JP3284041B2 - Communication device for train control - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train control communication device, and more particularly to a train control circuit for detecting a train using a track circuit and providing train control information such as ATC to the train from the ground side. Regarding what was done.

[0002]

2. Description of the Related Art Conventionally, in a train control communication device using a track circuit, a rail (track) is divided into predetermined lengths to form a part of the track circuit, and the starting end side of the track circuit (the train advances). Side), a transmitter for transmitting a signal of a predetermined frequency is connected, and a receiver for receiving a signal is connected to the terminal side (the side where a train enters) of the track circuit.

[0003] In the above configuration, when a train is present in the block section and the rail is short-circuited by the axle (wheel) of the train, the reception level of the receiver is reduced. , The reception level is maintained at a predetermined height. Therefore, the orbit relay is turned on at the output of the receiver.
When N and OFF are set, it is possible to detect the track circuit in the ON and OFF states, that is, the presence or absence of the train in the block section.

[0004] The above-mentioned track circuit is electrically insulated from an adjacent track circuit by an impedance bond or the like by an impedance bond or the like, so that it does not interfere with a train detection signal of the adjacent track circuit. It is devised. In the case where the signal is formed electrically insulated from the AC signal, interference is prevented by making the frequencies of the detection signals used in the adjacent track circuits different from each other.

[0005] In the above-described conventional train detection device using a track circuit, the rails forming a part of the track circuit are in an environment that is susceptible to noise, so that the S / N ratio tends to be low, and the rails adjacent to each other are adjacent. There is a drawback that the circuit configuration is complicated because the carrier frequency is changed or a resonance circuit is provided at the boundary of the track in order to eliminate mutual interference with the track.

In order to solve such a drawback, the present applicant has proposed a train position detecting device having a high noise resistance characteristic by transmitting a train detecting signal to a starting end side of a rail forming a track circuit by a predetermined PN code. The spread signal is supplied at the end of the rail, and the spread signal is received from the terminal side of the rail, and the train detection signal is detected by the despread processing with the PN code. There has been proposed a train position detecting device which detects the presence or absence of a train on the rail based on a change in the level of the received signal (for example, Japanese Patent Application Laid-Open No. 5-254431).

[0007] With the above proposal by the present applicant, a train position detecting device with high noise resistance can be realized.
In addition, since the above proposed device is characterized by using a PN code, the present applicant uses the feature to not only detect a train but also use an ATC for a train from the ground side, that is, an ATC for a vehicle side. And the like (hereinafter, referred to as ATC information) to provide a train control communication device (for example, Japanese Patent Application Laid-Open No. 5-262235). Here, a signal composed of two waves superimposed and spread with a PN code having a phase corresponding to train control is generated and transmitted to the upper side of the vehicle.

[0008]

The communication device for train control according to the above proposal has a feature that train detection and transmission of ATC information can be realized with high noise resistance.
An object of the present invention is to provide a train control communication device which is further improved and has excellent safety.

[0009]

In order to achieve the above object, a train control communication device according to the present invention is provided with a transmitting means for transmitting a train control signal to a starting end of a rail forming a track circuit. A train running on the rail, or a train control communication device provided with a receiving means for receiving the transmitted train control signal at the terminal side of the rail, wherein the train control signal transmitted from the transmission means is provided. Is characterized by being formed by two-wave superposition spread with a PN code having a phase difference corresponding to train control, and the phase difference is assigned to a higher-order speed information signal for train control.

[0010]

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram of a communication device for train control, in which T is a track circuit forming one block section (in the present invention, a rail forming this track circuit is sometimes indicated by T). is there. Although only one track circuit is shown here for simplification of the drawing, this track circuit is provided with a large number of track circuits also in the front-rear direction of the illustrated track circuit T. In addition, the section of each track circuit may be a section using a known impedance bond, or may be a non-insulated section in which a capacitor or the like is interposed between rails.

Hereinafter, a train control communication device corresponding to the block section T will be described.

The transmitter 1 transmits a carrier (f) having a predetermined frequency.
c), a pair of spreading circuits 3a and 3b for spreading the carrier (fc) output from the signal generating circuit 2, and a pair of spreading circuits 3a and 3
An addition circuit 4 adds the signals spread by b, and a transmission circuit 5 including a band-pass filter 5a and an amplification circuit 5b for sending the added signal to the beginning of the rail T.

A pair of spreading circuits 3a and 3b are provided with a predetermined reference PN code (PNi) assigned to a block section T from a PN code generation circuit (hereinafter referred to as PNG) (not shown).
Is supplied to the other spreading circuit 3b, and the other spreading circuit 3b has a P.sub.1 having a phase difference .theta.
The N code (PNi (θ1)) is supplied.

The phase difference θ 1 corresponds to the ATC information. For example, when the ATC information is speed indication information for the train A, 40 km / h is θ 1, and 80 km / h is θ 2, 1
00 km / h is θ3 and is assigned while maintaining the relationship of θ1 <θ2 <θ3.

If the ATC information is, for example, color lamp type presenting information, .theta.1 is red, .theta.2 is yellow, .theta.3 is blue, and is assigned while maintaining the relationship of .theta.1 <.theta.2 <.theta.3. I have. In other words, the phase assignment is determined so that the higher the indication, the larger the phase.

The ground receiver 10 converts the signal from the terminal end of the rail T into a band-pass filter 11a and an amplifier circuit 11b.
It is configured to be able to receive by the receiving circuit 11 comprising.

The signal received by the receiving circuit 11 is configured to be demodulated by a pair of demodulating circuits 12a and 12b. The signal used in this demodulation processing is a signal having the same frequency as the carrier (fc) used in the transmitter 1 and generated by the signal generation circuit 13, and this signal is directly sent to one demodulation circuit 12a. And the other demodulation circuit 12b is supplied via the conversion circuit 14 with the phase shifted by π / 2, that is, inverted.

The signal including the PN code from the transmitter 1 which has been processed and extracted by the demodulation circuits 12a and 12b is A / D
After being converted into digital signals by (analog-to-digital) conversion circuits 16a and 16b, the correlators 17a and 1
7b.

In each of the correlators 17a and 17b, the correlation value is calculated using a PN code from a PN code generation circuit (not shown) for generating the same reference PN code (PNi) as that used in the transmitter 1. The detected correlation values are configured to be squared by squaring circuits 18a and 18b, respectively, and then added by an adding circuit 19. Therefore, as will be described in detail later with reference to the time chart of FIG. 2, the output from the adder circuit 19 has a timing corresponding to the PN code (PNi), (PNi (θi)) transmitted from the transmitter 1. A signal is obtained.

The level determination circuit 20 has two PN codes (PNi) and (PNi (θ1) with a threshold value for identifying the PN codes (PNi) and (PNi (θ1)).
)) Can be extracted, and the extracted signal can be output to the phase detection circuit 21. In the phase detection circuit 21, the level determination circuit 2
0 is the PN code (PNi) and the PN code (PNi (θ1))
The phase difference (θ1) between the two PN codes (PNi) and (PNi (θ1)) corresponding to the ATC information can be detected and output from the timing when this is detected.

Therefore, when the train A does not exist on the track circuit T, the ATC information can be received from the terminal side of the rail T.
It can be sent to a rear track circuit (a track circuit located on the right side of the track circuit T in FIG. 1).

When the reception of the ATC information is not required and only the train detection of the track circuit T is sufficient, the phase detection circuit 21
The above configuration can be omitted, and only the configuration of the following train detection circuit can be used.

Next, detection of a train by the track circuit T will be described. The despreading circuit 22 converts the input signal from the receiving circuit 11 into the same reference PN code (P code) as that used on the transmitter 1 side.
Ni). The PN code (PNi) used here is determined by the level determination circuit 20.
Is processed by the cycle detection circuit 23, and the PN code (PN
i) is obtained by driving the PNG 24 that generates i). Therefore, the despreading circuit 22 can perform the despreading process while keeping the state synchronized with the transmitter 1 side.

The signal subjected to the despreading process is processed by a band-pass filter 25, and then demodulated by a demodulation circuit 26 using a signal (fs) having a frequency different from the carrier (fc) used in the transmitter 1. Then, the signal is input to a detection circuit 27 including a band-pass filter, an amplification circuit, a detection circuit, and a level determination circuit.

The output side of the detection circuit 27 is connected to an AND circuit 28
The other input terminal of the AND circuit 28 is connected to the output side of the level determination circuit 20. Therefore, in the state where the train A does not exist in the track circuit T, a signal is input to both input terminals of the AND circuit 28, and the track relay 29 connected to the output side of the AND circuit 28 is lifted (ON). When the track circuit T is short-circuited on the axle of the train A and is not input to the AND circuit 28, the track relay 29 can be detected.
Falls (OFF), and the presence of a train can be detected.

The track relay 29 is provided by an AND circuit 28.
, And the level determination circuit 20 and the detection circuit 27 are driven by an AND condition. However, the AND circuit may be omitted and the detection circuit 27 may be driven only by the output. However, as in this example, the AND circuit 2
When the circuit 8 is interposed, it is possible to check whether or not the circuit configuration for obtaining the ATC information is functioning normally. Therefore, it is possible to improve the safety.

On-board receiver 100 mounted on train A
Is configured similarly to the terrestrial receiver 10 described above,
It is configured to process a signal received by the antenna a.

Of the components of the on-vehicle receiver 100, the same components as those of the ground receiver 10 are described below.
The same reference numerals as those of the terrestrial receiver 10 are assigned with reference numerals in the hundreds. The track relay 29 in the ground receiver 10 is a check relay 129 in the onboard receiver 100. The components from the despreading circuit 122 that operates the check relay 129 to the check relay 129 can be omitted. However, when the check relay 129 is provided as in this example, when the check relay 129 is OFF, it is possible to monitor that an abnormal state has occurred in the ATC receiving circuit.

FIG. 2 is a time chart showing an output state of the level determination circuits 20 and 120, and FIG. 2A shows a state where noise is not received.

Since the train control communication device according to the present invention employs a spread spectrum communication system, it is possible to reduce noise caused by cross-modulation between other track circuits and noise caused by other causes. (A) of FIG.
As shown in the figure, the reference PN code (P
Ni) and a predetermined ATC from the PN code (PNi).
Although only the PN code (PNi (θi)) which appears with the phase difference (θi) corresponding to the information appears, for some reason, a signal accompanying noise shown by a chain line in FIGS. 2 and 3 appears. It is possible.

The noise shown in FIG. 2B is based on a reference PN code (PNi) and a PN code corresponding to the original ATC information.
Sign (PNi (θ1)).
In this case, the phase difference of the noise is (θ ') smaller than the phase difference (θ1) of the PN code (PNi (θ1)) accompanying the original ATC information.

Therefore, the phase detection circuits 21 and 121
However, even if the user mistakenly identifies the noise as ATC information,
Since the TC information has a smaller phase difference than the original ATC information, it becomes a lower present output than the original ATC information, and the fail-safe is secured. For example, when the phase difference (θ1) is a speed indication of 80 km / h, noise having a phase difference (θ ′) smaller than the phase difference (θ1) has a speed lower than 80 km / h, for example, 40 km / h. Therefore, fail-safe is ensured.

The noise shown in FIG. 2C is a case where the noise appears between the PN code (PNi (θ1)) corresponding to the original ATC information and the next reference PN code (PNi). In this case, the phase difference of the noise is larger than the phase difference (θ1) of the PN code (PNi (θ1)) accompanying the original ATC information (θ ″).
1, 121 uses the smaller phase as ATC information.

Therefore, the phase detection circuits 21 and 121 do not erroneously recognize noise as ATC information.
TC information is selected and fail-safe is ensured.

As described above, both Ps corresponding to the ATC information
Since the smaller the phase difference between the N codes (PNi) and (PNi (θ1)) is, the lower the control signal is, the more reliable the train control communication device can be.

[0036]

According to the train control communication device of the present invention, a transmitting means for transmitting a train control signal is provided at a starting end of a rail forming a track circuit, and a train running on the rail or an end of the rail is provided. In the train control communication device provided with receiving means for receiving the transmitted train control signal, the train control signal transmitted from the transmission means has a PN code having a phase difference corresponding to the train control. , And the phase difference is assigned larger as the higher level of the train control is indicated. Therefore, the smaller the phase difference between the two PN codes corresponding to the ATC information is, the lower the control level is. Since the signal is displayed, a train control communication device with more excellent safety can be provided.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a train control communication device according to an embodiment of the present invention.

FIG. 2 is a time chart for explaining a control operation accompanying the occurrence of noise.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Transmitter 10 Ground receiver 100 On-board receiver T Track circuit (rail) i Train

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-5-254431 (JP, A) JP-A-5-262235 (JP, A) JP-A-5-254435 (JP, A) JP-A-5-254435 294239 (JP, A) JP-A-7-329782 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61L 3/08 H04J 13/00

Claims (1)

(57) [Claims] 1. A transmission means for transmitting a train control signal is provided at a starting end of a rail forming a track circuit, and a train running on the rail or a train control signal transmitted at an end of the rail is provided. In the train control communication device provided with a receiving means for receiving a train control signal, the train control signal sent from the sending means is formed by two-wave superposition spread by a PN code having a phase difference corresponding to the train control. The train control communication device is characterized in that the phase difference is assigned to a higher speed information signal for train control.