JP2005153692A - Train controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a near miss of a train from occurring by controlling the aspect of a relay signal based on the existence of a train in a train detecting section between the relay signal and a main signal. <P>SOLUTION: A track is divided into 1 to 3 blocked sections of a specified length, and the main signals S1 to S3 are provided at boundaries P1 to P3 of respective blocked sections 1 to 3. Also, the relay signal Sd is provided at a track position Pd which is away backward from the main signal S2 by a specified distance in the train advancing direction. The aspect of the relay signal Sd is controlled while making it correspond to the aspect of the main signal S2. Also, when the train exists in the train sensing section d between the relay signal Sd and the main signal S2, the aspect of the relay signal Sd is controlled to be a stoppage relay aspect regardless of the aspect of the main signal S2. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a train control device that controls a train by controlling the display of a main traffic light provided along a track.

In a train control device that controls a vehicle (hereinafter referred to as a “train”) that travels along a track on which a travel route such as a rail is defined, a closing system is usually used.
In the closing method, for example, the track is divided into closed sections of a predetermined length, and control is performed so that only one train exists in each closed section. In this block system, train detection means for detecting the presence of a train in each block section is provided. When the train detecting means detects that no train is present in the closed section, the train is allowed to advance (approach) from the closed section adjacent to the rear in the train traveling direction to the closed section. . On the other hand, when it is detected by the train detection means that a train is present in the closed section, the train (progress) from the closed section adjacent to the rear in the train traveling direction is prohibited.
As a method for permitting or prohibiting a train from traveling in a block section, a method of controlling a display of the main signal by providing a main signal at the boundary of the block section is used. For example, when a train is present in an arbitrary closed section, a main traffic signal provided at the boundary between the closed section and a closed section that is adjacent to the rear of the train traveling direction is used for the train to advance (enter) the closed section. Control is performed so that the stop display is prohibited (for example, red R is displayed). If there is no train in any closed section, but there is a train in a closed section that is adjacent to the forward direction of the train from the closed section, the closed block that is adjacent to the closed section and the rear of the train direction. The main traffic signal provided at the boundary with the section is controlled to a caution display that permits the train to travel in the closed section at a caution driving speed (for example, 65 km / h) or less (for example, yellow Y is displayed). . If there is no train in any block section and a block section adjacent to the front in the train traveling direction, the train will use a main traffic light provided at the boundary between the block section and the block section adjacent to the rear in the train travel direction. The block section is controlled to a progress display permitting the travel at a maximum operating speed (for example, 120 km / h) or less (for example, blue G is displayed).
The train driver operates the train according to the display state of the main traffic light.

Here, if the driver confirms the indication of the main traffic light and performs a deceleration operation of the train, the train travels a predetermined distance until the speed of the train decelerates to a speed corresponding to the indication of the main traffic light. . For this reason, in order to control the train in accordance with the indication of the main traffic light, the train operator must move the main traffic light from a position that is more than the signal confirmation distance (signal line-of-sight distance) behind the main traffic signal in the train traveling direction. It is necessary to be able to confirm the display of.
For example, as shown in FIG. 13, in a state where the train Lb is traveling from left to right at a maximum operation speed of 120 km / h corresponding to the progress indication (G indication), In order to be able to decelerate the speed of the train Lb to the caution driving speed of 65 km / h or less at the boundary P12 with the front block section 12, from the installation position of the main traffic light S12 corresponding to the front block section 12 It is necessary for the driver of the train Lb to be able to confirm the indication of the main traffic light S12 from a position separated by a signal confirmation distance of about 560 m behind the train traveling direction.
Further, a predetermined distance from the boundary P11 between the block section 12 and the forward block section 11 while the train Lb is traveling in the block section 12 at a caution driving speed of 65 km / h corresponding to the warning display (Y display). In order to be able to stop the train Lb at a position before (for example, 100 m), a signal confirmation distance of about 390 m behind the train traveling direction from the installation position of the main traffic light S11 corresponding to the front block section 11 It is necessary for the driver of the train Lb to be able to confirm the display of the main traffic light S11 from a position away from the above.

By the way, when the track is formed in a curved line (the track is curved), etc., the driver of the train moves from a position more than a predetermined signal confirmation distance behind the main traffic signal in the train traveling direction. The indication of the main signal may not be confirmed. For example, when the train travels from left to right on a curved track as shown in FIG. 14, the train must reach a position about 250 m away from the installation position of the main traffic light S22 in the train traveling direction. For example, the train driver may not be able to confirm the display of the main traffic light S22.
In such a case, a method using a main signal capable of displaying a deceleration display (for example, operation at a deceleration operation speed of 85 km / h or less) or a method omitting the main signal S22 can be considered as the main signal S23. However, the former method requires the use of an expensive main signal device, and the configuration of a control circuit for causing the main signal device to perform deceleration display is complicated. In the latter method, since the length of the closed section becomes longer, the train time interval (train operation interval) becomes longer.

Therefore, a method using a relay signal has been proposed.
For example, as shown in FIG. 14, a relay signal Sd22 is provided between the main signals S22 and S23. The display of the relay signal Sd22 is controlled according to the display of the main signal S22. For example, as shown in FIG. 15A, when the main traffic light S22 is the progress indication G, the relay traffic light Sd22 is controlled to the progress relay indication. Further, as shown in FIG. 15B, when the main traffic light S22 is the caution display Y, the relay signal Sd22 is controlled to the caution relay display. Further, as shown in FIG. 15C, when the main traffic light S22 is the stop indication R, the relay signal Sd22 is controlled to the stop relay indication.
Thereby, even if the signal confirmation distance with respect to the main signal S22 is equal to or less than the predetermined signal confirmation distance, the train driver can predict the present of the main signal S22 by confirming the present of the relay signal Sd22. Therefore, a predetermined signal confirmation distance can be substantially secured as the signal confirmation distance for the main traffic light S22.
Also, the method of providing the relay signal is less expensive than the case of providing the main signal that can display the deceleration indication. (See Patent Document 1)
JP 2000-344102 A

Here, when driving a train, a method of driving a train by a closed system, or a method in which a train driver operates a train in consideration of the prospects ahead and other conditions necessary for safe operation of the train. Is stipulated. For this reason, when the display of the main signal is a stop display, the train driver may use a method of driving in consideration of the prospects ahead and other conditions necessary for safe operation of the train. When driving a train using this method, the train driver expects a train to be present in the forward block, and drives the train at a low speed (for example, 15 km / h) or less. .
Therefore, a case where a train operator uses such a train operation method in a conventional train control apparatus having a relay signal is considered.
Here, as shown in FIG. 16 (a), the main traffic light S22 corresponding to the block section 22 is controlled to stop indication, and the relay signal Sd22 is controlled to stop relay indication corresponding to the stop indication of the main traffic light S22. The train La is stopped at a predetermined position in the closed section 23 behind the main traffic light S22 (behind the closed section 22), and the main traffic light S23 corresponding to the closed section 23 is controlled to be stopped in the following state. After confirming that the indication of the main traffic light S23 is a stop indication, the train Lb driver advances the train Lb to the forward blocking section 23 at a predetermined low speed (for example, 15 Km / h) ( Let's consider the case of entering.
After the train Lb travels to the block section 23, when the main traffic light S22 corresponding to the block section 22 is controlled from the stop display to the caution display, as shown in FIG. 16B, the relay signal Sd22 also has the main signal Sd22. The stop relay display is controlled to the caution relay display in accordance with the change of the display of the traffic light S22. The driver of the train La confirms that the main traffic light S22 is controlled from the stop display to the caution display, and then departs the train La and proceeds to the forward block section 22.
At this time, the driver of the train Lb advances (enters) the train Lb into the block section 23 with the main traffic light S23 in a stopped state, so that the train Lb is determined until the next main traffic signal S22 is confirmed. Must proceed at a low speed. However, by confirming that the display of the relay signal Sd22 is a caution relay display, the driver of the train Lb can send the main signal corresponding to the relay signal Sd22 (the main signal corresponding to the front closed section 22) S22. May be determined to be a caution display, and may be notched up to a caution driving speed (for example, 65 km / h) corresponding to the caution display. In this case, there is a possibility that the following train Lb may abnormally approach the train La ahead.
Then, this invention provides the train control apparatus which can prevent that a train approaches abnormally by notifying a train driver that a train exists between a relay signal and a main signal. With the goal.

A first invention of the present invention for achieving the above object is a train control device as set forth in claim 1.
In the train control device according to claim 1, the control means for controlling the indication of the relay signal according to the indication of the main signal is when a train is present in the train detection section between the relay signal and the main signal. Is configured to control the display of the relay signal to the stop relay display.
Note that the train detection section between the relay signal and the main signal means a train detection section between the track position corresponding to the relay signal and the track position corresponding to the main signal.
A second invention of the present invention is a train control device as set forth in claim 2.
In the train control device according to claim 2, the control means determines that a train exists in the train detection section based on the output signal of the auxiliary track circuit provided in the train detection section.
A third invention of the present invention is a train control device as set forth in claim 3.
The train control device according to claim 3, further comprising storage means for storing that the train has entered the train detection section and holding the storage state until at least the train that has entered the train entry section has advanced from the train detection section. The control means determines that a train exists in the train detection section based on the storage state of the storage means.

If the train control device according to claim 1 is used, even if the train travels (enters) into the front block section while the main traffic light in the front block section is in a stopped state, it is provided in the front block section. If there is a train in the train detection section between the relay signal that is in front and the main traffic light in the front and front block sections, the relay signal will be stopped and relayed regardless of the display of the main signal in the front and front block sections Controlled. As a result, the train operator recognizes that the train may exist in the train detection section because the relay signal is controlled to the stop relay display, so that the train abnormally approaches. Can be prevented.
Moreover, if the train control apparatus of Claim 2 is used, it can detect reliably that a train exists in a train detection area. In particular, when a track circuit is provided as a train detection means for detecting the presence of a train in a closed section, a track circuit transmission circuit can be used as the transmission circuit of the auxiliary track circuit.
Moreover, if the train control apparatus of Claim 3 is used, it can be discriminate | determined easily that the train exists in a train detection area. In particular, when controlling the storage state of the storage means using a train detector that detects the presence of a train at a predetermined point, it can be easily configured simply by additionally installing a train detector with a simple configuration. Can do.

First, the outline of the train control device of the present invention will be described with reference to FIG. In FIG. 1, it is assumed that the train La travels from left to right.
A predetermined length of closed sections 1 to 3 are provided along a rail (track) on which the train La travels. Further, main traffic lights S1 to S3 are provided in the vicinity of the boundaries of the respective closed sections 1 to 3. For example, the main signal S1 is provided near the boundary P1 between the block sections 1 and 2, and the main signal S2 is provided near the boundary P2 between the block sections 2 and 3.
The display of the main traffic lights S1 to S3 is controlled by whether or not a train is present in a closed section ahead of the train traveling direction from the boundaries P1 to P3 corresponding to the main traffic lights S1 to S3. For example, when there is a train in the block section 3, the main traffic light S3 corresponding to the block section 3 is controlled to stop display (R display), and there is no train in the block section 3, but from the block section 3 When there is a train in the block section 2 adjacent to the front of the train traveling direction, the main traffic light S3 corresponding to the block section 3 is controlled to be displayed with caution (Y display), and the train travels from the block section 3 and the block section 3 When there is no train in the block section 2 adjacent to the front in the direction, the main traffic light S3 corresponding to the block section 3 is controlled to be displayed in progress (G display).

If a predetermined signal confirmation distance cannot be secured for the main traffic signal due to the rail curve shape, etc., a relay signal is provided near the track position that is a predetermined distance behind the main traffic signal in the train traveling direction. ing. For example, since the main signal S2 cannot be confirmed from a position that is a predetermined signal confirmation distance behind the main traffic light S2 in the train traveling direction, it is relayed near the track position Pd behind the main traffic signal S2 in the train traveling direction. A traffic light Sd is provided. The track position Pd is determined when the train driver confirms the display of the relay signal Sd and predicts the display of the main signal S2 corresponding to the relay signal Sd based on the display of the relay signal Sd. When the operation is performed, the position is set to a position corresponding to the display of the main traffic light S2 at a predetermined trajectory position corresponding to the main traffic light S2 (for example, before the boundary P2 between the block sections 3 and 2). .
The display of the relay signal Sd is basically controlled according to the display of the main signal S2. For example, when the display of the main signal S2 is a stop display, a caution display, and a progress display, control is performed to a stop relay display, a caution relay display, and a progress relay display, respectively.
This makes it possible to control a train traveling in the closed section 3 with a short signal confirmation distance to the main traffic light S2 without increasing the length (train interval) of the closed section 3 using an inexpensive relay signal Sd. it can.

Further, a train detection section d is provided between the track position Pd corresponding to the relay signal Sd and the track position P2 (boundary between the closed sections 2 and 3) corresponding to the main signal S2. In the present invention, when a train exists in the train detection section d, the display of the relay signal Sd is controlled to the stop relay display.
As a result, the relay traffic light Sd is controlled to the stop relay display not only when the train is present in the forward closed section 2 but also when the train is present in the train detection section d. The operator of the train La that has entered the closed section 3 in the state of the stop indication indicates that there is a train ahead (the train detection section d or the closed section 2) by the stop relay indication of the relay signal Sd. Can be expected.

Next, FIG. 2 shows a first embodiment of the train control apparatus of the present invention that controls the relay traffic light Sd in the above-described control mode.
In the present embodiment, track circuits K1 to K3 are used as train detection means for detecting that a train is present in the block sections 1 to 3. That is, the rails on which the train travels are divided into lengths corresponding to the lengths of the closed sections 1 to 3, and the transmission circuits T1 to T3 that transmit the train detection signals between the rails in front of the train traveling direction of each section, the train traveling direction Track circuits K1 to K3 are formed by providing receiving circuits R1 to R3 that receive train detection signals flowing between the rear rails. Normally, the train detection signals transmitted from the transmission circuits T1 to T3 of the track circuits K1 to K3 to the rail are not received by the reception circuits of other track circuits. In the present embodiment, rail insulation means is provided at the boundaries (boundary boundaries) P1 to P3 of the track circuits K1 to K3.
Further, an auxiliary track circuit Kd having a length corresponding to the train detection section d is provided. That is, a receiving circuit Rd for receiving a train signal flowing on the rail at the track position Pd corresponding to the relay signal Sd is provided. In the present embodiment, the receiving circuit Rd is configured to be able to receive the same signal (eg, frequency) as the receiving circuit R3. As a result, the transmission circuit T3 of the track circuit K3 can also be used as the transmission circuit of the auxiliary track circuit Kd.
The receiving circuits R1 to R3 and Rd can receive a train detection signal when the train is not in the track circuits K1 to K3 (closed sections 1 to 3) and the auxiliary track circuit Kd (FIG. 2). Train detection signal flow x, y). On the other hand, when the train proceeds to a position (train detection position) where the receiving circuits R1 to R3 and Rd receive the train detection signal flowing on the rail and the train detection signal is short-circuited by the train wheel (FIG. 2). Train detection signal flow z), the receiving circuits R1 to R3, Rd cannot receive the train detection signal.

In addition, the main traffic lights S1 to S3 provided in the vicinity of the boundaries P1 to P3 of the track circuits K1 to K3 (closing sections 1 to 3), near the track position Pd that is a predetermined distance away from the main traffic light S2 in the train traveling direction rearward. Control means for controlling the indication of the relay signal Sd provided is provided.
In the present embodiment, the control circuit C1 that controls the display of the main traffic lights S1 to S3 and the relay traffic light Sd based on the output signals of the receiving circuits R1 to R3 of the track circuits K1 to K3 and the receiving circuit Rd of the auxiliary track circuit Kd. To C3 and Cd.
The control circuits C1 to C3 control the display of the main traffic lights S1 to S3 depending on whether or not a train is present in the track circuit (closed section) ahead of the main traffic lights S1 to S3 in the train traveling direction.
The control circuit Cd controls the indication of the relay signal Sd in correspondence with the indication of the main signal S2, and when there is a train in the auxiliary track circuit Kd (train detection section d), Control to show.

FIG. 3 shows the configuration of the control circuit C2.
In FIG. 3, R1a1 and R2a1 operate when the receiving circuits R1 and R2 are receiving the train detection signal, and contact points of relays R1A and R2A (not shown) that are inactive when the train detection signal is not received. It is. The contacts R1a1 and R2a1 are in the state shown in FIG. 3 (hereinafter referred to as “on state”) when the relays R1A and R2A are operating, respectively, and reverse to the state shown in FIG. 3 when the relays R1A and R2A are inactive. That is, the state is switched to the caution display signal lamp Y side and the stop display display lamp R side (hereinafter referred to as “off state”).
The control circuit C2 shown in FIG. 3 controls the display of the main traffic light S2 as follows.
When the receiving circuits R2 and R1 of the track circuits K2 and K1 do not receive the train detection signal (when the train does not exist in the block sections 2 and 1), the relays R2A and R1A operate. As a result, the contacts R2a1 and R1a1 are turned on, and the progress indicator signal lamp G of the main traffic light S2 is turned on.
When the receiving circuit R2 of the track circuit K2 cannot receive the train detection signal (when the train exists in the block section 2), the relay R2A becomes inoperative. Thereby, the contact R2a1 is turned off, and the stop indication signal lamp R of the main traffic light S2 is turned on.
The receiving circuit R2 of the track circuit K2 can receive the train detection signal, but the receiving circuit R1 of the track circuit K1 cannot receive the train detection signal (the train does not exist in the block section 2 but is closed). When it exists in section 1, relay R2A operates and relay R1A does not operate. As a result, the contact R2a1 is turned on, the contact R1a1 is turned off, and the caution display signal lamp Y of the main traffic light S2 is turned on.
The other control circuits C1 and C3 control the display of the corresponding main traffic signals S1 and S3 in the same manner as the control circuit C2, except that the target block section (track circuit) is different.

FIG. 4 shows the configuration of the control circuit Cd.
In FIG. 4, R1a2 and R2a2 are the contacts of the relays R1A and R2A described above, and perform the same operation as the contacts R1a1 and R2a1. That is, the contacts R1a2 and R2a2 are in the state shown in FIG. 4 (hereinafter referred to as “on state”) when the relays R1A and R2A are operating, respectively, and the state shown in FIG. 4 when the relays R1A and R2A are inactive. The reverse state, that is, the state switched to the caution relay indicator lamp and the stop relay indicator lamp side (hereinafter referred to as “off state”), respectively.
Rda is a relay RdA (not shown) that operates when the receiving circuit Rd provided in the auxiliary track circuit Kd receives a train detection signal and is inactive when the train detection signal is not received. It is a contact point. When the relay RdA is operating, the contact Rda is in the state shown in FIG. 4 (hereinafter referred to as “on state”), and when the relay RdA is not operating, the state opposite to the state shown in FIG. The state is switched to the relay indicator lamp side (hereinafter referred to as “off state”).

The control circuit Cd shown in FIG. 4 controls the display of the relay signal Sd as follows.
When the receiving circuits R2 and R1 of the track circuits K2 and K1 and the receiving circuit Rd of the auxiliary track circuit Kd are receiving the train detection signal (when the train does not exist in the block sections 2 and 1 and the train detection section d) , Relays R2A, R1A and RdA operate. As a result, the contacts R2a2, R1a2, and Rda are turned on, and the progress relay indicator lamp of the relay signal Sd is turned on.
When the receiving circuit R2 of the track circuit K2 or the receiving circuit Rd of the auxiliary track circuit Kd cannot receive the train detection signal (when the train exists in the block section 2 or the train detection section d), the relay R2A or RdA does not operate. It becomes. Thereby, the contact R2a2 or Rda is turned off, and the stop relay indicator lamp of the relay signal Sd is turned on.
When the receiving circuit R2 of the track circuit K2 and the receiving circuit Rd of the auxiliary track circuit Kd receive the train detection signal and the receiving circuit R1 of the track circuit K1 cannot receive the train signal (the train is in the block section 2 and the train detection section d). Relays R2A and RdA are activated and the relay R1A is deactivated (when it does not exist and exists in the closed section 1). As a result, the contacts R2a2 and Rda are turned on, the contact R1a2 is turned off, and the caution relay indicator lamp of the relay signal Sd is turned on.
In the present embodiment, the relay signal Sd is input by inputting the same signal (the output signals of the receiving circuits R1 and R2 of the track circuits K1 and K2) to the control circuit Cd of the relay signal Sd. Is controlled in correspondence with the display of the main signal S2.
Further, by inputting the output signal of the receiving circuit Rd of the auxiliary track circuit Kd to the control circuit Cd, the display of the relay signal Sd is controlled based on the presence of the train in the train detection section d.
In the present embodiment, the control means of the present invention is configured by the control circuits C1 to C3 and Cd.

Next, the operation of the present embodiment will be specifically described with reference to FIG.
Now, as shown in FIG. 5A, a case is considered in which the train La is traveling on the track circuit K3 but has not reached the auxiliary track circuit Kd (the relay Rd is operating). Further, the main signal S2 corresponding to the track circuit K2 is controlled to the stop indication R (the relay R2A is inoperative), the relay signal Sd is controlled to be the stop relay indication corresponding to the stop indication R of the main signal S2, It is assumed that the main signal S3 corresponding to the track circuit K3 is controlled to the stop indication R when the train La exists on the track circuit K3.
Further, the operator of the train La confirms the stop relay display of the relay signal Sd, and as shown in FIG. 5B, the train La is set to a predetermined track position corresponding to the main signal S2 (for example, the track circuit K3). And a position 100 m before the boundary P2 between K2 and K2.
At this time, even if the train La enters (advances) on the auxiliary track circuit Kd and the reception circuit Rd of the auxiliary track circuit Kd cannot receive the train detection signal and the relay RdA becomes inoperative, the relay signal Sd is stopped. Continue the controlled state for relay indication.

Next, as shown in FIG. 5 (c), in a state where the train La is stopped at a predetermined track position corresponding to the main traffic light S2, the driver of the train Lb makes a forward view or other safe operation of the train. When the main traffic light S2 is controlled from the stop indication R to the caution indication Y after the train Lb has entered the track circuit K3 at low speed by using a method of driving in consideration of the conditions necessary for the vehicle. think of.
At this time, since the relay RdA is inoperative as long as the train La exists on the auxiliary track circuit Kd, the relay signal Sd regardless of the current state of the main signal S2 (regardless of the operation state of the relays R2A and R1A). The state in which is controlled to stop relay display is continued. As a result, the driver of the train Lb that has traveled to the track circuit K3 confirms the stop relay display of the relay signal Sd, so that the train exists ahead (on the auxiliary track circuit Kd or the track circuit K2). Can be expected. In this case, the driver of the train Lb stops the train Lb at a predetermined track position corresponding to the relay signal Sd, or travels the train Lb at a low speed until the indication of the next main signal S2 is confirmed. The train Lb is stopped at the point where the main signal S2 is displayed or the presence of the train La is confirmed.

On the other hand, when the main traffic light S2 is controlled to the caution display Y, the driver of the train La causes the train La to enter (advance) the track circuit K2 at a speed equal to or lower than the caution driving speed corresponding to the caution display.
When the train La enters the track circuit K2, the receiving circuit R2 cannot receive the train detection signal, so that the relay R2A becomes inoperative. As a result, the contact R2a1 is turned off, and the display of the main traffic light S2 is switched from the caution display Y to the stop display R (see FIG. 3). On the other hand, even if the contact R2a2 of the relay R2A is turned off, the state where the indication of the relay signal Sd is controlled to the stop relay indication R is continued (see FIG. 3).
Then, as shown in FIG. 5 (d), when the train La completely advances (advances) from the auxiliary track circuit Kd to the track circuit K2, the reception circuit Rd detects the train detection signal, so that the relay RdA operates. In this case, even if the contact Rda is turned on, the contact R2a2 is in the off state, and therefore the state where the display of the relay signal Sd is controlled to the stop relay display is continued. At this time, the indication of the relay signal is an indication corresponding to the indication of the main signal.
When the train La further travels and the train La completely advances from the track circuit K2 to the track circuit K1, as shown in FIG. 5E, the relay R2A is activated and the relay R1A is deactivated. As a result, the contact R2a1 is turned on and the contact R1a1 is turned off, so that the display of the main traffic light S2 is switched from the stop display R to the caution display Y (see FIG. 3). Further, since the contact R2a2 is turned on, the contact Rda is turned on, and the contact R1a2 is turned off, the display of the relay signal Sd is switched from the stop relay display to the caution relay display (see FIG. 4).

In the present embodiment, the auxiliary track circuit Kd is used as train detection means for detecting that a train exists in the train detection section d. For this reason, when the track circuits K1 to K3 are used as train detection means for detecting the presence of a train in the closed sections 1 to 3, the transmission circuit of the track circuit K2 is used as the transmission circuit of the auxiliary track circuit Kd. be able to.
Further, by using the auxiliary track circuit Kd, it can be reliably detected that a train exists in the train detection section d.
Note that a transmission circuit for the auxiliary track circuit Kd can be provided separately.
In the train control device shown in FIG. 2, the output signal of the reception circuit (for example, the reception circuit R2) is output to each control circuit (for example, the control circuits C2, Cd, C3). Can be variously changed as long as each control circuit C1 to C3 and Cd can control each main signal and relay signal based on the presence of the train in each track circuit K1 to K3 and train detection circuit Kd. For example, the output signal of the receiving circuit R2 may be output to the corresponding control circuit C2, and a signal corresponding to the present control mode of the main traffic light S2 by the control circuit C2 may be output to the control circuits Cd and C3. . Such a configuration can also be used in other embodiments described below.

Next, FIG. 6 shows a second embodiment in which the presence of a train in the train detection section d is detected by another method.
In the present embodiment, the track circuits K1 to K3 are provided in the closed sections 1 to 3, and the train detector M that detects that a train is present at the track position Pd corresponding to the relay traffic light Sd is provided. As the train detector M, a known train detector such as an optical type or a magnetic type can be used.
In the present embodiment, the control circuits C1 to C3, Cd for controlling the main signals S1 to S3 and the relay signal Sd based on the output signals of the receiving circuits R1 to R3 and the train detector M of the track circuits K1 to K3. Is provided.
The control circuits C1 to C3 control the display of the main traffic lights S1 to S3 depending on whether or not a train is present in the track circuit (closed section) ahead of the main traffic lights S1 to S3 in the train traveling direction.
The control circuit Cd controls the presenting of the relay signal Sd in correspondence with the presenting of the main signal S2, and controls to the stop relay presenting when a train is present in the train detection section d.

In this embodiment, since the same control circuit as the control circuits C1 to C3 of the first embodiment is used as the control circuits C1 to C3 for controlling the main traffic signals S1 to S3, the description is omitted, and relay control is performed. Only the configuration of the circuit Cd will be described.
FIG. 7 shows the configuration of the control circuit Cd of the present embodiment.
In FIG. 7, R1a to R3a operate when the receiving circuits R1 to R3 of the track circuits K1 to K3 receive the train detection signal, and become inactive when the train detection signal is not received, R1A to R3A. (Not shown). When the relays R1A to R3A are operating, the contacts R1a to R3a are in the state shown in FIG. 7 (hereinafter referred to as “on state”), and when the relays R1A to R3A are not operating, the reverse of the state shown in FIG. In other words, the state is switched to the caution relay indicator lamp side, the stop relay indicator lamp side, and the off side (hereinafter referred to as “off state”).
In addition, Ma is a contact that operates according to the train detection state by the train detector M, and when the train detector M does not detect a train, the state shown in FIG. 7 (hereinafter referred to as “on state”) When the train is detected, the state is the reverse of the state shown in FIG. 7, that is, the state switched to the off side (hereinafter referred to as “off state”).

The auxiliary relay MD operates when the contact R3a of the relay R3 is turned on, and has contacts MDa1 and MDa2. The contacts MDa1 and MDa2 of the auxiliary relay MD are in a state shown in FIG. 7 (hereinafter referred to as “on state”) when the auxiliary relay MD is operating, and in a state opposite to the state shown in FIG. , Respectively, are switched to the off side and the stop relay indicator lamp side (hereinafter referred to as “off state”). The auxiliary relay MD has a holding circuit that holds its operating state by its own contact MDa1 and contact Ma.
With this configuration, in the auxiliary relay MD, the receiving circuit R3 of the track circuit K3 does not receive the train detection signal (the train exists on the track circuit K3), and the train detector M detects the train. At a time (when a train is present at the track position Pd), and then when the receiving circuit R3 of the track circuit K3 receives a train detection signal (when there is no train on the track circuit K3), Holds the operating state. Thereby, the auxiliary relay MD becomes inoperative when the train enters the train detection section d, that is, when the train exists in the train detection section d.
In the present embodiment, the auxiliary relay MD corresponds to storage means for storing that the train of the present invention has entered the train detection section.

The control circuit Cd shown in FIG. 7 controls the display of the relay signal Sd as follows.
When the receiving circuits R3 to R1 of the track circuits K3 to K1 receive the train detection signal and the train detector M does not detect the train (when the train does not exist in the block section 3 to 1), the relay R3A to R1A are in the operating state. When the contact R3a of the relay R3A is turned on by the operation of the relay R3A, the auxiliary relay MD is operated. Accordingly, the contact R2a of the relay R2A, the contact R1a of the relay R1A, and the contact MDa2 of the auxiliary relay MD are turned on, and the progress relay indicator lamp of the relay signal Sd is turned on.
When the receiving circuit R3 of the track circuit K3 cannot receive the train detection signal (when the train enters the track circuit K3), the relay R3A becomes inoperative. At this time, even if the contact R3a of the relay R3A is turned off, the auxiliary relay MD holds the operating state by the holding circuit by the contacts Ma and MDa1. Therefore, the state where the progress relay indicating lamp of the relay signal Sd is lit is continued.
When the train proceeds to the track position Pd corresponding to the relay signal Sd on the track circuit K3, that is, when the train enters the train detection section d, the train detector M detects the train and the contact point Ma is in the off state. Become. At this time, since the contact R3a is in an OFF state, the auxiliary relay MD is inoperative. Therefore, the contact MDa2 of the auxiliary relay MD is turned off, and the stop relay indicator lamp of the relay signal Sd is turned on.
After this, even if the train proceeds on the track circuit K3 and the train detector M no longer detects the train and the contact Ma is turned on, the contact R3a and MDa1 are turned off, so the auxiliary relay MD Will not work.

  The operation after the auxiliary relay MD is deactivated is a case where the following train does not enter the track circuit K3 in a state where the train (hereinafter referred to as the preceding train) exists in the train detection section d (case 1). ) And the case where the following train enters the track circuit K3 (case 2) will be described.

(Case 1)
When the preceding train advances from the train detection section d (that is, the track circuit K3) to the track circuit K2, the receiving circuit R2 of the track circuit K2 cannot receive the train detection signal, and the relay R2A becomes inoperative. At this time, even if the contact R2a is turned off due to the non-operation of the relay R2A, since the contact MDa2 of the auxiliary relay MD is turned off, the state where the stop relay indicator lamp of the relay signal Sd is lit is continued.
When the preceding train completely enters the track circuit K2 from the train detection section d (that is, the track circuit K3), there is no subsequent train on the track circuit K3, so the receiving circuit R3 of the track circuit K3 receives the train detection signal. Then, the relay R3A operates. Thereby, contact R3a will be in an ON state, and auxiliary relay MD will operate | move. The operation state of the auxiliary relay MD is held by the contact Ma of the train detector M and the contact MDa1 of the auxiliary relay MD. At this time, even if the contact MDa2 of the auxiliary relay MD is turned on, since the contact R2a is turned off, the state where the stop relay display lamp of the relay signal Sd is lit is continued. At this time, the indication of the relay signal Sd becomes the indication corresponding to the indication of the main signal S2.
In the following, as the preceding train progresses, the contact relay R1a is turned off, the contact R2a is turned on, and the contact R1a is turned on. To do.

(Case 2)
When the preceding train enters the track circuit K3 in the state where the stop indicator light R of the main signal S3 is lit because the preceding train exists in the train detection section d (and therefore the track circuit K3), the relay signal Sd The state where the stop relay indicator lamp is lit is continued.
When the preceding train advances from the train detection section d (and therefore the track circuit K3) to the track circuit K2, the relay R2A is deactivated and the contact R2a is turned off as in (Case 1), but the contact MDa2 Is in the off state, the state where the stop relay indicating lamp of the relay traffic light Sd is lit is continued.
Even if the preceding train completely enters the track circuit K2 from the train detection section d (and therefore the track circuit K3), the relay R3A maintains the non-operating state because the subsequent train exists on the track circuit K3. For this reason, the state in which the auxiliary relay MD is inoperative, that is, the state in which the contact MDa2 of the auxiliary relay MD is turned off is continued, and the state in which the stop relay indication of the relay signal Sd is lit is continued.
Even if the preceding train advances completely from the track circuit K2 to the track circuit K1, and the contact R2a of the relay R2A is turned on and the contact R1a of the relay R1A is turned off, the subsequent train exists on the track circuit K3. Then, the state where the auxiliary relay MD is inoperative, and therefore, the state where the contact MDa of the auxiliary relay MD is turned off are continued, and the state where the stop relay indicating lamp of the relay traffic light Sd is lit is continued. At this time, the caution indicator lamp Y of the main traffic light S2 is turned on.

On the other hand, the driver of the following train advances the train detection section d at a predetermined low speed by confirming that the stop relay signal of the relay signal is lit. Here, when the following train enters the train detection section d, the train detector M detects the following train and the contact Ma is turned on, but the contact R3a of the relay R3A and the contact MDa1 of the auxiliary relay MD are turned off. For this reason, the auxiliary relay MD continues to be in a non-operating state. Thereby, the state where the stop relay indicating lamp of the relay signal Sd is lit is continued.
When the succeeding train advances from the train detection section d (hence, the track circuit K3) to the track circuit K2, the relay R2A becomes inoperative. Thereby, relay R2a will be in an OFF state. At this time, since the contact MDa2 of the auxiliary relay MD is in the OFF state, the state where the stop relay indicator lamp of the relay signal Sd is lit is continued. Even if the train advances and the train detector M no longer detects the following train and the contact point Ma is turned off, the auxiliary relay MD continues to be inactive. The driver of the following train is at the maximum operating speed when the progress indicator light G of the main traffic light S2 is lit, and at the caution driving speed when the warning indicator light Y of the main traffic light S2 is lit. When the stop indicator lamp R of the main traffic light S2 is lit, the subsequent train is made to enter the track circuit S3 at a predetermined low speed.
Further, when the subsequent train advances and completes from the train detection section d (and therefore the track circuit K3) to the track circuit K2, the relay R3A operates because there is no train on the track circuit K3. Thereby, contact R3a will be in an ON state, and auxiliary relay MD will operate | move. At this time, even if the contact MDa2 of the auxiliary relay MD is turned on, since the contact R2a is turned off, the state where the stop relay display lamp of the relay signal Sd is lit is continued. At this time, the indication of the relay signal Sd becomes the indication corresponding to the indication of the main signal S2.
The subsequent operations are the same as those in (Case 1).

In the present embodiment, the auxiliary relay MD is deactivated when the train enters the train detection section d, and the auxiliary relay MD is operated when the train no longer exists on the track circuit K3 including the train detection section d. Yes. That is, the storage means stores that the train has entered the train detection section d, and holds the storage state of the storage means until the train no longer exists on the track circuit K3 including the train detection section d.
As a result, when a preceding train enters the track circuit in a state where the preceding train exists on the track circuit including the train detection section, the relay traffic signal is temporarily stopped until there is no train on the track circuit. Since the stop relay indicator lamp lights up, it is possible to reliably prevent the train from approaching abnormally.
Moreover, since it is only necessary to provide the train detector M, the train control device can be configured easily. In particular, since a point detection type train detector can be used as the train detector M, it is easy to install the train detector and change the installation position.

  In the second embodiment, the storage state of the storage means for storing that the train has entered the train detection section d is maintained until there is no train on the track circuit R3 including the train detection section d. However, what is necessary is just to hold | maintain the memory | storage state of a memory | storage means until the train which approached the train detection area advances from a train detection area at least. That is, at least when the train exists in the train detection section, it is only necessary that the storage means can be held in the storage state. For example, a train entry detection means for detecting that a train has entered the train detection section d and a train entry detection means for detecting that a train has advanced from the train detection section d are provided. The storage means is set to the storage state, and the storage state of the storage means is canceled by the output signal of the train advance detection means.

In the first and second embodiments, the relay signal is controlled according to the main signal indicating state and the presence of the train in the train detection section. However, the position is substantially the same as the relay signal (the position corresponding to the boundary position Pd). The auxiliary signal can be provided to the vehicle and the auxiliary signal can be controlled in accordance with the presence of the train in the train detection section, so that the train can be prevented from abnormally approaching.
FIG. 8 shows a third embodiment provided with an auxiliary signal device.
In the third embodiment shown in FIG. 8, the auxiliary signal device Fd and the control circuit Cf for controlling the auxiliary signal device Fd are provided in the first embodiment shown in FIG.
The control circuits C1 to C3 for controlling the main traffic lights S1 to S3 of the present embodiment have the same configuration as the control circuits C1 to C3 of the first embodiment shown in FIG.
The control circuit Cd controls the display of the relay signal Cd in the same manner as the display of the corresponding main signal S2.
A configuration of the control circuit Sd of the present embodiment is shown in FIG. The contacts R2a1 and R1a operate in the same manner as the contacts R2a1 and R1a1 shown in FIG.
A configuration of the control circuit Cf of the present embodiment is shown in FIG. The contact Rda operates in the same manner as the contact Rda shown in FIG.

In the present embodiment, when the train is not present in the track circuits K2 and K1, the contacts R2a1 and R1a are in the state shown in FIG. 9 (ON state), and the progress relay indicator lamp of the relay signal Sd is turned on. Further, when the train is present in the track circuit K2, the contact R2a1 is in a state opposite to the state shown in FIG. 9 (off state), and the stop relay signal lamp of the relay signal Sd is turned on. Further, when the train does not exist in the track circuit R2, but when it exists in the track circuit R1, the contact R2a1 is in the state shown in FIG. 9 (ON state), and the contact R1a is in the state opposite to the state shown in FIG. 9 (OFF state). Then, the caution relay signal lamp of the relay signal Sd is turned on.
On the other hand, when the train does not exist on the auxiliary track circuit Kd, the contact Rda is in the state shown in FIG. 10 (ON state), and the auxiliary light of the auxiliary traffic light Fd is not lit. Further, when the train enters the auxiliary track circuit Kd, the contact Rda is in a state opposite to the state shown in FIG. 10 (off state), and the auxiliary light of the auxiliary traffic light Fd is turned on. When the train advances from the auxiliary track circuit Kd to the track circuit K2, the contact Rda is in the state shown in FIG. 10 (ON state), and the auxiliary light of the auxiliary traffic light Fd is turned off (not lit).
As described above, in the present embodiment, the display of the relay signal Sd is controlled to be the same as the display of the main signal S2. On the other hand, when there is a train in the train detection section d, the auxiliary lamp of the auxiliary traffic light Fd is turned on.
As a result, even if the state shown in FIG. 5 (c) is reached, the driver of the train Lb expects that a train exists ahead because the auxiliary signal Fd and the like are lit. Therefore, abnormal approach of the train can be prevented.

In the third embodiment, the presence of a train in the train detection section d is detected using an auxiliary track circuit, but it can also be detected using a train detector as in the second embodiment. .
FIG. 11 shows a fourth embodiment in which an auxiliary signal device is provided and a train detector is used.
In the fourth embodiment shown in FIG. 11, the auxiliary signal device Fd and the control circuit Cf for controlling the auxiliary signal device Fd are provided in the second embodiment shown in FIG.
The control circuits C1 to C3 for controlling the main traffic signals S1 to S3 and the control circuit Cd for controlling the relay traffic signal Sd of the present embodiment are the control circuits C1 to C3 and Cd of the third embodiment shown in FIG. It is the same composition as.
A configuration of the control circuit Cf of the present embodiment is shown in FIG. The contacts R3a, Ma, MDa1 and MDa2 shown in FIG. 12 operate in the same manner as the contacts R3a, Ma, MDa1 and MDa2 shown in FIG.

In the present embodiment, similarly to the third embodiment, the relay signal Sd is controlled to the same indication as that of the main signal S2.
On the other hand, when the train travels on the track circuit R3 and enters the train detection section d, the contact Ma of the train detector M is turned off and the auxiliary relay MD becomes inoperative. Thereby, contact MDa2 of auxiliary relay MD will be in the state (off state) opposite to the state shown in FIG. 12, and the auxiliary lamp of auxiliary traffic light Fd is turned on. When the train no longer exists on the track circuit R3, the relay R3A is operated, the contact R3a of the relay R3A is turned on, and the auxiliary relay MD is operated. As a result, the contact MDa2 of the auxiliary relay MD is in the state shown in FIG. 12 (ON state), and the auxiliary lamp of the auxiliary traffic light Fd is turned off (not lit).
As described above, in the present embodiment, the display of the relay signal Sd is controlled to be the same as the display of the main signal S2. On the other hand, when the train exists in the train detection section d, the auxiliary lamp of the auxiliary traffic light Fd is turned on.
Thereby, even if it will be in the state shown in FIG.5 (c) mentioned above, the driver | operator of the train Lb anticipates that the train exists ahead by the assistance etc. of the auxiliary signal machine Fd being lit. be able to.
In this embodiment as well, as described in the second embodiment, the storage state of the storage means (the non-operating state of the auxiliary relay MD) is at least detected by the train that has entered the train detection section d. What is necessary is just to be hold | maintained until it progresses from the area d, ie, while a train exists in the train detection area d.

The present invention is not limited to the configuration described in the embodiment, and various changes, additions, and deletions are possible.
For example, various train detection means other than the track circuit can be used as the train detection means for detecting the presence of a train in a predetermined closed section.
Further, the control circuit for the main signal device, the relay signal device, and the auxiliary signal device is not limited to the control circuit having the configuration described in the embodiment, and control circuits having various configurations can be used.
Various methods can be used as a method of making the indication of the relay signal correspond to the indication of the main signal. For example, a signal indicating the current state of the main signal may be output from the main signal control circuit to the relay signal control circuit.
Moreover, although the control circuit is provided corresponding to the main signal, the relay signal, and the auxiliary signal, a control circuit that controls a plurality of the main signal, the relay signal, and the auxiliary signal can also be provided. In the case where the control circuits are individually provided, a circuit in which the individual control circuits are combined corresponds to the control means of the present invention.
Further, the case where the relay signal is controlled from the stop relay display to the caution relay display has been described. However, the present invention is applicable to the case where the relay signal is controlled from the caution relay display to the forward relay display, or from the stop relay display. The present invention can be applied to the case where the relay signal is controlled to the upper side, such as when controlling to the progress relay display.
Various display control methods can be used as the display control method for the relay signal and the auxiliary signal.

It is a figure explaining the outline | summary of this invention. It is a schematic structure figure of a 1st embodiment. It is a control circuit diagram of the main traffic light of a 1st embodiment. It is a control circuit diagram of the relay traffic signal of the first embodiment. It is a figure explaining control operation of a relay signal machine of a 1st embodiment. It is a schematic block diagram of 2nd Embodiment. It is a control circuit diagram of the relay traffic signal of the second embodiment. It is a schematic block diagram of 3rd Embodiment. It is a control circuit diagram of the relay traffic signal of the third embodiment. It is a control circuit diagram of the auxiliary signal device of the third embodiment. It is a schematic block diagram of 4th Embodiment. It is a control circuit diagram of the auxiliary traffic light of the fourth embodiment. It is a figure explaining a signal check distance. It is a figure which shows the installation state of a relay signal apparatus. It is a figure explaining operation | movement of the conventional train control apparatus. It is a figure explaining operation | movement of the conventional train control apparatus.

Explanation of symbols

S1 to S3, S11 to S13, S21 to S24 Main signal Sd Relay signal Fd Auxiliary signal K1 to K3 Track circuit Kd Auxiliary track circuit (train detection circuit)
T1-T3 transmitter circuit R1-R3, Rd receiver circuit C1-C3, Cd, Cf control circuit M1, M2 train detector

Claims (3)

Based on the presence of the train in the closed section provided along the track, the main signal, the relay signal provided behind the main signal in the train traveling direction, and the train in the closed section ahead of the main signal in the train traveling direction. A train control device comprising a control means for controlling the presenting and controlling the presenting of the relay signal in correspondence with the presenting of the main signal,
The control means, when there is a train in the train detection section between the relay signal and the main signal, controls the display of the relay signal to the stop relay display,
Train control device.   The train control device according to claim 1, further comprising an auxiliary track circuit provided in the train detection section, wherein the control means determines that a train exists in the train detection section based on an output signal of the auxiliary track circuit. Train control device.   The train control device according to claim 1, wherein the storage unit stores that the train has entered the train detection section, and retains the storage state at least until the train that has entered the train entry section advances from the train detection section. And the control means determines that there is a train in the train detection section based on the storage state of the storage means.

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