JPH10264816A - Operation controller of railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a train interval within a station yard by arranging train position detectors on a rail within the station yard so as to surround sections such as switches and platform trucks, in which the existence of a train is required to be confirmed for security and using exact train position detection information from these detectors. SOLUTION: A station has platforms H1 to H3 where a train passes or stops. Detectors D1 to D18 installed on the ground output binary signals of OCCUPY when a train exists on the detectors D1 to D18 and CLEAR when the train does not exist. Switches P1 to P4 input fixed position/reverse position control instructions, switch according to the control instructions and output switch state information on fixed position/reverse position. Each of the detectors D1 to D18 is installed in a shape surrounding switches P1 to P4 or platforms H1 to H3. For instance, the detectors D1 to D4, the detectors D8 to D12 and the detectors D13 to D14 surround the switch P1, switches P3 and P4 and the platform H1, respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control system for a railway vehicle, and more particularly to an interlocking control system in a railway system in which a moving blockage system is used and a train position is detected using a train detector.

[0002]

2. Description of the Related Art Heretofore, as an interlocking device in a railway of a fixed block type, a relay interlocking device using an electromagnetic relay circuit or an electronic interlocking device realizing an interlocking logic using a microcomputer has been used. These interlocking devices safely control traffic signals and switches based on route setting requests from the outside and inputs from field devices such as traffic signals, switches and track circuits.

[0003] However, in the case of the fixed blockage system, information is not transmitted / received to / from the train, so that it is not known at which position the train stops. Therefore, when releasing the course, the time lock function, such as approach lock, hold lock, time lock, etc., has a sufficient time from when the traffic light turns red to stop all types of trains. Is taken, and then the course is released. In addition, the traffic light will show red when the route is restored and when there is a train in the route, and while the traffic light is red, the train is prohibited from entering the section protected by the traffic light By doing so, safety is ensured.

[0004] On the other hand, with respect to a moving block type interlocking device, reference is made to a document ("Development of next generation interlocking device for CARAT", 3
There is a collection of papers on the domestic symposium on the use of cybernetics in the Zeroth Railway, pages 231 to 235). The feature of the method of this document is to propose a block as a concept replacing the track circuit. Each route is composed of a plurality of blocks, and each block can accommodate one or more trains. Therefore, as compared with the fixed block type, a plurality of trains can enter one track, and the efficiency of train operation can be improved. Also, in the case of a path repositioning, it is determined whether or not the path repositioning may be performed based on the stoppable position of the unentered train. Therefore, unlike the fixed closing method, there is no need to use an unblocking lock such as an approach lock or a hold lock, and the train can be operated efficiently.

Further, as a conventional example relating to the moving blockage system, there is Japanese Patent Application Laid-Open No. Hei 8-2416.

[0006]

The interlocking device of the fixed closing type has the following problems.

[0007] First, each track is protected by a traffic light at the entrance of the track, ie, if there is a train in the track, the traffic light will show red and no other trains can enter the track. For this reason, the number of trains that can enter the station premises is greatly limited.

Second, in the fixed blockage system, since the stop position of the train is not known, the approach lock that releases the route after waiting for the time of the train approaching the station to completely stop before the route is released, It was necessary to lock the overrun protection section. For this reason, it is difficult for many trains to use the equipment in the station premises at the same time.

Third, the fixed block system requires a large number of traffic lights and track circuits as equipment in the station premises. These facilities require large maintenance costs for safety. On the other hand, the moving block type interlocking device shown in the above-mentioned document does not have the above-mentioned fixed block type problem, but the train interval control using the train position measuring device installed in each train even in the station premises. Measurement error of the train position measuring device,
This is a problem of train control in the station premises.

[0010] The position measuring device on the train calculates the position as a distance from a certain reference point on the track. Therefore, when many lines are installed in parallel, such as in a station yard, it is not possible to know on which line the train is located, and it is necessary to calculate the line on which each train is located inside the interlocking device. Occurs. For this reason, the calculation inside the interlocking device becomes complicated, and the possibility of occurrence of software errors increases.

Further, the interlocking device described in the above document operates using information of the position measuring device on the train, so that if the position detecting device malfunctions, there is a danger of train collision or derailment in the station premises. In addition, in the interlocking device, non-critical (unnecessary for security) column number information and the like are handled, and important (safety) and non-critical (safety) processes are not classified.
As a result, (safety) important processing may also fail due to (safety) non-critical processing errors.

Further, in the above-mentioned Japanese Patent Application Laid-Open No. Hei 8-2416, no detailed description is given of the interlocking process.

An object of the present invention is to solve the above-mentioned problems, and in a moving closed type railway, the operation and control of a railway vehicle can be performed safely and efficiently in a station yard. It is intended to provide a device.

Another object of the present invention is to use a detector for detecting a train at a point instead of a track circuit for detecting a train in a section on a track, thereby simplifying the installation work of the detector. An object of the present invention is to provide an operation control device for a railway vehicle, which can be easily maintained.

Still another object of the present invention is to provide an operation control device for a railway vehicle having a low probability of malfunction.

Still another object of the present invention is to dispose a detecting device in a station premises so that a train position in the station premises can be accurately known, and even if a position measuring device on the train malfunctions. Another object of the present invention is to provide an operation control device for a railway vehicle that can ensure minimum safety for controlling a train in a station yard.

Another object of the present invention is to make the interlocking processing unit independent of other processing units as much as possible, so that it is less susceptible to errors in other processing and has high security. An object of the present invention is to provide an operation control device.

[0018]

According to the present invention, there is provided a train position detecting device for detecting that a train passes over a point on a track in a station premises, and a train for security such as a switch and a home truck is provided. Are arranged so as to surround the section where it is necessary to check the train position, and train interval control in the station premises is realized using accurate train position detection information from these train position detection devices. In addition, input information to the interlocking processing unit of the ground equipment is limited to route setting commands essential for the operation of the equipment and status notifications from detectors and switches that are indispensable for safety, and output from the interlocking processing unit The information is limited to the control output to the switch, which is indispensable for safety, and the information for creating the train stop position.

According to a first aspect of the present invention, there is provided an operation control device for a railway vehicle having communication means for transmitting and receiving information between each train and a ground device, wherein each train measures a stop target position and a train position transmitted from the ground device. In the moving blockage type railway, which is controlled in accordance with the current position of the train by the device and the ground device calculates the target stop position by the stop position information creation unit using the current position information of the train transmitted from each train, the switch and the platform A train position detection device that detects the presence of a train in the protected section of the truck is arranged, a switch is set according to the information, a route is set, and the route is released.
Further, by transmitting information for calculating a stop position in the station yard, the train can be safely operated in the station yard.

An operation control device for a railway vehicle according to a second aspect of the present invention is mounted on a train, and is configured to communicate with the on-vehicle device for measuring a train position and the train position information from the on-vehicle device. Creates train stop position information based on the stop position information, selects a route of the train based on the stop position information, and based on the selected train route, the train position information in the station premises, and the switch state information from the switch. A ground device that controls a switch machine, and a train position detection device that detects the presence of a train in a protected section such as a switch or a home truck and generates train position detection information in the station premises. is there.

According to a third aspect of the present invention, there is provided an operation control device for a railway vehicle, wherein the number of inspection devices installed on a track is reduced.
It is provided with a detector correspondence table indicating the correspondence between the train position detection device actually arranged on the track and the logical detection device.

According to a fourth aspect of the present invention, there is provided an operation control device for a railway vehicle, wherein a train switch or a home truck is used to safely operate a train in a station premises even when a train position measuring device on a train malfunctions. In addition to the above-mentioned protection sections, a protection section lock processing table for setting the protection sections even in sections on the track not including them is provided.

According to a fifth aspect of the present invention, in the operation control device for a railway vehicle, a train position measuring device is added to a section on the track that does not include a switch or a home track in order to improve the use efficiency of the track. The protection section is divided and processed.

According to a sixth aspect of the present invention, there is provided an operation control device for a railway vehicle, wherein even if the stop position information generating unit malfunctions, the train can be safely operated in the station premises. A corresponding signal transmitting device is installed, and the train is provided with the receiving device.

According to a seventh aspect of the present invention, there is provided an operation control apparatus for a railway vehicle, wherein the operation control apparatus for a railway vehicle using the conventional track circuit is shifted to the operation control apparatus for a railway vehicle according to any one of the first to sixth aspects. 7. An operation control device for a railway vehicle according to any one of claims 1 to 6, wherein a track circuit is used as a train position detector instead of a detector, and a transition from the track circuit to a train position detector using a detector is also easy. So that
It is provided with a function of converting information from a switch into a form of information from a detector.

According to an eighth aspect of the present invention, in the operation control device for a railway vehicle, the train position detecting device is installed at positions corresponding to both ends of the track circuit instead of the conventional track circuit, and the train is detected on a certain point. Is formed by a train position detector for detecting the presence of a train, and the train position detector creates information equivalent to the fall / lift information of the track circuit.

An operation control device for a railway vehicle according to a ninth aspect of the present invention is the railway vehicle operation control device, wherein the ground device generates train stop position information based on train position information from at least the on-vehicle device; A route selection unit that generates a route setting command of the train based on the train stop position information created by the stop position information creating unit and a predetermined train schedule; a route setting command from the route selection unit and the train position An interlock processing unit that controls the switch based on the train position detection information from the detection device and the switch state information from the switch.

According to a tenth aspect of the present invention, in the operation control device for a railway vehicle, the stop position information creating unit inputs the switch information and the lock information from the interlocking processing unit, and transmits the information and the lock information from the on-vehicle device. The stop position information of the train is created based on the train position information.

[0029]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

[Prerequisites of the Present Invention] First, a moving blockage system and a train position detector which are prerequisites for carrying out the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows an outline of a railroad system of a moving obstruction system which is a premise of the present invention. In this figure, reference numerals 1-1 and 1-2 denote trains, and each train 1-1 and 1-2
Includes a wireless device for transmitting and receiving information to and from a ground device, a train position measuring unit for measuring a train position, and a train speed control unit for controlling a train to stop at a given train stop position. Each of the trains 1-1 and 1-2 periodically transmits the train position of the own train to the ground device 1-3, receives the target stop position information of the own train from the ground device 1-3, and sets the target stop position to the target stop position. It is controlled based on.

On the other hand, the ground device 1-3 is connected to each train 1-1, 1
-2 is transmitted and received by the ground radio device 1-4.
If the train is traveling between stations, the preceding train 1-2
The target stop position of the succeeding train 1-1 is created by the stop position information creating unit 1-5 based on the train position information from.

There are various methods for determining the target stop position of a train running between stations, but the basic method is as follows.

Target stop position of succeeding train = (train position of preceding train)-(train length)-(surplus) The ground apparatus 1-3 returns the target stop position calculated in this way to the train. . Since the subsequent train 1-1 is controlled so that the train stops at the target stop position,
There is no collision with the preceding train 1-2. During transmission and reception of information between the ground and the train, the preceding train 1-2 moves forward, so that the trains 1-1 and 1-2 do not collide due to information delay. Further, by updating the target stop position periodically, each of the trains 1-1 and 1-2 can run smoothly.

Note that the determination of the target stop position in the station yard is as follows.
The target stop position determined as described above and the interlocking processing unit 1-
A safe target stop position is determined based on the lock information created in step 8. The method of determining the lock information and the target stop position is a part that greatly relates to the present invention, and will be described later in detail.

The route selection unit 1-6 selects the next route to be taken next at an appropriate timing based on the train position information and the train schedule of the day, and sends a route setting request to the interlocking processing unit 1--6.
8 Note that the appropriate timing is usually the time when a train entering the station yard exceeds a certain position in front of the station, and for trains departing from the station, several tens of departure times on the schedule. Seconds ago.

Next, the interlocking processing unit 1-8 uses the station premises equipment to safely set the course based on the localization / inversion information of a certain switch, the train position information by the train position detecting device, and the course setting command. Then, the switch is controlled and the lock information created by the interlocking processing unit 1-8 is passed to the stop position information creating unit 1-5.

FIG. 2 shows an example of equipment in a station yard. This station has platforms H1 to H3 through which trains pass or stop. D1 to D18 are train position detecting devices installed on the ground, and OCC when a train exists on the detector.
This is a device that outputs a binary signal of UPY or CLEAR if it does not exist. P1 to P4 are switches.
It receives a localization / inversion control command as input, performs conversion in accordance with the control instruction, and outputs switch state information of localization / inversion. The detectors D1 to D18 are installed so as to surround the switches P1 to P4 or the platform. For example, the detectors D1 to D4 are the switch P1, and the detectors D8 to D12 are the switch P3 and P
4. The detectors D13 to D14 are the home 1 and the like. All the status information from the station premises equipment and the control commands for the switches P1 to P4 are input and output from the interlocking processing unit 1-8.

Embodiment 1 [Overview of Linked Processing Unit] Next, a linked processing system according to the first embodiment of the present invention will be described. The linked processing method according to the first embodiment is a linked processing unit (1-8) shown in FIG.
It is realized using a microcomputer.

First, the interlocking process in this method is as follows.
As shown in FIG. 3, it can be roughly divided into six processes. In the following, the data named file is
The data whose contents are rewritten according to the processing result, and the data named as a table is fixed data that is not rewritten.

In FIG. 3, reference numeral 3-1 denotes a route input processing unit which records a route in a route registration file in accordance with a route setting command from the route selection unit 1-6.

Reference numeral 3-2 denotes a field device input process, which records status information of field devices (detectors, switches) in a field device status file.

Reference numeral 3-3 denotes a lock information unlocking process. Based on the local device file, a lock file (detector lock file, home track lock file) managed in the interlocking processing unit 1-8 is stored. Perform unlocking process.

Reference numeral 3-4 denotes a route setting processing unit which performs route setting based on the route registration file, performs lock processing of the lock file, rewrites the route registration file, and switches the route if necessary. Also rewrite the device control output file.

Reference numeral 3-5 denotes a switch control process, which performs control output to a switch on site according to a switch control output file.

Reference numeral 3-6 denotes a lock information / switch information output process, which stores the contents of the lock file created by the interlocking processing unit 1-8 and the switch status file received from the switch to a stop position. The information is output to the information creating unit 1-5.

The interlocking processing unit 1-8 realizes an interlocking function by sequentially performing the above processing.

Next, the contents of each process and related files and tables will be described in detail.

[Route Input Processing] FIG. 4 shows an example of a route registration file. The link processing unit 1-8 includes a route selection unit 1-6.
When a route setting command is received from the device, the corresponding route ID and process number 1 are set in a line where no other route is set. Here, the route ID is a route number unique to each route,
The process number is a process procedure number defined for each route in a route lock process table described later. In the course setting process described later, it is necessary to perform a plurality of processes for one route. To set the process number 1 in the route registration file means to execute the first process in order to set the route. Meaning.

In FIG. 4, the route IN-D-1 is set as the process number 1 in the first route registration list, and the route IN-D-1 (process number 2) is set in the third and fourth routes, respectively. , IN-U3 (process number 1). Accordingly, next, for example, when a request for setting the route IN-D-2 is received from the route selection unit, IN-D-2 (process number 1) is set second in the list. Further, in FIG. 4, the processing number for OUT-D-1 is 2, and such an increment of the processing number is performed in a course setting processing described later.

FIG. 5 shows a flowchart of the route registration processing to the route registration file. The registration process starts upon receiving a route R setting request (5-1), and first, the list number N
= 1 is set (5-2). Next, it is checked whether or not the route is already registered in the N-th list (5-3). If the route is not registered, the route ID and the process number 1 for which the setting request is made are set (5-4). ), Return OK and end (5-5). If another route is registered in the list in 5-3, the list number N is incremented by 1 (5-6), and if the route does not exceed the maximum value MAX of the list, 5-3 is executed again. If it exceeds the maximum value in the list, the route is not registered, NG is returned, and the process is terminated.

[Field Device Input Processing] FIGS. 6 and 7 show examples of the field device status file. FIG. 6 is an example of the detector status file, in which one memory is stored for each of the detectors D1 to D18.
Bits are assigned. Each detector D1 to D18 is CL
In the EAR state, the memory is rewritten with 1 and OCCUPY
Is rewritten to 0 at the time of. In the case of FIG. 6, the detectors D1, D3
Is in the CLEAR state, and the detector D2 is in the OCCUY state.

FIG. 7 shows an example of a switch state file.
Two bits of memory are assigned to each switch. When each switch is in the normal position (NORMAL), the NORMAL bit is rewritten to 1 and the REVERSE bit is rewritten to 0. When the switch is in the inverted position (REVERSE), the NORMAL bit is set to 0.
Rewrite the REVERSE bit to 1. When the switch is operating, both the REVERSE and NORMAL bits are rewritten to 0. When it is determined that the switch has failed, both the REVERSE and NORMAL bits are rewritten to 1, but only this process is performed by the switch control output process described later.

[Lock Information Release Processing] First, the lock information file created by the interlocking processing unit 1-8 will be described.
In the present invention, there is a detector lock information file for each train detector and a home track lock information file for each platform.

First, each of the train detectors D1 to D18 logically has detector lock information of (LOCK / UNLOCK). The lock information on the LOCK side is (UP / DOW
N) has information on the traveling direction of the train.

FIG. 8 shows an example of the detector lock information file. In the detector lock information file, three bits of memory (UNLOCK, LOCK-UP, LOCK) are stored for each detector.
-DOWN) is assigned. In this example, detector D
1 is LOCK on DOWN side, detector D2 is UNLOC
K, the detector D3 is LOCKed on the UP side.

This lock information is normally set to UNLOCK, and the lock information of the train detecting device on the route is set to LOCK in a route setting process described later.

When the locked state is LOCK, the detector state file of the corresponding detector is (CLEAR → O
When the status changes from (CCUPY to CLEAR), the locked state is set to UNLOCK.

FIG. 9 shows the relationship between the output from a certain detector and the change in the lock information. In 9-1, since the train is not on the detector, the output from the detector is CLEAR. At this time, the locked state is assumed to be LOCK. Next, at 9-2, since the train is passing over the detector, the output of the detector changes to OCCUPY. On the other hand, the locked state is LOC
It remains at K. Finally, at 9-2, the train passes over the detector and the output of the detector becomes CLEAR again. At this point, the locked state is changed to UNLOCK. Second,
Each platform has ternary home track lock information of (CLEAR, OCUPY, LOCK), which means that the train is not on the platform, that it is on the platform, and that the platform is locked by a certain route. I do.

FIG. 10 shows an example of the home track lock information file. Three bits (CLEAR, OCCUPY, LOCK) of the memory are allocated to each home track. In this example, H1 is CLEAR and H2 is OCCU.
PY and H3 are set to LOCK.

This lock information is normally set to CLEAR, and is set to LOCK in the course setting processing described later.

When the locked state is LOCK, the detector locked information of the train detector surrounding the platform is (LOCK →
When the status changes to UNLOCK, the locked state of the home track is set to OCCUPY. When the home track lock state is OCCUPY, it is set to CLEAR.

FIG. 11 explains the relationship between the change in the detector lock information and the change in the home track lock information.
At 11-1, both the home track lock information and the two detector lock information surrounding the home track are set to LOCK (detector lock information is LOCKed in the downward direction). In this state, the train enters the home track from the down direction and stops at 11-2. At this point, the lock information of the left detector changes to UNLOCK, and the lock information of the home truck is also changed accordingly (LOCK → OC).
(CUPY). Next, the state where the above-mentioned train has departed and advanced from the home track in the down direction is 11-3. At this time, the lock information of the right detector is UNLOCK.
And the home truck lock state is also changed to (O
(CCUPY → CLEAR).

In order to enhance security, it is also possible to add a detector at a position where the train stops on the home track as shown in FIG. In this case, in addition to the above-mentioned method, the home track lock information changes to the OCUPY state when the detector DH1 is in the OCUPY state. Further, the home track lock information is not set in CLEAR until the detector DH1 becomes CLEAR.

[Route Setting Process] Next, the route setting process in the interlocking processing section 1-8 of the present invention will be described. Interlocking processing unit 1-8
Receives the route setting command from the route selector 1-6 as described with reference to FIG. Upon receiving the route setting command, the interlocking processing unit 1-8 registers the route in the route registration file in the route input process. In the route setting process, the detector lock information and the home track lock information on the corresponding route are sequentially set to LOCK according to the route lock processing procedure table indicating the procedure of locking for each route. At this time, a switch lock processing table indicating the procedure for locking the switch and a home track locking processing table indicating the procedure for locking the home track are used. The contents of each table will be described below.

FIG. 13 shows an example of the switch lock processing table. The switch lock processing table is created for each switch and the detectors surrounding it. FIG. 13 is an example of a switch lock process table for the switch P1 of FIG. 13-1 shows the name of the switch, and 13-2 shows the name of the detector surrounding the switch. Hereinafter, a portion surrounded by these detectors is referred to as a protection section of the switch. Each line after the fourth line is a process ID
Are shown. Here, detector D
X and DY are the paths crossing the corresponding switch, respectively, and are detectors at the entrance and exit to the protection section. For example, P1-
Reference numeral 1 denotes a case where the light enters from the detector D1 and advances to the detector D2, and "lock" indicates a direction when the detectors DX and DY are locked. Further, in each process, the switches DX and DY are locked after controlling the switch in the direction of the “switch direction” column.

FIG. 14 shows a flow of a processing process based on the switch lock processing table. This process receives the processing ID (14-1) and checks the locked state of the detectors DX and DY corresponding to the processing ID (14-).
2). If any of them is locked, NG is returned and the process is terminated (14-3). Both are UNLO
In the case of CK, it is checked whether the switch is oriented in a predetermined direction (direction of the switch direction column) (14-4). If so, the lock information of the detectors DX and DY is set to LOCK in a predetermined direction, and OK is returned. If not, all detectors listed in the “Protection detectors” column
Check if it is NLOCK (14-7) and LOCK
If so, NG is returned and the process ends. If all are UNLOCK, a switch control output file described later is checked (14-8). If writable, a switch switch command is written (14-9) and NG is returned. The process ends.

The fact that the switch control output file can be written indicates the following. That is, only one control command can be written in the switch control output file for each switch. Therefore, if a localization (or inversion) instruction has already been written, writing becomes impossible. The procedure for writing the switch switch instruction will be described in detail in the section on switch control output processing.

Next, FIG. 15 shows an example of the home track lock processing table. The home truck lock processing table is created for each home and detectors surrounding the home. FIG. 15 is an example of a home truck lock processing table for the home 1 in FIG. 15-1 shows a home name, and 15-2 shows a name of a detector surrounding the home. Since then
The area surrounded by these detectors is called the home protection zone. In each line after the fourth line, a processing procedure corresponding to the processing ID is shown. Here, the detector is a detector that performs a lock process. If the “Home Lock” column is CHK, it is checked whether the home truck is locked, and then the detector is locked. In the case of NOCHK, the home track is not checked. In the “Locked” column, the locked direction of the detector is described. It should be noted that the lock of the home truck is checked only in the case of the process for the route to enter the home truck. For example, H1-1
Is a case where the user enters the home through the detector D13, it is necessary to check the lock of the home.
No. 2 is for the case of going out of the platform, so that the lock is not checked.

FIG. 16 shows a flow of a processing process based on the home truck lock processing table. The process receives the processing ID (16-1) and checks the detector corresponding to the processing ID (16-2). Detector is U
If NLOCK has not been performed, NG is returned and the processing is terminated. If it is UNLOCKed, check whether the home lock needs to be checked (16-3). If it is not necessary (that is, if the "home lock column" of the home truck lock processing table is NOCHK), the detector is checked. Is locked in a predetermined direction, and the home track is locked (16-
5) Return OK and end the process. If the home lock needs to be checked in (16-3) (that is, if the “home lock field” is CHK), it is checked whether the home track lock information is UNLOCK (16-4). .
If it is not UNLOCK (that is, if it is in the state of OCUPY or LOCK), NG is returned and the process ends. If it is UNLOCK, move the detector to L in a predetermined direction.
OK, LOCK the home track, return OK, and end the process.

FIG. 17 shows an example of the route lock processing table. This is the route lock processing table corresponding to the seven routes shown in FIG. Each row describes a lock processing ID to be executed when setting a course, in the order in which the processing is executed. For example, in the case of the route IN-D-1, as shown in FIG. 18, since the route is to enter the home 1 through the switches P1 and P2 in the downward direction, the locking process is sequentially performed as P1-
1 (locking of the switch P1), P2-2 (locking of the switch P2), and H1-1 (locking of the home 1).

FIG. 19 shows a flowchart of a method of executing the lock process using the route registration list. This process starts after the above-described route registration process is performed. First, the list number N = 1 is set (19-1), and the N-th of the route registration list is referred to (19-2). If the route is registered (19-3), the corresponding route in the route processing table is referred to (19-4), and it is checked whether all the processes for the corresponding route have been completed (19-5). here,
The fact that the processing has been completed can be understood from the fact that the processing procedure is not described in the relevant processing procedure number of the relevant route. For example, if the route registration list is (route ID, process number) = (IN-D-
1, 4), the corresponding route IN−
Since there is no processing procedure of the processing number 4 of D-1, it means that all the processing is completed. If all the processes have not been completed, the process of the corresponding process procedure number of the corresponding route is executed (19-7). For example, if the route registration list is (route ID, process number) = (IN-D-1, 2), the process of P2-2 is executed from FIG. That is,
The processing shown in FIG. 14 is executed based on the corresponding switch lock processing table (19-9). If the return value of the process is OK, the process number of the N-th list is increased by one. For example, (path ID, processing number) = (IN-D-1, 2)
If the processing result is OK, (path ID, processing number)
= (IN-D-1, 3). Next, N = N + 1 (19-10). If N exceeds the maximum value MAX of the list, the processing is terminated (19-11). Otherwise, the processing of the next list is executed (19-2). ). By the way, 19-5
If all the processes for the corresponding route have been completed, the process is deleted from the route registration list and the process proceeds to 19-10. For example, (path ID, processing number) = (IN-D-
If it is 1, 4), this information is deleted.
If the return value is not OK in 19-8,
The process proceeds to 19-10 without increasing the process number. For example, if (path ID, processing number) = (IN-D-1, 2) and the processing result is NG, the list is not changed, and 19-10 is executed.

Next, in order to maintain the safety of train operation at a large-scale station having a large number of ground facilities and routes such as detectors and switches, one-cycle processing is performed by the interlocking processing unit 1-8. A method for improving the efficiency of route setting by executing the route setting process more frequently in one cycle within the predetermined time at a small station with a small number of ground facilities and routes, which is always completed within a predetermined time, will be described.

In the above-described route setting process, as shown in the flowchart of FIG. 19, one process is performed for each route registered in one cycle of the process (FIG. 19-7). However, when a very large number of routes are registered, it takes a long time to complete the processing for all the routes, and there is a possibility that one cycle time in the interlocking processing unit 1-8 becomes long. is there. In the interlocking processing unit 1-8, the on-site device input processing is performed once per cycle. Therefore, if the time of one cycle is long, the interlocking processing unit 1-8 can immediately respond to a change in the state of the on-site device. Disappears. That is, the lock information unlocking process may be delayed. A delay in the unlocking process of the lock information means a delay in UNLOCK of the detector or the like, which is a dangerous state in train operation.

Conversely, when the number of routes registered in the route registration file is small, the time of one cycle of the interlocking processing unit becomes extremely short. In this case, if more route setting processing is performed in one cycle within the predetermined time, the route setting can be completed earlier, and the use efficiency of the station equipment increases.

In any of the above cases, the maximum time required for the course setting processing is determined in advance, and the processing that cannot be completed within the time is transferred to the processing of the next cycle, and the processing is performed as much as possible within the time. do it. FIG. 20 shows a flowchart of the route locking process in such a method. This flowchart is almost the same as the flowchart of FIG. 19, except that the processing configuration surrounded by a broken line is changed. In this method, first, a timer for measuring the time used for the course setting processing is provided, and the value of TIMER is reset to 0 at the start of the processing (20-1). At the start of the process, the list number N is not initialized. Second, it has a predetermined time T for the course setting processing, and after incrementing the list number, compares the value of the TIMER with the predetermined processing time T (2
0-13) If the predetermined processing time is exceeded, the course setting processing ends. If it does not exceed the predetermined time, it is checked whether the list number exceeds MAX (20-1).
4) If it exceeds, initialize to N = 1 (20-
14), continue the process. That is, the course setting process is performed again within the time.

The route setting process is, specifically, a process of LOCKing the detector and the home track. If these processes are performed in the next cycle, only the time for the route setting is extended. A dangerous state in train operation unlike the lock information unlocking process does not occur.

Therefore, with this configuration, there is no safety problem, and moreover, by executing more route setting processing within the processing cycle, the processing efficiency is increased, and the use efficiency of the station equipment is improved. improves.

[Switching Device Control Output Processing] FIG. 21 shows an example of a switching device control output file. The switch control output file includes a 2-bit conversion command (NORMAL, RE) for each switch.
VERSE), conversion output 2 bits (NORMAL, RE
VERSE), 1 byte of timer and 1 byte of counter.

In the course setting process, when checking the switch control output file, it is confirmed that both the switch command bits are cleared. Writing a switch switch command in the course setting process means writing a bit (NORMAL or REVERSE) in a predetermined direction to a switch command bit and a switch output bit, and
That is, R is cleared to zero.

In the switch control output process, control is output to the switch based on the switch control output file.
At this time, if the switch does not change to the predetermined direction even after a certain period of time after the control output, the switch is once controlled in the opposite direction to the predetermined direction, and is again controlled in the predetermined direction. This is a retry function when a switch cannot be converted due to a stone or the like. If the switch does not convert after several retries, it is determined that the switch has failed. Therefore, the turning command bit records the turning direction of the switch requested in the course setting process, and the turning output bit records the direction to actually output to the switch (when performing a retry, , A bit in the direction opposite to the conversion instruction bit is set once in this bit). The timer is used to measure a predetermined time until a retry is performed, and the counter is used to record the number of retries.

FIG. 22 is a flowchart of a switch control output process for one switch. As shown in this figure, first, the timer in the file is incremented (22-1), and then it is checked whether the conversion instruction bit is set (22-2). If it is not set, the course setting process did not require a switch switch,
Alternatively, since the conversion process has already been completed, the process ends without performing anything (22-11). If the conversion instruction bit is set, it is checked whether the conversion output bit and the state of the corresponding switch in the switch state file are in the same direction (22-3). If they are in the same direction, it means that the control output and the switch state match.
Check whether the conversion output bit and the conversion command bit of the switch control output file are set in the same direction (22-
4). If the directions are the same, the direction requested in the course setting processing (the conversion output bit), the direction actually output (the conversion command bit), and the detection result of the switch (the bit of the switch state file) are Since everything is the same, the switchover is completed. Therefore, all the data in the switch status file of the corresponding switch is cleared (22-5), and the conversion process ends.

In (22-4), if the conversion output bit and the conversion instruction bit are in different directions, the message "The switching device did not convert within the predetermined time, so the switching device was once switched in the opposite direction. Check how many retries have been performed. That is, the counter value reaches a predetermined number N
Check whether it is greater than (22-8). If the counter is larger than the predetermined number of times, it is determined that the switch has failed, the switch status file is set to a failure state, and the process is terminated (22-13).

At (22-8), if the counter value is equal to or smaller than the predetermined number N, the conversion output bit is inverted, the counter is incremented, and the timer is reset to continue the conversion retry (22-). 9). Finally, a switch control output is performed in the direction of the conversion output bit (22-1).
0).

In (22-3), if the conversion output bit and the bit of the switch status file are not in the same direction, it means that the switch has not yet switched to the control output direction. Therefore, the timer value is checked to check whether a predetermined time T has elapsed from the time when the control output was performed (22-
7). If the timer value has exceeded the predetermined time, the process proceeds to (22-8) to execute a retry. If the predetermined time has not passed, the process proceeds to (22-10) in order to continuously output the control.

[Locking Information / Switch Information Output Processing] In this processing, the stop position information generating unit 1-5 creates a stop position and a field device state file and a lock information file for notifying the state of the field device. Is transmitted to the stop position information creating unit 1-5.
When the transmission process is completed, all the processes in one cycle in the interlocking processing unit 1-8 are completed, so the route input process is executed again.

[Setting of Stop Target Position] Next, a stop position determining method in the station premises performed by the stop position information creating unit 1-5 using the detector lock information file and the home track lock information file. Is described. Although this processing is performed outside the interlocking processing unit 1-8, it is an important processing for safety and is a processing closely related to the present invention.

FIG. 23 shows a down train 23-1 entering the station.
Of the stop position creation method. It is assumed that the stop position information creating unit 1-5 has already calculated the stop target position calculated from the position of the preceding train of the train 23-1.
By the way, in the stop position information creating unit 1-5, the down train 23-
The detector lock information is sequentially scanned from the approach direction of 1 and the direction of the switch. In FIG. 23, since the two switches are directed to the directions of the detectors D1 and D2 and the directions of the detectors D5 and D6, the order of scanning the detectors is D1, D2, and D.
5, D6 ... This scanning is performed up to the detector which is not locked in the traveling direction of the train. In FIG. 23, D1, D2, D5, and D6 indicate LOC in the traveling direction of the train.
K is performed, and D13 is not locked in the traveling direction (that is, UNLOCKed). Thus, the detector scan ends at D13. Stop position information creation unit 1-5
Then, the stop position obtained by subtracting the safety margin from the position of the detector D13 is compared with the target stop position of the preceding train, and the safe side, that is, the side closer to the train 23-1, is set as the target stop position. In FIG. 23, since the stop position by the detector D13 is on the safe side, this is the final target stop position.

FIG. 24 shows a flowchart of the above method. At 24-1, the first detector on the side where the train enters (enters) is checked, and this is used as the detector D for checking the lock information.
Set to. At 24-2, it is checked whether or not the detector D is locked in the same direction as the approach (entrance) direction of the train. If not locked in the same direction (L in the opposite direction)
If it is OCK or UNLOCKed), the process proceeds to 24-6. LOCK in the same direction
If so, proceed to 24-3 to search for the next target detector. If the next detector exists, that detector is set as the next scanning target detector D, and the process returns to 24-2. If the next detector does not exist, all the routes through which the train passes are locked in the traveling direction, so that the target stop position of the preceding train is finally set as the target stop position, and the process ends. Now, in the case of 24-6, that is, the detector D to be scanned
Is not locked in the same direction as the traveling direction of the train, the safety margin n from the position of the detector D
The position X before M is calculated. Next, at 24-7, the above X is compared with the target stop position of the preceding train, and the safe side is set as the final target stop position.

[Operation Example] Next, an operation example of the above-described interlocking control method will be described.

[Basic Route Setting] In FIG. 25, the up route OUT-U-3 is currently set, and the down route is in the route unopened state. Now, the interlocking processing unit 1-8 receives a route setting command for the route IN-D-1 from the route selection unit 1-6. This route setting command is evaluated in the route input process in the backward route setting process recorded in the route registration file according to the flowchart in FIG.

In the first cycle of the interlocking process, the route registration file contains (route ID, process number) = (IN-D-1,
1), the route I of the route lock table is recorded.
The ID of the first process of D = IN-D-1 is referred to. Corresponding items in the track lock table include the switch lock processing (P1-
Since 1) is registered, the corresponding item of the switch lock processing table is referred to. Since the related detector name, the locking direction, and the switching direction of the switch are registered in the switch locking process table, the locking process is started according to the flowchart of FIG. In the case of FIG. 25, the associated detectors DX and DY are both UNLOCK, and the switch is also oriented in a predetermined direction (NORMAL).
Lock X and DY and return OK. When OK is received, the process number is incremented by one according to the flowchart of FIG.
That is, the route registration file is (route ID, processing number) =
(IN-D-1, 2) is updated.

In the second cycle, the second (P2-2) of the processing procedure of the route lock processing table is executed. At this time, the first
Similar to the cycle, the switch lock processing is performed according to the flowchart of FIG. 14, but in this case, it is assumed that the switch is oriented in the opposite direction to the predetermined direction. Then, according to 14-7 of the flowchart of FIG. 14, all the protection detectors D5,
It is checked whether D6 and D7 are UNLOCKed (14-7). In this case, all switches are UNLOCK, so the switch control output file is checked, the control command output is written (it is assumed that the switch control output file can be written), and NG is returned. According to 19-8 in the flowchart of FIG. 19, since the return value is not OK, the process proceeds to the next route without increasing the process number of the list. Next, in the switch control output processing, control is output to the switch in accordance with the switch conversion instruction written as described above.

Normally, the time when the switch actually switches is much longer than the time of one cycle of the interlocking processing unit 1-8.
The setting process of the route IN-D-1 is interrupted until the switchover is completed. Specifically, in the lock processing of the switch P2, the switch is not facing a predetermined direction in 14-4 of the flowchart of FIG. 14, and all the protection detectors are UNLOC.
Since K cannot be written to the switch control output file (the control command has already been written in the second cycle), NG is returned without doing anything. In other words,
Until the switch turns to a predetermined direction, the train cannot enter the protection section of the switch P2 (the detector is UNLOCK).
State), and the protection section of the switch P1 facing the predetermined direction before it is in a state where the train can enter (the detector is at L level).
OCK state). As a result, the train can enter the route only to a safe position, and the efficiency of using the equipment in the station can be improved simultaneously with the safety of the route.

Now, it is assumed that the switching of the switch P2 has been completed in the X-th cycle. The result is recorded in the on-site equipment status file in the on-site equipment input processing.
At -4, it is confirmed that the switch is oriented in a predetermined direction, and the detectors D5 and D6 are locked and OK is returned. O
When K is received, the process number of the corresponding list of the route registration file is incremented by 1 in 19-9 in the flowchart of the route lock process of FIG. That is, the route registration file is updated as (route ID, process number) = (IN-D-1, 3).

In the switch control output processing, the switch command bit, the switch output bit and the switch state file bit are all confirmed to be in the same direction in accordance with the flowchart of FIG. The registered contents of P2 are cleared (22-5). That is, writing to the switch control output file becomes possible thereafter. However, in the switch lock processing in the course setting processing, the protection detector of the switch is in the locked state. Therefore, according to 14-7 in the flowchart of FIG. 14, all the detectors are UNLOCK. The switch is not converted until the state is reached. Also, if the detector is UN
LOCK occurs after confirming that the train has passed over each detector in the lock information unlocking process. Therefore,
The switch is locked until the train on the route passes, and immediately after that, the switch device can be switched to another route.
In this way, the switch can be used safely and efficiently.

In the (X + 1) -th cycle, the home track lock processing (processing ID H1-1) is similarly performed. FIG. 1 is a flowchart of the home truck lock process of FIG. 16 and FIG.
According to the home truck lock processing table No. 5, since both the detector D13 and the home truck H1 are in the UNLOCK state, the detector and the home truck are locked, and the return value OK is returned.

Here, if the home track is already LOCK or OCUPY, the return value is NG. However, if the home track is LOCK, for example, a reverse course to enter the home track H1 is already set. If you are. In other words, when a route having the same landing point is set, the route set later cannot enter the home truck until the route previously set is released. Does not occur and the train can be operated safely. In addition, the fact that the home track is OCCUPY means that, for example, a route setting request of IN-D-1 has been issued before and the train is already at H1.
It is possible that the vehicle is stopped. In this case, the previous I
The lock of the detector by setting the course of ND-1 is (LOC
K), all unlocked by lock information release processing (UNLOC
K), but only the home track is in the OCCUPY state. Therefore, according to the route setting request issued again, all of the detectors related to the switch are turned LO in the predetermined direction.
CK is performed, but only the detector that protects the home truck is not locked. For this reason, a train entering according to the second route request can enter up to the home track. In this way, the use efficiency of the equipment in the station premises is improved, and the safety of train operation can be ensured.

Now, if the course lock process receives OK,
The processing number is incremented by one according to 19-9 in the flowchart of FIG. That is, the route registration file is updated as (route ID, process number) = (IN-D-1, 4).

Finally, in the (X + 2) th cycle, the route registration file contains (route ID, process number) in the route lock process.
= (IN-D-1, 4), and the fourth process is not registered in the route lock process table. Therefore, the route ID I is obtained according to 19-5 in the flowchart of FIG.
ND-1 is deleted from the route registration file, and the route setting process ends.

FIG. 26 shows the locked state at the time when the above route setting processing is completed. All the detectors on the route IN-D-1 are locked in a predetermined direction, and according to the calculation of the stop position in the stop position information creating unit 1-5, the route IN-D
Trains from -1 can enter the home track. In FIG. 26, the switch P1 is IN-D-
1 and OUT-U-3 are used in common, but both routes can enter because both routes do not compete. As described above, according to the present interlocking method, it is possible to set a route that does not compete even if the switch is shared.

[Automatic release of route, setting of competing route] Next, the preceding train T1 enters the route IN-D-1, passes over the detectors D1, D2 and D5, and passes over the switch P2. FIG. 27 shows a state during traveling. Since the trains passed on the detectors D1, D2, and D5, all were UNL by unlocking the lock information.
It is in the OCK state. Therefore, the stop position information creating unit 1-5 calculates the target stop position for the succeeding train T2 to enter next nM before the detector D1 according to the flowchart of FIG. On the other hand, detectors D6 and D13
Is in the LOCK state because the train has not passed yet, and the preceding train T1 can enter the home truck H1.

At this time, the interlocking processing unit 1-8 is instructed by the route selection unit 1-6 to use the home track H2 competing with the IN-D-1 for use of the switches P1 and P2 as the route of the succeeding train T2.
It is assumed that a route setting command for the route IN-D-2 to the vehicle has been received. In this case, the protection detectors D1 and D2 of the switch P1 are immediately locked in a predetermined direction according to the switch lock process in the above-described course setting process. However, for the switch P2, the detectors D5 and D7 are UNLOCK (14-2 in the flowchart of FIG. 14 is evaluated as YES).
Since the switch is not oriented in the predetermined direction (15-4 in the flowchart in FIG. 15 is evaluated as NO), it is checked whether all the protection detectors are UNLOCK (14-7 in the flowchart in FIG. 14). At this time, D6, which is one of the protection detectors of the switch P1, is locked because the train T1 has not passed yet. Therefore, the result of this process is NG
And the protection detector is not locked. As a result, until the preceding train T1 passes over the detector D6, the detector D5 is in the UNLOCK state, and the stop position information creating unit 1-5 calculates the target stop position as nM before D5. Therefore, the competitive route IN-D-2 is the route IN-D-
1 can be entered up to the position where the use has been completed (the train has passed), and the route IN-D-1 cannot enter the protection section of the switch used (the train is passing). Therefore, the equipment in the station premises can be used efficiently and safely.

Now, after the preceding train T1 has passed D6, D6 becomes UNLOCK by the lock information unlocking process. Therefore, in the switch lock processing in the course setting processing in the processing cycle, since all the protection detectors are determined to be UNLOCK in 14-7 of the flowchart of FIG. 14, the control output is output to the switch control output file. An instruction is written. Thereafter, in the same manner as in the above “basic course setting”, in the switch control output processing, a switch command is issued to the switch, and the interlocking processing unit 1-8 is executed.
After several cycles, the switchover is completed. After confirming the completion of the conversion, the detectors D5 and D7 are locked in a predetermined direction, and in the next cycle, the detector D15 and the home track H2 are also set to L.
OCK is performed, and the course setting of the competitive course IN-D-2 is completed. At this time, the preceding train T1 is in the home track H1.
You do not need to arrive. Therefore, even if the competing route is opened, if the use of the competing facility is finished, the next route setting can be completed. Thus, according to the present invention, station equipment can be used safely and efficiently.

Embodiment 2 Next, an interlocking processing unit that can realize the same function as that of the first embodiment by reducing the number of detectors installed on the track will be described. Embodiment 1
In the above, a detector constituting a protection section is installed on a track for each switch or home track, but the number of detectors may be enormous at a large station. However, as shown in the second embodiment, the number of detectors installed on the track can be reduced by sharing the detectors in the switch section or the protection section of the home truck.

FIG. 28 shows a case where the number of detectors on the track is reduced. Here, D "1, D" 2 ... are detectors actually installed on the track, and D1, D2 ... are detections that logically correspond to those detectors in the interlocking processing unit 1-8. It is a vessel. For example, D "2 logically corresponds to D2 and D5. The actually installed detectors corresponding to a plurality of logical detectors are indicated by thick lines.

The interlocking processing unit 1-8 prepares a detector correspondence table describing the correspondence between such an actual detector and a logical detector, and executes the on-site equipment status file in the on-site equipment input processing. When rewriting is performed, a process of rewriting the states of a plurality of logical detectors is performed according to the actual state change of one detector. FIG. 29 shows an example of the detector correspondence table. In the field device input processing, the field device status file is rewritten according to this table. For example, when D "2 changes to OCCUPY, D2 and D5 in the local device status file are rewritten to OCCUPY.
Other processes and tables are the same as in the first embodiment. For example, when locking the switch P1 in the course setting process, D1 and D2 of the detector lock information file are locked in a predetermined direction, and the switch P2 is moved in the direction of the home track H1. When locking, D5 and D6 are locked.

In the stop position information creating section 1-5, it is determined that the detectors D2 and D5 are logically at the same position (the position where D "1 is installed), and the stop position is calculated. For example, when the detectors D1 and D2 are in the LOCK state and the detector D5 is in the UNLOCK state, the stop position of the train entering from D1 is nM before the position of D ″ 2, and UN
The train does not enter the LOCK protected section.
In this way, by reducing the number of detectors on the track, the cost of equipment can be reduced and safety can be ensured.

Embodiment 3 Next, even when the position detecting device on the train malfunctions using the method using the interlocking processing units 1-8 of the first embodiment and the logical detector shown in the second embodiment, the station premises can be used. The interlocking processing unit that can safely operate the train is described.

As described in the prerequisites of the present invention, the accuracy of the train position measurement by devices on the train is important for safety in the moving obstruction type railway. It is assumed that the train position measuring device of a certain train malfunctions and the stop position information creating unit 1-5 receives a position ahead of the actual position.
At this time, there is a danger of train collision not only outside the station but also inside the station. FIG. 30 shows an example.

In the route of FIG. 30, the train length of the running train is X. In addition, a detector D "installed in the station premises
100 and D "101 are protection detectors for the switch P100 and the switch P101, respectively, and the interval between both is Y (>).
X). Each detector is LOCKed in the downward direction. At this time, it is assumed that the train position detection device on the train malfunctions and the position B ahead of the actual train position A is calculated as the train position. Since the interlocking processing unit 1-8 and the stop position information creating unit 1-5 operate normally, the stop position information creating unit 1-5 calculates C as the target stop position of the subsequent train. However, the actual train collision position is D, and there is a danger that the following train will collide with the preceding train.

As described above, the stop position information creating units 1-5,
Even if the ground equipment such as the interlocking processing unit 1-8 is operating normally, there is a risk of train collision in the station premises due to failure of the on-board equipment.

Thus, in the third embodiment, the detector D ″
100 is shared by the logical detectors D200 and D201,
Detector D "101 is replaced with logical detectors D300 and D301.
, D200 is used as a protection detector of the switch P100, D301 is used as a protection detector of the switch P101, and a section surrounded by D201 and D300 is a protection section not including the switch. The protection section P "300 is set in the same manner as the switch lock processing in the course setting processing section 3-4. However, since the switch is not actually included, it is always determined that the switch is oriented in the predetermined direction in 14-4 of the flowchart of FIG. In other words, the protection detector is UNL
OCK (14- in the flowchart of FIG. 14)
2) Check only that. If UNLOCK, both are locked in a predetermined direction.

FIG. 31 shows an example of a protection section lock table for such a protection section. Since the processing content is the same as that of the switch lock processing, the configuration of the table is the same as that of the switch lock processing table. However, the switch direction item is N
It is OCHK (no check), and it is always determined that the switch is pointing in a predetermined direction.

FIG. 32 shows the locked state of the detector when the protection section is configured as described above. The train enters the protection section P "300 and is on D201 (actually D" 100
At the time of passing through (upper), D201 enters the UNLOCK state in the lock information unlocking process, so the stop position by the stop position information creating unit 1-5 is nM before D201, and no train collision occurs. Further, in order to lock D201 again, D300 needs to be UNLOCKed according to the flowchart of FIG. 14 and the table of FIG. D3
In order for 00 to be UNLOCKed, the train must pass through D300 (actually on D "101).
The stop position information creator 1-5 does not calculate the position where there is a danger of collision.

As described above, according to the present system, the train can be operated safely even when the position detecting device on the train malfunctions.

Embodiment 4 Next, a method for improving the line use efficiency by installing a new detector when a protection section not including a switch is provided as in the third embodiment will be described.

As shown in FIG. 32, as described in the third embodiment, the train can be operated safely even if the position detection device on the train malfunctions. However, only one can enter. If the detector interval Y is much larger than the train length X, it is not efficient to set the stop position before this protection section.

Therefore, if the protection section is extremely long,
By installing one or more new detectors in the protection section and dividing the protection section, the use efficiency of the track can be improved.

For example, as shown in FIG. 33, a detector D ″ 400 is newly installed at the center of the protection section, and this detector is logically treated as D501 and D502. Then, D201 to D501 and D502 are used as protection sections. ~ D300-2
Divide into two. The processing method for these protection sections is the same as in the third embodiment. By doing so, the train stop position is set before D "400, so that the track use efficiency is improved.

According to this method, even when the position detecting device on the train malfunctions, the train can be safely operated and the interlocking processing unit can satisfy the required utilization efficiency of the track facilities. Can be configured.

Embodiment 5 FIG. Next, a description will be given of an interlocking processing unit for keeping the safety of train operation when the stop position information creating unit 1-5 malfunctions and calculates a stop position ahead of normal.

If the method described in the third embodiment is used,
Even if the position detecting device on the train malfunctions, the train can safely operate. However, if the stop position information creating unit 1-5 malfunctions, the train is operated even if other devices are working normally. Receives an incorrect stop position, which is extremely dangerous for train operation.

According to the present system, in order to cope with such a case, it is possible to install an on-rail passage permission signal transmitting device corresponding to the detector on the track.

For example, as shown in FIG.
Is installed in front of DX, and a signal transmitter TX corresponding to
It is assumed that X constantly transmits a pass permission signal to the train. However, in the interlocking processing unit 1-8, the detector status is UNL.
When it becomes OCK, the signal transmitter TX is controlled to stop the passage permission signal. The train is equipped with a signal receiver, and is configured to apply an emergency brake when a passing permission signal is not received. Note that such a signal transmission / reception technology on the ground and on a vehicle has already been realized by ATC, ATS, or the like, and such a device configuration can be adopted.

With this configuration, even if the stop position information generating unit 1-5 malfunctions, the train can be stopped immediately before the detector, and the minimum safety in train operation is ensured. Can be kept.

Embodiment 6 FIG. Next, a method of applying the present invention to a station using a conventional track circuit instead of a detector will be described.

The present invention was originally made for a moving blockage system that can simplify ground equipment such as track circuits, but all current routes are fixed blockage systems using track circuits. Therefore, when switching from the fixed occlusion system to the mobile occlusion system, the track circuit in the premises is changed to a detector. After the detector is installed, the cost of equipment management becomes smaller, but if all equipment is installed at once, the initial investment becomes enormous. Also, when introducing a new technology such as the moving occlusion method, it is necessary to coexist with the conventional fixed occlusion method using a track circuit at the stage of evaluating the technology. For this reason, it is conceivable to use a track circuit instead of a detector as a field device when introducing the interlocking processing unit of the present method.

According to this method, it is possible to use a track circuit instead of a detector, and it is possible to easily transfer the system when the track circuit is changed to a detector. It is.

The track circuit is a device having two states of falling / lifting. When the train is on the track circuit, the track is in a falling state, and in other cases, the train is in a lifting state. Thus, while the detector is a device that detects point information (whether or not there is a train on the detector), the track circuit detects line information (whether or not there is a train on a certain track section). ) Device, the information corresponding to the point information of the detector is created using the information of the adjacent track circuit, and the input information is appropriately interpreted using the above-described method of setting the logical detector. .

For example, as shown in FIG. 35, TW, TX, T
If there are track circuits called Y and TZ, the end points A, B, and C
It is assumed that there are detectors D "1, D" 2 and D "3 respectively. Next, each detector is in the OCCUY state only when both of the track circuits on both sides have fallen, and in other cases, For example, in the case of D "1, when both TW and TX fall, the state becomes OCCUPY. With such a configuration, only when a train exists on A, D ″ 1 is in the OCCUPY state.
The same information as when the detector is actually installed at the position A can be obtained.

Next, D "1, D" defined as described above
2, the logical detector described in the third embodiment is further assigned to D ″ 3. That is, D1 and D2 are assigned to D ″ 1.
And so on. The detector correspondence table in this case is as shown in FIG.

By allocating logical detectors in this manner, each track circuit can be handled in the same manner as the protection section described in the third embodiment. For example, a lock processing table for TX is as shown in FIG.

If the course in the down direction is set in accordance with the above method, D2 and D3 are locked in a predetermined direction with respect to TX. Also, when the train enters TX, both TW and TX fall, so that D "1 is interpreted as OCCUPY, and then, when the train advances from TW, it is interpreted as CLEAR. Therefore, D2 is UNLOCKed.

According to the above configuration, each track circuit can be treated as a section protected by the detector.
The interlocking processing unit of the present invention can be used by using a track circuit instead of the detector.

When the track circuits are replaced with detectors, detectors may be actually installed at the end points of each track circuit. In FIG. 35, A, B, and C have D "1, D", respectively.
2, D "3. In this way, it is possible to shift from the track circuit to the detector without changing the table of the interlocking processing unit.

Embodiment 7 FIG. Next, instead of the conventional track circuit, detectors that detect the presence of a train at a certain point are installed at positions corresponding to both ends of the track circuit, which is equivalent to the fall / lift information of the track circuit. A train position detection method, which is characterized by creating the above information, will be described.

Although the detection device of the present invention is used for the moving obstruction method, the same information as for the drop / lift of the track circuit is created by using this detector, so that the conventional fixed device can be used. The present invention can also be applied to the interlocking processing unit in the closing mode. With such a configuration, a conventional interlocking processing unit can be realized using a detector that is easier to install and maintain than the track circuit.

FIG. 38 shows the relationship between the train position detecting device and the virtual track circuit. That is, the virtual track circuit TX is a section surrounded by the two detectors D1 and D2. When the train enters TX from the down direction, TX
The conditions for dropping / lifting are as follows. in this case,
At first, D1 enters the OCCUY state.
Change the state of X to the falling state. After that, D1 returns to C
After confirming that it has changed to LEAR and that D2 has once changed to OCCUPY and has again changed to CLEAR,
Change TX to lifting state.

In this way, even when the train exists between D1 and D2 (that is, when the train is not on D1 and D2 but is traveling between D1 and D2), the detector on the advancing side can be used. Until the above state change occurs, TX is in a falling state, and it is possible to create information equivalent to the falling / lifting conditions of the conventional track circuit.

FIG. 39 is an example of a virtual track circuit file for creating the same information as the track circuit drop / lift conditions in order to embody the above method. The lock memory is 1-bit information, and is normally set to 1 (unlocked state). If a detector is in the OCCUPY state and the lock memory of the detector is in the unlocked state, the lock memory is unlocked. One lock memory is locked. Further, the lock memory is unlocked again when the corresponding detector becomes OCCUPY. In addition, the falling / lifting memory is such that both the lock memories are unlocked and the two detectors are both CLEAR.
Only when it is in the state, it is set to the lifting (1) state.

Referring to FIG. 38, when D1 changes to OCUPY, the lock memory of D2 is locked. Therefore, TX falls. Thereafter, even if the train passes over D1 and D1 enters the CLEAR state, TX remains in the falling state because the lock memory of D2 is in the locked state. Next, when the train comes on D2, D2 becomes OCCUPY and the lock memory of D2 becomes unlocked. After that, D
In the OCUPY state of 2, TX remains in the falling state, and when the train completely passes over D2 and enters the CLEAR state, TX changes to the lifting state.

FIG. 40 shows a flowchart of the above method. When the state of any of the detectors D1 and D2 changes, the processing is started (40-1). In this case, if Dn
Suppose that a detector changes state. If the status has changed to OCCUY, it is checked whether the Dn lock memory corresponding to the detector Dn is unlocked (40-).
2). If unlocked, the other detector Dm
Is set to the locked state (40-3). If locked, the lock memory of the detector is set to the unlocked state (40-4), and the state of each lock memory and the detector is checked. If both lock memories are unlocked and both detectors are in CLEAR state (40-
5), the state of the virtual track circuit TX is set to the lifting state (40-7). Otherwise, TX remains in a falling state (40-6).

Further, the above-mentioned system can be realized by a conventional relay configuration. According to this, an interlocking processing unit using a detector can be realized without using a microcomputer. FIG. 41 is a schematic diagram of a relay connection diagram. FIG.
In FIG. 1, D1R and D2R are relay contacts corresponding to the detection result of the detector.
It shall fall at the time of UPY. D1-MR, D2-
MR corresponds to the lock memory, and is in the lifting state in the initial state. For example, D1-MR is normally in a lifting state due to the self-holding contact (D1-MR) and the lifting conditions of D2R. TXR is equivalent to a track circuit relay, and becomes a lifting state only when all of D1-MR, D2-MR, D1R, and D2R are lifting.

By the way, when D1 becomes OCCUY for the first time, D2-MR satisfies D1-MR lifting condition and D1R
The power supply is shut off according to the drop condition, and the device is dropped, that is, locked. On the other hand, even if the D2R falls, the power supply is not shut off and the D1-MR is not locked while the D1-MR falls. Now, if the train passes over D1 and D1R lifts up, then comes over D2 and D2R falls, D2-MR
Is lifted again, ie unlocked. TXR is D2R
If he lifts again, he lifts because all lifting conditions are met.

Finally, ER in FIG. 41 is a lifting contact of a relay for re-lifting D1-MR and D2-MR at the time of power failure or initialization.

In the present embodiment, a track circuit having two end points has been described. However, a track circuit including a switch has three or more end points. In this case, the two current target points (that is, the opening direction of the track circuit) are checked from the direction of the switch, and the same processing may be performed on the two points.

[0148]

According to the first, second, ninth and tenth aspects of the present invention, a detecting device for detecting a train on a point is used instead of a track circuit for detecting a train in a certain section on a track. Is easy to install and easy to maintain. In addition, since the interlocking processing unit is configured as independent from other processing units as possible, it is hardly affected by errors in other processing, and the security is high.

According to the third aspect, the number of detectors installed on the track can be reduced, so that maintenance costs are reduced and safety is not impaired.

According to the fourth aspect, even when the train position measuring device on the train malfunctions, the train can be safely operated in the station premises.

According to the fifth aspect, in the interlocking processing unit of the third aspect, the utilization efficiency of the line can be improved.

According to the sixth aspect, even when the stop position information creating unit malfunctions, the train can safely operate in the station premises.

According to the seventh aspect, when shifting from the conventional interlocking processing unit using the track circuit to the interlocking processing unit of the first to sixth aspects, the track circuit is used instead of the detector.
And the transition from the track circuit to the detector can be easily implemented.

According to the eighth aspect, by using the detector to create the same information as the drop / lift of the track circuit, the information can be applied to the interlocking processing unit of the conventional fixed blockage system. With such a configuration, a conventional interlocking processing unit can be realized using a detector that is easier to install and maintain than the track circuit.

[Brief description of the drawings]

FIG. 1 is an outline of a system of a moving obstruction type railway which is a premise of the present invention.

FIG. 2 is an example of station premises equipment.

FIG. 3 is an outline of an interlocking process in this method.

FIG. 4 is an example of a course registration file.

FIG. 5 is an example of a flowchart of a route registration process to a route registration file.

FIG. 6 is an example of a detector status file.

FIG. 7 is an example of a switch status file.

FIG. 8 is an example of a detector lock information file.

FIG. 9 shows a relationship between an output from a detector and a change in lock information.

FIG. 10 is an example of a home track lock information file.

FIG. 11 shows a relationship between a change in detector lock information and a change in home track lock information.

FIG. 12 is an example in which a detector is added to a home track in a position where a train stops.

FIG. 13 is an example of a switch lock processing table.

FIG. 14 is an example of a flowchart of a processing process based on a switch lock processing table.

FIG. 15 is an example of a home truck lock processing table.

FIG. 16 is an example of a flowchart of a processing process based on a home truck lock processing table.

FIG. 17 is an example of a route lock processing table.

FIG. 18 is an example of a route defined for a station.

FIG. 19 is an example of a flowchart of a method for executing a lock process using a route registration list.

FIG. 20 is an example of a flowchart of a course lock process.

FIG. 21 is an example of a switch control output file.

FIG. 22 is an example of a flowchart of a switch control output process.

FIG. 23 is a diagram for explaining a method of creating a stop position of a train entering a station.

FIG. 24 is a flowchart of a method for creating a stop position of a train entering a station.

FIG. 25 is a diagram for explaining a basic course setting operation.

26 is a diagram showing a locked state at the time when the course setting process in FIG. 25 is completed.

FIG. 27 is a diagram for explaining automatic release of a route and setting of a competitive route.

FIG. 28 is a diagram for explaining an example in the case where the number of detectors on a track is reduced.

FIG. 29 is an example of a detector correspondence table describing correspondence between an actual detector and a logical detector.

FIG. 30 is a diagram for explaining that the train position measuring device of the train malfunctions and there is a danger of the train colliding.

FIG. 31 is an example of a protection section lock table.

FIG. 32 is an example of a locked state of a detector when a protection section is configured.

FIG. 33 is a diagram for explaining a method of improving the use efficiency of a line by dividing a protection section.

FIG. 34 is a diagram showing that a device for transmitting a passage permission signal to a vehicle corresponding to a detector is installed on a track.

FIG. 35 is a diagram illustrating a method of using a track circuit instead of a detector as a field device.

FIG. 36 is an example of a detector correspondence table in the above case.

FIG. 37 is an example of a lock processing table in the above case.

FIG. 38 shows a relationship between the train position detecting device and a virtual track circuit.

FIG. 39 is an example of a virtual track circuit file for creating the same information as the drop / lift conditions of the track circuit from the information of the train position detecting device to embody the above method.

FIG. 40 shows a flowchart of the above method.

FIG. 41 is a configuration example when the above method is realized by a relay.

[Explanation of symbols]

1-1, 1-2 train, 1-3 ground equipment, 1-4 ground radio equipment, 1-5 stop position information creation section, 1-6 route selection section, 1-7 train schedule, 1-8 interlocking processing section , D
1 to D18 Detector as train position detecting device, H1 to
H3 home truck, P1-P4 switch.

Claims (10)

[Claims] 1. Each train and a ground unit have communication means for transmitting and receiving information, and each train is controlled according to a stop target position transmitted from the ground unit and a current position of the train by a train position measuring device. Detects the presence of a train in the protective section of a switch or home track in a moving blockage type railway that calculates the target stop position by the stop position information creation unit using the current train position information transmitted from each train. By arranging the train position detection device, changing the switch according to the information, setting the route, releasing the route, and transmitting the information for calculating the stop position in the station premises An operation control device for a railway vehicle, wherein a train is operated safely in a station yard. 2. An in-vehicle device mounted on a train for measuring a train position, communicating with the in-vehicle device, creating train stop position information based on train position information from the in-vehicle device, and determining the stop position. A ground device that selects a route of the train based on the information, and controls the switch machine based on the selected train route, the train position information in the station yard, and the switch state information from the switch. An operation control device for a railway vehicle, comprising: a train position detection device that detects the presence of a train in a protection section such as a container or a home truck and generates train position detection information in the station premises. 3. The operation control device for a railway vehicle according to claim 1, wherein a train position detection device actually disposed on the track and a logical detection device are provided to reduce the number of inspection devices installed on the track. An operation control device for a railway vehicle, comprising a detector correspondence table indicating the correspondence between the two. 4. The operation control device for a railway vehicle according to claim 1, wherein the train position measuring device on the train malfunctions so that the train can be safely operated in the station yard. An operation control device for a railway vehicle, comprising a protection section lock processing table for setting a protection section in a section on a track that does not include a protection section of a container or a home truck, in addition to the protection section. 5. In the interlocking processing unit according to claim 4, in order to improve the use efficiency of the track, the protection section is provided by adding a train position measuring device to a section on the track that does not include a switch and a home track. An operation control device for a railway vehicle, wherein the operation is divided and processed. 6. The operation control device for a railway vehicle according to claim 1, wherein the train can be safely operated in the station premises even when the stop position information creating unit malfunctions. An operation control device for a railway vehicle, wherein a signal transmission device corresponding to a position measurement device is installed, and the train is provided with the reception device. 7. When transitioning from a conventional railway vehicle operation control device using a track circuit to the railway vehicle operation control device according to claim 1, a track circuit is used instead of a detector as the train position detection device. The information from the switch device is used so as to realize the operation control device for railway vehicles according to claims 1 to 6 and to easily execute the transition from the track circuit to the train position detection device using a detector. An operation control device for a railway vehicle, comprising a function of converting information into a format of information from a detector. 8. The operation control device for a railway vehicle according to claim 1, wherein the train position detecting device is installed at positions corresponding to both ends of the track circuit instead of the conventional track circuit. A train position detector configured to detect the presence of a train at a point, wherein the train position detector creates information equivalent to the fall / lift information of the track circuit, and operates the railway vehicle. Control device. 9. The railway vehicle operation control device according to claim 2, wherein the ground device includes: a stop position information creating unit that creates train stop position information based on at least train position information from the on-vehicle device; A route selecting unit that generates a route setting command of the train based on the train stop position information created by the position information creating unit and a predetermined train schedule; a route setting command from the route selecting unit and the train position detection An operation control device for a railway vehicle, comprising: an interlock processing unit that controls a switch device based on train position detection information from the device and switch device state information from the switch device. 10. The operation control device for a railway vehicle according to claim 9, wherein the stop position information creating unit inputs the switch device information and the lock information from the interlocking processing unit, and outputs the information and the lock information from the on-vehicle device. An operation control device for a railway vehicle, wherein stop position information of the train is created based on the train position information.