JP2021127007A - Train control information transmission system - Google Patents

Abstract

To provide a train control information transmission system that does not require any cable between a ground element and a signal device and any control relay.SOLUTION: A train control information transmission system includes: an on-vehicle element 12 receiving a frequency signal showing whether or not a course on a traveling path on which a train 10 is traveling is travelable from a ground element 21 installed on the traveling path; an on-vehicle signal device 11 receiving the frequency signal from the on-vehicle element to control the train; a simulated load 4; a switcher 3 switching connection of an input circuit of the frequency signal to the on-vehicle signal device to the on-vehicle element or the simulated load; an on-vehicle radio machine 2 receiving train control information by that it is possible to determine whether or not the course transmitted from the outside of the train wirelessly is travelable; and a course information transmission device 1 determining whether or not the course is travelable based on the train control information from the on-vehicle radio machine and controlling the switcher. A course information transmission device controls the switcher to connect the simulated load to the on-vehicle signal device when it is determined that the course is travelable.SELECTED DRAWING: Figure 1

Description

The technical field is related to train control of railway systems.

In the railway system, it is basic for the driver to drive the train according to the signal displayed on the traffic light, and in order to prevent accidents due to the driver's misidentification or erroneous operation, safety equipment such as an automatic train stop has been installed for some time. It has been installed.

For example, in the conventional ATS (Automatic Train Stop) -S type automatic train stop, a resonance circuit is formed with the on-board element and oscillates at a predetermined frequency at all times, and the on-board element is a predetermined distance before the signal. When passing over the ground element provided in, the oscillation frequency of the on-board element is changed to the resonance frequency of the ground element by electromagnetic coupling. The automatic train stop detects this change and activates the train brake. The ground element used at this time is connected to the traffic light by a control cable, and is designed so that the internal electric circuit changes depending on the indication of the traffic light. Specifically, it usually constitutes an electric circuit that resonates at a specific frequency, which means a stop indication of a traffic light, but when the traffic light is other than the stop indication, the resonance circuit is invalidated by the operation of the control relay. It is a mechanism that becomes. With this mechanism, it is possible to operate the train brake when the traffic light is stopped, without operating the train brake when the traffic light is not stopped.

In Patent Document 1, in addition to the above mechanism, an automatic train stop device has an on-vehicle database that stores information such as vehicle performance and travel routes, and detects a change in the oscillation frequency of an on-vehicle element. , A mechanism for creating a speed check pattern with a predetermined stop point as a base point based on the database and controlling a train according to this speed check pattern is disclosed.

Japanese Patent No. 5391742

However, the ground element used in the above-mentioned mechanism needs to change the electric circuit inside the ground element depending on the indication of the traffic light. That is, it is necessary to connect to the traffic light with a control cable, and the burden of maintenance is large.

In order to solve the above problems, for example, the configuration described in the claims is adopted. The train control information transmission system of the present application includes a plurality of means for solving the above problems. For example, a frequency signal indicating whether or not the train can travel on the route on which the train travels is installed on the route. In a train control system including an on-board element that receives from the above-ground element and an on-vehicle signal device that receives the frequency signal from the on-board element and controls the train, a simulated load and the on-vehicle A switch for switching whether the frequency signal input circuit to the signal device is connected to the on-board child or the simulated load, and whether or not the train can travel on the route transmitted wirelessly from the outside of the train. An on-board radio that receives train control information that can be determined, and a course information transmission device that determines whether or not the train can travel on the course based on the train control information from the on-board radio and controls the switch. The track information transmitting device is characterized in that, when it is determined that the track can travel, the switch is controlled to connect the simulated load to the on-board signal device.

According to the above means, the ground element does not need to change the internal electric circuit by the indication of the traffic light. That is, since the ground element only needs to be configured with an electric circuit that always resonates with a specific frequency, it is possible to eliminate the need for a cable or control relay between the ground element and the traffic light. Issues, configurations and effects other than those mentioned above will be clarified by the description of the following examples.

The figure which shows the configuration example of the train control information transmission system of Example 1. FIG. The figure which shows the configuration example in the case where the course information transmission device of Example 1 includes a display. The figure which shows the configuration example in the case where the course information transmission device of Example 1 detects a failure of a ground element. The figure which shows the configuration example of the train control information transmission system of Example 2. FIG.

Hereinafter, examples of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing the configuration of the train control information transmission system of the first embodiment and the connection with the on-board signal device mounted on the train. The train 10 is equipped with an on-board signal device 11, a on-board child 12, and a display 13, and in addition to these, a course information transmission device 1, an on-board radio 2, a switch 3, and the like, which constitute this system. A simulated load 4 is mounted.

The switch 3 is a switch for switching whether the frequency signal input circuit to the on-board signal device 11 is connected to the on-board element 12 or the simulated load 4. The simulated load 4 is an element having a load equivalent to that of the on-vehicle element 12 when viewed from the on-vehicle signal device 11. As for the on-board signal device 11, any device may be assumed as long as it is a device that controls the train based on the frequency signal from the variable frequency ground element laid on the track. In the embodiment, the ATS-S type on-board signal device will be described as a premise.

First, the ATS-S type on-board signal device 11, the on-board element 12, and the display 13 mounted on the train 10 will be described.

The on-vehicle signal device 11 forms a resonance circuit with the on-vehicle element 12 and always oscillates at a predetermined frequency, and the on-vehicle element 12 sits on the ground element 21 provided in front of the signal 19 by a predetermined distance. When it passes, the oscillation frequency of the on-board element 12 is changed to the resonance frequency of the ground element 21 by electromagnetic coupling. The on-board signal device 11 detects this change and operates the brake of the train 10.

The conventional ATS-S type ground element used at this time is connected to the traffic light 19 by a control cable, and is designed so that the internal electric circuit changes depending on the indication of the traffic light 19. Specifically, it usually constitutes an electric circuit that resonates at a specific frequency, which means a stop indication of a traffic light, but when the traffic light is other than the stop indication, the resonance circuit is invalidated by the operation of the control relay. Designed to be.

On the other hand, the ground element 21 of the present invention has a fixed resonance circuit that always resonates at a specific frequency, is not connected to other equipment by a cable or the like, is installed independently, and requires a control relay. do not. Instead, the route information transmission device 1 of the present invention determines whether or not the vehicle can travel in the forward route based on the train control information received from an external device (not shown) via the on-board radio 2, and allows the vehicle to travel in the forward route. When it is determined that, while the on-board element 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12, and the ground element. Prevent electromagnetic coupling with 21. At this time, the on-board signal device 11 does not operate the brake of the train 10.

On the contrary, when it is determined that the track information transmission device 1 of the present invention indicates that the vehicle cannot travel in the forward path, the track information transmission device 1 controls the switch 3 to connect the on-board signal device 11 to the on-board element 12, and the ground element 21 and the electromagnetic wave. Combine. At this time, the on-board signal device 11 operates the brake of the train 10. This point is different from the mechanism of the existing automatic train stop.

Next, the course information transmission device 1 of the present invention will be described. The course information transmission device 1 stores the geographic information of the course in the station yard and the closed section in the middle of the station (both are hereinafter referred to as the course), and the position information of the ground element 21 provided in front of the course boundary 20. Keep it.

Further, the course information transmission device 1 recognizes the position of its own train by using a device (not shown). As for the means for recognizing the position of the own train, a method using a pulse signal from a speed generator, a method using radio waves from a satellite such as GPS (Global Positioning System), a method using a laser radar and an environmental map Etc., but the method is not limited in the present invention. Alternatively, the course information transmission device 1 may input train position information from another device that recognizes its own train position. For example, if an ATS-Dx type on-board signal device, which is an enhanced version of the ATS-S type on-board signal device, is mounted on a train, the own train position information may be acquired from such a device.

Further, the route information transmission device 1 receives train control information from an external device (not shown) via the on-board radio 2. The train control information only needs to include contents that can determine whether or not the train can travel in the course in front of the train, and many methods are disclosed for controlling the closed section in the middle of the station and controlling the course in the station yard. For example, train detection results by train detection devices such as track circuits and axle detectors installed in closed sections, course opening information of interlocking devices that control the course inside stations, and occupancy of blocks that virtually divide lines. One or more of these pieces of information, such as information on trains with rights, are received via a ground-side radio (not shown) and an on-board radio 2 connected to the ground-side radio.

Alternatively, the route information transmission device 1 of each train on the route transmits the position information of the train to a management device (not shown) via the on-board radio 2, and the management device is created based on the position information of each train. A mechanism may be used in which the travel availability information of the forward course of each train is transmitted to the course information transmission device 1 of each train, and the course information transmission device 1 of each train receives this.

The wireless communication method is not particularly limited. Telephone line communication using a mobile phone, satellite communication using an artificial satellite, or the like may be used.

Then, the route information transmission device 1 determines whether or not the route ahead of the own train can travel based on the geographical information of the route in the middle of the station or in the station yard, the position information of the own train, and the above-mentioned train control information. For example, when the train control information is the train detection result from the train detection device installed in the closed section in front of the own train, the course information transmission device 1 can travel if the train is not detected, and cannot travel if the train is detected. Judge.

Further, when the train control information is the course opening information from the interlocking device that controls the course in the station yard in front of the own train, the course information transmission device 1 can run if the course is open, and cannot run if the course is not open. to decide. Further, if the train control information is the possession right information of the block that virtually divides the route, the course information transmission device 1 can run if the own train secures the possession right of the block in front of the own train. If not, it is judged that the vehicle cannot run. Further, when the course information transmission device 1 receives the travelability information of the own train forward course from a ground device (not shown), this information may be used as it is.

Then, when it is determined that the forward course of the own train can travel, the course information transmission device 1 is based on the position information of the ground element 21 provided in front of the course and the position information of the own train. While the 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12 so as not to electromagnetically couple with the ground element 21. As a result, the on-board signal device 11 does not operate the brake of the train 10 without receiving the signal changed to a specific frequency.

On the contrary, when it is determined that the forward course of the own train cannot travel, the course information transmission device 1 is on the vehicle based on the position information of the ground element 21 provided in front of the course and the position information of the own train. While the child 12 passes over the ground element 21, the switch 3 is controlled to connect the on-vehicle child 12 to the on-board signal device 11 so as to electromagnetically couple the child 12 with the ground element 21.

However, considering the failure of the course information transmission device 1 and the switch 3, and considering the safety side control that operates the train brake even in that case, the on-board signal device 11 and the on-board child 12 are in the normal state. It is desirable to design so that they can be connected. In that case, the course information transmission device 1 inputs a control signal to control the switch 3 only when it is determined that the course ahead of the own train can travel, and the on-board signal device 11 is connected to the on-board child 12. Instead, the simulated load 4 may be connected.

With the above mechanism, in the line where the on-board signal device controls the train based on the frequency signal from the variable frequency ground element laid on the track, it is connected to the signal with a control cable and inside by the indication of the signal. Train control equivalent to the conventional one can be realized by using a ground element with a fixed electric circuit that always resonates at a specific frequency without using a ground element designed to change the electric circuit, and the burden of maintenance is heavy. The control cable to the signal can be eliminated.

Further, as shown in FIG. 2, if the route information transmission device 1 is provided with the display 5 and displays to the driver the result of determining whether or not the route in front of the train can travel based on the train control information, it is possible to display the result on the ground. The traffic light can be eliminated.

Further, as shown in FIG. 3, the route information transmission device 1 determines that the route in front of the train can travel based on the train control information, controls the switch 3, and applies a simulated load 4 to the on-board signal device 11. When connected, the track information transmission device 1 forms a resonance circuit with the on-board element 12 separated from the on-board signal device 11 and oscillates at a predetermined frequency. In this way, in the course information transmission device 1, the on-board child 12 passes over the ground element 21 based on the position information of the ground element 21 provided in front of the course and the position information of the own train. At that time, the variation of the resonance frequency can be detected. Conversely, if the variation in the resonance frequency is not detected, it is considered that the ground element 21 is out of order. That is, if the course information transmission device 1 is provided with the above circuit, the ground element 21 can be inspected without dispatching maintenance personnel to the installation point of the ground element 21.

In a system such as the ATS-Dx type, which has higher functionality than the ATS-S type, the speed check pattern generated by the on-board signal device is erased. A ground element designed to construct an electric circuit that resonates at a frequency different from the frequency indicating the above may be used. When there is such a ground element, when it is determined that the course ahead of the own train cannot travel, the on-vehicle signal is controlled by controlling the switch 3 while the on-board element 12 passes over the ground element 21. A simulated load 4 is connected to the device 11 instead of the on-board element 12 so as not to be electromagnetically coupled to the ground element.

In the first embodiment, the route information transmission device determines whether or not the train can travel in the route ahead of the train based on the train control information received from an external device (not shown) via the on-board radio, and based on the determination result, the vehicle. It was controlled whether to connect the on-board child to the upper signal device or to connect a simulated load instead, but the same mechanism can be used for control when passing a railroad crossing.

The system configuration of the second embodiment is the same as that of the first embodiment, and the same reference numerals are given to the parts corresponding to the first embodiment, and the duplicate description will be omitted. That is, the system configuration is as shown in FIG. The difference from the first embodiment is that the course information transmission device 1'stores the geographical information of the railroad crossing 22 and the position information of the ground element 21 provided in front of the railroad crossing 22 and the on-board radio 2. This is a point of receiving railroad crossing state information from an external device (not shown) via the railroad crossing. The railroad crossing status information may include content that can determine whether or not the railroad crossing in front of the train can travel. For example, a report on the completion of shutting off the railroad crossing control device, an obstacle detection result of the railroad crossing obstacle detection device, and the like are received via the on-board radio 2.

Then, the course information transmission device 1'determines whether or not the railroad crossing in front of the railroad crossing can travel based on the geographical information of the railroad crossing section, the position information of the own train, and the above-mentioned railroad crossing state information. For example, when the railroad crossing state information is a railroad crossing completion report from the railroad crossing control device, the course information transmission device 1'determines that traveling is possible if the railroad crossing is completed, and that traveling is not possible if the railroad crossing is not completed. Further, when the railroad crossing state information is an obstacle detection result from the railroad crossing obstacle detection device, the course information transmission device 1'determines that the vehicle can travel if there is no obstacle and cannot travel if there is an obstacle.

Then, when it is determined that the railroad crossing in front of the own train can travel, the course information transmission device 1'is based on the position information of the ground element 21 provided in front of the railroad crossing and the position information of the own train. While the upper element 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12 so as not to electromagnetically couple with the ground element 21. .. As a result, the on-board signal device 11 does not receive the signal changed to a specific frequency and does not operate the brake of the train 10.

On the contrary, when it is determined that the railroad crossing in front of the own train cannot travel, the course information transmission device 1'is based on the position information of the ground element 21 provided in front of the railroad crossing and the position information of the own train. While the upper element 12 passes over the ground element 21, the switch 3 is controlled to connect the on-board signal device 11 to the on-board element 12 and electromagnetically couple the upper element 12 with the above-ground element 21.

However, as in the case of the first embodiment, in consideration of the failure of the course information transmission device 1'and the switch 3 and the safety side control for operating the train brake in that case, the on-board signal device in the normal state. It is desirable to design so that the 11 and the on-board child 12 are connected. In that case, only when it is determined that the railroad crossing in front of the own train can travel, the switch 3 may be controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board child 12.

With the above mechanism, by installing a ground element with a fixed electric circuit that always resonates at a specific frequency in front of the railroad crossing, it is connected to the device installed at the railroad crossing with a control cable and inside depending on the state of the railroad crossing section. Without using a ground element designed to change the electric circuit, it is possible to realize control to operate the train brake on the on-board signal device 11 when the railroad crossing is not completely cut off or when an obstacle is detected.

Furthermore, if the course information transmission device 1'is equipped with a display and displays to the driver the result of determining whether or not the railroad crossing in front of the train can run based on the railroad crossing status information, a special signal for the railroad crossing becomes unnecessary. can do.

Further, when the course information transmission device 1'determines that the railroad crossing in front of the train can travel based on the railroad crossing state information and controls the switch 3 to connect the simulated load 4 to the on-board signal device 11, the course If the information transmission device 1'consists with the on-board element 12 separated from the on-board signal device 11 and oscillates at a specified frequency, the on-board element 12 will move over the ground element 21. When it passes, the variation of the resonance frequency can be detected. Conversely, if the variation of the resonance frequency is not detected, it is considered that the ground element is out of order. That is, as in the first embodiment, if the course information transmission device 1'is provided with the above circuit, the ground element 21 can be inspected without dispatching maintenance personnel to the installation point of the ground element 21. Become.

The present invention is not limited to the above-described examples, and includes various modifications. The above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations.

1, 1'Course information transmission device 2 On-board radio 3 Switch 4 Simulated load 5 Indicator 10 Train 11 On-board signal device 12 On-board element 13 Indicator 19 Signal 20 Route boundary 21 Ground element 22 Railroad crossing

Claims (8)

A on-board child that receives a frequency signal indicating whether or not the train can travel on the track on the running path is received from a ground element installed on the traveling path, and the frequency signal is received from the on-board element to control the train. In a train control information transmission system equipped with an on-board signal device
Simulated load and
A switch that switches whether the frequency signal input circuit to the on-board signal device is connected to the on-board element or the simulated load.
An on-board radio that receives train control information that can determine whether or not the train can travel in the course, which is transmitted wirelessly from the outside of the train.
A route information transmission device that determines whether or not the vehicle can travel on the route based on the train control information from the on-board radio and controls the switch is provided.
The train control information transmission system is characterized in that, when it is determined that the route information transmission device indicates travelability of the route, the changeover device is controlled to connect the simulated load to the on-board signal device. The train control information transmission system according to claim 1.
When the route information transmission device determines that the vehicle can travel on the route, the vehicle-mounted element passes over the ground element based on the position information of the ground element and the position information of the own train. , A train control information transmission system characterized in that the simulated load is connected to the on-board signal device by controlling the switch. The train control information transmission system according to any one of claims 1 to 2.
The route information transmission device is characterized in that, when it is determined that the vehicle cannot travel on the route, the switch is controlled to connect the on-vehicle signal device to the on-vehicle signal device to receive the frequency signal. Train control information transmission system. The train control information transmission system according to any one of claims 1 to 3.
The switch connects the on-board signal device and the on-board child in a normal state, and connects the on-board signal device and the simulated load when a control signal is input from the course information transmission device. A train control information transmission system featuring. The train control information transmission system according to any one of claims 1 to 3.
The train control information transmission system is characterized by comprising a display for displaying to the driver the result of determining whether or not the train can travel on the route based on the train control information. The train control information transmission system according to claim 2.
When it is determined that the track information transmission device indicates the ability to travel on the track, the track information transmission device is connected to the on-board element separated from the on-board signal device, and the position information of the ground element and the position information of the own train are obtained. Based on this, a train control information transmission system comprising detecting a failure of the above-ground element when the on-board element passes over the above-ground element. The train control information transmission system according to any one of claims 1 to 6.
A train control information transmission system characterized in that the course is a railroad crossing section, and the train control information is railroad crossing state information capable of determining whether or not the train can travel in the railroad crossing section. The train control information transmission system according to any one of claims 1 to 7.
The ground element is a train control information transmission system characterized by having a fixed electric circuit that always resonates at a specific frequency.

Images