JPH0141551B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a train or vehicle operation control device, and more particularly, to an operation control device equipped with a manual route control device that performs a route change operation in conjunction with a timetable change and an automatic route control device that performs a timetable change. Regarding.

In conventional operation control systems, when changing operations due to a timetable change, there are two methods: manual route control operation from the CTC control console (the former), and a man-machine interface where the dispatcher inputs the details of the timetable change to the automatic route control system. There is a method of teaching using equipment (the latter).
However, although the former can change the train's route in an emergency, the automatic route control device does not know the details of the timetable change, so it has the disadvantage of reverting to automatic operation control once the train is back on schedule after the change. In addition, in the latter case, the course change can be performed automatically by teaching the contents of the timetable change from a man-machine interface device, and automatic control is continuous, but the operation for teaching is complicated and it is not suitable for emergency treatment. There are drawbacks.

Therefore, an object of the present invention is to improve the above-mentioned drawbacks, and to make it possible to simultaneously perform emergency course changes mainly using manual course control operations and automatic timetable changes, and to maintain the continuity of automatic control. The purpose is to provide a traffic control device.

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows the overall configuration diagram of the present invention.
This figure shows the overall configuration of a device related to route control in controlling the operation of trains on railway lines.

In FIG. 1, A is a driving command center, and this driving command center A is equipped with an automatic route control device 1, a manual route control console 2, a manual intervention priority device 3, a driving display panel 4, and a central transmission device 5. . Also, B1, B
2 and B3 are stations that control the route of trains, and the control stations B1, B2, and B3 are equipped with a station transmission device 6 and an interlocking device 7. Furthermore, C1, C2, C
3 is on-site equipment installed along the railway line R, such as signals, points, and train position detection equipment. L is a data line that transmits control information between the command center A and each control station.

Here, in the driving command center A, the automatic route control device 1 stores the train operation schedule of the control station, sets the route of the train according to the schedule if there is no route change from the manual route control console 2, and also sets the route of the train according to the schedule. When a route change is made from the control console 2, the timetable is changed by tracking the difference between the moving state of the train on the timetable and the actual moving state, and deciphering the details of the timetable change. Further, the manual route control console 2 is equipped with a route switch corresponding to the route of each control station track, and gives priority to the route setting output from the automatic route control device 1 to change or instruct the route. The manual intervention priority device 3 gives priority to the route setting signal from the manual route control console 2 over that from the automatic route control device 1, and transmits it directly to each device on the station side. Operation display board 4
Displays the location, train number, destination, route setting status, etc. of trains on the route, and allows the dispatcher to monitor the overall operation status. Further, the central transmission device 5 is a device that controls the transmission of control information from the above-mentioned device group and display information from the station equipment side. on the other hand,
At each control station B1, B2, B3, the station transmission device 6 corresponds to the central transmission device and controls the transmission of information from the command center A and information from the station equipment. The interlock device 7 controls the field devices C1, C2, and C3 and maintains the safety of the train.

FIG. 2 shows the configuration of the route switch of the manual route control console 2 in FIG. 1, and shows an example of one control station. In Fig. 2, 21 indicates a part of the operation panel surface of the control console, and the route levers 22, 22-1R to 22-3R, 22-1L correspond to the track configuration of the control station.
~22-3L are provided. Course lever 22-1R
is to control the route from track section 3T to 1RT, and route lever 22-2R is for track section 3T to 1RT.
It controls the route from YT to 1RT, and the route lever 22-3R controls the route from track section 1RT to 7T.
The course lever 22-1L controls the course starting from the track section 2RT in the YT direction, and the course lever 22-2L controls the course starting from the track section 2RT in the 4T direction.
-3L controls the route to enter 2RT from the direction of track section 8T. These levers are the third
As shown in the figure, it is a three-position lever, and here, the positions and functions of each lever will be explained using the path of the path lever 22-2L as an example. N is path lever 22-2L
This is the position where the automatic course control device 1 is responsible for course control. Further, S is the position of a command to open or set a course using the course lever 22-2L. Furthermore, R is a position where the course setting command by the course lever 22-2L is canceled or reset. These positions are passed to the automatic course control device 1 and the manual intervention priority device 3 through contact points.

4a to 4d show configuration examples of the manual intervention priority device 3, in which the route lever 22-1 is used at the control station shown in FIG.
A control circuit corresponding to L and the course lever 22-2L is shown. In Fig. 4a, 41 is the manual route control console 2.
This is the contact point of the switch of the course lever 22-1L in , the movable contact is connected to the power source P, the fixed contact is connected to one end of the relay coils S1, N1, R1, and the other ends are commonly grounded. There is. In Figure b, 42 is the manual route control console 2.
By connecting the switch of path lever 22-2L at
The movable contact is connected to the power source P, and the fixed contact is connected to one end of the relay coils S2, N2, R2, and the other ends are commonly grounded. Fourth
Figure c corresponds to a, and figure d shows the output circuits corresponding to b, respectively, S1a, S2a, and S1.
b, S2b are normally open contacts that are closed by excitation of relay coils S1 and S2, and normally closed contacts that are open, N1
a, N2a and N1b, N2b are relay coils N
1, a normally open contact that closes and a normally closed contact that opens when N2 is excited, R1b and R2b are relay coils R
It is a normally closed contact that opens when R2 is energized.
Further, in FIG. 4c, 43 is an output contact of the course 1L from the automatic course control device 1, and S3b is not shown, but the course lever 22 in FIG.
This is a contact point corresponding to the setting position of -2R, and inserts a condition in which the course of the course lever 22-1L cannot be set when the course of the course lever 22-2R is manually set. Furthermore, in Figure 4d, 4
4 is an output contact of the route 2L from the automatic route control device 1. In addition, in FIGS. 4a to 4d, the state of each contact point is the path output 2L from the automatic path control device 1.
22-1L, the operator commands the course of the course lever 22-1L from the manual course control console 2. Therefore, by having such a circuit configuration, priority is given to the manual intervention route command (after all, in FIG. 4, the route command by cutting off the route 2L and using the route lever 22-1L is configured). and the course opposite to the other (in Fig. 4, the course lever 22-1L, 22-1 for the course lever 22-2L)
22-2L and 22-2R) can be cut and transmitted to the station control device as the final route command of the route control device.

FIG. 5 shows the configuration of the automatic route control device 1. As shown in FIG. In FIG. 5, 51 is the main body of the automatic route control device, 52 is an automatic control console that performs operations necessary for automatic operation other than changing timetables, and 53 is an input relay device that indicates the movement status of the train. Train position information and setting status for tracking are taken in from the central transmission device 5 in FIG. Further, 54 is an output relay device which outputs the control result to the manual intervention priority device 3 shown in FIG. In the main body 51 of the automatic route control device, 55 is an input/output coupling section, 56 is a clock device that creates a reference time for controlling departure according to the schedule and monitoring the time system, and 57 is a logic section. It performs control for automatic route control and decision-making for timetable changes. Further, 58 is a storage device for storing the train schedule, 59
is a group of registers required in the control process.

The logical procedures for route control and timetable changes, storage of the operating timetable, and contents of the register group will be specifically explained below in connection with the operation of the present invention.

Next, the operation of the train operation control device configured as described above will be explained. First, control when a train is operating according to the timetable will be explained with reference to FIGS. 6 and 7. Lines 62, 6 shown in FIG.
Departure control of train T1 at station 61 consisting of 3, T
Regarding entry control in station 61, according to the timetable, train T1 is scheduled to depart from platform No. 2 at 9:00, and then train T2 is scheduled to depart from platform No. 1 at 9:05. You are supposed to enter in the order of T2. The above schedule is stored in the timetable storage device 58 of the automatic route control device 1 in the format of the departure table 71 and entry table 72 shown in FIG. 7 in the order of departure and entry. Furthermore, the departure register 59a for managing the preceding trains at the control station 61 and the entry register 59b for managing the entering trains always have a departure table 71 and an entry table 72 corresponding to the preceding train (T1 in this case) and the entering train (T2 in this case). The location (address) of the location is memorized. When the train T1 arrives at the control station 61, the logic unit 57 of the automatic route control device 1 changes the contents of the entry register 59b from K to K+1.
When train T1 departs from control station 61, the contents of the advance register are updated unconditionally from i to i.
Update to +1. In addition, the logic unit 57 selects train T1 from the departure table at address i indicated by the starting register 59a.
Checks whether the train is at the specified platform and the clock device 56 has passed the departure time by referring to the departure number, departure time, and destination of If the entrance route 2L is not available, the automatic route control device 1 sets the departure route 2R determined from the departure track and destination.
Obtain the course output from. Further, when it is detected that the train T2 approaches the entry control point _P0 , the entry table 72 at address K+1 indicated by the entry register 59b
If there is no competing departure route 1R, refer to the entry track (No. 1) of train T2.
Set. FIG. 8 shows the flow of the above control.
In FIG. 6, 1R indicates a route signal departing from the No. 1 platform via points 1S and 3S. 2R indicates the route signal departing from No. 2 platform via points 4S and 3S. 1L is from entrance control point P ₀ via points 2S and 1S.
Shows the route signal for entering platform No.1. 2L indicates a route signal for entering platform No. 2 from the entry control point P ₀ via points 2S and 4S. Train positions, points, and signal conditions are constantly input to the automatic route control device 1 from the field device C1 via the interlocking device 7, the station transmission device 6, and the central transmission device 5, for example at the control station B1 in Fig. 1. be done. The route setting output enters the manual intervention priority device 3 of FIG. 1 from the output relay device 54 of FIG. 5, and is passed to the central transmission device 5 via the manual intervention priority condition. Route command data is transmitted from this device to the station transmission device 6, and the station transmission device 6 passes it to the interlocking device 7. The interlocking device 7 checks the position of the train and the status of each field device C1 with respect to the route commanded from the center, and if safety conditions are met, the interlocking device 7 checks the points 1S to 4S and the signals 1L, 2L, 1R, and the signals in Fig. 6. Controls 2R so that the train can proceed as instructed. Next, an embodiment will be described as to how the automatic route control device 1 changes the internally held timetable when a driving change is made by the manual route control console 2. As a first embodiment, an explanation will be given of the operation of changing the timetable by deciphering the details of the actual operation change by tracking the movement state of the train. Figure 9 shows the railway lines for which operation is controlled and the names and routes of the trains to be controlled. The manual route control console 2 is provided with route levers 22, as shown in FIG. 2, which correspond one-to-one to the routes shown in FIG. The logic unit 57 of the automatic route control device 1 inputs the position and points of the train running on the route shown in FIG. Decipher the operation change procedure from 2 using the following logic and change the stored timetable.

At A and D stations (a) Take the platform number designated on the timetable.
1, No. 2) Even if a train enters a different track or departs from a different track, the timetable will not change.

(b) When a train that is treated as an extra train operation approaches from the approaching direction of the train based on the logic described later (point P ₀ in Figure 6), move to an empty track (platform).
Or the entrance timetable (corresponding to the entrance table 72) so that the train enters the first available track
change.

(c) After the said additional train arrives at A or D station,
When departing from the arrival track by setting the departure lever from the manual route control console 2 (even though there is no departure route setting output from the automatic route control device 1, the points of the field devices C1 to C3 and the traffic lights are in the state of departure route setting) (This can be seen by the fact that the train has moved from the platform to the next track section following its course) Create a timetable for stations B, C, and D in the up direction or C, B, and A stations in the down direction, and create an entry table 72 for each station. , departure table 71
Insert additional data according to the format shown in Figure 7.

The departure time for each station is determined by adding the standard running time between stations and the standard stopping time.

(d) Based on the logic described below, when the outbound line schedule of a train that is to turn around at A station is treated as a suspension, and the corresponding up line turnaround timetable starts at A station, a train at A station. When the next train departs by manual route control operation according to the schedule of the next train, the up-line schedule of the preceding train up to D station is canceled.

The departure table 71 and entry table 72 of the upbound stations B, C, and D of the relevant train are deleted.

Furthermore, the fact that the train departed according to the next train's schedule means that the next train's departure time + t (specific time)
The determination is made based on the result that the train departed from the departure number of the next train at the time within.

At Station B (a) If the train was scheduled to depart on the departure route B2L on the timetable but actually departed on the route B1L, the outbound schedule from Station B to Station A will be cancelled.

(b) If you were scheduled to depart on the departure route B1L on the timetable but departed on the route B2L, then from station B to A
Add down timetable to station.

(c) If the above phenomena (a) and (b) occur on two trains consecutively (the order of occurrence of (a) and (b) may be (b) → (a)), the above (i) ) and (b) diamond changes will be canceled and the original diamonds will be restored.

(d) The train entering the up line platform is B on the timetable.
If you planned to enter via the 1R route but actually entered via the B2R route, or vice versa (B
If the 2R is scheduled to take place on the B1R route, there will be no change to the timetable.

(E) If a train that is treated as an additional train based on the logic at stations C and D, which will be described later, turns around on the B1L and B2R routes, the timetables for upstream stations B, C, and D will be added.

(f) When the downbound schedule for turning back at B station is canceled due to the logic at stations C and D, which will be described later, when the corresponding upbound schedule at B station is moved to the first train, the train on the platform will be replaced by the next train at that time. After departing according to the schedule, cancel the current upbound schedule to stations B, C, and D.

At C Station (a) When the preceding train that was scheduled to enter the depot (hereinafter referred to as "departure") on the timetable actually departed on the C2R or C2L departure route without actually entering the depot, or when it left the depot even though it was not scheduled to leave the depot on the timetable. In this case, a timetable from C station to D station will be added on the up line.

On the outbound line, a timetable from C station to A station will be added.

(b) According to the timetable, the preceding train scheduled to leave the depot (hereinafter referred to as depot) did not leave the depot, and instead departed from C1.
When a train enters on route R or C1L, or when a train enters the parking lot even though it is not scheduled to enter the parking lot on the schedule, on the up line, the schedule for the first train at C station is canceled to station D, and the incoming train is transferred to the next train at that time. Transfer to diamond.

On the down line, change the starting train schedule from C station to A.
I canceled my reservation at the station and transferred the train that arrived to the next scheduled timetable.

(c) If there are consecutive arrivals and departures or departures on the outbound line, do not change the timetable.

(d) If there are consecutive arrivals and departures on the upstream side, the timetable will not be changed.

Using the above train tracking and timetable change logic, the effect of the timetable change by the logic unit 57 on the operation change example will be explained. Figures 10 and 11 show part of the operation diagram of trains operating on the route shown in Figure 9, where the solid lines show the so-called timetables, and the dotted lines show the actual load actually operated by the trains and the schedule of operation changes. .
The two-dot chain line shows the diagram changed according to the logic of ~.

The symbol attached to the diagram in the solid line section represents the name of the train that operates on that diagram.

Figure 10 shows an example of a change in operation in which a TA100 train stops running midway due to a vehicle failure and a replacement train is taken out of the depot to maintain the service schedule.

The logic unit 57 of the automatic route control device 1 controls the train route according to the timetable stored internally as described above, and also tracks the movement state of the train. Down from B station
It is detected that the TA100 train was supposed to depart on the route B2L on the timetable, but it departed along the route B1L, and according to the logical judgment in (a) above, the stored information of the TA100 train is removed from the entry table 72 of station A, and the register group is Temporarily save it to 59. TA100 train is B
When the train departs from the station, the preceding train at Station B is simply transferred to the next timetable (TA101) by updating the contents of the preceding train register 59a. TA101 train is on the schedule B
When it is detected that the train was supposed to depart on the route 1L, but it departed along the route B2L, it prepares to add a timetable to A station according to the logical judgment in (b) above, but the logical judgment in (c) above does not work. In the end, the timetable cancellation for the previous train (TA100) is canceled, and the information about the TA100 train at station A, which was temporarily stored in the register group 59, is returned to the original address in the admission table 72. By taking such measures, TA101 train will be A
At the station, you can get automatic route control that follows the TA100 train schedule.

After the TA101 train departs from Station B, automatic route control according to the timetable can be obtained for the TA102 and subsequent trains by updating the contents of the entry register 59b and the advance register 59a as described above. At A station
Since the TA101 train was transferred to the TA100 train timetable at B station as described above, departure control is performed using the TB100 train timetable, but even if the departure is inhibited by manual route control operation as shown in Figure 10, the above (a) to ( D)
Since none of the conditions are met, I will not change the diamond.

When the train departs, advance control at station A is unconditionally transferred to the next train schedule, so automatic route control can be obtained from train TB102. When it is detected that the advance train TB100 on the B station inbound line is scheduled to enter on the B1R course on the timetable but has entered on the B2R course, and that the train corresponding to TB101 has entered on the B1R course, the above-mentioned Due to the logical judgment in (d), the diamond will not be changed, so TB100,
The departure of TB101, the entry and departure of trains after TB102 will be controlled automatically according to the timetable.

If it is detected that a TB100 train enters the depot on the way up from C station and then a train leaves the depot, the timetable will not be changed based on the logical judgment in (c) above. Therefore, trains starting with TB101 can have automatic route control according to the timetable.

FIG. 11 shows an example of extending the operation at Station C and adding one round-trip temporary operation. C station starting train
When it is detected that the TB112 did not enter the warehouse and departed on the C2R departure route, the D station entrance timetable is added according to the logical judgment in (a) above, and the entrance table 72 shown in FIG. 12 is created. When the TB112 train approaches D station, the condition (c) above does not occur, so the TB112 train is identified as an additional train, and the train is guided to the vacant track (platform No. 1) according to the logical judgment in (b) above. . Thereafter, the movement of the train is tracked as follows and the timetable is changed. When it is detected that the train has departed on the D1L departure route at around 11:10, an additional train schedule TA112 is created as shown by the two-dot chain line in Figure 11 according to the logical judgment in (c) above, and the departure table 7 for each station is created.
1.Additional train schedule information to the admission table 72 on the 12th
Insert as shown. Therefore, other trains, including trains with additional trains, can also obtain automatic route control according to the timetable.

A second embodiment will be described below. Figure 13 shows the overall configuration. FIG. 13 shows a configuration in which the position of the course lever 22 provided on the manual course control console 2 is transmitted to the automatic course control device 1, in contrast to FIG. 1, and specifically, the course shown in FIG. Lever 41, 42
Relays corresponding to S ₁ , N ₁ , R ₁ , S ₂ , N ₂ , R ₂ , etc.
Separately connect the normally open contacts of ... from manual intervention priority device 3 to 1 each.
The contacts are passed to the automatic route control device 1 one by one. With such a configuration, the logic section 57 of the automatic course control device 1 always decodes the operation details of the course lever 22. Other than the above configuration in FIG. 13, the configuration and contents of each device are the same as in FIG. 1. The operation of controlling the train route according to the timetable is the same as that shown in FIGS. 1 to 8, so its explanation will be omitted, and the operation of the logic section when changing the train schedule, which is different from the above, will be described here. When a driving change is made by the manual route control console 2, the logic unit 57 of the automatic route control device 1 decodes the operational details of the driving lever 22 by the following logical judgment and The memory diamond is changed with the same effect as in the embodiment. As an example, the route shown in FIG. 9 will be adopted and explained with reference to FIGS. 2 to 13.

At A Station and D Station (a) Departure route levers from Platform 1 and Platform 2 (A1R and A2R at A Station, D1L and D2 at D Station)
L) is set to the S side (manual setting side) at the same time, and then the course lever on one side is returned to the N position (handled by automatic course control). , an additional train timetable is added to the terminal station (A or D station) in priority to the starting timetable at that time.

(b) If the departure course lever 2 is set to the R side (manual departure suppression or reset) at the same time, and then the course lever on one side is returned to the N position, the R
Cancels the starting train schedule departing from the track set on the side to the terminal station.

At B station (a) B1L's departure course lever is on the R side, and B2
The L lever is on the S side, and the B1L lever is on the N side.
When you return to the position, change the schedule for the first train that stops at B station to one that extends the train to A station.

(b) When the lever of B1L moves to the S side, the lever of B2L moves to the R side, and the lever of B2L returns to the N position, change the starting train schedule bound for A station to stop at B station.

At C Station (a) When the C2R lever moves to the R side, the C3R lever moves to the S side, and the C2R lever returns to the N position, change the starting train schedule bound for D Station to stop at C Station. .

(b) When the C2L lever moves to the R side, the C4R lever moves to the S side, and the C2L lever returns to the N position, change the starting train schedule bound for A Station to C Station stop.

(c) When the C1R lever moves to the R side, the C3L lever moves to the S side, and the C1R lever returns to the N position, an additional train schedule for D station will be added in priority to the earlier train schedule at that time. do.

(d) When the C1L lever moves to the R side, the C4L lever moves to the S side, and the C1L lever returns to the N position, an additional train schedule for A station will be added in priority to the preceding train schedule at that time. do.

When there is a lever operation other than ~ mentioned above, there is no diamond change. When the operation dispatcher understands the above schedule change logic and performs a manual course control operation for a driving change, when the driving change corresponds to the above ~, by mechanically handling the course lever operation of the ~ above, The automatic route control device 1 can reliably grasp the details of the driving change intended by the dispatcher and change the timetable.

The operation will be explained with respect to the operation change examples shown in FIGS. 10 and 11. In the example of FIG. 10, the same manual route change operation as in the first embodiment is performed, and the logic unit 57 performs the timetable change procedure in the same manner as in the first embodiment. In the example shown in FIG. 11, when the logic unit 57 detects that the departure course lever operation for train TB112 at C station matches the content of (a) above, it changes the schedule to extend the train to D station, and then changes the schedule to extend the train to D station. When it is detected that the departure route lever operation for the train matches the contents of (a) above, an additional train schedule TA112 bound for A station is created and added.

A third embodiment will be described below. Figure 14 shows the overall configuration. 14 is the same as the structure and contents of FIG. 13 except that a keyword device 8 is newly added to FIG. 13. FIG. 15 shows an example of the configuration of the keyword device 8. As shown in FIG. 81...8
Reference numeral 3 designates keyword buttons, which are provided correspondingly to each inbound and outbound line at each station, and their operation outputs are input to the automatic route control device 1. In other words, when a dispatcher changes the course of a train directly on the manual route control console 2 due to a timetable change, he presses the keyword button 81 if the change is to increase or extend the train, and presses the keyword button 81 if the change is to suspend or discontinue the train. Press 82,
If the diamond itself is not to be changed, the keyword button 83 is pressed. Further, 84 is a display lamp indicating that the automatic route control device 1 requests the dispatcher to press the keyword button, and is an auxiliary function to prevent the user from pressing the keyword button unnecessarily. 85 is a buzzer that sounds when the keyword input request display lamp 84 is lit.

Next, at the time of driving change, FIG. 2 shows how the logic unit 57 of the automatic route control device 1 continues automatic route control while changing its own timetable in response to the keyword information and the route change. ~1st
This will be explained with reference to FIG. 2 and FIGS. 14 to 15. Figure 9 shows the railway route system diagram that controls operation, the stations that control the route, the route name, and the direction of travel.

In this case, the course lever 22 is associated with the manual course control console 2 in a one-to-one relationship with the course shown in FIG. First, to describe the processing functions of the automatic route control device 1, in addition to the route control according to the timetable, the automatic route control device 1 also performs logical judgment on timetable changes, and performs the following processing as an example.

When the route control has been performed according to the schedule for each station, up line, and down line, when the operating position of the route lever 22 changes for the first time, the keyword device 8
A keyword input request display signal is output to the display lamp 84, and the display lamp 84 is turned on.

After that, if there is no input signal by operating the keyword buttons 81 to 83, the internally held diamonds will not be changed, and if the course is changed, it will remain as it was.
Route control is performed according to the timetable.

The same procedure as when an input is made by operating the keyword button 83 without changing the schedule is performed, but when exchanging vehicles on the C station inbound line in Figure 10, the warehousing route and the exit route are consecutive and the route lever 22 When a keyword is entered without changing the train schedule, or when no keyword is entered, it is assumed that the vehicle has been replaced, and the departing train is matched to the timetable of the incoming train.

A second or subsequent change in the operating position of the route lever 22 on the same line side at the same station is regarded as a change in operation according to the keyword input for the first time, and no keyword input request display signal is issued.

However, at a terminal turnaround station, if any route instructions are issued using the route lever 22 for a train that has arrived due to a train schedule change due to a train extension, a keyword input request display signal is unconditionally issued and the display lamp 84 lights up.

Even in a case where a keyword input request display signal is not issued, if an input is made by operating the keyword buttons 81 to 83, priority is given to the input signal from the keyword, and the timetable is changed accordingly.

When an input is made by operating the keyword button 81 for increasing trains or extending operation, a timetable from that station to the terminal station is created and added to the internally held timetable (departure table 71 and entry table 72 for each station in Figure 7 are shown). . Specific measures will be explained in the diagram change example.

Keyword button 82 for sports or driving termination
If an input is made through the operation, the internally held timetables from that station onwards will be cancelled.

When the course lever 22 returns to the (N) position, it is assumed that the manual intervention has ended, and the keyword input request display lamp 84 is turned off. Also, when an input is made by operating a keyword button, the display lamp 8
Erase 4.

The final decision whether to change or leave the internally held timetable as it is is made after confirming that the train has started working or moved as directed by the route lever 22.

Next, a specific example of a timetable change will be explained.

Figure 10 shows an example in which a TA100 train stops operating at Station B due to a vehicle failure, turns around and replaces the vehicle at Station C, and maintains the basic schedule.

TA101 trains operate between A and B stations using TA100 trains.
First, we will explain the case where the transfer is made to a train. Based on the above schedule change plan, the dispatcher will
After the TA100 train arrives at station B, change the course of the TA100 train by changing the course lever 22 corresponding to B1L to the (S) side. Then, automatic route control device 1
looks at the change in the course lever 22 corresponding to B1L and, based on the above-mentioned logical judgment, outputs a display signal to the keyword input request lamp 84 on the outbound line of B station, and lights up this lamp 84. At the same time, the dispatcher is awakened by the sound of the buzzer 85 and presses the keyword button 83 for not changing the timetable for the outbound line at B station.

Therefore, the timetable change program of the automatic route control device 1 resets the keyword input request display lamp 84 and the buzzer 85 by inputting this keyword, so that even if the route of the TA100 train is changed, the timetable for the station B and A is still the same. It does not change. after that
When the TA100 train departs from the platform on the route B1L, the contents of the starting register 59a going down from B station are shifted by one train, and entry control and departure control for the TA101 train schedule is performed.

Note that a description of changing the contents of the first register will be omitted hereafter.

In addition, the dispatcher will check the B1 train after the TA100 train departs.
Return the path lever 22 corresponding to L to (N). The explanation of why it is good to return the course lever 22 to (N) after changing the course in this way will be omitted hereafter.

Next, the dispatcher asked B2 after the TA101 train arrived at B station.
Set the path lever 22 corresponding to L to the (S) side. Regarding this course change, the dispatcher made the change without changing the original schedule, so the keyword button 81
-83 does not need to be pressed, so the automatic route control device 1's logic judgment for timetable change is the second route change, and since there is no operation input for the keyword button, the keyword for the previous timetable change is the same. judge that it is alive. As a result, the display signal of the keyword input display lamp 84 is not output. At A station, the keyword "not changing the timetable" is valid in response to the above route change, so
TA101 trains are automatically routed using the TA100 and TB100 timetables.

Next, route control for the TA100 and TA101 trains on the B station inbound line will be explained.

The dispatcher returned the broken-down TA100 train at B station.
For the time being, according to the driving plan to have the vehicle sent to the garage on the upbound train schedule TB100, turn the course lever 22 corresponding to B2R to the (S) side in order to put it on the upbound train schedule TB100, and take the failed vehicle to the upbound train platform.
Further, the automatic route control device 1 looks at the change in the route lever 22 corresponding to B2R and outputs a display signal to the keyword input request display lamp 84 on the B line upstream based on a logical judgment. In this case, the dispatcher does not want to change the timetable, so he presses the keyword button 83 without changing the timetable. Therefore, the timetable change logic of the automatic route control device 1 does not change the owned timetable at all even if the route is changed, as described above. When a train arrives at the platform, its departure route is automatically controlled according to the TB100 schedule. A on the TB100 diamond
The former TA101 train that departed from the station is automatically redirected to the TB101 timetable from station B onward, so the dispatcher must take the route lever 2 corresponding to B1R.
2 to enter station B. In this case, the diamond will not change, so do not press the keyword button. Therefore, the automatic route control device 1 makes a logical decision to change the schedule based on the fact that there is no input of the keyword button, and since this is the second route change, the previous keyword (not changing the schedule) is utilized and the schedule is not changed. Also, no keyword input request is issued.

Similarly to the above, the train that arrives at the B station inbound platform on the B1R route follows the TB101 timetable and is thereafter subjected to automatic route control. A broken car that arrived at C station on the TB100 schedule is parked in response to the dispatcher's course lever command corresponding to C3R. The automatic route control device 1 issues a keyword input request display signal for C station up. Then, the dispatcher will change the vehicle but will not change the original timetable, so he presses the keyword button 83 for not changing the timetable. Further, after entering the warehouse, the dispatcher causes the substitute vehicle to leave the warehouse by using a course lever command corresponding to C3L.
In this case, the dispatcher does not need to press the keyword button. Therefore, the automatic route control device 1's timetable change logic judgment is based on the fact that there is no keyword input,
Since this is the second course change, we will take advantage of the keyword of not changing the train schedule from the previous time, and based on the actual results that the train entered and left the train on the TB100 timetable, it will be considered as a vehicle change and the departing train will be changed to the TB100 timetable. to control the departure.

Next, another example of changing the timetable will be further explained.
Referring to FIG. 11, an example will be described in which the basic timetable of TB112 is extended at C station, then turned around at D station and then further operated to A station. First, after the TB112 train arrives at C station, the dispatcher issues a course extension command corresponding to C2R. Then automatic route control device 1
Since the command outputs the keyword input request display signal in the same manner as described above, the dispatcher presses the keyword button 81 for extension of operation upbound from C station. In addition, the automatic route control device 1 creates an entry schedule and a temporary departure schedule for station D after the train TB112 departs on the C2R route.
As shown in FIG. 12, it is inserted into the departure table 71 and entrance table 72 at station D.

However, at this point, the departure time of Station D for the additional train schedule is unknown, so it is left blank.

Even if the service is extended from C Station, the upbound schedule at C Station will not change. Therefore, the control of the automatic route control device 1 for going up from C station is shifted to the timetable of TB113. TB112
The train will be automatically guided to Platform 1 at D Station according to the extended timetable. Next, the person who extended the driving
For train TB112, the dispatcher called D1L at 11:10.
Suppose that an additional departure command for turning back is issued using the course lever 22 corresponding to . Then, the automatic route control device 1 issues a keyword input request display signal for the D station because the route lever is handled for the first time at the D station. Since the dispatcher is issuing a route instruction to add a temporary timetable to A station, he presses the additional keyword button 81 for D station.

Therefore, the automatic route control device 1 makes the logical decision to change the timetable by creating an additional train schedule shown by the two-dot chain line in FIG. 11 from this keyword and the actual number of trains departing on the route D1L, As shown in the example, data for the additional train is inserted into the departure table 71 and entry table 72 for each station A, B, and C.

The departure time for each station is determined by adding the standard travel time between stations and stop time based on the 11:10am departure from D station.

The entrance number line for each station is determined based on the standard number line handling method for each station, based on the departure from D station and bound for A station, and is stored in each table.

In addition, the contents of the advance register 59a and entry register 59b at each station are between TA111 and TA113.
Since the timetable of TA112 has been added, the timetable change logic judgment is modified so that control can be performed in this order.

Therefore, since the dispatcher plans to run the additional train to station A, he only needs to issue the route command and keyword button operation when leaving station D, and the automatic route control device 1 will then control the route.

However, if it is desired to terminate the operation at C Station, the dispatcher will have the additional train arrive at the outbound platform of C Station and then enter the train using the course lever corresponding to C4R. At that time, the automatic route control device issues a keyword input request display signal, so the dispatcher presses the keyword button 82 for aborting the outbound operation at C station, and the departure table 7 for additional trains after C station (B station, A station)
1. The admission table 72 is erased by the timetable change logic judgment.

A fourth example will be described below. The overall configuration is the same as the third embodiment shown in FIG.
In place of the keyword device 8, an inquiry response device 9 (hereinafter referred to as response device) as shown in FIG. 16 is provided.

FIG. 16 shows an example of the configuration of the response device 9. As shown in FIG. In Fig. 16, 91 is a lamp that displays suggestions from the automatic route control device 1, and displays either timetable addition (increase in service or extension of service) or timetable cancellation (suspension or discontinuation of service) for each inbound and outbound line at each station. It is something. 92 is an approval button that is pressed when the display on the lamp 91 indicates that the course has been changed due to manual intervention and corresponds to the content of the suggestion display;
3 is a reject button which is pressed when the display on the lamp 91 indicates that the course change due to manual intervention does not correspond to the contents of the suggestion display. The logic unit 57 of the automatic route control device 1 performs automatic route control according to the timetable as in the first to third embodiments, and also inputs the content of manual route control from the manual route control console 2 and the information from the response device 9. The response signal makes the following logical decision to change the train schedule, and changes the train operation schedule held internally.

When the departure course lever for extending the driving is set, a lamp 91 is turned on by outputting a proposal to add a timetable to the response device 9. If a response is input using the approval button 92, the timetable from the station to the terminal station will be extended and added. When no input is made using the reject button 93 or when no response is input, the timetable is not changed.

When the departure course lever for which the operation is to be terminated is set, a lamp 91 is turned on by outputting a proposal to cancel the timetable to the response device 9. In response to this, if a response is input using the approval button 92, the timetable from that station to that point will be cancelled. When no input is made using the reject button 93 or no response is input, the timetable is not changed.

When the exit route is set by manual route operation, a proposal for adding a train schedule is made, and once approval is input, an additional train schedule is added to the terminal station, giving priority to the starting train schedule at that station. If there is a refusal or no response, the schedule will not be changed.

When a train is treated as an increase in trains or an extension of its operation based on the logical judgment described above, when the departure route is set by manual route control operation at the terminal turnaround station, a proposal for adding a timetable is made, and once approval is input, the train is transferred from the terminal station to another terminal. The timetable to the station is added in priority to the earlier train schedule at that time. If there is a refusal or no response, the schedule will not be changed.

When the departure route lever is set to the R side at the terminal station, a proposal is made to cancel the schedule for the preceding train, and when approval is input, the current scheduled schedule up to the terminal station is canceled. If there is a refusal or no response, the schedule will not be changed.

In the case of the proposal ~ above, when the result is that the timetable is not changed, even if it is detected that manual route control operations have been performed continuously at the same station after that, the system does not make a proposal just once,
And the diamond will not change.

Next, the effect of the timetable change of the logic unit 57 will be explained with respect to an example of proposal and approval corresponding to a change in the course lever 22. Referring to FIG. 10, an example will be described in which a TA100 train stops operating at station B due to a vehicle failure, turns around and replaces the vehicle at station C, and maintains service on the basic timetable. Currently, if the TA100 train is to transfer the portion of the train that cannot operate between A station and B station to the TA101 train, the dispatcher must first change the route after the TA100 train arrives at B station based on the proposed timetable change. B1
Set the path lever 2 corresponding to L to the (S) side. Then, since the TA100 train, which should be on the B2L route on the timetable, was manually changed to the B1L route, the automatic route control device 1 uses the above logical judgment to inform the response device 9 of the cancellation of the outbound train schedule (so-called operation cancellation) at B station. A proposal command is issued, and the response device 9 displays a lamp to that effect. In response to this display, the dispatcher
Since the diamonds for TA100 and TA101 will be transferred, press the button to reject this proposal. When the automatic route control device 1 receives the rejection signal, the automatic route control device 1 stores the timetable between B station and A station as being transferred to another remaining train. After the TA100 train departs from the platform on the route B1L, the contents of the starting register 59a are shifted by one train to control the departure of the TA101 train. In this case, the entrance and departure schedules for Station A remain as per the basic schedule. Also, when the TA100 train departs on route B1L, the dispatcher returns the route lever corresponding to route B1L to the (N) position. In addition,
A description of returning the course lever to the (N) position will be omitted hereafter.

Next, when the TA101 train arrives at station B, the dispatcher sets the course lever corresponding to course B2L to the (S) side. Then, the automatic route control device 1 moves to B1 on the diagram.
Based on the memory that the route of L was changed to B2L, and that B2L was changed to B1L when it was a TA100 train, it is assumed that the departure timetables of the TA100 and TA101 trains have been changed, and no proposal can be made based on the above logical judgment. Also, there will be no change to the departure schedule for Station A. Therefore, at station A
The TA101 train will be transferred to the TA100 timetable.
Since the TA101 train is subject to route control on the TB100 timetable at A station, the dispatcher will inhibit the departure of the train in order to put it on the TB101 timetable at B station. Based on the above logical judgment, the automatic route control device 1 cancels the timetable for the TB100 train. Outputs suggestions. Since the timetable is not canceled in terms of the driving plan, when the dispatcher presses the reject button 93, the automatic route control device 1 does not change the timetable according to the above-mentioned logical judgment.

Next, the dispatcher sets the course lever corresponding to the course B2R at B station to the (S) side in order to have the TA100 train turn around on the TB100 schedule. When the automatic route control device 1 detects that the TB100 train should have entered on the B1R route on the schedule but has been changed to the B2R exit route, the automatic route control device 1 uses the above logical judgment to tell the response device 9 that the train starting from station B is TB100. The dispatcher issues a proposal to add more trains to the train before the 100 train schedule, but the dispatcher rejects this proposal because he wants the TA100 train to depart on the TB100 train schedule.
When the automatic route control device 1 receives the rejection signal,
After the train returning to the station arrives at the platform, the departure is controlled using the TB100 schedule. Also, when the train that was at TA101 approaches station B on the down line, the dispatcher changes the course lever corresponding to course B1R to the (S) side. Then, based on the above logical judgment, the automatic route control device 1
It is determined that since the entrance timetable for TB100 and TB101 to Station B has been changed, the approaching train will be controlled to depart using the TB101 timetable.

Therefore, at this time, we do not make any proposals and use the TB101 timetable to control the departure. When an approaching train enters on a route corresponding to route B1R set by manual intervention, the contents of the entry register 59b are shifted by one train.
Transferred to TB102's diamond. When the train TB100 arrives at C station, the dispatcher moves the course lever corresponding to course C3R to the (S) side and has it enter the warehouse. in this case,
Since the automatic route control device 1 issues a proposal command to cancel the timetable (so-called suspension of operation), the dispatcher presses a reject button.

Next, after the dispatcher completes parking, the dispatcher will direct the replacement vehicle to exit route C.
Take the 3L with the lever and take it out of the garage. The automatic route control device 1 does not make any suggestions based on the above judgment and does not change the timetable, so the automatic route control device 1 does not change the train that has left the depot.
The departure is controlled using the TB100 diamond, and the diamond held internally is not changed.

If a driving change is made in this way (driving transfer and vehicle exchange), the automatic route control device can follow the driving change without changing the internal timetable, and then continue automatic route control according to the timetable. can do.

Next, the case where internally held diamonds are actually changed will be explained. Referring to FIG. 11, an example will be described in which the basic timetable of TB112 is extended at C station, turned around at D station, and then continues to A station. First, after train TB112 arrives at C station, the dispatcher sets the course lever corresponding to course C2R to the (S) side. The automatic route control device 1 issues a proposal command for adding to the C station inbound timetable (so-called operation extension). The dispatcher changed course with the intention of prolonging the operation, so he approved this proposal. Then, based on this approval, the automatic route control device 1 creates an entry timetable and a temporary departure timetable for D station, and inserts them into the departure table 71 and entrance table 72 for D station as shown in FIG. However, at this point, the departure order at Station D of the additional train schedule is unknown, so the departure time is left blank. When the TB112 train arrives at D station under the control of the automatic route control device 1 and the TA111 train departs, the automatic route control device 1 converts the contents of the advance register 59a of the D station into the departure table of the TA113 train in FIG. Address (i+2) and control the departure of train TA113. In this case, the departure order of the TA112 train that arrived after extending its operation is unknown at this point, so it is controlled according to the departure order on the timetable.

Next, the dispatcher responded to TA112's additional trains at 11:00.
When attempting to depart at 10 minutes by setting the course lever corresponding to course D1L to the (S) side, the automatic course control device 1 confirms with the dispatcher whether the arriving TA112 train will be operated in an additional number of times. Therefore, based on the above-mentioned logical judgment, a proposal order is issued to add a timetable to the inbound section of D station (so-called increased frequency operation). The dispatcher approves the action as it was done to increase the number of shots fired. Based on this approval, the automatic route control device 1 creates an additional train schedule for A station as shown by the two-dot chain line in FIG. The data is inserted as additional data as shown in FIG. Also, the departure time is 11 from D station.
The standard required time between stations and stop times are added based on 10 minutes, calculated for each station, and stored in each departure table. Since train TA112 is the first train at D station, i+2 is changed to i+1 in Figure 12. The additional trains of TA112 will automatically receive route control and operate to Station A.

Although the effects of timetable changes for some operation changes have been explained above in the first to fourth embodiments, they can also be applied to other operation changes or routes, and the same effects can be achieved by combining the embodiments. Demonstrate. Therefore, if the operation control device of this embodiment controls the operation of a train, the following effects will be achieved.

(a) Emergency route changes can be made directly, and the operation control system interprets the details of the actual operation change based on train movements and route change operations, and automatically changes the timetable, eliminating the need for manual intervention. After that, automatic route control for a group of trains can be obtained immediately without any special operations.

(b) In the first embodiment, the above-mentioned effect can be achieved only by a direct course change operation, and there are no restrictions on the course change.

(c) In the second embodiment, the dispatcher's intention to change operation can be directly transmitted to the operation control device by simply adding a simple course lever operation to the direct course change operation. You can change the schedule more reliably and quickly. Therefore, the above-mentioned effect is more greatly exhibited.

(d) In the third embodiment, in addition to the direct route change operation, the keyword button for the timetable change item corresponding to the operation change is pressed only when necessary (it is unclear even if the operation control device decodes the details of the operation change). The same effect as in the second embodiment can be achieved with just one touch operation.

(e) In the fourth embodiment, only when an inquiry is received from the operation control device after a direct course change operation (only when the operation control device decodes the details of the operation change but is unclear) ) The same effect as in the second embodiment can be achieved with just one touch operation.

(f) As explained in the above-mentioned functions and effects, this embodiment mainly focuses on tracking the movement status of the train group and the operation details of the course levers and deciphering the details of the timetable change. Compared to the equipment, the operations required by the dispatcher to change the schedule are significantly reduced. In addition to the embodiments described above, the structure shown in FIGS. 17 to 18 can also be implemented, and the same effect will be obtained. FIG. 17 shows a decentralized configuration in contrast to the configurations of the first to fourth embodiments (so-called centralized control type configurations), and shows an automatic route control device 1 and a manual intervention priority device 3 located at the station side B.
1 to B2. FIG. 18 is characterized in that an automatic route control device 1, a manual route control console 2, a manual intervention priority device 3, etc. are independently arranged locally in each station.

Each of the above-mentioned constituent devices has the same content as explained in the previous embodiment, so the same devices are denoted by the same reference numerals.

As described above, according to the present invention, there is provided a traffic control device that can perform both emergency route changes mainly based on manual route control operations and automatic timetable changes, and can maintain the continuity of automatic route control. can.

[Brief explanation of drawings]

Figure 1 is a block diagram showing the overall configuration of an embodiment of the present invention, Figure 2 is a mock system diagram showing a part of the configuration of a manual route control console in the same embodiment, and Figure 3 is shown in Figure 2. Explanatory diagram of the function of the path lever, Figures 4 a to d
1 is a wiring diagram showing an example of the circuit configuration of the manual intervention priority device in the same embodiment, FIG. 5 is a block diagram showing the configuration of the automatic route control device in the same embodiment, and FIGS. 6 to 12 show the operation of the same embodiment. Fig. 6 is a route map, Fig. 7 is a diagram showing an example of the configuration of a departure table and an entrance table, Fig. 8 is a flowchart showing route control according to the timetable, and Fig. Figure 9 is a route map, Figures 10 and 11 are diagrams showing train operation diagrams, Figure 12 is a diagram showing an example of the configuration of departure tables and entry tables, Figure 1
3 and 14 are overall configuration diagrams respectively showing other embodiments of the present invention, FIG. 15 is an explanatory diagram of the configuration of the keyword device in FIG. 14, and FIG.
FIGS. 17 and 18 are diagrams illustrating the configuration of a response device used in place of the keyword device shown in the figure, and are overall configuration diagrams respectively showing further different embodiments of the present invention. 1... automatic route control device, 2... manual route control console, 3... manual intervention priority device, 4... operation display board, 5... central transmission device, 6... station transmission device, 7
...Interlocking device, 8...Keyword device, 9...Response device, 22...Route lever, 56...Clock device,
57...Logic section, 58...Storage device, 59...Control register group, 59a...First register, 59b
...Admission register, 71 ...Departure table, 72
... Entrance table, 81-83 ... Keyword button, 84 ... Keyword input display lamp, 85
...Buzzer, 91...Inquiry display lamp, 92...
...Approve button, 93...Reject button.

Claims (1)

[Scope of Claims] 1. An automatic route control device which has a storage device storing a train schedule therein and controls train operation based on the train schedule, and a train route control device using the automatic route control device. a manual route control console that directly controls the entry route and departure route of the train by operating a plurality of route levers provided in accordance with the track configuration of the control station; When the train route is directly controlled by the route control console, the route and position information of the train transmitted from the field device is read, and from this route and position information, the actual movement status of the train and the movement of the corresponding train on the timetable are determined. The operation system is characterized by having a function of tracking the difference between the train schedule and the train schedule, determining the contents of the schedule change, and changing the corresponding train schedule stored in the storage device to a schedule that matches the actual movement of the train. Control device. 2. An automatic route control device that has an internal storage device that stores train schedules and controls the operation of trains based on this train schedule, and a control station that gives priority to train route control by this automatic route control device. The manual route control console is equipped with a manual route control console that directly controls the train's entry route and departure route by operating a plurality of route levers provided in accordance with the configuration, and the manual route control console allows the train route control operation contents to be adjusted to the automatic route. The automatic route control device has a function of transmitting the operation details of the train's entry route and departure route from the manual route control console, and reads the operation details to determine the details of the train's route change. An operation control device characterized by having a function of making a determination and changing the corresponding train schedule stored in the storage device to a train schedule corresponding to the content of the route change.