JPS6111830B2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a new type of automatic train control system that combines the features of point control type and continuous control type, and relates to ultra-high-density operation consisting of a large number of short and small block sections. The purpose of this invention is to provide this type of control device that is particularly effective when applied to train control in sections.

Automatic train control (abbreviated as ATC) devices using fixed block systems have been widely put into practical use as a means of ensuring the safety of train or vehicle (hereinafter referred to as trains) operation. As is well-known, ATC is a means of receiving ATC signals sent to track circuits or guide lines that correspond to blocked sections using onboard antennas (also called onboard antennas) installed on trains. A method is used to transmit ATC speed information from the ground to the vehicle.

However, future new transportation systems such as new transportation systems are likely to require frequent transportation services with very short train intervals. In this case, if ATC is implemented using the fixed block method, the block section length must be made extremely short. Therefore, for example, as schematically shown in FIG. 1, inductive loop antennas l1, l2...... are installed corresponding to short and small block sections 1T, 2T......nT provided on the train running path T.
A transmitting device is required to transmit an ATC signal to ln, and transmitting devices corresponding to each block section are integrated in block S shown in the figure. As described above, the conventional ATC system requires equipment that can handle a huge number of blocked sections, making it difficult to construct an economical transportation system.

In addition, in a transportation system that aims to perform ultra-high-density operation to the maximum of the service interval determined by the braking distance of the train by connecting a large number of short and small block sections such as those mentioned above, it is natural to use automatic operation using a computer. Management (hereinafter abbreviated as ATO) is a premise. Therefore, ATC's main functions as a backup for ATO are to prevent rear-end collisions and to limit speeds on curved and sloped sections of the road.

The present invention provides an ATC system controlled by block conditions.
A so-called point where a ground electromagnetic coupling body (hereinafter referred to as a ground element) is placed at a predetermined location in a block section, and ATC speed information is transmitted to an onboard receiver via an onboard element that is electromagnetically coupled to the ground element. A controlled ATC speed information transmission mechanism and an inductive loop antenna installed in each block section over the length of each section are connected in series at a predetermined number of sections, forming multiple groups and forming loop antennas for each group. Automatic train control is performed in combination with a so-called continuous signal transmission mechanism that transmits an indication up permission signal and transmits the permission signal to an on-board receiver via an on-board device connected to the signal. It is something.

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

Figure 2 shows block sections 0T, 1T, 2T...
...ATC ground elements P ₀ , P ₁ , P ₂ ...
... _P9 etc. are installed and they are connected to the ATC signal control circuit PC.
At the same time, inductive loop antennas installed along the travel path T for each block section over the length of each section are connected in series with each other with two block sections apart,
This is an example of a configuration in which induction loops formed into three groups of L1, L2, and L3 are connected to a display up permission signal (hereinafter referred to as US signal) control circuit USC for each group, and the present invention can be implemented. This is an overview of the above equipment. Note that the ATC signal control circuit PC and the US signal control circuit USC are controlled by the output conditions of the train position detection device TD, which are indicated by broken line blocks in the figure.

Figure 3 shows a block diagram of the main parts of the onboard equipment installed on the train TC running on the track T. An ATC signal receiving unit VR that receives information, a US signal receiving unit USR that receives US signals from the ground via an onboard element USA that is electromagnetically coupled to an inductive loop antenna L on the ground, and both receiving units VR.
It consists of a control center MC that receives output from the USR and performs ATC operations. The output from the control center MC is compared with the output from the speed generator (not shown) of the train TC by the speed checking section VC, which is indicated by a broken line block, and the speed of the train TC is controlled.

Although the outline of one example of the device implementing the present invention has been described above, the ground element P (hereinafter referred to as P ₀ to _{P 9} , etc.) provided at the entrance of each block section may be separately provided as described above. Train position detection device
When electromagnetically coupled with the onboard VA under the blocking conditions given by the TD, predetermined ATC speed information is transmitted to the ATC receiver VR. Here is the ground child P
Any device that has the function of discriminating ATC speed information and transmitting it to the train is fine, and its principle is not necessarily in question. When applied, frequency signals f1, f2, f are used as speed information to specify speeds V1, V2, V3, etc.
3......, etc., the ground element P is formed by combining resonant circuits with frequencies f1, f2, f3......, etc., so that a point control type information transmission device can be realized. configured.

The combination set of ATC speed information by the ATC beacon P differs depending on the design of the train operation block, and an example thereof is shown in a and b of FIG. 4. Figure a
is an explanatory diagram of the speed information set in the ground switches P ₂ to _{P 5} for the following train B when the train A is in the block section 1T of the running path T; The situation is shown in a table. In other words, in this case, train B knows its progress and moves to block section 5.
In section T and 4T, speed information V2 is received on each beacon P ₅ and P ₄ , and in section 3T, speed information V1 is received on beacon P ₃ to perform speed control.
When the vehicle enters section _2T , it receives speed information V0, that is, stop information, from ground transducer P2 and stops within section 2T.

The above is an explanation of the train operation status based on the ATC speed information transmitted from the ground to the train via the beacon P. Next, the induction loops L1, L2, L3
This section describes train operation control using US signals.

Each induction loop L1, L2, L3 shown in FIG.
is an example in which two block sections are separated and connected in series, but the induction loop is not necessarily connected to L1 and L.
The number of block sections is not limited to three, ie, L2 and L3, but is generally provided corresponding to the number of block sections corresponding to the minimum operation time interval. For example, speed information V0=0
In the case of speed (stop information), V1 = low speed, V2 = normal speed, the US signal that is installed as in this example and is constantly flowing in each loop is continuously transmitted to the onboard receiver USR via the onboard child USA. will be received. Then the train
While continuously receiving US signals, it is possible to travel at a speed below the permissible speed indicated by the ATC speed information provided by the ATC ground signal P. Therefore, if the speed information is V0, that is, 0 speed, the train will naturally stop.

The US signal, which is an indication up permission signal, is used, for example, when the preceding train A in Figure 4a requires the following train B to stop due to a breakdown, or when there are consecutive trains in the two block sections described later. In cases where a train enters a stop control section, the guidance loops L1, L2, L3 of the section are determined depending on the output conditions of the train position detection device TD shown in Fig. 2.
Stop transmitting US signals that are being sent to Stopping the transmission of US signals means that the train is denied permission to run, and stop control is activated for trains that are unable to receive US signals.

In this way, the speed information V from the ATC ground transducer P
In other words, a train that has stopped due to reception of a stop signal or reception of a US signal is cut off will be placed on the train so that it cannot run until it receives a US signal again.
Controlled by MC, the central part of ATC control. However, if a train stops once it receives stop signal V0,
If the US signal is being received, the vehicle is controlled to be able to travel at a predetermined low speed.

The operation of the present invention provided with the above functions will be explained with reference to FIG. 5. A in the figure shows the blocks laid along the running path T in the figure b corresponding to each of the block sections 2T to 10T. Induction loop L1 shown in FIG.
Figure b is a state diagram showing trains A, B, and C on running route T, separated by two block sections. Figure c is a diagram showing trains B and C on running route T. This figure shows the state in which the train has moved from the position shown in b to the position indicated by the arrow.When train B approaches train A in block section 4T and enters section 5T,
The presence of trains in sections 4T and 5T is detected by the train position detection device TD, and the induction loops L1 and L are detected by the output condition of the detection device TD.
2, the US signal flowing to L3 is cut off, and train C, which entered section 8T, also stops. Furthermore, train B is
Speed information V from ATC ground transducer before US signal disconnection
Receives stop control by 0.

When assuming ATO, abnormal approach between two trains as described above could be caused by train A's vehicle failure, computer failure, etc.
Since the cause is thought to be a failure of the ATO system, there is no practical problem in stopping all trains on the same group section, such as trains B and C, but rather if simultaneous stopping is required for other reasons. There is. When all trains are stopped in this way, trains other than trains A and B are generally operated by ATO with an interval of two blocks between them, so they stop at least one block apart, so there is no chance of a rear-end collision. There's no fear.

As mentioned above, unless train A, which is in block section 4T, advances beyond section 3T in front of it, train B will remain in section 5.
According to these train detection conditions, the US signal control circuit USC is locked so that the US signal does not flow through the induction loop L2 corresponding to section 5T. Therefore, train B cannot run due to the US signal being cut off. In this case, for the induction loop L1, the US signal control circuit USC logically decides to retransmit the temporarily interrupted US signal on the condition that there is no train in the section adjacent to the front of the corresponding block section. possible. In this way, if train A, which has received the US signal, advances to section 3T, the condition that the train exists in two consecutive block sections will be canceled, so the US signal can also be sent to the induction loop L2, and this signal will be received. Train B is allowed to run. Therefore, train B can run at a predetermined low speed on the condition that it receives the US signal. At this time, train A is still in section 3T.
Of course, if the train B is in the section 4T, the train B receives the speed information V0 from the beacon (not shown) provided at the entrance of the section 4T and is subject to stop control. Furthermore, if train A has already entered section 2T, train B will be able to operate normally by receiving ATC speed information V1 from the above-mentioned beacon. Furthermore, regarding curved sections, sloped sections, etc. of the traveling road, ATC ground elements can be provided at required positions to transmit the speed limit.

As described above, the present invention is a novel automatic train control system configured by combining the features of a point control type and a continuous control type.

The original point control method has simpler ground-side equipment compared to the conventional continuous control method, so it is cost-effective. When the following train stopped due to abnormal approach between two trains, it was impossible to transmit a signal to allow the train to run again. Especially in the case of ATO, there is a risk of rear-end collision with the preceding train. On the other hand, the continuous type does not have the same problems as the point control type mentioned above, but because the ground-side equipment is complex, there are problems in terms of cost and reliability in the case of an operation system that targets high-density operation and has an extremely large number of blocks. There are many.

Therefore, as mentioned above, the present invention connects inductive loop antennas in series with a required number of sections,
By transmitting US signals, the number of US signal transmitting devices that respond independently to each section of the induction loop can be reduced, and a cost-effective control method is adopted for transmitting ATC speed information. By combining the features of point control and continuous control, the reliability of the device is increased and the cost is reduced, and the effects are quite remarkable.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of an ATC signal transmitter block connected to each inductive loop antenna for each block section, Fig. 2 is a schematic diagram of ground equipment implementing the present invention, and Fig. 3 is a schematic diagram of the ground equipment implementing the present invention. Figure 4a is an explanatory diagram showing one example of a combination set of speed information by ATC ground transducer, Figure 4b is a table diagram of the same set, and Figure 5 is an explanatory diagram of the operation of the present invention. . TD...Train position detection device, PC...ATC signal control circuit, T...Trailway, 0T to 10T...Block section, P, _P0 to _P9 ...Electromagnetic coupling body (ground element),
L, L1, L2, L3...induction loop antenna,
USC...US signal control circuit, VA...onboard antenna (onboard device), USA...onboard antenna (onboard device),
VR...ATC signal receiving section, USR...US signal receiving section, MC...ATC control center.

Claims (1)

[Claims] 1. An electromagnetic coupler that transmits the required speed information signal for automatic train control onto the train in accordance with the train position detection conditions is installed at a predetermined position such as the section entrance for each block section of the train running path, In each of the block sections, an induction loop antenna is installed over the length of each section along the train running route, and the number of block sections with an interval between two trains in which the plurality of induction loop antennas are run at a minimum operation time interval is determined. The induction loop antennas are connected in series with each other at a predetermined number of sections to form a group, and a display up permission signal is constantly sent to all the groups of inductive loop antennas to permit the train to run, and the following train is connected to the preceding train. On the condition that the following train has entered the stop control section, the transmission of the display up permission signal will be temporarily stopped for all the groups, and for each group other than the group corresponding to the stop control section into which the following train has entered. On the condition that there is no other train in the adjacent section in front of each block section, the above-mentioned indication up permission signal that has been temporarily stopped is resent, and on the other hand, to the group corresponding to the stop control section into which the following train has entered. The vehicle is equipped with a display up permission signal control circuit that re-sends the stopped display up signal on the condition that the stop condition of the stop control section entered is canceled, and the electromagnetic coupling body and the electromagnetic an on-board antenna that is electromagnetically coupled to the inductive loop antenna to receive the speed information signal for automatic train control; an on-board antenna that is electromagnetically coupled to the induction loop antenna to receive the indication up permission signal; and the two on-board antennas. The speed information signal for automatic train control and the indication up permission signal received by the system are input, and when the indication up permission signal is received, the train speed is controlled according to the speed information signal for automatic train control. What is claimed is: 1. An automatic train control device comprising: train control means for controlling the train to forcibly stop when the present up permission signal is not received.