JP2003327124A - Signal supply system for train - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further certainly supply a signal to a train even when a boundary between adjacent track sections is an insulation boundary, in a signal supply system for a train constituted so that the plurality of track sections can be interconnected in each signal supply part. <P>SOLUTION: A control part assigns a detected track section 2T of the train 12 and one precedent track section 3T of the track section 2T in the travelling direction of the train 12 to respective different signal supply parts 26d and 26e. Respective signals are supplied from the signal supply parts 26d and 26e to the corresponding track sections 2T and 3T. Thus, even when a receiving apparatus 42 lies in the track section 3T on the precedent side of the detected track section 2T of the train 12, (an on-board device of) the train 12 can receive the signal supplied to the track section 3T via the receiving apparatus 42. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train signal supply system including a signal supply unit for supplying train signals, and more particularly, the signal supply unit can supply train signals to a plurality of track sections. The present invention relates to a train signal supply system.

[0002]

2. Description of the Related Art In an automatic train control system (ATC system), a track section (block section) is set by dividing a track of a predetermined section into a plurality of sections. A signal supplier is provided for each track section, and a signal indicating the regulated speed of the train is supplied from the signal supplier to the track of the corresponding track section.

The train is provided with a power receiver facing the track to receive the signal. Then, in the train, based on the received signal, a regulated speed is output by display or voice, an alarm is output when the speed is exceeded, a brake or a motor is controlled.

Usually, at least two or more signal feeders are provided for each track section, and even if one of them fails, a signal is fed from another signal feeder. . For this reason, the number of signal supply devices installed corresponding to one predetermined section is more than twice the number of all track sections in the predetermined section.

By the way, the higher the train speed, the longer the braking distance of the train. Therefore, in this system, the maximum train speed is defined according to the distance from the preceding train. For example, when the preceding train exists in the track section one ahead or two ahead, the regulated speed = 0, when it exists three ahead, the regulated speed = 45 km / h, and four ahead. In this case, the regulation speed = 75 km / h is set.

In order to operate a train at a high speed (for example, a regulated speed = 75 km / h) in a section in which such speed regulation is performed, an empty track section (that is, a track section in which no train exists) between trains that are cascaded. Multiple (three or more in the above example)
Must exist Therefore, from the viewpoint of ensuring safety and high-speed operation, the train operation diagram is usually designed so that there are a plurality of empty track sections (that is, track sections to which no signal is supplied) between trains that are cascaded.

[0007]

As described above, in the conventional automatic train control system, the number of signal feeders installed is more than double the number of all track sections in the predetermined section, while the operation The number of track sections in which trains are present is smaller than the total number of track sections in a predetermined section because an empty track section is secured. That is, in the conventional automatic train control system, the number of track sections that requires the minimum signal supply (or the number of track sections that are actually signal-supplied) is set during the normal operation that operates according to the diagram. The ratio of the number of signal feeders to be used was high. As a result, in the conventional automatic train control system described above, the time and labor required for installing and maintaining the system are high, and wasteful energy consumption for keeping each signal supply device on standby is increased.

In order to solve such a problem, the applicant of the present invention has already proposed the invention described in Japanese Patent Application No. 2000-365674. The train signal supply system according to the above invention selects a signal supply unit for supplying a train signal to a track section obtained by dividing a predetermined section of track into a plurality of track sections, and one of the signal supply section and a plurality of track sections. And a connection switching unit that switches the orbit section to which signals are supplied to be electrically connected. With such a configuration, it is possible to supply signals from a single signal supply unit to a plurality of track sections, so there is no need to install a signal supply section for each track section, and in comparison with the above conventional system, The operating rate of the signal supply unit can be improved.

Here, this train signal supply system 50
Train detection and signal supply in FIG. 10 will be briefly described with reference to FIG. First, train signal supply system 5
At 0, similar to the conventional system, a known train detection device (T
The presence or absence of the train 54 in each track section 1T to 3T is detected by DS (52s) and TD-R (52r). The train detection devices 52s and 52r are provided for each track section 1T-
By detecting in TD-R (52r) whether or not two tracks 56 (indicated by a single line in FIG. 10) at 3T are short-circuited by wheels (including an axle) 58 of the train 54, It is configured as a device that detects the presence or absence of wheels 58 in the track sections 1T to 3T, that is, the presence or absence of the train 54.

In the train signal supply system 50, unlike the conventional system, the track section in which the train 54 is detected by the train detectors 52s and 52r (2T in FIG. 10).
, Are selectively connected to the signal supply unit 60 on the ground side, and signals are supplied to the track section 2T.

Further, the on-board device 62 of the train 54 is similar to the conventional system in that the power receiver 64 is supplied with a signal from the track section 1
When it is located on T to 3T, the signal is acquired via the power receiver 64. As shown in FIG. 10, the power receiver 64 is usually provided on the leading side of the leading wheel 58 in the traveling direction.

By the way, there are roughly two types of track sections. One is an insulated track section (insulated track circuit) that insulates two adjacent track sections, and the other is a non-insulated track section that does not insulate them (non-insulated track circuit).
Is. By the way, in the latter case, signals in adjacent track sections (that is, signals for train detection and signals for signal supply) are distinguished by differentiating the characteristics of the signals themselves (for example, the frequency of the signals).

However, in such a train signal supply system, if the signal is supplied only to the track section in which the train is detected, a problem occurs when the track section is configured as an insulated track section. Occurs. This will be described with reference to FIG. Now, the train 54 approaches the boundary between two adjacent track sections 2T and 3T, the power receiver 64 exceeds the insulating portion 66 of the track 56 between the track sections 2T and 3T, and the insulating portion 66 is just the wheel. 5
Consider the case in which it is located between the power receiver 8 and the power receiver 64.
At this time, since the wheel 58 exists in the track section 2T on the front side, the TD-R (not shown) is in the track section 2T.
Recognize that there is a train at T. Therefore, the train signal supply system 50 supplies a signal to the track section 2T. However, in that state, the power receiver 6
4 is not located on the track section 2T but on the track section 3T that is ahead of the track section 2T in the traveling direction. Therefore, the train 54 (on-board device) must acquire the signal supplied to the track section 2T. I can't. Further, when the emergency stop control is performed by no signal, the train will stop in the situation of FIG. 11.

[0014]

A train signal supply system according to the present invention includes a plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, the signal supply unit, and the signal supply unit. A connection switching unit that selectively connects a track section and switches the track section as a signal supply destination of each signal supply unit, and a train detection unit that detects the presence or absence of a train in the track section, and the connection switching The unit connects the detected track section of the train and the track section that is one ahead in the traveling direction of the train from the track section to different signal supply units.

Further, the train signal supply system according to the present invention includes a plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, and a train for detecting the presence / absence of a train in the track sections. A detection unit, a track section in which the train is detected, and a track section that is one ahead in the traveling direction of the train from the track section, an allocation section that allocates the signal supply sections to different signal supply sections, and an allocation result by the allocation section According to the above, a connection switching unit that switches the track section to which the signal is supplied by connecting the signal supply section and the track section is provided.

According to the above configuration, since signals are supplied to the track sections before and after the insulation boundary, as in the above example,
Even when the insulating boundary between two adjacent track sections is located between the wheel and the power receiver, the train can obtain the signal supplied to the track circuit ahead in the traveling direction via the power receiver. it can.

The train signal supply system according to the present invention includes a plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, and a train for detecting the presence or absence of a train in the track sections. An allocation unit that determines allocation of the track section to the signal supply unit based on the detection section, a train detection result in the track section, and information indicating whether or not an adjacent track section is insulated at its boundary. And a connection switching unit that switches the track section to which the signal is supplied by connecting the signal supply section and the track section according to the allocation result by the allocation section.

Depending on the route, the insulated track section and the non-insulated track section may coexist. In the case of non-insulated track sections, signals are mixed from adjacent track sections near the boundary of the track sections, so it is sufficient to supply signals to at least the track section where the train is detected. In the case of the section, for example, as described above, the signal may be supplied to at least the track section before and after the insulating boundary. Therefore, by allocating the track section to the signal supply unit based on whether or not the adjacent track section is insulated at the boundary, the signal supply unit in the train signal supply system can be operated more efficiently. You can

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. First, the configuration of the train signal supply system 20 according to the present embodiment will be described. FIG. 1 is a diagram showing an example of track divisions and train arrangements, and FIG. 2 is a schematic configuration diagram of a train signal supply system 20.

As shown in FIG. 1, the track 10 is divided into predetermined sections (jurisdiction sections). Each jurisdiction section is further divided into a plurality of track sections (for example, insulation-type closed sections; 1T to 10).
The signal for the train 12 is divided into track sections (1T ~
It is supplied every 10T). In this system, the signal supply units (26a to 26e) are not provided for each track section (1T to 10T), but a plurality of signal supply sections are provided for a jurisdiction section, among which the signal supply section (example of FIG. 1). Then, 26d, 2
6c, 26b) is the track section where the train 12 exists (the same,
1T, 5T, 7T) are selectively connected to supply signals for trains.

As shown in FIG. 2, the train signal supply system 20 includes a control unit 22 (= signal supply device) for each jurisdiction section. The control unit 22 includes a plurality of signal supply units (26a) that generate and supply signals for the trains 12 within the jurisdiction section (for example, a signal for controlling train operation, a signal for indicating a regulated speed of the train, etc.). ~ 26e). The presence or absence of the train 12 in the track section (1T to 10T) is detected by, for example, a known train detection device (TD) 24, and the control unit 22 operates based on the detection result. Also, a plurality of control units 22 and TDs 24
Are connected by a communication line, for example, a LAN 36, whereby the control unit 22 can obtain information (for example, a train signal, a train detection result by the TD 24, etc.) from the control unit 22 or TD 24 in another jurisdiction section. It is like this. The control unit 22 and T
The D24 is further connected to the interlocking LAN 40 via the LAN 36 and the interlocking ATC interface circuit 38.

The control unit 22 controls the plurality of signal supply units (26a to 26e) and each unit of the control unit 22 and determines the allocation of the track sections (1T to 10T) to the signal supply units (26a to 26e). Control unit (for example, CPU) 28a, 28b and control unit 28a, 2
A storage unit 34 (for example, RAM, ROM, hard disk, or the like) that stores various parameters used for the processing of 8b, and a signal supply unit (26a to 26a-2) according to the allocation
6e) and any one of a plurality of track sections (1T to 10T) are selectively connected to switch the track section (1T to 10T) to which a signal is supplied.

All track sections (1T to 10T) within the controlled area
Is M (M = 10 in the case of FIG. 2), all signal supply units (26
a) to 26e) is N (N = 5 in FIG. 2), the connection switching unit 30 includes a plurality of open / close switches (M rows and N columns (or N rows and M columns)) arranged in a matrix. For example, MOS-FET) 32. Then, by selectively opening and closing these open / close switches 32, the signal supply units (26a to 26e) are connected to any of the track sections (1
T-10T) are connected. For example, in the case of FIG. 2, the signal supply unit 2 is opened by closing the open / close switch 32a.
6d is connected to the track section 1T, and a signal is supplied to the track section 1T from the signal supply unit 26d. It should be noted that a plurality of open / close switches corresponding to one track section (1T to 10T) are connected so that only one signal supply unit (26a to 26e) is connected to one track section (1T to 10T). Only one of the open / close switches 32 out of 32 is closed.

The opening / closing of the open / close switch 32a of the connection switching unit 30 is controlled by the control units 28a and 28b. These control units 28a and 28b are configured as a dual system, and normally, only one of them (for example, the control unit 28a) functions, and when a failure occurs, the other (for example, the control unit 28b) functions. It has become.

Further, the control unit 28a, based on the train detection result in each track section (1T to 10T) by the TD 24,
Track sections (1T to 1) to the signal supply units (26a to 26e)
0T). That is, the control unit 28
a and 28b correspond to the allocation unit of the present invention. Note that the allocation is determined when a change in the on-rail status occurs (for example,
When a new train 12 enters the area under the jurisdiction, the train 12
May be performed when the orbit section (1T to 10T) in which is present changes, or may be performed at a predetermined timing (for example, a predetermined time interval). The control units 28a, 2
8b is a parameter related to the previous allocation (for example, each trajectory section (1T to 10T) when determining the allocation.
The information indicating the signal supply units (26a to 26e) assigned to T) is referred to. This parameter is stored in the storage unit 3.
Stored in 4.

Next, the determination of the allocation of the track sections (1T to 10T) to the signal supply units (26a to 26e) in the train signal supply system 20 according to the present embodiment will be further described with reference to FIGS. 3 to 9. To do. 3 to 9
[Fig. 6] is a diagram showing parameters related to allocation determination according to the existing position of the train 12 in the track section (1T to 4T). In the description below, the two control units 28a, 2
It is assumed that the control unit 28a of 8b is operating. Further, in the examples of FIGS. 3 to 9, the boundaries on the front side and the front side in the traveling direction of the track section 1T are non-insulated boundaries (indicated by circles), and the other boundaries are insulated boundaries.

In FIG. 3, the train 12 has a track section 1T.
Exists within. When the train 12 is detected in the track section 1T, the control unit 28a firstly, based on the arrangement of the train 12 in the jurisdiction section and other jurisdiction sections adjacent thereto,
The content information of the signal supplied to each track section (1T to 10T) is determined. As before, this decision is the distance to the preceding train (the number of track sections to the track section where the preceding train exists)
Is based on. In the example of FIG. 3, the content information for the track section 1T is determined to be “70 (regulated speed: 70 km / h)”. The determination of the content information is not limited to the state of FIG. 3, and is performed each time the detected position of the train 12 in the controlled area changes.

Next, the control unit 28a determines the orbit section (signal supply destination: 1T to 10T) to which the signal should be supplied.
In this determination, whether the boundary between adjacent track sections (for example, 1T and 2T) is an insulating boundary or a non-insulating boundary is considered. Therefore, in the storage unit 34,
For example, for each track section (1T to 10T), a parameter indicating the type of boundary on the forward side in the traveling direction (“yes” in the case of an insulation boundary and “none” in the case of no insulation boundary) is stored.
Then, for example, as shown in FIG. 3, when the boundary on the forward side of the detected track section 1T of the train 12 is a non-insulated boundary, the detected track section 1 of the train 12 is detected.
Only T is a signal supply destination, and, for example, as shown in FIG. 4, when the boundary on the forward side in the traveling direction of the detected track section 2T of the train 12 is an insulation boundary, the train 12 is detected. Along with the track section 2T, the track section 3T that is one step ahead of the track section 2T is used as a signal supply destination.

Next, the control section 28a controls the signal supply section (2
6a to 26e), it is determined to which signal supply section (26a to 26e) the orbit section (for example, 1T in FIG. 3) of the signal supply destination is assigned. For example, all the signal supply units (2
6a to 26e) are used evenly among the signal supply units (26a to 26e) in a so-called idle state to which the track sections (1T to 10T) are not assigned at that time so that the number of times of use or operating time is small. Things are given priority. In the example of FIG. 3, the track section 1T is assigned to the signal supply unit 26d.

The control unit 28a controls the connection switching unit 30 (opening / closing of the open / close switch 32) in accordance with the allocation to connect the track section 1T and the signal supply unit 26d to which it is allocated, and the signal supply unit A signal of "content information = 70" is supplied from "26d" to the orbit section 1T at "supply gain = 1".

In FIG. 4, the train 12 is located in the track section 1T at a position close to the boundary on the forward side in the traveling direction. In this state, since the boundary on the forward side in the traveling direction is a non-insulated boundary, as shown in FIG.
2 is detected. In addition to this case, insulation boundary /
Regardless of the non-insulated boundary, the train 12 is
T and 2T) at a position crossing the boundary, and there are wheels of the train 12 in the track section on the front side (2T) and the track section on the front side (1T) of the boundary, respectively. The train 12 is detected in both (1T and 2T). In train 12, power receiver 4
Since No. 2 is located further ahead of the leading wheel, in the above case, the control unit 28a may process the train 12 as if it exists in the track section 2T on the leading side in the traveling direction.

In FIG. 4, the boundary on the forward side of the detected track section 2T of the train 12 in the traveling direction is an insulating boundary. Therefore, the control unit 28a sets the track section 2T and the track section 3T, which is one ahead in the traveling direction, as the signal supply destination.

When the orbital sections of the signal supply destination (2T and 3T in FIG. 4) are allocated to the signal supply units (26a to 26e), when the signal supply units (26a to 26e) of the allocation destination are determined in advance. , The control unit 28a determines the allocation accordingly. For example, in FIG. 4, for the track section 2T, the "supply unit shift source (or track section)" as a parameter indicating the allocation destination is set as the track section 1T. This means that the track section 2T is allocated to the signal supply section (the signal supply section 26d in the example of FIG. 3) to which the track section 1T indicated by the supply section shift source has been allocated. Therefore, in the example of FIG.
8a allocates the track section 2T to the signal supply unit 26d. Further, for the track section 3T, since the parameter indicating the allocation destination is not set, the control unit 28a
Based on the usage status of the signal supply units (26a to 26e),
The track section 3T is assigned to the signal supply unit 26e.

Then, the control unit 28a controls the connection switching unit 30 (opening / closing of the open / close switch 32) in accordance with the allocation so that the track section 2T and the signal supply section 26d, and the track section 3T and the signal supply section 26e, respectively. Connecting. The control unit 28a then controls the signal supply units 26d and 26e.
Control is performed so that signals indicating the corresponding content information are supplied to the orbital sections 2T and 3T connected to each other at the corresponding supply gains.

FIG. 5 shows a state in which the train 12 has entered the track section 2T. In this state, the train 12 is detected only in the track section 2T, but the signal supply destination in this case is exactly the same as the case of FIG. 4 in which the train 12 exists in the track section 2T (that is, the track section). 2T and 3
T). The connection of the connection switching unit 30 should not be switched as much as possible. Therefore, as shown in FIGS. 4 and 5,
Even if the position of the train 12 changes, if the track sections (2T and 3T in this example) that are the signal supply destinations are the same,
The control unit 28a does not change the allocation of the trajectory sections (2T and 3T) to the signal supply unit (26d and 26e in this example).

FIG. 6 shows that the train 12 is detected in the track section 2T (that is, the wheels of the train 12 are located in the track section 2T), and the power receiver 42 is located on the track section 3T on the front side thereof. is there. As described above, even when the power receiver 42 is located in the track section 3T on the far side of the detected track section 2T of the train 12 with the insulation boundary interposed therebetween, the train 12
(The on-board device) can receive the signal supplied to the track section 3T via the power receiver 42. The allocation and the connection state of the connection switching unit 30 in this case are the same as those in FIG.

In FIG. 7, the train 12 is located at the boundary between the track sections 2T and 3T, and the train 12 is detected in both the track sections 2T and 3T. In this case, as in the case of FIG. 4, the train 12 is processed as being located in the track section 3T. Since the track boundary on the forward side in the traveling direction of the track section 3T is an insulating boundary, the signal supply destinations are the track sections 3T and 4T.

In FIG. 7, the signal is supplied to the track section 3T which was the signal supply destination even in the state of FIG. 5 before that. As described above, in such a case, the control unit 28a controls the signal supply unit 2 for the track section 3T.
Do not change the assignment to 6e. On the other hand, regarding the orbit section 4T which is a new signal supply destination this time, the control unit 28a
Refers to the supply unit shift source (= 2T) as a parameter indicating the allocation destination, and the previous state (that is, FIG. 5)
The signal supply unit 26d assigned to the track section 2T at
Assign to.

FIG. 8 shows a state in which the train 12 has entered the track section 3T. In this state, the train 12 is detected only in the track section 3T, but the signal supply destination in this case is exactly the same as the case of FIG. 7 in which the train 12 is processed assuming that the train 12 is in the track section 3T (that is, Orbital sections 3T and 4T).

FIG. 9 shows a state in which the train 12 is located at the boundary between the track sections 3T and 4T. In this state, as in the case of FIG. 7, the train 12 is determined to exist in the track section 4T, and this track section 4T is determined as the signal supply destination. Since the track section 4T is the signal supply destination even in the previous state of FIG. 8, the signal supply unit 26d as the allocation destination of the track section 4T is not changed between the state of FIG. 8 and the state of FIG.

[0041]

As described above, according to the present invention, since the signals are supplied to the track sections before and after the insulating boundary, the train passes through the power receiver to the track circuit ahead in the traveling direction. The supplied signal can be obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing an example of track divisions and train arrangements to which a train signal supply system according to an embodiment of the present invention is applied.

FIG. 2 is a schematic configuration diagram of a train signal supply system according to an embodiment of the present invention.

FIG. 3 is a diagram showing an example of allocation of a track section to a signal supply unit according to the position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 4 is a diagram showing an example of allocation of a track section to a signal supply unit according to the position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 5 is a diagram showing an example of allocation of a track section to a signal supply unit according to a position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 6 is a diagram showing an example of allocation of a track section to a signal supply unit according to a position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 7 is a diagram showing an example of allocation of a track section to a signal supply unit according to a position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 8 is a diagram showing an example of allocation of a track section to a signal supply unit according to a position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 9 is a diagram showing an example of allocation of a track section to a signal supply unit according to a position of a train by the train signal supply system according to the embodiment of the present invention.

FIG. 10 is an explanatory diagram of train detection and signal supply by the train signal supply system.

FIG. 11 is a diagram showing the arrangement of wheels and power receivers at an insulating boundary.

[Explanation of symbols]

10 tracks, 12 trains, 20 train signal supply system, 22 control unit, 26a to 26e signal supply unit, 28a, 28b control unit, 30 connection switching unit, 3
2, 32a open / close switch, 34 storage unit, 42 power receiver.

Claims (3)

[Claims] 1. A plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, and the signal supply unit and the track sections are selectively connected to each other, and A connection switching unit that switches a track section as a signal supply destination, and a train detection unit that detects the presence or absence of a train in the track section, wherein the connection switching unit is the track section in which the train is detected and the track section. A signal supply system for trains, characterized in that one track section ahead of the other in the traveling direction of the train is connected to different signal supply units, respectively. 2. A plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, a train detection unit that detects the presence or absence of a train in the track sections, and a train detection unit that detects the trains. An allocation unit that allocates a track section and a track section that is one ahead in the traveling direction of the train from the track section to different signal supply units, respectively, and the signal supply unit and the track section according to the allocation result by the allocation unit. A train signal supply system, comprising: a connection switching unit that switches a track section to which a signal is supplied by connecting. 3. A plurality of signal supply units each capable of supplying a train signal to a plurality of track sections, a train detection unit that detects the presence or absence of a train in the track sections, and a train detection unit for the trains in the track sections. Based on the detection result and information indicating whether or not adjacent track sections are insulated at the boundary, an allocation section that determines allocation of the track section to the signal supply section, and according to the allocation result by the allocation section A train signal supply system, comprising: a connection switching unit that switches a track section to which a signal is supplied by connecting the signal supply section and a track section.