JP2000016292A - Train controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To form multiple block sections so as to accomplish ultra-multiple system train control with higher reliability by arranging a communication means allowing mutual communication between a plurality of adjacent transponders in each of the transponders and transmitting predetermined train control information including train detection information mutually. SOLUTION: A plurality of transponders A1, A2... are arranged at predetermined intervals on one side of a traveling rail (r) for a railway rolling stock 1, while check tags B1, B2... are arranged on the other side. Each of intervals between the transponders A1-An or the check tags B1-Bn serves as each of block sections 1T-nT. On the side face of the railway rolling stock 1, a plurality of tags t1, t2, t3 are arranged. Each of the transponders determines which tag communicates with it and detects the front position and the end position of the rolling stock 1 with high accuracy. Micro processor units m1, m2... driving and controlling the respective transponders and microwave transmitters C1, C2... are arranged. The respective transmitters are constructed so as to be communicatable with three or more adjacent transmitters on the left and right sides.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a train control device, and more particularly, to a train control device employing a transponder system.

[0002]

2. Description of the Related Art Conventionally, as a train control device, a train can be detected via a track circuit or a train control signal such as an ATC can be transmitted to a train (on a car) via the track circuit. 2. Description of the Related Art A train control device of a track circuit system is known. That is, this track circuit type train control device
The rail (track) where the train runs is part of the electric circuit,
The train position is detected based on whether or not the rail is short-circuited on the axle (wheel) of the train. If necessary, a predetermined train such as a train speed signal is transmitted to the detected train via the track circuit. It is configured to transmit a control signal.

[0003] The train control device using this track circuit requires a lot of work for management such as maintenance and inspection of the track circuit, and has a problem that equipment costs are increased due to laying of transmission / reception cables and the like. are doing. In order to solve such a problem, the present applicant has previously filed Japanese Patent Application No. 10-57597.
No. 2 proposes a transponder-type train control device.

The transponder-type train control device according to this proposal has a transponder (interrogator) for transmitting a predetermined interrogation signal on one side of the ground across a line, and a transponder on the other side across the line. A check tag (responder) capable of transmitting a predetermined response signal corresponding to the interrogation signal from the transponder to the transponder is provided at the opposing position. The train (on the car) running on the above-mentioned track is provided at a position where a predetermined interrogation signal from the transponder can be received, and further transmits a predetermined response signal corresponding to the interrogation signal to the transponder. There is provided a tag group provided at a predetermined interval capable of performing such operations.

Therefore, when the transponder is receiving a response signal from the check tag, it detects that there is no train, and when the transponder receives a response signal from the tag on the car instead of the response signal from the check tag. When detecting the entry of a train into a predetermined block section related to the transponder and receiving a response signal from a check tag instead of a response signal from the tag of the train, the train from the predetermined block section Can be detected.

In the train control device employing the transponder method according to the above proposal, a transponder is provided with a transceiver capable of communicating by radio communication, and is provided on another transponder provided at a predetermined interval along a line. Form a communication network with the transceiver,
The train is also provided with a transmitter / receiver for communicating with a transmitter / receiver provided in each transponder by wireless communication, so that the train can be totally controlled.

[0007]

The train control device employing the transponder method according to the above proposal does not have a track circuit, so that maintenance and management are easy, and the need for transmission / reception cables is eliminated. Therefore, there is an excellent feature that it can be realized at low cost, but furthermore, the emergence of a more reliable train control device while utilizing these features has been awaited.

Accordingly, the present invention has been made in order to meet the above-mentioned demand, and an object of the present invention is to employ a transponder system capable of forming a multiplexed block section and performing train control in a super multiplex system. It is to provide a train control device.

[0009]

In order to achieve the above object, a train control apparatus according to the present invention has a predetermined interval on one side of the ground across a track on which a train travels along the track. In addition to providing a plurality of transponders that transmit a predetermined interrogation signal while maintaining the same, a plurality of check tags that can respond to the interrogation signal from each transponder are provided on the other side, and furthermore, a train traveling on that track is provided with a A tag capable of responding to a predetermined interrogation signal is provided, and in each of the transponders, when a response is received from the opposing check tag, it detects that there is no train in the block section related to the transponder, and the transponder checks the opposing check tag. When a response from the tag is obtained instead of a response from the When the transponder obtains a response from the opposite check tag instead of a response from the tag, the train control device detects a train advance from the block section, and a plurality of transponders adjacent to the transponders. A communication means capable of communicating with the above-described transponders is provided, and predetermined train control information including train detection information obtained by each transponder can be mutually exchanged.

Further, the number of adjacent transponders is at least three.

Further, the train is provided with communication means capable of communicating with communication means provided in each of the transponders.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of a train control device according to one embodiment.

A1, A2... Are a plurality of transponders (interrogators) provided on one side of the rail r on which the train A runs at predetermined intervals, and B1, B2.
Are check tags (responders) provided on the other side of the rail r so as to face the transponders A1, A2,. And among these transponders A1, A2,... And check tags B1, B2,.
Each interval of A1 to An and B1 to Bn is formed in one block section 1T to nT. Note that transponder A
100, A101 and check tags B100 and B101 indicate the transponder and the check tag in the branch line portion.

Each of the transponders A1, A2,... Transmits a predetermined interrogation signal having a high linearity, for example, a power wave of 2.45 GHz, to each check tag B1,. Each of the check tags B1, B2,... Transmitted to B2,..., And receives the interrogation signal is driven by a drive power source generated by the interrogation signal, and receives a predetermined response signal (code pulse) stored in advance. To each of the transponders A1, A2,... In addition,
Although the check tags B1, B2,... Are of a non-powered type here, it is needless to say that the check tags B1, B2,.

[0015] Of the side of the train A, the transponder A1
, A2... Are arranged along the traveling direction of the train A and at predetermined intervals (here, three tags, for the sake of simplicity,
The description will be made with three tags, an intermediate tag and a tail tag. ) Tag t1
, T2, t3. These tags t1, t
2, t3 are the same as the check tags B1, B2,.
When a predetermined interrogation signal is received from each of the transponders A1, A2,..., It is driven by a driving power source generated by the interrogation signal and directs a predetermined response signal stored in advance to each of the transponders A1, A2,. Each is configured to be able to transmit. Note that these tags t1
, T2, t3 are of the non-powered type similarly to the check tags B1, B2,..., But may be of course a powered type.

Each tag t1, t2,
At t3, ID code data for specifying a tag is stored in advance, and each tag t1, t2, t is stored.
The distance information from the installation position of No. 3 to the head and tail of train A is stored. Therefore, the transponders A1, A2,... Can accurately detect the head position and the tail position of the train B within the range of the detection error of the tag installation interval depending on which tag it communicates with. Further, if a plurality of tags t1, t2, and t3 are provided, even if communication with one tag is malfunctioning, the function of the malfunctioning tag can be complemented by communication with the preceding and following tags. Becomes

In the figure, m1, m2... Are microprocessor units (MPUs) for driving and controlling the above-described transponders A1, A2... And transceivers C1, C2. is there. The MPU 100 is provided in the branch line portion, and is configured to control not only the transponders A100 and A101 provided in the branch line portion but also the controller p for driving and controlling the switch P. Have been.

Each of the transceivers C1 and C2 is configured to be capable of transmitting and receiving to and from a plurality of transceivers on both the left and right sides. FIG. 2 shows this state. Here, the state of transmission and reception centering on the transceiver C4 is shown. That is, the transceiver C4 is composed of three transceivers A on the left and right.
1, A2, A3, A5, A6, and A7 are configured to be able to transmit and receive each other. More specifically, assuming that the distance of one block section is 500 m, the transceiver C4 has a communication range of 1500 m on both the left and right sides. Such a communication range includes not only the transceiver C4 but also the other transceivers C1 to C3 and C5 to Cn.

Although not shown, each of the transceivers C1, C
2 and each MPUm1, MPUm2 ... are provided with a battery which can be backed up for about several tens minutes (for example, 30 minutes) in order to prevent the power supply from being shut down. With such a backup power supply, each MPU m1, MPU
Since the contents of the memories (not shown) of the PUm2 ... do not disappear, it is possible to easily perform the re-startup.

In FIG. 1, m0 is an MPU of an on-board device provided in the train A, and includes transmitters and receivers C0, C0, which transmit and receive using microwaves respectively provided at the head and tail of the train A. C0 'can be driven and controlled, and a train speed signal from a speedometer (tach generator) G provided on the train A can be input.

Therefore, the MPUm0 of the on-board device can detect the position of the own train from the traveling distance of the own train by inputting a signal from the speedometer G, and the tag t1 communicates with the transponders A1, A2,. Using the obtained timing, the absolute position of the own train is obtained, and the detection value by the speedometer G is calibrated, so that the correct own train position can be detected. Also, tags t2 and t3 are transponders A1 and A
2 and the ground transceivers C1, C2
You can check the absolute position of your own train via

The transceivers C0, C0 provided on the vehicle
'Has a predetermined communication range so that it can communicate with a transceiver (C1, C2, C3 at the train position in FIG. 1) provided on the ground near the train A.

The train detection in the train control device having the above configuration will be described by taking as an example a case where the train a advances from the block section 1T to the block section 2T in FIG.

Now, the train A is in the blocked section 1T,
When the line is not in the block section 2T, the transponder A2 has received the response signal from the check tag B2. Then, when the train a advances and the head of the train a enters the section 2T where the head of the train a is closed, the response signal from the check tag B2 up to that point is cut off by the train a, and the response signal from the head tag t1 is cut off. Will be received.

Therefore, the MPUm2 can identify the train A based on the data from the car including the train number received from the head tag t1, and detect that the train A has entered the block 2T. . In the train A, the position of the own train based on the speedometer G can be calibrated using the timing at which the head tag t1 communicates with the transponder A2.

The train A has an accurate position of its own train, and the transceivers C0 and C0 'on the car have the transceivers on the ground (C in the example of FIG. 1).
1, C2, C3), a speed pattern can be generated based on the tail position of a forward train (not shown) obtained from the preceding train, and effective train operation can be performed.

The above-mentioned confirmation of the position of the own train is performed by the intermediate tag t2.
And every time the tail tag t3 communicates with the transponder A2. Then, the MPUm2 checks that the transponder A2 uses the check tag B instead of the response signal from the tail tag t3.
When the response signal is received from Train 2, Train A determines that it has advanced from Block 1T. The train detection signal of MPUm2 determined in this way is transmitted and received via the transceiver C2.
As shown in FIG. 2, the transmitter / receiver adjacent to the right and left... C
1, C3...

FIGS. 3 and 4 show a state in which each of the MPUs M1, MPUm2,... Formed in a single system forms a multiplex block section. First, x1 in FIG.
For simplicity of description, T to x10T represents each block section 1T when there are 10 block sections (1T to 10T).
10 shows train detection information of 10 to 10T. Also, y1 T ~
y10T is the block section 1T, 2T is one block section,
This shows train detection information of block sections sequentially formed so that block sections 2T and 3T overlap one block section like one block section.

With respect to these two block sections, FIG.
In the example of the block sections 1T and 2T of MPUm1
Determines that train A has entered when transponder A1 detects train A, and MPUm3 determines that transponder A3 has exited from block sections 1T and 2T when transponder A3 has detected that train A has advanced. . That is, it means that the train detection can be performed ignoring the transponder A2 existing between the transponders A1 and A2. Therefore, even when the transponder A2 is out of order, the train control can be performed without any trouble.

FIG. 4 shows a defense range and a block logical operation range of a block section of each MPUm1, MPUm2... Here, an example of MPUm3 is shown. That is, the range of the block section (T
PI), as described with reference to FIG.
, The range is from -1T to 6T, and the block logic operation (x-x) is performed for each block in each block -1T to 6T included in the range. 1T to x6T) and block logic operations (y-1T to y5T) for every two blocks are performed by the MPUm3. Similar processing is performed by MPUm1, MPUm2, MP
Um4..., And the block logic operation for the three blocks before and after each is performed. Therefore, when one block section is used as a reference, processing is performed by the six MPUs before and after the block, and a super multiplex system is configured.

FIG. 5 shows an example of message contents used for communication between the MPUs m1, m2,. In this message content, "address"
Are identification information of MPUm1, MPUm2,.
"ORG" is the raw information of the transponder of the corresponding MPUm1, MPUm2,. "TPIi to yi T" are the information described above. Further, the “information” includes opening information of the switch P and the like. And, "In-car information relay"
Contains information such as train numbers and train types (slow / fast), and information obtained from on-board (trains).

This message content can be transmitted flexibly by being divided into continuous transmission and occasional transmission. This message content is stored in each MPUm1,
.. Are calculated by the MPUs m2,..., The contents of the calculation processing results of the own MPU and the calculation processing results of the other MPUs may be different. As described above, when there is a difference between the two, the calculation result of the own MPU is prioritized. Further, when the own message content is lost due to a power failure or the like, it is possible to easily start up by copying the calculation result of another MPU.

Although not shown in the message content shown in FIG. 5, a check bit is provided for ensuring the reliability of the information. Therefore, when the information content changes due to jamming radio waves or the like, the information is discarded.

[0034]

According to the train control apparatus of the present invention, each transponder is provided with communication means capable of communicating with a plurality of transponders adjacent to each other, and the train control device includes train detection information obtained by each transponder. Since information can be exchanged with each other, highly reliable train control can be performed by configuring a single system as a multiplex system.

When there are three or more transponders adjacent to each other, a super multiplex system of six or more systems can be used.

Further, when the train is provided with a communication means capable of communicating with the communication means provided in each transponder, communication can be performed between on-vehicle and ground.

[Brief description of the drawings]

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

FIG. 2 is an explanatory diagram showing a communication state.

FIG. 3 is an explanatory diagram showing a formation state of a block section.

FIG. 4 is an explanatory diagram showing a processing range of an MPU.

FIG. 5 is an example of a message content.

[Explanation of symbols]

B Train 1T, 2T ... Blocked section A1, A2 ... Transponder B1, B2 ... Check tag C1, C2 ... Transceiver t1, t2 ... Tag m0, m1, m2 ... Microprocessor unit (M
PU) C0, C0 ', C1, C2 Transceiver P Pointer r Rail

Claims (3)

[Claims] 1. A plurality of transponders for transmitting a predetermined interrogation signal at predetermined intervals along the track on one side of the ground across a track on which the train travels, and each transponder on the other side. A plurality of check tags that can respond to an interrogation signal from the transponder are provided, and a tag that can respond to a predetermined interrogation signal from each of these transponders is provided on a train traveling on the track. When a response is obtained from the transponder, the absence of a train is detected in the block section related to the transponder, and when the transponder obtains a response from the tag instead of a response from the opposing check tag, a response to the block section is performed. Detects train entry and the transponder replaces the response from the tag with its opposite check tag A train control device for detecting a train advance from the block section when these responses are obtained, wherein each of the transponders is provided with communication means capable of communicating with one or more transponders adjacent to each other. A train control device characterized in that predetermined train control information including train detection information obtained by each transponder can be mutually exchanged. 2. The train control device according to claim 1, wherein the plurality of adjacent transponders is three or more. 3. The train control device according to claim 1, wherein said train is provided with communication means capable of communicating with communication means provided on each of said transponders.