JP2002255032A - Train sensing management system and train come-and-go sensing method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To establish a continuous on-rail train management applied at a block unit based on the train sensing management system and train come-and-go sensing method by which on-rail train information is acquired at a block unit. SOLUTION: A train sensing device 1 takes in a response signal from ground responders G1-G4 or an on-train responder V received by interrogators Q1-Q4 installed at boundaries between blocks B1, B2, and B3 as closed divisions for train running, and senses the coming-in of a train 3 to front block (for example, B2), and also operate a plurality of sensing systems for a train going-out, and senses the going-out of a train 3 from a rear block (for example, B1), and thereupon prepares the on-rail train information, manages intentionally the track information of each block including the on-rail train information, and sends off the information to an external device 4. Thereby the on-rail train information is acquired at a block unit, and the continuous on-rail train management for each block can be established.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train detection management system and a train entry / exit detection method for realizing on-track management of a train based on a communication state of communication means installed on the ground or on a vehicle. Things.

[0002]

2. Description of the Related Art Conventionally, the detection of the position of a train running on a rail is mainly performed by a track circuit in which two rails on which the train runs are incorporated in a detection circuit. Then, when the wheel of the train passes through the position of the cut of the rail, the track circuit is short-circuited by the wheel and the axle, thereby detecting the presence of the train on the rail.
By detecting the presence of the train, the traffic light behind the traveling direction is changed from blue to red so that only one train can enter the block, which is the block section of the train.
This has ensured the safety of train operation.

There is a blocking device as a device for controlling a traffic signal using train detection information of a block section and protecting the section. Particularly on single lines, it is necessary to have a blocking function for oncoming trains.The blocking devices conventionally used mainly for single lines are equipped with a track circuit in the station premises, as well as a device that identifies trains entering and leaving the stop. I was

[0004] In recent years, a train position detection system based on a new concept using wireless communication means has been developed as a system that does not rely on track circuits for large city commuter lines.

[0005]

However, since the track circuit mainly used as a means for detecting the position of the train comprises the rail and the axle of the train as a part of the electric circuit,
The following problems are found. (1) It is easily affected by the weather. (2) Detailed on-site adjustment work and regular maintenance work are required. (3) Short circuit failure between the rail and the vehicle occurs due to the corrosion of the rail (such as floating rust). (4) Large capacity power supply equipment is required. (5) Due to the limitation of the short-circuit sensitivity between the rail and the vehicle, reduction in vehicle weight may be hindered.

Conventionally, a blocking device mainly used for a single track requires a track circuit in a station premises and a device for identifying a train entering or leaving a stop.

A train position detection system using wireless communication means for a large city commuter line section can identify trains, but it is a large-scale system, and is expensive on local transportation lines with few passengers. It was not suitable for the ward.

Accordingly, the present invention addresses such a problem, and realizes continuous on-rail management on a block-by-block basis by obtaining on-rail train information in block units without using a track circuit. It is an object of the present invention to provide a train detection management system and a train entry / exit detection method that output on-rail information including train information to an external device.

[0009]

In order to achieve the above object, a train detection management system according to the present invention comprises a first communication means installed near a rail at each boundary of a block which is a block section of train travel. And a second communication means installed opposite to the first communication means so as to be communicable with the first communication means so that a communication area is cut off by a train body when passing through the train; A third communication means which is mutually communicable with the first communication means and is installed on the train;
And a train detection device that receives a signal from the second or third communication means received by the first communication means at the boundary of each of the blocks and detects entry and exit of a train in each block.

With this configuration, the train detection device fetches a signal from the second or third communication means received by the first communication means installed at the boundary of each block, which is a block section of train travel, and receives each signal. Detects the entry / exit of a block train. As a result, information on train entry / exit is obtained in block units, and continuous on-rail management is realized in block units.

A train detection management system according to another means is installed near a rail at each boundary of a block, which is a block section of train travel, has a directional communication area, transmits a question signal, and responds. An interrogator that receives a signal, and is installed opposite to the interrogator so that the communication area is cut off by the train body when passing through the train, has a directional communication area, receives the interrogation signal, and A ground transponder for transmitting a response signal including identification information;
One or more on-board transponders mounted for each train constituting the train, having a communication area having directivity, receiving the interrogation signal, and transmitting a response signal including identification information of the train, The interrogator at the boundary of each block captures the response signal from the ground transponder or on-board transponder received and detects the train's approach to the block in front, and performs a plurality of detection methods for train advance and A train detection device that detects the advance of a train from the block, creates on-rail train information, centrally manages on-rail information of each block including on-rail train information, and sends the information to an external device. It consists of

With such a configuration, the train detector captures a response signal from the ground transponder or the on-vehicle transponder received by the interrogator installed at the boundary of each block, which is a block section of train travel, and forwards it. In addition to detecting the entry of a train into a block, it detects the entry of a train from a block behind by executing multiple detection methods for train entry, creates on-rail train information, and The on-line information is centrally managed, and the information is transmitted to an external device.
As a result, on-rail train information is obtained in units of blocks, and continuous on-rail management is realized in units of blocks.

The above-mentioned on-vehicle transponders are mounted on the starting point side at predetermined intervals and two on the end point side for each train formation, and each response signal includes information on the mounting position. Is what it is. This makes it possible to detect the traveling direction of the train and to cope with the backward movement of the train.

Further, one of the above-mentioned on-vehicle transponders is mounted on the front formation among a plurality of formations constituting the train, and two on the rear formation at predetermined intervals on the starting side, and on the last formation. Two are mounted on the side at a predetermined interval, and each response signal includes information on the mounting position. This allows
In a train of multiple trains, even if the advance of the front train cannot be detected, the advance of the train on the front train can be detected by detecting the advance of the train by operating the on-board transponder of the rear train. .

Further, one of the above-described on-board transponders is mounted on the front formation of the plurality of formations constituting the train, and one is mounted on the rearmost formation. . Thus, even if it is not possible to detect the advance of the formation on the front side in a train of a plurality of formations, the interrogator installed at the boundary of the block on the front side in the traveling direction of the entered block has one car of the formation on the rear end side. By receiving the response signal from the upper transponder, it is also possible to detect the advance of the front knitting from a block behind the above entered block.

Further, the above-mentioned train detecting device detects entry and exit of a train, creates on-rail train information, and centrally manages on-rail information of each block including on-rail train information, because a plurality of adjacent blocks are used. Are connected to an enlarged block. In this way, even if the interrogator at the boundary of the block in the middle breaks down, in the expanded block that straddles it, it detects the entry and exit of the train, creates on-rail train information, and on-rail information on each block including on-rail train information Can be centrally managed.

The train entry / exit detection method according to the present invention detects a train running on a rail to cut off communication between an interrogator and a ground transponder arranged opposite to a boundary of a block and detects a train in front of the block. Detecting the entry of the train into the train; determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train by the interrogator; Detecting the traveling direction of the formation at the rear of the formation by receiving response signals from a plurality of on-board transponders mounted on the starting side or the end point side; and Detecting the recovery of communication between them and detecting the advance of the knitting from the subsequent block. As a result, on-rail train information is obtained in units of blocks, and continuous on-rail management is realized in units of blocks.

The second approach / ingress detection method detects that a train running on a rail cuts off communication between an interrogator and a ground transponder arranged opposite to a block boundary, and Detecting knitting entry into the block;
Determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation that constitutes the train with the interrogator; and Receiving the response signal from one on-vehicle transponder with the interrogator installed to detect the advance of the formation from the block behind the entered block. Thus, it is possible to detect the advance of the knitting from the block behind the entered block only by receiving the response signal from the one on-board transponder.

Further, in the third approach / entry detection method, the first train of a plurality of trains running on rails communicates between an interrogator and a ground transponder, which are arranged opposite to a block boundary. Detecting the interruption of the train and detecting the entry of the train into the block ahead; and entering the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator. And determining the traveling direction of the train at the rear of the train by receiving response signals from a plurality of on-board transponders mounted on the starting or ending point of the train on the last side of the train. And detecting the recovery of communication between the interrogator and the ground transponder disposed opposite to each other, and detecting the advance of the last knitting composition from the rear block, whereby the Front knitting A step of detecting also the expansion and performs. As a result, in a train of multiple trains,
Even if the advance of the formation on the front side cannot be detected, the advance of the formation is detected by the operation of the on-board transponder of the rear formation,
The advance detection of the front knitting can also be performed.

After the step of detecting the entry of the train into the front block, the formation existing in the rear block before the formation also enters the front block before the formation. A step of detecting that the operation has been performed may be performed. Thereby, when a response signal from the on-board transponder of a certain train cannot be received, or when the on-vehicle transponder breaks down during traveling, detection of the on-going / off-going of the formation is detected by the on-going / off-going of the rear train. This can be done by detection.

Further, a fourth approach / entering detection method is as follows.
Detecting that the first train of multiple trains running on the rail cuts off communication between the interrogator and the ground transponder arranged opposite to the block boundary, Detecting the entry, determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train by the interrogator, and determining the progress of the entered block. By receiving a response signal from one on-board transponder of the last train of a plurality of trains with an interrogator installed at the boundary of the block on the front side in the direction, the block behind the entered block is received. And also detecting the advance of the knitting on the front side from. Thus, even if it is not possible to detect the advance of the formation on the front side in a train of a plurality of formations, the interrogator installed at the boundary of the block on the front side in the traveling direction of the entered block has one car of the formation on the rear end side. By receiving the response signal from the upper transponder, it is also possible to detect the advance of the front knitting from a block behind the above entered block.

After the step of detecting the train entering the front block, the formation existing in the rear block before the formation also enters the front block before the formation. A step of detecting that the operation has been performed may be performed. Thereby, when a response signal from the on-board transponder of a certain train cannot be received, or when the on-vehicle transponder breaks down during traveling, detection of the on-going / off-going of the formation is detected by the on-going / off-going of the rear train. This can be done by detection.

[0023]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a system configuration diagram showing an embodiment of a train detection management system according to the present invention. This train detection management system detects the entry and exit of a train to and from a block, which is a block section of train travel, and manages information on trains on the train.
1 to Q4), a ground transponder G (G1 to G4), an on-vehicle transponder V, and the train detection device 1.

The interrogator Q transmits an interrogation signal to a ground transponder G or an on-vehicle transponder V described later and receives a response signal from the ground transponder G or the on-vehicle transponder V. (1) Block B, which is a communication means, transmits and receives radio waves or light having a communication area having directivity, and is a block section of a train 3 running on rails 2.
It is installed near the rail 2 at each boundary of (B1 to B3).

For example, in FIG. 1, the left side of the rail 2 is the starting point of the train running, and the right side is the end point of the train running. Block B2, third block B3,
Are set, the interrogator Q1 is at the left end of the block B1, the interrogator Q2 is at the boundary between the blocks B1 and B2, the interrogator Q3 is at the boundary between the blocks B2 and B3, and the blocks B3 and B4 Interrogator Q at the boundary of
4 are installed.

The ground transponder G receives the interrogation signal transmitted from the interrogator Q, and transmits a response signal including identification information indicating that it is a ground transponder.
Each of the interrogators Q1 to Q4 serves as communication means, and transmits and receives radio waves or light having a communication area having directivity, so that the communication area is cut off by the body of the train 3 when passing through the train. And the ground transponders G1
To G4. The above interrogators Q1 to Q4
The ground transponders G1 to G4 are always in a communication state, and are arranged at a position where communication between the trains 3 running on the rail 2 is cut off when the train 3 passes between them.

The on-vehicle transponder V receives the interrogation signal transmitted from the interrogator Q and transmits a response signal including identification information indicating the organization of the train 3 on which the transponder V is mounted. It serves as a communication means, and transmits and receives radio waves or light having a communication area having directivity. One or a plurality of trains constituting the train 3 are mounted. When the train 3 travels on the rail 2 and passes the positions of the interrogators Q1 to Q4, the on-vehicle transponder V
Communicates with each of the interrogators Q1 to Q4.

Further, the train detecting device 1 includes interrogators Q1 to Q4 at the boundaries of the blocks B1, B2, B3, B4,.
4 receives response signals from the ground transponders G1 to G4 or the on-vehicle transponder V, detects the entry of the train 3 into the block B ahead in the traveling direction, and executes a plurality of detection methods of train advance. To detect the advance of the train 3 from the block B behind the traveling direction, create on-rail train information, centrally manage on-rail information of each block including on-rail train information, and send the information to the external device 4. And a plurality of interrogators Q1
One is provided commonly to Q4, and is installed, for example, at any station in the line section.

FIG. 2 shows the interrogator Q and the ground transponder G
FIG. 2 is a block diagram illustrating an internal configuration of a vehicle transponder V and a train detection device 1. First, the interrogator Q transmits the interrogation signal to the ground transponder G or the on-vehicle transponder V.
A receiving unit 6 for receiving a response signal from the ground transponder G or the on-vehicle transponder V; a transmitting unit 7 for transmitting the response signal received by the receiving unit 6 to the train detection device 1; (For example, composed of a CPU) 8 for controlling

Next, the ground transponder G includes a receiving unit 9 for receiving the interrogation signal from the interrogator Q, and a transmitting unit 10 for transmitting a response signal to the interrogation signal. The on-vehicle transponder V includes a receiving unit 11 for receiving the interrogation signal from the interrogator Q, and a transmitting unit 12 for transmitting a response signal to the interrogation signal.

Further, the train detector 1 is provided with the interrogator Q
Transponder G or on-vehicle transponder V sent from the transmitter 7
A receiving unit 13 for receiving a response signal from the vehicle, and using the captured response signal to enter the train 3 into the block B,
A control unit (for example, composed of a CPU) 14 for detecting advance and generating and managing on-rail train information, a memory 15 for recording the generated on-rail train information, and transmitting the on-rail train information to the external device 4 And a part 16. The external device 4 is, for example, an interlocking device that controls operations of a traffic light and a switch, an operation management device, a passenger guidance device, and the like.

FIG. 3 is an explanatory view showing the arrangement of the on-board transponders V mounted on the train 3. FIG. 3 shows an arrangement in a case where a basic train advance detection method is executed, and the first on-board transponder V1 and the first on-vehicle transponder V1 are arranged at a predetermined interval on the starting side for each train constituting the train 3. Two on-vehicle transponders V2 are installed, and a third on-vehicle transponder V3 is provided at a predetermined interval on the end point side.
And four on-vehicle transponders V4 are installed, and the response signals of the respective on-vehicle transponders V1 to V4 include information on the respective mounting positions. In this case, the approach to the block B is detected by the on-board transponder V at the head of the formation of the train 3,
The on-vehicle transponder V on the rear side detects the advance from the block B. Further, the traveling directions of the formation of the train 3 are detected by the two on-board transponders V1, V2 and the on-vehicle transponders V3, V4.

In addition to the arrangement of the on-board transponders V shown in FIG. 3, one on-board transponder V may be provided for each train 3 formation. Of the plurality of trains constituting the train 3, only one train is mounted on the front train and two trains (V1, V2 ), Two (V3, V4) are mounted at predetermined intervals on the end point side, and each response signal may include information on the mounting position. Further, one of the plurality of trains constituting the train 3 may be mounted on the front train, and only one may be mounted on the last train.

In FIG. 1, the train detecting device 1
Has detected the entry and exit of a train for each of the blocks B1, B2, and B3, and created and manages on-rail train information. However, the present invention is not limited to this, and an enlarged block A in which a plurality of adjacent blocks B are connected. It is also possible to detect entry and exit of a train every time and create and manage on-rail train information. For example, if the second interrogator Q2 or the second ground transponder G2 fails, the first block B1 and the second block B
2 may be used as the unit of the enlarged block A that is connected to the second block.

Next, a train entry / exit detection method performed by using the train detection / management system configured as described above will be described.
This will be described with reference to FIGS. First, in FIG.
It is assumed that the train 3 composed of one train is present in the block B1 and travels in the direction of the arrow D from the starting point on the left side of the drawing to the end point to enter the block B2. In this state, as shown in FIG. 4, when the head of the train 3 running on the rail 2 advances between the interrogator Q2 and the ground transponder G2, which are arranged opposite to the boundary between the blocks B1 and B2, Communication between the two is cut off. Then, the train detection device 1 shown in FIG. 1 detects the absence of the response signal of the ground transponder G2 sent from the interrogator Q2, and detects the point "there is a train". Thereby, the train detection device 1 detects entry of the train 3 into the block B2 ahead. At this time, it is still uncertain which train 3 has entered.

Next, as shown in FIG. 5, when the train 3 traveling on the rail 2 further advances, and the on-board transponder V4 on the end point side of the train constituting the train 3 comes to the position of the interrogator Q2. ,
The interrogator Q2 receives a response signal (including the train set identification information) from the on-board transponder V4. Then, the train detection device 1
Detects the formation identification information of the on-vehicle transponder V4 sent from the interrogator Q2 and sets it as "formation detection". Thus, the train detection device 1 determines the formation of the train 3 that has entered the block B2. At this time, the train detection device 1
Manages the train set identification information of the train 3 entering the block B2 as on-rail train information. Note that the on-rail train information for which entry has been detected once is held until the entry of the train 3 can be detected.

Next, as shown in FIG. 6, the train 3 traveling on the rail 2 further advances, and a plurality of on-board transponders V2 and V1 mounted on the starting point side of the formation of the train 3 are interrogators. Q
2 sequentially passes through the on-vehicle transponders V2 and V1.
Are sequentially received by the interrogator Q2. Then
The train detection device 1 detects reception of response signals in the order of the on-vehicle transponders V2 (end point side) and V1 (start point side) sent from the interrogator Q2, and sets it as “end point direction detection”. This allows
The train detection device 1 detects the traveling direction of the formation traveling in the block B2 behind the formation.

In FIG. 6, the train 3 traveling on the rail 2 further advances, and the rear part of the train 3 is connected to the interrogator Q2 and the ground transponder G2, which are arranged opposite to the boundary between the blocks B1 and B2. Upon passing, communication between the two is restored. Then, the train detecting device 1 detects the reception of the response signal of the ground transponder G2 sent from the interrogator Q2, and detects the point "no train". Thereby, the train detection device 1 detects the advance of the formation of the train 3 from the rear block B1. Then, the train detection device 1 deletes the on-rail train information in the block B1, and manages the block B1 as a non-on-rail. The above is the case where the basic detection method of the train entry / exit is executed.

Next, a case of executing the second method for detecting the entry and exit of a train will be described with reference to FIG. In this case, in FIG. 1, it is assumed that the train 3 composed of one train is present in the block B1, and proceeds from the starting point on the left side of the drawing to the end point in the direction of arrow D, enters the block B2, and thereafter enters the block B3. Suppose you enter. In this state, the entry from the block B1 to the block B2 is performed by passing the train 3 between the interrogator Q2 and the ground transponder G2, which are arranged opposite to each other, as shown in FIGS. The "entrance detection" of step 3 is performed and the "composition decision" is made.

Then, as shown in FIG. 7, the train 3 traveling on the rail 2 further advances, and any one of the on-vehicle transponders V (for example, V4 on the end point side) of the train constituting the train 3
Comes to the position of the interrogator Q3, the interrogator Q3 receives the response signal (including the train identification information) from the on-vehicle transponder V. Then, the train detection device 1 detects the formation identification information of the on-vehicle transponder V sent from the interrogator Q3, and detects the entry into the block B3 and the formation detection. As a result, the train detection device 1 detects the train 3 that has entered the block B3.
Finalize the organization. At this time, the train detection device 1 detects the advance of the formation of the train 3 from the block B1 behind the interrogator Q2. Then, the train detection device 1
The on-rail train information in No. 1 is deleted, and the block B1 is managed as a non-on-rail train.

In this case, even if another on-vehicle transponder of the train 3 fails, only the response signal from the one on-vehicle transponder V is received and the block behind the entered block B2 is received. The advance of the knitting from B1 can also be detected. Regarding advance detection in this case, information on the mounting position of the on-vehicle transponder V may not be necessary. Also, for advance detection, the operation of the ground transponder G is unnecessary.

Next, the case of executing the third method for detecting entry and exit of a train will be described with reference to FIG. In this case, the train 3 is composed of two trains 3 ₁ and 3 _{2. In} FIG. 1, it is assumed that the train 3 is located in the block B1 and proceeds in the direction of arrow D from the starting point on the left side of the drawing to the end point. To enter block B2. In this state, the entry from the block B1 to the block B2 is performed as shown in FIGS.
Similar to that shown in the front of the knitting 3 ₁ is the "entry detection" of the knitting 3 ₁ by passing between the oppositely disposed interrogator Q2 and ground transponder G2, the "knitting confirmation" .

However, here, the knitting 3 on the front side₁On-board response
Even if the composition identification information from the device V cannot be received,
As shown in FIG._TwoFrom the on-board transponder V
Upon receiving the composition identification information, the composition 3_TwoOf "entrance detection"
And the rear knitting 3 in the rear block B1_TwoIn front of the
The above formation 3₁Knitting on the front side
3 ₁Also knitting 3 on the rear side to the block B2 on the front_TwoEnter before
Is detected.

Next, as shown in FIG. 8, further advances train 3 travels on the rail 2, the end side of the knitting 3 ₂ origin side a plurality of on-board transponder V2, V1 mounted on the When the vehicle sequentially passes the position of the interrogator Q2, the on-vehicle transponders V2 and V
The interrogator Q2 sequentially receives the response signals from No.1. Then, the train detection device 1 detects the reception of response signals in the order of the on-vehicle transponders V2 (end point side) and V1 (start point side) sent from the interrogator Q2, and sets it as "end point direction detection". Thus, the train detector 1 detects the traveling direction of knitting 3 ₂ traveling through the block B2 in knitting backward.

[0045] Then, in FIG. 8, the train 3 further progresses to travel on the rails 2, oppositely disposed interrogator Q2 and ground in response to the boundary between the tail of the last side of the knitting 3 ₂ block B1 B2 After passing through the device G2, communication between the two is restored. Then, the train detecting device 1 detects the reception of the response signal of the ground transponder G2 sent from the interrogator Q2, and detects the point "no train". Thus, the train detector 1 detects the last side of the knitting 3 ₂ advance from the rear of the block B1. Therefore, also detects the front knitting 3 ₁ of advancing from the block B1. The train detector 1 deletes the rail train information from knitting 3 ₁ of the front of the block B1 to the end side of the knitting 3 _2, manages the block B1 as the non-rail.

[0046] In this case, even if you can not advance detected by the interrogator Q2 due to a failure of the front knitting 3 on ₁ car responder, only detects the advance of the last side of the knitting 3 _2, behind the block B2 Of the train 3 from the block B1. This for the front side of the knitting 3 ₁ of advance detection of cases, the information of the mounting position of the vehicle on the responder V may be omitted. As for the advance detection of the knitting 3 _1, the operation of the terrestrial responder G is not necessary.

Next, the case of executing the fourth method for detecting train entry and exit will be described with reference to FIG. In this case, the train 3 is composed of two knitting 3 ₁ and 3 ₂ which, Figure 1
In the above, it is assumed that the train 3 is located in the block B1.
It is assumed that the vehicle advances in the direction of arrow D from the starting point on the left side of the drawing toward the end point, enters block B2, and then enters block B3. In this state, enters from the block B1 to the block B2 is, as in the case shown in FIG. 4 and FIG. 5, the front knitting 3 ₁ oppositely disposed interrogator Q2 and ground transponder G
The "entry detection" of the knitting 3 ₁ by passing between the two, the "knitting confirmation".

In this case as well, the knitting 3 ₁ on the front side is performed in the same manner as described above.
Even not received organization identification information from the on-vehicle transponder V, shown in Figure 9, the knitting 3 ₂ cars on responder V of the rear receiving organization identification information the knitting 3 ₂ Of "entrance detection", and the rear knitting 3 in the rear block B1
If the previous _two is detecting the entry of the knitting 3 _1, detects the front knitting 3 ₁ also enters before knitting 3 ₂ of the rear toward the front of the block B2.

Next, as shown in FIG. 10, the train 3 traveling on the rail 2 further advances, and the train 3 ₂ 1
When the on-vehicle transponders V reach the position of the interrogator Q3, the interrogator Q3 receives a response signal (including the train identification information) from the on-vehicle transponder V. Then, the train detection device 1 detects the formation identification information of the car on the responder V sent from the interrogator Q3, and ingress and organizing the detection of the end side of the knitting 3 ₂ blocks B3, the block B3 to determine the tail end side of the organization 3 ₂ of the organization that has entered into. Thus, the train detector 1 detects the last side of the knitting 3 ₂ advance from the rear of the block B1. Therefore, the block B1
Also to detect the front side of the organization 3 ₁ foray from. Then, the train detection device 1 is a train formation 3 _{1 on the} front side in the block B1.
Remove the rail train information from up to the last side of the organization 3 _2,
The block B1 is managed as a non-resident line.

[0050] In this case, even if you can not advance detected by the interrogator Q2 due to a failure of the front knitting 3 on ₁ car responder, only detects the advance of the last side of the knitting 3 _2, behind the block B2 Of the train 3 from the block B1. Regarding advance detection in this case, information on the mounting position of the on-vehicle transponder V may not be necessary. Also, for advance detection, the operation of the ground transponder G is unnecessary.

In FIGS. 8 and 10, the train 3
Is composed of two knits, but it is only necessary that the advance can be detected by the last knitting, so the present invention is not limited to the above, and three or more knits may be used. In addition, since the entry / exit detection of the train 3 performed by the train detection device 1 is performed for each formation unit constituting the train 3, when the train 3 including a plurality of formations is divided or merged, the formation change information is transmitted each time. Division or merging can be handled without inputting. Furthermore, in the above description, the train 3 travels from the starting point toward the end point. Conversely, when the train 3 travels from the end point toward the starting point, the train 3 similarly enters and exits. Detection is performed.

[0052]

The present invention has been configured as described above.
According to the train detection management system according to claim 1, the signal from the second or third communication means received by the first communication means installed at the boundary of each block which is a block section of train travel by the train detection device. And the entry / exit of the train of each block can be detected. As a result, it is possible to obtain information on the entry / exit of the train in units of blocks, and to realize continuous on-rail management in units of blocks. Therefore, it is not necessary to use a conventional track circuit, and a large-capacity power supply facility is not required.

Further, according to the train detection management system according to the second aspect, the interrogator installed at the boundary of each block, which is a block section of the train, receives the ground transponder or the on-vehicle response received by the train detection device. Detects the entry of a train into the front block by taking in the response signal from the device, and executes multiple detection methods of train advance to detect the entry of the train from the back block, and creates train train information. Centrally manages the on-line information of each block, including on-line train information,
The information can be sent to an external device. As a result, on-rail train information can be obtained in block units, and continuous on-rail management in block units can be realized. Also,
The response signal from the on-board transponder including the identification information of the train composition can improve the safety and reliability of train detection. Furthermore, since the train that has detected entry once stays on the train until the advance of the train is detected by the predetermined detection method, even if the response signal from the ground transponder leaks from the connection part or window of the vehicle, There will be no accidental absence.
In addition, by transmitting on-rail information of each block including on-rail train information to an external device, a device that identifies a train that has entered or stopped at a stop, which was necessary for a blocking device mainly used for a single track, It becomes unnecessary.

According to the third aspect of the present invention, the on-vehicle transponder is provided at a predetermined interval on the starting side for each train formation.
Two are mounted on the end point side at a predetermined interval, and the response signal includes information on the mounting position, so that the traveling direction of the train can be detected and the train can be moved backward.

Further, according to the invention of claim 4, one of the above-mentioned on-board transponders is mounted on the front formation among a plurality of formations constituting the train, and the on-car transponder is mounted on the rear formation. Two at the starting point at a predetermined interval and two at the end point at a predetermined interval. Each response signal contains the information on the mounting position, so that in the case of multiple trains, the advance detection of the front train is detected. Even if it is not possible, by detecting the advance of the formation on the basis of the operation of the on-board transponder of the rear formation, the advance of the front formation can also be detected.

Further, according to the invention of claim 5, one of the on-board transponders is mounted on the front formation of the plurality of formations constituting the train, and is mounted on the rearmost formation. Is installed on one train, even if it is not possible to detect the advance of the front train on a train of multiple trains, the interrogator installed at the boundary of the block on the front side in the direction of travel of the block that entered the rear side By receiving a response signal from one on-board transponder of the knitting set, it is also possible to detect the advance of the knitting set on the front side from the block behind the entered block.

Further, according to the invention of claim 6, the train detecting device detects entry and exit of a train, creates on-rail train information, and concentrates on-rail information of each block including on-rail train information. It manages the expanded block by connecting a plurality of adjacent blocks, so even if the interrogator at the boundary of the middle block breaks down, it detects the entry and exit of the train in the expanded block across it, On-line train information can be created, and on-line information of each block including on-line train information can be centrally managed.

Next, according to the train entry / exit detection method of the present invention, the train running on the rail cuts off the communication between the interrogator and the ground transponder arranged opposite to the boundary of the block. To detect the entry of the train to the block in front, and determine the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator, The traveling direction of the formation is detected at the rear of the formation by receiving response signals from a plurality of on-board transponders mounted on the starting side or the end point side of the formation, and the interrogator and the ground transponder arranged opposite to each other are detected. By detecting the recovery of the communication between the trains and detecting the advance of the train set from the rear block, on-rail train information can be obtained in units of blocks, and continuous on-rail management in units of blocks can be realized. In addition, the response signal from the on-board transponder including the identification information of the train composition can improve the safety and reliability of train detection. Furthermore, since the train that has detected entry once stays on the train until the advance of the train is detected by the predetermined detection method, even if the response signal from the ground transponder leaks from the connection part or window of the vehicle, There will be no accidental absence.

According to the eighth aspect of the present invention, it is detected that the train running on the rail cuts off the communication between the interrogator and the ground transponder arranged opposite to the block boundary, and Detect the entry of the formation into the block of the, and determine the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train by the interrogator, and determine the formation that has entered the block. By receiving a response signal from one on-board transponder with an interrogator installed at the boundary of the block on the front side in the traveling direction, and detecting the advance of the formation from the block behind the entered block, Only by receiving the response signal from the one on-vehicle transponder, it is possible to detect the advance of the knitting from a block behind the entered block.

Further, according to the ninth aspect of the present invention, the communication between the interrogator and the ground transponder in which the foremost train of the plurality of trains running on the rails is arranged opposite to the boundary of the block. Detecting the interruption of the train, detecting the approach of the train to the block in front, and entering the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator After confirming the formation, detecting the progress direction of the formation at the rear of the formation by receiving response signals from a plurality of on-board transponders mounted on the starting side or end point side of the formation on the last side of the train, Detects the recovery of communication between the interrogator and the ground transponder arranged opposite to each other, detects the advance of the last knitting from the rear block, and detects the advance of the front knit from the rear block. Also detects multiple trains Oite, even impossible advanced detection of the front knitted, and the advanced detection of the knitting by the operation of the on-board transponder of the organization of the tail side, can also be performed advanced detection of the front knitting.

Further, according to the tenth aspect of the present invention, after the step of detecting the entry of the train into the front block, the formation existing before the formation in the rear block also includes: By detecting that the vehicle has entered the front block before the formation, if a response signal from the on-board transponder of a certain formation cannot be received, or if the on-vehicle transponder fails during traveling, The entry / exit detection of the knitting can be performed by the entry / exit detection of the rear knitting.

According to the eleventh aspect of the present invention, the communication between the interrogator and the ground transponder in which the foremost train of the plurality of trains running on the rails is arranged opposite to the boundary of the block. Detecting the interruption of the train, detecting the approach of the train to the block in front, and entering the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator The train set is determined, and a response signal from one on-board transponder of the last train of the train of the plurality of trains is received by the interrogator installed at the boundary of the block on the front side in the traveling direction of the entered block. In addition, by detecting the advance of the front formation from the block behind the entered block, even in the case of a plurality of trains, even if the advance of the front formation cannot be detected, the forward direction of the entered block may be detected. Bro The interrogator installed at the boundary of the bridge receives the response signal from one on-board transponder of the last formation and also detects the advance of the formation on the front side from the block behind the entered block. it can.

Further, according to the twelfth aspect of the present invention,
Subsequent to the step of detecting the entry of the train into the front block, it is also detected that a formation existing before the formation in the rear block has also entered the front block before the formation. If the response signal from the on-board transponder of a certain train cannot be received, or if the on-vehicle transponder breaks down during traveling, the entry / exit detection of that train is detected by the rear train. Can be performed.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram showing an embodiment of a train detection management system according to the present invention.

FIG. 2 is a block diagram showing an internal configuration of an interrogator, a ground transponder, an on-vehicle transponder, and a train detection device in the train detection management system.

FIG. 3 is an explanatory view showing an arrangement of an on-board transponder mounted on a train.

FIG. 4 is an explanatory diagram showing a train entry / exit detection method according to the present invention, and is a diagram showing detection of entry of a train into a block in front.

FIG. 5 is an explanatory diagram showing a train entry / exit detection method, similarly showing the formation of a train entering a block ahead.

FIG. 6 is an explanatory diagram showing a train entry / exit detection method, similarly showing entry of a formation from a rear block.

FIG. 7 is an explanatory diagram showing a second method for detecting entry and exit of a train.

FIG. 8 is an explanatory diagram showing a third method for detecting entry and exit of a train.

FIG. 9 is an explanatory diagram showing another embodiment of the third detection method.

FIG. 10 is an explanatory diagram illustrating a fourth method of detecting train entry and exit.

[Explanation of symbols]

1 ... train detector 2 ... rail 3 ... train 3 _1, 3 ₂ ... train knitting 4 ... external device Q, Q1 to Q4 ... interrogator G, G1 to G4 ... terrestrial transponder V, the response on V1-V4 ... Car B1 to B3 ... Block A ... Enlarged block

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Tatsuya Sasaki 2-8-8 Hikaricho, Kokubunji, Tokyo Metropolitan Institute of Technology (72) Inventor Shigeto Hiraguri 2-8 Hikaricho, Kokubunji, Tokyo 38 Within the Railway Technical Research Institute (72) Inventor Yuji Hirao 2--8 Hikaricho, Kokubunji, Tokyo 38 Within the Railway Technical Research Institute (72) Inventor Koichi Kawauchi 1-1-13 Kamikizaki, Urawa City, Saitama Prefecture No. 8 Inside the Yono Works of Signal Corporation (72) Inventor Takayuki Kasai 1-13-8 Kamikizaki, Urawa-shi, Saitama Prefecture Inside the Yono Works of Signal Signal Corporation (72) Inventor Hikko Yasuko, Urawa-shi, Saitama 1-13-8 Kizaki Nippon Signal Co., Ltd. F-term in Yono Works (reference) 5H161 AA01 BB02 BB11 CC16 DD21 DD22 GG02 GG12 GG14 JJ01

Claims (12)

[Claims] 1. A first communication means installed near a rail at each boundary of a block, which is a block section of a train, capable of mutually communicating with the first communication means. A second communication means installed opposite to the first communication means so that a communication area is cut off by the first communication means; and a third communication means installed on the train so as to be mutually communicable with the first communication means. Means, and a train detection device for receiving a signal from the second or third communication means received by the first communication means at the boundary of each block and detecting the entry / exit of a train in each block. A train detection management system characterized by the following. 2. An interrogator which is installed near a rail at each boundary of a block which is a block section of train travel, has a communication area having directivity, transmits an interrogation signal and receives a response signal, Sometimes, it is installed opposite the interrogator so that the communication area is cut off by the body of the train, has a communication area having directivity, receives the interrogation signal, and transmits a response signal including its own identification information. A ground transponder, one or more mounted for each train constituting the train, a vehicle having a communication area having directivity, receiving the inquiry signal, and transmitting a response signal including identification information of the train; A transponder, which receives a response signal from a ground transponder or an on-board transponder received by the interrogator at the boundary of each of the blocks to detect entry of a train into a block in front of the transponder; Detects the train's advance from the rear block by executing the detection method, creates on-rail train information, centrally manages on-rail information of each block including on-rail train information, and sends the information to external devices. A train detection management system comprising: 3. The on-vehicle transponders are mounted on the starting point side at predetermined intervals and two on the end point side at predetermined intervals for each train formation.
3. The train detection management system according to claim 2, wherein each response signal includes information on the mounting position. 4. The on-vehicle transponder is mounted on one of the plurality of trains constituting the train on the front train, two on the rear train at a predetermined interval on the starting side, and on the end train. 3. The train detection management system according to claim 2, wherein two pieces are mounted on the side at a predetermined interval, and each response signal includes information on a mounting position. 4. 5. The on-vehicle transponder is mounted on one of a plurality of trains constituting a train on a front train and one on a rear train. The train detection management system according to claim 2, wherein 6. The train detecting device detects the entry and the exit of a train, creates on-rail train information, and centrally manages on-rail information of each block including on-rail train information by using a plurality of adjacent blocks. The train detection management system according to any one of claims 2 to 5, wherein the train detection management system is an enlarged block in which the trains are connected to each other. 7. A train running on a rail detects that a communication between an interrogator and a ground transponder arranged opposite to a block boundary is interrupted, and detects a train entering a block ahead. Determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train by the interrogator; and mounting the train on the starting side or end point side of the formation. Detecting the direction of formation behind the formation by receiving response signals from the plurality of on-board transponders, and detecting recovery of communication between the interrogator and the ground transponder disposed opposite to each other. Detecting the entry of a train from a block behind the train, and performing a train entry / exit detection method. 8. A train running on rails detects that a communication between an interrogator and a ground transponder arranged opposite to a boundary of a block is interrupted, and detects a train entering a block ahead. Determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation that constitutes the train with the interrogator; and a block on the forward side in the traveling direction of the entered block. Receiving the response signal from one on-board transponder at the interrogator installed at the boundary of the above, to detect the advance of the formation from the block behind the entered block,
A train entry and exit detection method. 9. A front train of a plurality of trains running on rails detects that the communication between an interrogator and a ground transponder arranged opposite to a block boundary is interrupted, and Detecting the entry of the train into the block; determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator; Detecting the traveling direction of the formation at the rear of the formation by receiving response signals from a plurality of on-board transponders mounted on the starting side or the end point side of the formation on the rear end side of the train; By detecting the recovery of the communication between the interrogator and the ground transponder and detecting the advance of the rearmost organization from the rear block, the advance of the front organization from the rear block is also detected. Steps and Train entering advance detection method according to claim Ukoto. 10. After the step of detecting entry of a train into the front block, a formation existing in the rear block before the formation also enters the front block before the formation. The method according to claim 9, further comprising the step of detecting that the train has entered. 11. A front-end train of a plurality of trains running on rails detects that a communication between an interrogator and a ground transponder arranged opposite to a block boundary is interrupted, and Detecting the entry of the train into the block; determining the formation that has entered the block by receiving the formation identification information from the on-board transponder of the formation constituting the train with the interrogator; The interrogator installed at the boundary of the block on the front side in the traveling direction of the entered block receives the response signal from one on-board transponder of the last train of the plurality of trains, so that the train has entered the above. Detecting the advance of the formation on the front side from the block behind the block. 12. After the step of detecting the entry of a train into the preceding block, the formation existing in the rear block before the formation also enters the front block before the formation. 12. The method according to claim 11, further comprising the step of detecting that the train has entered.