Interlocking device and locking and unlocking program for interlocking device

Abstract

To provide an interlocking device and locking and unlocking program for the interlocking device for enabling efficient train operation by quickly unlocking a lock while securing safety.SOLUTION: An interlocking device 100 includes a reception unit 40 for receiving information of a speed of zero showing a stop of a train TR, and a lock unlocking unit LU for unlocking a lock when the reception unit 40 receives the information (speed zero information) of the speed of zero at the time of stop indication of a signal. A lock is quickly unlocked while securing safety and efficient train operation is performed by unlocking the lock with the reception of the speed zero information as a trigger.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to an interlocking device that locks and unlocks when controlling the operation of points and signals on a railway, and a locking / unlocking program for the interlocking device. [Background technology]

[0002] For example, when deciding whether to lock or unlock an interlocking device, it is known to use various sensors, statistical information, and database information to calculate the time required for the target train to stop (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-193234 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the case of Patent Document 1, it is thought that the time calculated will be longer than the time it actually takes for the train to stop.If this happens, the lock will remain set even after the train has stopped, which may hinder efficient train operation.

[0005] The present invention has been made in consideration of the above points, and aims to provide an interlocking device and a lock / unlock program for an interlocking device that can quickly unlock the lock while ensuring safety, thereby enabling efficient train operation. [Means for solving the problem]

[0006] The interlocking device for achieving the above purpose includes a reception unit that receives information indicating a zero speed, which indicates that the train is stopped, and a lock / unlock unit that unlocks the lock when the reception unit receives the information indicating a zero speed when the signal indicates a stop.

[0007] In the above interlocking device, when the signal indicates a stop, the reception unit receives information that the speed is zero, which triggers the unlocking of the lock.This allows the interlocking device to quickly unlock the lock while ensuring safety, allowing for efficient train operation.

[0008] In a specific aspect of the present invention, the reception unit receives zero speed information generated by a zero speed determination unit that detects the speed of a train and determines whether the train is stopped. In this case, quick and efficient train operation can be achieved based on the results of the train speed detection by the zero speed determination unit.

[0009] In another aspect of the present invention, the reception unit receives zero speed information from a CBTC device including a zero speed determination unit. In this case, by using the CBTC device, the zero speed information can be obtained quickly and accurately.

[0010] In yet another aspect of the present invention, the lock / unlock unit determines whether to unlock the approach lock based on information indicating zero speed, which enables a quick and accurate response to the approach lock.

[0011] In yet another aspect of the present invention, when the reception unit receives information indicating zero speed, the lock / unlock unit unlocks the approach lock without waiting for the completion of time element counting based on the track location information. In this case, it is possible to take action more quickly than when the time element counting based on the track location information alone, i.e., the timer counting alone, is used.

[0012] The locking / unlocking program for the interlocking device to achieve the above-mentioned purpose includes a train stop information confirmation process that confirms whether or not information indicating zero speed, indicating a train stop, has been received when the signal indicates a stop, and a lock / unlocking process that unlocks the lock based on the results of the train stop information confirmation process.

[0013] By incorporating the lock / unlock program for the interlocking device into the interlocking device, the interlocking device will unlock when the reception unit receives information that the speed is zero when the signal indicates a stop.This allows the interlocking device to quickly unlock the lock while ensuring safety, allowing for efficient train operation. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a conceptual diagram illustrating an example of a train control system including an interlocking device according to an embodiment. [Figure 2] 10(A) to 10(C) are conceptual diagrams for explaining the control operation of the interlocking device. [Figure 3] FIG. 1 is a block diagram for explaining an example configuration of a train control system including an interlocking device. [Figure 4] FIG. 10 is a diagram for explaining an example of operation processing in a train control system including an interlocking device. [Figure 5] FIG. 10 is a diagram for explaining a comparative example. [Figure 6] 6 is a graph for explaining the difference between the interlocking device of the first embodiment and a comparative example. [Figure 7] 10A is a conceptual diagram illustrating a modified example of the generation of zero speed information, and FIGS. 10B and 10C are flowcharts illustrating an example of the generation of zero speed information. [Figure 8] 10A is a conceptual diagram illustrating another modified example of the generation of zero speed information, and FIG. 10B is a flowchart illustrating an example of the generation of zero speed information. [Figure 9] 10A is a conceptual diagram illustrating another modified example of the generation of zero speed information, and FIG. 10B is a flowchart illustrating an example of the generation of zero speed information. [Figure 10] 10A is a conceptual diagram illustrating yet another modified example of the generation of zero speed information, and FIG. 10B is a flowchart illustrating an example of the generation of zero speed information. [Figure 11] FIG. 10 is a conceptual diagram for explaining the functional aspects of the interlocking device. DETAILED DESCRIPTION OF THE INVENTION

[0015] An example of an interlocking device according to an embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram showing an example of a train control system 500 including an interlocking device 100 according to this embodiment. In the example shown in the figure, the train control system 500 is composed of the interlocking device 100 and a CBTC device 300.

[0016] In the train control system 500, the interlocking device 100 is installed on the wayside, for example, in a station equipment room, and is responsible for various operational controls of wayside equipment related to route determination, such as aspect control of signals SG under its jurisdiction, and switching, locking, and unlocking of points TM. Meanwhile, the CBTC device 300 performs wireless communication with the train TR and controls the operation of the train TR based on the content of this communication. As described above, the train control system 500 enables various operational controls related to the operation of the train TR from both the wayside and onboard.

[0017] In this embodiment, the interlocking device 100 is capable of receiving information related to the train TR from the CBTC device 300, and controlling the operation of the signals SG and points TM based on the received information. In particular, here, the interlocking device 100 receives zero speed information (hereinafter also referred to as zero speed information) indicating that the train TR has stopped from the CBTC device 300, and controls the operation related to locking and unlocking the points TM based on this, thereby ensuring safety while quickly unlocking the locks and enabling efficient train operation.

[0018] To achieve the above-described aspect, the interlocking device 100 of the train control system 500 includes, for example, a route setting unit 10, a signal control unit 20, a track information management unit 30, and an approach locking unit 50, and controls the operation of the signals SG and points TM. The route setting unit 10, the signal control unit 20, the track information management unit 30, and the approach locking unit 50 can be configured by a program made up of, for example, various circuit elements.

[0019] The route setting unit 10 controls the route setting of the train TR, which is determined according to a change in direction (changing direction) at the point TM, for example, in accordance with instructions from an operation control device (not shown), etc. For example, when the train TR closest to the point TM should be stopped, the route setting unit 10 outputs route cancellation information that cancels the route of the train TR.

[0020] The signal control unit 20 controls the lighting operation of the traffic signal SG. For example, when the signal control unit 20 receives route cancellation information from the route setting unit 10, the signal control unit 20 outputs a command signal to the traffic signal SG to cause the traffic signal SG to display a stop aspect (turn on red).

[0021] The train location information management unit 30 receives train location information about a train TR approaching a section under the control of the interlocking device 100 from outside the interlocking device 100 (external device), and outputs the train location information to the approach locking unit 50.

[0022] When the signal SG is set to a stop phase (red light) when a train is approaching, the approach locking unit 50 controls to restrict operation so that the point TM remains locked to prevent switching, for example, until a certain period of time has elapsed, from the perspective of ensuring safety. Here, the approach locking unit 50 is assumed to be configured with a lock / unlock unit LU that controls not only the above-mentioned locking operation but also the operation up to unlocking the lock. In particular, in this embodiment, the approach locking unit 50 as the lock / unlock unit LU receives track presence information from the track presence information management unit 30 and also receives zero speed information from the CBTC device 300, so that the approach lock can be unlocked without waiting for the above-mentioned certain period of time to elapse. In other words, the approach locking unit 50 as the lock / unlock unit determines whether to unlock the approach lock based on the zero speed information.

[0023] In addition, in relation to the above, a locking / unlocking program for the interlocking device 100 that includes a program that executes a train stop information confirmation process to confirm whether or not information indicating a zero speed, indicating that the train TR is stopped, has been received when the signal indicates a stop phase, and a program that executes a locking / unlocking process to unlock the lock based on the results of the train stop information confirmation process can be configured as various circuit elements, etc., and incorporated into the interlocking device 100.

[0024] Next, in the train control system 500, the CBTC device 300, as described above, communicates with the train TR and controls the operation of the train TR based on the content of this communication. To perform this function, in the illustrated example, the CBTC device 300 includes a CBTC on-board device 310 mounted on the train TR and communicating with the roadside, a wayside radio 320 configured by installing antennas at predetermined intervals along the track along which the train TR runs and performing wireless communication between the on-board side and the roadside side, and a CBTC ground device 330 installed on the roadside and communicating with the on-board side. In particular, here, the CBTC ground device 330 is connected to the interlocking device 100, and various information related to the operation control of the train TR exchanged between the roadside side and the on-board side of the CBTC device 300 is output to the interlocking device 100.

[0025] The CBTC on-board equipment 310 transmits information about the running status of the train TR from the on-board radio 310t to the wayside, i.e., the CBTC ground equipment 330, via the wayside radio 320. Conversely, the CBTC on-board equipment 310 also receives various information from the wayside, i.e., the CBTC ground equipment 330, via the wayside radio 320.

[0026] The CBTC ground equipment 330 transmits information about the running status of the train TR from the station radio 330t via the wayside radio 320 to the on-board side, i.e., the CBTC on-board equipment 310, and also receives various information from the on-board side.

[0027] Here, as an example, it is assumed that the CBTC on-board equipment 310 transmits to the CBTC wayside equipment 330 ID information (identification information) of the train TR as well as information regarding the position and speed of the train TR (speed and position information). On the other hand, it is assumed that the CBTC on-board equipment 330 transmits to the CBTC on-board equipment 310 information regarding the location of the train stop based on the stop phase information in the interlocking device 100 (stop point information). In particular, in this embodiment, based on the information transmitted and received as described above, the CBTC wayside equipment 330 generates zero speed information indicating that the train TR is stopped, and the zero speed information is transmitted (output) from the CBTC wayside equipment 330 to the interlocking device 100.

[0028] Hereinafter, an example of the control operation relating to approach locking and unlocking in the interlocking device 100 will be described with reference to the conceptual diagrams shown in Figs. 2(A) to 2(C).

[0029] In this example, as shown in the figure, the interlocking device 100 controls the operation of two signals SG1 and SG2 and two points TM1 and TM2, and assumes that there are two trains: a train A that intends to proceed in the direction of arrow X (see FIG. 2(A)) and a train B that intends to proceed in the direction of arrow Y (see FIG. 2(C)). In the illustrated example, train A proceeds or stops according to the go / stop aspect of signal SG1, and train B proceeds or stops according to the go / stop aspect of signal SG2. The two points TM1 and TM2 are switched depending on which of train A and train B has priority, and the interlocking device 100 controls the locking and unlocking of these points to ensure safe operation.

[0030] Here, as an example, a case will be described in which a change (switching) is made from a state in which priority is given to the progress of train A to a state in which priority is given to the progress of train B.

[0031] First, in the state shown in Figure 2(A), the signal of the signal SG1 on the train A side is showing a proceed signal (green light), that is, the route of train A (progress in the direction of arrow X) is set, and the points TM1 and TM2 are also switched to a corresponding state and locked.

[0032] In order to change (switch) the state shown in FIG. 2(A) to a state in which priority is given to the progress of train B, as a preliminary step to changing the signal of signal SG2 on the train B side to a go phase (green light), the signal of signal SG1 on the train A side must be changed to a stop phase (red light) as shown in FIG. 2(B), i.e., train A's route must be canceled. However, at this time, the interlocking device 100 must determine whether train A is approaching signal SG1. Even if signal SG1 is changed to a stop phase (red light), if train A has already come so close that it cannot stop before signal SG1 at that point, train A will not be able to follow the stop phase shown on signal SG1. In order to prevent derailment or the like in such a case, the interlocking device 100 may change the signal of signal SG1 to a stop aspect (red light) but maintain the locking state as set in Fig. 2(A), and after a sufficient time has passed to prevent the above-mentioned situation of train A being unable to stop, the lock may be released and then another route may be selected, as shown in Fig. 2(C). Fig. 2(C) shows the state in which signal SG2 on the train B side is set to a go aspect (green light) after points TM1 and TM2 are switched to a setting that allows train B to proceed (in the direction of arrow Y).

[0033] Regarding the situation shown in Figure 2(C) above, if, for example, unlike the illustrated case, there is no train A approaching signal SG1, the lock can be immediately released, allowing the train to choose another route. On the other hand, when train A is present as shown in the figure, in order to ensure that train A does not enter, conventional methods have ensured sufficient time for train A to stop based on, for example, track location information from the track location information management unit 30 shown in Figure 1 (for example, determining the estimated time required for train A to stop based on the braking distance from maximum speed plus a margin distance). However, in this case, there is a very high possibility that the train will wait longer than necessary.

[0034] To cope with such a situation, in this embodiment, in addition to the on-track information, zero speed information generated by the CBTC device 300 is used as external information, thereby ensuring safety while quickly unlocking the train locks and enabling efficient train operation.

[0035] An example of the process of unlocking the lock by the interlocking device 100 in approach locking in a train control system 500 including the interlocking device 100 will be described below with reference to the block diagram shown in Fig. 3. Here, a case where the signal SG is changed from a go aspect (green light on) to a stop aspect (red light on) in the interlocking device 100 illustrated in Fig. 1 will be described.

[0036] In the train control system 500, first, when the route setting unit 10 in the interlocking device 100 outputs route cancellation information to the signal control unit 20, the signal control unit 20 outputs a command signal (not shown) to the signal SG in response to this to cause the signal SG to change to a stop aspect (red light) as described above, and at this time, it also outputs information to the CBTC device 300 to change to a stop aspect (stop aspect information). In other words, the stop aspect information is output to the CBTC ground device 330 of the CBTC device 300. Note that instead of outputting the stop aspect information described above, output of proceed permission information may be stopped.

[0037] When the CBTC ground unit 330 receives stop phase information at the stop point management unit 331, it outputs information about the stop point set before the relevant signal to the CBTC on-board unit 310. Note that instead of outputting the stop point information described above, it may also be configured to stop outputting progress permission information for the section beyond the stop point.

[0038] The CBTC on-board equipment 310 receives the above stop point information in the train control unit 311, which is responsible for controlling the operation of the train TR, and determines whether or not to start stopping operation based on the received stop point information.

[0039] Furthermore, the train speed / position determination unit 312 of the CBTC on-board equipment 310 transmits information (speed / position information) relating to the running speed and running position of the train TR to the CBTC track equipment 330.

[0040] The CBTC wayside equipment 330 receives speed and position information in a train speed and position information management unit 332. The train speed and position information management unit 332 generates track location information for the train TR, for example, based on the received speed and position information, and outputs the information to the track location information management unit 30 of the interlocking device 100. Furthermore, the train speed and position information management unit 332 outputs the speed and position information to a zero speed determination unit 333 within the CBTC wayside equipment 330.

[0041] The zero speed determination unit 333 determines whether or not the train TR equipped with the CBTC on-board device 310 is stopped based on the speed and position information. From another perspective, the zero speed determination unit 333 detects the speed of the train TR to determine whether or not it is stopped.

[0042] When the zero speed determination unit 333 determines that the train TR is stopped, it outputs to the interlocking device 100 zero speed information indicating that fact.

[0043] The interlocking device 100 receives, at the reception unit 40, the zero speed information from the zero speed determination unit 333 of the CBTC ground device 330. In other words, the reception unit 40 receives the zero speed information generated by the zero speed determination unit 333, which detects the speed of the train TR and determines whether or not the train is stopped.

[0044] During the series of processing operations in each section as described above, information is input to the approach locking unit 50 of the interlocking device 100 from each section, and a series of processes related to approach locking in the interlocking device 100 are performed based on this information. Specifically, the approach locking unit 50 first receives route cancellation information from the route setting unit 10 and zero speed information from the reception unit 40. It also receives track location information from the track location information management unit 30. Based on this information, the approach locking unit 50 determines whether the situation warrants approach locking and performs a series of processes if it determines that approach locking is required. Furthermore, the approach locking unit 50 serves as the lock / unlock unit LU, making the decision to unlock the lock and controlling the operation for unlocking. That is, the approach locking unit 50 determines whether the current situation warrants approach locking based on the route cancellation information and track location information, and determines whether to maintain the lock or unlock the lock, and then controls the operation of the necessary sections based on the results of the decision.

[0045] Hereinafter, with reference to Fig. 4, an example of a series of more detailed processes for the operation processes of the above-mentioned components constituting the train control system 500 including the interlocking device 100 described with reference to Fig. 3 will be described. Note that here, a case will be described in which the interlocking device 100 communicates with the CBTC on-board equipment 310 mounted on a train TR (see Fig. 1) that is to be stopped at a signal SG (see Fig. 1) under its jurisdiction.

[0046] First, when the route setting in the route setting unit 10 of the interlocking device 100 is canceled (step S1) in accordance with an instruction from, for example, a traffic management device (not shown), information to that effect is notified to the signal control unit 20 and the approach locking unit 50 (step S2). Upon receiving the notification, the signal control unit 20 performs control to change the signal to a stop aspect (step S3) and outputs stop point information to the stop point management unit 331 of the CBTC ground equipment 330 (step S4). Upon receiving this, the stop point management unit 331 performs processing to update the stop points (step S5) and transmits the updated information (new stop point information) to the train control unit 311 of the CBTC on-board equipment 310 (step S6).

[0047] As described above, it is assumed here that the CBTC on-board equipment 310 is installed on the train TR that is to stop in response to the stop phase. In this case, the train control unit 311 that has received the stop point information generates a braking pattern (step S7) to initiate a stopping operation for the train TR on which it is installed, in accordance with the stop point information, and starts train control (deceleration) based on the result of generation in step S7 (step S8).

[0048] In accordance with the generation of the braking pattern and the like (steps S7 and S8) as described above, the train speed and position determination unit 312 of the CBTC on-board equipment 310 determines the speed and position information of the train TR (step S9), and transmits the speed and position information to the train speed and position information management unit 332 of the CBTC wayside equipment 330 (step S10). The train speed and position information management unit 332 manages the transmitted speed and position information (step S11) and outputs, for example, track location information extracted from the position information to the track location information management unit 30 of the interlocking device 100 (step S12). Meanwhile, within the CBTC wayside equipment 330, the speed and position information is output to the zero speed determination unit 333 (step S13).

[0049] The zero speed determination unit 333 checks whether or not speed and position information has been received from the train speed and position information management unit 332 (step S14). If the check is made in step S14 (step S14: Yes), the zero speed determination unit 333 determines whether or not the speed of the train TR in question is zero, based on the received speed and position information of the train TR, if the train TR is the closest to a signal SG under its jurisdiction (see FIG. 1) (step S15). If the speed is determined to be zero in step S15 (step S15: Yes), the zero speed determination unit 333 generates zero speed information (step S16) and outputs the generated zero speed information to the reception unit 40 of the interlocking device 100 (step S17).

[0050] Regarding step S14, if no information is received (step S14: No), the reception confirmation continues until information is received. Regarding step S15, if the target train TR is not the closest one or its speed is not zero (step S15: No), the confirmation operation from step S14 is repeated.

[0051] As described above, information indicating that the setting has been cancelled in the route setting unit 10 of the interlocking device 100 (route cancellation information) is notified to the signal control unit 20 as well as the approach locking unit 50 (step S2), and the on-track information managed by the on-track information management unit 30 (step S18) is also output to the on-track locking unit 50 (step S19). Furthermore, the zero speed information received by the reception unit 40 (step S20) is also output to the on-track locking unit 50 (step S21).

[0052] The following describes the process of locking and unlocking based on the various types of information sent to the approach lock unit 50. When the approach lock is set, the approach lock unit 50 determines whether or not to maintain the approach lock based on the route cancellation information of step S2 and the track presence information of step S19 (step S101). That is, the approach lock unit 50 determines whether or not to maintain the route locked state by checking the track presence information of the train TR (whether or not the train is on the track within a predetermined range). If it is determined in step S101 that the approach lock should be maintained (step S101: Yes), the approach lock unit 50 starts a timer count, which is a time count (step S102), checks whether or not the zero speed information of step S21 has been input (step S103), and continues the operation of step S103 until a certain time has elapsed (step S104).

[0053] If the certain time in step S104 has elapsed without confirmation in step S103 (step S103: No), the timer count started in step S102 is ended (step S105), and the process of unlocking the approach lock is performed (step S106). In other words, it is assumed that a sufficient time has elapsed for the state illustrated in Fig. 2(B) to be maintained, and unlocking is started.

[0054] When the process in step S106 is completed, the timer is reset (step S107), and the series of processes is completed.

[0055] Also, in step S101, if it is determined that the approach lock should not be maintained (step S101: No), that is, if the track information indicates that the train is not on track, the process of unlocking the approach lock is immediately performed without starting the timer count (step S106).

[0056] On the other hand, if it is confirmed in step S103 that zero speed information has been input (step S103: Yes), the timer count started in step S102 is ended (step S105), and the approach lock is unlocked (step S106). That is, in this case, the approach lock is unlocked immediately (step S106) without waiting for the passage of the fixed time in step S104. In other words, in the above embodiment, when the reception unit 40 receives zero speed information (zero speed information), the lock / unlock unit LU unlocks the approach lock without waiting for the completion of the time count (timer count) based on the track location information.

[0057] Figure 5 is a diagram for explaining a comparative example, and corresponds to Figure 3. A train control system 500X configured with an interlocking device 100X and a CBTC device 300X in Figure 5 differs from the case in Figure 3 in that it does not handle zero speed information. Specifically, the train control system 500X shown in Figure 5 does not have a zero speed determination unit 333 (see Figure 3) in the CBTC ground device 330 of the CBTC device 300X, and therefore differs from the example of this embodiment shown in Figure 3 in that it is not configured to accept zero speed information in the interlocking device 100X either (there is no equivalent to the acceptance unit 40 in Figure 3).

[0058] In the train control system 500X, the approach locking unit 50 serving as the lock / unlock unit LU performs approach locking and unlocking solely based on the route cancellation information from the route setting unit 10 and the track location information managed by the track location information management unit 30. In this case, as in the past, a timer is run to count and a preset fixed time is waited for before unlocking. In contrast, in this embodiment, by accepting zero speed information as described above, when zero speed information is accepted, a quick response is possible without waiting for a fixed time corresponding to a sufficient time for the train to be stopped to pass.

[0059] FIG. 6 is a conceptual graph illustrating the difference between the interlocking device 100 of this embodiment and the interlocking device 100X as a comparative example. The line QL in the graph indicates the speed change of the target train when determining whether to lock or unlock. Specifically, the horizontal axis of the graph indicates time (unit: seconds), with time zero being the time when the route is canceled in the route setting unit 10 (when the signal is set to a stop aspect). The vertical axis of the graph indicates the train speed (unit: kilometers per hour) of the target train. Here, the predetermined time set in the interlocking device 100X (or the interlocking device 100) is 120 seconds. That is, in the interlocking device 100X, it takes 120 seconds from the time when the route is canceled (when the signal is set to a stop aspect) until the train is unlocked and the points can be switched. In contrast, the interlocking device 100 of this embodiment receives zero speed information, thereby determining the zero train speed time Tq when the train speed becomes zero for the line QL in the graph, and therefore can unlock the train immediately thereafter. That is, as shown in the figure, unlocking can be performed earlier by the time difference Ts than in the case of the interlocking device 100X, and safety in operation can also be ensured.

[0060] A modified example of generating zero speed information will be described below with reference to Fig. 7. As illustrated in Fig. 7(A), the case where zero speed information is generated based on the results of imaging or ranging of the target train TR instead of the CBTC device 300 (see Fig. 1, etc.) will be described.

[0061] Figure 7(A) conceptually shows how the interlocking device 100 takes images of a specified area along the track that may be subject to decisions when locking, etc., using the imaging unit CA, and generates zero speed information based on the imaging results.

[0062] The imaging unit CA that captures images includes an analysis unit AN that performs analysis to determine the presence or absence of a train TR in the captured image, and a zero speed determination unit ZJ that determines whether the speed is zero based on the analysis results and generates zero speed information. The zero speed information generated by the zero speed determination unit ZJ is output to the interlocking device 100 that is connected to the imaging unit CA.

[0063] An example of a series of processes such as generation of zero velocity information by the imaging unit CA will be described below with reference to the flowchart shown in FIG. 7(B).

[0064] First, when the imaging unit CA takes an image, i.e., acquires image data (step S201), the analysis unit AN built into the imaging unit CA checks whether the image data has been accepted as a target for analysis (step S202). If the acceptance of the image data is confirmed (step S202: Yes), the analysis unit AN analyzes the image data for train identification (step S203) and determines whether there is a train TR to be targeted (step S204).

[0065] In step S204, if it is determined that there is no train TR (step S204: No), the analysis unit AN returns to step S202 to accept the next image data, whereas if it is determined that there is a train TR (step S204: Yes), the analysis unit AN outputs the result, i.e., the position information of the train TR in the image data, to the zero speed determination unit ZJ.

[0066] Next, the zero speed determination unit ZJ extracts the time difference (the difference from the analysis result saved immediately before) based on the analysis result from the analysis unit AN (step S205), and checks whether there is no difference on the track (step S206). That is, the zero speed determination unit ZJ checks whether the position of the train TR has changed over time on the image.

[0067] In step S206, if it is determined that there is no difference on the track (step S206: Yes), the zero speed determination unit ZJ generates zero speed information assuming that the train TR is in a zero speed state, i.e., stopped (step S207), outputs the generated zero speed to the interlocking device 100, and ends the series of processes (step S208).

[0068] On the other hand, if it is determined in step S206 that there is no difference on the track (step S206: No), that is, if it is determined that there is a difference (displacement) between the compared data and that the train TR is not stopped, the zero speed determination unit ZJ terminates the process without creating zero speed information. However, in this case, the train TR is considered to be still moving, and the operations from step S201 onwards are repeated to confirm that the train TR has stopped. For this reason, the zero speed determination unit ZJ saves the analysis results from the current analysis unit AN as comparison data for difference extraction in order to check for the next difference on the track (steps S205, S206).

[0069] Furthermore, when the process is completed through steps S207 and S208, the process is repeated from step S201 for a new train. In this case, the comparison data for extracting the difference in step S205 may be cleared.

[0070] Figure 7(C) is a flowchart for explaining an example of creating zero speed information based on distance measurement by distance measurement unit DS, instead of based on imaging by imaging unit CA described above with reference to Figure 7(B).

[0071] In this case, first, the distance measurement unit DS measures the distance to acquire distance measurement data (step S301), then the analysis unit AN accepts the distance measurement data as a target for analysis and analyzes it to determine the presence or absence of a train (presence or absence of an object on the track) (steps S302 to S304).Furthermore, the zero speed determination unit ZJ determines whether the speed is zero based on the difference on the track and generates and outputs zero speed information (steps S305 to S308).

[0072] Another modified example of generating zero speed information will be described below with reference to Fig. 8. As shown in Fig. 8(A), the zero speed information is generated based on the measurement results of a voltage measurement unit VM that measures changes in voltage (potential difference) between the rails RL that change depending on the train position.

[0073] In the case of Fig. 8(A), the voltage measurement unit VM also performs measurements so as to be able to detect a predetermined range along the track that corresponds to the jurisdiction of the interlocking device 100. In other words, the voltage measurement unit VM is capable of detecting changes in the voltage (potential difference) between the rails RL for the range of the rails RL along the track that corresponds to the installation location of the interlocking device 100. The voltage measurement unit VM also has an analysis unit AN and a zero speed determination unit ZJ built in (mounted).

[0074] An example of a series of processes such as generation of zero speed information by the voltage measurement unit VM will be described below with reference to the flowchart shown in FIG. 8(B).

[0075] First, the voltage measurement unit VM measures the voltage between the rails RL (step S401). Next, the analysis unit AN accepts the voltage data as a target for analysis and analyzes it to determine whether a train is present (whether the voltage is lower than when the train is not present) (steps S402 to S404). Next, the zero speed determination unit ZJ determines whether the speed is zero based on the difference in voltage values ​​on the track (voltage change) and generates and outputs zero speed information (steps S405 to S408). In other words, whether the speed is zero is determined based on the presence or absence of a voltage change associated with the movement of the train.

[0076] Another modified example of generating zero speed information will be described below with reference to FIG. 9. As illustrated in FIG. 9(A), a case where zero speed information is generated using GPS (GNSS) positioning will be described. In the illustrated example, a communication terminal TI capable of self-positioning (location measurement) based on communication with a GPS (GNSS) satellite GS is mounted on the train, and the acquired location measurement results can be transmitted to the ground using a CBTC device 300. Note that this is just one example, and various systems can be applied, not just those using CBTC, as long as the results of the self-location measurement acquired on the train can be received on the ground. Note that the communication terminal TI may be configured, for example, as a dedicated on-board device, a tablet terminal, a smartphone, or the like.

[0077] An example of a series of processes such as generating zero speed information using GPS (GNSS) positioning will be described below with reference to the flowchart shown in FIG. 9(B).

[0078] First, on the train, for example, a communications terminal TI constituting the on-board equipment 310 of the CBTC device 300 performs GPS (GNSS) positioning (step S501). Next, the CBTC ground equipment 330, which serves as a ground-side database, receives the GPS (GNSS) positioning data via the wayside radio 320 (step S502). Based on the received data, the train's position closest to the signal is identified (step S503). The CBTC ground equipment 330 outputs the results determined as described above to the zero speed determination unit ZJ, i.e., the zero speed determination unit 333 (see FIG. 3, etc.), which then performs processes such as determining whether the speed is zero based on the presence or absence of a position change based on differential extraction of the position, and generating and outputting zero speed information (steps S504 to S507).

[0079] Hereinafter, with reference to FIG. 10, another modified example of generating zero speed information will be described. As illustrated in FIG. 10(A), a case where zero speed information is generated using a stop determination at a fixed point will be described. The fixed point stop determination unit FJ that determines whether or not a train is stopped at a fixed point is assumed to be a ground coil PE in an ATO system or a train detection sensor DT attached to a platform door system. In other words, at fixed points where the ground coil PE, train detection sensor DT, etc. are installed, these function as the fixed point stop determination unit FJ to determine whether or not the detected train speed is zero. This example of determining whether the train speed is zero on a platform can also be applied to unlocking overrunning protection in case a train TR may overrun the station.

[0080] An example of a series of processes such as generating zero speed information using the fixed point stop determination unit FJ will be described below with reference to the flowchart shown in FIG. 10(B).

[0081] First, in each fixed point stop determination unit FJ, detection is performed to determine whether the train TR has stopped (step S601), and processing is performed to confirm the presence of a stopping train based on the detection result in step S601 (step S602).

[0082] In step S602, if it is determined that there is a stopping train (step S602: Yes), the fixed point stop determination unit FJ generates zero speed information and outputs it to the interlocking device 100 (steps S603, S604). On the other hand, in step S602, if it is determined that there is no stopping train (step S602: No), the zero speed information is not created and the process ends.

[0083] Hereinafter, with reference to the conceptual diagram shown in FIG. 11, the functional aspects of the interlocking device 100 of this embodiment will be outlined and explained.

[0084] First, the interlocking device 100 includes a reception unit 40 that receives information indicating a zero speed, which indicates that a train TR (see FIG. 1, etc.) is stopped, and a lock / unlock unit LU (approach locking unit 50) that unlocks the point TM when the reception unit 40 receives the information indicating a zero speed, for example, when a signal SG (see FIG. 1, etc.) under its jurisdiction is indicating a stop aspect and has locked the point TM based on a command from the traffic management device, etc. In the interlocking device 100, the lock / unlock unit LU is configured to unlock the point TM when it receives information indicating a zero speed via the reception unit 40 (condition 2) when the signal SG is indicating a stop aspect and has locked the point TM (approach lock) (condition 1), i.e., when it receives information from outside the interlocking device 100 that the train TR (see FIG. 1, etc.) located closest to the target signal SG is stopped. As described above, in the interlocking device 100 of this embodiment, when the signal indicates a stop phase, the reception unit 40 receives zero speed information and then releases the lock, thereby enabling the interlocking device 100 to quickly release the lock while ensuring safety, thereby enabling efficient train operation.

[0085] 〔others〕 The present invention is not limited to the above-described embodiments, and can be embodied in various forms without departing from the spirit of the present invention. Furthermore, the above-described embodiments are merely examples, and can be appropriately modified or combined within the scope of not causing any contradictions.

[0086] First, in the above embodiment, several examples of generating zero speed information are shown, but it is also conceivable that zero speed information generated by other methods may be used in the interlocking device 100. It is also conceivable that several methods of generating zero speed information may be used in combination.

[0087] Furthermore, in the above example, information regarding the speed and position of train TR is obtained from CBTC on-board equipment 310, but this is not limited to this. For example, communication with CBTC on-board equipment 310 may be performed using multiple antennas installed along the track on the ground side, and the speed and position of train TR may be determined on the ground side by utilizing the difference in reception strength.

[0088] In the above example, the go / stop aspect is indicated by the traffic light SG, but an on-board signal may be used instead of the traffic light SG.

[0089] In addition, in the above example, the imaging unit CA (distance measuring unit DS) shown in Figure 7 is configured to have an analysis unit AN and a zero speed determination unit ZJ built in, but this is not limited to this, and it is also possible to configure the analysis unit AN and the zero speed determination unit ZJ as separate units, or to configure them on the interlocking device 100 side.

[0090] Furthermore, the invention described above is not limited to trains, and can be applied to various transportation systems such as BRT, LRT, or monorail, which are configured with rolling stock. [Explanation of symbols]

[0091] 10...route setting unit, 20...signal control unit, 30...track information management unit, 40...reception unit, 50...approach locking unit, 100...interlocking device, 100X...interlocking device, 300...CBTC device, 300X...CBTC device, 310...CBTC on-board device, 310t...on-board radio, 311...train control unit, 312...train speed and position determination unit, 320...wayside radio, 330...CBTC ground device, 330t...station radio, 331...stopping point management unit, 332...train speed and position information management unit, 333...zero speed determination unit Fixed unit, 500...train control system, 500X...train control system, A, B...train, AN...analysis unit, CA...imaging unit, DS...distance measurement unit, DT...train detection sensor, FJ...fixed point stop determination unit, GS...GNSS satellite, LU...locking / unlocking unit, PE...ground coil, QL...line, RL...rail, SG, SG1, SG2...signal, TI...communication terminal, TM, TM1, TM2...point machine, TR...train, Tq...when train speed is zero, Ts...time difference, VM...voltage measurement unit, X, Y...arrow, ZJ...zero speed determination unit

Claims

1. a reception unit that receives information indicating that the train is stopped and that the speed is zero; a lock unlocking unit that unlocks the lock when the receiving unit receives information that the speed is zero when the signal is indicating a stop phase; A linkage device comprising:

2. 2. The interlocking device according to claim 1, wherein the reception unit receives the zero speed information generated by a zero speed determination unit that detects the speed of a train and determines whether the train is stopped.

3. The interlocking device according to claim 2 , wherein the reception unit receives the zero speed information from a CBTC device including the zero speed determination unit.

4. The interlocking device according to claim 1 , wherein the lock / unlock unit determines whether to unlock the approach lock based on the information on the zero speed.

5. 5. The interlocking device according to claim 4, wherein the locking / unlocking unit unlocks the approach lock without waiting for completion of time counting based on the track location information when the reception unit receives information indicating zero speed.

6. A train stop information confirmation process for confirming whether or not information indicating a train stop of zero speed has been received when a signal indicates a stop phase; a lock unlocking process for unlocking the lock based on the result of the train stop information confirmation process; A lock / unlock program for an interlocking device including:

Images