JP3397685B2 - Automatic train driving device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train operation (hereinafter referred to as ATO) device, and in particular, it is installed at a train stop position for two-way transmission of control information between a car and a ground when the train is stopped. The present invention relates to a technique for preventing mutual interference between a power-source ground element and a non-power-source ground element provided near the power-source ground element for fixed point stop control.

[0002]

2. Description of the Related Art An ATO device is composed of an on-board device and a ground device, and fixed-point stop control in a station portion for stopping a train at a predetermined position of a station is mainly performed on the on-board device side. Transfer of various data between the ground and the ground and control of service equipment such as the platform door control device at the station are mainly performed on the ground device side.

Information transmission between the on-vehicle and the ground is carried out via the on-board child and the on-ground child. There are two types of grounding elements: a powered grounding element that performs bidirectional transmission between the vehicle and the ground, and an unpowered grounding element that receives the power wave from the vehicle and is driven to perform one-way transmission from the ground to the upper side of the vehicle. It is provided. Then, generally, the ground elements for the fixed point stop control are arranged as shown in FIG.

In FIG. 3, a power-supplied ground element 2 is installed at a predetermined stop point P0 of the train 1 in the station part, and a plurality of points on the front side of the traveling direction of the train 1 with respect to the stop point P0. In P1, P2, P3, non-powered ground element 3,
4, 5 are installed. The points P1, P2, P3 are
Each is preset, and generally, the point P1 is a distance in the range of 300 to 400 m from the stop point P0, the point P2 is a distance in the range of 100 to 200 m from the stop point P0, and the point P3 is 10 m from the stop point P0. It is set to the front and back distance.

The power-supplied ground element 2 is connected to a ground control device 7 or the like via a repeater 6 and transmits control information from the ground control device 7 to the onboard device side or from the onboard device side. It is possible to receive the transmission information and transmit it to the ground control device 7 side. The non-powered ground conductors 3 to 5 receive and drive the electric waves transmitted from the vehicle via the car train when passing the train, and transmit point information indicating the distance from the stop position to the vehicle upper side.

In the fixed point stop control of the ATO device,
On the upper side of the car, a speed pattern is created based on the inter-station distance information stored in the route memory and the detected mileage information obtained from the tacho generator, and the train speed is controlled according to this speed pattern to move the train to a predetermined position in the station. I am trying to stop it accurately. Then, in consideration of the possibility that the traveling distance detected by the tachogenerator may deviate from the actual traveling distance depending on weather conditions such as rain and humidity, the detection distance is corrected by providing the unpowered ground elements 3-5. The stopping accuracy is improved. That is, the train 1 has three
Each time the vehicle passes each 5, the non-powered ground elements 3 to 5 are driven by the electric wave from the upper side of the vehicle to receive the respective point information, and the traveling distance detected by the tacho generator is corrected based on the received point information. To correct the speed pattern. Then, it is confirmed that the train 1 has entered the stop area.
The final brake control is performed by detecting with.

By the way, in recent years, higher train stop position accuracy than ever has been required due to installation of platform doors and the like. Therefore, an unpowered ground element 8 (shown by a broken line in the figure) is further provided at a position P4 (several meters before the power source ground element 2) close to the power source ground element 2 in the stop area to improve the stop position accuracy of the train. There are things I tried to improve.

[0008]

However, when the unpowered ground element 8 is installed close to the power source ground element 2,
Mutual interference occurs between the transmission information from the unpowered ground element 8 and the transmission information from the powered ground element 2. Therefore, conventionally, mutual interference between the two ground conductors 2 and 8 is prevented by adjusting the output level of the power supply ground conductor 2 whose transmission output level is adjustable.

That is, assuming that the transmission output level of the unpowered ground element 8 is the solid line A in FIG. 4, when the output level of the power source ground element 2 is the dotted line B in FIG. Above the level X, the outputs of both ground elements overlap and mutual interference occurs. Further, when the output level of the power-source ground element 2 is the solid line C in FIG. 4, the outputs of both ground elements do not overlap above the reception limit level X and mutual interference does not occur, and the power-source ground element 2 The output level of 2 exceeds the reception limit level X and can be received by the train car. Further, when the output level of the power-source ground element 2 is the one-dot chain line D in FIG. 4, mutual interference of the outputs of both ground elements does not occur, but the output level of the power-source ground element 2 does not reach the reception limit level X. I can't receive it on the train.

Therefore, conventionally, the output level on the side of the power-supplied ground element 2 is adjusted to be as shown by the solid line C in FIG. 4 to prevent mutual interference with the unpowered ground element 8. The output level of the unpowered ground element 8 cannot be adjusted. However, considering various fluctuation factors such as the distance fluctuation between the train and the ground and the temperature change, it is extremely troublesome to adjust the output level of the power-source ground element 2 to an appropriate value, and it takes a lot of time and cost. There is a problem that requires.

The present invention has been made in view of the above circumstances, and it is possible to obtain high fixed-point stopping accuracy by preventing mutual interference with an unpowered grounding element in proximity without performing troublesome output adjustment of the powering grounding element. It is intended to provide an automatic train operation device.

[0012]

Therefore, according to the present invention as set forth in claim 1, operation is performed by receiving electric waves from the on-board device at a plurality of points separated by a predetermined distance before the predetermined stop position. However, each non-powered ground element that transmits point information indicating the distance to the stop position is installed on the upper side of the vehicle, and based on the inter-station distance information stored in advance on the on-board device side and the detection distance of the distance detection means. The speed pattern for the fixed point stop created is corrected by the point information from the non-powered ground conductors when passing through each of the non-powered ground conductors, and the train is stopped at the stop position, and the power source installed at the stop position is also provided. An automatic train operation device for controlling train operation by bidirectionally transmitting information between on-board and on-ground via a ground element, and obtaining point information from the unpowered ground element closest to the powered ground element. When confirmed, the transmission of the power wave Power wave stopping means for stopping and configured to include on the vehicle device.

In such a configuration, when passing through the non-powered ground element closest to the power-source grounded element, the on-board device transmits a power wave to drive the non-powered ground element to receive the point information. When the received point information is confirmed, the power wave transmission is stopped and the transmission operation of the unpowered ground element is stopped. As a result, the transmission from the non-powered ground element is stopped before the train enters the receiving area of the transmission information from the power source ground element.
It becomes possible to prevent mutual interference between the outputs of the unpowered ground element and the powered ground element.

According to a second aspect of the present invention, the power wave stopping means includes a transmission path opening / closing means capable of connecting / disconnecting a transmission path between the power wave generating source and the power wave transmitting antenna, and the point information. and information confirming means to confirm, the information confirmation means the ground
It is preferable to include a control means for driving and controlling the transmission path opening / closing means so as to block the transmission path when the reception of the point information is confirmed.

In such a configuration, when the information confirmation means confirms the reception of the spot information, the control means drives and controls the transmission path opening / closing means to interrupt the transmission path of the power wave and stop the transmission of the power wave. Further, as described in claim 3, the transmission path opening / closing means is an electromagnetic relay, and a relay contact makes a transmission path between the power wave generation source and the power wave transmission antenna conductive when not energized, It is preferable that the relay contact cuts off the transmission path and switches to the simulated load side when energized.

As described in claim 4, the information confirmation means receives the point information continuously transmitted from the unpowered ground element, and whether at least two of the four received information are the same or not. It is a configuration that verifies whether or not, and determines that the point information is confirmed when they are the same.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment of an on-vehicle device of an ATO device according to the present invention. In FIG. 1, the on-vehicle device of the present embodiment includes an on-vehicle device main body 20 and an on-vehicle child 30.

The on-board device main body 20 executes various controls based on received data from the ground, recorded data in a route memory (not shown), train speed detection signals from a tacho generator (not shown), and the like. A unit 21, a reception control unit 22 that controls transmission / reception of control information from the ground to the vehicle and control information from the vehicle to the ground and controls conduction / interruption of the power wave transmission path L, and generates a power wave. Signal generator 23
And an amplifier 24 for amplifying the power wave from the signal generator 23
And an electromagnetic relay 25 as a transmission path opening / closing means that is driven and controlled by the reception control section 22, and a resistor 26 that functions as a simulated load when the transmission path L is cut off. The reception control unit 22 has the functions of an information confirmation unit and a control unit. Then, the electromagnetic relay 25 and the reception control unit 2
2 constitutes the power stopping means.

The car carrier 30 is arranged, for example, in the lower part of the head of the train, and has a power wave antenna 31 for transmitting a power wave, a reception antenna 32 for receiving an information wave of, for example, 1.7 MHz from the ground, and a car to the ground. A transmission antenna 33 for transmitting an information wave of, for example, 3 MHz from above is provided. Electromagnetic relay 2 driven and controlled by the output of the reception control unit 22
The normally-closed contact r of 5 is inserted in the transmission path L of the electric power wave. When the electromagnetic relay 25 is not energized, it is connected to the terminal a side to conduct the transmission path L so that the electric power wave from the amplifier 24 becomes electric. The transmission is maintained in the wave antenna 31. When energized, it is connected to the terminal b side to cut off the transmission path L and supply the power wave from the amplifier 24 to the resistor 26 side.

Next, the fixed point stop control operation of the ATO device of this embodiment will be described with reference to FIGS. 1 and 2. It should be noted that the same parts as those of the related art are designated by the same reference numerals and the description thereof will be omitted. Further, the basic fixed-point stop control operation is the same as the above-mentioned conventional example, and the operation when passing through the unpowered ground element 8 installed at the point P4 in FIG. Only. Therefore, here, only the operation when passing through the unpowered ground element 8 will be described.

When the train 1 reaches the power wave receivable range of the non-powered ground element 8 after passing through the points P1 to P3 where the non-powered ground elements 3 to 5 are installed, Driven in response to the power wave transmitted from the power wave antenna 31 of the car carrier 30, the transmission of the point information indicating the point P4 is started, and the same point information is continuously transmitted. When the reception control unit 22 receives this point information via the reception antenna 32 of the on-board child 30 (at time t1 in FIG. 2), the reception control unit 22 confirms the reception information. The operation of confirming the received information is performed by a so-called 4C2 verification method. That is, it is verified whether or not two of the four pieces of point information that are continuously input are the same, and if they are the same, the point P
It is judged that the point information indicating 4 is received, and the confirmation of the reception of the point information is ended. Upon confirming the reception of the point information, the reception control unit 22 excites the electromagnetic relay 25. As a result, the relay contact r connected to the contact a side is switched to the terminal b side, the transmission path L is cut off, and the power wave antenna 3
The transmission of the power wave from No. 1 is stopped (time t2 in FIG. 2).

After that, when the train 1 reaches the ground wave receivable range of the power-supplied ground element 2 (at time t3 in FIG. 2) and receives the ground wave, the final brake control is executed by the ATO control unit 21, The train 1 is accurately stopped at a predetermined stop position. After the stop, various controls such as home door control and guidance are performed by exchanging bidirectional information between the power-source grounding element 2 and the on-board device side.

When the train 1 departs and exits the ground wave receivable area of the power-source ground element 2 (at time t4 in FIG. 2) and the ground wave reception is stopped, the reception control unit 22 excites the electromagnetic relay 25. To stop. As a result, the relay contact r is switched from the terminal b side to the terminal a side, the transmission path L of the power wave is in the original conductive state, and the power wave is transmitted again from the power wave antenna 31 to the ground side. Prepare for fixed point stop control operation at stations.

In this way, if the transmission of the power wave is stopped when the point information from the unpowered ground element 8 can be confirmed, the train 1 can receive the ground wave of the power source ground element 2 as shown in FIG. When the vehicle enters the area, the output from the unpowered ground element 8 is already stopped, so that there is no mutual interference between the outputs of the unpowered ground element 8 and the powered ground element 2. For this reason, it is possible to omit the laborious work of adjusting the output of the power-supplied ground element 2 which has conventionally been performed, and to adjust the output level of the power-supplied ground element 2 to the reception limit of the car top due to the vibration of the train side. The level can be set larger than before so that even if the level X fluctuates, the information can be reliably received, information from the ground can be reliably transmitted to the upper side of the vehicle, and the reliability of information transmission can be improved.

Further, usually, the on-board device is provided with a function of checking whether or not the power wave is transmitted at a constant level. In this embodiment, the hot standby state is set when the transmission path L is shut off. That is,
The signal generator 23 is not stopped, but the relay contact r is switched to the terminal b side so that the power wave is passed through the resistor 26 of the simulated load. Therefore, the check as to whether or not the power wave is transmitted at a constant level can be continuously performed as it is as in the conventional case.

In the present embodiment, the transmission path L is conducted / interrupted by using an electromagnetic relay, but the present invention is not limited to this, and other switching elements may be applied. Any structure may be used as long as it can be cut off.

[0027]

As described above, according to the invention described in claim 1, the transmission of the power wave for driving the unpowered grounding element is stopped at the time when the point information is confirmed. It is possible to prevent mutual interference between the unpowered ground conductor and the powered ground conductor without performing the troublesome work of adjusting the output level of the powered ground conductor. Therefore, it is possible to set the output level of the power-source ground element higher than that of the conventional one, and it is possible to improve the reliability of information transmission and, in turn, the reliability of automatic train operation control.

According to the invention of claim 3, in addition to the effect of claim 1, since the hot standby state can be maintained when the transmission path is cut off, the output state of the power wave generation source can be monitored as usual. It can be carried out.

[Brief description of drawings]

FIG. 1 is a block configuration diagram of an embodiment of an on-board device of an automatic train operation device according to the present invention.

FIG. 2 is an operation explanatory diagram of the above embodiment.

FIG. 3 is an explanatory diagram of a fixed point stop operation of a general automatic train operation device.

FIG. 4 is an explanatory diagram of mutual interference between a conventional unpowered ground element and a powered ground element.

[Explanation of symbols]

1 train 2 Power source ground child 3-5, 8 unpowered ground 7 Ground control device 22 Reception control unit 23 signal generator 25 electromagnetic relay 30 car child r Relay contact

Claims (4)

(57) [Claims] 1. A plurality of points, which are separated by a predetermined distance in front of a predetermined stop position, are operated by receiving an electric wave from an on-board device and transmit point information indicating the distance to the stop position to the upper side of the vehicle. Each non-powered ground station is installed, and a speed pattern for fixed point stop created based on the distance information between stations stored in advance on the side of the on-board device and the detection distance of the distance detection means is used. When passing the child, it is corrected by the point information from the unpowered ground child, the train is stopped at the stop position, and the information is bidirectionally transmitted between the onboard and the ground via the power ground terminal installed at the stop position. An automatic train operation device for controlling train operation, wherein a power wave stopping means for stopping transmission of the power wave when the point information from the non-powered ground element closest to the power source ground element is confirmed, Structure for the on-board device Automatic train operation device characterized by the fact that 2. The power wave stopping means, a transmission path opening / closing means capable of connecting / disconnecting a transmission path between a power wave generating source and a power wave transmitting antenna, and an information confirming means for confirming the point information. The automatic train operation device according to claim 1, further comprising: control means for driving and controlling the transmission path opening / closing means so as to block the transmission path when the information confirmation means confirms reception of the spot information . 3. The transmission path opening / closing means is an electromagnetic relay, and a relay contact makes a transmission path between the power wave generation source and a power wave transmission antenna conductive when not energized, and the relay contact is made when energized. The automatic train operation device according to claim 2, wherein the transmission path is cut off and switched to and connected to the simulated load side. 4. The information confirmation means receives the point information continuously transmitted from the unpowered ground element, verifies whether at least two of the four pieces of received information are the same, and determines that they are the same. The automatic train operation device according to claim 2, wherein the automatic train operation device is configured to determine that the point information is confirmed at a certain time.