JP3515179B2 - Train control device - 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 device, and more particularly to a frequency changing type automatic train stop device, so-called ATS-.
The present invention relates to a combination of an S ground device and a speed-checking type automatic train stop device, a so-called ATS-P ground device.

[0002]

2. Description of the Related Art FIG. 4 is a schematic diagram of a conventional ATS-S type ground device. An ATS-S ground element 20 is a resonator 20a in which capacitors C0 and C1 are connected in parallel to both ends of a coil L. And a relay RY1 and its contacts. The relay RY1 is configured to be driven through a contact that is restored (OFF) when the traffic signal S is in the stop state.

When the train A traveling on the rail R approaches the ATS-S ground element 20 having the above-described structure, the vehicle upper element 31 including the pair of loosely coupled coils L1 and L2 of the on-vehicle device 30.
Will be coupled with the coil L of the ATS-S ground element 20.

The resonator 20a of the ATS-S ground element 20 is 130 when the contact of the relay RY1 is OFF.
Resonance is obtained at KHz, and its relay RY1
It is decided that resonance can be obtained at 105 KHz when the contact of is ON. On the other hand, the pair of loosely coupled coils L1 and L2 of the vehicle upper member 31 are always set to resonate at 105 KHz.

Therefore, when the resonator 20a and the upper armature 31 approach each other and the contact RY1 of the relay RY1 is ON, there is no change in the frequency of the on-vehicle device 30, while when the contact RY1 of the relay RY1 is OFF. That is, when the traffic signal S is in the stop indication, the frequency of the on-board device 30 is 105KH until then.
The frequency is changed from z to 130 KHz. Therefore, the on-vehicle device 30 can detect the frequency variation and activate the automatic brake as necessary.

Further, the present applicant has previously filed Japanese Patent Application No. 6-163.
In No. 118 and No. 6-163119, a selection circuit is formed by a signal signal of a traffic light, and train control information including distance information corresponding to the signal signal, so-called G (progress), Y (caution),
We have proposed an ATS-P type train control device that can send R (stop) telegrams to the vehicle.

Since the detailed description of the above proposed apparatus is described in detail in the prior application, it will be omitted here, but an ATS-P type ground apparatus can be simply and inexpensively used by using a signal signal of a traffic signal. Can be realized.

[0008]

By the way, when installing the ATS-P type ground equipment according to the above proposal and the conventional ATS-S type ground equipment, when the respective equipments are simply installed in parallel, Since the above-mentioned proposed device requires two SVV signal cables, and the conventional ATS-S type ground device requires one SVV signal cable, the number of cables becomes three and the cost becomes high. With its drawbacks
There is a drawback that it requires labor because the number of cables is large.

Therefore, the present invention has been made in order to solve the above-mentioned drawbacks, and its purpose is to eliminate the conventional ATS.
-To provide a train control device that can realize the above-mentioned proposed device at low cost by using an S-type device.

[0010]

In order to achieve the above object, the train control device according to the present invention is characterized in that the invention according to claim 1 operates by responding to a stop indication of a signal .
Switching contacts for frequency-changing automatic train stop equipment No. 1
No. 1 relay, a second relay that operates in response to an indication other than the stop indication of the traffic signal , and a connection for operating the frequency variable automatic train stop device in the first relay.
A contact group different from the point, a selection circuit formed including the contact group of the second relay, and a current indication of the traffic light from the selection circuit corresponding to the kind of the traffic light indication. Selecting means for selecting one circuit corresponding to, a message generating means for generating a train control message such as distance information provided corresponding to the number of selected circuits, and a message selecting means selected from the message generating means. Extraction means for extracting the train control message corresponding to the circuit, transmission means for transmitting the extracted train control information to the train running on the rail, and the frequency variable automatic train stop device Train stop information sending means for sending train stop information to a train traveling on the rail. In the train control device according to claim 2 of the present invention, the first relay and the second relay are connected via a diode to a DC power supply whose polarity is converted corresponding to the signal display. Is characterized by.

[0011]

In the above structure, the sending means extracts the train control message from the message generating means corresponding to the selection circuit selected by the selection circuit forming means, and outputs the train control message to the train running on the rail. To send. Also, send train stop information.
The output means relays the train stop information generated by ATS-S.
It will be sent to the train running on the route.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. The same components as those in FIG. 4 will be described using the same reference numerals.

FIG. 1 is a schematic configuration diagram of a train control device according to one embodiment, in which a traffic signal S is provided for each predetermined section of a rail R.
(In the illustrated example, only one traffic light is shown for simplification of the drawing), and at the rail center (track center) in front of the traffic light S, a predetermined interval is provided. A plurality (three in the illustrated example) of non-power source type ATS-P ground elements 1a to 1c are installed.

In the example of FIG. 1, 600 m before the traffic light S,
ATS-P ground elements 1a-1 at 180m and 30m points
c are installed respectively. And next to the ATS-P ground element 1a installed at the 600m point,
A conventional ATS-S ground element 20 is installed. In addition,
The ATS-S ground element 20 has already been described with reference to FIG. 4, so further description will be omitted.

Since the ATS-P ground elements 1a to 1c have the same structure, the ATS-P ground element 1a will be described below as an example. The ATS-P ground element 1a is a power wave receiving antenna A for receiving a power wave transmitted from a train (on board) a.
It has an antenna A composed of 1 and a transmitting antenna A2 for sending out a train control message to the train.

The ATS-P ground element 1a includes a selection circuit 3 formed by a relay contact of a traffic signal control circuit 2 for controlling the indication of a traffic signal S, and a telegram generation circuit for generating a train control telegram to be sent to Train A. 4, a conversion circuit 5 for converting the generated telegram into parallel / serial conversion, a modulation circuit 6, a transmission circuit 7 for transmitting ground side information (telegram) to the vehicle via the transmission antenna A2, and a power wave. The receiving antenna A1 is composed of a power generation circuit 8 which rectifies the electric wave received from the vehicle and generates a predetermined driving power.

The ATS-P ground element 1a will be described in more detail with reference to FIG. 2. The selection circuit 3 is formed by the contacts of two relays GR and HR that are turned on / off according to the signal S. 2 relays RY1 (corresponding to the second relay of the present invention) and RY2 (corresponding to the first relay of the present invention) driven by the output signal of the traffic signal control circuit 2.

The traffic signal control circuit 2 is constructed so as to form a predetermined selection circuit, which will be described later, depending on the operating states of the two relays GR and HR driven by a well-known train detection device such as a track circuit (not shown). ing.

That is, one relay RY1 operates (O
N), a circuit for selecting the G telegram generating circuit 4a for generating the G current telegram of the telegram generating circuit 4 is formed via the contact, and one relay RY1 is restored (OF).
F) and when the other relay RY2 is turned on, a circuit for selecting the Y telegram generation circuit 4b which generates the Y indication telegram of the telegram generation circuit 4 is formed via the contacts of both of them. When the relays RY1 and RY2 are OFF, a circuit for selecting the R telegram generation circuit 4c that generates the R indication telegram of the telegram generation circuit 4 can be formed via their contacts. There is.

The conversion circuit 5 inputs any one of the telegrams selected by the selection circuit 3 through the OR circuit 5a, performs parallel / serial conversion, and transmits the converted signal to a known vehicle. Similarly to the above, the modulation circuit 6 performs a modulation process to a predetermined modulation signal such as AM or FM, and then outputs it to the transmission antenna A2 via the amplifier 7.

Message generation circuit 4, conversion circuit 5, modulation circuit 6
The amplification circuit 7 and the amplification circuit 7 are configured to be operable when supplied with power from the power generation circuit 8.

Each of the electronic message generating circuits 4a-4c is configured to output predetermined distance information to be transmitted to the vehicle. For example, in FIG. 1, the lengths of the rail R ahead of the traffic light S and further ahead thereof are 700 m and 800, respectively.
2m from the G telegram generation circuit 4a,
Distance information of 1300 m is output from the Y message generation circuit 4b, and distance information of 600 m is output from the R message generation circuit 4c.

In the apparatus of the present embodiment having the above-mentioned configuration, when the train B reaches the ATS-P ground element 1a, the power generation circuit 8 processes the power wave received by the power wave receiving antenna A1 from the onboard antenna a. Then, a power source having a predetermined voltage can be generated.

When the telegram generating circuit 4, the converting circuit 5, the modulating circuit 6 and the amplification circuit 7 are supplied with power from the power source generating circuit 8, the telegram selected by the selecting circuit 3, for example, the traffic light S shows G. At this time, the distance information of the G telegram generating circuit 4a is sent out toward the vehicle via the transmitting antenna A2.

Therefore, the train a can take in the train control message from the transmitting antenna A2 into the on-board device b through the on-board antenna a, and based on the taken distance information, the on-board device b can perform speed control of the train a and other predetermined control.

Train A is another ATS-P ground element 1b, 1
Each time the vehicle passes through c, train a can take in train control information from the ground side and perform train control in the same manner as described above.
Further, although omitted in the above description, the train A is ATS- S.
When passing through the ground element 20, it is possible to obtain predetermined information from the ground side as described with reference to FIG.

As described above, the apparatus according to the present embodiment performs the same train control as the conventional one by using the indication signal of the traffic signal S, without using the conventional complicated and expensive code processor and repeater. In addition, since it can be combined with the conventional ATS- S ground element 20, the number of signal cables can be saved. Further, since the ATS-P grounding elements 1a to 1c of the non-power source type are used, a cable for power supply is not required, so that the cost can be further reduced.

FIG. 3 shows an apparatus according to another embodiment of the present invention, in which the portions corresponding to the relays RY1 and RY2 of the traffic signal control circuit 2 and the selection circuit 3 shown in FIG. 2 are shown. The other parts are the same as those in FIG.

The signal cable in the apparatus of this embodiment is composed of one two-core cable. A DC power source (D (24
On the + side of (V), the OV is connected to the other electric wire 10b, and the one electric wire 10a is connected to the HR contact HR of the R indicating relay of the traffic light S.

A signal S is attached to both the electric wires 10a and 10b.
G indication relay GR, Y indication relay operation + side, OV
A changeover switch 11 whose side is reversed is connected. Further, a relay RY1 is connected between the electric wires 10a and 10b via diodes D1 and D2 which regulate the electric current from one electric wire 10a to the other electric wire, and at the same time, from the other electric wire 10b to the other electric wire 10b. Relay R is connected via diodes D3 and D4 that regulate the current flow in the wire.
Y2 is connected.

In the above configuration, the R indicating relay HR is O
When it becomes FF, both relays RY1 and RY2 are turned off to generate an R telegram, and when the R indication relay HR is on and the traffic light S is G indication (the changeover switch 11 is in the position of the solid line in FIG. 3), the relay RY1 Is turned on, a G telegram is generated, and R
When the indication relay HR is ON and the traffic light S is Y indication (the changeover switch 11 is in the position of the chain line in the figure), the relay RY2 is turned ON and a Y message is generated.

As described above, the apparatus of the present embodiment can be realized at a lower cost because the signal cable only needs to be one two-core cable.

[0033]

The train control device according to the present invention is the first for the ATS-S ground element which operates in response to the stop signal of the traffic signal.
Relay , a second relay that operates in response to an indication other than the stop indication of the traffic light , the first relay, and
A selection circuit formed include contact group of the second relay,
A selection 択手 stage for selecting one of the circuit corresponding to the current current-of the traffic signal from one of said selection circuits corresponding to the type of current-of the traffic, corresponding to the number of circuits to be selected a message generating means for generating a train control telegraphic message length information or the like provided Te, extracting means for extracting a train control message corresponding to path the telegram generated means either et selection times, issued extracted Since it has a sending means for sending the train control information to the train running on the rail, and a train stop information sending means for sending the train stop information generated by the ATS-S to the train running on the rail. , The train control similar to the conventional one can be performed by using the signal signal of the traffic signal without using the conventional complicated and expensive code processor and repeater, and the conventional ATS-S ground element is combined. You can adjust the signal cable It is possible to save a few. The present invention
Train control system according to claim 2 of the first relay及beauty
The second relay is Connected via a polarity to be converted DC power to the diode in response to signals Unit current-
Therefore, a single two-core cable is sufficient for the signal cable , and the signal cable can be realized at a lower cost.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an apparatus according to an embodiment of the present invention.

FIG. 2 is a detailed view of a part of FIG.

FIG. 3 is a schematic configuration diagram of an apparatus according to another embodiment of the present invention.

FIG. 4 is a schematic configuration diagram of a conventional ATS-P type ground equipment.

[Explanation of symbols]

1a to 1c ATS-P ground child 2 traffic light control circuit 3 selection circuit 4 Message generation circuit 5 conversion circuit 6 Modulation circuit 7 Widening circuit 8 power generation circuit 20 ATS-S ground child R rail S traffic light A antenna A1 power wave receiving antenna A2 transmitting antenna a car antenna b On-board device A train

Claims (2)

(57) [Claims] 1. A be actuated in response to a signal stopping current-
Disconnects the contact for the frequency changing type automatic train stop device.
A first relay to be replaced, a second relay that operates in response to an indication other than the stop indication of the traffic signal , and the frequency variable automatic train stop in the first relay
A contact group different from the contact for operating the stop device, a selection circuit formed by including the contact group of the second relay, and a traffic signal from among the selection circuits corresponding to the type of the traffic signal shown. Selecting means for selecting one circuit corresponding to the current indication of, a message generating means for generating train control message such as distance information provided corresponding to the number of selected circuits, and the message generating means. Extracting means for extracting a train control message corresponding to the circuit selected from the means, sending means for sending the extracted train control information to a train traveling on a rail, and the frequency variable automatic train stop A train control device comprising: train stop information transmitting means for transmitting train stop information generated by the device to a train traveling on the rail. 2. The train control device according to claim 1, wherein the first relay and the second relay are connected via a diode to a DC power source whose polarity is converted in accordance with the indication of the traffic signal. Train control device characterized by being.