JPH0741840B2 - Railway signal interlocking control system - Google Patents

Description

The present invention relates to an interlocking control system for performing security control in a station yard.

<Prior art> In order to control the safe operation of trains in stations, interlocking devices for interlocking the trains with traffic lights and turning machines are installed. In the conventional interlocking device, the logic is configured by using the information on the presence of trains in a certain section by the track circuit and check-in / check-out device, etc. The approval or disapproval was communicated using a ground signal or an in-vehicle signal device.

<Problems to be Solved by the Invention> In order to improve the driving efficiency of a railway section, it is effective to shorten the time gap when entering a station and improve the efficiency of route setting. However, in the conventional interlocking control method, the train uses only one-sided information transmission that informs whether or not the train can proceed via a traffic light, and the set course is based on the concept of a fixed section as a unit. However, it was a major premise that only one train was allowed in the section. For this reason, if a train is in the route for which setting is requested, or if it conflicts with another route that has already been set for some sections, unconditional entry prohibition processing (stop indication processing) is adopted. In addition, when pulling back the route when the approaching section is on the track, the traffic signal will immediately stop, but if the train does not stop for a certain period of time, it will be rolled. A method is used that does not unlock the machine (sometimes called unlocking). Although these are to ensure safety, they are logics that can be applied uniformly regardless of the speed of the train or the exact traveling position, which has been a factor that hinders the improvement of train operation efficiency. In order to solve these problems, it is essential to detect the train position in detail, accurately grasp the train running status, and incorporate it into the interlocking logic, but such a method did not exist.

<Means for Solving the Problem> In order to effectively solve the above-mentioned problems in the interlocking control in the station yard described above, the present invention provides an operation control device on the vehicle and connects the interlocking device with the operation control device. We will connect via a transmission system and exchange information about the travel limit point from the interlocking device and the current travel position and stoptable point from the train respectively, and based on this information, efficient course setting and relocation will be performed. An interlocking control system that realizes possible interlocking control is provided.

<Operation> As a result, it becomes possible to give the travel limit point information to the on-vehicle operation control device instead of the information of the traveling signal display or approach speed for the train, which is conventionally given when the route is set up. Safety is ensured by the security function that runs on the basis of, and it is possible to enter multiple trains in the same route that could not be done with the conventional route concept that assumes a fixed section. It is possible to give permission to enter the safe limit point inside the route even when there is a conflict with another set route. In addition, it is possible to perform control without returning to the course when unlocking the route after entering the approaching train.
Significant improvement in driving efficiency can be achieved in high-density line sections where subsequent trains enter at short intervals.

<Example> Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 is an explanatory diagram showing a configuration of a basic device for realizing a railway signal interlocking control system of the present invention, and FIG. 2 is an explanation showing an example of interlocking control processing at the time of unlocking an approach lock according to the present invention. FIG. 3 is an explanatory view showing an example of unlocking an approaching lock in a conventional interlocking device, and FIG. 4 is a interlocking control process at the time of setting a route allowing a plurality of trains to enter the same route according to the present invention. FIG. 5 is an explanatory diagram showing an example, and FIG. 5 is an explanatory diagram showing an example of interlocking control for permitting entry into a certain inward section even when a set course conflicts with another set course according to the present invention, and FIG. 6 shows the present invention FIG. 8 is an explanatory diagram showing an example of a course return that is automatically performed as the train travels. Also, in each drawing, the same symbols as those in other drawings indicate the same constituent elements.

First, the configuration of devices that enable the present invention will be described with reference to FIG. In Fig. 1, ILS indicates an interlocking control system for railway signals. Railway signal interlocking control system ILS
Is an operation control device DC arranged in the train TR, an interlocking device IL placed on the ground, and transmission devices 2a, 2b for bidirectional transmission between the interlocking device IL and the operation control device DC.
Composed by.

The operation control device DC is an interlocking device via the transmission devices 2a and 2b.
In addition to the function of receiving the traveling limit point information s1 transmitted from IL, the function of transmitting the stoppable point information m1 to the interlocking device IL and the function of transmitting the current traveling point information m2, the traveling pattern PT is generated and the traveling pattern is advanced. It has a traveling control function to prevent

On the other hand, the interlocking device IL has a function of controlling the controllable rolling machine P1 when determining the route 1R in the station yard for the train TR, judging the situation of the train being in the route and the situation of competition with other routes. When the route 1R is configured, it has a function of transmitting the point where safety is ensured by adding the margin distance d to the final end Rz of the route as the travel limit point information s1 to the train TR. Also,
The interlocking device IL is used for all trains TR (TR1, TR2,
The operation control device DC of ...) constantly transmits the current traveling point information m2, and the interlock device IL has a train tracking function for grasping the section currently occupied by the train based on m2 and the train length r thereof. , Used as a condition for interlocking logic. Therefore, the track circuit and the ground traffic signal used in the conventional interlocking device are unnecessary. In the figure, RS is the current running point of the train, r is the train length, and RK is the starting point of the route.

Next, an example of the interlocking control process at the time of unlocking the approach lock according to the present invention will be described with reference to FIG. When the path is set by the interlocking device IL, the approach lock ASR is located outside the starting point RK of the path.
A route lock SR is placed on the inside to ensure safety. At this time, a point including the margin distance d from the final end Rz of the route becomes the travel limit point Ps1, and the travel limit point information s1 is transmitted to the operation control device DC of the train TR via the transmission devices 2a and 2b. As a result, the train TR can enter inside the route (Case 1). When the route TR is pulled back while the train TR is traveling, the interlocking device newly corrects the point where the margin distance d is added to the starting point RK of the route as the traveling limit point Ps1, and the traveling limit point information indicating this value. Transmit s1 to the operation control device DC (Case 2). As a result, the operation control device DC detects that the travel limit point information s1 has been pulled back, and performs stop control with the travel limit point Ps1 as a temporary target from the current traveling state, and the stop can be performed by the travel pattern PT. Calculate the point information m1. Of course this stop point information
The stoppable point Pm1 indicated by m1 does not always coincide with the traveling limit point Ps1 indicated by s1 from the relationship between the current traveling speed, the braking performance, and the traveling point. The calculated stoppable limit point Pm1 is transmitted to the interlocking device IL via the transmission devices 2a and 2b (case 3). Interlocking device IL can be stopped point information
If the stoppable point Pm1 obtained by m1 is not inward of the starting point RK of the course as shown in Case 4, unlocking the approach lock is unconditionally performed, and as in Case 5, the stoppable point Pm1
In case of entering inside of the starting point RK of the route, the approach lock is maintained by entrusting the route lock to the subsequent security.
Of course, as shown in the above description, the method of the present invention is processed based on the information on the vehicle, so that safety is not impaired. Next, referring to FIG. 3, the method of the close lock / unlock performed by the conventional interlocking device will be described to clarify the difference from the present invention. As shown in FIG. 3, in the case of unlocking the approach lock ASR by the conventional interlocking device, when the train TR enters the approach section AS in the state where the track is configured, the track is pulled back ( In case 6), a time element of 120 to 90 seconds is unconditionally applied, and the countdown for that time begins. When the position of the train TR does not reach the inside of the traffic light SG as in case 7 after the passage of time, the approach lock ASR and the track lock SR for the route are all unlocked. On the other hand, when the TR enters the inside of the traffic light SG as shown in Case 8, the approach lock is unlocked, but the rolling machine after the section where the train TR is present is in the path. Held by a lock. Therefore, the conventional approach locking / unlocking method unconditionally takes time even if the train in the approaching section is stopped, and the handling such as setting a new course is hindered during that time.

Next, an example of the interlocking control process at the time of setting a route that allows a plurality of trains to enter the same route according to the present invention will be described with reference to FIG. Interlocking device IL for route control request DR for train TR
When there is no competition with other routes and there is no other train on the route, the transmission device 2 uses the travel limit point Ps1 in which the margin distance d is added to the final end Rz of the route as the travel limit point information s1.
It is transmitted to the operation control device DC on the vehicle via a and 2b. The operation control device DC generates a travel pattern PT from the current travel point RS to the travel limit point Ps1 and performs operation control according to this pattern (Case 9). In this case, although the traffic signal replaced the in-car signal using the pattern PT, there is no essential difference from the conventional interlocking control method (however, the conventional interlocking device was set assuming the train overrun). The safety mechanism such as the overrun protection that was required is no longer necessary.The safety information that can be grasped on the vehicle such as the speed limit information of the turnout is also added to the pattern PT if necessary.) A case where another train TR2 is already present will be described in Case 10 (in the case of the conventional interlocking device, in such a case, the route is not set and a stop indication is given). In the interlocking control process of the present invention, the surplus distance d and the train T are set at the current traveling point R2 of the forward train TR2.
The travel limit point Ps1 ′ in consideration of the train length r2 of R2 is given from the interlock device IL to the operation control device DC of the train TR1 as the travel limit point information s1.

Transmission between the trains TR1 and TR2 and the interlocking device IL is performed at regular intervals. Therefore, as the forward train TR2 progresses, the travel limit point Ps
Although 1'also moves, the content of the travel limit point information s1 given from the interlocking device IL to the operation control device DC of the train TR1 is also updated accordingly, and the travel pattern PT on the vehicle is rewritten each time. As a result, after the forward train TR2 has passed through the route, it coincides with the traveling limit point Ps1 shown in Case 9, and high-density operation becomes possible.

Of course, as shown in the above description, the traveling limit point information s1 given to the train TR1 also has a safety margin, and the control according to the present invention does not impair safety.

Next, with reference to FIG. 5, an example of the interlocking control processing of the present invention will be described, which allows entry into a section where the safety inside the route is secured even when competing with other set routes when setting the route. To do.

If the route 1R for which a setting request was made to the train TR conflicts with the route 2L that has already been set, in the conventional interlocking device, the route 2L is repositioned and the route 1R is locked until the lock in the competing section is unlocked. No setting was made, and the train TR was given a stop sign. On the other hand, in the interlocking control process of the present invention, when the route 1R is requested to be set, the obstacle zone Z where safety is not ensured due to the competitive route is obtained, and the margin distance d is added to the boundary point Pz of the obstacle zone Z. The selected point is set as the travel limit point Ps1 ′, and the travel limit point information s1 is transmitted to the operation control device DC of the train TR via the transmission devices 2a and 2b. Competitive path
If 2L is repositioned and the lock in the obstacle zone Z is unlocked, the travel limit point Ps1 ′ is updated to a point further inward of the route, and finally there is no conflict when the margin distance d is added to the final end Rz of route 1R. Reach the travel limit point Ps1. Of course, the obstacle point Z due to the competitive route 2L includes the clearance point CP determined by the train contact limit.

Next, with reference to FIG. 6, an example of processing for automatically releasing the route according to the present invention will be described according to the present invention. The current traveling point information m2 is periodically transmitted from the operation control device DC of the train TR by the transmission device 2
It is transmitted to the interlocking device IL via a and 2b. In the interlocking device IL, the section in which the train length r and the margin distance d of the train TR prepared in advance are added to the current traveling point RS obtained from the current traveling point information m2 is determined as the occupied section TP of the train TR in the route.
In the processing of the present invention, the route inner section through which the occupied section TP of the train TR has passed is released. However, at the turnout, the clearance point determined by the contact limit of the train
The CP is released when the occupied section TP has passed, and the lock of the rolling machine P1 is unlocked. In the conventional interlocking device method, it was necessary for the train to return to the next direction after the signal entered inward, and the section to be unlocked was a fixed section unit such as a track circuit. Even if it passed the point, it was not unlocked until it passed the boundary of the track circuit. On the other hand, according to the processing of the present invention, it is not necessary to input the reinstatement, and the route is released efficiently according to the train operation. This means that even if this route conflicts with another route to be set, the obstacle state can be efficiently released according to the movement of the train.

<Effect of the Invention> As described above, according to the present invention, the operation control device and the interlocking device mounted on the train exchange information, and the interlocking control is performed based on the information such as the current position from the train and the stoppable point. Since the above logic is used, the conventional track circuit, check-in / check-out device, etc. are unnecessary. Further, the train position is not a fixed unit as in the past, but a detailed value according to the running can be obtained, so that rational interlocking control can be performed as described below.

Even when the train is in the approaching section at the time of unlocking the approach lock, it can be unlocked immediately without unlocking the time by using the information about the stoppable points from the train. If the succeeding trains run on the same route, control that allows a plurality of trains to enter one route is possible.

Even if the route to be set partially conflicts with another set route, it is possible to perform control to permit entry before the obstacle section.

It is possible to automatically release the already-run section according to the running of trains in the course, and as a result, it is not necessary to input the automatic reversion of the course, and also to quickly and efficiently release the troubled section to other courses. Planned.

Security features such as overrun protection and safety side lines are possible without installing ATC (Automatic Train Control) equipment.

All of these effects bring about a great improvement in the efficiency of route control in the station yard, and can greatly contribute to the improvement of the driving efficiency required especially in the high-density line section.

[Brief description of drawings]

FIG. 1 is an explanatory view showing the configuration of a basic device that enables the present invention, FIG. 2 is an explanatory view showing an example of interlocking control processing at the time of unlocking an approach lock according to the present invention, and FIG. 5 is an explanatory view showing an example of approach locking / unlocking in the interlocking device of FIG. 4, and FIG. 4 is an explanatory view showing an example of interlocking control processing at the time of setting a route allowing a plurality of trains to enter the same route according to the present invention. FIG. 6 is an explanatory view showing an example of interlocking control for permitting entry into a certain inward section even when a set course conflicts with another set course by the processing of the present invention, and FIG. 6 shows a train running by the method of the present invention. It is explanatory drawing which shows the example of the course return which is automatically performed with it. ILS …… Interlocking control system for railway signals TR, TR1, TR2 …… Train DC …… Operation control device IL …… Interlocking device 2a, 2b …… Transmission device s1 …… Running limit point information m1 …… Stoppable point information m2 …… Current travel point information PT …… Running pattern RS, RS2 …… Current travel point r, r2 …… Train length d …… Allowance distance P1 …… Rolling machine PK …… Roll start Rz …… Last track Edge ASR …… approaching lock SR …… passage lock AS …… approaching section Ps1, Ps1 ′ …… travel limit point Pm1 …… stoppable point 1R, 2L …… track SG …… traffic light DR …… track setting request Z …… Disturbed section Pz …… Boundary point of the disturbed section TP …… Occupied section CP …… Clearing point

Continuation of front page (56) References JP-A-53-26008 (JP, A) JP-A-55-19619 (JP, A)

Claims (5)

[Claims] 1. An interlocking control system (ILS) for railway signals comprises:
Operation control device (DC) and transmission device (2a, 2)
b) and interlocking device (IL), the operation control device (DC) has a travel point detection function, a travel control function, and a stop point (Pm1) calculation function. 2b) is the operation controller (D
C) and the interlocking device (IL) are used for bidirectional data transmission. On the other hand, the interlocking device (IL) performs interlocking processing for the route (1R) setting request, relocation request, and pullback request. In the interlocking process, all trains (TR, TR1, TR2,
…) From the operation control device (DC) to the transmission device (2a, 2b)
Track each train (TR, TR1, TR2,…) from the current traveling point information (m2) transmitted via the car, determine the train status when setting the route, and chain the rolling machine (P1) It will be used for locking and unlocking processing, and for the driving control device (DC) on the vehicle, travel limit point information ((1R, ...) Depending on the setting state of the route (1R, ...) By the transmission device (2a, 2b). By transmitting s1), the traveling control point (Ps1) of the on-vehicle driving control device (DC) is based on the transmitted traveling limit point information (s1).
Pattern (PT) to prevent the driver from driving by starting the vehicle
And a railway signal interlocking control system characterized by ensuring safety by automatically decelerating when a speed exceeds the travel pattern (PT). 2. The interlocking device (IL), when pulling back the route (1R) set for the train (TR), the travel limit point information (s1) transmitted to the operation control device (DC),
The start end (RK) of the route is adjusted to a value that takes into consideration the safety margin (d) via the transmission device (2a, 2b), and the driving pattern (PT) is set on the vehicle by the operation control device (DC). Calculate the stoppable point (Pm1) based on
Feedback to the interlocking device (IL) via the transmission device (2a, 2b), and if the transmitted stoppable point information (m1) is not inside the route, unlock the access lock (ASR) as it is. ,Also,
If the stoppable point (Pm1) has entered the route inward section, leave the subsequent lock to the route lock (SR), maintain the approach lock (ASR), and The railway signal interlocking system according to claim 1, wherein the train (TR) does not require hourly unlocking that is set uniformly regardless of type and traveling speed. 3. An interlocking device (IL) of an interlocking system for railway signals (ILS), which has the same route (1) as that of a front train (TR1).
R) is requested, the preceding train (T
To the operation control device (DC) of the train (TR) that requested the setting of the route (1R), the travel limit point information (s1) is set as a point where the safety margin (d) is added to the rear point of R). The railway signal interlocking system according to claim 1, which transmits and enables a plurality of trains (TR, TR1) to enter the same route. 4. In the interlocking device (IL) of the railway signal interlocking system (ILS), when a route (1R) setting request is made, the requested route (1R) competes with another route (2L) already set. If you do, the operation control device (DC) of the train (TR) that requested the setting of the route (1R) is set as the travel limit point information (s1) at the point where the safety margin (d) is added to the boundary point of the obstacle section. ) Is allowed to enter the train (TR) up to the boundary point (Pz) of the obstacle section inside the route, the interlocking system for railway signals according to claim 1. 5. An interlocking device (IL) of a railway signal interlocking system (ILS), which is transmitted from an operation control device (DC) of the train (TR) as the train (TR) travels on a set course. Calculates the train rear point from the current running point information (m2) and the train length (r) of the train (TR) prepared in advance, and automatically calculates the section from the train rear point to the starting point (RK) of the route. 6. The railway signal interlocking system according to claim 1, further comprising an automatic reversion function that releases the automatic turning device (P1) in the section to unlock it.