single-track specifications shown in FIG. 4 is applied to each double-track track.

As is well known, one or more blocks are set between railway stations. A track circuit and a block signal are provided corresponding to each block section, the presence of trains on the track is detected via the track circuit, and the indication of each block signal is controlled according to the train presence status in each block section (automatic block control). The electronic control unit 10 according to the present invention is an electronic control unit provided on the ground side corresponding to each block section and performing automatic block control, ATS control, etc. in the corresponding block section by its own judgment.

A typical track circuit will be described with reference to FIG. Track circuits RC0, RC1, RC2, . As an example, FIG. 1 shows an example in which the track circuits RC0, RC1, RC2, . A rail insulation 3 is provided at the boundary. As is known, each track circuit RC0, RC1, RC2, . , and a receiver 6 connected between both rails 2a, 2b at the other end (receiving end Rx) of the track circuit.

In FIG. 1, a block signal SG1, a track circuit RC1, and beacons P11, P12, P13 are installed corresponding to one automatic block section CS1. The block signal SG1 is arranged at the beginning of the automatic block section CS1, and the beacons P11, P12, P13 are arranged at predetermined positions before the block signal SG1. Each beacon P11, P12, P13 communicates with the on-board device 4 of the train 1 (non-contact communication, for example, communication based on the principle of electromagnetic induction), and transmits train control signals (for example, stop instruction, speed instruction, etc.). Give to train 1. In other words, the ground coils P11, P12, P13 function as train-to-train communication means for communicating with the on-board device 4. FIG. Specifically, the ground coils P11, P12, and P13 corresponding to the automatic blocking section CS1 are arranged in an area belonging to the automatic blocking section CS0 adjacent to the outside of the automatic blocking section CS1. These plurality of beacons P11, P12, P13 are installed at different positions in the area belonging to the automatic block section CS0, and the distances from each beacon P11, P12, P13 to the block signal SG1 closest to the inside are different. . As a result, different train control signals (stop instruction, speed instruction, etc.) according to the distance to the block signal to be stopped are sent to the on-board device 4 of the train 1 from the positions of the respective ground switches P11, P12, P13. can give. Note that the block signal to be stopped is the closest inward block signal SG1 or the next ahead block signal SG2 or the like, depending on the display contents of the inward closest block signal SG1. In addition, each of the automatic block sections CS0, CS1, CS2, . It says.

FIG. 1 shows details of the electronic control unit 10 for one block segment CS1. An electronic control unit 10 having a similar configuration is also provided in other block sections CS0, CS2, . . . A communication network 7 (for example, an optical LAN) is provided for transmitting and receiving information between a plurality of blocks CS0, CS1, CS2, . . .

The electronic control unit 10 includes a communication interface (I/F) 11 connected to the communication network 7, a track circuit control unit 12 connected to the track circuit RC1 and detecting the status of the train 1 in the corresponding block section CS1. , a train control unit 13 connected to the beacons P11, P12 and P13; a traffic signal control unit 14 connected to the block signal SG1 for controlling the indication of the block signal SG1;

The track circuit control unit 12, the train control unit 13, and the signal control unit 14 may use existing or known configurations as appropriate. The track circuit control unit 12 transmits a train detection signal from one end (transmitting end Tx) of the track circuit to the rails 2a and 2b via the transmitter 5, and receives the signal at the other end (receiving end Rx) of the track circuit. 6 to receive train detection signals from rails 2a and 2b. As is well known, when the train 1 is on the corresponding block section CS1, the rails 2a and 2b are short-circuited, so that a train detection signal is received at the receiving end Rx (receiver 6) of the track circuit RC1. Therefore, it can be detected that the train 1 is present in the block section CS1. In the illustrated example, the direction of travel of the train 1 is indicated by an arrow F, the starting end of the corresponding block section CS1 is the receiving end Rx, and the terminal end of the corresponding block segment CS1 is the transmitting end Tx. The device housing of the electronic control device 10 is arranged at a position near the starting end of the corresponding block section CS1. Therefore, the track circuit control unit 12 inputs a signal obtained from the receiving end Rx (receiver 6) of the corresponding track circuit RC1, but the output train detection signal is transmitted to the end (transmitting end Tx) of the adjacent block section CS0. In this case, the train detection signal input to the terminal end (transmitting end Tx) of the corresponding track circuit RC1 is transmitted from the electronic control unit 10 provided corresponding to the inwardly adjacent block section CS2 to the transmitter 5. This is a signal for train detection that is transmitted and output via In this way, by changing the train detection signal input to the transmission end Tx of the track circuit to the train detection signal transmitted and output from the nearest electronic control unit 10, the transmission end Tx of the track circuit On the other hand, the train detection signal can be supplied from the electronic control unit 10 of the shortest distance, which is economical and minimizes the risk of wiring failure. However, the present invention is not limited to this, and the receiving end Rx (receiver 6) and transmitting end Tx (transmitter 5) of the same track circuit RC1 may be connected to the same track circuit control section 12 of the electronic control unit 10. FIG.

The logic control unit 15 is
(1) transmitting information indicating the status of the train 1 in the corresponding block section CS1 detected via the track circuit RC1 and the track circuit control unit 12 to the communication network 7 via the communication interface 11;
(2) Receiving, via the communication interface 11, information indicating the status of trains in one or more inwardly adjacent other block sections (CS2, etc.) provided via the communication network 7; (3) A corresponding block signal based on information indicating the status of the train 1 in the corresponding block section CS1 and information indicating the status of the train in one or more other inwardly adjacent block sections (CS2, etc.) Determining the indication of SG1 and controlling the indication of the traffic signal via the traffic signal control unit 14 according to the determination;
is configured to run

Furthermore, as a preferred embodiment, the logic control unit 15
(4) Giving train control signals according to the determined block signal SG1 through the train control unit 13 to each station P11, P12, P13 (i.e., means of communication with the train);
is configured to run

As will be described later, in a block section close to a station, the one or more sections (CS2, etc.) adjacent to the inside thereof are not limited to the block section but also include sections within the station premises. In that case, the "information indicating the status of trains in one or more other inner adjacent block sections" received in the process of (2) above is not limited to information indicating the status of trains in the block section. , and information indicating the status of trains in the inner station premises. In addition, in the processing of (3) above, based on not only information indicating the status of trains in one or more other adjacent blocks on the inner side, but also information indicating the status of trains in the inner station premises. to determine the corresponding block signal indication. In the following description, the "information indicating the status of train presence" that is exchanged via the communication network 7 is also referred to as "train presence detection information".

A specific circuit configuration of the logic control unit 15 is, for example, composed of a CPU (processor) and a semiconductor memory. may be configured to run However, the logic control unit 15 may be configured by any circuit configuration, such as a dedicated integrated circuit or discrete circuit, without being limited to such a computer system.

FIG. 2 is a flowchart showing a specific example of processing executed by the logic control unit 15. As shown in FIG. In step S1, the process (1) is performed. That is, the track detection information in the corresponding route section CS1 detected via the track circuit RC1 and the track circuit control unit 12 is attached with the section ID that identifies the route section CS1, and is sent via the communication interface 11 to the communication network. Send to 7. The on-rail detection information transmitted over the communication network 7 is used in the electronic control units 10 installed in other blocks.

In step S2, the processing of (2) above is performed. That is, it receives through the communication interface 11 the on-rail detection information in one or more other inner adjacent block sections (such as CS2) provided through the communication network 7 . Specifically, the necessary section (CS2, etc.) is determined from the section ID attached to the on-rail detection information, the on-rail detection information for the required section is taken in via the communication interface 11, and temporarily stored in the internal memory. The required section is determined by the signal pattern that can be displayed at the block signal. For example, if any one of the four patterns of R, Y, YG, and G can be displayed, the on-track detection information in two adjacent inner block sections (CS2, etc.) is captured.

In steps S3 and S4, the process of (3) above is performed. In step S3, the presence of the train detection information in the corresponding block section CS1 (the presence of the road detection information of the self block section transmitted over the communication network 7 in the step S1), and the presence of the track in one or more other inner adjacent blocks. Based on the detection information (detection information about the other necessary sections of the road taken in from the communication network 7 in step S2), the current state of the corresponding block signal SG1 is determined. To give a specific example, according to the following conditions, R indication ("red" to instruct to stop), Y indication ("yellow" to instruct caution driving), YG indication (instructing deceleration driving) Either "yellow/green") or G indication ("green" indicating normal running) is determined.

R present: When the train presence detection information in the corresponding (own) block section CS1 indicates that the train 1 is present, the R present is determined.

Y Present: The train presence detection information in the corresponding (self) block section CS1 indicates that the train 1 is not on the track, but the track presence detection information in the inwardly adjacent block section CS2 indicates that the train 1 is on the line. If there is, it is determined to be Y presentation.

YG present: The track detection information in the corresponding (own) block section CS1 indicates that train 1 is not on the track, and the track detection information in the adjacent block section CS2 which is immediately inward (i.e., the first inward) is also a train However, if the train presence detection information in the inner second adjacent block section (called CS3 for convenience) indicates the presence of train 1, the YG current is determined. The "second inner adjacent block section CS3" is a section that is immediately inner adjacent to the above-mentioned block section CS2.

G Present: On-track detection information in the corresponding (own) route section CS1, on-line detection information in the inner nearest (that is, the first inner) adjacent route section CS2, and the inner second adjacent route section CS3. If all of the on-track detection information in 1 indicate that the train 1 is not on the track, the G-presentation is determined.

In step S4, according to the determination in step S3, the display of the corresponding traffic signal SG1 is controlled via the traffic signal control unit 14. FIG.

In step S5, the process of (4) above is performed. That is, a process for giving the train control signal according to the current state of the block signal SG1 determined in step S3 to each ground station P11, P12, P13 via the train control section 13 is performed. As an example, the logic control unit 15 provides the train control unit 13 with signal indication information indicating the indication of the block signal SG1 determined in step S3 as the process of step S5. The train control unit 13 gives train control signals corresponding to the given signal indication information to the ground coils P11, P12 and P13. As an example, the train control signal given to each beacon P11, P12, P13 by the process of step S5 includes information corresponding to the distance from the beacon to the block signal to be stopped.

The distances from each ground coil P11, P12, P13 to the block signal SG1 closest to the inside are set to a, b, and c, respectively (referring to reference values, a is about 30 m, b is about 180 m, and c is about 600 m), Let L be the total length of the corresponding (own) block section CS1, M be the total length of the inner most adjacent block section CS2, and N be the total length of the second inner adjacent block section CS3. Then, the distances from each of the telephones P11, P12, P13 to the traffic signal to be stopped are as follows.

In the case of the R-presentation, the traffic signal to be stopped is the traffic signal SG1 in its own block section CS1.
ground coil P11: a
ground coil P12:b
ground coil P13:c

In the case of the Y-presentation, the block signal to be stopped is the block signal SG2 of the adjacent block section CS2 which is closest to the inner side, and the distances from each turn signal P11, P12, P13 to the block signal SG2 to be stopped are as follows. As of.
ground coil P11: a+L
ground coil P12: b+L
Ground coil P13: c+L

In the case of the YG presentation, the block signal to be stopped is the block signal in the second inner adjacent block section CS3 (for convenience, referred to as SG3). The distance to is:
Ground coil P11: a+L+M
Ground coil P12: b+L+M
Ground coil P13: c + L + M

In the case of the G state, the block signal to be stopped is the block signal (SG4 for convenience) of the third inner adjacent block section (CS4 for convenience), and stops from each of the terminals P11, P12 and P13. The distance to the block signal SG4 that should be done is as follows.
Beacon P11: a+L+M+N
Beacon P12: b+L+M+N
Beacon P13: c+L+M+N

As an example, the train control unit 13 selects a route to be stopped from each ground station P11, P12, P13 according to the signal display information indicating the display of the route signal SG1 given by the processing of step S5 of the logic control unit 15. Find the distance to the traffic light as above. The determination of the distance as described above may be performed by real-time calculation, or data pre-stored in memory may be read according to the signal presentation information. The train control unit 13 supplies the information indicating the thus obtained distance as the train control signal to each station P11, P12, P13, and transmits the information indicating the distance (train control signal) from each station P11, P12, P13. signal). When the train 1 passes through the respective transmitters P11, P12 and P13, the on-board device 4 receives the information (train control signals) transmitted from the transmitters P11, P12 and P13, and the received information (the train control signal) is used for ATS control in the train 1 .

As an example, the on-board device 4 of the train 1 uses a predetermined speed pattern (the distance from the current position of the train to the target stop position as an independent variable) based on the received information (train control signal), The target train speed (including stop) at the track position corresponding to each of the transmitters P11, P12, and P13 is obtained according to the function with the train speed as the dependent variable. The target train speed (including stoppage) may be obtained by real-time calculation, or data pre-stored in memory may be read according to the information signal indicating the distance. As is known in ATS control, the target train speed determined by the on-board device 4 is displayed on the operation panel of the train 1 to prompt the driver to drive (including stop) at the target train speed. or to automatically control the speed of the train 1 (including stopping).

Of course, the train control signals given from the train control section 13 to the on-board equipment 4 via the respective transmitters P11, P12, P13 indicate the distances from the transmitters P11, P12, P13 to the traffic signals to be stopped. The information is not limited to the information, and may be any other train control-related information such as information indicating the gradient of the track.

The specific configuration of the ground coils P11, P12, P13 and the ATS control method by the train control unit 13 may be any configuration and method. For example, ATS-P beacons or ATS-P(N) beacons are known and either configuration and scheme may be used. Of course, the number of ground coils installed corresponding to one block section is not limited to three, and may be any number of one or more.

As another example, the train control signal given from the train control unit 13 to the on-board device 4 via the respective transmitters P11, P12, P13 is a signal from the transmitters P11, P12, P13 to the block signal to be stopped. The information is not limited to the information indicating the distance, and may be the information indicating the target train speed (including stop) at the track position corresponding to each ground element P11, P12, P13 defined by the distance. In that case, the calculation (or memory reading) of the target train speed (including stopping) according to the predetermined speed pattern is performed by the train control section 13 instead of the on-board device 4 .

As still another example, the train control signal given to the on-board equipment 4 from the train control section 13 via each of the telephones P11, P12, P13 is the current state of the corresponding block signal SG1 determined by the processing in step S5. In this case, the ID for identifying the corresponding block section CS1 and the terminals P11, P12, P13 is also given to the on-board device 4 together. In that case, the distances from the respective ground signals P11, P12, P13 to the block signal to be stopped, which are obtained as described above, are calculated (or read out from the memory) not by the train control unit 13 but by the on-board device 4 of the train 1. will be

In the above-described embodiment, the train communication means for communicating with the on-board equipment 4 consists of the ground coils P11, P12, P13, P21, P22, P23, . However, this is not the only option, and the train-to-train communication means may have any configuration. For example, it is known to transmit train control signals to the on-board equipment 4 via track circuits RC0, RC1, RC2, . means may be configured. In that case, the terminals P11, P12, P13, P21, P22, P23, . Then, the train control signal is transmitted via the transmitter 5 to one end (transmitting end Tx) of the track circuit RC0 of the block section CS0 closest to the outside. In this case, on the side of the on-board device 4, while performing processing for grasping the current running position of the train 1, based on the data-transmitted train control signal, the predetermined speed corresponding to the signal indication information is detected. The target train speed (including stopping) according to the pattern is calculated (or read from memory) according to the current running position.

As another example, the train-to-train communication means for communicating with the on-board device 4 may use wireless communication technology. In that case, in FIG. The output of the train control unit 13 is connected to the radio transmitter, and the train control signal is sent to the train 1 located in the block section CS0 closest to the outside via the radio transmitter, together with at least the block section ID, It may be configured for wireless data transmission. Of course, the train 1 is also equipped with a radio transmitter (or transceiver) to receive radio data-transmitted train control signals and block section IDs. Even in this case, while the on-board device 4 performs the process of grasping the current running position of the train 1, based on the train control signal transmitted by radio data, the above-mentioned The target train speed (including stopping) according to a predetermined speed pattern is calculated (or read from memory) according to the current running position.

Returning to FIG. 1, the electronic control unit 10 may further comprise a monitoring interface 16 connected to a monitoring communication network 8 leading to a central monitoring device (not shown). In the railway control system, it is known that each part and device has a failure detection function for fail-safe. voltage and current states, etc.). In this embodiment, these failure detection functions and/or state detection functions are utilized by a monitoring communication network 8 leading to a central monitoring device (not shown) and a monitoring interface 16 provided in the electronic control device 10, Allows for centralized monitoring.

The logic control unit 15 controls various equipment (track circuit RC1, block signal SG1, ground coils P11, P12, P13 (train-to-train communication means), etc.) installed in the corresponding block section CS1 and various equipment in the electronic control unit 10. Failure detection signal and/or state detection detected by at least one facility or component among components (communication interface 11, track circuit control unit 12, train control unit 13, signal control unit 14, logic control unit 15, etc.) It is capable of transmitting information through a monitoring interface 16 to a monitoring communication network 8 leading to said central monitoring device.

As a result, when a failure occurs in a track circuit, on-site equipment, control device, etc. corresponding to any block section, the electronic control unit 10 corresponding to the block section reports to the central monitoring device via the monitoring communication network 8. Failure information is notified, and failures can be dealt with promptly. In addition, based on the state detection information notified to the central monitoring device from the electronic control unit 10 corresponding to each block section through the monitoring communication network 8, the central monitoring device detects each circuit, equipment, and device in each block section. It is possible to constantly monitor the state, grasp signs of abnormalities that are less than failures, and take appropriate countermeasures.

More preferably, facilities installed in the corresponding block section CS1 (track circuit RC1, block signal SG1, ground coils P11, P12, P13 (train-to-train communication means), etc.) and components in the electronic control unit 10 At least one facility or component among (communication interface 11, track circuit control unit 12, train control unit 13, signal control unit 14, logic control unit 15, etc.) has a dual system (redundant system ). In this case, the logic control unit 15 preferably includes identification information indicating which of the duplex systems has failed in the failure detection signal transmitted to the central monitoring device via the monitoring communication network 8 . Such identification information allows the central monitoring device to determine the degree of urgency for troubleshooting. In other words, if only one of the duplex systems fails, the urgency of handling the failure is low, but if both fail, it can be determined that the urgency of handling the failure is high.

In the other blocks CS0, CS2, . . . , electronic control units 10 having the same structure as the electronic control unit 10 for the block CS1 are provided. In FIG. 1, the electronic control unit 10 for the block section CS2 is shown as a block. Beacons P21, P22, P23 corresponding to this block section CS2 are arranged in the area belonging to the block section CS1 adjacent to the outside of the block section CS2 in the same manner as described above. The distances to the block signal SG2 closest to the inside are different.

In this way, the control system is configured by connecting the electronic control units 10 provided corresponding to each of the blocks CS0, CS1, CS2, . . . be done.

The communication network 7 and the monitoring communication network 8 constitute a network over the entire area within one line section. A plurality of stations exist within one line section, and the above-described block sections CS0, CS1, CS2, . . . exist between those stations. In the premises of each station, a somewhat different control is performed than in the block sections CS0, CS1, CS2, . . . As is well known, an electronic interlocking device is provided for interlocking control of on-site equipment (traffic signals, departure signals, point machines, etc.) in station premises. As shown in FIG. 3, an electronic interlocking device 20 of each station A, B, . . . is also connected to the communication network 7 in this embodiment.

FIG. 3 is a schematic diagram showing a control system according to an embodiment of the present invention, showing the premises of two stations A and B and the route sections set on the double-track tracks RL and RLx between the stations. there is On the downward track RL from station A to station B, two blocks CS1 and CS2 are set between stations A and B, just as an example. In each block section CS1, CS2, track circuits RC1, RC2 (detailed illustration omitted), block signals SG1, SG2, and inter-train communication means P1, P2 (beacons P11 to P13 , corresponding to P21 to P23) are installed respectively. Also, on the inbound track RLx from station B to station A, two track sections CS1x and CS2x are set between stations B and A. Block signals SG1x, SG2x and inter-train communication means P1x, P2x are installed, respectively. Track circuits RC1x, RC2x, block signals SG1x, SG2x, and train-to-train communication means P1x, P2x installed in each block section CS1x, CS2x of the up track RLx have the same function as the track circuit RC1 of the down track RL. , RC2, block signals SG1 and SG2, and inter-train communication means P1 and P2, and the directions of arrangement are opposite to each other corresponding to the direction of travel of the train.

As already explained, the electronic control unit 10 having the above-described configuration is provided corresponding to each of the blocks CS1 and CS2 on the down track RL. Further, as is clear from the above description, electronic control units 10 having the same structure as described above are provided for each of the blocks CS1x and CS2x of the up-track RLx. In FIG. 3, for the sake of convenience, the electronic control unit 10 provided corresponding to each route CS1, CS2 on the down track RL and the electronic control device 10 provided corresponding to each route CS1x, CS2x on the up track RLx Although the device 10 is illustrated with the same block, two different electronic control devices 10 are actually provided. However, two electronic control units 10 that are physically located close to each other on the railroad track (for example, the electronic control unit 10 for the down block section CS1 and the electronic control unit 10 for the up block section CS2x, or The electronic control unit 10 of the section CS2 and the electronic control unit 10 of the up-blocking section CS1x may be arranged in a state of being housed together in the same housing. As for the communication network 7 and the monitoring communication network 8, the electronic control units 10 corresponding to both uplink and downlink may be connected to the same communication network. , CS1x, CS2x, . Even if they are connected to the same communication network, they can easily determine which information they should take in from the section ID.

For the sake of convenience, FIG. 3 shows only the station signal SGs and the departure signal SGd as on-site equipment in the premises of each station. etc. are installed. As is well known, the electronic interlocking device 20 in the station yard interlocks and controls these on-site devices in the station yard so that the train can operate properly. A station control device 10 s is provided for each station and connected to the communication network 7 . , CS1x, CS2x, . The train presence detection information of the block section and other stations required for interlocking control at the station is captured and provided to the electronic interlocking device 20 . Further, the station control device 10 s receives train presence detection information at the station from the corresponding electronic interlocking device 20 and transmits the information over the communication network 7 . In this way, the electronic interlocking device 20 in the station premises is connected to the communication network 7 via the station control device 10s, and transmits the train presence detection information of its own station via the communication network 7, as well as from other block sections. Receives on-line detection information. The transmitted train presence detection information of one's own station is used by the electronic control device 10 of the block section that requires it, and the received train presence detection information of the other block section is used by the electronic interlocking device 20 in the station premises. Thus, the electronic interlocking device 20 in the station can be incorporated into the communication network 7 via the station control device 10s and into the train control system according to this embodiment. The station control device 10s (or the electronic interlocking device 20) collects failure detection information from one or more on-site devices in the station premises, and based on this, sends a failure detection signal to the central monitoring device via the monitoring communication network 8. It may be configured to transmit.

In the electronic control device 10 of each block section according to the present embodiment, information (track detection information ) is treated as information equivalent to information indicating the status of trains on other routes (track detection information). For example, in FIG. 1, if the section immediately adjacent to the inner side of the block section CS2 is not a block section, but is inside the station B as shown in FIG. The "track detection information in one or more other adjacent block sections" includes not only the block section but also the track detection information in the station premises.

Therefore, the logic control unit 15 of the electronic control unit 10 preferably includes information indicating the status of trains in one or more other inwardly adjacent block sections or station premises, which is provided via the communication network 7. is received via the communication interface 11, information indicating the status of trains in the corresponding block section (eg CS1) and one or more other adjacent block sections (eg CS2 etc.) or trains in the station premises based on the information indicating the on-rail status of the , to determine the indication of a block signal (for example, SG1).

In the example of FIG. 1, it has been explained that the traveling direction of the train 1 is only one direction F. However, the present invention can also be applied to a case where the traveling direction of the train 1 can be switched between up and down directions, such as a single track. In the case of a single track, in principle, a set of field equipment for train control and the electronic control unit 10 for one traveling direction F shown in FIG. 1 may be similarly provided for the opposite direction. However, since some equipment and devices such as track circuits can be shared for both upstream and downstream, the present invention can be applied with a simpler configuration than a complete duplex configuration.

FIG. 4 is a diagram showing an application example of the present invention in a single track. In FIG. 4, the same reference numerals as those in FIG. 1 denote devices having the same functions, and redundant description will be omitted. Regarding the traveling direction F of the train 1, block signals SG1, SG2, . . . be done. On the other hand, with respect to the opposite traveling direction /F, unique block signals SGa, SGb, . be. For example, regarding the reverse direction /F, the block signal SGa is installed at the end position of the block section CS1, that is, the start position of the block section CS0, and the block signal SGb is installed at the end position of the block section CS2, that is, the start position of the block section CS1. be done. The beacons Pa1, Pa2, Pa3 corresponding to the block section CS0 are arranged in the area belonging to the block section CS1 adjacent to the outside of the block section CS0, and the beacons Pb1, Pb2 corresponding to the block section CS1 are arranged. , Pb3 are arranged in a region belonging to a block segment CS2 adjacent to the outside of the block segment CS1.

The track circuits RC1, RC2, . . . corresponding to the respective block sections CS1, CS2, . A transmitter 5 and a receiver 6 are also provided as in FIG.

In FIG. 4, in the electronic control unit 10 corresponding to one block section CS1, in addition to the components 11 to 16 shown in FIG. Prepare. The signal control unit 14a is connected to the block signal SGa installed at the end position of the block section CS1, that is, the start position of the block section CS0, and controls the current display of the block signal SGa according to the control of the logic control unit 15. The train control unit 13a is connected to the ground coils Pa1, Pa2, and Pa3 corresponding to the block section CS0, and supplies train control signals to the ground coils Pa1, Pa2, and Pa3 under the control of the logic control unit 15. FIG.

In FIG. 4, the electronic control unit 10 receives information indicating the direction of travel of the train on the single track from a host device (for example, the electronic interlocking device 20 in the adjacent station premises) via the communication network 7, and the logical control unit 15 is a group of a track circuit control unit 12, a train control unit 13, and a signal control unit 14 corresponding to one direction F according to the direction of travel of the train (F or /F) instructed according to the received information or participate in the group of the track circuit control unit 12, the train control unit 13a, and the signal control unit 14a corresponding to the other direction /F and perform the automatic block control described above. . The details of the automatic blocking control for each group are as described above with reference to FIGS. 1 and 2, so detailed description thereof will not be repeated. In the example of FIG. 4, the electronic control unit 10 corresponding to one route section CS1 collectively accommodated in one housing automatically controls the route section CS1 when the train traveling direction is F as described above. Although block control is performed, it will be understood that if the train is traveling in the opposite direction /F, automatic block control will be performed for the inwardly nearest block section CS0. In other words, the automatic block control of the block section CS1 when the train traveling direction is the opposite direction /F is performed by the electronic control unit 10 corresponding to the block section CS2 which is closest to the outside thereof. This is merely a discrepancy caused by the design requirement that the electronic control unit 10 takes charge of controlling the field equipment installed closer, and is not related to the essence of the invention. That is, in FIG. 4, the signal control unit 14a is connected to the block signal SGb installed at the other end of the block section CS1, and the train control unit 13a is connected to the beacon Pb1, which is installed in the area near the other end of the block section CS1. If the design is changed so as to be connected to Pb2 and Pb3, the electronic control unit 10 corresponding to one block section CS1 collectively housed in one housing can operate in either direction F, /F. , are involved in the automatic block control of the same block section CS1. Therefore, such design changes may be made as appropriate. However, as shown in FIG. 4, the design concept that the electronic control unit 10 is in charge of controlling the field equipment installed closer to each other minimizes the wiring length between the electronic control unit 10 and each field equipment. This is preferable because it brings the advantage of being able to

The electronic control unit 10 for single-track specifications as shown in FIG. 4 is applicable not only to railroad sections of single-track, but also to railroad sections of double-track as shown in FIG. That is, a conventionally known operation method is to perform single-track parallel operation (operate each double-track track in parallel with single-track specifications) in at least a partial section of a railroad section of double-track. The electronic control unit 10 for single-track specifications as shown in FIG. 4 can also be utilized in such a control system for single-track parallel operation. For example, as shown in FIG. 5, each block section in each of the double-track tracks RL and RLx has a single-track specification as shown in FIG. In that case, the direction of travel of the train on each track RL, RLx can be arbitrarily indicated by an appropriate host device (for example, the electronic interlocking device 20 in the adjacent station premises). As an example, if one track RL is closed due to failure or maintenance, the other track RLx can advantageously be operated as a single-track bi-directional train operation.

CS0, CS1, CS2 Block sections RC0, RC1, RC2 Track circuits SG1, SG2, SG1x, SG2x, SGa, SGb Block signals P11, P12, P13, P21, P22, P23, P1, P2, P1x, P2x, Pa1, Pa2 , Pa3, Pb1, Pb2, Pb3 Beacon (communication means for train)
1 trains 2a, 2b rails 4 on-board equipment 5 transmitter 6 receiver 7 communication network 8 monitoring communication network 10 electronic control unit 11 communication interface 12 track circuit control units 13, 13a train control units 14, 14a signal control unit 15 logic Control unit 16 Monitoring interface 10s Station control device 20 Electronic interlocking devices 50, 60 in station premises Transceiver

Claims (5)

An electronic control device installed on the ground corresponding to one block section, in which a track circuit and a block signal are installed in the block section, and a communication network for transmitting and receiving information between a plurality of block sections. The electronic control device is provided separately from the track circuit ,
a communication interface connected to the communication network;
a track circuit control unit that is connected to the track circuit and detects the presence of a train in the corresponding block section;
A traffic signal control unit connected to the traffic signal and controlling the display of the traffic signal;
and a logic control unit,
The logic control unit is
transmitting information indicating the train presence status in the corresponding block section detected via the track circuit control unit to the communication network via the communication interface;
Receiving, via the communication interface, information indicating the status of trains in one or more other inwardly adjacent block sections or station premises provided via the communication network;
Based on the information indicating the status of trains in the corresponding block section and the information indicating the status of trains in one or more other adjacent block sections or station premises on the inner side, determine the current state of the block signal. and controlling the indication of the block signal via the signal control unit according to the determination;
An electronic control unit, characterized in that it is configured to execute A train communication means for communicating with the on-board device is installed in the block section,
The electronic control device comprises a train control unit connected to the train communication means,
2. The logic control unit is configured to give a train control signal according to the determined indication of the block signal to the train communication means via the train control unit. electronic controller. further comprising a monitoring interface connected to a communication network leading to the central monitoring device;
The logic control unit transmits at least one of a failure detection signal and state detection information detected by at least one of equipment installed in the block section and components in the electronic control unit to the monitoring interface. 3. The electronic control unit of claim 1 or 2, configured to: transmit to a communication network leading to the central monitoring unit via. At least one of the equipment installed in the block section and the components in the electronic control unit is a duplex system, and at least one of the equipment and the components consisting of the duplex system 4. The electronic control unit according to claim 3, wherein one generates a failure detection signal when a failure occurs, and the failure detection signal includes identification information indicating which of the duplex systems has failed. A control system comprising the electronic control device according to any one of claims 1 to 4 corresponding to each of a plurality of block sections, and connecting each electronic control device via the communication network.

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