JP3245010B2 - Communication device for train control - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a communication device for controlling a train, and more particularly to a communication device capable of increasing the traffic between a vehicle and the ground.

[0002]

2. Description of the Related Art Conventionally, this kind of train control communication device has
When communication is performed from the ground to a vehicle (train), a track circuit system for transmitting a signal to a track circuit to perform communication, such as ATS or ATC, as disclosed in Japanese Patent Application Laid-Open No. H5-24538, etc. An inductive loop system in which a loop coil is laid between or outside a rail and communication is performed via the loop coil, or a leaky coaxial cable (hereinafter, referred to as L) along a rail as shown in JP-A-6-255492.
There is an LCX method in which a CX is laid and communication is performed via the LCX. When communication is performed from the vehicle to the ground, the above-described guidance loop method, the LCX method, and the like are available.

[0003]

However, of the above-mentioned conventional train control communication devices, the track circuit system has a problem that the frequency band is low, the transmission speed is low, and the noise resistance is poor.

Although the transmission speed of the inductive loop method is higher than that of the track circuit method, there is a trouble in that two loop coils must be laid, and the two loop coils are obstructed during track maintenance work. There is a disadvantage that it is easy to become.

Further, an apparatus using the LCX method has low information reliability because it is difficult to obtain the stability of the reception level, and not only is it not suitable for use in train control, It involves problems such as the need to obtain a license to perform communication.

[0006] In recent years, demands for increasing the amount of train transportation have required a further reduction in the time interval, and in order to meet this demand, high-quality on-vehicle and ground-based vehicles have been required. There is a demand for a further increase in traffic.

SUMMARY OF THE INVENTION The present invention has been made in order to meet the above-mentioned demands, and is intended for high-reliability, high-traffic, two-way train control applicable to time interval shortening operation. It is intended to provide a communication device.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, a communication device for controlling a train according to the present invention comprises:
And an LCX laid along the track, a ground transmitter for supplying a signal to be transmitted from the ground to the vehicle to the LCX, an on-board receiver for receiving a signal from the LCX, And a ground receiver for receiving a signal from the on-board transmitter via a loop formed by the outer conductor of the LCX and the track. And In addition, a signal transmitted from the ground to the vehicle is subjected to spreading processing using a predetermined PN code, and a signal received on the vehicle is subjected to despread processing using the PN code. It is characterized by. Furthermore, signals transmitted from the vehicle to the ground are subjected to spread processing using a predetermined PN code, and signals received on the ground are subjected to despread processing using the PN code. Features.

[0009]

In the above arrangement, the ground transmitter supplies a signal transmitted from the ground to the vehicle to the LCX, and the vehicle transmitter receives a signal from the ground via the LCX.
In addition, the on-board transmitter transmits from the on-board to the ground.
The ground receiver receives signals from the vehicle via a loop formed by the outer conductor of the LCX and the track.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of an apparatus according to one embodiment.
The CX1 is laid at the center of the rails (tracks) R, that is, at the center between the rails, and along the rails R, R. Since the LCX 1 is formed of one cable and is disposed at the center between the gauges, unlike the conventional loop, the ratio of obstacles during track maintenance is reduced.

Although the length of the LCX1 is not particularly limited, it depends on how many trains are interposed in the length of one LCX1, that is, it depends on the installation interval between a terrestrial transmitter and a terrestrial receiver described later. It is determined by how many trains are involved. In FIG. 1, to simplify the description,
Only one train A is shown.

The outer conductors 1a at both ends of the LCX1 are connected to the rails R, R, respectively, with a capacitor C and a resistor r interposed in series. That is, the outer conductor 1a of the LCX1 and the rails R, R are coupled by a capacitor C and a resistor r to cut a DC component, and form a pair of loops L1, L2 as shown in the figure.

The terrestrial transmitter 10 includes a frequency modulation circuit (hereinafter, referred to as FSK) 11 for modulating a predetermined carrier (fc1) with data to be transmitted from the ground to the vehicle, and a predetermined PSK.
A spreading circuit 13 for spreading the signal from the FSK 11 using a PN code (PN1) from a PN code generating circuit (hereinafter referred to as PNG) 12 for generating an N code (PN1), and an output of the spreading circuit 13 And a transmission circuit 14 that filters and amplifies the signal.

An output signal from the transmission circuit 14, that is,
The signal from the ground to the upper side of the vehicle is supplied to one of the cores 1b of the LCX1 and the resistance r
Is supplied to the outer conductor 1a via the. That is, the LCX1 is configured to transmit a signal from the ground to the vehicle.

A timing signal generating circuit 15 provided in the terrestrial receiver 10 is configured to supply a timing signal to the PNG 12 and a synchronization detecting circuit for detecting the synchronization of a PN code of the terrestrial receiver described later. I have.

The terrestrial receiver 20 is connected to the loops L1, L2.
, Through the connection transformers T and t. The terrestrial receiver 20 includes LCX1
Are provided with a plurality of channels CN1, CN2,... Corresponding to a plurality of trains interposed at the same time. However, each of the channels CN1, CN2,. Therefore, FIG. 1 shows only the channel CN1 in detail.

The channel CN1 is provided with a receiving circuit 21 for filtering and amplifying the signal from the vehicle input from the loops L1 and L2 and receiving the signal, and an output signal of the receiving circuit 21 is connected to the same PN as in a vehicle described later. A despreading circuit 23 for despreading with a PN code (PN2) from a PNG 22 for generating a code (PN2), a filter circuit 24 for band-pass filtering a signal from the despreading circuit 23, and an output of the filter circuit 24 It has an extraction circuit (hereinafter referred to as DEM) 25 for processing signals and extracting signals from the vehicle, and a data decoder 26 for decoding the extracted signals.

The PNG 22 has a PN code (PN) on the vehicle.
In order to synchronize with 2), a part of the output of the receiving circuit 21 is processed to obtain a synchronization signal.

That is, part of the output of the receiving circuit 21 is
The signal is guided to a demodulation circuit 27, where a signal containing a PN code (PN2) demodulated on the same carrier (fc2) as that used on the vehicle and used on the vehicle is extracted. Then, the extracted signal is filtered by the low-pass filter 28 and then input to the interphase 29a.

In the interphase 29a, the PN used on the vehicle is used.
The same PN code (PN2) as the code (PN2) is used to output a pulse signal to the synchronization detection circuit 29b when the input PN code and the PN code to be compared match. The synchronization detection circuit 29b is configured to output a drive signal to the PNG 22 when receiving signals from the phase shifter 29a and the timing signal generation circuit 15 of the terrestrial transmitter 10. Therefore, the despreading circuit 23 receives a signal from the vehicle based on the timing signal from the timing signal generating circuit 15.

On-board transmitter 3 mounted on train (on-board)
0 is the FSK31 using the FSK31 for modulating a predetermined carrier (fc2) with data to be transmitted from the vehicle to the ground and the PN code (PN2) from the PNG32 for generating the predetermined PN code (PN2). And a transmission circuit 34 that filters and amplifies the output of the spreading circuit 33.

The output signal from the transmitting circuit 34, that is,
The signal from the vehicle to the ground is supplied to an antenna 35 composed of a pair of coils 35a and 35b disposed in the vehicle upper child a '. This pair of coils 35
a and 35b are provided facing each other so as to be located on both sides in the longitudinal direction of the LCX1, and
It is turned in a direction that becomes an additional pole with respect to X1 (see the arrows of loops L1 and L2 in FIG. 1).

The on-vehicle receiver 40 mounted on the train A has an antenna 4 provided opposite to the LCX 1 in the on-board child A '.
A receiving circuit 42 for filtering and amplifying the signal from the receiver 1 and despreading the output signal of the receiving circuit 42 with a PN code (PN1) from a PNG 43 for generating the same PN code (PN1) as the ground described later. Despreading circuit 44
And a DEM 45 for processing the signal from the despreading circuit 44 with a band-pass filter circuit and processing the filtered signal to extract a signal from the ground, and a data decoder 46 for decoding the extracted signal. And

The PNG 43 is a terrestrial PN code (PN code).
In order to synchronize with 1), a part of the output of the receiving circuit 42 is processed to obtain a synchronization signal.

That is, part of the output of the receiving circuit 42 is
The signal is guided to a demodulation circuit 47, where it is demodulated with the same carrier (fc1) as the carrier used on the vehicle, and a signal containing a PN code (PN1) used on the ground is extracted. Then, the extracted signal is filtered by the low-pass filter 48 and then input to the interphase 49a.

In the interphase 49a, the PN used on the ground is
Using the same contrasting PN code (PN1) as the code (PN1), a pulse signal is output to the synchronization detecting circuit 49b when the input PN code matches the compared PN code. The synchronization detection circuit 49b is configured to output a synchronization signal to the PNG 43 when receiving a signal from the phase shifter 49a. An output signal from the synchronization detection circuit 49b is output from the PGN3 of the onboard transmitter 30.
2 is also used as the drive signal. Therefore, the PNGs 12 and 2 on the ground side and on the vehicle side are used.
2, 32 and 43 are devised so that a synchronized state can be maintained.

In the apparatus of this embodiment, when transmitting from the terrestrial transmitter 10 to the LCX1, 150 MHz to 2.6 GH
z. Moreover, since the LCX1 has a large coupling loss, it is in a weak radio wave range and is not subject to any legal restrictions, that is, it can transmit without requiring a communication license.

Further, the terrestrial transmitter 10 to the on-vehicle transmitter 40
The PN code used in the train, that is, the PN code (PN2) used when transmitting from the train to the ground, is specified in the data to be transmitted in addition to the speed instruction data for train control. Data to be included.

Further, when the signal is transmitted from the terrestrial transmitter 10 toward the vehicle, double modulation is performed by the FSK 11 and the spreading circuit 13, so that the adjacent separation characteristics are excellent, and
/ N ratio can be improved, and the data transmission speed is 10
0 KBPS or more.

The transmission from the on-board transmitter 30 to the ground receiver 20 can use an inductive radio band of 50 KHz to 250 KHz. 2 by circuit 33
Since double modulation is performed, the S / N ratio can be improved. In the transmission from the vehicle to the ground, the data transmission speed can be about 1200 BPS.

In the above-described embodiment, an example in which one train survives in the LCX 1 has been described. However, when a plurality of trains survive, multiplex communication is performed. However, since a PN code is assigned to each train, No problem. In this case, the ground receiver 2
In the 0 phase interpolator 29a, intersymbol interference data caused between the PN codes is obtained. Based on this data, each train can transmit data to the ground at a timing with little cross-correlation from the ground side. The control signal can be transmitted toward the vehicle.

The synchronization detection circuit 29 of the ground receiver 20
b drives the PNG 22 not only with the signal from the interphase 29a but also with the timing signal from the timing signal generating circuit 15, so that only the channel corresponding to each train can be selected and driven.

[0033]

According to the present invention, there is provided a train control communication device comprising: an LCX laid in the center of a gauge, a ground transmitter for supplying a signal to be transmitted from the ground to the vehicle to the LCX, and a ground transmitter. A loop formed by an on-vehicle receiver for receiving a signal, an on-vehicle transmitter for transmitting a signal from the vehicle to the ground, and a signal from the on-vehicle transmitter formed by the outer conductor of the LCX and the track And a terrestrial receiver for receiving the information via the vehicle. Thus, highly reliable communication with a large amount of information can be performed between the vehicle and the ground. When a PN code is used for transmission and reception, the S / N ratio can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an apparatus according to an embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Leaky coaxial cable (LCX) 1a Outer conductor 1b Core wire 10 Terrestrial transmitter 20 Terrestrial receiver 30 On-board transmitter 40 On-board receiver i Train (on-car) i 'On-car

Claims (3)

(57) [Claims] 1. A leaky coaxial cable laid at a center of a gauge and along a track, a ground transmitter for supplying a signal to be transmitted from the ground toward a vehicle to the leaky coaxial cable, and a leaky coaxial cable, An on-vehicle receiver for receiving a signal from the vehicle, an on-vehicle transmitter for transmitting a signal from the vehicle to the ground, and a signal from the on-vehicle transmitter formed by the outer conductor of the leaky coaxial cable and the track. And a terrestrial receiver that receives the signal via the loop. 2. A signal transmitted from the ground toward a vehicle is subjected to spread processing using a predetermined PN code, and a signal received on the vehicle is subjected to despread processing using the PN code. The train control communication device according to claim 1, wherein: 3. A signal transmitted from the vehicle to the ground is spread using a predetermined PN code, and a signal received on the ground is despread using the PN code. The communication device for train control according to claim 1 or 2, wherein