JP2000318611A - Automatic train stop device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic train stop device which can eliminate a signal ignorance owing to the forget fulness of a driver, to realize the further improvement of the safety, while considering of the compartibility in the operation handling and in the equipments, and can carry out the control fitting to the individual performance of the train, even though trains with various sorts of speed-reducing performances are mixed. SOLUTION: In an automatic train stop device in which the stop aspect of a signal machine is to be transmitted to a pick up from a ground element set at the position separated a specific distance from the above signal machine as a varied frequency signal, the ground element 2 is made transmittable in piles by making the informations such as the signal machine sort information, the signal aspect information, and the distance information to the signal machine, adding to the varied frequency signal, into telegram signals of digital information waves, and the pick up 3 is made possible to receive and pick out the telegram signals from the ground element 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train stopping device.

[0002]

2. Description of the Related Art In the era of the Japanese National Railways, JR companies changed the speed of ATS-S.
A type system (ATS: Automatic Train Stop: automatic train stop) was introduced. As shown in FIGS. 2 and 3, this device is installed at a fixed distance from the traffic signal 51.
52 (Usually, it is installed about 800m before the traffic light,
(Referred to as a long ground terminal), when the vehicle child 53 receives the 130 kHz variable frequency signal, the output of the 105 kHz signal filter 55 disappears due to the constant oscillation frequency of 105 kHz, and the relay 56 falls. With this as a trigger, an in-vehicle alarm is sounded to alert the driver that the forward traffic light 51 is in a stop state. Normally, the driver confirms (presses the confirmation button) the alarm and performs appropriate braking to stop the train safely. However, if the driver does not notice this warning and does not handle it for more than 5 seconds, the ATS-S
By outputting the emergency brake command from the on-board device,
The train is automatically stopped just before the traffic light 51.

Although the introduction of the ATS-S type system has greatly reduced the number of signal starting accidents of the train 57, some problems remain. Therefore, since JNR changed to JR companies to solve these problems, each was improved,
A function has been added to stop unconditionally instead of warning, or to identify vehicles with high deceleration performance and change the way of warning. However, even with this improved system, although an emergency stop function without the driver's confirmation treatment was added to the absolute traffic light, the driver confirmation was treated as usual for other station intermediate traffic lights. There was a problem that it was not possible to eliminate the later signal beginning due to forgetting.
In addition, since the deceleration stop performance differs depending on the train, in order to match the installation position of the ground child to the train with the worst stop performance,
Even if a train with high deceleration stop performance was introduced, there was a problem that high-density operation could not be realized, and a radical solution had not been reached.

[0004]

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in consideration of the above-mentioned conventional problems, and has been developed in order to further improve the safety of the driver while taking into account the compatibility of the equipment in terms of handling and operation. To provide an automatic train stop device that can eliminate the signal start caused by forgetting and can perform control according to the performance of individual trains even when trains with various deceleration performances are mixed. With the goal.

[0005]

In order to achieve the above object, according to the first aspect of the present invention, a stop signal of a traffic light is changed from a ground child installed at a point at a certain distance from the traffic light to a vehicle child. In an automatic train stop device that is to be transmitted as a frequency signal, the ground child outputs information such as signal type information, signal presenting information, distance information to the signal in addition to the variable frequency signal as a digital information wave message signal It is characterized in that it can be superimposed and transmitted, and that the vehicle child can receive and extract the message signal from the ground child. As a telegram signal that can be transmitted as a telegram signal of a digital information wave, in addition to the above, a branching device speed limit, a curve section speed limit,
An exchange traffic light or the like may be used.

A second aspect of the present invention is characterized in that, in the first aspect, the train equipped with the on-vehicle child creates a brake pattern on the vehicle and constantly checks the speed on the vehicle. According to a third aspect of the present invention, in the first or second aspect, the ground child is:
It is characterized in that a power supply for transmitting a telegram signal is supplied by superimposing an AC signal on a QR relay power supply line. As described above, a train having a function of transmitting a message from the ground so that the ground child does not affect the performance of the resonance circuit, and a train having a function of receiving the message can be operated optimally. In this way, the ATS method is used in which a train having no reception function has a function of transmitting and receiving a message so as to function as a conventional ATS.

[0007]

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing an operation pattern according to an embodiment of the present invention corresponding to FIG. 3, and an outline of functions and merits which are roughly divided into three will be described below.

[0008] First, a new grounding element 2 which is the key of the system
It is about. The ground element 52 used in the conventional variable-speed ATS-S type system is 123 kHz, 130 kHz, 108.5 kHz,
Although only a variable frequency signal such as 103 kHz can be transmitted to the vehicle by forming a resonance circuit, the ground antenna 2 of this system superimposes and transmits an MSK modulated wave in addition to these variable frequency signals. And to enable digital code transmission. The digital information wave is used to transmit signal type information, signal presenting information, distance information to the signal, and the like to the vehicle upper child 3 to transmit the information to the vehicle.
When the train 57 equipped with the variable-speed ATS-S type on-board device passes by the superimposed transmission of the frequency-variable frequency signal and the digital information wave from the same ground element, the conventional function is secured. Furthermore, when the train 7 equipped with the on-board device by this system passes, it is possible to create a brake pattern on the vehicle in addition to the conventional frequency-changing function, and to constantly check the speed on the vehicle. And improve safety. By maintaining the compatibility in this way, the same level of safety as the current situation can be ensured even at the time of equipment transfer, and the train equipped with the conventional on-board equipment can be used even in the section where the ground child 2 is installed by this system. Means that the vehicle can travel while having a minimum driving safety function.

In order to improve the function while maintaining compatibility with the frequency-variable ATS type system, the amount of information transmitted from the ground to the vehicle by increasing the number of frequency-variable frequency signals has been increased. There is an example of creating a protection pattern on the above, but it is realized because there is a limit to the amount of information that can be secured only by the combination of frequency-varying frequency signals, and the number of ground elements to be installed will necessarily increase Was not reached. In this system, multi-information transmission is possible by adopting digital code transmission, so it is possible to transmit distance information to the stop signal by replacing the current ground position and installing it. By properly installing a ground terminal at the point where it is desired to be received, there is a merit that information such as the speed limit of a turnout, the speed limit of a curved section, and a switching signal can be transmitted.

Second, the use of infrastructure such as cables provided for the variable-speed ATS-S type system is required. In this system, the power supply of the ground terminal 2 is secured using the existing QR relay power supply line 8. Conventional ground child
52 has a mechanism in which when the traffic light 51 is stopped and indicated, the DC voltage of 24 V of the QR relay power supply line is cut off and the QR relay 56 falls, thereby switching the capacitor of the resonance circuit and changing the frequency-division-frequency signal. The ground element 2 of this system receives a power supply for transmitting digital information waves by superimposing an AC signal on the QR relay power supply line 8. Further, based on the contact information of the QR relay 6, a corresponding message is selected from the storage element built in the grounding element 2, and MSK is selected.
Transmit with modulated wave. On the other hand, the transmission of the frequency-division frequency signal by the grounding element 2 is performed by switching the resonance circuit based on the QR relay contact information as it is currently.

On the other hand, in the ATS-P type system, the ATS
-An infrastructure completely different from the S-type system had to be newly installed and a system had to be constructed. This point is AT
This is a factor that increases the introduction cost of the SP type system, and makes it difficult to expand the installation section. This system is designed to facilitate installation by eliminating cable installation costs, which account for the majority of equipment costs.

Third, as a method of erasing the brake pattern, in addition to the method using the ground element, an AF band (2 kHz) is added to the track circuit.
(z 行 う 6 kHz) is transmitted and detected. Point-controlled information transmission between a grounded child and a vehicle child, such as ATS, has the disadvantage that once information is received, it cannot be updated until the next information point is reached. In other words, if the forward traffic signal has received the information from the terrestrial child whose stop is indicated, the information cannot be updated until new information is received from the next terrestrial child even if the traffic light goes up. For example, in the ATS-P type system, three or more ground terminals are installed for one signal, and when a forward traffic signal indicates a stop, distance information from the ground terminal to the stop signal is received, and a brake pattern is received. After that, when the traffic light goes up, the current tracking capability is ensured by receiving the pattern erasure information from the next ground terminal.

In this system, the pattern is erased by detecting the track circuit current in order to improve the present followability without increasing the number of ground elements installed. The position where the conventional long ground child 52 is installed is about 800 m before the traffic light 51.
Since it is enough to erase the brake pattern created based on the information received at this point, it is sufficient to install a transmitter for the AF band current at the transmitting end of the track circuit and make it reach about 800 m. Transmit at a reasonable power.
On the other hand, nothing is installed at the receiving end. However, since the required present tracking ability differs depending on the line section to be applied, if the pattern erasure by the next ground element is sufficient, the selection is also possible.

In this system, as described above, the ATS-S
The MSK modulated wave is superimposed on the 103 kHz and 130 kHz frequency-varying frequency signals used in the type-system. In the variable-type ATS-S type on-board device, as shown in FIG.
Since the feedback oscillation is performed in the path of the primary coil (transmitting coil) 53, the secondary coil (receiving coil) of the vehicle upper 53, and the amplifier 54, the secondary coil of the vehicle upper 53 is 103 kHz.
(105kHz) The fundamental wave and high-order harmonic of the oscillating wave always exist, and when 130kHz frequency is changed by the ground element 52, the fundamental wave and high-order harmonic of the 130kHz frequency-modulated frequency signal are also changed. Will exist. Therefore, when selecting the frequency of the MSK modulated wave to be superimposed, it is necessary to ensure the S / N ratio by avoiding these higher harmonics. Conversely, by superimposing the MSK modulated wave, a cross-modulated wave with the frequency-varying frequency signal is induced in the secondary coil of the vehicle upper 53. You have to consider that it has no effect.
Furthermore, the transmission specification of the information wave transmitted from the ground child 2 is selected as follows in consideration of the reception attenuation due to the frequency characteristic of the vehicle child 53 currently used. Carrier frequency: 465kHz Displacement frequency: ± 12kHz Transmission speed: 48kbps Modulation method: MSK modulation

Further, the MSK of the transmission specification is transmitted from the ground terminal 2.
The content to be transmitted by the modulated wave is as follows according to the HDLC format, but it is considered that it can be changed by the user. A information (8 bits): start flag (7Eh) B information (4 bits): signal type information C information (2 bits): signal presenting information D information (4 bits): installation section gradient information E information (12 bits): signal distance information Speed limit information,
Pattern erase command F information (16 bits): CRC-CCITT G information (8 bits): stop flag (7Eh)

The information contents of these messages will be described. (Signal type information) This is for distinguishing a main traffic light, a replacement traffic light, a speed limit section, and the like. (Signal announcement information) This is for discriminating between a stop announcement and other announcements. In this system, the contents of the signal indication are obtained from the QR relay contact in order to effectively use the equipment of the ATS-S type system. That is, it is possible to appropriately select the message content to be transmitted from the message information written in the storage element in the ground child 2 based on the QR relay contact information, and to identify only the stop announcement or other announcements. , Attention, etc. cannot be identified. (Installed section gradient information) It is the descending gradient information of the section including the installed ground child 2. With this information, it is possible to create an optimal brake pattern on the vehicle. (Signal distance information) Indicates the distance to signal 1. If the resolution of one bit is 0.5 m, it is possible to handle a maximum of 2047 m with 12 bits. Based on this information and the pulse signal (position detection) from the speed generator, the speed check is performed. In the case of overspeed, the function of outputting a brake command from the on-board device improves safety. Also, by inputting "speed limit information" by this block, it becomes possible to create a brake pattern corresponding to the turnout and the curve section speed limit on the vehicle. "Pattern erase command"
By superimposing the 103 kHz variable frequency signal on the vehicle and transmitting it on the vehicle, it is used for pattern erasure when the traffic light changes to a higher level display or after passing through a speed limit section after a brake pattern is created. This is used when pattern erasure by track circuit current cannot be performed, such as in a station yard.

With this configuration, the information section is 22 bi.
This becomes 54 bits when the flag and the CRC check code are included. From the above, it can be considered that one message length is 60 bits including the buffer length.

Here, it is assumed that point control type operation and safety equipment such as ATS will not be used in a traveling line section of 160 km / h or more in the future.
h (control speed 170km / h). As described above, a digital code of 60 bits per message is received at a transmission speed of 48 kbps,
Furthermore, considering the minimum required reaction distance set for the current ground element (the minimum distance at which the vehicle element can receive the variable frequency signal from the ground element) 320 mm,
Five or more messages can be received by combining the times. Therefore, in this system, a processing method of receiving four or more messages by one connection, and adopting a normal message as the normal message if the contents of two or more messages match among them is implemented in the on-board device.

[0019]

As described above, the present invention enables the ground child to superimpose and transmit a digital information telegram signal in addition to the frequency-variable frequency signal, and the vehicle child to transmit the telegram signal from the ground child. Although the conventional ATS-S type system has an immediate emergency stop function that does not handle the driver's confirmation in the conventional ATS-S type system, other station intermediate traffic signals are As before, the driver's confirmation treatment is required.
Although the protective function as the S was lost, the signal starting accident due to the driver's forgetting could not be completely eliminated, but such a problem can be solved. In addition, in the ATS-S type system, the position of the ground signal for prompting a warning of a stop signal or a speed limit is set to the train with the worst braking performance running on the line section, so various decelerations When trains having performances are running together, control cannot be performed in accordance with the performance of each train, but such a problem can be solved. Furthermore, ATS-P
Since the type system uses an infrastructure different from that of the ATS-S type system, the installation cost of the ground-side equipment and the on-board equipment is much higher than that of the ATS-S type system. In addition, since there is no compatibility with the ATS-S type system in the frequency band used, etc., only a part of the section is used, and the huge equipment installed on most conventional lines of all JR companies to date. Although the assets could not be used effectively, there are many excellent effects that such problems can be solved.

[Brief description of the drawings]

FIGS. 1A and 1B are diagrams showing an operation pattern under this system.

FIGS. 2A and 2B are diagrams showing operation patterns under an ATS-S type system.

FIG. 3 is a schematic functional diagram of a variable-speed ATS-S type system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Traffic signal 2 Ground child 3 Car child 6 QR relay 7 Train equipped with on-board equipment by this system 8 QR relay power line

Continued on the front page (72) Inventor Hideki Arai 2-8-38 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Kazutoshi Sato 2-8-38 Hikaricho, Kokubunji-shi, Tokyo Foundation Inside the Railway Technical Research Institute (72) Inventor Yoji Suzuki 1262-7 Otsu-cho, Kofu City, Yamanashi Prefecture Inside Sankosha Kofu Factory (72) Inventor Masataka Kano 2-20-2 Nakaikegami, Ota-ku, Tokyo Daido Signal Stock In-house F term (reference) 5H115 PG01 SF07 SJ02 SL01 SL06 SL07 SL09 5H161 AA01 CC04 CC05 DD16 EE04

Claims (3)

[Claims] 1. An automatic train stopping device configured to transmit a stop signal indication of a traffic signal from a ground child installed at a point at a fixed distance from the traffic signal to a vehicle child as a variable frequency signal, wherein the ground child is In addition to the frequency-varying frequency signal, signal type information, signal presenting information, information such as distance information to the signal can be superimposed and transmitted as a digital information wave telegram signal. An automatic train stopping device characterized in that it can receive and retrieve a telegram signal. 2. The automatic train stopping device according to claim 1, wherein the train equipped with the vehicle upper body creates a brake pattern on the vehicle and constantly checks the speed on the vehicle. 3. The automatic train stopping device according to claim 1, wherein the ground terminal receives the power by superimposing an AC signal on a QR relay power supply line.