JPS6280152A - Train information controller - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a train information management device that manages on-site devices such as level crossing equipment and signal devices. The transmission system to be shifted and the train type selection information of the shift circuit are compared with the train type selection information transmitted from the central bag jδ through another transmission system, and if a discrepancy occurs, the field equipment safely By having a control circuit that intervenes on the side, it is possible to prevent failures in the shift circuit and the transmission system that includes it and prevent normal information shifting, thereby increasing the safety of train transportation. This is what I did.

Conventional technology For example, when comparing a local train and an express train, the speed of the express train is faster than that of the local train, so in relation to the level crossing, the level crossing control section of the express train is longer than the level crossing control section of the local train. It is necessary to set the distance.

Therefore, in order to perform level crossing control, a train information management system that selects the type of train entering each blocked section and controls on-site equipment accordingly is indispensable. FIG. 8 is a diagram schematically showing the configuration of a conventional train type management device, where l is a track, 2 is a train running on the track 1 in the direction of arrow a, 3 is a railroad crossing, and 4 is a station. 1T to 5T are closed sections set at appropriate distances, and 81 to S5 are closed traffic signals installed at the respective entrances of the closed sections IT to 5T.

5 is a train type information receiving device, 61 to 65 are each block section l
The 0 train type information receiving device 5, which is a shift circuit installed every T to 5T, is usually provided at each major station 4 and receives the train type signal transmitted from the onboard antenna of the train 2 through a ground loop. The train type selection signal obtained by receiving and decoding or the train type selection signal obtained from the timetable information is transmitted to shift circuits 61 to 65.

The shift circuits 61 to 65 are configured by relay circuits, for example, and sequentially shift the train type signal 5) transmitted from the train type information receiving device 5 in accordance with the traveling direction a of the train 2. The shift method of the shift circuits 61 to 65 includes the contact I of the track relay ITR to 5TR that detects that the train 2 has entered the blocked section IT to 5T.
A method of shifting using T R+ to 5 T R+ and a method of shifting unconditionally to the blocked section immediately after the blocked section in which the train 2 is present are known.

9 and 10 show conventional examples of shift circuits using track relay contacts. 9 and 10, shifts of the shift circuit 61 and the shift circuit 62 are shown as an example. SR2 is a local train selection relay, 5R21”5
R23 is the contact point, ER2 is the express train selection relay, E
R2+=E R23 is the contact point, SR3 is the normal evening car selection relay, SR31~5R33 is the contact point, ER3
is an express train selection relay, and ER31 to ER33 are its contacts. The SR port is a contact point of a local train selection relay provided in the shift circuit 61, and the ERI+ is a contact point of an express train selection relay.

When the local train 2 is within the blocked section IT, the shift circuit 6
Since contact SRI+ of train selection relay 1 is closed,
Local train selection relay SR2 of shift circuit 62 is lifted,
Contacts S R21 and 5R22 close. Contact S R71
By closing, the local train information is transmitted to the shift circuit 63 and further transmitted to the shift circuits 64 and 65.

When local train 2 enters blocked section 2T from blocked section IT, track relay 2TR falls, so contact point 2TRI
closes (Figure 9). At this time, since the local train selection relay SR2 is already operating and its contact 5R27 is closed, the local train selection relay SR2 is held by the contact 2T R+ and the contact 5R22. Since the express train selection relay in the blocked section IT is not operating, its contact ERu
is in an open state, the express train selection relay ER2 of the blocked section 2T falls, and the contact ER23 is in a closed state.

Also for express train 2, express train selection relay E R2,
E R3 and contacts ERII, E R21” E R23
, ER:ll to ER31 perform a similar shift effect.

FIGS. 11 and 12 show an example in which the train type selection information shifted as described above is utilized for level crossing control. It is assumed that the ordinary warning sections for local trains are the blocked sections 4T and 5T, and the express warning sections are the blocked sections 3T to 5T. WR is a step 9] alarm relay, and the blockage section 3T to 5
Contacts 3T R2 to 5TR2 of track relays 3TR to 5TR provided in T are connected in series, and contact S of local train selection relay SR3 is connected in parallel to contact 3TR2.
Connect R3.

When train 2 is in a blocked section before the level crossing warning section 3T to 5T, for example, in a blocked section 2T, the blocked section 3T to 5T
Track relays 3TR to 5TR are in the operating state, and contact 3
TR2-5TR7 are closed, the level crossing warning relay WR is activated, and there is no warning.

When the train 2 is not a local train, that is, when it is an express train, the contact SR3 connected in parallel with the contact 3TR2 is in an open state. Therefore, when the express train ip 2 enters the blocked section 3T and its track relay 3TR falls, the contact 3TR2 opens, the level crossing warning relay WR falls, and the level crossing warning time is obtained.

When the train 2 is a local train, the contact SR3 is closed, so the train 2 enters the blocked section 3T and the track relay 3
Even if contact 3TR2 of TR is opened, the level crossing alarm relay WR is held through contact SR3 and no level crossing alarm is output. Then, when the train 2 enters the blocked section 4T and the track relay 4TR falls and the contact 4TR2 opens, the level crossing warning relay WR falls and an alarm output is obtained.

Problems to be Solved by the Invention However, the conventional train information management device has the following problems.

(b) If a reception error occurs in the train type information receiving device 5 or a transmission error occurs during the process of being shifted sequentially through the shift circuits 61 to 65, the ordinary train ij information is replaced with the express train information. Or, conversely, information that should be express train information may change to express train information, creating an extremely dangerous situation for the railroad crossing. Conventionally, there has been no effective countermeasure against such reception errors or transmission errors, other than checking for setting errors when setting train type information at major stations or on board.

(b) Conventionally, in response to a failure in the shift circuits 61 to 65, etc., control operations were performed on the safe side. For example, let's take the case of level crossing control.

When a circuit failure occurs in the shift circuits 61 to 65, the level crossing control is performed to correspond to the express train information, that is, to lengthen the level crossing door closing time. This has led to the problem of causing traffic congestion at railroad crossings.

(c) Since the shift circuits 61 to 65 are based on the assumption that one train will enter per block section, if two or more trains enter a block section due to a disruption in the train schedule, etc., the train type information This results in problems such as the railroad crossing warning time being unnecessarily lengthened or shortened.

For example, in Figure 9, a local train enters the blocked section 2T, track relay 2TR drops, contact 2 T R+ closes and the local train selection relay SR2 operates, and then an express train enters the blocked section 2T. In this case, the contact 5R23 connected in series to the express train selection relay ER2 is opened due to the operation of the local train selection relay SR2, so the express train selection relay ER2 does not operate. In other words,
When two trains enter a blocked section, the shift circuit stores only the local train that entered first. Moreover, even if the local train leaves the blocked section 2T, since there is an express train within the blocked section 2T, the shift circuit 62 determines that the train has not left the blocked section 2T, and the express train When the train exits the blocked section 2T, the information is shifted assuming that the local train has exited the blocked section 2T. For this reason, a large disturbance occurs in the train type selection information shift.

Means for Solving the Problems In order to solve the above-mentioned conventional problems, the present invention provides a train information management system that manages on-site equipment including at least level crossing equipment, which stores train type selection information for each blocked section. A transmission system that sequentially shifts through an installed shift circuit and compares the train type selection information of the shift circuit with the train type selection information transmitted from the central device through a transmission system different from the transmission system. The present invention is characterized by comprising a control circuit that intervenes to control the field device so that it is on the safe side when a mismatch occurs.

Operation As described above, the train information management device according to the present invention sequentially shifts the train type selection information through the shift circuit installed for each blocked section, and also transfers the train type selection information in the shift circuit to this transmission system. The information is compared with the train type selection information transmitted from the central device through a separate transmission system, and if a discrepancy occurs, control intervention is performed so that the field device is on the safe side. By doing this, on-site equipment such as level crossing equipment can be prevented from receiving errors in the row + lj type information receiving device, miscommunication during the process of being shifted sequentially through the shift circuit, and when two trains enter a single block section. It can be controlled safely and ensure the safety of train operations and railroad crossings.

Embodiment FIG. 1 is a block diagram of a train information management device according to the present invention. In the figure, the same reference numerals as in FIG. 8 indicate the same components. 71 to 75 are shift circuits 61
- 65 are connected to each transmission circuit, 8 is a transmission section,
9 is the logical judgment section.

10 is a central device such as CTC, train type information receiving device 5, shift circuits 61 to 65, transmission circuits 71 to 75, transmission section 8, and logic judgment g! &9 etc. is preferably provided between interlocking stations.

The transmission section 8 and the logic judgment section 9 transmit the train type selection information transmitted from the shift circuits 61 to 65 through the transmission circuits 71 to 75 to the central unit IO through a transmission system different from the transmission system. A control circuit is constructed that compares the information with the coming column +li type selection information, and if a mismatch occurs, intervenes so that on-site devices such as railroad crossing equipment and blockage signals are on the safe side.

That is, from the train type information receiving device 5 to the shift circuits 61 to 6
The column type selection signals sequentially shifted and transmitted through transmission circuits 71 to 75 are inputted to the transmission unit 8 along the path indicated by the arrow (a) through the transmission circuits 71 to 75, and are inputted from the central device 10 through another system (b). The train type selection information is input to the transmission i'1lS8. Then, the two train type selection information inputted to the transmission section 8 are inputted to the logic judgment section 9 and compared, and a mismatch is detected. AR is a discrepancy detection relay that detects discrepancy between two types of train classification information.

When the two train type classification information match, conventional control actions are applied to the field equipment, but if they do not match, control intervention is performed to make the field equipment safer. Next, this control intervention operation will be explained.

First, with reference to FIGS. 2 and 3, the control for setting the level crossing warning section will be explained as an example. The same reference numerals as in FIGS. 11 and 12 indicate identical components. A R
+ is the contact point of the mismatch detection relay AR. This contact A
R+ is the operating contact 5R2 of the local train selection relay SR2
2 in series, and this series contact circuit is connected in parallel with the contact 3TR2 of the orbital relay in the closed section 3T, which is the express warning section.

When the mismatch detection relay AR detects a mismatch, its contact A
Since RI is open, the shift circuit 62 is receiving the ordinary train 11 information, and the contact SR3 of the Tingyu train selection relay SR3 is
Even if the contact point ARI and the contact point SR3 are closed, the series contact circuit of the contact ARI and the contact point SR3 is in an open state. For this reason, the contact 3TR2 of the orbital relay in the blockage section 3T that constitutes the express control section
becomes active, and a level crossing warning section corresponding to express trains is set. In other words, when a discrepancy is detected, even when the train information is detected, control is intervened on the express train side where the warning interval is longer to ensure safety.

Next, a description will be given of control intervention in the case of preventing erroneous passage at intermediate stations between interlocking stations. Generally, at intermediate stations, in order to shorten the warning time for level crossings caused by stopped trains (sweat trains), the warning interval is shortened by generating a braking pattern for stopping trains to prevent false crossings. 1. Even if a local train that should have stopped passes by mistake, a minimum warning time can be secured, and the braking pattern can be canceled for express trains. However, if a transmission error occurs in the shift circuits 61 to 65, and a train that should originally be classified as a stopped train is classified as an express train, the braking pattern for the stopped train will not occur, and the train will pass erroneously. If this occurs.

This creates a dangerous situation for railroad crossings.

As a means for dealing with this, in the present invention, as shown in FIG.
and the release control relay XR is driven through the contact AR2. Falling contact X of release control relay XH
R+ is connected in series with the device BR for generating the braking pattern.

When an express train is sorted and the contact ER is closed, the mismatch detection relay AR falls and the contact AR2 opens, the release control relay XR goes into the falling state, and the falling contact XRI
is closed, and the control pattern generator BR generates a braking pattern. In other words.

If a discrepancy is detected, control intervention is performed on the local train side to prevent incorrect passing of intermediate stations, even if express trains are selected.
This is to ensure safety.

Next, control intervention when two or more trains enter a closed cold section will be explained. FIG. 5 is a shift circuit diagram illustrating control intervention for the shift circuit 62 when two trains enter the blocked section 2T. In FIG. 0, the same reference numerals as in FIGS. shows the part. C
-3R and C-ER are contacts that correspond to train type selection information transmitted from the central unit IO, contact C-3R corresponds to local train selection information, and contact C-ER corresponds to express train selection information. . DRI and DR2 are one occlusion 2' column '1
(This is a relay contact that detects intrusion.

When two trains enter the blocked section 2T, contact DR+ or DR2 is lifted. Here, according to the train type selection information managed by the central device IO, if the preceding train is an express train and the following train is a local train, contact C-3R is closed for the following train; Local train selection relay SR7 is lifted through C-3R1 contact DR+, and local train selection is performed. In addition, when the preceding train is a local train and the following train is an express train, contact C-ER is closed for the following express train, and express train selection relay ER2 is lifted up through contact C-ER1 and contact DR2. , express train sorting is carried out. Therefore, even if two trains enter a single blockage section, shift errors will not occur in the shift circuits 61 to 65.

One-block two-train entry can be detected by monitoring train movement with tracking logic using track relays or the like. An example is shown in FIG. In Figure 6, A is the preceding train, B is the following train, and the blocked section l
T, 2T, 3T and 4T are passed in this order. Focusing on the blocked section 2T, in Figure 6 (a) and (b), only the preceding train A has entered, but in Fig. 6 (C), the preceding train A has passed the blocked section 3T. , the following train B enters from the blocked section IT, resulting in a -blocked 2 train condition. Here, when there is a train A or B in the blocked sections IT, 2T, and 3T, it corresponds to logic 1, and when there is no train, it corresponds to logic O, as shown in Figure 6 (a) to (C). In the blocked section IT, O+l+ occurs when trains A and B exit.

In the closed section 2T, it changes as 1→1→l. This change can be detected as contact information of the track relays provided in the blocked sections IT and 2T. Therefore, the track relay contacts of the blocked sections IT and 2T are in a row! tiA,B
By detecting the above-mentioned change when the train exits, and recording this in tα, it is possible to detect the entry of a -block 2 train.

-・In the normal state y9 of the blocked train 1, Fig. 6(e), (f
), it changes from 1 to 0 in the blocked section 2T, and changes from 0 to 1 in the blocked section 3T, so by detecting this, it is possible to detect -1 blocked train.

Another example of yE in which two trains approach one blockage is as shown in Figures 7(a) to (C), in which the following train B
Before the train exits from T to the blocked section 2T, another following train C enters the blocked section 1T, and the blocked section 1T may change from 1 to 1. In such a case, the blockage section I
Since the time that T or 2T is logic 1 becomes long, by monitoring that time with a timer etc., -
It is possible to detect the entry of two blocked trains.

Effects of the Invention As described above, the train information management device according to the present invention sequentially shifts the train type sorting information through the shift circuit installed for each blocked section, and also shifts the train type sorting information in the shift circuit. This system compares the information with the train type selection information transmitted from the central device through a separate transmission system, and if a discrepancy occurs, the field device intervenes to ensure that it is on the safe side, thereby preventing reception errors. , transmission error, one blockage section 2
Even when a train approaches, on-site equipment such as level crossing equipment can be safely controlled to ensure train operation and level crossing safety.

[Brief explanation of drawings]

FIG. 1 is a block diagram of a train information management device according to the present invention,
Figure 2 is a diagram showing the setting of level crossing control sections according to train type;
3 and 4 are columns according to the present invention! 1 (A diagram showing an embodiment in which the information management device is applied to the level crossing control shown in FIG. 2, FIG. 5 is a circuit diagram of a shift circuit of the train information management device according to the present invention, and FIGS. 6(a) to (f) 7(a) to (C) are diagrams showing how trains approach each blocked section, FIG. 8 is a flow diagram of a conventional train information management device, and FIGS. 9 and 10.
The figure is a shift circuit diagram of a conventional train information management device, Figure 11 is a diagram showing the setting of level crossing control sections according to the train type, and Figure 12 is a diagram showing the setting of level crossing control sections according to the train type.
The figure is a level crossing control circuit diagram according to row/F type. 1... Track 2... Train 3... Level crossing 4 #3 Stations 61-65... Shift circuit

Claims (2)

[Claims] (1) In a train information management device that manages on-site equipment including at least level crossing equipment, a transmission system that sequentially shifts train type selection information through a shift circuit installed for each blocked section, and a train type selection in the shift circuit. The information is compared with the train type selection information transmitted from the central device through a transmission system different from the transmission system, and if a discrepancy occurs, control intervention is performed so that the field device is on the safe side. A train information management device characterized by having a control circuit. (2) A patent characterized in that, when two or more trains enter a single blockage section, the control circuit memorizes the information before the two trains enter as is, and intervenes to shift the correct information when the train advances. A train information management device according to claim 1.