JP2013021745A - Train operation control system utilizing frequency shift type ats system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train operation control system utilizing a frequency shift type ATS system to achieve driving control concerning a course of a train.SOLUTION: The train operation control system includes: a frequency shift type ATS ground coil which is arranged at a position of a predetermined distance from a traffic signal installed at this side of a branching point of a railway track; a ground coil-interlocking device which switches a resonant frequency of the ground coil interlocking with a signal indication state of the traffic signal; a pickup coil loaded on the train, which reads a resonant frequency of the ground coil; an on-vehicle data base device which holds at least information concerning the branching point of the railway track; and a control device which controls driving of the train based on the resonant frequency read from the ground coil by the pickup coil and information held by the on-vehicle data base device. The ground coil is configured to switch a resonant frequency thereof interlocking with the signal indication state of the traffic signal at this side of the branching point, and, based on the resonant frequency read from the ground coil by the pickup coil of the train, the control device determines a course after passing the branching point and the driving control adapted to the determined course is performed.

Description

  In the train operation control system using a variable speed ATS device such as ATS-S or an improved version of ATS-SW, for example, the present invention can acquire route information from the ground element when there is a branch point on the track. It relates to the technology.

  At present, automatic train stop devices (ATS devices) in practical use are broadly divided into focusing on the structure of the ground element. For example, ATS-S and improved versions thereof: ATS- SW)) and transponder type.

  The variable frequency ATS device uses a ground element having a resonance circuit and a vehicle upper element that transmits a signal at a specific frequency, and detects that the signal frequency of the vehicle upper element changes to the resonance frequency of the ground element. Is. Then, by changing the resonance frequency of the ground unit in accordance with the display state of the traffic signal, and reading the frequency change by the vehicle upper unit, information on the display state of the traffic signal is acquired on the train side, and the acquired display state is obtained. Train speed control based on the information.

  On the other hand, the transponder-type ATS device is configured to incorporate a transponder in the ground unit, transmit information on the signal display state, traffic signal position, etc. from the transponder to the vehicle upper unit, and perform speed control on the train side based on this information It has been done. The transponder type ATS device can transmit more information from the ground to the upper side of the car than the variable speed type, so continuous speed control is possible even if the number of ground units is small. It has the advantage of being able to prevent the progression. However, the transponder type ATS device is not compatible with the variable frequency ATS device and has a problem that the introduction cost is higher than that of the variable frequency ATS device.

  Therefore, Patent Literature 1 proposes a train operation control technology that can utilize the facilities of an existing variable speed ATS device and exhibit the same functions as the transponder type ATS device. The technology described in Patent Document 1 includes an absolute position ground element as a reference for a train position on the ground side, and a variable speed ground element for transmitting present information to a position at a predetermined distance from a traffic light. Installed on the upper side of the vehicle, a vehicle upper unit communicating with the absolute position ground unit and the variable speed ground unit, an on-board database device holding vehicle information and track information, and a control device for controlling the train speed; And a speed check pattern is generated based on a signal received from each ground unit and information on the on-board database device to continuously control the train speed.

  Further, Patent Document 1 discloses a plurality of different ground frequency elements having a resonance frequency different from that of a long ground element between a variable speed ground element (long ground element) that first transmits the current signal information to the upper element of the train. When the traffic signal is raised from the stop indication, the information on the indication is obtained by changing the vehicle head to the resonance frequency of the intermediate ground element. It is described that it has a function of erasing the generated speed check pattern.

JP 2010-206942 A

  The technique described in Patent Document 1 attempts to realize a train speed control equivalent to that of a transponder type ATS device by using a variable speed ATS device. However, the train control that handles route information is completely considered. It has not been.

  The present invention was devised in order to realize operation control related to the course of a train using a variable speed ATS device. For this purpose, the train operation control system employed by the present invention is characterized by a variable frequency ATS ground element disposed at a predetermined distance from a traffic signal installed in front of a branch point of the track, A ground element interlocking device that switches the resonance frequency of the ground element in conjunction with the display state of the traffic light, a vehicle upper element that is mounted on a train and that reads the resonance frequency of the ground element, and a vehicle that holds at least information related to branching of the track An upper database device, and a control device that controls the operation of the train based on the resonance frequency read by the vehicle upper element from the ground element and the information held by the on-board database apparatus. In addition to the frequency corresponding to the current indication, it can be switched to a different resonance frequency corresponding to the number of paths after the branch point, and the signal status of the traffic light before the branch point The control device determines the course after the branch point based on the resonance frequency read by the vehicle upper arm when the train passes over the ground element. It is to perform the operation control adapted to the route.

  In the above, the “presentation state of the traffic signal” means the overall present state of the traffic signal installed before the branching point. For example, when the same number of traffic signals as the number of routes are installed before the branching point, these In this state, each display of a plurality of traffic lights is presented together.

  The variable frequency ATS device used by the system of the present invention may be, for example, a device called ATS-SW in the applicant company. The on-board database device needs to hold information on the branching of the track, that is, information on the position of the branch point and the track form after the branch point. In addition, as in the case of conventional on-board database equipment, the distinction between the line / section / up / down line for each of the up and down lines, and the line / section / up / down distinction / km It is desirable to hold track information such as the speed limit information such as the distance and the ground element ID, the position of the traffic signal, the gradient and the curve. At the same time, it is desirable to have vehicle information such as organization, maximum speed, deceleration, and idle time related to the train.

  The ground unit according to the present invention is characterized by having different resonance frequencies corresponding to the number of routes after the branch point in addition to the frequency corresponding to the stop indication of the traffic light. The general structure of a variable speed ATS ground unit is to provide a relay in a circuit that is a combination of a resonance coil, several capacitors and a resistor, and to change the impedance of the circuit by dropping or raising the relay. The resonance frequency is made different, and conventionally, it is a binary value of a stop display frequency and a progress display frequency. In the present invention, in order to obtain the number of types of resonance frequencies corresponding to the number of branch paths, for example, a resonance circuit unit composed of a combination of a relay, a capacitor group, and a resistor is connected to the circuit by the same number as the number of paths, and which relay is selected. A structure in which the resonance frequency of the circuit is changed depending on whether it is dropped or lifted is conceivable.

  In addition, the control adapted to the route determined based on the resonance frequency read by the train from the ground element is, for example, speed control according to the route condition after the branch point, stop position control for each route, and whether there is a platform. Door handling control etc. can be considered.

  The above ground element of the train operation control system according to the present invention includes a long ground element that first transmits the current state of the traffic signal to the train arm of the train, and a direct ground base element that is installed relatively near the traffic signal. In addition, one or a plurality of intermediate ground elements may be arranged between the long ground element and the direct ground element.

  According to the present invention, the on-board child reads the resonance frequency of the ground element that changes in conjunction with the display state of the traffic signal installed before the branch point, and the control device determines the course after the branch point. Operation control suitable for the selected route is possible. Specifically, it is possible to give information on which route to travel to the train side at a position sufficiently before the branch point. Moreover, by acquiring track information from the on-board database device, speed control according to track conditions such as curves and gradients after the branch point can be performed. Furthermore, when entering the station platform, the train can be prevented from passing the stop position based on the stop position information for each route. Furthermore, since the arrival line is known in advance, it is possible to prevent the door from being mishandled by accidentally opening the door without the platform.

  When one or more intermediate ground elements are arranged between the long ground element and the direct ground element, the frequency of information transmission to the vehicle element is increased. In addition, if the branch route is changed while the train is on the line between the long ground element and the direct ground element, this route change information can be transmitted to the train side through the intermediate ground element at an early stage. .

It is drawing which shows the schematic structure of the whole train operation control system which concerns on this invention, and the list of the frequency types which a ground element employ | adopts. It is drawing which shows the example of installation of the variable frequency type ATS ground unit. It is a top view which shows an example of the variable_speed | transformation type | mold ATS ground element. It is a circuit diagram which shows an example of the resonance circuit which the frequency-variation type ATS ground element concerning this invention employ | adopts.

  FIG. 1 shows a schematic configuration of a train operation control system according to the present invention. As shown in the figure, when there is a branch point on the track, and there are multiple routes from the branch point, on the direct ground in the track near the traffic light (about 20m) installed before the branch point Child N is arranged. Moreover, the long ground element L is arrange | positioned in the track | line of the position about 600m away from the signal apparatus. Further, a plurality of intermediate ground elements M1, M2, M3 are arranged between the long ground element L and the direct ground element N at appropriate intervals. These ground elements L, M1 to M3, and N are connected to a ground element interlocking device that switches the resonance frequency in accordance with the display state of the traffic light. In the case of a variable speed ATS ground unit, the ground unit T is disposed between the left and right rails S and S closer to one rail S side than the center of the sleeper Q, as illustrated in FIG. Is done.

  Each ground element L, M1 to M3, N has a plurality of types of resonance frequencies according to the number of branch paths. In this example, since it is comprised so that it may branch to three courses, each ground element is comprised so that three types of resonant frequencies may be taken besides the resonant frequency corresponding to a stop display. Specific numerical values of the frequency can be set as appropriate according to the situation, but the conventionally used frequencies (130 kHz, 123 kHz, 103 kHz) are used as they are, and new frequencies (for example, 95 kHz, 90 kHz, etc.) are used. It is desirable to add (85 kHz, 80 kHz, 73 kHz). However, these numerical values are examples and are not limited. The transmission frequency of the vehicle upper is normally 103 kHz.

  As shown in FIG. 3, the variable frequency ATS ground element T has a resonance circuit board 11 embedded in a cavity formed in a part of the main body 10, and a resonance coil 13 is embedded in the main body 10 in advance. The cable 12 for connecting the board | substrate 11 with a ground child interlocking | linkage apparatus is arrange | positioned.

  As will be described later, a relay and a capacitor are added to the substrate 11 in order to increase the types of resonance frequencies. For this reason, since a required board | substrate dimension may become larger than before, in that case, the cavity dimension in the ground element main-body part 10 is expanded conventionally. Or what is necessary is just to respond | correspond by enlarging the external dimension of main-body part 10 itself conventionally.

  In order to vary the resonance frequency to a plurality, the substrate 11 is provided with a resonance circuit in which a plurality of relays are combined with a plurality of capacitor groups including semi-fixed variable capacitors and resistors as illustrated in FIG. . The relay is preferably of a double cut mechanism. Conventionally, only one combination of capacitor group and resistor and relay is used. When the relay is dropped (when it is not energized), it is displayed as stopped, and when the relay is raised (when it is energized), it is displayed as progress. It was made to correspond. However, in this example, in addition to the stop display, in order to correspond to the three types of progress display, three resonance circuit units composed of a combination of a relay, a capacitor group and a resistor are connected in parallel, and any relay is dropped or The resonance frequency is made different depending on whether it is raised.

  In the train operation control system of this example, each ground element L, M1 to M3, N has four types of resonance frequencies as shown in FIG. The resonance circuits of the ground elements L, M1 to M3 and N are configured to cause a common operation in conjunction with the display state of the traffic signal by the ground element interlocking device. That is, for the stop display, control is performed so that all the relays R1 to R3 are in a fall state with respect to all the ground elements. And when the traffic light shows the progress indication of the first route, the ground element interlocking device controls so that only the relay R1 is dropped in common in the resonance circuit of each ground element L, M1 to M3, N. As a result, each ground element L, M1 to M3, N is changed to a resonance frequency corresponding thereto. Similarly, when the traffic light shows the progress indication of the second route, the ground unit interlocking device shows only the relay R2 in each of the ground units L, M1 to M3, N and shows the progress indication of the third route. By dropping only the relay R3 in each of the ground elements L, M1 to M3, N in common, different resonance frequencies corresponding to the relays R3 are set.

  As in this example, the value of the resonance frequency to be adopted among the long ground element L, the intermediate ground elements M1 to M3, and the direct ground element N is changed by the control device on the upper side of the vehicle. May be configured so that the train position can be confirmed.

  Thus, the train operation control system according to the present invention can acquire the route instruction information displayed by the signal display on the vehicle upper side through the ground element when a plurality of routes are provided after the branch point. Therefore, by combining with the track information after the branch point held by the on-board database device, the speed limit based on the branching device and curve corresponding to the route number line is prevented, the stop position is not excessively passed, and the side where there is no home There is a great advantage in train operation management that the door opening prevention and the like can be automatically controlled on the upper side of the vehicle.

DESCRIPTION OF SYMBOLS 10 ... Ground element main part 11 ... Board | substrate 12 ... Cable 13 ... Resonance coil T ... Variable frequency ATS ground element L ... Long ground element M1, M2, M3 ... Intermediate ground element N ... Direct base element R1, R2, R3 ... Relays C1, C2, C11, C21, C31, C32 ... Capacitors C3, C4, C12, C13, C22, C23, C33, C34 ... Semi-fixed variable capacitors r01, r11, r21, r31 ... Resistance

Claims (2)

A variable speed ATS ground element disposed at a predetermined distance from a traffic signal installed in front of the branch point of the track, and a ground element interlocking device for switching the resonance frequency of the ground element in conjunction with the display state of the traffic signal An on-board unit that is mounted on a train and that reads the resonance frequency of the ground unit, an on-board database device that holds at least information relating to branching of the track, and a resonance frequency and on-board database that the on-board unit reads from the ground unit A control device that controls the operation of the train based on information held by the device,
The ground unit is configured to be able to switch to a resonance frequency of a different frequency corresponding to the number of routes after the branch point in addition to the frequency corresponding to the stop indication of the traffic signal, and the display state of the traffic signal before the branch point The resonance frequency is switched in conjunction with the
The control device determines a route after the branch point based on the resonance frequency read by the vehicle upper member when the train passes over the ground child, and performs operation control adapted to the determined route. Train operation control system that uses a variable speed ATS device.   The ground unit is a long ground unit that first transmits the current state of the traffic signal to the train arm of the train, a direct base unit installed relatively near the traffic signal, and the long ground unit and the direct base unit. The train operation control system using the variable frequency ATS device according to claim 1, wherein the train operation control system is one or a plurality of intermediate ground elements arranged between the two.

Images