JP4755473B2 - Signal control system - Google Patents

Description

  The present invention relates to a signal control system in a railroad, and more particularly to a signal control system for controlling a signal security device or the like that requires safety in a railroad traffic system.

  Conventionally, centralized control by a central control room is generally performed in a railway-related signal control system. In other words, in the conventional signal control system, each on-site signal equipment on the track does not have control logic, so each on-site signal equipment is controlled by the control logic of the central controller installed in the station equipment room etc. Centralized control by logic. For example, for the following train, the central control room gives a red signal if there is a train in the downstream area immediately ahead, a yellow signal if there is a train in the downstream area one area apart, and a blue signal if there is a train in more than one area downstream. Centralized control of each signal device is performed with a control logic such as displaying each. In addition, the central control unit installed in the station equipment room, etc., such as interlocking control of a plurality of signal equipment, level crossing control, or ATS-P control that changes the degree of braking depending on the speed when a red signal is detected. Since a control device is provided for each function, the central control device with multiple functions of control logic installed in the station equipment room concentrates various controls on the same system of signal equipment at each site. Is going.

In addition, in the following Patent Document 1, a train control device configured to perform highly reliable train control by exchanging train control information including train detection information between a train side device and a ground side device. Techniques related to this are disclosed. Moreover, the following patent document 2 discloses a technique of a train control apparatus that can perform highly reliable train control by performing train approach detection with high accuracy.
JP 2000-16292 (paragraph numbers 0012 to 0033 and FIGS. 1 to 3) JP-A-11-255125 (paragraph numbers 0013 to 0044 and FIGS. 1 to 4)

  However, in the conventional signal control system based on the centralized control as described above, when changing the control of the central control device installed in the station equipment room or the like, even if only a part of the control logic is changed, the central control device As a result, the entire control logic may be affected, and as a result, the design change of the control logic may be very time-consuming. In addition, when the conventional signal control system is improved or repaired, it is necessary to exchange the entire existing data of the central control unit. Therefore, even when only a part of the signal control system in the station equipment room is changed, the control of the entire station equipment room must be stopped to exchange data. Furthermore, since various control logics are concentrated in the central control unit installed in the station equipment room, the entire signal control system may go down due to some failures. As a result, the signal control system It is difficult to improve the operation rate. Further, in the conventional signal control system using centralized control, the central control device cannot be partially operated. Therefore, the use of the signal control system cannot be started unless the entire signal control system is completed. In other words, centralized control using a conventional signal control system cannot adapt to qualitative and quantitative changes in processing requirements on the signal equipment side without significantly changing the existing hardware configuration or software configuration of the signal control system. . In other words, conventional signal control systems using centralized control have problems such as lack of scalability (qualitative and quantitative flexibility).

  The present invention has been made in view of the circumstances as described above, and improves the operating rate of signal equipment in the station equipment room, flexibility for changing the control content of the signal equipment, and further improves the expandability of the signal equipment. An object of the present invention is to provide a signal control system capable of realizing the above.

The signal control system of the present invention was created to achieve the above-described object, and is a signal control system that controls the route of a train traveling on the track by controlling a signal device installed on the track. Therefore, it acquires signal information necessary for itself while exchanging information with external devices via the communication path, and controls the route of the train by autonomously controlling the signal light based on the predefined control logic. A route control means, a section route control means that acquires position information of a train while exchanging information with an external device via a communication path, and autonomously controls the section route based on a predefined control logic; It has. And, the route control means and the section route control means, the sampling cycle according to the time obtained by dividing the length of the shortest track circuit among the track circuits continuously provided on the track by the maximum speed of the train, The route control of the train is performed based on the route setting information input from the outside by executing distributed control that controls itself while exchanging information.

  According to the signal control system of the present invention, a route control means (for example, a traffic light) and a sectioned route control means (for example, a track circuit) installed in a predetermined section on a track (for example, on a track) respectively exchange information. While performing, distributed control is performed according to the control logic determined by itself. This makes it possible to properly control the route of the train by controlling the signal equipment installed in each track section without performing centralized control by the central control room as in the conventional signal control system. That is, a distributed control type signal control system can be realized by the present invention. The section route control means may not be a track circuit that detects the position of the train by short-circuiting the track with both wheels of the traveling train, but may be various sensors that can detect the presence of the train.

  In addition to the configuration of the above invention, the signal control system of the present invention further acquires signal information necessary for itself while exchanging information with an external device via a communication path, and uses a predefined control logic. On the basis of this, there is provided route changing means for autonomously changing the route and locking the changed route state. Then, the route changing means performs distributed control that controls itself while exchanging information with the route control means and the section route control means, respectively, so that the route control of the train is performed based on the route setting information input from the outside. It is characterized by performing.

  According to the signal control system of the present invention, a route control means (for example, a traffic light) installed in a predetermined section on a track, a segmented route control means (for example, a track circuit), and a route change means (for example, a switch) Machine) performs distributed control according to the control logic determined by itself while exchanging information. This makes it possible to properly control the route of the train by controlling the signal equipment installed in each track section without performing centralized control by the central control room as in the conventional signal control system. That is, by the signal control system of the present invention, it is possible to appropriately perform the course control not only on the straight path but also on the branch path by the course changing means (for example, the turning machine).

  In addition to the configuration of the above invention, the signal control system of the present invention further acquires signal information necessary for itself while exchanging information with an external device via a communication path, and uses a predefined control logic. On the basis of this, a road blocking means for performing alarm control and circuit breaker control autonomously when a train enters a predetermined section is provided. Based on the route setting information input from the outside, the road blocking unit executes distributed control for controlling itself while exchanging information with the route control unit, the section route control unit, and the route change unit. It is characterized by route control of the train.

  According to the signal control system of the present invention, a route control means (for example, a traffic light) installed in a predetermined section on a track, a segmented route control means (for example, a track circuit), a route change means (for example, a turning machine) ) And road blocking means (for example, a railroad crossing) perform distributed control according to the control logic determined by itself while exchanging information. This makes it possible to properly control the route of the train by controlling the signal equipment installed in each track section without performing centralized control by the central control room as in the conventional signal control system. At this time, it is possible to appropriately control the course while performing the crossing control. In other words, according to the distributed control type signal control system of the present invention, various signal devices such as on-site traffic lights, switchboards, track circuits, and railroad crossings are connected to each other via communication paths to exchange information with each other. It is carried out. At this time, each signal device autonomously collects information necessary for itself through a communication channel, and autonomously performs distributed control of each signal device according to a predefined logic based on the acquired information. The course is properly controlled.

Further , according to the signal control system of the present invention, the route control means and the segmented route control means divide the length of the shortest track circuit among the track circuits continuously provided on the track by the maximum train speed. By exchanging information with each other at a sampling cycle according to the obtained time , the route control means at a time interval shorter than the time interval (that is, the data sampling cycle) for sampling the data of the minimum state change caused by one train, and if the data transmitted to the signal device classification path control hand stage, inversion state change order due to the transmission delay of data can be performed properly distributed control does not occur. As an information exchanging means for satisfying such data transmission constraint conditions, for example, if an optical fiber-based optical communication network is used, a plurality of information is used as means for transmitting the information in the order of the state change. Therefore, the feasibility of the distributed control type signal control system according to the present invention is extremely high.

  In the signal control system of the present invention, in the configuration of the above invention, the information on the data exchanged between the route control means, the section route control means, the route change means, and the road blocking means is the safety side information and the danger side information. It is characterized by binary information.

  According to the signal control system of the present invention, information exchanged by each signal device is defined as a safe side or a dangerous side. That is, as the traffic signal information, for example, seven values of “blue”, “blue-yellow” “yellow”, “yellow-yellow” “red”, “all off”, and “illegal lighting (lighting state that is not possible such as all lighting)” 6 information other than “red”, which is information on the safe side, is regarded as information on the dangerous side. In this way, a fail-safe interface can be realized by defining information in binary information such as “red” = safe side information and other = danger side information. For example, when four values of “blue”, “yellow”, “red” and “all off” are assumed as traffic signal information, only “red” is on the safe side, and other three values other than red are on the dangerous side. In any case, fail safe can be realized by defining only “red” indicating a stop as a safe side.

  In the signal control system of the present invention, in the configuration of the above-described invention, when there is an error in data information transmitted / received by the route control means, the section route control means, the route change means, and the road blocking means, and data to be exchanged When there is no such information, each means described above performs fail-safe control on the assumption that the dangerous side information has been received.

  According to the signal control system of the present invention, each means receives dangerous side information when there is an error in the information of data to be exchanged or there is no data to be exchanged based on the definition of the binarized information. It is considered that.

  In the signal control system of the present invention, in the configuration of the above invention, the route control means, the section route control means, the route change means, and the road blocking means do not propagate the failure to other means when each of them fails. It is characterized by. In other words, according to the signal control system of the present invention, even if a failure occurs in any of the signal devices constituting the system, only the failed signal device stops the control promptly and safely, and the other signals The device continues to operate safely. In other words, in the distributed control type signal control system of the present invention, each signal device is not only physically distributed but also autonomous in terms of its safety. There is no risk of causing damage to the equipment.

  In the signal control system of the present invention, the route control means, the section route control means, the route change means, and the road cut-off means are different from each other when changing the control logic owned by each means. The operation of the means is not stopped. That is, according to the signal control system of the present invention, for example, when the equipment of the station equipment room is improved or the control logic is changed, a desired change can be made without stopping the entire system. Can be further improved.

  In the signal control system of the present invention, the route control means, the section route control means, the route change means, and the road blocking means can freely enter and leave the system, respectively, in the configuration of the above invention. It is characterized by. That is, according to the signal control system of the present invention, the system configuration can be automatically and safely changed when a signal device enters or leaves the system.

  The signal control system of the present invention is not centralized control by a station equipment room as in the past, but the signal equipment at each site exchanges state information with each other while performing distributed control. It is possible to perform fine signal control and route control that suits the needs. In addition, since the signal control system of the present invention performs distributed control, avoiding the situation where the control of the entire station equipment room is stopped only by a failure of a small part of the control unit as in the conventional centralized control. can do. That is, the signal control system of the present invention can further improve the operating rate of the signal control system because a failure of a part of the control units does not lead to a failure of the overall control system of the station equipment room.

  Moreover, since the signal control system of this invention should just update the data of only the control unit relevant to a change at the time of the change of the equipment of a station apparatus room, when changing an equipment, the whole signal control system is stopped. There is no need. Therefore, the availability for maintaining the system in an available state can be improved. Furthermore, the signal control system of the present invention can be used for only a part of the entire signal control system, and other parts are added to the active signal control system while the signal control system is operating. Therefore, for example, a signal control system for controlling a station equipment room of a large station can be easily constructed. Further, in the conventional centralized control type signal control system, various control devices such as an interlocking device, an electronic terminal, and an ATS-P device are required in the station equipment room, but the distributed control type signal control according to the present invention. Since these control devices are not required in the system, the area of the station equipment room can be greatly reduced. By these, the cost of the equipment in the station equipment room can be reduced.

<Outline of Signal Control System in Present Invention>
First, in order to facilitate understanding of the signal control system in the present invention, an outline thereof will be described in detail. In the signal control system of the present invention, a traffic signal, a track circuit, a turning machine, and a railroad crossing (hereinafter, all or part of them are collectively referred to as a signal device) for each predetermined section of the track are used as basic control units. Control units are individually incorporated, and each control unit is connected via a communication path and configured to exchange information with each other. In this way, the control of the entire signal control system by individually controlling each signal device for each predetermined section and exchanging information with each other is referred to as “distributed control” in the following embodiments. To do. With such a configuration, the signal control system in the present invention can be said to be a distributed control type signal control system.

  By performing such distributed control, each signal equipment computer for each predetermined section can exchange information with each other on an equal footing, so train operation can be performed without centralized control as in the past. Train operation control such as stop and stop can be performed safely and accurately. The minimum components of the signal equipment that realizes the present invention can be realized only by a traffic light and a track circuit. However, in the following embodiment, the signal equipment includes a traffic light, a track circuit, a turning machine, and a railroad crossing. It will be explained in the component.

<Embodiment of Distributed Control Type Signal Control System in Present Invention>
Next, embodiments of a distributed control type signal control system according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a conceptual diagram of a distributed control signal control system according to the present invention. In FIG. 1, a down line 1a and an up line 1b are laid in one section of the site, and a train 2 is running. In addition, various signal devices including a traffic signal 4, a track circuit 5, turning machines 6a and 6b, and a railroad crossing 7 are laid at the important points in this section. Further, the traffic light 4, the track circuit 5, the turning machines 6 a and 6 b, and the railroad crossing 7 each have a built-in control unit.

  With such a configuration, the control units of the traffic light 4, the track circuit 5, the turning machines 6 a and 6 b, and the crossing 7 can exchange information with each other via the communication path 8. In addition, each control unit of the traffic light 4, the track circuit 5, the turning machines 6 a and 6 b, and the railroad crossing 7 performs fail-safe control and autonomously transmits information necessary for itself via the communication path 8. Can be collected. Each control unit can autonomously control each signal device based on information collected by each control unit according to a control logic that is defined in advance and built in the control unit. Such distributed control of the signal control system is referred to as “logical distribution” in the following description.

  FIG. 2 is a block diagram showing the configuration of the distributed control signal control system shown in FIG. In FIG. 2, a route setting device 3 is a route setting means for setting the route of the train 2 in advance. Usually, a route is set using a personal computer (hereinafter referred to as a PC) or the like. The course may be set with. Based on the route set by the route setting device 3, various signal devices such as the traffic light 4, the track circuit 5, the turning machine 6, and the railroad crossing 7 are distributedly controlled, so that the train 2 can be safely and reliably desired. You can move in the direction or stop.

  The traffic light 4 is a route control means that controls the signal light to control the route by advancing or stopping the train 2. The track circuit 5 is a section route control means for controlling the section route by detecting the presence of the train 2 by short-circuiting two tracks by the axles of both wheels of the train 2. However, the section route control means for detecting the presence of the train 2 does not necessarily have to be the track circuit 5 that detects a short circuit between the two lines. For example, when the train passes, Various sensors such as an infrared sensor and a relay circuit that detect the presence may be used. The turning machine 6 is a course changing means for changing the course of the track or for locking the locked course. The railroad crossing 7 is a road blocking means that acquires train detection information by the railroad crossing controller 7a when the train 2 enters a predetermined section, performs alarm control, and closes the circuit breaker.

  FIG. 3 is a system diagram showing an operation flow of the distributed control signal control system shown in FIG. The operation of the signal control system shown in FIG. 2 will be described below along the flow of FIG. When the route setting device 3 such as a PC sets the route of the train 2 or cancels the route, the traffic light 4 performs the route control of the train 2 based on the setting / release command information received from the route setting device 3 ( Step S1). In addition, the traffic light 4 performs display control of the corresponding signal lamp based on a display control command for controlling which color of the signal lamp should be displayed in the current state (step S2). Status information indicating which color of the signal lamp is lit is acquired (step S3).

  Further, the traffic light 4 performs a route check for verifying the route contents set by the route setting device 3 (step S4), and reserves the route designated by the train name and direction and selects the route, and the corresponding track of the train. The circuit 5 is notified (step S5). As a result, the track circuit 5 detects the position of the corresponding train and obtains state information indicating the position, and controls the route of the corresponding train (step S6). Furthermore, the track circuit 5 transmits command information for unlocking the route locked state, tracking information of the corresponding train, and state information indicating the position of the corresponding train to the switch 6 (step S7). ). In this way, the switch machine 6 switches the course of the train based on the information of the switch control acquired from the track circuit 5, or locks the track to a state in which the path is switched. (Step S8).

  In addition, when the turning machine 6 returns the state information indicating the state where the course is changed and locked to the track circuit 5 (step S9), the state information is notified to the traffic light 4 (step S10). The traffic light 4 responds to the route setting device 3 with the point switching state information by the switch 6 and the signal information of the traffic light 4 (step S11).

  In addition, when the level crossing 7 exists in a predetermined area, the status information which shows the position of a train is notified from the track circuit 5 to the level crossing 7 (step S12). Then, the railroad crossing 7 obtains train detection state information indicating that the train has entered a predetermined section from the railroad crossing controller 7a, and performs control to perform alarm control or close the circuit breaker (step S13). Then, when the level crossing 7 notifies the track circuit 5 of the state information indicating the state of the level crossing (step S14), the level crossing state information is notified from the track circuit 5 to the traffic light 4 (step S10). Is returned as response information to the course setting device 3 (step S11). Note that the operator can directly perform alarm control from the course setting device 3 to the railroad crossing 7 (step S15). At this time, the alarm control status information is returned from the railroad crossing 7 to the course setting device 3 (step S16).

  Next, a data sampling period for performing appropriate distributed control in the signal control system of the present invention will be described. The signal control system of the present invention is required to be time critical so that data can be transferred within a specified time, and safety criticality that requires high reliability for signal control is required. It has been. Therefore, when the signal control system of the present invention is realized by a distributed control method, it is important to ensure real-time performance and safety. In terms of ensuring real-time properties, prevention of control condition transmission delay, prevention of state change acquisition omission due to it, prevention of reversal of state change acquisition order, or keeping data transmission delay within an allowable range, It is important to consider Further, in terms of ensuring safety, it is necessary to prevent a failure of a PC terminal of a certain signal device from affecting a failure of a PC terminal of another signal device, and a failure of a PC terminal of a certain signal device may It is important to consider not affecting the safety of the product.

  First, the securing of real-time characteristics will be described. Here, the time requirement for data acquisition when the signal control system of the present invention is applied to a local line signal control system will be described. For example, the minimum information exchange cycle between the control units such as the control unit of the traffic light 4 and the control unit of the track circuit 5 (that is, the data sampling cycle) has the shortest change interval among a series of progress states caused by one train. Find out when the train passes at maximum speed on a short track (short section) in the state.

  FIG. 4 is a conceptual diagram showing a model of a state in which a train passes through a short track circuit (short section) in order to realize the signal control system of the present invention. Therefore, the data sampling period is obtained with reference to FIG. As shown in FIG. 4, when a train 11 having a length of 10.5 m passes through a first section that is a short section of 20 m and a second section that is longer than 20 m, the first control unit 12 has a first section (short and short). Section) status information, and the second control unit 13 acquires the status information of the second section. The acquired state information is transmitted to the route control device 15 via the network switch 14.

Here, an information exchange period (data sampling period) for preventing a transmission omission of a change in state information generated in the control unit at the traffic site of the train 11 from occurring between the control unit 12 and the control unit 13 is obtained. If the passing speed of the train 11 is 160 km / h, the length of the first section (short section) is 20 m, and the effective short-circuit length of the train 11 (that is, the length of the train indicated by the distance between the axles) is 10.5 m. The time T1 during which the axle is present on the first section (short section) is obtained by the following equation (1).
T1 = [20 (m) +10.5 (m)] ÷ 160 (km / h) × 1000 (m) ÷ 3600 (s) ≈690 (ms) (1)

  In other words, in order to perform data sampling in the time when a part of the train 11 exists in the first section (short section), the effective short-circuit length of the train (between the axles) is set to 20 m in the first section (short section). The sampling period is obtained for the section obtained by adding 10.5 m of (distance). This is to detect data as soon as possible by starting data sampling as soon as the train 11 enters the first section (short section). Further, the actual transmission is performed by subtracting the time (for example, about 100 ms) from which the state is expected to be transiently unstable when the state of the first section (short section) changes, from the calculation result of the above formula (1). An information exchange cycle (data sampling cycle) in which no leakage occurs is 590 ms.

Next, a data transmission cycle is determined so as not to cause an out-of-order state change occurring in the control units at a plurality of traffic sites through which the train 11 passes. In this case, after the front wheel axle of the train 11 approaches the first section (short and small section), the minimum time T2 until the front wheel axle reaches the second section is obtained by the following equation (2).
T2 = 20 (m) ÷ 160 k (m / h) × 1000 (m) ÷ 3600 (s) = 450 (ms) (2)
Further, as in the case of Equation (1) described above, the time when the state is expected to be transiently undefined when the state of the first section (short section) changes (for example, about 100 ms) is subtracted. The data transmission cycle is set to 350 ms so as not to cause a state change out of order.

  In other words, as determined by Equation (1), when the train 11 reaches the first section (short section), it is necessary to detect data as soon as possible, but on the other hand, As determined by equation (2), in order not to cause the reverse phenomenon of information transmission, from the moment when the front wheel axle of the train 11 exists in the first section (short section) to immediately before the front wheel axle reaches the second section It is necessary to transmit information on the state change of the train 11 to the next control unit (that is, the second control unit 13) during the time (that is, within the time when the train 11 occupies the first section). Therefore, based on the above two calculation results, the minimum information exchange period (data sampling period) is determined to be 350 ms or less based on the result calculated by Expression (2). In the above example, the time when the state of the train 11 is expected to become transiently unstable is assumed to be 100 ms, but the time obtained by the above formulas (1) and (2) is used. A value obtained by subtracting 10% or 20% of the time as a safety factor may be used as the minimum information exchange period (data sampling period).

  Next, the maximum allowable delay time will be described. FIG. 5 is a conceptual diagram illustrating information transmission to each control unit in order to realize the signal control system of the present invention. In the model diagram shown in FIG. 5, an A network 21 and a B network 22 are connected to a route control device 24 via a network switch 23. A first control unit 27 and a second control unit 28 are connected to the A network 21 via the A network switch 25, and a third control unit 29 and a fourth control are connected to the B network 22 via the B network switch 26. A unit 30 is connected.

  As indicated by the broken-line arrows in FIG. 5, when train status information generated in the first control unit 27, the second control unit 28, and the third control unit 29 is used in the second control unit 28, the arrival of the information If the order is different from the actual generation order, a malfunction occurs in the signal device. In FIG. 5, the order in which the train state information is generated is the first control unit 27, the second control unit 28, and the third control unit 29, and the normal arrival order of the state information to the second control unit 28 is a broken line. In the order of arrow 1, arrow 2, and arrow 3. Thus, in order to prevent a reverse phenomenon from occurring in the order of occurrence of train state information and the order of arrival at the location where the information is used (second control unit 28), the maximum allowable delay time is as follows. It is necessary to determine. The arrival order inversion phenomenon means that, for example, when the train is traveling in the direction of the first control unit 27 → the second control unit 28 → the third control unit 29 due to data transmission delay, A phenomenon in which the second control unit 28 cannot detect a change in its own state information even if the state information of the control unit 29 changes.

That is, the maximum allowable delay time for preventing the data inversion phenomenon is obtained as in the following equation (3).
Maximum allowable delay time = transmission waiting time at the sending control unit + delay time due to network switch + processing waiting time at the receiving control unit (3)

  Here, formula (3) will be described in detail with reference to FIG. 5. In the transmission route indicated by arrow 1, the transmission side control unit is the first control unit 27, and the network switch is the A network switch 25. The receiving side control unit is the second control unit 28. In the transmission route indicated by the arrow 2, the transmission side control unit and the reception side control unit are the second control unit 28, and there is no network switch. Further, in the transmission route indicated by the arrow 3, the transmission side control unit is the third control unit 29, the network switches are the A network switch 25, the B network switch 26, and the network switch 23, and the reception side control unit is the second control unit. A control unit 28.

  The maximum allowable delay time obtained by the above equation (3) is the time interval of the minimum state change caused by one train (that is, 350 ms which is the sampling period of the data obtained based on the above equation (2)) If it is smaller, the state change order reversal phenomenon caused by the data transmission delay does not occur. In other words, the maximum allowable delay time for data must be shorter than the data sampling period of 350 ms. As an information exchange means for satisfying these constraints, for example, if an optical communication network using an optical fiber is used, it is possible to use it as a means for transmitting a plurality of information in the order of state changes. As such, its feasibility is extremely high.

  Next, securing safety of the signal control system by distributed control will be described. Ensuring the safety of the signal control system by distributed control can be realized by ensuring the independence of each PC terminal of the signal equipment. Here, independence of a PC terminal means that even if a failure occurs in a certain PC terminal, the failure may affect the failure of the entire signal control system or affect the safety of the signal control system. This means ensuring no state. Such independence of the PC terminals can be realized by making the interface between the PC terminals fail-safe. That is, a fail-safe interface can be realized by the following three methods.

(1) The information is defined so that information exchanged between each PC terminal has only binary values of danger side information and safety side information. In other words, for example, if there is 7-value information such as “blue”, “blue-yellow”, “yellow”, “yellow-yellow”, “red”, “all off”, and “illegal lighting” as traffic signal information, All the information other than the “red” side information is regarded as dangerous side information. In this way, a fail-safe interface can be realized by defining information in binary information such as “red” = safe side information and other = danger side information. In this case, even when information to be received cannot be received by each PC terminal, it can be considered that the value on the safe side (that is, the dangerous side information) has been received.

(2) Each PC terminal performs fail-safe verification of information to be received. That is, a fail-safe interface can be realized by configuring the software so that a fail-safe measure is applied to the operation performed on the PC terminal side.
(3) If the received information is verified to be incorrect in each PC terminal, the received information is handled as a safe value.

  As described above, in the use environment of the signal control system by the distributed control of the present invention, the real-time property of information can be ensured by considering the minimum information exchange period (data sampling period), and the interface The safety of distributed control can be secured by making the system safe. Therefore, by implementing the distributed control type signal control system of the present invention, it is possible to safely and accurately control the signal equipment without performing centralized control.

  Next, specific examples of the distributed control type signal control system according to the present invention will be described. FIG. 6 is a premises wiring diagram of a double-track terminal station showing an example of a distributed control type signal control system according to the present invention. FIG. 7 is an object diagram of the distributed control type signal control system shown in FIG. 6, where (a) is an object of the traffic light 1R, (b) is an object of the track circuit 11T, and (c) is a section route 11T-R. -1 object is shown.

  In FIG. 6, two thick solid lines and two double solid lines flowing from the left to the right in the figure indicate the flow of the upstream line, and two thick broken lines and two double lines flowing from the right to the left in the figure. The broken line indicates the flow of the downstream line. In addition, two thick solid lines flowing from the left to the right in the drawing indicate the upward course of the up line, and two double solid lines flowing from the left to the right in the figure indicate the path of the upstream line. Similarly, two thick broken lines that flow from the right to the left in the figure indicate the downlink course, and two double broken lines that flow from the right to the left in the figure indicate the path of the downlink. In the following description, the case where a train travels on an up line is described, but in the case of a down line, it is only necessary to read up as down.

  Symbols shown in each part of the section route indicate the ID for each section route, 1R indicates the ID of the traffic light, and 1RA and 1RB indicate the ID of the route. Further, 11T and 12T indicate track circuit IDs, and 11, 12, 13, and 14 indicate the IDs of the turning machines.

  Next, the object diagram of FIG. 7 will be described with reference to FIG. In the object diagram of FIG. 7, the symbol ◆ indicates the program state of the software in the computer that operates inseparably from the object positioned below it, and the symbol ◇ indicates each of the objects operating independently of the object positioned below it. It shows the program state of software in the computer. As shown in the traffic light object of FIG. 7A, the traffic light 1R is configured to be able to operate the route 1RA and the route 1RB in an integral manner. At this time, as shown in the object diagram of FIG. 7A, the course flow shown in FIG. 6 is that the course 1RA is divided into the section course AR-R-1, the section course 11T-R-1, and the section course 1RT-. The route 1RB is constituted by the segment route AR-R-1, the segment route 11T-R-2, the segment route 12T-R-1, and the segment route 1RBT-R-1.

  Further, as shown in the track circuit object of FIG. 7B, the track circuit 11T is inseparably divided into the segment route 11T-R-1, the segment route 11T-R-2, and the segment route 11T-L-1. It is configured to detect. That is, in the section of the track circuit 11T, the section route 11T-R-1 in the straight section on the upstream line side and the section course 11T-R-2 in the upstream branch section are detected, and the branch section on the downstream line section is detected. The route 11T-L-1 is detected, and the state where the upstream train can safely travel on the straight line or the branch route is ensured. At this time, it is necessary to ensure the route on the uplink side by detecting the section route 11T-L-1 on the downlink side. Further, as shown in the section route object of FIG. 7C, the section route 11T-R-1 is configured to control the turning machine 11 and the turning machine 12 independently. .

  Next, the flow of the distributed control operation when the train travels on the route 1RA of the upstream line will be described. FIG. 8 is a diagram showing a setting sequence when performing distributed control in the route 1RA in FIG. Therefore, the sequence flow of FIG. 8 will be described with reference to FIGS. 6 and 7.

  First, when the route setting of the train is performed by the route setting device 3 shown in FIG. 1, the route setting information is transmitted to the traffic light 1R (step S21). Then, the traffic light 1R checks the lighting state of its own signal lamp, performs the lighting control of the signal lamp according to the received path setting information, and performs the course selection that matches the path setting information (step S22). Further, the traffic light 1R reserves a route for the route 1RA (step S23). Accordingly, the route 1RA reserves a route for the segment route AR-R-1 (step S24). Then, the section route AR-R-1 checks the state of its section route, such as checking the section route of its own and updating the state of the section route as necessary (step S25). Then, the section route AR-R-1 notifies the reservation result to the route 1RA (step S26).

  Similarly, the route 1RA reserves a route for the segment route 11T-R-1 (step S27). Then, the section route 11T-R-1 checks the state of its section route, such as checking its section route and updating the state of the section route as necessary (step S28). Then, the segment route 11T-R-1 notifies the reservation result to the route 1RA (step S29). Further, the course 1RA reserves a course for the section course 1RAT-R-1 (step S30). Then, the section route 1RAT-R-1 checks the state of its section route, such as checking its section route and updating the state of the section route as necessary (step S31). Then, the segment route 1RAT-R-1 notifies the reservation result to the route 1RA (step S32).

  Next, since the section route 11T-R-1 has a straight route and a branch route, a reservation is first made to the switch 11 (step S33). Then, the switch 11 performs self-checks such as checking, switching, and locking the state of its switch (step S34), and notifies the reservation route 11T-R-1 of the reservation result. (Step S35). Further, the section route 11T-R-1 makes a reservation for the switch 13 (step S36). Then, the switch 13 performs self-checks such as checking, switching, and locking the state of its switch (step S37), and notifies the reserved route 11T-R-1 of the reservation result. (Step S38).

  Thereby, the section route 11T-R-1 collectively notifies the reservation result from the switch 11 and the reservation result from the switch 13 to the route 1RA (step S39). Then, the route 1RA updates the state based on the reservation result received from the segment route 11T-R-1 (step S40), and notifies the signal 1R of the reservation result (step S41). Then, the traffic light 1R performs lighting control of the signal lamp based on the received reservation result (step S42), and further notifies the route setting device of the setting result (step S43). In this way, the straight route of the route 1RA can be set. The setting of the branch route for the route 1RB can be performed in the same procedure. Further, the downward course can be set by the same procedure as described above.

  As described above, according to the distributed control type signal control system according to the present invention, each signal device such as a traffic signal, a turning machine, a track circuit, and a railroad crossing has a built-in fail-safe control unit. ing. These control units are connected to each other via a communication path and exchange information with each other. At this time, each control unit autonomously collects information necessary for itself via the communication path, and autonomously distributes each signal device according to a predefined control logic based on the acquired information. Control is in progress. That is, the signal control system of the present invention can be said to be a logically distributed signal control system.

  In order to realize such a distributed control type signal control system, the logic for controlling each signal device is separated and extracted as an autonomous object (that is, a software module). Then, the separated and extracted object is mounted as a program that operates on a control unit built in each signal device. In addition, each object exchanges its state information with an object mounted on a control unit built in another signal device via a transmission path. At this time, the objects of each control unit collect state information of all the objects with which they are related, and control their own signal equipment based on the state information. Note that the control logic is defined in each object.

  In addition, according to the distributed control type signal control system of the present invention, for example, interlock control, signal light control, level crossing control, or ATS-P control in a station can be integrated into one system. That is, the signal control system of the present invention can be realized by extracting interlocking control, signal light control, premises level crossing control, ATS-P control and the like for each signal device and mounting them on each object.

  Further, according to the distributed control type signal control system of the present invention, even if a failure occurs in a part of the control units constituting the system, only the failed control unit stops the control promptly and safely. The control unit can continue to operate safely. That is, the signal control system of the present invention can construct a “Graceful Degradation” signal control system in which the degraded device is disconnected and the safe operation is continued.

  That is, in the signal control system of the present invention, each control unit is not only physically distributed but also autonomous in terms of safety. In other words, not only can your signal equipment be secured to the safe side when your control unit fails, but it also guarantees that your control unit failure will not spread to other control units on the dangerous side. Is configured to do. Such a guarantee can be realized by defining an interface between objects as follows. That is, all information exchanged between objects is classified into two values, a safe value and a dangerous value. At this time, each object has a function of judging only the information of its own object when there is no other object to exchange information with, or when the received information is defective. In addition, each object has a function that, when there is a defect in the received data necessary for control of its own signal device, controls only the range in which the defect data affects itself safely.

  Further, according to the distributed control type signal control system of the present invention, for example, even when the equipment inside the station is improved or the control logic is changed, the desired control logic can be changed without stopping the entire signal control system. it can. Therefore, it can be said that the signal control system of the present invention can perform hot-swap. Furthermore, according to the distributed control type signal control system according to the present invention, the configuration of the signal control system can be automatically and safely changed when each signal device enters or leaves the signal control system. It can be carried out. For this reason, the signal control system of the present invention can be put into a usable state without performing any operation when a peripheral device is connected to a PC or an expansion part is incorporated. It can be said to be a type of signal control system.

It is a conceptual diagram of the distributed control type signal control system in the present invention. It is a block diagram showing the structure of the distributed control type signal control system shown in FIG. It is a systematic diagram which shows the flow of operation | movement of the distributed control type signal control system shown in FIG. It is the conceptual diagram which modeled and showed the state through which a train passes the short track circuit (short section) in order to implement | achieve the signal control system of this invention. It is the conceptual diagram which modeled and showed the information transmission to each control unit in order to implement | achieve the signal control system of this invention. It is a premise wiring diagram of a double track terminal station showing an example of a distributed control type signal control system according to the present invention. FIG. 7 is an object diagram of the distributed control type signal control system shown in FIG. 6, where (a) shows an object of a traffic light 1R, (b) shows an object of a track circuit 11T, and (c) shows an object of a section route 11T-R-1. . It is a figure which shows the setting sequence when performing distributed control in course 1RA in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a Down line 1b Up line 2,11 Train 3 Course setting device (course setting means) 4 Traffic light (course control means)
5 Track circuit (section route control means) 6a, 6b Turning machine (route change means)
7 level crossing (road blocking means) 7a level crossing controller 8 communication path 12, 27 first control unit 13, 28 second control unit 14, 23 network switch 15, 24 course control device 21 A network 22 B network 25 A network switch 26 B network switch 29 3rd control unit 30 4th control unit

Claims (8)

A signal control system for controlling a route of a train traveling on the track by controlling a signal device installed on the track,
Route control that acquires signal information necessary for itself while exchanging information with external devices via a communication path, and autonomously controls signal lights based on predefined control logic to control the route of the train Means,
Obtaining the train position information while exchanging information with external equipment via the communication path, and based on a predefined control logic, comprising a section route control means for autonomously controlling the section route,
Sampling cycle according to the time obtained by dividing the length of the shortest track circuit among the track circuits continuously provided on the track by the maximum speed of the train by the route control means and the segmented route control means The signal control system is characterized in that the route control of the train is performed based on the route setting information input from the outside by executing distributed control for controlling itself while exchanging information. Furthermore, it acquires signal information necessary for itself while exchanging information with an external device via the communication path, and based on a predefined control logic, autonomously switches the path and changes the path status. It is equipped with a course changing means for locking
The route changing means performs distributed control for controlling itself while exchanging information with the route control means and the segmented route control means, respectively, so that the route of the train is based on the route setting information input from the outside. The signal control system according to claim 1, wherein control is performed. In addition, when necessary information is acquired while exchanging information with an external device through the communication path, and the train autonomously enters a predetermined section based on a predefined control logic. It is equipped with road shut-off means for alarm control and circuit breaker control,
The road blocking means executes distributed control for controlling itself while exchanging information with the route control means, the segmented route control means, and the route change means, respectively. The signal control system according to claim 2, wherein route control of the train is performed based on the signal. The data information exchanged between the route control means, the segmented route control means, the route change means, and the road blocking means is binary information of safe side information and dangerous side information. The signal control system according to claim 3 . When there is an error in the data information exchanged by the route control means, the segmented route control means, the route change means, and the road blocking means, and when there is no data to be exchanged, the respective means are 5. The signal control system according to claim 4 , wherein fail-safe control is performed on the assumption that the side information is received. The path control means, said section path control means, said diversion means, and the road blocking means, of claims 3 to 5, characterized in that does not spread the failure to other means when each failed The signal control system according to any one of the above. The route control means, the segmented route control means, the route change means, and the road blocking means do not stop the operation of other means when changing the control logic owned by their own means. The signal control system according to any one of claims 3 to 6 . The path control means, said section path control means, said diversion means, and the road blocking means, respectively, freely of claims 3 to 6, characterized in that it is possible enter and leave the system The signal control system according to any one of the above.

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