JPH0246428B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling the course of a vehicle running on a track, and more particularly to a method for controlling the course of a vehicle that can prevent the occurrence of deadlock.

Conventionally, the course control of vehicles on tracks in stations, steel works, etc. has been performed by interlocking devices that receive current status information from track circuits, points, traffic lights, and the like.

For example, as shown in Fig. 1, suppose that trains TR ₁ and TR ₂ proceed in the directions of the arrows from the left and right sides of intersection Q. If, in response to a control request from train TR ₁ , signal S ₁ is already green, If it is, the interlock device will disallow a request to control signal S ₂ to allow train TR ₂ to proceed. Furthermore, when train TR ₁ passes through signal S ₁ and comes to the position shown in Figure 2, signal S ₁ immediately turns red when the train passes, but the other signal S ₂ indicates that train TR ₁ has passed point P. It turns blue only after it passes. The interlocking device thus has the function of preventing train collisions and derailments by linking signals or between signals and switches.

FIG. 3 is an overall configuration diagram of a conventional vehicle route control system including the above-mentioned interlocking device, in which reference numeral 1 indicates an operation panel, 2 indicates an interlocking device, 3 indicates a track circuit, 4 indicates a point, and 5 indicates a traffic light. The track circuit 3 outputs a signal 3S indicating whether or not a train exists in each section on the appropriately divided rail, and the point 4 indicates whether each point located at the branching point of the rail is in the left or right direction. It outputs a signal 4S to indicate whether it is facing the
The traffic light 5 outputs a signal 5S indicating whether each traffic light placed at important points on the rail is red or green. These signals 3S to 5S are given to the operation panel 1 via the interlocking device 2 as a status display signal 2S.

When a control request 1S to turn a certain traffic light green is issued from the operation panel 1, the interlocking device 2 changes the signals 3S to 3S.
Based on the current status information indicated by 5S, it is determined whether or not the traffic light control request can be accepted. If it is not acceptable, reject the request, if it is acceptable, request points C ₁
is issued to turn the point corresponding to the traffic light in a predetermined direction. It also interlocks the above point and other traffic lights related to it, and then turns the corresponding traffic light green via signal request _C2 . The interlocking device 2 includes the above-mentioned track circuit, points,
In addition to current status information from traffic lights, it manages internal status information indicating whether each point is interlocked or not and whether a control request has been issued to each traffic light. Hereinafter, this information will be collectively referred to as process status.

However, although it is possible to prevent train collisions and derailments due to course conflicts with the conventional route control system based on the above-mentioned interlocking device, it is possible to prevent two or more trains from interfering with each other on a single track. It is not possible to prevent the occurrence of so-called "deadlock", where the machine becomes stuck and becomes unable to move.

For example, as shown in Fig. 4, trains TR ₁ and TR ₂ are about to proceed in the directions of the arrows, and now, immediately after the signal S ₂ turns green in accordance with the control request from train TR ₁ , the train Assume that TR ₂ issues a request to control traffic light S ₁₁ . Signal S ₂ controls train progress in the section starting from R ₁ and ending at R ₆ .
On the other hand, signal _S11 controls the train's progress in the section starting from _R8 and ending at _R5 . In this case, as is clear from the figure, the paths controlled by traffic lights S ₂ and S ₁₁ do not intersect with each other, and one point is not used in different directions, so the conventional The interlocking device accepts the signal control request from train TR ₂ and turns signal S ₁₁ green. As a result, when train TR ₁ turns back from location R ₆ and attempts to proceed in the direction of location R ₄ , the other train
TR ₂ obstructs the train at location _R5 , and both trains find themselves in a deadlock situation. In this case, the combination of signals S ₂ and S ₁₁ does not always lead to deadlock, and the combination of signals S 2 and S ₁₁
It should be noted that if one side of TR ₂ goes straight without turning around, deadlock will not occur.

SUMMARY OF THE INVENTION The present invention aims to solve the above-mentioned problems of the conventional vehicle path control system and to provide a new control system that can prevent the occurrence of deadlock.

In order to achieve this objective, the present invention prepares a table showing the scheduled route for each vehicle within the control area, and when a traffic signal control request for the vehicle's progress occurs, the vehicle and other vehicles under route control are The above control is performed after determining whether a predetermined relationship exists between these position data by using the above table to find the position data of each start point and end point of the section in which the vehicle will proceed according to the next traffic light control request. It is characterized by being able to respond to requests.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 5 is an overall configuration diagram of a control system for implementing the present invention. The difference from the conventional system explained in FIG. 3 is that a deadlock determination device 10 including memory devices 11 and 12 is interposed between the operation panel 1 and the interlocking device 2. In this case, the operation panel 1 may be a central command center. When a traffic light control request 1S' is received from the operation panel 1, the deadlock determination device 10 refers to the information stored in the memories 11 and 12 and determines the presence or absence of a predetermined deadlock generation condition through program processing, and according to the determination result. It is constituted by a data processing device that generates a display signal 10S and a control output _C0 to the interlocking device 2.

The memory device 11 stores a route table TB in which the scheduled route for each vehicle within the control area is expressed as a row of traffic lights to pass, as shown in FIG. 6, for example.
Remember 1. On the other hand, the memory 12 includes, for example, the seventh
As shown in the figure, a route-location conversion table TB2 indicating the starting point 20A and ending point 20B of the control section of each traffic light is stored. The deadlock determination device 10 uses these two
In addition to the type table, there is also a register RG as shown in Figure 8 for knowing the current position of each vehicle under control.
It is equipped with

In table TB1 shown in FIG. 6, as an example, the scheduled routes of trains TR ₁ and TR ₂ are S ₂ −S ₉ −S ₅ , S ₁₁ −
It is stored as S ₇ −S ₁₀ . This route corresponds to the order of the signals that request control when the two trains TR ₁ and TR ₂ illustrated in FIG. 4 move in the directions of the arrows. Moreover, when each traffic light is converted into a "location" column in table TB2 of FIG. 7, it becomes R ₁ -R ₆ -R ₅ -R ₄ and R ₈ -R ₅ -R ₆ -R ₇ , respectively.
These columns correspond to the train passing positions shown in FIG. 4, and include the turning points R ₅ and R ₆ of both trains. The contents of the current position register RG in Fig. 8 correspond to the horizontal axis of the planned route table TB1,
This example shows a state in which train TR ₂ issues the first signal control request while train TR ₁ is controlling the first signal S ₂ .

Next, a program executed by the deadlock determination device 10 in response to the control request 1S' from the operation panel 1 will be explained with reference to FIG.

When a control request 1S' is issued from the operation panel 1 by specifying train N ₀ and a signal, routine 40 is first executed, and each vehicle under control schedules the next control request by referring to register RG and table TB1. Search for traffic lights that are In the example of FIGS. 6 and 8, train TR ₁ is currently controlling signal S ₂ , so the signal S ₉ is searched by routine 40.
In the next routine 42, assuming that the current request for the vehicle commanded from the operation panel has been approved, a traffic light to which this vehicle is scheduled to request control next time is searched. Now, if a request is made to control signal _S11 for new train _TR2 , the signal _S7 is searched by routine 42.

In routine 44, the conversion table TB2 is referred to for the traffic lights found in the above-described search routine, the start and end points of the next scheduled control section for all vehicles to be controlled are determined, and these are converted into a transition matrix.
The transition matrix is a binary pool matrix expressed by the general formula I = (i _kl ), and in the present invention, when the section between the starting point k and the ending point l corresponds to the control scheduled section, the term i _kl is set to "1", If it does not correspond to the scheduled control section, i _kl is set to "0". In the example, the section R ₆ to _{R 5} of the traffic light S ₉
Since the section R ₅ to _{R 6} of and S ₇ is the next control scheduled section, the terms i _(6,5) and i _(5,6) are "1" and the others are "0". This can be expressed in a diagram as shown in FIG. 11, with the locations R ₁ to _{R 8} taken as the vertical and horizontal axes, respectively.

In the next routine 46, a power product I ^P of the above transition determinant ( ) is created in order to detect whether deadlock has occurred. As a result of this calculation, if any of the diagonal terms (i ^P _kk ) becomes "1", it can be seen that a closed loop has occurred in the control scheduled section and a deadlock condition has occurred. That is, when a power product is calculated using the matrix shown in FIG. 11, the diagonal terms of each of R ₅ and R ₆ become "1" as shown in FIG. 12. This means that when the phenomenon occurs, locations _R5 and _R6 become the starting point for one of the control sections of traffic lights _S7 and _S9 , and the ending point for the other, as shown in Figure 13, and the direction of vehicle movement is closed loop. It means to constitute. In addition, when there are three or more traffic lights to be controlled, a closed loop may be formed between the three locations R _l , R _n , and _Ro as shown in Figure 14, causing deadlock. is also the diagonal term of the transition matrix (i ^P _ll ),
When (i ^P _nn ) and (i ^P _oo ) become "1", the existence of a closed loop can be known.

A determination routine 48 determines whether a deadlock has occurred based on the calculation result of the routine 46, and if there is no deadlock, the process proceeds to a routine 50, updates the position register RG regarding the train TR ₂ , and indicates that this train is controlling the signal S ₁₁ . Remember something, interlocking device 2
Control command to turn traffic light S ₁₁ green for C ₀
Output. If a deadlock has occurred, the routine proceeds to routine 52 and outputs a signal 10S indicating that the control request to traffic light _S11 cannot be granted.

FIG. 10 shows the transition matrix calculation routine described above.
A program showing more detailed calculation means for 44 and 46.
Showing a flowchart. Of these, steps 60~
67 corresponds to the routine 44 that sets an example transition row, and steps 70 to 76 correspond to the routine 46 that calculates the product of transition matrices.

To set the transition matrix, use N rows and N columns (however,
Prepare a memory area of N=number of locations. In the first step 60, a variable k indicating a row is set to an initial value of 0. At step 61, the above variable k is incremented, and the variable l indicating the column is set to an initial value of 0.
, and the variable l is incremented at step 62. In step 63, it is determined whether the term i _kl corresponds to the next scheduled control section, that is, whether the location R _k −R _l corresponds to one of the next control sections retrieved from the conversion table TB2. If it is determined, the process advances to step 64 and i _kl is set to "1"; if not, the process advances to step 65 and i _kl is set to "0". When this is completed, it is determined in step 66 whether the variable l matches N, and if they do not match, the process returns to step 62. In other words, by repeating steps 62 to 66, "1" is added to each item in the first row.
Alternatively, a value of "0" is set. When the values for the terms in the first row and Nth column have been set, the process proceeds to step 67, where it is determined whether the variable k indicating the row matches N, and if they do not match, the process returns to step 61. When k=N is established and step 67 is completed, values are set for all terms of the transition matrix, and the matrix shown in FIG. 11 is completed.

For the product operation of transition matrices, N
Two memory areas X and Y with rows and N columns are prepared. First, in step 70, the contents of the matrix are set in work area X, and the calculation count counter CT is set to an initial value of 1.
The contents of are saved in area Y, and the value of counter CT is incremented. In step 72, the product of the two matrices and X is calculated, and the result of the calculation is stored in area X. In area X, the value I×I ^CT-1 =I ^CT is found.
The product in this case is, in terms of matrix element x _kl ,
As shown in step 72, it becomes the logical sum of logical products. Here, if x ^CT _kl is "1", there exists a chain of CT scheduled control sections from location R _k to R _l , and X = I ^CT 's diagonal term x ^CT _kk (1≦k≦ If even one item in N) is "1", the deadlock condition is satisfied. Therefore, in step 73, the above deadlock condition is determined, and if the condition is met, the step is executed.
The program proceeds to step 76, sets the determination flag DL to "1", and ends this routine. If the deadlock condition is not satisfied, the process advances to step 74 for determining the number of repetitions. The number of times to exponentiate the transition matrix is I ^CT (=
X) is equal to I ^CT-1 (=Y) or CT=N-
It is sufficient to do this until it reaches 1. This is because when the former condition is met, I ^CT = I ^CT+1 = I ^CT+2 =..., and further calculations become meaningless. The latter condition is derived from the fact that there cannot be a chain with the number of locations N or more. In step 74, the above two conditions are judged, and if the conditions are not met, the process returns to step 71, and if the conditions are met, the process proceeds to step 75, where the judgment flag DL is set to "0".
Exit this routine.

As described above, there is a first table TB1 that represents the scheduled route for each vehicle as a row of traffic lights, and a second table that shows the start and end points of the control section for each traffic light.
Prepare TB2, store the current position of each vehicle under route control in a format that can correspond to the first table above, and when a traffic signal control request for vehicle movement occurs, this vehicle and other vehicles under route control will be Searching the first table for traffic lights to which the vehicle will next request control, searching the second table for position data corresponding to these traffic lights, and determining whether a predetermined relationship exists between the position data. By determining this, it becomes possible to prevent deadlock.

As a modification of the above embodiment, for example, as shown in FIG. 15, a table TB may be used which is represented by a column of position data corresponding to the start and end points of traffic lights that each vehicle passes through on its planned route. In this case as well, the current position of each vehicle under route control is stored in a format that can correspond to the planned route on the table. That is, the current position of the vehicle to be stored is not the actual position of the traveling vehicle detected by the track circuit, but data indicating the end point of the controlled section of the controlled traffic signal. For example, in Figure 4, the train located at location _R1
When a pair control request from TR ₁ to traffic light S ₂ is accepted, a value "2" indicating the column R ₆ in FIG. 15 is stored as the position of TR ₁ . By doing this, when a control request for signal S ₁₁ is generated from train TR ₂ at location R ₈ , the train TR ₁ being controlled will proceed in the section R ₆ to _{R 5} with the next signal control request. Section where train TR ₂ will proceed at the next signal control request
You can directly search R ₆ to R ₅ from the table TB above,
Using the same calculation method as in the above embodiment, it is possible to determine whether a predetermined relationship serving as a deadlock condition exists between these position data.

As explained above, according to the vehicle path control method of the present invention, the vehicle collision caused by the conventional interlocking device,
In addition to the derailment prevention function, a function to prevent the occurrence of deadlock can be added. The occurrence of deadlock does not pose a direct threat to train passengers or crew members, but once it occurs, complex operations that would not be carried out during normal times, such as dangerous reverse driving or changing route plans, are required to resolve the problem. accompanied by. These must be dealt with by the prompt judgment of station staff, and there is a possibility that a chain reaction of danger may occur due to an error in judgment. Therefore, the effect of the present invention in preventing deadlock is extremely large.

[Brief explanation of the drawing]

Figs. 1 and 2 are diagrams for explaining the operation of the interlocking device, Fig. 3 is a block diagram of a conventional vehicle route control system mainly using the interlocking device, and Fig. 4 is an explanatory diagram for the occurrence of deadlock. , FIG. 5 is a block diagram showing one embodiment of a course control system implementing the present invention, and FIGS. Figures 9 and 10 are diagrams showing an example of the configuration of the first table, the second table, and the current position register.
The figure is a flowchart of the program executed in the deadlock determination device, Figures 11 and 12 are supplementary explanatory diagrams of the transition determinant calculated by the above program, and Figures 13 and 14 are diagrams of the deadlock occurrence conditions, respectively. The explanatory diagram, FIG. 15, is a diagram showing a modification of the table used for detecting deadlock occurrence conditions in the present invention. In FIG. 5, 1 is an operation panel, 2 is an interlocking device,
3 is the track circuit, 4 is the point, 5 is the traffic light, 10
11 is a deadlock determination device, 11 is a memory device that stores the first table, and 12 is a memory that stores the second table.

Claims (1)

[Scope of Claims] 1. In a route control method for vehicles traveling on a track with traffic lights installed at important points, a table showing a scheduled route for each vehicle and the current position of each vehicle during route control is provided on the above schedule. storage means for storing in a format that can correspond to the route, the storage means for storing a section in which a vehicle that has issued a traffic light control request for vehicle movement and other vehicles that are undergoing route control proceed in accordance with a traffic light that has issued the next control request; The present invention is characterized in that the positional data of each starting point and ending point is obtained using the table, and the control request is responded to after determining whether or not a predetermined relationship exists between these positional data. Vehicle route control system. 2. The route control system according to item 1, wherein the table includes a column of position data corresponding to the start point and end point of each control section of a traffic light through which each vehicle passes on the scheduled route for each vehicle. 3. The table is characterized by comprising a first table that stores a scheduled route for each vehicle represented by a row of traffic lights to be passed, and a second table that stores a start point and an end point of a control section for each of the traffic lights. The route control method according to item 1. 4 The responding process determines whether or not there are at least two pieces of position data, each of which corresponds to a start point and an end point and are in a chain relationship with each other, in the position data obtained from the table, and if there is, , the route control method according to claim 1, further comprising processing for performing a control operation so as not to permit the traffic light control request.