JP4948616B2 - Automatic train stop device - Google Patents

Description

  The present invention uses a non-insulated track circuit to detect a train and stops the automatic train when the train approaches a stop signal. It is about.

  Train control information indicating a stop signal and speed limit is sent from the ground unit to the train, and the ground unit of the point control type automatic train stop device that continuously creates the speed check pattern on the vehicle is omitted. A continuous control type automatic train stop device is disclosed in Patent Document 1, for example.

  When an uninsulated track circuit is used in the automatic train stop device of this continuous control system, as shown in FIG. 6, train detection is performed via demultiplexers 23a to 23c at the boundaries of each track circuit 1T, 2T, 3T, and 4T. Transmitters 21a to 21c and train detection receivers 22a to 22c are connected, and different frequencies f1, f2, and f3 from the train detection transmitters 21a to 21c to the track circuits 1T, 2T, and 3T through the duplexers 23a to 23c. The train detection signal is transmitted to prevent the train detection signal having the same frequency from wrapping around. Then, for example, the train detection signal of the frequency f2 transmitted from the train detection transmitter 21b provided at the train entry side boundary of the track circuit 2T is received by the train detection receiver 22a connected to the train entry side of the track circuit 2T. When the detection relay 2TR is operated, it is determined that there is no train in the track circuit 2T. When the train 1 enters the track circuit 2T in this state, the train detection signal transmitted to the track circuit 2T is not received by the train detection receiver 22a, and when the train detection relay 2TR is restored, the train 1 is on the track circuit 2T. Judging.

  In each track circuit 1T to 4T, the ATS transmitter 24 that transmits the train control information indicating the current signal information to the train 1 detects the train control information using the frequency different from the train detection signal. Only the track circuit is transmitted from the boundary on the train advance side, and is transmitted to unnecessary track circuits to prevent interference. On the vehicle, the train control information transmitted to the track circuit is received, and the train speed is controlled based on the received train control information.

  Thus, since the train detection transmitter 21, the train detection receiver 22, and the ATS transmitter 24 are provided for each of the track circuits 1T to 3T, there is a disadvantage that the ground device becomes complicated and the installation cost becomes high.

  An object of the present invention is to provide an automatic train stop device that improves such disadvantages and can perform train detection and train speed control with a simple configuration.

  The automatic train stop device of the present invention has a ground device connected to an uninsulated track circuit and an on-board device mounted on a train, and the ground device has a transmitter and a receiver, The transmitter inputs train control information corresponding to the present information of the traffic signal provided at the train advance side boundary of each track circuit, and inputs the train control information and the track circuit identifier (hereinafter referred to as the track ID). ATS signal including track circuit identification information having two track circuit identification information of the track circuit identifier (hereinafter referred to as forward track ID) in front of the train advancing side boundary of the track circuit at a different frequency for each track circuit. Generated and transmitted from the boundary of each track circuit on the train advance side, and the receiver receives the ATS signal transmitted to each track circuit at the boundary of the track entry side of each track circuit, and the train is on each track circuit Whether or not to The on-vehicle receiver includes a reception unit and a reception determination unit, and the reception unit receives a plurality of ATS signals transmitted to a track circuit where a train is present and a track circuit ahead of the train, and the reception The determination unit includes the track ID information included in the track circuit identification information included in the plurality of ATS signals received by the reception unit and the track circuit identification information included in the ATS signal selected when the train travels on the track circuit. And an ATS signal including the track ID that matches the track ID is selected.

  Another automatic train stop device of the present invention has a ground device connected to an uninsulated track circuit and an on-board device mounted on a train, and the ground device has a transmitter and a receiver. The transmitter inputs the train control information corresponding to the present information of the traffic signal provided at the train advance side boundary of each track circuit, and inputs the train control information and the track circuit identifier (hereinafter, the track ID). ATS signal including track circuit identification information having two track circuit identification information of the track circuit identifier (hereinafter referred to as forward track ID) in front of the train advancement boundary of the track circuit is different for each track circuit. The frequency is generated and transmitted from the boundary of each track circuit on the train entry side, and the receiver receives the ATS signal transmitted to each track circuit at the boundary of the train entry side of each track circuit and trains each track circuit. Detects whether the vehicle is The on-vehicle receiver of the apparatus has a reception unit and a reception determination unit, and the reception unit receives a plurality of ATS signals transmitted to the track circuit where the train is located and the track circuit ahead, and The reception determination unit receives an ATS signal having the trajectory ID that is indicated as the trajectory ID in the trajectory circuit identification information included in the plurality of ATS signals received by the reception unit but is not indicated as the forward trajectory ID. It is characterized by selecting.

  By using the ATS signal transmitted to each track circuit for train detection, the present invention eliminates the need to provide a train detection transmitter in the ground device, thereby reducing the size of the ground device and reducing costs. Can do.

  In addition, by including the track ID and the forward track ID in the ATS signal transmitted to each non-insulated track circuit, the ATS signal transmitted to the track circuit ahead of the train is transmitted in addition to the ATS signal transmitted to the track circuit entered by the train. Even if the ATS signal is received by the on-board device, it is possible to reliably discriminate the ATS signal transmitted to the track circuit where the train has entered and to misidentify it as an ATS signal transmitted to another track circuit. can do.

It is a block diagram which shows the structure of the automatic train stop apparatus of this invention. It is a schematic diagram which shows the structure of an ATS signal. It is a schematic diagram which shows the ATS signal transmitted to a non-insulated track circuit. It is a block diagram which shows the structure of a vehicle-mounted apparatus. It is a schematic diagram which shows the structure of an ATS signal and the change of the signal level received with an onboard apparatus. It is a block diagram which shows the structure of the conventional automatic train stop apparatus.

  FIG. 1 is a block diagram showing the configuration of the automatic train stop device of the present invention. The automatic train stop device creates a predetermined speed pattern from the ground device 2 that continuously transmits the current signal information to the train 1 from the ground and the current information that is mounted on the train 1 and transmitted from the ground device 2. And it has the on-board apparatus 3 which controls the speed of the train 1 based on the created speed pattern.

  The ground device 2 includes trains connected to transmitters 5a to 5e, receivers 6a to 6d, and receivers 6a to 6d connected to the boundaries of the non-insulated track circuits 1T to 6T via branching filters 4a to 4e. It has detection relays 2TR-5TR. The transmitters 5a to 5e input train control information corresponding to the present information of the traffic lights 7a to 7e provided at the boundaries of the track circuits 1T to 5T. As shown in FIG. 2, the input train control information 8a The ATS signal 8 including the track circuit identification information 8b is generated at different frequencies f1 to f5 for each track circuit 1T to 5T, and transmitted from the boundary of the track circuits 1T to 5T on the train advance side through the duplexers 4a to 4e. To do. The ATS signal can be realized by various methods such as code modulation, frequency modulation, AM modulation, and two-wave signal combination.

  The track circuit identification information 8b included in the ATS signal includes the track circuit identifier (hereinafter referred to as the track ID) whose track circuit boundary that transmits the ATS signal 8 from the transmitters 5a to 5e is the train advance side, and the track circuit thereof. It has the identification information of the two track circuits of the track circuit identifier in front of the boundary (hereinafter referred to as the forward track ID). For example, the identification information of the track circuit 1T is ID1, the identification information of the track circuit 2T is ID2, the identification information of the track circuit 3T is ID3, the identification information of the track circuit 4T is ID4, the identification information of the track circuit 5T is ID5, and the track circuit 6T Assuming that the identification information is ID6, the ATS signal 8 transmitted from the transmitter 5a has "the track ID1, forward track ID2" as the track circuit information 8b, and the track circuit information is stored in the ATS signal 8 transmitted from the transmitter 5b. 8b has "the orbit ID2, forward orbit ID3", and the ATS signal 8 transmitted from the transmitter 5c has the "orbit ID3, forward orbit ID4" as the orbit circuit information 8b, and is transmitted from the transmitter 5d. The ATS signal 8 has “the track ID 4 and the forward track ID 5” as the track circuit information 8b, and the track circuit information 8 is transmitted to the ATS signal 8 transmitted from the transmitter 5e. Having "the track ID5, forward trajectory ID6" as.

  For example, FIG. 3 shows an ATS signal 8 transmitted from the transmitters 5a to 5e when the train 1 is on the track circuit 3T and the traffic light 7b provided at the boundary between the track circuit 2T and the track circuit 3T is in the stop indication (R). Show. As shown in FIG. 3, the transmitter 5a transmits the ATS signal 8 having the frequency f1 including the train control information 8a of “45 present” and the track circuit identification information 8b of “the track ID1, forward track ID2”. The transmitter 5b transmits the train control information 8a of “0 present” and the track circuit identification information 8b of “the track ID2 and the forward track ID3”, and the ATS signal 8 of the frequency f2 is transmitted from the transmitter 5c. Train control information 8a of “120 present” and track circuit identification information 8b of “corresponding track ID3, forward track ID4” are transmitted, ATS signal 8 of frequency f3 is transmitted, and “70 present” is transmitted from transmitter 5d. The ATS signal 8 having the frequency f4 is transmitted, including the train control information 8a and the track circuit identification information 8b of “the track ID4, the forward track ID5”. The train control information 8a of “45 present” and “ The trajectory ID Includes a track circuit identity 8b of the front track ID6 ", ATS signal 8 of frequency f5 is transmitted.

  The on-board device 3 mounted on the train 1 includes an on-vehicle receiver 10, a processing unit 11, a speed detector 12, a speed checking unit 13, and a speed control unit 14, as shown in the block diagram of FIG. The on-vehicle receiver 10 receives the ATS signal 8 transmitted to the track circuits 1T to 5T via the power receiver 15, and receives the ATS signal 8 having the frequencies f1 to fn. 16n and reception determination unit 17. The reception determination unit 17 determines whether the ATS signal 8 of the track circuit is based on the track ID and the track ID of the track circuit identification information included in the ATS signal 8 of each frequency f1 to f5 received by the f1 receivers 16a to f5 receiver 16e. The ATS signal 8 of the forward track circuit is discriminated and selected. The processing unit 11 creates a speed pattern of the train 1 based on the present information shown in the train control information of the ATS signal 8 selected by the reception determination unit 17. The speed detector 12 inputs speed information from a speed generator 18 provided on the axle of the train 1 and detects the speed of the train 1. The speed checking unit 13 checks the speed pattern created by the processing unit 11 against the speed of the train 1 detected by the speed detector 12. The speed control unit 14 controls the brake device and the like based on the check result of the speed check unit 13 so that the speed of the train 1 is less than or equal to the speed limit.

  The operation when the automatic train stop device detects the train 1 and controls the speed of the train 1 will be described with reference to FIG. 5 showing the configuration of the ATS signal 8 and the change in the signal level received by the on-board device 3. To do.

  Each of the transmitters 5a to 5e transmits the ATS signal 8 having the frequencies f1 to f5 from the boundary of the track circuits 1T to 5T on the train advance side. When the train 1 enters the track circuit 2T from the track circuit 1T, for example, the receiver 6a provided at the boundary between the track circuit 1T and the track circuit 2T does not receive the ATS signal 8 having the frequency f2, and the track device 2T It is detected that the train 1 has entered.

  Thus, by using the ATS signal 8 transmitted from the transmitters 5a to 5d to the track circuits 1T to 5T for train detection, the ground device 2 does not need to be provided with a train detection transmitter. The size can be reduced, and the cost can be reduced.

  The on-board receiver 10 of the on-board device 3 mounted on the train 1 that has entered the track circuit 2T receives the ATS signal 8 of the frequency f2 transmitted to the track circuit 2T by the f2 receiver 16b. The ATS signal received by the on-board receiver 10 includes the front track circuit 3T in addition to the ATS signal 8 of the frequency f2 transmitted to the track circuit 2T because the track circuits 1T to 6T are not insulated and have no rail insulation. ATS signals of frequencies f3 to f5 transmitted to ˜5T are also received by the f3 receiving unit 16c to f5 receiving unit 16e of the on-vehicle receiver 10. The ATS signal 8 having the frequencies f2 to f5 received by the f2 receiving unit 16b to f5 receiving unit 16e is output to the reception determining unit 17. The reception determining unit 17 identifies the track ID of the ATS signal 8 of the frequency f1 selected when traveling along the track circuit 1T and the track ID included in the track circuit identification information 8b of the ATS signal 8 of the input frequencies f2 to f5. The ATS signal 8 having the frequency f2 including the trajectory ID2 that matches the forward trajectory ID2 that matches the forward trajectory ID2 included in the trajectory circuit identification information 8b of the ATS signal 8 having the frequency f1 is selected by comparing the front trajectory ID2 included in the information 8b, and the frequency “120 current indication” which is the current information indicated as the train control information 8a by the ATS signal 8 of f2 is output to the processing unit 11, and the front track circuit 3T is recognized by the front track ID3 of the track circuit identification information 8b. To do.

  When the reception determination unit 17 selects the ATS signal 8 of the frequency f2 from the ATS signal 8 of the frequencies f2 to f5, the track circuit identification information 8b of the ATS signal 8 of the frequencies f2 to f5 is compared and indicated by the track ID2. However, the ATS signal 8 of the frequency of the track ID that is not indicated by the forward track ID may be determined. That is, the on-board receiver 10 of the train 1 on the track circuit 2T receives the ATS signal 8 having the frequency f2 to f5. The track circuit information 8b of the ATS signal 8 having the frequency f2 includes the track ID2 and the forward track ID3. Since this orbit ID2 is not included in the forward orbit ID of the orbit circuit identification information 8b of the ATS signal 8 having the frequencies f3 to f5, the reception determination unit 17 uses the ATS signal 8 having the frequency f2 8 can be confirmed.

  When the reception determination unit 17 selects the ATS signal 8 having the frequency f2 from the ATS signals 8 having the frequencies f2 to f5, the reception determination unit 17 matches the forward trajectory ID2 included in the track circuit identification information 8b of the ATS signal 8 having the frequency f1. The ATS signal 8 having the frequency f2 including the trajectory ID2 is selected, and the trajectory ID2 included in the trajectory circuit identification information 8b of the ATS signal 8 having the selected frequency f2 is ahead of the trajectory circuit identification information 8b of the ATS signal 8 having another frequency. By confirming that the trajectory ID is not shown, it is possible to reliably prevent the ATS signal 8 having a different frequency from being selected.

  The processing unit 12 creates a speed pattern of the train 1 based on “120 display”, which is the display information of the input ATS signal 8, and outputs it to the speed checking unit 13. The speed checking unit 13 checks the input speed pattern against the speed of the train 1 detected by the speed detector 12 and outputs the result of the checking to the speed control unit 14. The speed control unit 14 controls the speed of the train 1 by controlling a brake device or the like based on the input verification result.

  In this way, by indicating the track ID and the forward track ID in the track circuit identification information included in the ATS signal 8 transmitted to each track circuit 1T to 5T, other than the ATS signal transmitted to the track circuit into which the train 1 entered Even if the on-board device 3 receives the ATS signal transmitted to the track circuit ahead, the ATS signal transmitted to the track circuit in which the train 1 has entered is surely determined and transmitted to the other track circuits. It can be prevented that the ATS signal is mistaken.

  When the train 1 existing in the track circuit 2T enters the track circuit 3T, the ATS signal 8 of the frequency f2 received by the on-board receiver 10 is cut off as shown in FIG. By detecting the level break of the ATS signal 8 at the frequency f2, the on-board device 3 detects that the train 1 has passed the boundary between the track circuit 2T and the track circuit 3T.

  In the above description, the ATS signal 8 includes the case where the train control information 8a and the track circuit identification information 8b corresponding to the present information of the traffic light 7 are included. May be.

1; train, 2; ground device, 3; on-vehicle device, 4; duplexer, 5; transmitter, 6; receiver,
7: Traffic light 8: ATS signal 8a Train control information 8b Track circuit identification information
10; On-vehicle receiver, 11; Processing unit, 12; Speed detection unit, 13; Speed check unit,
14; speed controller, 15; power receiver, 16; f1 receiver to f5 receiver,
17; Reception determination unit, 18; Speed generator.

Japanese Patent No. 4128914

Claims (2)

It has a ground device connected to an uninsulated track circuit and an on-board device mounted on a train,
The ground device has a transmitter and a receiver,
The transmitter inputs train control information corresponding to the present information of the traffic lights provided at the train advancing side boundary of each track circuit, and inputs the train control information and the track circuit identifier (hereinafter referred to as track ID). ) And an ATS signal including track circuit identification information having two track circuit identification information (hereinafter referred to as a forward track ID) of the track circuit in front of the train advancing boundary of the track circuit. Generated at the boundary of the train advancing side of each track circuit,
The receiver receives the ATS signal transmitted to each track circuit at the boundary of the train entry side of each track circuit and detects whether a train is present on each track circuit,
The on-vehicle receiver of the on-vehicle device has a reception unit and a reception determination unit,
The receiving unit receives a plurality of ATS signals transmitted to a track circuit where a train is present and a track circuit ahead,
The reception determination unit includes the track circuit included in the track circuit identification information included in the plurality of ATS signals received by the reception unit and the track circuit included in the ATS signal selected when the train travels on the track circuit where the train has advanced. An automatic train stop device that compares the forward track ID of the identification information and selects an ATS signal that includes the track ID that matches the forward track ID. It has a ground device connected to an uninsulated track circuit and an on-board device mounted on a train,
The ground device has a transmitter and a receiver,
The transmitter inputs train control information corresponding to the present information of the traffic lights provided at the train advancing side boundary of each track circuit, and inputs the train control information and the track circuit identifier (hereinafter referred to as track ID). ) And an ATS signal including track circuit identification information having two track circuit identification information (hereinafter referred to as a forward track ID) of the track circuit in front of the train advancing boundary of the track circuit. Generated at the boundary of the train advancing side of each track circuit,
The receiver receives the ATS signal transmitted to each track circuit at the boundary of the train entry side of each track circuit and detects whether a train is present on each track circuit,
The on-vehicle receiver of the on-vehicle device has a reception unit and a reception determination unit,
The receiving unit receives a plurality of ATS signals transmitted to a track circuit where a train is present and a track circuit ahead,
The reception determination unit includes an ATS signal having the orbit ID that is indicated as the orbit ID but not the forward orbit ID in the track circuit identification information included in the plurality of ATS signals received by the reception unit. The automatic train stop device characterized by selecting.

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