JP2015136986A - Train safety device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train safety device capable of surely detecting abnormality of a transmission part and having high reliability, when a state that a necessary S/N cannot be secured on a reception part occurs, due to power increase of a reception signal band included in a transmission signal and flowing of power to the reception part, when signal transmission and reception are performed via an on-vehicle piece of a train safety device, signal power outputted by the transmission part flows in the reception part after becoming noise via the on-vehicle piece, and the transmission part becomes in an abnormal state.SOLUTION: An on-vehicle device 14 comprises: means for determining abnormality of an on-vehicle transmission part 1 by detection output, after detecting signal power of a frequency band of a transmission signal, in which the signal power flows in an on-vehicle reception part 5; and means for determining abnormality of the on-vehicle transmission part by detection output, after detecting the signal power of the frequency band of a reception signal in the transmission signal, in which the signal power flows in the on-vehicle reception part.

Description

  The present invention relates to a train security device that transmits first information from an on-vehicle device to a ground device, and transmits second information from the ground device to the on-vehicle device.

  As a train security device that transmits first information from an on-vehicle device to a ground device and transmits second information from the ground device to the on-vehicle device, an automatic train security device (ATS) as shown in Patent Document 1 is used. )It has been known.

The automatic train security device disclosed in Patent Document 1 is configured by a vehicle upper element and an on-vehicle apparatus mounted on a train, and the vehicle upper element and a ground element installed on a rail communicate with each other bidirectionally. Further, this on-vehicle device has the following characteristics (a) and (b).
(A) Transmitter (power wave transmission circuit for transmitting power wave for activating ground unit, train number information transmission circuit for transmitting information indicating train number), receiver (telegram information for receiving train control information) Receiving circuit) and a control unit that controls the transmitting unit and the receiving unit, and the transmitting unit and the receiving unit are connected to one onboard element.
(B) The on-board device is configured as a standby dual system, and the influence of a failure of the on-board device on the delay of the diagram is reduced.

JP 2008-99515 A

  However, in the conventional automatic train safety device, since signal transmission / reception is performed via one vehicle upper member, the signal power output from the transmission unit goes to the reception unit as noise via the vehicle upper child. It has become. For this reason, there is a possibility that the power of the reception signal band included in the transmission signal increases due to the abnormality of the transmission unit, and the power wraps around the reception unit, and the reception unit cannot secure the necessary S / N. As an example, FIG. 2 shows the power values for the frequency band of the transmission signal and the reception signal based on the signal power output from the on-vehicle transmission unit for normal time (solid line) and abnormal time (broken line).

  As a means for detecting the wraparound noise in the reception signal band described above, it is conceivable to periodically transmit a test signal from the transmission unit to the reception unit. Cannot be used because it cannot be distinguished from wraparound noise. For this reason, even a standby dual-system on-board device such as that disclosed in Patent Document 1 may not detect an abnormality of the transmission unit (a state in which the power of the reception signal band increases).

  Therefore, in the present invention, a standby safety system train safety device that transmits first information from an on-vehicle device to a ground device and transmits second information from the ground device to the on-vehicle device. Therefore, an object of the present invention is to provide a highly reliable train security device that can reliably detect an abnormality in a transmitter.

  In order to solve the above-mentioned problem, the train security device of the present invention is a means for detecting the amount of signal power in the frequency band of the transmission signal that wraps around the on-vehicle receiving unit, and determining abnormality of the on-vehicle transmitting unit based on the detection output. The on-board device includes means for detecting the amount of signal power in the frequency band of the received signal among the transmission signals that wraps around the on-vehicle receiving unit and determining abnormality of the on-vehicle transmitting unit based on the detection output. is there.

  In the train security device according to the present invention, in a system having a standby dual system configuration, it is possible to reliably detect an abnormality in the transmission unit and to immediately switch to the standby system if the abnormality is detected, thereby improving the reliability of the system. be able to.

It is a figure which shows the block diagram which concerns on Example 1 of this invention. It is a figure which shows an example (at the time of normal time and abnormal time) of each electric power value with respect to the frequency band of the transmission signal by the signal power which an on-vehicle transmission part outputs, and a received signal. It is a figure which shows the electric power value with respect to the frequency component of the electric power which an on-vehicle transmission part detects. It is a figure which shows the block diagram of the vehicle-mounted antenna which concerns on Example 1 of this invention.

  Hereinafter, examples which are specific embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a configuration diagram of a loop train security device according to an embodiment of the present invention.

  The loop train security device is a system that always performs two-way communication with each other between the ground and the vehicle. The on-board device transmits a train presence signal to the ground device via the on-board antenna, and the ground device is a loop line. A train control signal is transmitted to the on-board device via the vehicle.

  The loop train security device according to the embodiment includes an on-board device 14 and an on-board antenna 3 mounted on the train 15, a loop line 16 installed along the track, and a ground device 29 as main components.

First, the configuration of the on-board device 14 in the loop train security device of the embodiment will be described.
The on-board device 14 includes an on-vehicle transmission unit 1 (standby dual system configuration including a main system and a slave system) that performs modulation / amplification processing of the standing line signal, and an on-vehicle switching unit 2 that performs system switching of the on-vehicle transmission unit 1. On-vehicle BPF_B 4 that removes noise components other than the train control signal band, on-vehicle reception unit 5 that performs power detection and demodulation of the train control signal, and a control command for train control from the processing results of the on-vehicle reception unit 5 It is comprised from the on-vehicle control part 6 to produce | generate.

  The on-board transmission unit 1 includes an on-board modulation unit 7 that modulates the standing line signal, an on-board amplification unit 8 that performs amplification of the standing line signal, an on-board code determination unit 9 that performs code determination of the modulation data and the demodulation data, The on-board transmission signal band power determining unit 10 that determines the frequency band power of the standing line signal from the output signal of the on-vehicle amplifier 8 and the train control signal frequency by suppressing the standing line signal frequency band power from the output signal of the on-vehicle amplifier 8. A system switching command is issued to the on-vehicle reception signal waveband power determination unit 11 and the on-vehicle switching unit 2 that determine the train control signal frequency band power from the output signals of the on-vehicle BPF_A 12 and the on-vehicle BPF_A 12 that extract the electric power. The on-vehicle switching command unit 13 is configured.

  Furthermore, since the on-board antenna 3 of the loop train security device based on the embodiment performs bidirectional transmission of the on-line signal and reception of the train control signal simultaneously, as shown in FIG. It is constituted by.

Next, the configuration of the ground device 29 of the loop train security device based on the embodiment will be described.
The ground device 29 includes a ground transmission unit 17 (standby dual system configuration including a main system and a slave system) that performs modulation / amplification processing of a train control signal, a ground switching unit 18 that performs system switching of the ground transmission unit 17, and a standing signal Ground BPF_B 19 that removes noise components other than the band, ground receiving unit 20 that performs power detection and demodulation of the standing line signal, and ground control that outputs the standing line information to the operation management device (not shown) from the processing result of the ground receiving unit 20 The unit 21 is configured.

  The ground transmission unit 17 includes a ground modulation unit 22 that modulates a train control signal, a ground amplification unit 23 that amplifies the train control signal, a ground code determination unit 24 that performs code determination of modulated data and demodulated data, and ground amplification. The terrestrial transmission signal band power determination unit 25 that determines the frequency band power of the train control signal from the output signal of the unit 23, and the train control signal frequency band power is suppressed from the output signal of the ground amplification unit 23 to extract the standing line signal frequency band power Terrestrial BPF_A 27, terrestrial BPF_A 27 output signal terrestrial reception signal waveband power determination unit 26 for determining the power of the in-line signal frequency band and terrestrial switching command unit 28 for issuing a system switching command to the terrestrial switching unit 18 .

Next, the operation of the on-board device 14 of the loop train security device according to the present invention will be described.
First, the operation of transmitting a standing signal will be described. The on-board modulation unit 7 generates a modulated wave of the standing line signal with the data corresponding to the train number, and the on-board amplification unit 8 amplifies the modulated standing line signal, and the on-board transmission unit 1 to the on-board switching unit 2 to the on-board antenna 3.

Next, a train control signal receiving operation will be described.
The train control signal output from the ground device 29 to the loop line 16 is received by the on-board antenna 3, and noise other than the train control signal band is removed by the on-board BPF_B 4, and then input to the on-board receiving unit 5. The on-vehicle receiving unit 5 performs power detection and demodulation of the train control signal. The on-board controller 6 determines a train control command based on the processing result of the on-board receiver 5 (train control signal power value and demodulated data of the train control signal).

Furthermore, the abnormality detection operation of the on-vehicle transmission unit 1 will be described.
The abnormality detection includes (a) soundness confirmation of the modulation function and (b) soundness confirmation of the signal amplification function, which will be described in order.

(A) About the soundness confirmation of the modulation function For this abnormality detection, the on-board code determination unit 9 demodulates the output signal of the on-board amplification unit 8, and the demodulation result and the modulation content in the on-board modulation unit 7 are obtained. Realized by matching.

  When the on-board code determination unit 9 detects a mismatch, it reports to the on-board switching command unit 13 that an abnormality has occurred in the modulation function due to the failure of the on-board modulation unit 7 or the on-board amplification unit 8. Thereafter, the on-vehicle switching command unit 13 outputs a system switching command to the on-vehicle switching unit 2, and the on-vehicle switching unit 2 switches the on-vehicle transmission unit 1 from the main system to the slave system.

(B) About soundness confirmation of signal amplification function About this abnormality detection, in vehicle transmission signal waveband power determination part 10 and vehicle reception signal waveband power determination part 11, it is output electric power of vehicle amplification part 8. This is realized by detecting and determining the standing line signal frequency component and the train control signal frequency component.

First, a method for determining the standing signal frequency band power will be described.
The standing line signal frequency band power at the output part of the on-vehicle amplifier 8 is Ptd_amp (W) (see FIG. 3), and the gain with respect to the standing signal frequency band power at the signal input / output part of the branching circuit 44 in the on-board antenna 3 Is G1 (times), and the minimum value of the standing line signal frequency band power output from the on-board antenna 3 to the loop line 16 is Ptd_ant_min (W),
Ptd_amp (W) is
Ptd_amp × G1> Ptd_ant_min (W)
That is,
Ptd_amp> Ptd_ant_min / G1 (1)
If this condition is not satisfied, the desired power cannot be supplied to the loop line 16.

  Further, the gain of the standing line signal frequency band power at the train control signal output unit of the branching circuit 44 in the on-board antenna 3 is G2 (times), and the gain of the standing line signal frequency band of the onboard BPF_B 4 is G3 (times). , Ptd_amp × G2 × G3 (W) in-line signal frequency band noise wraps around the on-vehicle receiver 5.

Therefore, for the train control signal received from the ground device 29 via the loop line 16 and the on-board antenna 3, the minimum value of the train control signal frequency band power in the on-board receiving unit 5 is Patc_r_min (W), and the on-vehicle receiving unit If the required S / N ratio of the train control signal at the input section of 5 is A (times),
Patc_r_min / (Ptd_amp × G2 × G3)> A
That is,
Ptd_amp <Patc_r_min / (G2 × G3 × A) (W) (2)
If the above condition is not satisfied, the on-vehicle receiver 5 may not be able to demodulate the train control signal.

Therefore, the determination of the standing line signal frequency band power Ptd_amp (W) at the output unit of the on-vehicle amplifying unit 8 is performed by equation (3).
Ptd_ant_min / G1 <Ptd_amp
<Patc_r_min / (G2 × G3 × A) (3)

  In addition, the duration T (s) until the abnormality determination is out of the range of the expression (3) can be set to at least 10 ms (related to the control cycle of the software executing the abnormality determination process). To do. As a result, even if the duration is less than 10 ms and is outside the range of the expression (3), it can be determined that the fluctuation is instantaneous due to external noise or the like.

Further, the time from the start of the output of the standing line signal frequency band power outside the range of the expression (3) to the time when the communication error is detected by the onboard control unit 6 is T1 (s), and the onboard transmission signal waveband power determining unit 10 If the time until the on-vehicle switching unit 2 completes the system switching after the abnormality is detected is T2 (s), the duration T (s) until the abnormality is determined is
T + T2 <T1
That is,
T <T1-T2 (s) (4)
If the above condition is satisfied, the system switching can be completed before the on-board controller 6 detects a communication error.
Accordingly, it is assumed that the duration T (s) until abnormality is determined satisfies the equation (4).

  When the on-board transmission signal band power determination unit 10 continuously detects the standing line signal frequency band power Ptd_amp (W) outside the range of the expression (3) for a certain time (10 ms or more), the on-board transmission signal frequency band The power determination unit 10 causes the on-line signal frequency band component of the output power of the on-vehicle amplification unit 8 to be an unspecified value due to a failure of the on-vehicle modulation unit 7 or the on-vehicle amplification unit 8 with respect to the on-vehicle switching command unit 13. Report that Thereafter, the on-vehicle switching command unit 12 issues a system switching command to the on-vehicle switching unit 2, and the on-vehicle switching unit 2 switches the on-vehicle transmission unit 1 from the main system to the slave system.

Next, a method for determining train control signal frequency band power will be described.
Train control signal frequency band power at the output of the on-vehicle amplifier 8 is Patc_amp (W) (see FIG. 3), and the train control of the demultiplexing circuit 44 in the on-board antenna 3 with respect to the output of the on-vehicle amplifier 8 Train control signal of Patc_amp × G4 × G5 (W) where G4 (times) is the gain of the train control signal frequency band power in the signal output unit and G5 (times) is the gain of the train control signal frequency band of on-board BPF_B 4 The frequency band noise will be input to the on-vehicle receiver 5,
Patc_r_min / (Patc_amp × G4 × G5)> A
That is,
Patc_amp <Patc_r_min / (G4 × G5 × A) (W)
(5)
If the above condition is not satisfied, the on-vehicle receiver 5 may not be able to demodulate the train control signal.

  On the other hand, the train control signal frequency band power received from the loop line 16 by the on-board antenna 3 is Patc_ant (W), and the demultiplexing circuit 44 in the on-board antenna 3 with respect to the antenna unit 43 in the on-board antenna 3. If the gain of the train control signal frequency band power of the standing line signal input section at G6 is G6 (times), the train control signal frequency band power of Patc_ant × G6 (W) will circulate into the on-vehicle amplification section 8.

Therefore, the determination of Patc_amp (W) is performed by the equation (6) in consideration of the maximum value Patc_ant_max (W) of the train control signal frequency band power received by the on-board antenna 3.
Patc_amp + (Patc_ant_max × G6) <
Patc_r_min / (G4 × G5 × A) (W)
That is,
Patc_amp <
Patc_r_min / (G4 × G5 × A) − (Patc_ant_max × G6) (W)
(6)
Similarly to the determination of the standing line signal frequency band power, the continuation time until it becomes out of the range of the equation (6) and the abnormality is determined is at least 10 ms, and the system control unit 6 detects the communication error until the on-board controller 6 detects the communication error. A value that can complete the switching.

  When the on-vehicle received signal waveband power determination unit 11 continuously detects the train control signal frequency band power Patc_amp (W) outside the range of the expression (6) for a certain time (10 ms or more), the onboard switching command unit 12, it is reported that the train control signal frequency band component of the output power of the on-vehicle amplifying unit 8 is a non-regulated value due to the failure of the on-vehicle modulating unit 7 or the on-vehicle amplifying unit 8. Thereafter, the on-vehicle switching command unit 13 issues a system switching command to the on-vehicle switching unit 2, and the on-vehicle switching unit 2 switches the on-vehicle transmission unit 1 from the main system to the slave system.

The above is an embodiment of the present invention. In addition, although said content demonstrated the abnormality detection of the on-board apparatus in a loop type train safety apparatus, the case of a ground apparatus is the same.
In addition, the present invention can be applied not only to the loop train security device but also to a train security device that performs two-way communication between the ground and the vehicle such as an automatic train security device (ATS). Of course.

DESCRIPTION OF SYMBOLS 1 ... On-vehicle transmission part 2 ... On-vehicle switching part 3 ... On-vehicle antenna 4 ... On-vehicle BPF_B
5: On-vehicle receiver 6 ... On-vehicle controller 7 ... On-vehicle modulator 8 ... On-vehicle amplifier 9 ... On-vehicle code determination unit 10 ... On-vehicle transmission signal wave On-vehicle reception signal wave band power determination unit 12 ... On-vehicle BPF_A
13: On-vehicle switching command unit 14: On-vehicle device 15 ... Train 16 ... Loop line 17 ... Ground transmitter 18 ... Ground switching unit 19 ... Ground BPF_B
20 terrestrial receiving unit 21 terrestrial control unit 22 terrestrial modulation unit 23 terrestrial amplification unit 24 terrestrial code determination unit 25 terrestrial transmission signal waveband power determination unit 26 .. Terrestrial received signal band power determination unit 27 ... Terrestrial BPF_A
28: Ground switching command unit 29 ... Ground device 43 ... Antenna unit 44 ... Branching circuit

Claims (6)

A vehicle upper body that performs bidirectional simultaneous transmission of first information from the vehicle upper side to the ground side and reception of second information from the ground side to the vehicle upper side;
An on-vehicle device comprising an on-vehicle transmission unit that generates the first information and an on-vehicle reception unit that detects the second information from a reception signal of the on-board element;
A ground unit that performs bidirectional simultaneous reception of the first information and transmission of the second information;
A ground device including a ground receiving unit that detects the first information from a reception signal of the ground unit and a ground transmitting unit that generates the second information;
Have
The first information and the second information are different signal frequency bands,
The on-vehicle device detects a part of the signal power in the signal frequency band of the first information that travels to the on-vehicle receiving unit, and determines an abnormality of the on-vehicle transmitting unit based on the detection output. And detecting the amount of signal power in the signal frequency band of the second information included in the first information wrapping around the on-vehicle receiving unit, and determining abnormality of the on-vehicle transmitting unit based on the detection output A configuration comprising two determination means, and
The ground device detects the amount of signal power in the signal frequency band of the second information that circulates to the ground receiving unit, and determines the abnormality of the ground transmitting unit based on the detection output; and Fourth determination means for detecting the amount of signal power in the signal frequency band of the first information included in the second information that circulates to the terrestrial receiver, and determining abnormality of the terrestrial transmitter by the detection output; Configuration with,
A train security device employing at least one of the configurations. The train security device according to claim 1,
The on-vehicle transmission unit and the ground transmission unit both have a standby dual system configuration,
The on-vehicle transmission unit includes vehicle upper side switching means for switching the on-vehicle transmission unit to a standby system from the results of the first and second determination units,
The above-mentioned ground transmission part is provided with the ground side switching means which switches the above-mentioned ground transmission part to a standby system from the result of said 3rd and 4th judgment means, The train security device characterized by things. The train security device according to claim 2,
The on-vehicle transmission unit includes an on-vehicle side modulation unit that modulates the first information, an on-vehicle side amplification unit that amplifies the modulated signal, and an on-vehicle side unit that collates the modulated signal and a signal obtained by demodulating the amplified signal. A configuration including a code determination unit, and the ground transmission unit includes a ground side modulation unit that modulates the second information, a ground side amplification unit that amplifies the modulation signal, the modulation signal, and the amplification signal. A configuration comprising ground side code judgment means for collating the demodulated signal,
A train security device employing at least one of the configurations. The train security device according to claim 3,
The vehicle upper side switching means switches the onboard transmission unit to a standby system from the result of the vehicle upper side sign determination means,
The above-mentioned ground side switching means switches the above-mentioned ground transmission part to a standby system from the result of the above-mentioned ground side code judging means, The train security device characterized by things. A train security device according to any one of claims 1 to 4,
The train security device, wherein the first information is a train presence signal, and the second information is a train control signal. The train security device according to any one of claims 1 to 5,
A train security device, wherein the vehicle upper element is configured by an antenna, and the ground element is configured by a loop line.

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