JPS5833147B2 - Mobile speed limit information transmission method - Google Patents

Description

[Detailed Description of the Invention] The automatic train control (hereinafter referred to as ATC) system for moving objects such as trains using rubber tires uses a separately installed train position detection device and a loop coil installed in each block section or ATC route section to provide information. This loop coil is used as a transmission line, and continuously transmits speed limit information using ATC signals according to various conditions such as the position condition of the preceding vehicle, the opening condition of the road ahead, the slope of this section, the track conditions such as curves, etc. There is.

On the other hand, a moving object such as a train constantly receives the ATC signal, and continuously compares the received speed limit information with the actual speed at which it is traveling to keep the speed of the moving object always below the instructed speed limit. The purpose of ATC is achieved through control.

In the method described above, the ATC signal sent to the first loop coil at the rear of the preceding vehicle is a stop signal, and when the following vehicle enters this stop zone, it receives the stop signal and stops within this stop zone. controlled to do so.

However, when the following vehicle enters the loop coil section where the preceding vehicle is controlled by checking operation after stopping once within the stop section, ATC using the conventional rail as the transmission path
Since the transmission line is not short-circuited by the axle of the moving object as in the conventional system, depending on how the driver operates the handling equipment, it may be controlled by receiving the higher speed ATC signal sent for the vehicle in front. Therefore, there is a risk of so-called upper remission.

The present invention solves these problems and provides a level of operational safety equivalent to that of conventional railways.

The present invention will be explained in detail below with reference to the drawings.

FIG. 1 is a diagram showing the relationship between the moving body position and the ATC signal.

L1 to L6 are loop coils extended along the travel path of the moving object, and ATC signals are transmitted from the ATC transmitter in correspondence with the block sections formed by the moving object position detection device separately installed. ~B6 is the boundary point of the block section, T1 is the leading vehicle, F2 is the following vehicle, and F160
is 6OA77I/ to the train that modulated the carrier wave F1 at low frequency.
140 is an ATC40 signal that allows a train that has modulated the carrier wave F1 at a low frequency to run at a speed of 40IcIIl/H.Flol is an ATCOI that commands a train that has modulated the carrier wave F1 at a low frequency to stop. At the signal, F240 transmits 40
is an ATC40 signal that authorizes the speed of kIIl/H;
(1) to (2) are diagrams showing the installation positional relationship between the loop coil and the block section, the position of the moving body with respect to the block section, and temporal changes in the ATC signal.

In Fig. 1 ■, when the preceding vehicle T1 moves through the L3 section, the F160160 signals are transmitted in the Ll, L2, and L3 sections, and the Flor, "140," and "160 signals are transmitted in the L4, L, and L6 sections behind the preceding vehicle T1, respectively. being sent.

When the following vehicle T2 enters the L6 section at ■, F160
160 believe.

When the following vehicle enters the 6th section of T2 at ■, F140
140 believe.

When the following vehicle T2 enters the L4 section at ■, F.

1 signal, the receiver stores stop information and issues a stop command, causing the following vehicle T2 to stop within the L4 section.

At (3), the following vehicle T2 performs operations such as checking specified in the L4 section, resumes driving, enters the L3 section at a constant speed or less, and approaches the F1 car.

In this case, the following vehicle T2 stores the stop information of the "101 signal" in the L4 section, and even if the F"tao signal is sent in the L3 section and the vehicle returns to its position after confirming the operation, the stop information will not be canceled. There's nothing to do.

When the preceding vehicle T1 enters the L2 section at (3), the "tot" signal is again transmitted to the L3 section.

At ■, the preceding vehicle T1 enters the L1 section and the preceding vehicle T1
When the rear end advances into the L2 section, the F1o1 signal that was sent to the L3 section becomes an F140140 signal, but at this time the 4
The carrier wave of the 0 signal becomes F2 for a certain period of time, and thereafter becomes F1.

The following vehicle T2 receives the F240 signal for a certain period of time, cancels the stored F'tot signal, and becomes able to transmit the F140140 signal.

In ■, the leading vehicle T1 advances to the front of the L1 section, and the following vehicle T2
enters the L2 section and transmits F140140.

FIGS. 2 to 6 are a block diagram and a control circuit diagram of an embodiment embodying the present invention.

Figure 2 shows ATC in loop coil L3 within the automatic section.
FIG. 3 is a signal transmission switching diagram.

1 is an ATC signal, 2 is an ATC signal selection circuit, 3 is an ATC transmitter that amplifies and transmits the ATC signal to the loop coil 3, and 4 is an L3 loop coil.

LlTR and L2TR are the detection relays of the moving object detection devices in the L1 section and L2 section that are separately configured as described above.
L1TR is a relay that operates when a mobile object is present in the section and restores when there is no mobile object, and operates when a mobile object exists in the L2 section and restores when there is no mobile object.

L3F2S is a carrier wave F2 transmission relay in the L3 section, and is a 'relay for transmitting the F240 signal for a certain period of time.

In Figure 2, if there is no moving object in the L1 section and L2 section, the operating contacts of LlTR and L2TR are closed, so the F160160 signal is sent to the 3rd section, and if there is a moving object in the L1 section, the L3F2S relay is activated. The recovery contact, the LlTR recovery contact and the L2TR operation contact are closed and sent to the F140140 signal 3 section, and when a mobile object is in the L3 section, the L2TR recovery contact closes and the F1
o1 signal is transmitted.

FIG. 3 shows a relay circuit for transmitting carrier wave F2, and L3TR is a detection relay for a moving object detection device in the L3 section, which operates when a train is present in the L3 section and is restored when there is no train.

C is a capacitor.

The relationship between the preceding vehicle and the following vehicle is as shown in Figure 1 ■, that is, there is a following vehicle in the L3 section, and when the preceding vehicle passes the L2 section, the L3
The TR recovery contact closes and the L2TR operation contact closes, and the carrier wave F2 transmitting relay L3F2S operates for a certain period of time during which the charging current of the capacitor C decreases to the recovery current of the relay L3F2S.

When L3F2S operates, the F240 signal is transmitted to the loop coil L3 by closing the L3F2S operating contact, closing the L1R recovery contact, and closing the L2TR operating contact in FIG.

Figure 4 is a block diagram of a mobile ATC receiver, with BPF
-Fl, BPF-F2 are band F wave generators, DETl, DET
2. DET3 is a detector, ADD is an adder, 5APA60
．． 5APA401SAPAO1 is selective amplifier, F2GP
A is F2 signal modulated wave receiver, 60MR, 40MR, 01
MR is a main relay, and F2R is an F2 signal receiving relay.

The main relay operates according to the corresponding speed signal when the carrier wave is F1 or F2, and F1a operates only when the carrier wave is F2 and the modulated wave of the traveling signal 40.

FIG. 5 shows a stop information storage circuit.

01LR is 01 signal memory relay and 01LR is "101"
When the OlMR operates within the transmission period, it operates, stores the stop information, and recovers to release the stop information.

The condition for recovery is to receive the 40 signal of carrier wave F2 and open the recovery contacts of F1a and 40MR.

FIG. 6 shows the output circuit of the ATC receiver, which is connected to the ATC logical speed checker. 5 is a 01 signal output circuit, 6 is a 40 signal output circuit, and 1 is a 60 signal output circuit.

In the above explanation, the condition in which the preceding vehicle advances to the second loop coil in front of the following vehicle was selected as the condition for canceling the stop information, but it may also be the third loop coil in front or the course condition, and the 40 signal was selected as the carrier wave F2 signal. However, 60 signals may also be used, and it goes without saying that the design can be appropriately changed and used without changing the gist of the present invention.

As described in detail above, according to the present invention, when the following vehicle receives the stop information, it stores the stop information, so even if it enters the loop coil section where the preceding vehicle exists, the preceding vehicle does not lose its upper position. Since the stop information is released only after the first loop coil in front of the following vehicle is advanced, the driving safety level is significantly improved.

[Brief explanation of drawings]

Figure 1 is a relationship diagram between the moving body position and ATC signal, Figure 2 is a diagram of ATC signal transmission switching in loop coil L3 in the automatic section, Figure 3 is a carrier wave F2 transmission relay circuit, and Figure 4 is A
A block diagram of the TC receiver, FIG. 5 shows the stop information storage circuit,
Figure 6 is the output circuit of the ATC receiver, 1 is the ATC signal, 2
is ATC signal selection circuit, 3 is ATC to loop coil 3
ATC transmitter that amplifies and transmits the signal, 4 is L3 loop coil, 5 is 01 signal output, 6 is 40 signal output, 7 is 6
0 signal output.

Claims (1)

[Claims] 1 Loop coils are deployed on the road or in the vicinity of the road, and speed limit information determined by a ground transmitter is transmitted via the loop coil, so that a mobile object moving on the road can In an automatic speed limit system that receives speed limit information and automatically limits the speed, first information and second information are transmitted as ground transmission information by modulating a first carrier wave with a low frequency corresponding to a determined speed limit. It consists of a terrestrial transmitter that transmits second information obtained by modulating a carrier wave with a low frequency corresponding to a predetermined speed limit, and a mobile object speed limit information receiver that has a stop information storage circuit and a stop information canceling circuit. The relationship between the moving body and the following moving body is such that stop information based on the first information is transmitted to the first loop coil behind the preceding moving body, and the following moving body is in the section of the first loop coil. When the preceding moving object enters, it receives the stop information and stops, and when the preceding moving object advances and exits from the first loop coil section in front where the following moving object is located, the loop coil where the following moving object is located transmits. The device transmits and converts the first information to the second information for a certain period of time, and the receiver of the following moving object receives the stop release information and enables the following moving object to run, and transmits the first information. A speed limit information transmission method for a moving object characterized by waiting for reception.