JP2002118908A - Continuous ats device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set B point matching the characteristics, such as braking capability of a train. SOLUTION: A B-point control continuous ATS device is so designed, that even if the signal at a lower level than the level of the signal received presently is received, a train is made to run at the running speed according to the signal presently received for a specified block from the start point of the block according to the signal at the lower level. The Bpoint control, continuous ATS device comprises a detecting means for detecting the reference run position of the train based on the position information obtained from the ground side, a measuring means for measuring the run distance of the train, a calculating means for calculating a run distance with which the train can run according to the present signal for the running block according to the signal at the lower level, based on the detected reference running position of the train and the characteristics, such as braking capability of the train, and a running controlling means for causing the train to run at the running speed according to the signal presently received until the measured running distance of the train reaches the calculated running distance.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuous ATS device, and more particularly to a continuous ATS device which can travel at a predetermined interval from the start of a traveling interval of a lower present signal and at a speed of a higher present signal currently being received. The so-called B-point control type continuous AT
S device.

[0002]

2. Description of the Related Art Conventionally, in this type of continuous ATS apparatus, a traffic signal (hereinafter referred to as "G signal") and a caution signal (hereinafter referred to as "G signal") are shown at the beginning of a rail forming one block section. Hereinafter, this will be referred to as “Y announcement”.
It is called "R announcement". ) Is transmitted from the ATS transmitter. Therefore, the train running on the rail receives a signal signal from the traffic signal via the rail, and the speed corresponding to the received signal signal, for example, 90 km / h for the G signal and Y signal for the G signal. For example, the vehicle can run at a predetermined speed such as 45 km / h.

[0003] By the way, the block section is designed to be a distance necessary for the interval operation of trains, but in the middle block section between stations, it is generally longer than the brake (braking) distance of the train in many cases. This causes a problem that the efficiency of train operation is reduced. Therefore, in order to prevent such a drawback, there has been proposed a continuous ATS controller of a B-point control system which allows the vehicle to travel in a predetermined section from the start of the lower announcement in the upper announcement (Showa 48). Published by the Signaling Security Association on June 20, 2008, "ATS National Railways / Private Railway System" (pp. 146-159).

[0004] This ATS control device of the B-point control system will be described with reference to Fig. 1 used in the description of the embodiment of the present invention. A traffic signal (S1) (not shown) in the block section T1 in which the train A is traveling indicates that the train A has entered the block section T1 to indicate the G to R indications.
The signal S2 in the next block T2 indicates the G indication, and the next block T3 is the signal in the block T3 because the train (forward train) B is located in the block T4 ahead of it. It is assumed that S3 indicates the Y presentation. In FIG. 1A, reference numeral 100 denotes an ATS receiver provided in a block section T2, and an ATS receiver is provided in a block section T1 to a block section T1.
2 is set at a point within a predetermined distance, and 100 '
Is an ATS receiver provided in the block section T3, which is installed at a point a predetermined distance from the block section T2 to the block section T3. That is, these ATS receivers 10
0,100 'are respectively set at point B. The position of this point B can be reduced to a predetermined train speed before reaching the next block section T3, T4 when the brake with the lowest braking performance of the trains running on the rail r performs the brake operation. It is decided as follows. (Figure 1
(Refer to the operation pattern of (b)).

In the continuous ATS apparatus of the B-point control system, even if the signal S3 is displayed, for example, the signal Y, until the train A is detected by the ATS receiver 100, that is, the ATS transmitter 1b The ATS signal transmitted from the ATS is short-circuited at the axle of the train A and the ATS receiver 100
Until the TS signal is no longer received, the Y indication can be masked and the G indication signal can be transmitted, so that there is a feature that the operation efficiency of the train can be improved. Such B
The point control is similarly performed in the next block section T3. Note that such point B control is not always performed in all block sections, and may not be performed in a relatively short block section near a station, for example.

[0006]

However, in the above-mentioned conventional continuous ATS system of the point B control system, the position of the point B is fixed based on the train having the lowest braking performance, so that the braking performance is excellent. The drawback of the train is that the train speed is lowered early, and the ATS receiver for determining the position of the point B is required, and a cable must be laid for the ATS receiver, thereby increasing the equipment cost. was there.

Accordingly, the present invention has been made to solve the above-mentioned drawbacks, and an object of the present invention is to make the position of the point B movable in accordance with train characteristics such as the braking performance of the own train, and further to make the ATS reception possible. It is an object of the present invention to provide a continuous ATS device which does not require any equipment.

[0008]

SUMMARY OF THE INVENTION A continuous AT according to the present invention
In order to achieve the above-mentioned object, the S device receives a present signal lower than the presently received present signal, and receives the present signal for a predetermined period from the start point of the traveling section of the lower present signal for the present time. In a continuous ATS device of a B-point control system designed to run at a running speed of a present signal in the vehicle, detecting means for detecting a reference running position of the own train based on position information obtained from the ground side; Measuring means for measuring the traveling distance of the train, and the detected current reference signal in the traveling section of the lower indicating signal based on the detected reference running position of the own train and the own train characteristics such as the braking performance of the own train. Calculating means for calculating a mileage that can be traveled with, and cruise control means for running the own train at the running speed of the presently received signal until the measured mileage of the own train reaches the calculated mileage, Characterized by having That. Further, when the reference traveling position of the own train is not detected, a control means for running the own train at the traveling speed of the lower present signal when a lower present signal is received is provided.

[0009]

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

The train r on which the train A travels has a plurality of (here, four in order to simplify the drawing) block sections T 1,
It is divided into T2, T3 and T4. The block section T1 is controlled by the present signal of the traffic light S2.
2 is based on the present signal of the traffic signal S3, the block section T3 is based on the present signal of the traffic signal S4, and the block section T4.
Is configured such that the train speed is controlled by a present signal of a traffic signal S5 (not shown). That is, the ATS transmitter 1a generates an ATS signal corresponding to the signal of the signal S2 and supplies it to the rail r in the block section T1, and the ATS transmitter 1b generates an ATS signal corresponding to the signal of the signal S3. And supply it to the rail r in the block section T2.
The TS transmitter 1c has an ATS corresponding to the signal of the signal S4.
A signal is generated and supplied to the rail r of the block section T3, and an ATS transmitter (1d) (not shown) generates an ATS signal corresponding to the present state of the traffic signal (S5) not shown to the rail r of the block section T4. It is configured to supply.
In FIG. 1A, reference numerals 100 and 100 'denote ATS receivers used in a conventional continuous ATS apparatus.
It is not used in the present invention.

In FIG. 1 (a), b1 and b2 are ground children, and a block section (T2 in the illustrated example) where point B is provided.
, T3) are provided respectively in the block sections before. The ground terminals b1, b2 can be known powered or non-powered ground terminals, such as transponders, and can be configured to transmit a predetermined signal from these ground terminals b1, b2 to the train A. Have been. Therefore, the train A can know the reference traveling position of the own train by receiving the predetermined signal from the ground child b.

The train A is provided with an on-board device 10 of a continuous ATS device, and has a rail r and a ground child b.
A vehicle body (power receiving device) a for receiving signals from 1, b2 is provided. Note that the vehicle upper child a can be a vehicle upper child receiving signals from the rail r and a vehicle upper child receiving signals from the ground children b1, b2. In FIG. 1 (a), g
Is a speed generator provided on the axle of the train A.

FIG. 2 is a schematic configuration diagram of the on-vehicle device 10, which has a control unit 11 mainly composed of a CPU. The control unit 11 includes a receiving circuit 12 for performing signal processing such as amplification processing and inputting a signal from the upper child a, and characteristics of the own train such as braking performance of the own vehicle (train A). Is connected to the on-vehicle database storage unit 3 in which data indicating is stored. The control unit 11 is also configured to receive a signal from the speed generator g, that is, a signal for measuring the traveling distance of the train A.

Next, when the train A is in the block T in FIG.
The control operation when traveling in the direction T1 to T2 will be described with reference to the flowchart of FIG.

Now, it is assumed that the train A is traveling in the block section T1 (step 100; hereinafter, the step is referred to as "S"). Then, a traffic signal S1 (not shown)
When the train A enters the block section T1, the G signal changes to the R signal, the signal S2 indicates the G signal, the signal S3 indicates the Y signal, and the signal S4 indicates the signal in the block section T4. Since it is present, it is assumed that the R indication is shown. Further, the ATS transmitter 1a sends a G indication signal to the rail r of the block section T1, the ATS transmitter 1b sends a Y indication signal to the rail r of the block section T2, and
c transmits an R indication signal to the rail r of the block section T3.

[0016] With the progress of the train B, the train B becomes the ground child b1.
(S102 affirmation), the train A can know the reference traveling position of the own train A, and the traveling distance from the reference traveling position (the position of the ground child b1) is based on the signal from the speed generator g. Begins to be measured. In the control unit 11,
Based on the characteristics of the own train A such as the braking performance of the own vehicle stored in the on-board database storage unit 13, the B of the own train determines how much mileage can be reduced to the train speed indicated by Y. The calculation of the point position is performed (S104).

The point B position shown in the traveling pattern in the block section T2 in FIG. 1B is calculated based on the characteristics of the own train, and the point B in the traveling pattern is more self-propelled than the traveling pattern. This indicates that the brake performance of the train is excellent and that the lower present block can be driven longer by the higher present.

Until the traveling distance of the train A reaches the calculated position of the point B, the train will travel on the G display. If the calculated B point position is passed, the train
It will receive the Y present signal sent from the S transmitter 1b. That is, even though the train A has received the Y display signal, the train A travels with the G display after performing the mask processing up to the calculated point B.

When the traveling distance of the train A reaches the distance from the reference traveling position (the position of the ground child b1) to the position of the point B (Yes at S106), the control unit 11 sends a speed instruction of the cab to Y. The output will be as shown. Accordingly, the train A is subjected to the deceleration process from the calculated point B to the train speed indicated by Y (S108).

When the train A cannot receive the received signal from the ground child b1 for some reason, the calculation process of the point B is not performed on the car, so that the train A is closed in the section T2.
, And the speed of the train A is controlled to the train speed of the Y current signal (No at S102, S103, S108).

The above description is based on the fact that the block section of the G expression indicates Y
In the case where the train A advances in the block section of the present announcement, when the train A proceeds from the block section of the Y present to the block section of the R present, the point B control is similarly performed according to the characteristics of the own train. Is performed.

[0022]

In the continuous ATS apparatus according to the present invention, a detecting means for detecting a reference running position of the own train based on position information obtained from the ground side, and a measuring means for measuring a running distance of the own train, Based on the detected own reference train position of the own train and own train characteristics such as the braking performance of the own train,
Calculating means for calculating a mileage that can be traveled with the current indication signal in the travel section of the lower indication signal; and an indication signal currently being received until the measured mileage of the own train reaches the calculated mileage. It is possible to set the B point according to the characteristics such as the braking performance of the own train, so that the train operation efficiency can be improved and the ATS receiver is installed. Since the point B can be set without performing, the equipment cost can be reduced. Also, when the reference traveling position of the own train is not detected, when a control means for running the own train at the running speed of the lower present signal when the lower present signal is received is provided, Even if a predetermined signal cannot be received, the train can be decelerated, and safety can be ensured.

[Brief description of the drawings]

FIG. 1A is a schematic configuration diagram of a continuous ATS device according to an embodiment of the present invention, and FIG. 1B is an explanatory diagram showing a relationship between a point B and a traveling pattern.

FIG. 2 is a schematic configuration diagram of an on-board device.

FIG. 3 is a flowchart illustrating a control operation.

[Explanation of symbols]

 1a to 1c ATS transmitters b1, b2 Terrestrial child 10 On-board equipment a Train a On-car child g Speed generator T1 to T4 Blocking section S2 to S4 Traffic light

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masanobu Yamamoto 1-13-8 Kamikizaki, Urawa-shi, Saitama Japan Signaling Co., Ltd. Yono Works (72) Inventor Takashi Komasa 1-1-13 Kamikizaki, Urawa-shi, Saitama No.8 Nippon Signal Co., Ltd. Yono Works F-term (reference) 5H115 PA08 PC02 PG01 SF06 SJ13 SL01 SL06 TD07 TD19 5H161 AA01 BB03 BB20 DD16 DD31 EE04

Claims (2)

[Claims] 1. A method according to claim 1, wherein, even if a lower present signal is received than the present signal currently being received, the present signal is being received for a predetermined section from a start point of a run section of the lower present signal. In a continuous type ATS device of a B point control system adapted to run at a speed, detecting means for detecting a reference traveling position of the own train based on position information obtained from the ground side, and measuring a traveling distance of the own train. Calculating a travel distance that can be traveled with the present signal in the travel section of the lower present signal, based on the measuring means and the detected own reference train position of the own train and the own train characteristics such as the braking performance of the own train. Calculating means for calculating the running distance of the own train, and running control means for running the own train at the running speed of the presently received indication signal until the measured running distance of the own train reaches the calculated running distance. Continuous ATS device. 2. When a reference traveling position of the own train is not detected, a control means for running the own train at a running speed of the lower present signal when a lower present signal is received is provided. The continuous ATS device according to claim 1, wherein