JP2017177982A

JP2017177982A - Integral interlocking device

Info

Publication number: JP2017177982A
Application number: JP2016066532A
Authority: JP
Inventors: 伸一古川; Shinichi Furukawa; 明彦武藤; Akihiko Muto; 寿則阿久根; Toshinori Akune
Original assignee: Daido Signal Co Ltd
Current assignee: Daido Signal Co Ltd
Priority date: 2016-03-29
Filing date: 2016-03-29
Publication date: 2017-10-05

Abstract

PROBLEM TO BE SOLVED: To realize an integral interlocking device capable of flexibly coping with abnormality in a partial station even when dispersively processing interlocking logic of respective stations and concentratively processing the interlocking logic between stations.SOLUTION: Interlocking terminal stations 6, 6, 6, etc. of respective stations A, B, C, etc. are provided with respective station individual interlocking logic processing means 11, and blocking-up logic processing means 12 between adjacent stations (A-B, B-C, etc.) for processing blocking-up logic on a plurality of single track section with respective sections, is provided in a central interlocking station 10. Blocking-up logic processing means 13 between near stations (A-C, etc.) with an intermediate station and a both-side single track section as one section, virtual track circuit logic processing means 14 between the adjacent stations (A-B, B-C, etc.), virtual track circuit logic processing means 15 between the near stations (A-C, etc.) and adjacent station near station switching means 16 for properly using adjacent station means (12, 14) and near station means (13, 15) in response to the existence of abnormality, are provided in the central interlocking station 10, and train on-rail state grasping and the blocking-up logic on single track sections (A6RT, B6RT, C6RT, etc.) in an object track section are processed with respective sections (A6RT, extension A6RT, B6RT, extension B6RT, C6RT, etc.).SELECTED DRAWING: Figure 1

Description

この発明は、鉄道の路線における列車の進路を安全に確保するための連動装置に関し、詳しくは、各駅の連動論理を分散処理しつつも複数の駅に亘る連動論理を集中処理する統合連動装置に関する。 More particularly, the present invention relates to an integrated interlocking device that centrally processes interlocking logic over a plurality of stations while distributing the interlocking logic of each station in a distributed manner. .

大駅や複数の小駅に設置される分散型の電子連動装置であって、何れも現場に設置されて処理を分担する複数の連動処理装置と、それらに対する制御情報を分配する窓口処理装置とを備えたものがある（例えば特許文献１参照）。
一方、連動駅間の中間を含め線区全体を一つの連動駅として捉え、単線区間において隣接する連動駅の競合する出発信号機相互間を排他制御（定位鎖錠）することにより、単線区間の連動駅間の閉そくを構成（閉そくを確保・鎖錠，閉そく状態を確立）する集中連動装置や統合連動装置が開発されている（例えば非特許文献１，特許文献２参照）。
この連動装置は、複数の駅に亘る連動論理を集中して処理することの利点を活用して、単線区間の閉そくを構成する手段として、競合する出発信号機間に連動装置の基本機能である排他制御（定位鎖錠）を適用することにより、単線区間における方向回線と運転方向論理と両駅における運転取扱いとを不要にしたものである。 A distributed electronic interlocking device installed at a large station or a plurality of small stations, all of which are installed in the field and share processing, and a counter processing device that distributes control information for them (For example, refer to Patent Document 1).
On the other hand, the whole line section including the middle between interlocking stations is considered as one interlocking station, and the interlocking of the departure traffic signals competing adjacent interlocking stations in the single line section is controlled exclusively (position locking), the interlocking of the single line section A central interlocking device and an integrated interlocking device have been developed that constitute a block between stations (ensuring blockage / locking, establishing a blockage state) (see, for example, Non-Patent Document 1 and Patent Document 2).
This interlocking device uses the advantage of centralized processing of interlocking logic across multiple stations, and as a means to configure blockage of single-track sections, it is an exclusive function that is a basic function of the interlocking device between competing departure traffic lights By applying the control (stereoscopic lock), the direction line in the single line section, the driving direction logic, and the driving handling at both stations are made unnecessary.

特開平０４−２７４９６４号公報JP 04-274964 A 特許第４６６４００９号公報Japanese Patent No. 4666409 特願２０１４−２３９０６７号［出願］Japanese Patent Application No. 2014-239067 [Application]

大同技報「ＤＡＩＤＯ７０号」第２〜５頁、大同信号株式会社１９９０年１１月発行Daido Technical Bulletin “DAIDO 70”, pages 2-5, Daido Signal Co., Ltd. issued in November 1990

しかしながら、上述した連動装置のうち分散型の連動装置では（例えば特許文献１参照）、複数の駅に亘る連動論理に関し、表示制御盤から与えられた制御情報の処理については窓口処理装置が一括して分配するようになっていたが、分担境界の現場装置に係る制御情報の処理については、隣り合う連動処理装置同士が直に指令等を遣り取りするようになっており（例えば特許文献１の段落００１２における図３の連動処理装置２６，２７による指令送受に係る説明を参照）、それについてまで統合的に処理するようにはなっていなかった。そのため、一部の連動処理装置の故障時には、該当装置のみの改修にて済ませることができるのであるが、その裏返しとして、該当装置の改修が済むまでは、該当区間の閉そくが構成（確保）できず、関連区間や線区全体までも列車運行を支障するおそれがある。 However, among the above-described interlocking devices, a distributed interlocking device (see, for example, Patent Document 1) relates to interlocking logic over a plurality of stations, and the window processing device collectively handles the control information given from the display control panel. However, with regard to the processing of the control information related to the field device at the sharing boundary, adjacent interlocking processing devices exchange commands and the like directly (for example, paragraphs of Patent Document 1). In FIG. 3, the description relating to the command transmission / reception by the interlocking processing devices 26 and 27 in FIG. 3) is not integrated. For this reason, when some of the interlocking processing devices fail, it can be completed by refurbishing only the corresponding device. On the flip side, until the device is repaired, the corresponding section can be closed (secured). In addition, there is a risk that the train operation may be hindered even to related sections and the entire line section.

また、上述した連動装置のうち線区全体を一つの連動駅として捉える連動装置では（例えば非特許文献１，特許文献２参照）、線区全体を一つの連動駅として捉えることの裏返しとして、各連動駅とその中間の配置が、具体的には隣駅（隣の駅，次の駅）が、一義的に決まり、固定化されており、線区内のある駅に設置された現場装置が異常になると、閉そくが構成（確保）できず線区全体の運行を支障するおそれがある。そして、そのような不具合を回避して稼働性を高めるべく、冗長構成を採ろうとすると、複数駅の連動論理を集中して簡素化した利点が損なわれるため、適用範囲の拡大が難しい。 Moreover, in the interlocking device which catches the whole line section as one interlocking station among the interlocking devices mentioned above (for example, refer nonpatent literature 1 and patent documents 2), as the flip side of catching the whole line section as one interlocking station, Interlocking stations and the arrangement between them, specifically the next station (next station, next station) is uniquely determined and fixed, and there is a field device installed at a station in the line area. If it becomes abnormal, the closure may not be configured (secured) and may hinder the operation of the entire line. And if it is going to take a redundant structure in order to avoid such a malfunction and to improve operability, the advantage which concentrated by simplifying the interlock logic of a plurality of stations will be lost, and it is difficult to expand the application range.

そして、複数の駅に亘る連動論理を集中処理しても一部の駅での異常に柔軟に対処できる新たな統合連動装置が案出されたが（特許文献３参照）、この段階では、集中処理への対策が念頭にあったことから、この新たな統合連動装置については、分散構成への適用が排除される訳ではないが、分散構成に適用するときの具体的な態様が明確ではなかった。そのため、方向回線等が不要になるという集中方式の利点と、故障時に該当装置のみの改修で済むという分散方式の利点とを両立させることができる具体的態様、すなわち集中と分散との適切な中庸化に適う構成を明確にすることが求められる。
そこで、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に柔軟に対処できる統合連動装置を実現することが課題となる。 A new integrated interlocking device has been devised that can flexibly cope with abnormalities at some stations even if the interlocking logic over a plurality of stations is centrally processed (see Patent Document 3). Since the measures for processing were taken into consideration, application of the new integrated interlocking device to the distributed configuration is not excluded, but the specific mode when applied to the distributed configuration is not clear. It was. Therefore, a specific mode that can achieve both the advantage of the centralized system that eliminates the need for direction lines and the advantage of the distributed system in which only the corresponding device can be repaired in the event of a failure, that is, an appropriate neutralization between centralization and distribution. It is necessary to clarify the structure suitable for the development.
Therefore, it is a problem to realize an integrated interlocking device that can flexibly cope with abnormalities in some stations even if the interlocking logic of each station is distributedly processed and the interlocking logic over a plurality of stations is centrally processed.

本発明の統合連動装置は（解決手段１）、このような課題を解決するために創案されたものであり、
鉄道の線区内の各駅に設けられて設置先駅の現場装置に係る連動処理を担う複数の連動端末局と、これらの連動端末局と伝送回線で接続されて各連動端末局へ制御情報を送信する中央連動局とを備えた統合連動装置において、前記中央連動局が、前記の複数の連動端末局から現場装置の状態情報を取得して前記線区内の駅間の単線区間に係る閉そく論理を処理するとともに、前記線区内の複数の単線区間に係る閉そく論理を各区間毎に処理するようになっていることを特徴とする。 The integrated interlocking device of the present invention (Solution 1) was created to solve such a problem,
A plurality of linked terminal stations that are installed at each station in the railway line zone and are responsible for linked processing related to the on-site equipment at the installation station, and are connected to these linked terminal stations via transmission lines and control information is sent to each linked terminal station. In an integrated interlocking device comprising a central interlocking station for transmitting, the central interlocking station obtains status information of field devices from the plurality of interlocking terminal stations, and blocks the single line section between stations in the line section. In addition to processing logic, block logic related to a plurality of single line sections in the line section is processed for each section.

また、本発明の統合連動装置は（解決手段２）、上記解決手段１の統合連動装置であって、
前記単線区間のうち中間駅を挟んで隣り合うものに係る閉そく論理を処理するに際し、前記中間駅の現場装置と前記中間駅に係る前記連動端末局とのうち何れか一方または双方に異常が検知されたときには前記中間駅とその両側の単線区間とを一つの単線区間として取り扱うようになっていることを特徴とする。
ここで、異常の検知は、異常を知らせる通知の受信や正常な交信の途絶などで自動的に行うようにしても良く、運転取扱い者による表示制御盤からの設定入力など人手に依存して行うようにしても良いが、両者の協動で行うようにするのが実用的である。 Further, the integrated interlocking device of the present invention (solving means 2) is the integrated interlocking device of the above-described solving means 1,
When processing the closing logic related to the one-line section adjacent to the intermediate station, an abnormality is detected in one or both of the field device of the intermediate station and the interlocking terminal station of the intermediate station. In this case, the intermediate station and the single line sections on both sides thereof are handled as one single line section.
Here, the abnormality detection may be performed automatically upon reception of a notification to notify the abnormality or disruption of normal communication, etc., and is performed depending on manpower such as setting input from the display control panel by the operator. However, it is practical to do it with the cooperation of both parties.

さらに、本発明の統合連動装置は（解決手段３）、上記解決手段１，２の統合連動装置であって、
前記単線区間に係る閉そく論理の処理に際して前記単線区間への列車進入については、前記出発駅の出発信号機の外方（手前）の軌道回路が列車在線状態から列車非在線状態になった後に前記出発信号機の内方（先方）に設けられた第１軌道回路と第２軌道回路との双方が列車在線状態になったことで、前記単線区間に列車が進入したと判定し、
前記単線区間に係る閉そく論理の処理に際して前記単線区間からの列車進出については、前記到着駅における前記単線区間側の場内信号機の外方（手前）の軌道回路が列車非在線状態から列車在線状態になった後に前記場内信号機の内方（先方）の軌道回路が列車在線状態になり更にそれから前記場内信号機の外方（手前）の前記軌道回路が列車非在線状態になったことで、前記単線区間から列車が進出したと判定するようになっている
ことを特徴とする。 Furthermore, the integrated interlocking device of the present invention (Solution means 3) is an integrated interlocking device of the above-mentioned solving means 1 and 2,
Regarding the train approach to the single line section in the processing of the block logic related to the single line section, the departure after the track circuit outside (front) of the departure signal of the departure station changes from the train existing line state to the train non existing line state. With both the first track circuit and the second track circuit provided on the inner side (the front side) of the traffic light being in the train standing state, it is determined that the train has entered the single line section,
In the process of closing logic related to the single line section, for the train advance from the single line section, the track circuit outside (in front) of the signal on the side of the single line section at the arrival station changes from the train non-existing line state to the train existing line state. The track circuit on the inside (the front side) of the traffic signal in the field is in a train existing line state after that, and then the track circuit on the outside (in front) of the signal in the field is in a train non-line state, so that the single line section From this point, it is judged that the train has advanced.

また、本発明の統合連動装置は（解決手段４）、上記解決手段１〜３の統合連動装置であって、
前記単線区間のうちその両側の駅には軌道回路が設けられているが駅間には軌道回路が設けられていない特殊自動閉そく区間に対応させた論理処理上の仮想軌道回路を（二値論理のフラグや多値論理のデータ等で）具備していて、前記特殊自動閉そく区間の一端側の出発駅からの列車進出を以て前記仮想軌道回路への列車進入を認定して前記仮想軌道回路の状態を列車在線状態にするとともに、前記特殊自動閉そく区間の他端側の到着駅への列車進入を以て前記仮想軌道回路からの列車進出を認定して前記仮想軌道回路の状態を列車非在線状態にするようになっており、更に、前記特殊自動閉そく区間に係る閉そく論理を処理するに際して、前記特殊自動閉そく区間の両側の駅における前記特殊自動閉そく区間側の競合する出発信号機について前記仮想軌道回路を到着点とする使用（すなわち競合する出発信号機の到着点が共に仮想軌道回路となっており、この到着点である仮想軌道回路をどちらの出発信号機が先（時間的に早く）に使用するか否か）を排他条件とすることにより、閉そく論理を処理するようになっていることを特徴とする。 Further, the integrated interlocking device of the present invention (solving means 4) is the integrated interlocking device of the above-described solving means 1-3,
A virtual track circuit on the logical processing corresponding to a special automatic block section in which a track circuit is provided at the stations on both sides of the single track section but no track circuit is provided between the stations (binary logic). State of the virtual track circuit by authorizing the train approach to the virtual track circuit by advancing the train from the departure station on one end side of the special automatic block section) Is set to be in a train-on-line state, and train entry from the virtual track circuit is authorized by entering the train to the arrival station on the other end side of the special automatic block section, and the state of the virtual track circuit is set to a train non-track state. Further, when processing the closing logic related to the special automatic closing section, the competing departure traffic signals on the special automatic closing section side at the stations on both sides of the special automatic closing section are described. Use of the virtual trajectory circuit as an arrival point (that is, the arrival points of competing departure signals are both virtual trajectory circuits, and which departure traffic signal precedes the virtual trajectory circuit that is the arrival point) It is characterized in that the closing logic is processed by setting an exclusive condition as to whether or not to use it.

また、本発明の統合連動装置は（解決手段５）、上記解決手段４の統合連動装置であって、
前記特殊自動閉そく区間が複数存在していることに対応して各区間毎に前記仮想軌道回路を具備するとともに、前記特殊自動閉そく区間のうち中間駅を挟んで隣り合う二つの単線区間である続き区間が存在していることに対応して前記続き区間に係る論理処理上の仮想軌道回路も具備していて、前記中間駅の現場装置と前記中間駅に係る前記連動端末局とのうち何れか一方または双方に異常が検知されたときには、前記続き区間に属する複数の特殊自動閉そく区間それぞれに係る区間毎の前記仮想軌道回路の状態設定と閉そく論理の処理とに代えて又はそれに優先して、前記続き区間に係る前記仮想軌道回路の状態設定と前記続き区間および前記中間駅を一区間とする閉そく論理の処理とを行うようになっていることを特徴とする。
ここでも、異常の検知は、異常を知らせる通知の受信や正常な交信の途絶などで自動的に行うようにしても良く、運転取扱い者による設定入力など人手に依存して行うようにしても良いが、両者の協動で行うようにするのが実用的である。 Further, the integrated interlocking device of the present invention (solving means 5) is the integrated interlocking device of the above-described solving means 4,
Corresponding to the fact that there are a plurality of the special automatic block sections, the virtual track circuit is provided for each section, and two of the special automatic block sections that are adjacent to each other with an intermediate station between them. Corresponding to the existence of a section, a virtual track circuit in logical processing related to the subsequent section is also provided, and either one of the field device of the intermediate station and the interlocking terminal station related to the intermediate station When an abnormality is detected in one or both, instead of or in preference to the virtual track circuit state setting and block logic processing for each section related to each of the plurality of special automatic block sections belonging to the continuing section, It is characterized in that state setting of the virtual track circuit relating to the continuing section and processing of closing logic with the continuing section and the intermediate station as one section are performed.
Again, abnormality detection may be performed automatically upon receipt of a notification to notify the abnormality, disruption of normal communication, etc., or may be performed depending on manpower such as setting input by a driver. However, it is practical to do it with the cooperation of both parties.

このような本発明の統合連動装置にあっては（解決手段１）、各駅毎の連動処理を連動端末局に分担させる分散処理の手法を踏襲しながらも、中央連動局には、制御情報の分配にとどまらず、各連動端末局から現場装置の状態情報を取得して線区内の駅間の単線区間に係る閉そく論理をも処理させるようにしたことにより、分担境界の現場装置に係る制御情報の処理が中央連動局によって統合的に処理されるため、隣り合う連動処理装置同士が直に指令等を遣り取りする必要が無くなるので、連動端末局の独立性が高まり、一部の連動端末局に故障等の障害が生じてもその影響が直に他の連動端末局までに及ぶことは無くなる。 In such an integrated interlocking device of the present invention (Solution means 1), while following the distributed processing method of sharing the interlocking processing for each station to the interlocking terminal station, the central interlocking station has the control information In addition to distribution, the status information of field devices from each linked terminal station is acquired, and the block logic related to the single line section between stations in the line section is also processed, so that control related to the field devices at the sharing boundary is performed. Since information processing is processed in an integrated manner by the central interlocking station, there is no need to exchange commands directly between adjacent interlocking processing units. This increases the independence of the interlocking terminal stations, and some interlocking terminal stations Even if a failure such as a failure occurs, the effect does not directly reach other linked terminal stations.

しかも、中央連動局が、複数の駅に亘る連動論理を集中処理する際に、単線区間が複数存在している場合には単線区間に係る閉そく論理を各区間毎に処理するようにしたことにより、何れかの単線区間に係る駅で現場装置や連動端末局に異常が生じたとき、該当する単線区間に係る閉そく論理について手当すれば足りることが多くなるので、全区間や多数の区間に及ぶ広範な手当を要することは滅多に起こらなくなる。
したがって、この発明によれば、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に柔軟に対処できる統合連動装置を実現することができる。 Moreover, when the central interlocking station centrally processes the interlocking logic across multiple stations, if there are multiple single line sections, the block logic related to the single line section is processed for each section. When there is an abnormality in a field device or an interlocking terminal station at a station related to any single track section, it is often sufficient to deal with the closing logic related to the corresponding single track section, so it covers all sections or many sections. Extensive allowances rarely occur.
Therefore, according to the present invention, it is possible to realize an integrated interlocking device capable of flexibly dealing with abnormalities at some stations even if the interlocking logic of each station is distributed and the interlocking logic over a plurality of stations is centrally processed. it can.

また、本発明の統合連動装置にあっては（解決手段２）、正常な単線区間に係る閉そく論理は上述のように各区間毎に処理することを前提にしたうえで、中間駅の現場装置や連動端末局に異常が生じたときには、その中間駅とその両側の単線区間とを恰も一つの単線区間の如く一纏めにして、それに係る閉そく論理を処理するようにしたことにより、その部分だけ区間割りが粗くなって排他制御単位（定位鎖錠の対象区間）の緻密さが縮退するため列車運行に遅延が発生するといったことは起こりうるが、線区全体の列車運行管理は止まることなく維持されるとともに安全も確保される。
したがって、この発明によれば、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に自動で柔軟に対処できる統合連動装置を実現することができる。 Moreover, in the integrated interlocking device of the present invention (Solution means 2), it is assumed that the block logic related to a normal single line section is processed for each section as described above, and then the field device of the intermediate station. When an abnormality occurs in the linked terminal station, the intermediate station and the single-line sections on both sides of the intermediate station are grouped together as one single-line section, and the corresponding block logic is processed so that only that section is processed. Although it is possible that the train operation will be delayed due to the fact that the percentage of the exclusive control unit (target section of the stereotactic lock) is reduced and the train operation is delayed, the train operation management of the entire line area is maintained without stopping. As well as safety.
Therefore, according to the present invention, an integrated interlocking device capable of automatically and flexibly dealing with abnormalities at some stations even if the interlocking logic of each station is distributedly processed and the interlocking logic over a plurality of stations is centrally processed. be able to.

さらに、本発明の統合連動装置にあっては（解決手段３）、単線区間に係る閉そく論理を処理するに際して、構成（確保・鎖錠・確立）後の解錠（解除）に必要な単線区間への列車進入および列車進出の判定基準を具体化したことにより、列車運行管理が厳格化されて、安全性が向上する。
したがって、この発明によれば、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に柔軟に対処できるうえ安全な統合連動装置を実現することができる。 Further, in the integrated interlocking device of the present invention (Solution means 3), when processing the blocking logic related to the single line section, the single line section necessary for the unlocking (release) after the configuration (secure / lock / establish) By embodying the judgment criteria for train entry and train entry into the train, train operation management is tightened and safety is improved.
Therefore, according to the present invention, it is possible to distribute the linkage logic of each station in a distributed manner, and to flexibly deal with abnormalities at some stations even when the linkage logic over a plurality of stations is centrally processed, and to realize a safe integrated linkage device. can do.

また、本発明の統合連動装置にあっては（解決手段４）、特殊自動閉そく区間に対応させて論理処理上の仮想軌道回路（軌道回路の状態を模擬する論理情報）を具備したうえで、列車進行状況に合わせて仮想軌道回路の状態を遷移させるとともに、それを参照して閉そく論理を処理するようにしたことにより、公知の特殊自動閉そく式より簡便なやはり公知の自動閉そく式と同様な方式で、閉そく論理を処理することができるため、閉そく論理に係る異常対処手当て等も簡便に行えることとなる。
したがって、この発明によれば、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に柔軟かつ簡便に対処できる統合連動装置を実現することができる。 In addition, in the integrated interlocking device of the present invention (solution 4), a virtual trajectory circuit (logical information that simulates the state of the trajectory circuit) on logical processing is provided in correspondence with the special automatic block section, By changing the state of the virtual track circuit according to the train progress status and processing the closing logic with reference to it, it is similar to the known automatic closing method, which is simpler than the known special automatic closing method. Since the block logic can be processed by this method, it is possible to easily perform an abnormality handling treatment related to the block logic.
Therefore, according to the present invention, it is possible to realize an integrated interlocking device that can flexibly and easily cope with abnormalities in some stations even if the interlocking logic of each station is distributed and the interlocking logic over a plurality of stations is centrally processed. be able to.

また、本発明の統合連動装置にあっては（解決手段５）、正常な特殊自動閉そく区間に係る閉そく論理は仮想軌道回路を参照して各区間毎に処理することを前提にしたうえで、中間駅の現場装置や連動端末局に異常が生じたときには、その中間駅とその両側の特殊自動閉そく区間とを恰も一つの単線区間の如く一纏めにして、それに係る閉そく論理も仮想軌道回路を参照して処理するようにしたことにより、その部分だけ区間割りが粗くなって排他制御単位（定位鎖錠の対象区間）の緻密さが縮退するため列車遅延等が発生することはあるが、線区全体の列車運行管理は止まることなく維持されるとともに安全も確保される。
したがって、この発明によれば、各駅の連動論理を分散処理するとともに複数の駅に亘る連動論理を集中処理しても一部の駅での異常に自動で柔軟かつ簡便に対処できる統合連動装置を実現することができる。 In the integrated interlocking device of the present invention (solution 5), it is assumed that the closing logic related to the normal special automatic closing section is processed for each section with reference to the virtual trajectory circuit. When an abnormality occurs in an intermediate station field device or a linked terminal station, the intermediate station and the special automatic block sections on both sides of the intermediate station are grouped together as a single line section, and the block logic related to the virtual track circuit is also referenced. As a result, the section division becomes coarse for that part, and the preciseness of the exclusive control unit (target section of the stereotactic lock) may be reduced. Overall train operation management is maintained without stopping and safety is ensured.
Therefore, according to the present invention, there is provided an integrated interlocking device that can automatically and flexibly and easily cope with abnormalities at some stations even if the interlocking logic of each station is distributed and the interlocking logic over a plurality of stations is centrally processed. Can be realized.

本発明の統合連動装置の実施例１について、統合連動装置を含んだ列車運行管理システムの概要ブロック図である。It is a general | schematic block diagram of the train operation management system containing the integrated interlocking apparatus about Example 1 of the integrated interlocking apparatus of this invention. 例示路線の連動図を示し、（ａ）がＡ駅〜Ｄ駅の概要図、（ｂ）がＡ駅の部分の連動図、（ｃ）がＢ駅の部分の連動図、（ｄ）がＣ駅の部分の連動図、（ｅ）がＤ駅の部分の連動図である。Fig. 4 shows the linkage diagram of the example route, (a) is a schematic diagram of A station to D station, (b) is a linkage diagram of the portion of A station, (c) is a linkage diagram of the portion of B station, (d) is C The interlocking diagram of the station part, (e) is the interlocking diagram of the D station part. 例示路線の仮想軌道回路の定義データ構成例を示し、（ａ）が隣駅間の仮想軌道回路の定義データ、（ｂ）が近駅間の仮想軌道回路の定義データである。The example of a definition data structure of the virtual track circuit of an example route is shown, (a) is the definition data of the virtual track circuit between adjacent stations, (b) is the definition data of the virtual track circuit between near stations. 例示路線の連動表の一部抜粋を示し、（ａ）がＡ駅に係るもの、（ｂ）がＢ駅に係るものである。The partial excerpt of the interlocking table of the example route is shown, (a) relates to A station, (b) relates to B station. 例示路線の連動表の一部抜粋を示し、（ａ）がＣ駅に係るもの、（ｂ）がＤ駅に係るものである。The partial excerpt of the interlocking table of the example route is shown, (a) relates to station C, (b) relates to station D. 実施例１の統合連動装置の動作例を示すフローチャートである。3 is a flowchart illustrating an operation example of the integrated interlocking device according to the first embodiment. 隣駅間の論理処理に係る詳細フローチャートである。It is a detailed flowchart which concerns on the logic process between adjacent stations. 近駅間の論理処理に係る詳細フローチャートである。It is a detailed flowchart which concerns on the logic process between near stations.

このような本発明の統合連動装置について、これを実施するための具体的な形態を、以下の実施例１により説明する。
図１〜図８に示した実施例１は、上述した解決手段１〜５（出願当初の請求項１〜５）を総て具現化したものである。
なお、それらの図示に際しては、簡明化等のため、詳細な回路などの図示は割愛し、ブロック図や記号図を多用して、発明の説明に必要なものや関連するものを中心に図示した。 A specific mode for carrying out such an integrated interlocking device of the present invention will be described with reference to Example 1 below.
The first embodiment shown in FIGS. 1 to 8 embodies all the above-described solving means 1 to 5 (claims 1 to 5 at the beginning of the application).
In the illustration, for the sake of simplification and the like, illustration of detailed circuits and the like is omitted, and block diagrams and symbol diagrams are frequently used to mainly illustrate what is necessary or related to the explanation of the invention. .

本発明の統合連動装置の実施例１について、その具体的な構成を、図面を引用して説明する。統合連動装置［４，６…６，１０］は中央連動局１０と伝送路４と複数の連動端末局６，…，６とからなり、図１は、その統合連動装置［４，６…６，１０］を含んだ列車運行管理システムの概要ブロック図である。図２は、（ａ）がＡ駅〜Ｄ駅を含んだ例示路線の概要図、（ｂ）がＡ駅の部分の連動図２１、（ｃ）がＢ駅の部分の連動図２２、（ｄ）がＣ駅の部分の連動図２３、（ｅ）がＤ駅の部分の連動図２４である。なお、そのうちＣ駅部分連動図２３では、図面サイズの都合上、右端部分を折り返して表示した。 A specific configuration of the integrated interlocking apparatus according to the first embodiment of the present invention will be described with reference to the drawings. The integrated interlocking device [4, 6,..., 10] includes a central interlocking station 10, a transmission path 4, and a plurality of interlocking terminal stations 6,. , 10] is a schematic block diagram of a train operation management system. 2A is a schematic diagram of an exemplary route including A station to D station, FIG. 2B is an interlocking diagram 21 of a portion of A station, FIG. 2C is an interlocking diagram 22 of a portion of B station, FIG. ) Is the interlocking diagram 23 of the portion of the C station, and FIG. Of these, in FIG. 23 linked to the C station portion, the right end portion is folded and displayed for convenience of drawing size.

また、図３（ａ）は、例示路線の隣駅間Ａ駅〜Ｂ駅の仮想軌道回路の定義データ３１と隣駅間Ｂ駅〜Ｃ駅の仮想軌道回路の定義データ３２と隣駅間Ｃ駅〜Ｄ駅の仮想軌道回路の定義データ３３であり、図３（ｂ）は、例示路線の近駅間Ａ駅〜Ｃ駅の仮想軌道回路の定義データ３４と近駅間Ｂ駅〜Ｄ駅の仮想軌道回路の定義データ３５である。
さらに、図４（ａ）は、例示路線のＡ駅部分の連動表４１であり、図４（ｂ）は、例示路線のＢ駅部分の連動表４５であり、図５（ａ）は、例示路線のＣ駅部分の連動表５１であり、図５（ｂ）は、例示路線のＤ駅部分の連動表５５である。 Also, FIG. 3A shows the virtual track circuit definition data 31 between the adjacent stations A to B on the exemplary route, the virtual track circuit definition data 32 between the adjacent stations B to C, and the adjacent station C. The virtual track circuit definition data 33 from the station to the D station is shown in FIG. 3B, and the virtual track circuit definition data 34 between the near station A to the C station on the example route and the B station to the D station between the close stations Is the definition data 35 of the virtual track circuit.
Further, FIG. 4A is an interlocking table 41 of the A station portion of the exemplary route, FIG. 4B is an interlocking table 45 of the B station portion of the exemplary route, and FIG. It is the interlocking | linkage table 51 of the C station part of a route, and FIG.5 (b) is the interlocking | linkage table 55 of the D station part of an example route.

例示の列車運行管理システムは（図１参照）、処理対象になっている鉄道の線区の列車運行情報や列車ダイヤに基づき線区に属する複数の駅（連動駅）Ａ，Ｂ，…の各信号機の設定トリガーを後述する中央連動局１０に出力する自動進路制御装置（ＰＲＣ）２と、線区の各駅の信号機や，転てつ機，軌道回路といった各現場装置から得た現場情報を表示するとともに運転取扱い者が各信号機の設定トリガー入力や現場装置の異常設定・回復入力を行うとそれらを中央連動局１０に出力する表示制御盤３と、処理対象になっている鉄道の線区に属する複数の駅（連動駅）Ａ，Ｂ，…に係る連動論理を処理する統合連動装置［４，６…６，１０］とを具備したものである。 The example train operation management system (see FIG. 1) includes a plurality of stations (interlocking stations) A, B,... Belonging to the line area based on the train operation information and train schedule of the line area being processed. Displays the on-site information obtained from each on-site equipment such as the automatic route control device (PRC) 2 that outputs the setting trigger of the traffic light to the central interlocking station 10 described later, and the traffic light at each station in the line area, the switch, and the track circuit. At the same time, when the operator handles the setting trigger input of each traffic light and the abnormality setting / recovery input of the field device, the display control panel 3 outputs them to the central interlocking station 10 and the railway line to be processed. Are provided with integrated interlocking devices [4, 6,..., 10] that process interlocking logic relating to a plurality of stations (interlocking stations) A, B,.

最後の統合連動装置［４，６…６，１０］は、複数の駅（連動駅）Ａ，Ｂ，…に係る連動論理のうち複数の駅に亘る連動論理を集中処理する中央連動局１０と、各駅Ａ，Ｂ，…毎に分散して設けられており夫々が設置先駅の現場装置に係る連動論理を個別に処理する複数の連動端末局６，６，…と、それらの間で指令や情報の電文を確実に送受信するのを支える伝送路４とを具備している。中央連動局１０は表示制御盤３等と同様に管理センタ等に設置され、連動端末局６は駅装置と同様に駅舎内等に設置されることが多いが、単線の駅や複線でも小駅では連動処理が小規模で足りるので、連動端末局６は駅装置のハードウェアに連動制御用ソフトウェアを追加して一体化した駅装置兼用物となっている。 The last integrated interlocking device [4, 6,..., 10] includes a central interlocking station 10 that centrally processes interlocking logic over a plurality of stations among interlocking logics related to a plurality of stations (interlocking stations) A, B,. , Distributed to each station A, B,..., Each of which handles a plurality of interlocking terminal stations 6, 6,. And a transmission line 4 that supports the reliable transmission and reception of information messages. The central interlocking station 10 is installed in a management center or the like as with the display control panel 3 or the like, and the interlocking terminal station 6 is often installed in a station building or the like as with the station apparatus. Then, since the interlocking process is small, the interlocking terminal station 6 is a station device combined with the station device hardware by adding the interlock control software.

この統合連動装置［４，６…６，１０］のうち連動端末局６や中央連動局１０は、鉄道設備なので、フェールセーフな構成のものとなっている。
伝送路４は、個別専用品でも良いが、図示しないＣＴＣ用の駅ループ等が利用可能であれば、それを流用したものでも良く、旧設備から用いられているメタルケーブルを転用した低速のものでも良い。 Among the integrated interlocking devices [4, 6,..., 10], the interlocking terminal station 6 and the central interlocking station 10 are railway facilities and have a fail-safe configuration.
The transmission line 4 may be an individual dedicated product, but if a CTC station loop (not shown) or the like is available, it may be diverted, or it may be a low-speed one using a metal cable used from an old facility. But it ’s okay.

連動端末局６は、設置先駅の構内の信号機や，転てつ機，軌道回路などの各現場装置と専用の又は共用の信号線等を介して接続されていて、信号機や，転てつ機，軌道回路などの各現場装置から状態情報を収集する機能や、上位の中央連動局１０更には自動進路制御装置２や表示制御盤３と連携しながら信号機や転てつ機などの各現場装置の動作を制御する制御出力機能、緊急時に単独で働く緊急停止信号制御機能および緊急てっ査鎖錠機能などを発揮するようになっている。緊急停止信号制御機能と緊急てっ査鎖錠機能は、一台の連動端末局６に対して両機能同時に具備させても良く時期をずらして具備させても良く、複数台の連動端末局６に対して同時に具備させても良く時期をずらして具備させても良いが、図示の連動端末局６は総て両機能を具備している。 The interlocking terminal station 6 is connected to each field device such as a traffic signal on the premises of the station where the station is installed, a switch, a track circuit, etc. via a dedicated or shared signal line. A function for collecting status information from each field device such as an aircraft, a track circuit, etc., and each field such as a traffic light and a switchboard in cooperation with the host central interlocking station 10 and the automatic route controller 2 and the display control panel 3 A control output function that controls the operation of the device, an emergency stop signal control function that works independently in an emergency, and an emergency lock function are exhibited. The emergency stop signal control function and the emergency lock and lock function may be provided for one interlocking terminal station 6 at the same time or at different times. However, the interlocking terminal station 6 shown in the figure has both functions.

緊急停止信号制御機能を具備した連動端末局６は、この連動端末局６が設置されている駅に設けられている非常停止ボタン（緊急停止用操作部材）が操作されると、その操作情報が連動端末局６に送られてくるので、その操作情報の入力に基づいて非常停止ボタンの操作を検知することができ、その検知がなされると、その操作情報を伝送路４経由で中央連動局１０に送信するとともに、連動端末局６が設置されている駅の信号機（少なくも操作された非常停止ボタンが設置されているホームに列車が進来する場内信号機や該ホームから出発する出発信号機など）に停止信号を現示させるようになっている。 When the interlocking terminal station 6 equipped with the emergency stop signal control function operates an emergency stop button (emergency stop operation member) provided at a station where the interlocking terminal station 6 is installed, the operation information is displayed. Since it is sent to the interlocking terminal station 6, it is possible to detect the operation of the emergency stop button based on the input of the operation information. When the operation is detected, the operation information is transmitted via the transmission line 4 to the central interlocking station. 10 and a traffic signal at a station where the interlocking terminal station 6 is installed (such as an on-site traffic signal where a train travels to a platform where an emergency stop button operated at least is installed, a departure traffic signal departing from the platform, etc. ) To display a stop signal.

緊急てっ査鎖錠機能を具備した連動端末局６は、この連動端末局６が設置されている駅において、停車・留置させた車両が、逸走して、転てつ機を含む軌道回路に侵入すると、それに応じて軌道回路から状態情報として列車在線情報が送られてくるので、その状態情報の入力に基づいて、設置先駅に設けられている転てつ機を含む軌道回路に逸走車両の侵入したことを検知することができ、その検知がなされると、その軌道回路からの状態情報を伝送路４経由で中央連動局１０に送信するとともに、逸走車両侵入先の軌道回路に含まれている転てつ機を鎖錠（むやみに転換制御されないよう現在の転換位置に固定）するようになっている。 The interlocking terminal station 6 equipped with the emergency lock and lock function is configured so that the stopped and detained vehicle runs away at the station where the interlocking terminal station 6 is installed, and enters the track circuit including the tipping machine. When entering, train track information is sent as status information from the track circuit accordingly, so that, based on the input of the status information, the vehicle running away to the track circuit including the turning machine installed at the installation destination station When this is detected, status information from the track circuit is transmitted to the central interlocking station 10 via the transmission path 4 and is included in the track circuit of the escape vehicle intrusion destination. The locking machine is locked (fixed at the current conversion position so that it is not controlled unnecessarily).

統合連動装置のうち中央連動局１０や連動端末局６は、電子化の流れに沿ってハードウェアにフェールセーフコンピュータが採用されており、それにインストールされたプログラムやデータによって必要な機能を発揮する各手段１１〜１６が具現化されているが、連動端末局６は、設置先駅の連動論理の処理を分担するために、プログラムの実行によって機能する各駅個別連動論理処理手段１１を備えたものとなっており、中央連動局１０は、複数の駅に亘る連動論理を集中処理するために、やはりプログラムの実行によって機能する隣駅間閉そく論理処理手段１２と近駅間閉そく論理処理手段１３と隣駅間仮想軌道回路論理処理手段１４と近駅間仮想軌道回路論理処理手段１５と隣駅近駅切替手段１６とを備えたものとなっている。 Among the integrated interlocking devices, the central interlocking station 10 and the interlocking terminal station 6 employ fail-safe computers as hardware in accordance with the flow of computerization, and each of the functions that exhibit the necessary functions depending on the programs and data installed therein. Although the means 11-16 are embodied, the interlocking terminal station 6 is provided with each station individual interlocking logic processing means 11 that functions by executing a program in order to share the interlocking logic processing of the installation station. The central interlocking station 10 is adjacent to the inter-station close logic processing means 12 and the close inter-station close logic processing means 13 which function by executing the program in order to centrally process the interlock logic over a plurality of stations. The inter-station virtual track circuit logic processing means 14, the near-station virtual track circuit logic processing means 15, and the adjacent station close station switching means 16 are provided.

各駅個別連動論理処理手段１１は、処理対象の線区に属する各駅Ａ，Ｂ，Ｃ，…に分散して設置された複数の連動端末局６それぞれに駅構内に限定した電子連動機能を発揮させるものであり、そのために、設置先駅の信号機や，転てつ機，軌道回路を含む各現場装置の状態情報を個別信号ケーブル経由等で各現場装置から取得するとともに、それらの状態情報に基づいて設置先駅の連動論理を一装置で集中処理し、その処理結果に基づいて設置先駅の信号機や転てつ機といった各現場装置の動作を個別信号ケーブル経由等で制御するようになっている。また、そのような各駅個別連動論理処理手段１１を具備した連動端末局６は、伝送路４を介して中央連動局１０と電文を送受信することによって、各現場装置から取得した状態情報を中央連動局１０に報せるとともに、中央連動局１０から指令を受け取ったり、各駅個別連動論理処理手段１１が参照する中央連動局１０の保持情報たとえば後述の仮想軌道回路の列車在線情報などを取得するようにもなっている。 Each station individual interlocking logic processing means 11 causes each of a plurality of interlocking terminal stations 6 distributed and installed in each station A, B, C,... Belonging to the processing target section to exhibit an electronic interlocking function limited to the station premises. For this purpose, the status information of each field device including the traffic signal at the station where it is installed, the turning machine, and the track circuit is acquired from each field device via an individual signal cable, etc., and based on the state information. Centralized processing of the interlocking logic of the installation destination station with one device, and based on the processing result, the operation of each on-site device such as a traffic light or a turnover at the installation destination station is controlled via an individual signal cable, etc. Yes. In addition, the interlocking terminal station 6 equipped with such individual station interlocking logic processing means 11 transmits and receives a message to and from the central interlocking station 10 via the transmission line 4 to centrally link the status information acquired from each field device. It is possible to report to the station 10 and receive instructions from the central interlocking station 10 or acquire information held by the central interlocking station 10 referred to by each station individual interlocking logic processing means 11 such as train track information of a virtual track circuit described later. It is also.

隣駅間閉そく論理処理手段１２は、単線区間に係る閉そく論理を処理するものであり、複数の単線区間が処理対象に含まれているときには各区間（個々の単線区間）毎に閉そく論理を処理するようになっている。
ここで、隣駅は、個々の単線区間を挟んで隣り合っている二駅（Ａ駅とＢ駅，Ｂ駅とＣ駅，Ｃ駅とＤ駅，…）を指しており、列車から見たときには停車中の駅（出発駅）と次の駅（到着駅）とを指す。 Inter-adjacent station block logic processing means 12 processes block logic related to a single line section. When a plurality of single line sections are included in the processing target, the block processing logic is processed for each section (individual single line section). It is supposed to be.
Here, the adjacent station refers to two stations (A station and B station, B station and C station, C station and D station,...) That are adjacent to each other across each single line section, as seen from the train. Sometimes it refers to a stopped station (departure station) and the next station (arrival station).

近駅間閉そく論理処理手段１３は、やはり単線区間に係る閉そく論理を処理するものであるが、単線区間のうち中間駅を挟んで隣り合う二つの単線区間である続き区間に係る閉そく論理を処理するものであり、該当する続き区間に属する中間駅とその両側の単線区間とが恰も制御対象外の傍線駅を持った一つの単線区間であるかのように、それらを一纏めにして、一続きの単線区間（個々の単線区間と明確に区別するときは見なし単線区間と呼ぶ）に係る閉そく論理を処理するようになっている。
ここで、近駅は、見なし単線区間になり得る続き区間を挟んで隣りの隣りに位置し合っている近くの二駅（Ａ駅とＣ駅，Ｂ駅とＤ駅，Ｃ駅と図示しないＥ駅，…）を指しており、列車から見たときには停車中の駅と次の次の駅とを指す。 The near-station block logic processing means 13 also processes the block logic related to the single line section, but processes the block logic related to the continuous section that is two adjacent single line sections across the intermediate station in the single line section. The intermediate station belonging to the corresponding continued section and the single line sections on both sides of the intermediate station are grouped together as if they were one single line section with a side line station that is not subject to control. The block logic of a single line section (referred to as a single line section when it is clearly distinguished from individual single line sections) is processed.
Here, the near station is two nearby stations (A station and C station, B station and D station, C station and E not shown) that are adjacent to each other across a continuous section that can be regarded as a single section. Station, ...), and when viewed from the train, it refers to the stopped station and the next station.

これらの閉そく論理処理手段１２，１３は、何れも、閉そく対象区間が個々の単線区間であれ見なし単線区間（続き区間）であれ、閉そく論理を処理して閉そくを構成するときは、閉そく対象区間に係る出発駅における閉そく対象区間側の出発信号機の進路を構成（進路を排他的に確保）して進行を指示する信号を現示させることにより、到着駅へ向かう方向を運転方向として閉そく対象区間に係る閉そく構成を行うようになっている。そして、その閉そく構成によって、閉そく対象区間に係る到着駅における閉そく対象区間側の出発信号機は、排他制御されて進路を構成できないため（進路を独占することができないため）、停止信号を現示し続けることとなる。 Any of these block logic processing means 12 and 13 is configured to process the block logic and configure the block whether the block target section is an individual single line section or a single line section (continuous section). Construct the route of the departure signal on the side of the target block to be closed at the departure station related to (close the route exclusively) and display the signal instructing the progress to make the direction toward the arrival station the direction of the target block The closing structure concerning is performed. Then, due to the blockage configuration, the departure signal on the block target section side at the arrival station related to the block target section is exclusively controlled so that the path cannot be configured (because the path cannot be monopolized), and thus the stop signal continues to be displayed. It will be.

また、閉そく論理処理手段１２，１３は、何れも、閉そく対象区間が個々の単線区間であれ見なし単線区間（続き区間）であれ、閉そく論理を処理して閉そくを解錠するときは、閉そく対象区間に係る出発駅の閉そく対象区間側の出発信号機が進行を指示する信号を現示したことと、この出発信号機の進路上を列車が走行して閉そく対象区間に列車が進入したことと、閉そく対象区間に係る到着駅における閉そく対象区間側の場内信号機が進行を指示する信号を現示したことと、この場内信号機の進路上を列車が走行して閉そく対象区間から列車が進出したこととが、総て検知されたら、対象区間に係る閉そくを解錠するようになっている。 Further, the closing logic processing means 12 and 13 are both closed when processing the closing logic and unlocking the closing regardless of whether the closing target section is an individual single line section or a single line section (continuation section). The departure signal on the target section side of the departure station related to the section showed a signal indicating the progress, the train traveled on the route of this departure signal and the train entered the target section, and The traffic signal on the side of the target section to be closed at the arrival station related to the target section showed a signal indicating the progress, and that the train traveled on the course of this traffic signal and the train advanced from the target section. When all are detected, the block related to the target section is unlocked.

しかも、その際、閉そく対象区間への列車進入については、閉そく対象区間に係る出発駅の出発信号機の外方（手前）の軌道回路が列車在線状態から列車非在線状態になった後に上記出発信号機の内方（先方）に設けられた第１軌道回路と第２軌道回路との双方が列車在線状態になったことで、閉そく対象区間に列車が進入したと判定するようになっている。また、閉そく対象区間からの列車進出については、閉そく対象区間に係る到着駅における閉そく対象区間側の場内信号機の外方（手前）の軌道回路が列車非在線状態から列車在線状態になった後に上記場内信号機の内方（先方）の軌道回路が列車在線状態になり更にそれから上記場内信号機の外方の上記軌道回路が列車非在線状態になったことで、閉そく対象の単線区間から列車が進出したと判定するようになっている。 In addition, at that time, for the train approach to the block target section, the departure signal after the track circuit outside (front) of the departure signal of the departure station related to the block target section has changed from the train line state to the train non-line state. When both the first track circuit and the second track circuit provided on the inner side (the other side) are in the train existing state, it is determined that the train has entered the target section. In addition, for train advancement from the block target section, after the track circuit outside (in front) of the traffic signal on the block target section side at the arrival station related to the block target section has changed from the train non-track state to the train stand-by state When the track circuit inside (the destination) of the signal inside the station becomes in a train line condition, and then the track circuit outside the signal inside the signal field becomes in a train non-line condition, the train advances from the single line section to be closed. It comes to judge.

さらに、閉そく論理処理手段１２，１３による閉そく対象区間の閉そく解錠に伴い、閉そく対象区間が個々の単線区間であれ見なし単線区間であれ、閉そく対象区間に係る到着駅の連動論理を処理して、その到着駅の閉そく対象区間側の出発信号機に対する停止信号の現示継続の制御が止められる。これは、閉そくを構成した手段１２，１３が行っても、各駅個別連動論理処理手段１１が代行しても良いが、いずれにしろ、その際には、閉そく対象区間に係る到着駅の到着線（ホームトラック）に列車の到着したことがその到着線の軌道回路の状態情報等に基づいて確認されるとともに、その到着駅の閉そく対象区間側の場内信号機が定常現示（停止信号の現示）に復帰したことが信号機の状態情報等に基づいて検知されてから、到着駅の出発信号機に対する停止信号の現示継続の制御を止めるようになっている。 Further, along with the closing / unlocking of the block target section by the block logic processing means 12, 13, the interlocking logic of the arrival station related to the block target section is processed regardless of whether the block target section is an individual single line section or a single line section. Then, the control for continuing the display of the stop signal for the departure signal on the side of the section to be closed at the arrival station is stopped. This may be performed by the means 12 and 13 constituting the block, or the station individual link logic processing unit 11 may act on its behalf, but in any case, the arrival line of the arrival station related to the block target section The arrival of the train at (home track) is confirmed based on the status information of the track circuit of the arrival line, etc. ) Is detected based on the status information of the traffic signal, etc., and the control for continuing the display of the stop signal for the departure traffic signal at the arrival station is stopped.

隣駅間仮想軌道回路論理処理手段１４は、閉そく対象になっている個々の単線区間が特殊自動閉そく区間である場合、すなわち、単線区間の両側の駅には軌道回路が設けられているが駅間には軌道回路が設けられていない場合、個々の特殊自動閉そく区間それぞれに一つずつ対応させて、仮想軌道回路（個別区間用仮想軌道回路）を具備している。
この仮想軌道回路は、線路上に実在するものでなく、中央連動局１０の機能によって顕在化される論理処理上のものであり、例えば、中央連動局１０にデータ及びプログラム実行状態の何れか一方もしくは双方またはそれに準ずる態様で存在している。 The inter-neighboring station virtual track circuit logic processing means 14 is configured so that each single line section to be closed is a special automatic block section, that is, the station on both sides of the single line section is provided with track circuits. When no track circuit is provided between them, virtual track circuits (virtual track circuits for individual sections) are provided so as to correspond to each special automatic block section one by one.
This virtual track circuit is not actually present on the track, but is based on logical processing that is manifested by the function of the central interlocking station 10, for example, either the data or program execution state in the central interlocking station 10 Or it exists in the aspect according to both or it.

そして、隣駅間仮想軌道回路論理処理手段１４は、上述した仮想軌道回路（個別区間用仮想軌道回路）それぞれに対し、対応する特殊自動閉そく区間の一端側の出発駅から列車が進出したことが出発駅の軌道回路の状態情報等に基づいて検知されると、該当する仮想軌道回路に列車が進入したと認定して、該当する仮想軌道回路の状態を列車在線状態にするようになっている。また、隣駅間仮想軌道回路論理処理手段１４は、対象の仮想軌道回路に対応する特殊自動閉そく区間の他端側の到着駅に列車が進入したことが到着駅の軌道回路の状態情報等に基づいて検知されると、該当する仮想軌道回路から列車が進出したと認定して、該当する仮想軌道回路の状態を列車非在線の状態にするようになっている。 Then, the inter-station virtual track circuit logic processing means 14 indicates that the train has advanced from the departure station on one end side of the corresponding special automatic block section for each of the above-described virtual track circuits (virtual track circuits for individual sections). When it is detected based on the status information of the track circuit of the departure station, it is recognized that the train has entered the corresponding virtual track circuit, and the status of the corresponding virtual track circuit is changed to the train standing state. . Further, the inter-adjacent station virtual track circuit logic processing means 14 indicates that the train has entered the arrival station on the other end side of the special automatic block section corresponding to the target virtual track circuit in the status information of the track circuit of the arrival station. When detected based on this, it is recognized that the train has advanced from the corresponding virtual track circuit, and the state of the corresponding virtual track circuit is set to a train non-existing line state.

さらに、このような仮想軌道回路（個別区間用仮想軌道回路）が導入されたことに基づいて、隣駅間閉そく論理処理手段１２は、特殊自動閉そく区間の単線区間について閉そく論理を処理するに際し、閉そく対象の特殊自動閉そく区間の両側の駅における対象区間側の競合する出発信号機の到着点が共に仮想軌道回路となっており、この到着点である仮想軌道回路をどちらの出発信号機が先（時間的に早く）に使用するか否かを排他条件とすることにより、閉そく論理を処理するようになっている。そのため、隣駅間閉そく論理処理手段１２の論理を具体化した連動表などが簡潔で分かり易いものとなり、チェックや変更なども簡便に行うことができる。 Further, based on the introduction of such a virtual track circuit (individual section virtual track circuit), the inter-neighboring station block logic processing means 12 processes the block logic for the single line section of the special automatic block section. The arrival points of competing departure traffic lights on the target section side at both stations of the special automatic closing section to be closed are virtual track circuits, and which departure traffic signal is ahead of the virtual track circuit that is this arrival point (time By using an exclusive condition as to whether or not to use it earlier, the closing logic is processed. Therefore, the interlocking table that embodies the logic of the block processing logic 12 between adjacent stations becomes simple and easy to understand, and can be easily checked and changed.

近駅間仮想軌道回路論理処理手段１５は、閉そく対象の特殊自動閉そく区間が複数存在しており而も中間駅を挟んで隣り合う続き区間になっている場合に、そのような続き区間に一つずつ対応させて、仮想軌道回路（個別区間用仮想軌道回路と明確に区別するときは延長仮想軌道回路と呼ぶ）を具備している。
この延長仮想軌道回路も、線路上に実在するものでなく、中央連動局１０の機能によって顕在化される論理処理上のものであり、例えば、中央連動局１０にデータ及びプログラム実行状態の何れか一方もしくは双方またはそれに準ずる態様で存在している。 The near-station virtual trajectory circuit logic processing means 15 determines that the number of special automatic closing sections to be closed is a continuous section adjacent to the intermediate station. Corresponding to each other, a virtual trajectory circuit (referred to as an extended virtual trajectory circuit when clearly distinguished from the individual section virtual trajectory circuit) is provided.
This extended virtual track circuit is not actually present on the track, but is based on logical processing that is manifested by the function of the central interlocking station 10. For example, the central interlocking station 10 has either data or program execution state. It exists in the aspect according to one or both or it.

そして、近駅間仮想軌道回路論理処理手段１５は、上述した仮想軌道回路（延長仮想軌道回路）それぞれに対して状態設定を行うようになっている。具体的には、対応する続き区間（見なし単線区間）の一端側の出発駅から列車が進出したことが出発駅の軌道回路の状態情報等に基づいて検知されると、該当する仮想軌道回路に列車が進入したと認定して、該当する仮想軌道回路の状態を列車在線状態にするようになっている。また、近駅間仮想軌道回路論理処理手段１５は、対象の続き区間（見なし単線区間）の他端側の到着駅に列車が進入したことが到着駅の軌道回路の状態情報等に基づいて検知されると、該当する仮想軌道回路から列車が進出したと認定して、該当する仮想軌道回路の状態を列車非在線の状態にするようになっている。 The near-station virtual track circuit logic processing means 15 performs state setting for each of the virtual track circuits (extended virtual track circuits) described above. Specifically, if it is detected on the basis of the status information of the departure station's track circuit that the train has advanced from the departure station at one end of the corresponding continuous section (deemed single track section), the corresponding virtual track circuit is displayed. It is recognized that the train has entered, and the state of the corresponding virtual track circuit is set to the train on-line state. The near-station virtual track circuit logic processing means 15 detects that the train has entered the arrival station on the other end side of the target continuous section (deemed single line section) based on the status information of the track circuit of the arrival station. Then, it is recognized that the train has advanced from the corresponding virtual track circuit, and the state of the corresponding virtual track circuit is set to a train non-existing line state.

さらに、このような仮想軌道回路（延長仮想軌道回路）が導入されたことに基づいて、近駅間閉そく論理処理手段１３は、一区間と見なした続き区間について閉そく論理を処理するに際し、閉そく対象の続き区間（見なし単線区間）の両側の駅における対象続き区間側の競合する出発信号機の到着点が共に仮想軌道回路となっており、この到着点である仮想軌道回路をどちらの出発信号機が先（時間的に早く）に使用するか否かを排他条件とすることにより、閉そく論理を処理するようになっている。そのため、近駅間閉そく論理処理手段１３についても、その論理を具体化した連動表などが簡潔で分かり易いものとなり、チェックや変更なども簡便に行うことができる。 Further, based on the introduction of such a virtual track circuit (extended virtual track circuit), the close-to-station block logic processing means 13 closes the block logic when processing the block logic for a continuous section regarded as one section. The arrival points of the competing departure traffic lights on both sides of the target continuous section (deemed single line section) are virtual track circuits, and which departure traffic signal is the virtual track circuit that is the arrival point. By using an exclusive condition as to whether or not to use first (faster in time), the closing logic is processed. For this reason, the inter-station close logic processing means 13 also has a simple and easy-to-understand link table that embodies the logic, and can be easily checked and changed.

また、隣駅間仮想軌道回路論理処理手段１４も、近駅間仮想軌道回路論理処理手段１５も、閉そく解錠の説明時に述べたようにして仮想軌道回路に係る列車進入と列車進出を認定するようになっている。すなわち、仮想軌道回路への列車進入は、出発駅において、出発信号機が進行を指示する信号を現示し、その出発信号機の外方（手前）の軌道回路が列車在線状態から列車非在線状態になった後に上記出発信号機の内方（先方）に設けられた第１軌道回路と第２軌道回路との双方が列車在線状態になったときに、認定するようになっている。また、仮想軌道回路からの列車進出は、到着駅において、場内信号機が進行を指示する信号を現示し、その場内信号機の外方（手前）の軌道回路が列車非在線状態から列車在線状態になった後に上記場内信号機の内方（先方）の軌道回路が列車在線状態になり更にそれから上記場内信号機の外方の上記軌道回路が列車非在線状態になったときに、認定するようになっている。 In addition, the inter-station virtual track circuit logic processing means 14 and the near-station virtual track circuit logic processing means 15 authorize the train approach and the train advance relating to the virtual track circuit as described in the description of the block unlocking. It is like that. That is, when a train enters the virtual track circuit, the departure signal shows a signal instructing the progress at the departure station, and the track circuit outside (before) the departure signal changes from the train existing state to the train non-existing state. After that, when both the first track circuit and the second track circuit provided on the inner side (the front side) of the departure signal are in the train-on-line state, recognition is performed. In addition, when the train advances from the virtual track circuit, the signal at the arrival station indicates that the in-field traffic signal indicates the progress, and the track circuit outside (in front) of the in-site signal changes from the non-train status to the train status. After that, when the track circuit inside (the destination) of the above-mentioned signal on the ground becomes in a train-on-line state, and then the track circuit outside the above-mentioned signal on the inside of the on-site signal enters a non-train-on-line state. .

隣駅近駅切替手段１６は、処理対象の線区のうち特殊自動閉そく区間が連続している部分に係る仮想軌道回路論理処理と閉そく論理処理との担い手に、隣駅間仮想軌道回路論理処理手段１４と隣駅間閉そく論理処理手段１２との組（以下、正常時用手段組１２＋１４とも呼ぶ）と、近駅間仮想軌道回路論理処理手段１５と近駅間閉そく論理処理手段１３との組（以下、異常時用手段組１３＋１５とも呼ぶ）とのうち何れか一方の組を採択するものであり、定常状態では何れの特殊自動閉そく区間についても正常時用手段組１２＋１４を採択するが、対象範囲内の駅で異常が生じると該当箇所には異常時用手段組１３＋１５を採択する、という切り替えを行うようになっている。なお、異常の検知は、異常を知らせる通知の受信や正常な交信の途絶などで自動的に行うようになっている他、異常の状況を調べた運転取扱い者の手動入力による確認も要するものとなっている。 Neighboring station near station switching means 16 performs the virtual track circuit logic processing between adjacent stations as the bearer of the virtual track circuit logic processing and the block logic processing related to the portion where the special automatic block section is continuous in the line area to be processed. A pair of means 14 and adjacent station closing logic processing means 12 (hereinafter also referred to as a normal time means set 12 + 14) and a near station virtual track circuit logic processing means 15 and a near station closing logic processing means 13 (Hereinafter also referred to as abnormal condition means set 13 + 15), and any one of the special automatic block sections in the steady state is adopted as the normal condition means set 12 + 14. When an abnormality occurs at a station in the range, switching is performed such that the abnormality means group 13 + 15 is adopted for the corresponding part. It should be noted that the detection of an abnormality is automatically performed upon receipt of a notification to notify the abnormality or disruption of normal communication, etc., and also requires confirmation by manual input by the operator who examined the abnormality status. It has become.

そして、この切り替えにより、特に異常の見当たらない正常状態・定常状態では、どの特殊自動閉そく区間についても、個々の特殊自動閉そく区間毎に、仮想軌道回路論理と閉そく論理とが正常時用手段組１２＋１４によって処理されるのである。
これに対し、各駅Ａ，Ｂ，Ｃ，…の連動端末局６や，信号機，転てつ機，軌道回路などの現場装置に異常の生じたことが異常信号及び運転取扱い者の手動入力などに基づいて検知されたとき、しかも、その異常になった現場装置の属する駅が「続き区間」の中間駅であったときには、その続き区間に属する二つの複数の特殊自動閉そく区間については、恰も一区間の如く、仮想軌道回路論理と閉そく論理とが異常時用手段組１３＋１５によって処理されるのである。 By this switching, in the normal state / steady state where no abnormality is particularly found, the virtual track circuit logic and the closing logic are set to the normal state means group 12 + 14 for each special automatic closing interval for each special automatic closing interval. It is processed by.
On the other hand, the occurrence of an abnormality in the interlocking terminal station 6 of each station A, B, C,... And on-site devices such as traffic lights, switchboards, track circuits, etc. is used as an abnormal signal and manual input by the operator. In addition, when the station to which the abnormal field device belongs is an intermediate station of the “continuing section”, the two special automatic block sections belonging to the following section are also in the same position. As in the section, the virtual track circuit logic and the closing logic are processed by the abnormality means group 13 + 15.

すなわち、隣駅近駅切替手段１６は、次駅である到着駅に設けられている現場装置に異常が生じたときには、異常信号及び運転取扱い者の入力を受けて、到着点を該当する個別区間用仮想軌道回路から延長仮想軌道回路に切り替えるために、該当する仮想軌道回路の論理処理の担当から隣駅間仮想軌道回路論理処理手段１４を外して新たな担当に近駅間仮想軌道回路論理処理手段１５を採択するとともに、出発駅から次駅（隣駅）までだった閉そく区間を出発駅から次々駅（近駅）まで延長するために、該当する仮想軌道回路の閉そく論理処理の担当から隣駅間閉そく論理処理手段１２を外して新たな担当に近駅間閉そく論理処理手段１３を採択するようになっている。 That is, the adjacent station switching means 16 receives an abnormal signal and an input from the operator when an abnormality occurs in the field device provided at the arrival station which is the next station, and determines the arrival point corresponding to the individual section. In order to switch from the virtual track circuit for extension to the extended virtual track circuit, the virtual track circuit logic processing means 14 between the adjacent stations is removed from the charge of the logical process of the corresponding virtual track circuit, and the virtual track circuit logic process between the near stations is newly assigned. Adopting the means 15, and in order to extend the closing section from the departure station to the next station (next station) from the departure station to the next station (near station), next to the responsible logic processing of the corresponding virtual track circuit The inter-station close logic processing means 12 is removed and the close inter-station close logic processing means 13 is adopted as a new charge.

また、隣駅近駅切替手段１６によって正常時用手段組１２＋１４から異常時用手段組１３＋１５への切り替えがなされて、実際に列車在線状態の設定対象が個別区間用仮想軌道回路から延長仮想軌道回路へ切り替えられるとともに、実際に出発駅から次々駅までが１閉そく区間として取り扱われるまでには、以下に挙げる条件が満たされることが必要である。なお、その条件確認は、隣駅近駅切替手段１６と近駅間仮想軌道回路論理処理手段１５との協動行為によって実行されるようになっていても良く、何れか一方の単独行為によって実行されるようになっていても良い。
以下、列車の出発前後などに場合分けして条件を詳述する。 Further, the adjacent station switching means 16 switches from the normal time means set 12 + 14 to the abnormal time means set 13 + 15, so that the actual train line setting target is changed from the individual section virtual track circuit to the extended virtual track circuit. In addition, the following conditions must be satisfied before the station from the departure station to the next station is actually handled as one closed section. The condition confirmation may be performed by a cooperative action between the neighboring station near station switching means 16 and the near-station virtual track circuit logic processing means 15, or by any one of the single actions. You may come to be.
Hereinafter, the conditions will be described in detail according to cases before and after the departure of the train.

列車が出発駅を出発する前の場合、閉そく構成条件（第１切替条件）は、（１）次駅の異常を知らせる通知の受信や連動端末局６との通信が所定周期連続して途絶えるなど次駅の異常が確実であることと、（２）次駅が傍線状態（上り列車も下り列車も同じ線路上を通過できるように関係する転てつ機が予め決められた方向に転換し鎖錠されており、あたかも転てつ機が存在せず線路の振り分けがない傍線駅の状態。定常はこの傍線状態で、当該転てつ機を反対方向に転換しなければならない進路を構成する場合には、一旦、該当転てつ機の鎖錠を解錠したのちに、進路の構成を行う）であることと、（３）出発駅と次駅（隣駅）との間の仮想軌道回路（直近の個別区間用仮想軌道回路）にも次駅（隣駅）と次々駅（近駅）との間の仮想軌道回路（一つ先の個別区間用仮想軌道回路）にも列車が在線していないことと、（４）次々駅（近駅）の反対方向の競合する出発信号機が一つ先の個別区間用仮想軌道回路を到着点として使用していないことと、（５）更に（１）〜（４）の要件について次駅の異常が確実と判断された例えば３０秒（伝送時間、異常を確定するまで周期数などにより決定する）前から要件成立状態が継続していることと、（６）運転取扱い者が表示制御盤３から「次駅異常と入力したこと」が確認できたこととが、出発までに全て満たされることである。なお、中間駅に列車が停車していても傍線状態であれば切替が可能である。 Before the train departs from the departure station, the closing configuration condition (first switching condition) is as follows: (1) reception of a notification notifying the abnormality of the next station, communication with the interlocking terminal station 6 being interrupted for a predetermined period, etc. (2) The next station is in a side-line state (the upside and downside trains switch to a predetermined direction so that both the up and down trains can pass on the same track) It is locked, as if there is no tipping machine and there is no distribution of the track, it is in the side line station, which is normally in this side line state, and it constitutes a course that must switch the tipping machine in the opposite direction And (3) a virtual trajectory circuit between the departure station and the next station (next station). The virtual trajectory between the next station (neighboring station) and the next station (closest station) also in the (virtual track circuit for individual section) There is no train on the road (the virtual track circuit for the individual section ahead), and (4) the starting traffic signal competing in the opposite direction from the next station (near station) is the virtual for the individual section ahead. The track circuit is not used as an arrival point, and (5) the next station abnormality is determined to be reliable for the requirements (1) to (4), for example, 30 seconds (period until the transmission time and abnormality are confirmed) (6) The operation handler has confirmed from the display control panel 3 that “the next station error has been input” until the departure. Is all satisfied. In addition, even if the train is stopped at the intermediate station, switching is possible if it is in a sideline state.

また、列車が出発駅を既に出発していて出発駅と次駅（隣駅）との間の仮想軌道回路に在線中である場合、閉そく構成条件（第２切替条件）は、（１）次駅の異常を知らせる通知の受信や連動端末局６との通信が所定周期連続して途絶えるなど次駅の異常が確実であることと、（２）次駅が傍線状態であることと、（３）次駅の定常進路が構成（進路鎖錠がかかった状態，信号機の進路が排他的に確保された状態）されて進行を指示する信号が現示されていることと、（３）次駅（隣駅）と次々駅（近駅）との間の仮想軌道回路（一つ先の個別区間用仮想軌道回路）に列車が在線していないことと、（４）次々駅（近駅）の反対方向の競合する出発信号機が一つ先の個別区間用仮想軌道回路を到着点として使用していないことと、（５）更に（２），（４）の要件について次駅の異常が確実と判断された例えば３０秒前から要件成立状態が継続していることと、（６）運転取扱い者が表示制御盤３から「次駅異常と入力したこと」が確認できたこととが、走行中の個別区間用仮想軌道回路を列車が進出する前に総て満たされることである。なお、この場合も、中間駅である次駅に列車が停車していても傍線状態であれば切替が可能である。 Also, if the train has already departed from the departure station and is on the virtual track circuit between the departure station and the next station (neighboring station), the closing configuration condition (second switching condition) is (1) next That the next station is surely abnormal, such as the reception of a notification to notify the station abnormality and the communication with the interlocking terminal station 6 being interrupted for a predetermined period; (2) the next station is in a side line state; ) The stationary route of the next station is configured (the route is locked, the route of the traffic light is secured exclusively) and a signal instructing the progress is displayed, and (3) the next station That there is no train on the virtual track circuit (next virtual track circuit for individual section) between (next station) and the next station (close station), and (4) the next station (close station) The competing departure traffic signals in the opposite direction are not using the individual section virtual track circuit as the arrival point, and (5) 2) For the requirements of (4), for example, the requirement establishment state has been continued for 30 seconds before it is determined that the abnormality of the next station is certain, and (6) the driver handles the “next station” from the display control panel 3. The fact that “abnormal input” has been confirmed means that all of the individual section virtual track circuits that are running are satisfied before the train advances. In this case as well, even if the train stops at the next station, which is an intermediate station, switching is possible if the train is in a sideline state.

そして、上述の閉そく構成条件（切替条件）が満たされたときには閉そく対象を個別区間用仮想軌道回路から延長仮想軌道回路に切替えるとともに、出発駅の出発信号機の到着点を延長仮想軌道回路に切替え、これによって次々駅（近駅）の反対方向の競合する出発信号機を排他制御（定位鎖錠）するようになっている。
さらに、列車が次駅（中間駅）の傍線状態の線路上に在線中の場合、閉そく構成条件（第３切替条件）は、上述した出発後の閉そく構成条件（第２切替条件）と同じであるが、列車が次駅（中間駅）の傍線状態の線路とは別の線路上に在線中の場合は、傍線状態に転てつ機が転換・鎖錠されているので、自動で切り替えることはできない。後者の場合、統合連動装置［４，６…６，１０］の自動処理は許されないので、列車の走行などは、保守要員等が出動して進路開通を確保するのを待たざるを得ない。 Then, when the above-described blockage configuration condition (switching condition) is satisfied, the target to be closed is switched from the individual section virtual track circuit to the extended virtual track circuit, and the arrival point of the departure signal at the departure station is switched to the extended virtual track circuit, This allows exclusive control (position locking) of competing departure traffic signals in the opposite direction of the station (near station) one after another.
In addition, when the train is on the side line of the next station (intermediate station), the closing configuration condition (third switching condition) is the same as the above-described closing closing configuration condition (second switching condition). Yes, but if the train is on a different track from the next station (intermediate station), it will switch to the sideline and the machine will be switched and locked. I can't. In the latter case, since automatic processing of the integrated interlocking device [4, 6,..., 10] is not permitted, train traveling or the like has to wait for maintenance personnel to be dispatched to secure the route opening.

また、隣駅近駅切替手段１６による異常時用手段組１３＋１５から正常時用手段組１２＋１４への切り替え条件、言い換えると延長仮想軌道回路を対象とした閉そく区間を定常状態に復帰させる条件、具体的には一つの延長仮想軌道回路および閉そく区間を二つの仮想軌道回路および閉そく区間に切り替える条件、より具体的には出発駅から次々駅（近駅）までの延長仮想軌道回路を出発駅から次駅（隣駅）までの個別区間用仮想軌道回路と次駅（隣駅）から次々駅（近駅）までの個別区間用仮想軌道回路とに切り替えるとともに出発駅から次々駅（近駅）までの閉そく区間を出発駅から次駅（隣駅）までの閉そく区間と次駅（隣駅）から次々駅（近駅）までの閉そく区間とに切り替える条件は、以下のようになっている。 Also, the condition for switching from the abnormal time means group 13 + 15 to the normal time means set 12 + 14 by the adjacent station switching means 16, in other words, the condition for returning the closed section for the extended virtual track circuit to the steady state, specifically Is a condition for switching one extended virtual track circuit and a closed section to two virtual track circuits and a closed section, more specifically, an extended virtual track circuit from the departure station to the next station (near station) from the departure station to the next station Switch to the virtual track circuit for individual sections from (next station) to the virtual track circuit for individual sections from the next station (next station) to the next station (near station) and close from the departure station to the next station (near station) The conditions for switching the section from the departure station to the next station (next station) and the next section (next station) to the next station (near station) are as follows.

すなわち、次駅の故障が回復している（具体的には信号機や転てつ器の制御・表示，軌道回路の在線・非在線表示，連動端末局の動作，通信機能など，現場装置が総て正常に復している）ことと、次駅が傍線状態であることと、出発駅と次駅（隣駅）との間の仮想軌道回路（直近の個別区間用仮想軌道回路）にも次駅（隣駅）と次々駅（近駅）との間の仮想軌道回路（一つ先の個別区間用仮想軌道回路）にも列車が在線していないことと、次々駅（近駅）の反対方向の競合する出発信号機が一つ先の個別区間用仮想軌道回路を到着点として使用していないことと、運転取扱い者が表示制御盤３から「次駅正常と入力したこと」が確認できたこととが、総て満足されたときには延長仮想軌道回路を対象とした閉そく区間を個別区間用仮想軌道回路を対象とする定常状態に復帰させることができる。なお、この復帰条件についても、中間駅である次駅（隣駅）において定常進路に関係のない軌道回路に列車等が在線している場合、切替は可能とする。 In other words, the failure of the next station has been recovered (specifically, field devices such as control / display of traffic lights and switchboards, presence / absence indication of track circuits, operation of linked terminal stations, communication functions, etc.) The next station is in a sideline state, and the virtual track circuit between the departure station and the next station (neighboring station) (the virtual track circuit for the nearest individual section) is also next. There is no train on the virtual track circuit between the station (next station) and the next station (near station) (the virtual track circuit for the individual section ahead) and the opposite of the next station (near station) It was confirmed that the starting traffic signal competing in direction did not use the virtual track circuit for the individual section ahead as the arrival point, and that the driver handled "input the next station normal" from the display control panel 3 However, if all of the above are satisfied, the closed section for the extended virtual track circuit is turned into a virtual track for individual sections. It can be returned to the steady state target. Note that this return condition can also be switched when a train or the like is on the track circuit not related to the steady route at the next station (neighboring station) which is an intermediate station.

次に、このような各手段１１〜１６の処理内容を個別路線に適合させる連動表などの具体例を説明するが、それに先だって適用対象の例示路線を説明する（図２参照）。
概要から説明すると（図２（ａ）参照）、この例示路線には、起点・上り側から終点・下り側へ順に、Ａ駅と区間＜Ａ６ＲＴ＞とＢ駅と区間＜Ｂ６ＲＴ＞とＣ駅と区間＜Ｃ６ＲＴ＞とＤ駅と区間＜Ｄ６ＲＴ＞と図示しないＥ駅とが設けられている（区間＜Ｄ６ＲＴ＞は図２（ｅ）にのみ図示）。それらの区間＜Ａ６ＲＴ＞，＜Ｂ６ＲＴ＞，＜Ｃ６ＲＴ＞，＜Ｄ６ＲＴ＞は、何れも、単線区間であり、而も軌道回路の無い特殊自動閉そく区間である。 Next, a specific example such as an interlocking table for adapting the processing contents of each of the means 11 to 16 to the individual route will be described. Prior to that, an exemplary route to be applied will be described (see FIG. 2).
To explain from the outline (see FIG. 2 (a)), this example route includes station A, section <A6RT>, station B, section <B6RT>, and station C in order from the starting point / uphill side to the ending point / downstream side. Section <C6RT>, D station, section <D6RT>, and E station (not shown) are provided (section <D6RT> is shown only in FIG. 2 (e)). These sections <A6RT>, <B6RT>, <C6RT>, and <D6RT> are all single line sections, and are special automatic block sections without a track circuit.

Ａ駅の構成は、Ａ駅部分連動図２１に詳細を示したが（図２（ｂ）参照）、概説すると、上り側の三つの分岐線が何れも行き止まりで、それらの区間には軌道回路と信号機が一組ずつ［（Ａ１ＬＴ），下り出発信号機Ａ７Ｒ）］，［（Ａ２ＬＴ），下り出発信号機Ａ６Ｒ］，［（Ａ３ＬＴ），下り出発信号機Ａ８Ｒ］付設されている。下り出発信号機の最初の区間には軌道回路（Ａ２２Ｔ）が付設され、その下り側の区間には軌道回路（Ａ２１Ｔ）と軌道回路（Ａ２３Ｔ）とが順に付設され、更にその下り側は区間＜Ａ６ＲＴ＞になっており、区間（Ａ２１Ｔ）と区間（Ａ２３Ｔ）との境界付近に上り場内信号機Ａ６Ｌ，Ａ７Ｌ，Ａ８Ｌが設置されている。なお、本実施例では、区間と軌道回路とが一対一で対応していて混同のおそれが無いときには、両者の特定に同一の記号名・符号を使用する。 The structure of the station A is shown in detail in the station A partial link FIG. 21 (see FIG. 2B). In summary, all of the three branch lines on the upstream side are dead ends, and there are track circuits in those sections. And a pair of traffic lights [(A1LT), downlink departure signal A7R)], [(A2LT), downlink departure signal A6R], [(A3LT), downlink departure signal A8R]. An orbital circuit (A22T) is attached to the first section of the descending traffic signal, and an orbiting circuit (A21T) and an orbiting circuit (A23T) are sequentially attached to the descending section, and further the section <A6RT is arranged on the descending side. In the vicinity of the boundary between the section (A21T) and the section (A23T), the upstream signal devices A6L, A7L, A8L are installed. In the present embodiment, when the sections and the track circuits are in one-to-one correspondence and there is no possibility of confusion, the same symbol name / symbol is used to identify them.

Ｂ駅の構成は、Ｂ駅部分連動図２２に詳細を示したが（図２（ｃ）参照）、概説すると、上述した区間＜Ａ６ＲＴ＞に下り側から隣接する区間に開電路式の軌道回路（ＢＯＴ）が付設され、その下り側の区間には閉電路式の軌道回路（Ｂ１１Ｔ）と下り場内信号機Ｂ１Ｒが付設され、その区間から二分岐した一方の下りホームトラックの区間には軌道回路（Ｂ１ＲＴ）と下り出発信号機Ｂ６Ｒが付設され、他方の上りホームトラックの区間には軌道回路（Ｂ８ＬＴ）と上り出発信号機Ｂ３Ｌが付設され、両区間が合流する下り側の区間には軌道回路（Ｂ２１Ｔ）と上り場内信号機Ｂ８Ｌが付設され、その下り側には軌道回路（Ｂ２３Ｔ）が付設され、更にその下り側が区間＜Ｂ６ＲＴ＞になっている。 The configuration of the B station is shown in detail in the B station partial linkage diagram 22 (see FIG. 2 (c)). In summary, the open circuit type track circuit is connected to the section adjacent to the section <A6RT> from the down side. (BOT) is attached, a closed circuit type track circuit (B11T) and a traffic signal B1R in the downfield are attached to the downstream section, and the track circuit ( B1RT) and a descending departure signal B6R, and the other upstream home track section is provided with a track circuit (B8LT) and an ascending departure signal B3L, and the downstream section where both sections merge is a track circuit (B21T). A signal B8L in the up-field is attached, a track circuit (B23T) is attached on the downstream side, and a section <B6RT> is further provided on the downstream side.

Ｃ駅の構成は、Ｃ駅部分連動図２３に詳細を示したが（図２（ｄ）参照）、概説すると、上述した区間＜Ｂ６ＲＴ＞に下り側から隣接する区間に開電路式の軌道回路（ＣＯＴ）が付設され、その下り側の区間には閉電路式の軌道回路（Ｃ１１Ｔ）と下り場内信号機Ｃ１Ｒ，Ｃ２Ｒが付設され、その区間から二分岐した一方の下りホームトラックの区間には軌道回路（Ｃ１ＲＴ）と下り出発信号機Ｃ６Ｒが付設され、他方の分岐線に軌道回路（Ｃ１２Ｔ）が付設され、それが再分岐したもう一つの下り列車及び上り列車に共用するホームトラックの区間には軌道回路（Ｃ２ＲＴ）と下り出発信号機Ｃ７Ｒと上り出発信号機Ｃ４Ｌが付設され、他方の再分岐線の上りホームトラックの区間には軌道回路（Ｃ８ＬＴ）と上り出発信号機Ｃ３Ｌが付設され、それらの区間が合流する下り側の区間には軌道回路（Ｃ２１Ｔ）と上り場内信号機Ｃ８Ｌ，Ｃ９Ｌが付設され、その下り側には軌道回路（Ｃ２３Ｔ）が付設され、更にその下り側が区間＜Ｃ６ＲＴ＞になっている。 The configuration of the C station is shown in detail in the C station partial interlocking FIG. 23 (see FIG. 2 (d)). In summary, an open circuit type track circuit is provided in the section adjacent to the section <B6RT> from the down side. (COT) is attached, and a closed circuit type track circuit (C11T) and signal devices C1R and C2R in the downfield are attached in the downstream section, and the track is in the section of one of the down home trucks branched from the section. A circuit (C1RT) and a descending departure signal C6R are attached, and a track circuit (C12T) is attached to the other branch line. A circuit (C2RT), a downstream departure signal C7R, and an upstream departure signal C4L are attached, and an orbital circuit (C8LT) and an upstream departure signal C3L are attached to the section of the upstream home track of the other re-branching line. In the downstream section where these sections merge, the track circuit (C21T) and the in-field traffic lights C8L and C9L are attached, the track circuit (C23T) is attached on the downstream side, and the downstream side is section < C6RT>.

Ｄ駅の構成は、Ｄ駅部分連動図２４に詳細を示したが（図２（ｅ）参照）、概説すると、上述した区間＜Ｃ６ＲＴ＞に下り側から隣接する区間に開電路式の軌道回路（ＤＯＴ）が付設され、その下り側の区間には閉電路式の軌道回路（Ｄ１１Ｔ）と下り場内信号機Ｄ１Ｒが付設され、その区間から二分岐した一方の下りホームトラックの区間には軌道回路（Ｄ１ＲＴ）と下り出発信号機Ｄ６Ｒが付設され、他方の上りホームトラックの区間には軌道回路（Ｄ８ＬＴ）と上り出発信号機Ｄ３Ｌが付設され、両区間が合流する下り側の区間には軌道回路（Ｄ２１Ｔ）と上り場内信号機Ｄ８Ｌが付設され、その下り側には軌道回路（Ｄ２３Ｔ）が付設され、更にその下り側が区間＜Ｄ６ＲＴ＞になっている。 The structure of the D station is shown in detail in the D station partial interlocking FIG. 24 (see FIG. 2 (e)). In general, the open circuit type track circuit is connected to the section <C6RT> described above from the down side to the adjacent section. (DOT) is attached, and a closed circuit type track circuit (D11T) and a traffic signal D1R in the downfield are attached to the downstream section, and the track circuit ( D1RT) and a descending departure signal D6R, the other upstream home track section is equipped with a track circuit (D8LT) and an upstream departure signal D3L, and the downstream section where both sections merge is a track circuit (D21T). And an in-field signal device D8L are attached, a track circuit (D23T) is attached on the downstream side thereof, and a section <D6RT> is further provided on the downstream side.

このような例示路線には複数の特殊自動閉そく区間が存在しているので、各区間に対応した仮想軌道回路（個別区間用仮想軌道回路）が規定される。具体的には（図３（ａ）参照）、中央連動局１０のデータ領域に、隣駅間Ａ駅〜Ｂ駅の区間＜Ａ６ＲＴ＞に対応する仮想軌道回路＜Ａ６ＲＴ＞の列車在線状態を保持する定義データ３１と、隣駅間Ｂ駅〜Ｃ駅の区間＜Ｂ６ＲＴ＞に対応する仮想軌道回路＜Ｂ６ＲＴ＞の列車在線状態を保持する定義データ３２と、隣駅間Ｃ駅〜Ｄ駅の区間＜Ｃ６ＲＴ＞に対応する仮想軌道回路＜Ｃ６ＲＴ＞の列車在線状態を保持する定義データ３３等が割り付けられている。 Since there are a plurality of special automatic closing sections on such example routes, virtual track circuits (individual section virtual track circuits) corresponding to each section are defined. Specifically (see FIG. 3 (a)), in the data area of the central interlocking station 10, the train track status of the virtual track circuit <A6RT> corresponding to the section <A6RT> between A station and B station between adjacent stations is maintained. Definition data 31 to be stored, definition data 32 for maintaining the train line status of the virtual track circuit <B6RT> corresponding to the section <B6RT> between the adjacent B station to C station, and the section between the adjacent C station to D station Definition data 33 or the like that holds the train track status of the virtual track circuit <C6RT> corresponding to <C6RT> is allocated.

何れの定義データ３１〜３３も、隣駅間仮想軌道回路論理処理手段１４によって使用されその具体的な処理対象や内容を規定するものであるが、列車在線状態の他に、その状態変化の判断条件となる下り方向や上り方向の進入条件や進出条件までデータ保持することにより、隣駅間仮想軌道回路論理処理手段１４の改変なしで、データを変更することのみで、種々の路線に適応しうる汎用性の高いものとなっている。 Any one of the definition data 31 to 33 is used by the inter-station virtual track circuit logic processing means 14 to define a specific processing target and contents thereof. By holding data up to the entry conditions and advance conditions in the down and up directions, which are the conditions, it is possible to adapt to various routes only by changing the data without modifying the virtual track circuit logic processing means 14 between adjacent stations. Versatile.

上記の条件部分について一例だけ詳述すると、隣駅間Ｂ駅〜Ｃ駅の仮想軌道回路の定義データ３２の２行３列目に「Ｂ２１Ｔ↓，Ｂ２３Ｔ↓」が設定されているのは、仮想軌道回路＜Ｂ６ＲＴ＞に下り列車が進入したことの最終的な判定条件が二つの軌道回路（Ｂ２１Ｔ），（Ｂ２３Ｔ）の列車非在線状態から列車在線状態への遷移であることを示しており、同じ定義データ３２の２行４列目に「ＣＯＴ↓↑，Ｃ１１Ｔ↓」が設定されているのは、仮想軌道回路＜Ｂ６ＲＴ＞から下り列車が進出したことの最終的な判定条件が軌道回路（ＣＯＴ）の列車非在線状態から列車在線状態への遷移と軌道回路（Ｃ１１Ｔ）の列車非在線状態から列車在線状態への遷移とその後の軌道回路（ＣＯＴ）の列車在線状態から列車非在線状態への遷移であることを示している。 The above condition part will be described in detail by way of an example. “B21T ↓, B23T ↓” is set in the second row and third column of the definition data 32 of the virtual track circuit between the adjacent B station to C station. It shows that the final judgment condition that the descending train has entered the track circuit <B6RT> is a transition from the train non-track state to the train track state of the two track circuits (B21T) and (B23T). “COT ↓ ↑, C11T ↓” is set in the second row and the fourth column of the same definition data 32 because the final judgment condition that the descending train has advanced from the virtual track circuit <B6RT> is the track circuit ( COT) from the train non-track state to the train stand-by state and the track circuit (C11T) from the train non-track state to the train stand-by state and from the track circuit (COT) to the train non-track state Is a transition It is shown the door.

なお、そのような条件判定に加えて確認用所定時間の経過待ちも行う場合、その時間が例えば１２０秒といった共通のものであれば、それを本例の個別区間用仮想軌道回路の定義データ３１，３２，…に設定する必要がないが、個別に時間を異ならせる場合は、そのデータ項目も定義データ３１〜３３に設けることで簡便に実現することができる。また、それぞれの個別区間用仮想軌道回路がどの信号機によって排他的に使用されているのか或いは使用されていないのかといったフラグや信号機識別情報は、例えば後述する定義データ４３，４７，５３，５７に設けることで、排他制御を簡便に実現することができるようになっている。 In addition to such a condition determination, when waiting for the elapse of the predetermined time for confirmation, if the time is common, for example, 120 seconds, this is defined as the definition data 31 of the virtual track circuit for the individual section of this example. , 32,..., But when the time is individually changed, the data items can also be provided in the definition data 31 to 33 for easy implementation. In addition, flags and traffic signal identification information such as which traffic signals are used exclusively or not by each traffic virtual circuit for each individual section are provided in definition data 43, 47, 53, and 57 to be described later, for example. Thus, exclusive control can be realized easily.

また、同じ例示路線において二つの特殊自動閉そく区間が中間駅を挟んで連なっている続き区間については、続き区間に対応した仮想軌道回路（延長仮想軌道回路）が規定される。具体的には（図３（ｂ）参照）、中央連動局１０のデータ領域に、Ｂ駅を中間駅とする近駅間Ａ駅〜Ｃ駅の続き区間＜Ａ６ＲＴ＞〜＜Ｂ６ＲＴ＞に対応する仮想軌道回路＜延長Ａ６ＲＴ＞の列車在線状態を保持する定義データ３４と、Ｃ駅を中間駅とする近駅間Ｂ駅〜Ｄ駅の続き区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞に対応する仮想軌道回路＜延長Ｂ６ＲＴ＞の列車在線状態を保持する近駅間Ｂ駅〜Ｄ駅の仮想軌道回路の定義データ３５等が割り付けられている。 Further, a virtual track circuit (extended virtual track circuit) corresponding to the continuous section is defined for a continuous section in which two special automatic closed sections are connected across the intermediate station on the same exemplary route. Specifically (see FIG. 3 (b)), the data area of the central interlocking station 10 corresponds to the continuation section <A6RT> to <B6RT> between A station and C station between B stations as an intermediate station. Virtual track circuit corresponding to the definition data 34 for maintaining the train track status of the virtual track circuit <extension A6RT> and the continuation sections <B6RT> to <C6RT> between the B station and the D station between the C station and the intermediate station The definition data 35 and the like of the virtual track circuit between the B station to the D station between the nearby stations that hold the train extension state of <extension B6RT> are allocated.

これらの延長仮想軌道回路の定義データは、近駅間仮想軌道回路論理処理手段１５によって使用されその具体的な処理対象や内容を規定するものであるが、上述した個別区間用仮想軌道回路の定義データ同様、列車在線状態の他に、その状態変化の判断条件となる下り方向や上り方向の進入条件や進出条件までデータ保持することにより、近駅間仮想軌道回路論理処理手段１５の改変なしで、データを変更することのみで、種々の路線に適応しうる汎用性の高いものとなっている。また、それぞれの延長仮想軌道回路がどの信号機によって排他的に使用されているのか或いは使用されていないのかといったフラグや信号機識別情報は、例えば後述する定義データ４４，４８，５４，５８に設けられている。 These extended virtual track circuit definition data are used by the near-station virtual track circuit logic processing means 15 to define the specific processing object and contents thereof. Similar to the data, in addition to the train line status, data is stored up to the entry conditions and entry conditions in the down direction and the up direction, which are the judgment conditions for the state change, so that the near-station virtual track circuit logic processing means 15 is not modified. By simply changing the data, it is highly versatile and can be adapted to various routes. In addition, flags and traffic signal identification information such as which traffic signals each extended virtual track circuit is used exclusively or not are provided in, for example, definition data 44, 48, 54, and 58 to be described later. Yes.

両仮想軌道回路を対比すると、個別区間用仮想軌道回路については進入条件や進出条件の軌道回路が自駅と隣駅（次駅）のものなのに対し、延長仮想軌道回路については進入条件や進出条件の軌道回路が自駅と近駅（隣の隣の駅，次々駅）のものになっている。
なお、これらの区間と仮想軌道回路について、すなわち、個々の区間と個別区間用仮想軌道回路についても、続き区間（見なし単線区間）と延長仮想軌道回路についても、区間と軌道回路について上述したのと同様、両者が一対一で対応していて混同のおそれが無いので、対応し合っている両者の特定に同一の記号名を使用している。 Comparing both virtual track circuits, the entry condition and advance condition track circuit for the individual section virtual track circuit are those of the local station and the next station (next station), whereas the extended virtual track circuit is the entry condition and advance condition. The track circuit is that of its own station and nearby station (next to the next station, one after another).
In addition, about these sections and virtual track circuits, that is, for individual sections and virtual track circuits for individual sections, also for sections (deemed single line sections) and extended virtual track circuits, sections and track circuits have been described above. Similarly, since the two correspond one-on-one and there is no possibility of confusion, the same symbol name is used to identify the two corresponding to each other.

そして、上述した連動図に示された信号機に係る競合関係が各駅Ａ，Ｂ，…毎の連動表で示されるが（図４，図５参照）、競合する信号機と仮想軌道回路を示すにとどめる。
詳述すると、Ａ駅の連動表から抜粋されたＡ駅部分連動表４１にあっては（図４（ａ）参照）、Ａ駅の各信号機Ａ６Ｌ，Ａ７Ｌ，Ａ８Ｌ，Ａ６Ｒ，Ａ７Ｒ，Ａ８Ｒそれぞれと競合するＡ駅（自駅）の信号機が個別連動部分４２の欄で特定され、Ａ駅の各下り出発信号機Ａ６Ｒ，Ａ７Ｒ，Ａ８Ｒそれぞれと仮想軌道回路＜Ａ６ＲＴ＞に関して競合するＢ駅（隣駅）の上り出発信号機Ｂ３Ｌが隣駅間閉そく部分４３の欄で特定され、Ａ駅の各下り出発信号機Ａ６Ｒ，Ａ７Ｒ，Ａ８Ｒそれぞれと仮想軌道回路＜延長Ａ６ＲＴ＞に関して競合するＣ駅（近駅）の上り出発信号機Ｃ３Ｌ，Ｃ４Ｌが近駅間閉そく部分４４の欄で特定されている。 And the competitive relationship related to the traffic signal shown in the above-mentioned interlocking diagram is shown in the interlocking table for each station A, B,... (See FIGS. 4 and 5), but only the competing traffic signal and virtual track circuit are shown. .
More specifically, in the A station partial link table 41 extracted from the link table of A station (see FIG. 4A), each of the traffic lights A6L, A7L, A8L, A6R, A7R, A8R of the A station The competing A station (own station) traffic lights are identified in the column of the individual interlocking portion 42, and each of the A departure stations A6R, A7R, A8R of the A station and the B station (adjacent station) competing for the virtual track circuit <A6RT>. Uphill departure signal B3L is identified in the column of the block 43 between adjacent stations, and each of the A departure stations A6R, A7R, A8R of station A competes with each of the virtual track circuit <extension A6RT>. The departure traffic signals C3L and C4L are specified in the column 44 between the close stations.

また、Ｂ駅の連動表から抜粋されたＢ駅部分連動表４５にあっては（図４（ｂ）参照）、Ｂ駅の各信号機Ｂ１Ｒ，Ｂ３Ｌ，Ｂ８Ｌ，Ｂ６Ｒそれぞれと競合するＢ駅（自駅）の信号機が個別連動部分４６の欄で特定され、Ｂ駅の上り出発信号機Ｂ３Ｌと仮想軌道回路＜Ａ６ＲＴ＞に関して競合するＡ駅（隣駅）の下り出発信号機Ａ６Ｒ，Ａ７Ｒ，Ａ８Ｒが隣駅間閉そく部分４７の欄で特定され、Ｂ駅の下り出発信号機Ｂ６Ｒと仮想軌道回路＜Ｂ６ＲＴ＞に関して競合するＣ駅（隣駅）の上り出発信号機Ｃ３Ｌ，Ｃ４Ｌも隣駅間閉そく部分４７の欄で特定され、Ｂ駅の下り出発信号機Ｂ６Ｒと仮想軌道回路＜延長Ｂ６ＲＴ＞に関して競合するＤ駅（近駅）の上り出発信号機Ｄ３Ｌが近駅間閉そく部分４８の欄で特定されている。 Further, in the B station partial linkage table 45 extracted from the B station linkage table (see FIG. 4B), the B station competing with each of the traffic lights B1R, B3L, B8L, B6R of the B station (self Station) is specified in the column of the individual interlocking portion 46, and the downstream departure signals A6R, A7R, A8R of the A station (neighboring station) competing with the upstream departure signal B3L of the B station and the virtual track circuit <A6RT> are the adjacent stations. The upstream departure signals C3L and C4L of the C station (neighboring station) that are identified in the column of the interblock portion 47 and compete for the virtual departure circuit B6R and the virtual departure circuit <B6RT> of the B station are also in the column of the interblock adjacent portion 47. The upstream departure signal D3L of the D station (near station) competing with the downstream departure signal B6R of the B station and the virtual track circuit <extension B6RT> is identified in the column 48 between the nearby stations.

さらに、Ｃ駅の連動表から抜粋されたＣ駅部分連動表５１にあっては（図５（ａ）参照）、Ｃ駅の各信号機Ｃ１Ｒ，Ｃ２Ｒ，Ｃ３Ｌ，Ｃ４Ｌ，Ｃ８Ｌ，Ｃ９Ｌ，Ｃ６Ｒ，Ｃ７Ｒそれぞれと競合するＣ駅（自駅）の信号機が個別連動部分５２の欄で特定され、Ｃ駅の各上り出発信号機Ｃ３Ｌ，Ｃ４Ｌそれぞれと仮想軌道回路＜Ｂ６ＲＴ＞に関して競合するＢ駅（隣駅）の下り出発信号機Ｂ６Ｒが隣駅間閉そく部分５３の欄で特定され、Ｃ駅の各下り出発信号機Ｃ６Ｒ，Ｃ７Ｒそれぞれと仮想軌道回路＜Ｃ６ＲＴ＞に関して競合するＤ駅（隣駅）の上り出発信号機Ｄ３Ｌも隣駅間閉そく部分５３の欄で特定され、Ｃ駅の各上り出発信号機Ｃ３Ｌ，Ｃ４Ｌそれぞれと仮想軌道回路＜延長Ａ６ＲＴ＞に関して競合するＡ駅（近駅）の下り出発信号機Ａ６Ｒ，Ａ７Ｒ，Ａ８Ｒが近駅間閉そく部分５４の欄で特定され、Ｃ駅の各下り出発信号機Ｃ６Ｒ，Ｃ７Ｒそれぞれと仮想軌道回路＜延長Ｃ６ＲＴ＞に関して競合するＥ駅（近駅）の図示しない上り出発信号機Ｅ３Ｌも近駅間閉そく部分５４の欄で特定されている。 Further, in the C station partial linkage table 51 extracted from the C station linkage table (see FIG. 5A), the traffic signals at C station C1R, C2R, C3L, C4L, C8L, C9L, C6R, C7R The traffic signal of C station (own station) competing with each other is specified in the column of the individual interlocking portion 52, and the B station (adjacent station) competing with each of the upstream departure traffic signals C3L and C4L of the C station and the virtual track circuit <B6RT>. The downstream departure signal B6R of the station D is identified in the column of the adjacent station block portion 53, and the upstream departure signal D3L of the station D (neighboring station) competing with each of the downstream departure signals C6R and C7R of the station C with respect to the virtual track circuit <C6RT>. Is also specified in the column of the section 53 between adjacent stations, and the downstream departure signal A of A station (near station) competing with each of the upstream departure traffic signals C3L, C4L of the C station and the virtual track circuit <extension A6RT>. R, A7R, A8R are identified in the column 54 between the close stations, and the E station (near station) that competes with each of the downlink departure traffic signals C6R, C7R of the C station and the virtual track circuit <extension C6RT> (not shown) The departure signal E3L is also specified in the column of the close part 54 between the nearby stations.

また、Ｄ駅の連動表から抜粋されたＤ駅部分連動表５５にあっては（図５（ｂ）参照）、Ｄ駅の各信号機Ｄ１Ｒ，Ｄ３Ｌ，Ｄ８Ｌ，Ｄ６Ｒそれぞれと競合するＤ駅（自駅）の信号機が個別連動部分５６の欄で特定され、Ｄ駅の上り出発信号機Ｄ３Ｌと仮想軌道回路＜Ｃ６ＲＴ＞に関して競合するＣ駅（隣駅）の下り出発信号機Ｃ６Ｒ，Ｃ７Ｒが隣駅間閉そく部分５７の欄で特定され、Ｄ駅の下り出発信号機Ｄ６Ｒと仮想軌道回路＜Ｄ６ＲＴ＞に関して競合するＥ駅（隣駅）の上り出発信号機Ｅ３Ｌも隣駅間閉そく部分５７の欄で特定され、Ｄ駅の上り出発信号機Ｄ３Ｌと仮想軌道回路＜延長Ｂ６ＲＴ＞に関して競合するＢ駅（近駅）の下り出発信号機Ｂ６Ｒが近駅間閉そく部分５８の欄で特定され、Ｄ駅の下り出発信号機Ｄ６Ｒと仮想軌道回路＜延長Ｄ６ＲＴ＞に関して競合する図示しないＦ駅（近駅）のやはり図示しない上り出発信号機Ｆ３Ｌも近駅間閉そく部分５８の欄で特定されている。 In addition, in the D station partial linkage table 55 extracted from the D station linkage table (see FIG. 5B), the D station competing with each of the traffic signals D1R, D3L, D8L, D6R of the D station (self Station) traffic lights are identified in the column of the individual interlocking portion 56, and the downstream departure traffic signals C6R and C7R of the C station (neighboring station) competing with the upstream departure traffic signal D3L of the D station and the virtual track circuit <C6RT> are closed between the adjacent stations. The upstream departure signal E3L of the E station (neighboring station) that is specified in the column of the portion 57 and competes with the downward departure traffic signal D6R of the D station and the virtual track circuit <D6RT> is also specified in the column of the portion 57 between the adjacent stations. The downstream departure signal B6R of the B station (near station) competing with the upstream departure signal D3L of the station and the virtual track circuit <extension B6RT> is specified in the column of the close station 58 section, and the downstream departure signal D6R of the D station is virtually Orbit Up starting traffic F3L that also not shown in F stations (not shown) to compete for <extension D6RT> (near station) are also specified in the column of the near station between blocking part 58.

これらの連動表４１，４５，５１，５５のうち、個別連動部分４２，４６，５２，５６は、それに基づいて各駅個別連動論理処理手段１１の処理する連動論理の具体的な対象や内容が決まるものであり、隣駅間閉そく部分４３，４７，５３，５７は、それに基づいて隣駅間閉そく論理処理手段１２の処理する閉そく論理の具体的な対象や内容が決まるものであり、近駅間閉そく部分４４，４８，５４，５８は、それに基づいて近駅間閉そく論理処理手段１３の処理する閉そく論理の具体的な対象や内容が決まるものである。その関係と、上述のように軌道回路の無い個々の区間や続き区間については論理上の仮想軌道回路を対応させてそれを連動表（連動条件）に用いたこととにより、隣駅間閉そく論理処理手段１２も、近駅間閉そく論理処理手段１３も、各駅個別連動論理処理手段１１と同様、プログラム改変なしで、データを変更することのみで、種々の路線に適応しうる汎用性の高いものとなっている。 Among these interlocking tables 41, 45, 51, and 55, the individual interlocking portions 42, 46, 52, and 56 determine the specific objects and contents of the interlocking logic processed by each station individual interlocking logic processing means 11 based thereon. The adjacent station block portions 43, 47, 53, and 57 are based on which the specific objects and contents of the block logic processed by the block processing unit 12 between adjacent stations are determined. Based on the block portions 44, 48, 54, and 58, specific objects and contents of the block logic processed by the block close logic processing means 13 are determined. The relationship between the adjacent stations and the following sections without a track circuit as described above is based on the logic between the adjacent stations by using a logical virtual track circuit and using it in the link table (link condition). The processing means 12 and the close station logic processing means 13 are both highly versatile and adaptable to various routes just by changing the data without modifying the program, as with the individual station interlocking logic processing means 11. It has become.

また、連動表４１，４５，５１，５５の情報をコンピュータのメモリにデータ保持させる際に、全てを中央連動局１０にだけ保持させると、伝送路４の負担が増すばかりか、連動端末局６の各駅個別連動論理処理手段１１の処理が遅くなるので、各駅の連動端末局６に対して夫々の参照範囲の情報を中央連動局１０から転送する等のことにより重複して保持させるようになっている。仮想軌道回路の定義データ３１〜３５も同様にして参照用の複製データを連動端末局６に保持させるが、こちらのデータ３１〜３５は、中央連動局１０が時々更新するので、不所望な不整合が生じないよう、中央連動局１０が更新時には連動端末局６の参照を一時的にロックするといった排他制御も行うようになっている。 Further, when the information of the interlocking tables 41, 45, 51, 55 is held in the memory of the computer, if all of the information is held only in the central interlocking station 10, not only the burden on the transmission path 4 is increased, but also the interlocking terminal station 6 Since the processing of each station individual interlocking logic processing means 11 of the station is delayed, information of each reference range is transferred to the interlocking terminal station 6 of each station by transferring it from the central interlocking station 10 or the like. ing. Similarly, the reference data 31 to 35 of the virtual track circuit is also stored in the interlocking terminal station 6, but the data 31 to 35 are updated occasionally by the central interlocking station 10, so that undesired undesired data is stored. In order to prevent matching, the central interlocking station 10 performs exclusive control such as temporarily locking the reference of the interlocking terminal station 6 when updating.

この実施例１の統合連動装置［４，６…６，１０］すなわち中央連動局１０と伝送路４と複数の連動端末局６，６，…とからなる連動装置について、その使用態様及び動作を、図面を引用して説明する。図６は、下り列車がＢ駅からＣ駅へ走行するときのフローチャートであり、図７は、そのうち隣駅（Ｂ駅，Ｃ駅）間の論理処理（ステップＳ７０）に係る部分の詳細フローチャートであり、図８は、近駅（Ｂ駅，Ｄ駅）間の論理処理（ステップＳ８０）に係る部分の詳細フローチャートである。 About the integrated interlocking device [4, 6,..., 10] of the first embodiment, that is, the interlocking device comprising the central interlocking station 10, the transmission path 4, and the plurality of interlocking terminal stations 6, 6,. A description will be given with reference to the drawings. FIG. 6 is a flowchart when the descending train travels from the B station to the C station, and FIG. 7 is a detailed flowchart of a part related to the logical processing (step S70) between the adjacent stations (B station, C station). FIG. 8 is a detailed flowchart of a portion related to the logical processing (step S80) between the nearby stations (B station, D station).

各駅Ａ，Ｂ，Ｃ，…の連動端末局６，６，…によって収集された軌道回路の状態情報に基づいて列車の現在位置が把握されるとともに、自動進路制御装置２から受けた予定進路情報に基づいて或いは運転取扱い者による表示制御盤３からの手動入力に応じて必要な進路を安全に構成（確保）するために連動論理が処理されるのであるが、この統合連動装置［４，６…６，１０］では、連動端末局６，６，…それぞれの各駅個別連動論理処理手段１１，１１，…と、中央連動局１０の各手段１２〜１６とによって、分担処理される。 The current position of the train is grasped based on the track circuit state information collected by the interlocking terminal stations 6, 6,... Of each station A, B, C,. In response to manual input from the display control panel 3 by the operator, the interlocking logic is processed in order to safely configure (secure) the necessary course. .., 6 and 10], each station individual link logic processing means 11, 11,... And each means 12 to 16 of the central link station 10 perform sharing processing.

すなわち、各駅Ａ，Ｂ，Ｃ，…それぞれの駅構内における進路の確保（構成）は各駅個別連動論理処理手段１１によって処理され、隣駅間Ａ駅〜Ｂ駅，Ｂ駅〜Ｃ駅，Ｃ駅〜Ｄ駅，…の閉そくは隣駅間閉そく論理処理手段１２によって処理され、その際に参照される仮想軌道回路＜Ａ６ＲＴ＞，＜Ｂ６ＲＴ＞，＜Ｃ６ＲＴ＞，＜Ｄ６ＲＴ＞の状態遷移は隣駅間仮想軌道回路論理処理手段１４によって処理され、近駅間Ａ駅〜Ｃ駅，Ｂ駅〜Ｄ駅，…の閉そくは近駅間閉そく論理処理手段１３によって処理され、その際に参照される仮想軌道回路＜延長Ａ６ＲＴ＞，＜延長Ｂ６ＲＴ＞，＜延長Ｃ６ＲＴ＞，＜延長Ｄ６ＲＴ＞の状態遷移は近駅間仮想軌道回路論理処理手段１５によって処理される。 That is, securing (configuration) of the route in each station A, B, C,... Is processed by each station individual interlocking logic processing means 11, and between adjacent stations A station to B station, B station to C station, C station. ~ D station,... Is closed by the inter-neighboring station closing logic processing means 12, and the state transitions of the virtual track circuits <A6RT>, <B6RT>, <C6RT>, <D6RT> referenced at that time are adjacent stations. Inter-virtual track circuit logic processing means 14 processes the close station A to C station, B station to D station,... Closes the near station close logic processing means 13 and refers to the virtual The state transitions of the track circuits <extension A6RT>, <extension B6RT>, <extension C6RT>, and <extension D6RT> are processed by the near-station virtual track circuit logic processing means 15.

各駅個別連動論理処理手段１１による各駅Ａ，Ｂ，Ｃ，Ｄそれぞれの駅構内における進路の確保（構成）は、各駅の連動表４１，４５，５１，５５（図４，図５参照）のうち個別連動部分４２，４６，５２，５６で規定される連動論理の処理でなされ、それによって各駅の信号機と転てつ機の動作が制御される。連動論理処理の内容は連動表に基づいて決まるので（例えば鉄道電気技術者のための信号概論「連動装置」社団法人日本鉄道電気技術協会発行参照）、その詳細な説明は割愛するが、個別連動部分４２，４６，５２，５６は、仮に各駅Ａ，Ｂ，Ｃ，Ｄへ個別の連動装置を設置するとしたら各連動装置に規定されたであろう連動表に対応しているので、各駅毎の連動論理が集中処理されて、何れの駅でも、駅構内では、列車が予定進路を安全に走行するように信号機と転てつ機とが動作する。しかも、その処理に際して連動端末局６が参照することのある駅間に係る仮想軌道回路の情報は以下に述べるように中央連動局１０が管理するので、連動端末局６は何れも他の連動端末局６と直に情報を遣り取りしないで済む。 The securement (configuration) of each station A, B, C, and D in the station premises by each station individual linkage logic processing means 11 is among the linkage tables 41, 45, 51, 55 of each station (see FIGS. 4 and 5). It is performed by the processing of the interlocking logic defined by the individual interlocking portions 42, 46, 52, and 56, thereby controlling the operation of the traffic lights and the switches in each station. Since the contents of the interlocking logic processing are determined based on the interlocking table (for example, refer to the signal overview for railway electrical engineers “Interlocking Device” published by Japan Railway Electrical Engineering Association), detailed explanation thereof is omitted, but individual interlocking The portions 42, 46, 52, and 56 correspond to the interlocking table that would be specified for each interlocking device if individual interlocking devices were installed at each station A, B, C, and D. The interlocking logic is centrally processed, and at any station, a traffic light and a turning machine operate so that the train travels safely on the planned route within the station premises. Moreover, since the central link station 10 manages the information on the virtual track circuit between the stations that the linked terminal station 6 may refer to in the process, the linked terminal station 6 manages the other linked terminals. There is no need to exchange information directly with the station 6.

一方、隣り合っている両駅の駅間については、Ａ駅Ｂ駅間の区間＜Ａ６ＲＴ＞も、Ｂ駅Ｃ駅間の区間＜Ｂ６ＲＴ＞も、Ｃ駅Ｄ駅間の区間＜Ｃ６ＲＴ＞も、Ｄ駅Ｅ駅間の区間＜Ｄ６ＲＴ＞も、軌道回路の無い単線区間の特殊自動閉そく区間であり、各駅の現場装置に異常のない正常時には、隣駅間仮想軌道回路論理処理手段１４によって夫々に対応する仮想軌道回路＜Ａ６ＲＴ＞，＜Ｂ６ＲＴ＞，＜Ｃ６ＲＴ＞，…の定義データ３１，３２，３３，…に対して列車在線か列車非在線かを示す状態情報が設定される。
なお、説明の簡明化のため、列車の在線・非在線を示す状態情報は、列車在線状態と列車非在線状態という確定状態だけ述べ、遷移途中の不確定状態には言及しない。 On the other hand, between the stations of both adjacent stations, the section <A6RT> between station A and station B, the section <B6RT> between station B and station C, and the section <C6RT> between station C and station D, The section <D6RT> between the D station and the E station is also a special automatic closing section of a single line section without a track circuit, and when there is no abnormality in the field device at each station, the virtual track circuit logic processing means 14 between adjacent stations respectively. State information indicating whether the train is present or not is set in the definition data 31, 32, 33,... Of the corresponding virtual track circuit <A6RT>, <B6RT>, <C6RT>,.
For simplicity of explanation, the state information indicating the presence / absence of a train is described only as a definite state such as a train existing state and a train non-present state, and does not refer to an indeterminate state during the transition.

また、そのような仮想軌道回路（個別区間用仮想軌道回路）の状態情報を参照して、駅間についても、各駅の連動表４１，４５，５１，５５（図４，図５参照）に対して上述の個別連動部分に準じた形で追加されていた隣駅間閉そく部分４３，４７，５３，５７に基づき、個別連動部分に準じた態様で、閉そく論理が隣駅間閉そく論理処理手段１２によって処理されるので、何れの駅間についても、列車が予定進路を安全に走行できるように、進行方向の区間が排他的に確保されるとともに該当する信号機や転てつ機が動作する。 In addition, referring to the status information of such a virtual track circuit (virtual track circuit for individual section), the station-to-station linkage tables 41, 45, 51, 55 (see FIGS. 4 and 5) are also provided. Based on the block portions 43, 47, 53, 57 between the adjacent stations that have been added in the form according to the above-described individual interlocking portion, the closing logic is the logic processing means 12 between the adjacent stations in a manner according to the individual interlocking portion. Therefore, in any station, a section in the traveling direction is exclusively reserved and the corresponding traffic signal or turning machine operates so that the train can safely travel on the planned route.

さらに、互いに隣の隣にあたる両駅の駅間については、Ａ駅〜Ｃ駅間の２区間＜Ａ６ＲＴ＞〜＜Ｂ６ＲＴ＞も、Ｂ駅〜Ｄ駅間の２区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞も、Ｃ駅〜Ｅ駅間の２区間＜Ｃ６ＲＴ＞〜＜Ｄ６ＲＴ＞も、特殊自動閉そく区間が中間駅を挟んで隣り合う続き区間であり、中間駅の現場装置が正常でない異常時には、近駅間仮想軌道回路論理処理手段１５によって夫々に対応する仮想軌道回路＜延長Ａ６ＲＴ＞，＜延長Ｂ６ＲＴ＞，…の定義データ３４，３５，…に対して列車在線か列車非在線かを示す状態情報が設定される。これについても簡明化のため遷移途中の不確定状態には言及しない。 Furthermore, between the stations of both stations that are adjacent to each other, there are also two sections <A6RT> to <B6RT> between A station and C station, and two sections <B6RT> to <C6RT> between B station and D station. The two sections <C6RT> to <D6RT> between station C and station E are also continuous sections where the special automatic closing section is adjacent to the intermediate station. The virtual track circuit logic processing means 15 sets state information indicating whether the train is present or not in the definition data 34, 35,... Of the corresponding virtual track circuit <extension A6RT>, <extension B6RT>,. Is done. For the sake of simplicity, this is not referred to as an indeterminate state during the transition.

また、そのような仮想軌道回路（延長仮想軌道回路）を参照して、続き区間の駅間についても、各駅の連動表４１，４５，５１，５５（図４，図５参照）に対して上述の個別連動部分や隣駅間閉そく部分に準じた形で追加されていた近駅間閉そく部分４４，４８，５４，５８に基づき、個別連動部分や隣駅間閉そく部分に準じた態様で、閉そく論理が近駅間閉そく論理処理手段１３によって見なし単線区間として処理されるので、何れの続き区間についても列車が予定進路を安全に走行できるように進行方向の２区間が恰も一区間の特殊自動閉そく区間のように排他的に確保される。 In addition, with reference to such a virtual track circuit (extended virtual track circuit), the inter-station station linkage tables 41, 45, 51, and 55 (see FIGS. 4 and 5) are also described above. Based on the close inter-station block portions 44, 48, 54, and 58 that were added in the form corresponding to the individual inter-linkage portion and the block between adjacent stations, the block is closed in a manner according to the individual link portion and the block between adjacent stations. Since the logic is considered as a single line section by the logic processing means 13 between the stations close to each other, the special automatic block with two sections in the direction of travel is one section so that the train can safely travel on the planned route in any subsequent section. It is reserved exclusively like a section.

そして、異常の有無に応じて、正常時用手段組１２＋１４（隣駅間閉そく論理処理手段１２と隣駅間仮想軌道回路論理処理手段１４）による隣駅間の論理処理が行われるのか、あるいは異常時用手段組１３＋１５（近駅間閉そく論理処理手段１３と近駅間仮想軌道回路論理処理手段１５）による近駅間の論理処理が行われるのかが、隣駅近駅切替手段１６によって切り替えられるので、統合連動装置［４，６…６，１０］における各手段１１〜１６の実行状況を、下り列車がＢ駅からＣ駅あるいはＤ駅へ向けて走行する場合を具体例にして、さらにはＣ駅における現場装置の異常の有無で場合分けして、説明する（図６参照）。 Then, depending on the presence or absence of abnormality, logical processing between adjacent stations by means of normal means 12 + 14 (inter-station block logic processing means 12 and inter-station virtual track circuit logic processing means 14) is performed, or abnormal Since the adjacent station near station switching means 16 switches whether the logic processing between the nearby stations is performed by the time means 13 + 15 (close station close logic processing means 13 and near station virtual track circuit logic processing means 15). The execution status of each means 11 to 16 in the integrated interlocking device [4, 6,..., 10] is a specific example in which the descending train travels from the B station toward the C station or the D station. A description will be given according to the presence or absence of abnormality of the field device at the station (see FIG. 6).

本発明は、列車の到着点（列車運行上の到着駅）を柔軟に変更できることが最大の特長であるが、下り列車がＢ駅から出発するにあたり、先ず最初に到着点を決定する必要があり、自動進路制御装置２の自動設定にて或いは表示制御盤３に対する運転取扱い者の手動操作にて、下り出発信号機Ｂ６Ｒの設定トリガーが中央連動局１０に入力されると（ステップＳ６０）、次駅であるＣ駅の現場装置が総て正常であるのか或いは何れかに異常があるのかが調べられ（ステップＳ６１）、正常であれば（ステップＳ６１「正常」→Ｓ６２）、Ｂ駅Ｃ駅間の区間＜Ｂ６ＲＴ＞に対応する仮想軌道回路＜Ｂ６ＲＴ＞が仮想軌道回路論理処理と閉そく論理処理の対象に選択され（ステップＳ６２）、仮想軌道回路＜Ｂ６ＲＴ＞が競合するＣ駅の上り出発信号機Ｃ３ＬあるいはＣ４Ｌによって既に使用されていれば使用されなくなるまで待ち（ステップＳ６３「使用」→終了）、仮想軌道回路＜Ｂ６ＲＴ＞が競合する出発信号機Ｃ３ＬあるいはＣ４Ｌによって使用されていなければ隣駅（Ｂ駅，Ｃ駅）間の連動論理が処理される（ステップＳ６３「不使用」→Ｓ７０→終了）。 The present invention has the greatest feature that the arrival point of the train (arrival station on the train operation) can be flexibly changed. However, when the descending train departs from the B station, it is necessary to first determine the arrival point. When the setting trigger of the descending departure signal B6R is input to the central interlocking station 10 by the automatic setting of the automatic route control device 2 or by the manual operation of the driving operator on the display control panel 3 (step S60), the next station It is checked whether all the on-site devices at station C are normal or abnormal (step S61), and if normal (step S61 “normal” → S62), between station B and station C The virtual track circuit <B6RT> corresponding to the section <B6RT> is selected as a target for the virtual track circuit logic processing and the block logic processing (step S62), and the ascending departure of the C station where the virtual track circuit <B6RT> competes If it is already used by the car C3L or C4L, it waits until it is not used (Step S63 “Use” → End). If the virtual track circuit <B6RT> is not used by the competing departure signal C3L or C4L, the next station (B Interlocking logic between the station and the station C) is processed (step S63 “not used” → S70 → end).

これに対し、Ｃ駅に異常があれば（ステップＳ６１「異常」→Ｓ６５）、Ｂ駅Ｄ駅間の続き区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞に対応する仮想軌道回路＜延長Ｂ６ＲＴ＞が仮想軌道回路論理処理と閉そく論理処理の対象に選択され（ステップＳ６５）、仮想軌道回路＜延長Ｂ６ＲＴ＞が競合するＤ駅の上り出発信号機Ｄ３Ｌによって既に使用されていれば使用されなくなるまで待ち（ステップＳ６６「使用」→終了）、仮想軌道回路＜延長Ｂ６ＲＴ＞が競合する出発信号機Ｄ３Ｌによって使用されていなくてもＣ駅（次駅）が傍線状態で通過可能でなければ通過可能になるまで待ち（ステップＳ６６「不使用」→ステップ６７「通過不可」→終了）、仮想軌道回路＜延長Ｂ６ＲＴ＞が競合する出発信号機Ｄ３Ｌによって使用されておらず然もＣ駅（次駅）が傍線状態で通過可能であれば（ステップＳ６６「不使用」→Ｓ６７「通過可能」→Ｓ６８）、出発駅と次駅（隣駅）との間の仮想軌道回路（直近の個別区間用仮想軌道回路）にも次駅（隣駅）と次々駅（近駅）との間の仮想軌道回路（一つ先の個別区間用仮想軌道回路）にも列車が在線していないことを確認し（ステップＳ６８「非在線」→Ｓ６９）、更に運転取扱い者が「Ｃ駅異常」と入力したことを確認してから（ステップＳ６９→Ｓ８０）、近駅（Ｂ駅，Ｄ駅）間の連動論理が処理される（ステップＳ８０→終了）。 On the other hand, if there is an abnormality in the C station (step S61 “abnormal” → S65), the virtual track circuit <extension B6RT> corresponding to the continuous section <B6RT> to <C6RT> between the B station and the D station is the virtual track circuit. It is selected as the target of logic processing and block logic processing (step S65), and if the virtual track circuit <extension B6RT> has already been used by the competing D departure traffic signal D3L, wait until it is not used (step S66 "use" ”→ End), even if the virtual track circuit <extension B6RT> is not used by the competing departure signal D3L, if the C station (next station) cannot pass in a sideline state, it waits until it can pass (step S66“ Not used ”→ step 67“ impossible to pass ”→ end), the virtual track circuit <extension B6RT> is not used by the competing departure traffic light D3L, but C If (next station) can pass in a sideline state (step S66 “unused” → S67 “passable” → S68), a virtual track circuit between the departure station and the next station (neighboring station) That there is no train on the virtual track circuit between the next station (neighboring station) and the next station (near station) (virtual track circuit for the individual section ahead) After confirming (step S68 “non-existing line” → S69) and confirming that the operator has entered “C station abnormality” (step S69 → S80), between the nearby stations (B station, D station) The interlocking logic is processed (step S80 → end).

上述したＣ駅等正常時の処理のうち隣駅（Ｂ駅，Ｃ駅）間の論理処理を詳述すると（図６ステップＳ７０，図７参照）、仮想軌道回路＜Ｂ６ＲＴ＞に関して出発信号機Ｂ６Ｒと競合する信号機Ｃ３Ｌ，Ｃ４Ｌを排他制御するために、仮想軌道回路＜Ｂ６ＲＴ＞を出発信号機Ｂ６Ｒが使用しているというフラグ等を隣駅間Ｂ駅〜Ｃ駅の仮想軌道回路の定義データ４７に設定し（ステップＳ７１）、それから、出発信号機Ｂ６Ｒが進行を指示する信号を現示し（ステップＳ７２）、さらに、Ｂ駅の出発信号機Ｂ６Ｒの外方の軌道回路Ｂ１ＲＴが列車在線状態から列車非在線状態になったら、その時に、Ｂ駅〜Ｃ駅間の運転方向として下り閉そくを最終確定する（ステップＳ７３）。 The logical processing between the adjacent stations (B station, C station) in the normal processing such as the C station described above will be described in detail (see step S70 and FIG. 7 in FIG. 6). With respect to the virtual track circuit <B6RT>, the departure signal B6R and In order to exclusively control the competing traffic signals C3L and C4L, a flag indicating that the departure traffic signal B6R is using the virtual track circuit <B6RT> is set in the virtual track circuit definition data 47 between the adjacent stations B to C. (Step S71), and then the signal indicating that the departure signal B6R is instructed to travel (Step S72), and the track circuit B1RT outside the departure signal B6R at the station B is changed from the train presence state to the train absence state. At that time, the final closing is finally determined as the driving direction between the B station and the C station (step S73).

なお、出発信号機Ｂ６Ｒが進行を指示する信号を現示したとき（ステップＳ７２）、仮想軌道回路＜Ｂ６ＲＴ＞を出発信号機Ｂ６Ｒが使用しているというフラグ等を定義データ４７に設定して、信号機Ｃ３Ｌ，Ｃ４Ｌを排他制御するが、この段階の設定は仮予約の状態であり、出発信号機Ｂ６Ｒを復位（設定をとり消し、定常位置や定常状態に復帰）すれば、出発信号機Ｂ６Ｒが使用しているというフラグ等の設定をキャンセルできる状態である。これに対し、一旦、閉そくが最終確定された以降は、当該列車が到着駅であるＣ駅に進入するか（ステップＳ７７）、あるいは本発明の対象外なので詳細は割愛するが出発した当該列車をＢ駅に引き戻す"退行運転"という取扱いをしなければ、閉そくが解錠されない。このように列車が実際に出発してから閉そくが確定されるので、進路の試設定によってむやみに閉そくが確定してしまうといった不都合な事態が回避される。 When the departure signal B6R shows a signal instructing to proceed (step S72), a flag indicating that the departure signal B6R is using the virtual track circuit <B6RT> is set in the definition data 47, and the signal C3L , C4L are controlled exclusively, but the setting at this stage is a provisional reservation state. If the departure signal B6R is restored (cancels the setting and returns to the normal position or steady state), the departure signal B6R is using it. This is a state where the setting of the flag or the like can be canceled. On the other hand, once the closing is finally confirmed, the train enters the arrival station C (step S77), or is not covered by the present invention. If it is not handled as “retreat driving” to return to station B, the closure will not be unlocked. As described above, since the closing of the train is confirmed after the train actually departs, an inconvenient situation in which the closing of the train is determined unnecessarily by the trial setting of the route is avoided.

それから（ステップＳ７３→Ｓ７４）、出発信号機Ｂ６Ｒの内方に設けられた第１軌道回路Ｂ２１Ｔと第２軌道回路Ｂ２３Ｔとの双方が列車在線状態になったら、仮想軌道回路＜Ｂ６ＲＴ＞に列車が進入したと判定して、仮想軌道回路＜Ｂ６ＲＴ＞の状態を列車非在線状態から列車在線状態へ遷移させる（ステップＳ７４）。
その後、列車が区間＜Ｂ６ＲＴ＞を進行してＣ駅に接近し、それによって下り場内信号機Ｃ１ＲあるいはＣ２Ｒ（Ｃ１ＲかＣ２Ｒかは列車運行情報や列車ダイヤにより決まる）の設定トリガーが入力され、場内信号機Ｃ１ＲあるいはＣ２Ｒが進行を指示する信号を現示したことを確認する（ステップＳ７５）。 Then (steps S73 → S74), when both the first track circuit B21T and the second track circuit B23T provided inside the departure traffic light B6R are in the train line state, the train enters the virtual track circuit <B6RT>. The state of the virtual track circuit <B6RT> is changed from the non-train presence state to the train presence state (step S74).
After that, the train travels through the section <B6RT> and approaches the station C, so that a setting trigger for the traffic signal C1R or C2R (determining whether C1R or C2R is determined by train operation information or the train schedule) is input. It is confirmed that C1R or C2R has displayed a signal instructing the progress (step S75).

そして、Ｃ駅の場内信号機Ｃ１Ｒの外方の開電路式の軌道回路ＣＯＴが列車非在線状態から列車在線状態になり、それから、場内信号機Ｃ１Ｒの内方の閉電路式の軌道回路Ｃ１１Ｔが列車非在線状態から列車在線状態になり、更にそれから、軌道回路ＣＯＴが列車在線状態から列車非在線状態に戻ったら、その時に、仮想軌道回路＜Ｂ６ＲＴ＞を列車が進出したと判定して、Ｂ駅〜Ｃ駅間の下り閉そくを解錠する（ステップＳ７６）。
具体的には、仮想軌道回路＜Ｂ６ＲＴ＞の状態を列車在線状態から列車非在線状態に戻し、仮想軌道回路＜Ｂ６ＲＴ＞を下り出発信号機Ｂ６Ｒが使用していないというフラグ等をＢ駅部分連動表４５の隣駅間閉そく部分４７等に設定する。 Then, the open circuit type track circuit COT outside the in-site traffic signal C1R at the C station changes from the train non-existing state to the train existing state, and then the closed circuit type track circuit C11T inside the in-site signal C1R becomes the train non-existing state. From the standing line state to the train standing line state, when the track circuit COT returns from the train standing line state to the train non-tracking state, it is determined at that time that the train has advanced to the virtual track circuit <B6RT>. The downward block between the stations C is unlocked (step S76).
Specifically, the state of the virtual track circuit <B6RT> is returned from the train line state to the train non-line state, and the flag indicating that the virtual track circuit <B6RT> is not being used by the descending traffic light B6R is displayed in the B station partial linkage table. It is set to a portion 47 etc. between 45 adjacent stations.

この設定によって、Ｂ駅〜Ｃ駅間の下り閉そくが解錠され、この区間の運転方向は、下り及び上りのどちらの方向にも閉そくが確定していない状態となる。
さらに、列車がＣ駅のホームトラックＣ２ＲＴに完全に進入したら場内信号機Ｃ２Ｒを復位（定常位置や定常状態に復帰）する（ステップＳ７７）。
こうして、列車がＢ駅からＣ駅へ安全に進むことができるとともに、独占使用の済んだ区間＜Ｂ６ＲＴ＞が他の信号機に解放されるので、Ｃ駅の上り出発信号機Ｃ３ＬあるいはＣ４Ｌの設定が可能になる。 With this setting, the downward block between the B station and the C station is unlocked, and the operation direction in this section is in a state where the block is not fixed in either the downward direction or the upward direction.
Further, when the train has completely entered the home track C2RT of station C, the on-site signal C2R is restored (returned to a steady position or a steady state) (step S77).
In this way, the train can travel safely from B station to C station, and the section <B6RT> that has been exclusively used is released to other traffic lights, so it is possible to set up an upstream departure signal C3L or C4L at C station become.

上述したＣ駅異常時の処理のうち近駅（Ｂ駅，Ｄ駅）間の論理処理を詳述すると（図６ステップＳ８０，図８参照）、仮想軌道回路＜延長Ｂ６ＲＴ＞に関して出発信号機Ｂ６Ｒと競合する信号機Ｄ３Ｌを排他制御するために、仮想軌道回路＜延長Ｂ６ＲＴ＞を出発信号機Ｂ６Ｒが使用しているというフラグ等を近駅間Ｂ駅〜Ｄ駅の仮想軌道回路の定義データ４８に設定し（ステップＳ８１）、それから、出発信号機Ｂ６Ｒが進行を指示する信号を現示し（ステップＳ８２）、さらに、Ｂ駅の出発信号機Ｂ６Ｒの外方の軌道回路Ｂ１ＲＴが列車在線状態から列車非在線状態になったら、その時に、Ｂ駅〜Ｃ駅間の運転方向として下り閉そくを最終確定する（ステップＳ８３）。 Of the above-described processing at the time of C station abnormality, logic processing between nearby stations (B station, D station) will be described in detail (see step S80 and FIG. 8 in FIG. 6). With regard to the virtual track circuit <extension B6RT> In order to exclusively control the competing traffic light D3L, a flag indicating that the departure traffic light B6R is using the virtual track circuit <extension B6RT> is set in the definition data 48 of the virtual track circuit between B station to D station between the nearby stations. (Step S81), and then the signal indicating that the departure signal B6R is instructed to travel (Step S82), and the track circuit B1RT outside the departure signal B6R at the station B is changed from the train presence state to the train absence state. Then, at that time, the final closing is determined as the driving direction between the B station and the C station (step S83).

それから、出発信号機Ｂ６Ｒの内方に設けられた第１軌道回路Ｂ２１Ｔと第２軌道回路Ｂ２３Ｔとの双方が列車在線状態になったら、仮想軌道回路＜延長Ｂ６ＲＴ＞に列車が進入したと判定して、仮想軌道回路＜延長Ｂ６ＲＴ＞の状態を列車非在線状態から列車在線状態へ遷移させる（ステップＳ８４）。
その後、列車が続き区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞を走行してＤ駅に接近し、それによって下り場内信号機Ｄ１Ｒの設定トリガーが入力され、場内信号機Ｄ１Ｒが進行を指示する信号を現示したことを確認する（ステップＳ８５）。 Then, when both the first track circuit B21T and the second track circuit B23T provided inside the departure signal B6R are in the train existing state, it is determined that the train has entered the virtual track circuit <extension B6RT>. Then, the state of the virtual track circuit <extension B6RT> is changed from the train non-existing line state to the train existing line state (step S84).
After that, the train continued and traveled in the section <B6RT> to <C6RT> and approached D station, so that the setting trigger of the traffic signal D1R in the downfield was input, and the signal instructing the progress of the traffic signal D1R was shown. Is confirmed (step S85).

そして、Ｄ駅の場内信号機Ｄ１Ｒの外方の開電路式の軌道回路ＤＯＴが列車非在線状態から列車在線状態になり、それから、場内信号機Ｄ１Ｒの内方の閉電路式の軌道回路Ｄ１１Ｔが列車非在線状態から列車在線状態になり、更にそれから、軌道回路ＤＯＴが列車在線状態から列車非在線状態に戻ったら、その時に、仮想軌道回路＜延長Ｂ６ＲＴ＞を列車が進出したと判定して、Ｂ駅〜Ｄ駅間の下り閉そくを解錠する（ステップＳ８６）。具体的には、仮想軌道回路＜延長Ｂ６ＲＴ＞の状態を列車在線状態から列車非在線状態に戻し、仮想軌道回路＜延長Ｂ６ＲＴ＞を下り出発信号機Ｂ６Ｒが使用していないというフラグ等をＢ駅部分連動表４５の近駅間閉そく部分４８等に設定することにより、Ｂ駅〜Ｄ駅間の下り閉そくが解錠され、この区間の運転方向は、下り及び上りのどちらの方向にも閉そくが確定していない状態となる。 Then, the open circuit type track circuit DOT outside the in-site traffic signal D1R at the D station changes from the train non-existing state to the train existing state, and then the closed circuit type track circuit D11T inside the in-site signal D1R becomes the non-train When the track is changed from the tracked status to the train tracked status, and then the track circuit DOT returns from the train track status to the train non-track status, it is determined that the train has advanced on the virtual track circuit <extension B6RT> The downward block between -D stations is unlocked (step S86). Specifically, the state of the virtual track circuit <extension B6RT> is returned from the train presence state to the train non-existence state, and the flag indicating that the virtual departure circuit <extension B6RT> is not used by the descending traffic light B6R is displayed at the B station portion. By setting it in the close station 48 section etc. of the interlocking table 45, the downward block between the B station and the D station is unlocked, and the driving direction of this section is confirmed in both the downward direction and the upward direction. It will be in a state that is not.

さらに、列車がＤ駅のホームトラックＤ１ＲＴに完全に進入したら場内信号機Ｄ１Ｒを復位（定常位置や定常状態に復帰）する（ステップＳ８７）。
こうして、続き区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞が恰も一つの単線区間として取り扱われて、列車がＢ駅からＤ駅へ安全に進むことができるとともに、独占使用の済んだ続き区間＜Ｂ６ＲＴ＞〜＜Ｃ６ＲＴ＞が他の信号機に解放されるので、Ｄ駅の上り出発信号機Ｄ３Ｌの設定が可能になる。 Further, when the train has completely entered the home track D1RT of the D station, the in-site traffic signal D1R is restored (returned to a steady position or a steady state) (step S87).
In this way, the continuation section <B6RT> to <C6RT> are treated as one single-line section so that the train can safely travel from B station to D station, and the continuation section <B6RT> to < Since C6RT> is released to other traffic lights, it is possible to set the upstream departure traffic light D3L at the D station.

以上、例示路線に基づいて具体例を述べてきたが、演繹すると、統合連動装置［４，６…６，１０］は次のようなものであると言える。すなわち、連動論理の適用対象として、個々の連動駅を指定しておくだけでなく、ある連動駅の隣接駅を予め指定しておく。それも、正に隣に位置する隣駅（次駅）だけでなく、更にその先に位置する駅すなわち隣の隣に位置する近駅（次々駅）も指定しておく。しかも、その際、中間駅を挟んで隣り合う単線区間については、競合する出発信号機の相手として次駅の反対方向の出発信号機や次々駅の反対方向の出発信号機といった複数の候補を連動表にて規定しておき、中間駅での現場装置の異常の有無に応じて何れか一方を選択し、その選択した出発信号機間で排他制御（定位鎖錠）するようになっている。 As mentioned above, although the specific example has been described based on the example route, it can be said that the integrated interlocking device [4, 6,... That is, not only individual interlocking stations are specified as the application target of the interlocking logic, but adjacent stations of a certain interlocking station are specified in advance. In addition, not only the next station (next station) located right next to the next station, but also a station located further ahead, that is, a nearby station (next station) located next to the next is designated. In addition, in that case, for a single line section that is adjacent to the intermediate station, multiple candidates such as a departure signal in the opposite direction of the next station and a departure signal in the opposite direction of the next station as the opponent of the competing departure signal in the linked table It prescribes, and either one is selected according to the presence or absence of abnormality of the field device at the intermediate station, and exclusive control (stereoscopic locking) is performed between the selected departure signals.

そして、出発駅の出発信号機と競合する到着駅の出発信号機は、次駅（隣駅）の現場装置が正常な通常時には、次駅（隣駅）の反対方向の出発信号機になるが、次駅（隣駅）の現場装置が異常になったときには、異常である旨の運転取扱い者の入力の確認の後、競合する出発信号機を次々駅（近駅）の反対方向の出発信号機になる。また、異常のある次駅（中間駅）には傍線状態の機能を持たせて、次駅を傍線駅として取り扱う。このように、正常時には出発駅から次の到着駅（次駅，隣駅）までだった閉そく区間が、中間駅の現場装置が異常の場合には、出発駅から次の次の到着駅（次々駅，近駅）まで変更（延長）されるようにしたことにより、縮退しながらも線区の運行が確保できるので、末端駅や主要駅は別にして、多くの駅について、現場連動端末局の冗長化が必須ではなくなり、低コスト化が図れる。 The departure signal of the arrival station that competes with the departure signal of the departure station is a departure signal in the opposite direction of the next station (neighboring station) when the next station (neighboring station) is normally operating normally. When the on-site device at (next door station) becomes abnormal, after confirming the input of the driver handling the abnormality, the competing departure signal becomes the departure signal in the opposite direction to the station (near station) one after another. In addition, the abnormal next station (intermediate station) has a function of a side line state, and the next station is handled as a side line station. In this way, when the normal section from the departure station to the next arrival station (next station, next station) is normal, but the intermediate station's on-site equipment is abnormal, the next arrival station (one after another) By changing (extending) to (station, nearby station), it is possible to secure the operation of the line area while degenerating, so a lot of stations, on-site linked terminal stations, apart from terminal stations and main stations Redundancy is no longer essential, and cost can be reduced.

また、連動論理の処理に必要な列車追跡機能が、軌道回路が設けられている区間では標準的手法で具体化されている。すなわち、進路が構成された状態（進路鎖錠がかかった状態）で、列車の移動に伴う連続する軌道回路の動作（扛上）／落下の順序性、前の変化からの変化時隔（時間間隔）を監視することにより、軌道回路の動作（扛上）／落下の変化の正当性を判断して、この判断に合格した確定扛上，落下の条件のみを解錠条件や仮想軌道回路への進入（在線）条件・進出（非在線）条件とし、進路が構成されない状態での扛上や落下は、不正扛上や不正落下とする。これに対し、軌道回路が設けられていない区間ではそのような標準的手法が使えず面倒であったが、統合連動装置［４，６…６，１０］にあっては、上述のように論理上の軌道回路である仮想軌道回路を導入したことにより、軌道回路の無い特殊自動閉そく区間についても上述の標準的手法で閉そく論理を処理することができるようになっている。 In addition, the train tracking function necessary for the processing of the interlocking logic is embodied by a standard method in the section where the track circuit is provided. That is, in the state where the route is configured (the state where the route is locked), the operation of the continuous track circuit accompanying the movement of the train (climbing) / the order of the drop, the change interval from the previous change (time By monitoring the interval), it is possible to judge the legitimacy of the track circuit operation (upward) / falling change, and to confirm that the judgment has passed, only the falling condition is transferred to the unlocking condition or virtual track circuit. The entry (present line) condition / advancement (non-existence line) condition, and the climbing or falling when the course is not configured is illegal fraud or illegal fall. On the other hand, in a section where no track circuit is provided, such a standard method cannot be used and is troublesome. However, in the integrated interlocking device [4, 6,... By introducing the virtual track circuit which is the upper track circuit, the closing logic can be processed by the above-described standard method even in a special automatic block section without a track circuit.

また、仮想軌道回路として隣駅間の個別区間用仮想軌道回路に加えて近駅間の延長仮想軌道回路も使えるようにしたことにより、正常時には出発駅から次の到着駅（次駅，隣駅）までだった閉そく区間を、中間駅の現場装置が異常になったときに、出発駅から次の次の到着駅（次々駅，近駅）まで延長変更するのも、簡便かつ的確に行うことができるものとなっている。さらに、仮想軌道回路の在線（列車進入）は、出発駅の出発進路の最終軌道回路の確定扛上が１２０秒の確認用所定時間に亘って継続したことで決まり、仮想軌道回路の非在線（列車進出）は、到着駅の場内進路の外方第１軌道回路が確定扛上したことで決まるようにしたことにより、仮想軌道回路の在線（進入）／非在線（進出）の判断も、簡便かつ的確に行えるものとなっている。 In addition to the virtual track circuit for individual sections between adjacent stations, the extended virtual track circuit between nearby stations can be used as a virtual track circuit so that the normal station can be used as the next arrival station (next station, next station). ) It is also easy and accurate to extend and change the closed section from the departure station to the next arrival station (next station, near station) when the field device at the intermediate station becomes abnormal. It is possible to do. In addition, the presence of the virtual track circuit (train approach) is determined by the fact that the final track circuit of the departure route of the departure station has continued for a predetermined time for confirmation of 120 seconds. (Train advancement) is determined by the fact that the first track circuit outside the in-field route of the arrival station has been confirmed and raised, making it easy to determine whether the virtual track circuit is in the line (entrance) or not (in the presence) It is something that can be done accurately.

また、特殊自動閉そく区間の閉そく構成機能については、各出発信号機の到着点を中間駅での異常有無に応じて個別区間用仮想軌道回路と延長仮想軌道回路とのうち何れか一方として、その軌道回路をどちらの出発信号機が先に使用しているかを相互にチェックすることにより競合相手の出発信号機を排他制御（定位鎖錠）するとともに、連動駅間の閉そく即ちすなわち運転方向の確定条件（時期)は、出発信号機の進行を指示する信号により列車が出発し、出発信号機の内方第１軌道回路および内方第２軌道回路の双方確定落下としたことにより、出発信号機のいわゆる空引きや軌道回路の不正短絡によって不用意に閉そくが確定するのを回避するものとなっている。 In addition, with regard to the closing configuration function of the special automatic closing section, the arrival point of each departure signal is set as one of the individual section virtual track circuit and the extended virtual track circuit according to the presence or absence of an abnormality at the intermediate station. By mutually checking which departure traffic signal is used first in the circuit, the competitor's departure traffic signal is exclusively controlled (position locking), and the interlocking station is locked, that is, the operating direction is determined (time) ) Is a so-called emptying or track of the departure signal because the train departs by a signal instructing the departure signal and both the inner first track circuit and the inner second track circuit of the departure signal are confirmed to fall. This prevents accidental closing of the circuit due to an incorrect short circuit of the circuit.

さらに、出発信号機の復位（定常位置や定常状態への復帰）の条件（時期）は、閉そく対象が個別区間用仮想軌道回路であれ延長仮想軌道回路であれ仮想軌道回路への列車進入条件（時期）と同じく、該当する出発進路の最終軌道回路の確定扛上が１２０秒の確認用所定時間に亘って継続したときになる。また、同仮想軌道回路（個別区間用仮想軌道回路または延長仮想軌道回路）からの列車進出条件は、到着駅の場内信号機の外方軌道回路が確定落下状態になってから内方第１軌道回路も確定落下状態になり更にそれから外方軌道回路が確定落下状態から確定扛上状態に戻ったときとなり、その時点で閉そくが解錠される。 Furthermore, the condition (time) for the return signal of the departure signal (return to the steady position or steady state) is the train entry condition (timing) regardless of whether the subject to be closed is an individual section virtual track circuit or an extended virtual track circuit. As in (), when the final orbital circuit of the corresponding starting route has been confirmed and continued for a predetermined time for confirmation of 120 seconds. Also, the train entry condition from the virtual track circuit (virtual track circuit for individual section or extended virtual track circuit) is that the first track circuit on the inner side after the outer track circuit of the signal at the arrival station is in a definite fall state. Is also in a definite fall state, and then the outer track circuit returns from the definite fall state to the definitive hoisting state, at which point the closure is unlocked.

この実施例１の統合連動装置［４，６…６，１０］について、緊急時の動作等を説明する。
ホームから乗客が線路に転落したときなどの緊急時には、ホーム等に設置されている非常停止ボタンが操作される。そうすると、緊急停止信号制御機能を具備した連動端末局６が設置されている駅では、非常停止ボタンの操作に応じて連動端末局６が自ら信号機を制御するので、短時間で信号機が停止信号を現示するため、伝送路４の通信速度の高低によらず、速やかに安全が確保される。また、緊急停止信号制御機能を未装備の連動端末局６が設置されている駅では、非常停止ボタンの操作情報が連動端末局６から伝送路４を介して中央連動局１０に送られ、それに応じた信号機への指令が中央連動局１０から伝送路４を介して連動端末局６に送られ、それから連動端末局６が信号機を制御するため、伝送に掛かる時間は遅れるが、信号機が停止信号を現示するので、この場合も、安全が確保される。 The operation and the like in an emergency will be described for the integrated interlocking device [4, 6,...
In an emergency such as when a passenger falls from the platform to the track, an emergency stop button installed on the platform or the like is operated. Then, at the station where the interlocking terminal station 6 equipped with the emergency stop signal control function is installed, the interlocking terminal station 6 controls the traffic light by itself according to the operation of the emergency stop button. As a result, safety is quickly ensured regardless of the communication speed of the transmission line 4. In addition, in a station where the interlocking terminal station 6 not equipped with the emergency stop signal control function is installed, operation information on the emergency stop button is sent from the interlocking terminal station 6 to the central interlocking station 10 via the transmission path 4. A command to the corresponding traffic signal is sent from the central interlocking station 10 to the interlocking terminal station 6 via the transmission path 4, and since the interlocking terminal station 6 controls the traffic signal, the time required for transmission is delayed, but the traffic signal is a stop signal. In this case, safety is ensured.

また、ホームや引き込み線などに停車・留置させた車両が逸走して、転てつ機を含む軌道回路に逸走車両が侵入すると、その軌道回路によって逸走車両が検知され、その列車在線情報が連動端末局６に送られてくる。そうすると、緊急てっ査鎖錠機能を具備した連動端末局６が設置されている駅では、その軌道回路情報を入力した連動端末局６によって逸走車両の侵入が検知され、それに応じて連動端末局６が自ら逸走車両侵入先の軌道回路に含まれている転てつ機を鎖錠するので、速やかに安全が確保される。また、緊急てっ査鎖錠機能を未装備の連動端末局６が設置されている駅では、逸走車両の侵入を示す軌道回路情報が連動端末局６から伝送路４を介して中央連動局１０に送られ、それに応じた転てつ機鎖錠の指令が中央連動局１０から伝送路４を介して連動端末局６に送られ、それから連動端末局６が転てつ機を鎖錠するため、伝送に掛かる時間は遅れるが、この場合も、安全が確保される。 In addition, when a vehicle parked or detained on a platform or a service line runs away, and the runaway vehicle enters the track circuit including the tipping machine, the runaway vehicle is detected by the track circuit, and the train track information is linked. It is sent to the terminal station 6. Then, at the station where the interlocking terminal station 6 having the emergency lock function is installed, the intrusion of the escape vehicle is detected by the interlocking terminal station 6 to which the track circuit information is input, and the interlocking terminal station is correspondingly detected. Since 6 locks the tipping machine included in the track circuit where the runaway vehicle enters itself, safety can be secured quickly. Further, at a station where the interlocking terminal station 6 not equipped with the emergency lock function is installed, the track circuit information indicating the invasion of the runaway vehicle is transmitted from the interlocking terminal station 6 via the transmission line 4 to the central interlocking station 10. In response to this, a command for the locking mechanism is sent from the central interlocking station 10 to the interlocking terminal station 6 via the transmission line 4, and the interlocking terminal station 6 then locks the anchoring machine. Although the time taken for transmission is delayed, safety is ensured in this case as well.

［その他］
上記実施例では、中間駅の異常の有無に応じて隣駅間閉そく論理処理手段１２及び隣駅間仮想軌道回路論理処理手段１４の組と近駅間閉そく論理処理手段１３及び近駅間仮想軌道回路論理処理手段１５の組とが排他的に実行されるようになっていたが、これは必須でなく、例えば、両組の手段１２〜１５を仮に実行させてから、異常の有無に応じて何れか一方の実行結果を優先的に採用して以降の処理に反映させるようにしても良い。
中央連動局１０の機能を具現化するに際して、その機能を各手段１２〜１６に分担させる態様で上述したようにプログラムやデータを構成するのは一例であり、必要な機能が発揮できれば、他の構成のプログラム等で具現化しても良く、プログラマブルでないシステムＬＳＩ等で具現化しても良い。 [Others]
In the above-described embodiment, the combination of the adjacent station closing logic processing means 12 and the adjacent station virtual track circuit logic processing means 14 and the near station closing logic processing means 13 and the near station virtual track according to whether there is an abnormality in the intermediate station. The set of circuit logic processing means 15 is executed exclusively, but this is not essential. For example, after both sets of means 12 to 15 are executed temporarily, depending on whether there is an abnormality. Either execution result may be preferentially adopted and reflected in subsequent processing.
When the functions of the central interlocking station 10 are embodied, it is only an example that the programs and data are configured as described above in a manner in which the functions are shared by the respective means 12 to 16. It may be embodied by a configuration program or the like, or may be embodied by a non-programmable system LSI or the like.

上記実施例では、延長仮想軌道回路が中間駅を挟んで隣り合う二つの特殊自動閉そく区間に係る続き区間に対応したものだけであったが、延長仮想軌道回路は、それに限られる訳でなく、隣り合う二つの特殊自動閉そく区間を含んで三つ以上連続している区間に対応するものにまで拡張して追加するのも良い。
上記実施例では、仮想軌道回路＜Ａ６ＲＴ＞，＜Ｂ６ＲＴ＞，＜Ｃ６ＲＴ＞，＜延長Ａ６ＲＴ＞，＜延長Ｂ６ＲＴ＞，…の状態情報が統合連動装置内で参照されるにとどまっていたが、それらの状態情報を中央連動局１０から自動進路制御装置２や表示制御盤３等へ随時送信して列車位置の把握や表示などに提供するようにしても良い。
上記実施例では、異常時処理において運転取扱い者の手動入力の確認が必須要件のようになっていたが、これは安全確保を重視したものであり、本発明に必須な訳ではない。 In the above embodiment, the extended virtual track circuit was only one corresponding to the continuation section related to the two special automatic block sections adjacent to each other with the intermediate station interposed therebetween, but the extended virtual track circuit is not limited thereto, It is also possible to extend and add to a section corresponding to three or more consecutive sections including two adjacent special automatic closing sections.
In the above embodiment, the state information of the virtual track circuits <A6RT>, <B6RT>, <C6RT>, <extended A6RT>, <extended B6RT>,... Is only referred to in the integrated interlocking device. The state information may be transmitted from the central interlocking station 10 to the automatic route control device 2, the display control panel 3 and the like as needed to provide the train position grasping and display.
In the above-described embodiment, the confirmation of manual input by the operator in the process at the time of abnormality is an essential requirement, but this places importance on ensuring safety and is not essential to the present invention.

本発明の統合連動装置は、路線内の全区間が単線区間になっているものに適用が限られる訳でなく、単線区間と複線区間が混在しているものにも適用することができる。 The integrated interlocking device of the present invention is not limited to application where all sections in the route are single-line sections, and can also be applied to those in which single-line sections and double-line sections are mixed.

２…自動進路制御装置（ＰＲＣ）、３…表示制御盤、４…伝送路（駅ループ）、
６…連動端末局（駅装置＋個別連動論理処理，統合連動装置）、
１０…中央連動局（駅間連動論理処理，統合連動装置）、
１１…各駅個別連動論理処理手段、
１２…隣駅間閉そく論理処理手段、
１３…近駅間閉そく論理処理手段、
１４…隣駅間仮想軌道回路論理処理手段、
１５…近駅間仮想軌道回路論理処理手段、
１６…隣駅近駅切替手段、
２１…Ａ駅部分連動図、２２…Ｂ駅部分連動図、
２３…Ｃ駅部分連動図、２４…Ｄ駅部分連動図、
３１…隣駅間Ａ駅〜Ｂ駅の仮想軌道回路の定義データ、
３２…隣駅間Ｂ駅〜Ｃ駅の仮想軌道回路の定義データ、
３３…隣駅間Ｃ駅〜Ｄ駅の仮想軌道回路の定義データ、
３４…近駅間Ａ駅〜Ｃ駅の仮想軌道回路の定義データ、
３５…近駅間Ｂ駅〜Ｄ駅の仮想軌道回路の定義データ、
４１…Ａ駅部分連動表、４２…個別連動部分、
４３…隣駅間閉そく部分、４４…近駅間閉そく部分、
４５…Ｂ駅部分連動表、４６…個別連動部分、
４７…隣駅間閉そく部分、４８…近駅間閉そく部分、
５１…Ｃ駅部分連動表、５２…個別連動部分、
５３…隣駅間閉そく部分、５４…近駅間閉そく部分、
５５…Ｄ駅部分連動表、５６…個別連動部分、
５７…隣駅間閉そく部分、５８…近駅間閉そく部分 2 ... Automatic track control device (PRC), 3 ... Display control panel, 4 ... Transmission path (station loop),
6 ... Interlocking terminal station (station device + individual interlocking logic processing, integrated interlocking device),
10 ... Central interlocking station (inter-station interlocking logic processing, integrated interlocking device),
11 ... Each station individually linked logic processing means,
12 ... Logical processing means for closing between adjacent stations,
13 ... Closed station close logic processing means,
14 ... Virtual track circuit logic processing means between adjacent stations,
15 ... Near-station virtual track circuit logic processing means,
16 ... Near station nearby station switching means,
21 ... A station partial linkage diagram, 22 ... B station partial linkage diagram,
23 ... C station partial linkage diagram, 24 ... D station partial linkage diagram,
31 ... Definition data of virtual track circuit between A station and B station between adjacent stations,
32 ... Definition data of virtual track circuit between B station and C station between adjacent stations,
33 ... Definition data of virtual track circuit between station C and station D between adjacent stations,
34 ... Definition data of virtual track circuit between A station and C station between nearby stations,
35. Definition data of virtual track circuit between station B and station D between nearby stations,
41 ... A station part interlocking table, 42 ... Individual interlocking part,
43 ... Closed area between adjacent stations, 44 ... Closed area between nearby stations,
45 ... B station part linkage table, 46 ... Individual linkage part,
47 ... Closed area between adjacent stations, 48 ... Closed area between nearby stations,
51 ... C station part interlocking table, 52 ... Individual interlocking part,
53 ... Closed part between adjacent stations, 54 ... Closed part between nearby stations,
55 ... D station part linkage table, 56 ... Individual linkage part,
57 ... Closed area between adjacent stations, 58 ... Closed area between nearby stations

Claims

鉄道の線区内の各駅に設けられて設置先駅の現場装置に係る連動処理を担う複数の連動端末局と、これらの連動端末局と伝送回線で接続されて各連動端末局へ制御情報を送信する中央連動局とを備えた統合連動装置において、前記中央連動局が、前記の複数の連動端末局から現場装置の状態情報を取得して前記線区内の駅間の単線区間に係る閉そく論理を処理するとともに、前記線区内の複数の単線区間に係る閉そく論理を各区間毎に処理するようになっていることを特徴とする統合連動装置。 A plurality of linked terminal stations that are installed at each station in the railway line zone and are responsible for linked processing related to the on-site equipment at the installation station, and are connected to these linked terminal stations via transmission lines and control information is sent to each linked terminal station. In an integrated interlocking device comprising a central interlocking station for transmitting, the central interlocking station obtains status information of field devices from the plurality of interlocking terminal stations, and blocks the single line section between stations in the line section. An integrated interlocking device, wherein the logic is processed and block logic related to a plurality of single-line sections in the line section is processed for each section.

前記単線区間のうち中間駅を挟んで隣り合うものに係る閉そく論理を処理するに際し、前記中間駅の現場装置と前記中間駅に係る前記連動端末局とのうち何れか一方または双方に異常が検知されたときには前記中間駅とその両側の単線区間とを一つの単線区間として取り扱うようになっていることを特徴とする請求項１記載の統合連動装置。 When processing the closing logic related to the one-line section adjacent to the intermediate station, an abnormality is detected in one or both of the field device of the intermediate station and the interlocking terminal station of the intermediate station. 2. The integrated interlocking device according to claim 1, wherein the intermediate station and the single line sections on both sides of the intermediate station are handled as one single line section.

前記単線区間に係る閉そく論理の処理に際して前記単線区間への列車進入については、前記出発駅の出発信号機の外方の軌道回路が列車在線状態から列車非在線状態になった後に前記出発信号機の内方に設けられた第１軌道回路と第２軌道回路との双方が列車在線状態になったことで、前記単線区間に列車が進入したと判定し、
前記単線区間に係る閉そく論理の処理に際して前記単線区間からの列車進出については、前記到着駅における前記単線区間側の場内信号機の外方の軌道回路が列車非在線状態から列車在線状態になった後に前記場内信号機の内方の軌道回路が列車在線状態になり更にそれから前記場内信号機の外方の前記軌道回路が列車非在線状態になったことで、前記単線区間から列車が進出したと判定するようになっている
ことを特徴とする請求項１又は請求項２に記載された統合連動装置。 Regarding the train approach to the single line section in the processing of the block logic related to the single line section, the inside of the departure signal after the track circuit outside the departure signal of the departure station is changed from the train existing line state to the train absent line state. It is determined that both the first track circuit and the second track circuit provided in the direction are in the train existing state, so that the train has entered the single track section,
For the train advancement from the single line section in the processing of the block logic related to the single line section, after the track circuit outside the in-situ signal on the single line section side at the arrival station is changed from the non-train state to the train line state. It is determined that the train has advanced from the single-line section because the track circuit inside the traffic signal is in a train standing state and then the track circuit outside the traffic signal is in a train non-tracking state. The integrated interlocking device according to claim 1 or 2, characterized in that:

前記単線区間のうちその両側の駅には軌道回路が設けられているが駅間には軌道回路が設けられていない特殊自動閉そく区間に対応させた論理処理上の仮想軌道回路を具備していて、前記特殊自動閉そく区間の一端側の出発駅からの列車進出を以て前記仮想軌道回路への列車進入を認定して前記仮想軌道回路の状態を列車在線状態にするとともに、前記特殊自動閉そく区間の他端側の到着駅への列車進入を以て前記仮想軌道回路からの列車進出を認定して前記仮想軌道回路の状態を列車非在線状態にするようになっており、更に、前記特殊自動閉そく区間に係る閉そく論理を処理するに際して、前記特殊自動閉そく区間の両側の駅における前記特殊自動閉そく区間側の競合する出発信号機について前記仮想軌道回路を到着点とする使用を排他条件とすることにより、閉そく論理を処理するようになっていることを特徴とする請求項１乃至請求項３の何れかに記載された統合連動装置。 There is a virtual track circuit in logical processing corresponding to a special automatic block section in which a track circuit is provided at both stations of the single-line section but no track circuit is provided between the stations. The train entry from the departure station on one end side of the special automatic block section is approved to enter the virtual track circuit to change the state of the virtual track circuit to the train standing state, and other special automatic block sections The train entry from the virtual track circuit is authorized by entering the train to the arrival station on the end side, and the state of the virtual track circuit is set to the train non-existing line state. When processing the closing logic, exclusive use of the virtual track circuit as the arrival point for the competing departure traffic signals on the special automatic closing section side at the stations on both sides of the special automatic closing section is excluded. With matter, integrated interlocking device according to any of claims 1 to 3, characterized in that is adapted to process the clogging logic.

前記特殊自動閉そく区間が複数存在していることに対応して各区間毎に前記仮想軌道回路を具備するとともに、前記特殊自動閉そく区間のうち中間駅を挟んで隣り合う二つの単線区間である続き区間が存在していることに対応して前記続き区間に係る論理処理上の仮想軌道回路も具備していて、前記中間駅の現場装置と前記中間駅に係る前記連動端末局とのうち何れか一方または双方に異常が検知されたときには、前記続き区間に属する複数の特殊自動閉そく区間それぞれに係る区間毎の前記仮想軌道回路の状態設定と閉そく論理の処理とに代えて又はそれに優先して、前記続き区間に係る前記仮想軌道回路の状態設定と前記続き区間および前記中間駅を一区間とする閉そく論理の処理とを行うようになっていることを特徴とする請求項４記載の統合連動装置。 Corresponding to the fact that there are a plurality of the special automatic block sections, the virtual track circuit is provided for each section, and two of the special automatic block sections that are adjacent to each other with an intermediate station between them. Corresponding to the existence of a section, a virtual track circuit in logical processing related to the subsequent section is also provided, and either one of the field device of the intermediate station and the interlocking terminal station related to the intermediate station When an abnormality is detected in one or both, instead of or in preference to the virtual track circuit state setting and block logic processing for each section related to each of the plurality of special automatic block sections belonging to the continuing section, 5. The state setting of the virtual track circuit relating to the continuous section and processing of block logic with the continuous section and the intermediate station as one section are performed. Integrated interlocking device.