JP4037223B2 - Train control device - Google Patents

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JP4037223B2
JP4037223B2 JP2002257687A JP2002257687A JP4037223B2 JP 4037223 B2 JP4037223 B2 JP 4037223B2 JP 2002257687 A JP2002257687 A JP 2002257687A JP 2002257687 A JP2002257687 A JP 2002257687A JP 4037223 B2 JP4037223 B2 JP 4037223B2
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signal
noise ratio
train control
power
noise
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JP2004090859A (en
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一浩 田原
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Description

【０００１】
【発明の属する技術分野】
この発明は、列車制御信号により列車の運転条件を制御する信号系統において、信号対雑音比を検出することによって適正な信号伝送品質を維持する列車制御装置に関するものである。
【０００２】
【従来の技術】
図７は、例えば特開平１１−１１５７６０号公報に示された従来の自動列車制御装置（ＡＴＣ：Automatic Train Control）を示す構成図である。図７において、２は列車、２５はこの列車２に取り付けられた信号受信手段であるアンテナ、２６は列車制御信号を受信し信号判別を行うＡＴＣ受信器、２７は車軸の回転より得られる走行速度とＡＴＣ受信器２６より得られる列車制御信号に基づく目標速度からブレーキ出力指令を制御する制御装置、Ｓは列車制御信号を出力する信号送信器である。
【０００３】
次に、図７に示した従来装置の動作について説明する。信号送信器Ｓは、路線上の閉塞区間ごと、あるいは信号出力切替器によって送信点を切替える方式では複数の閉塞区間ごとに配され、軌道回路に列車制御信号電流を出力する。列車２は、走行しながら列車前方に取り付けられた信号受信手段２５により列車制御信号を受信し、信号伝送用に変調された信号をＡＴＣ受信器２６で復調する。制御装置２７は、地上側の信号送信器Ｓが送ってきた列車制御情報に基づき、規定の時点あるいは在線位置点ごとに走行すべき目標速度を定め、車軸の回転より得られる走行速度と照査することによって必要なブレーキ指令を出力する。信号送信器Ｓは、列車制御信号を軌道回路ごとにあらかじめ定められた送信電力で軌道回路へ出力する。
【０００４】
【発明が解決しようとする課題】
上記のような従来の列車制御装置は、列車前方に取り付けられた信号受信手段２５で列車制御信号を受信するものの、列車制御信号帯域の雑音電力を計測する手段がなく、信号伝送品質に影響を及ぼす信号対雑音比を全線にわたって常に正確に把握することが困難であった。
【０００５】
従来装置で信号対雑音比を測定する場合、試験走行を実施して列車前方の信号受信手段２５と列車後方の信号受信手段２５に個別に帯域制限手段および信号強度計測器を取り付け、前方と後方の受信強度変化を突き合わせて比較する確認作業を実施する必要があった。
【０００６】
また、設備の劣化、天候条件やその他伝送条件の変化等によって地上側の信号送信器Ｓからの信号電力の低下、軌道回路における伝送状態の劣化が発生し信号対雑音比が低下しても、地上側の信号送信器は車上側と独立して稼動しているため、車上側の信号対雑音比が低下している事象の検知が困難であった。
【０００７】
信号対雑音比が低下すると、信号の誤検出あるいは情報の誤り率が高くなるなど列車制御信号の伝送品質が劣化し、正常な列車運行に支障の生じる恐れがある。信号対雑音比が低下していることが検知できれば、点検保全作業の発動、あるいは信号送信器の出力電力を強めるように調整することができる。
【０００８】
また、信号対雑音比が適正でなければ適正な伝送条件となるように信号送信器Ｓの出力電力を調整することができる。
【０００９】
このように従来装置は、通常、運転中に信号対雑音比を常時検出できなく、信号対雑音比に応じて地上側の信号送信器Ｓの送信電力を適正な状態に調整する手段がないという問題点があった。
【００１０】
この発明は、上記のような問題点を解消するためになされたもので、通常運転中に信号対雑音比を常時検出し、信号対雑音比に応じて地上側の信号送信器の送信電力を調整可能にすることができる列車制御装置を得ることを目的とする。
【００１１】
【課題を解決するための手段】
この発明に係る列車制御装置は、列車制御信号により列車の運転条件を制御する列車制御装置において、車上側に、軌道間短絡器の前方にあって、進行方向前方の地上に設置された信号送信器からの列車制御信号を受信する第１の信号受信手段と、前記第１の信号受信手段により受信された列車制御信号が使用する信号帯域の周波数成分を抽出する第１の信号帯域制限手段と、前記軌道間短絡器の後方にあって、当該軌道間短絡器により伝送遮断された無信号状態の雑音信号を受信する第２の信号受信手段と、前記第２の信号受信手段により受信された列車制御信号が使用する信号帯域の雑音成分を抽出する第２の信号帯域制限手段と、前記第１の信号帯域制限手段の出力と前記第２の信号帯域制限手段の出力とから信号対雑音比を得る信号電力比較手段と、前記信号電力比較手段からの信号対雑音比の情報を前記信号送信器に送信する情報送信手段とを備え、前記信号送信器は、前記信号電力比較手段からの信号対雑音比の情報に基づいて列車制御信号の送信電力の制御を行うことを特徴とするものである。
【００１２】
また、前記信号電力比較手段は、前記第１の信号帯域制限手段の出力を、前記第１の信号受信手段と前記第２の信号受信手段の離隔長に該当する走行時時間あるいは走行距離分遅延させる信号遅延手段と、前記第２の信号帯域制限手段の出力の高周波成分を除去し平滑化させる信号平滑化手段と、前記信号遅延手段からの出力信号と前記信号平滑化手段からの出力信号とに基づいて信号対雑音比を得る信号除算手段とを備えたことを特徴とするものである。
【００１３】
また、前記情報送信手段からの信号対雑音比の情報を受信に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、前記情報送信手段からの信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを地上側に設置したことを特徴とするものである。
【００１４】
また、前記信号電力比較手段からの信号対雑音比の情報に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを車上側に設置したことを特徴とするものである。
【００１５】
さらに、他の発明に係る列車制御装置は、列車制御信号により列車の運転条件を制御する列車制御装置において、車上側に、軌道間短絡器の前方にあって、進行方向前方の地上に設置された信号送信器からの列車制御信号を受信する信号受信手段と、前記信号受信手段により受信された列車制御信号が使用する信号帯域の周波数成分を抽出する信号帯域制限手段と、雑音電力を予め設定してなる雑音電力設定手段と、前記信号帯域制限手段の出力と前記雑音電力設定手段に設定された雑音電力とから信号対雑音比を得る信号電力比較手段と、前記信号電力比較手段からの信号対雑音比の情報を前記信号送信器に送信する情報送信手段とを備え、前記信号送信器は、前記信号電力比較手段からの信号対雑音比の情報に基づいて列車制御信号の送信電力の制御を行うことを特徴とするものである。
【００１６】
【発明の実施の形態】
実施の形態１．
図１は、この発明の実施の形態１に係る列車制御装置を示す構成図である。図１において、１は軌道回路、２は列車、３は車輪および車軸で構成される軌道間短絡器、４は軌道回路１へ列車制御信号および列車在線検知信号を出力する信号送信器、５は列車２が当該軌道回路１内に進入してきた際に軌道間短絡器３によって列車在線検知信号が遮断され信号レベルが変化することを検出することによって列車在線を検知する列車在線検知器、６は軌道間短絡器３の前方にあって信号送信器４が出力する列車制御信号を受信する信号受信手段、７は列車制御信号が使用する信号帯域の周波数成分を抽出する信号帯域制限手段である。
【００１７】
また、８は軌道間短絡器３の後方にあって、信号送信器４が出力する列車制御信号が軌道間短絡器３によって遮断された無信号状態での雑音信号を受信する信号受信手段、９は信号帯域制限手段７と同じく列車制御信号が使用する信号帯域の周波数成分を抽出する信号帯域制限手段、１０は軌道間短絡器３の前方で受信する列車制御信号電力と軌道間短絡器３の後方で受信する雑音信号電力から信号対雑音比を出力する信号電力比較手段、１１は得られた信号対雑音比を伝達情報の形で車上側から地上側へ伝送する情報送信手段、１２は情報送信手段１１から送られた信号対雑音比の情報を受信する情報受信手段である。
【００１８】
上記のように構成された列車制御装置においては、軌道間短絡器３の前方にある信号受信手段６によって信号送信器４が出力する列車制御信号を受信しながら、軌道間短絡器３の後方にある信号受信手段８によって列車制御信号の信号帯域内に存在する雑音信号を受信し、信号電力比較手段１０によってその都度信号電力と雑音電力の比を検出することができる。
【００１９】
信号電力比較手段１０によって検出された信号対雑音比は、情報送信手段１１および情報受信手段１２によって車上側から地上側の軌道回路の閉塞区間ごとに設けられた信号送信器４へ伝えることができる。従って、信号送信器４は、車上側で検出された信号対雑音比情報を基にして送信電力を適正なレベルへ調整し、信号の伝送品質を適正に確保することができる。
【００２０】
図２は、信号電力比較手段１０の具体的な構成を示したものである。図２において、１３は走行時間に応じた信号変化あるいは走行距離に応じた信号変化を、軌道間短絡器３の前方に配する信号受信手段６と軌道間短絡器３の後方に配する信号受信手段８の離隔長に該当する走行時時間あるいは走行距離分遅延させる信号遅延手段、１４は受信信号の高周波成分を除去し平滑化させる信号平滑化手段、１５は信号遅延手段１３からの出力信号と信号平滑化手段１４からの出力信号との電力比を得る信号除算手段である。
【００２１】
軌道間短絡器３の前方に配する信号受信手段６で受信する信号は、図３に符号１６に示すような時間変化あるいは距離変化を伴う。軌道回路ごとに配された信号送信器４に接近するに従い受信電力が大きくなり、信号送信器４を通過すると軌道回路の信号減衰により低下した信号電力を受信する。
【００２２】
また、軌道間短絡器３の後方に配する信号受信手段８で受信する信号は、図３に符号１７に示すような軌道回路境界ごとに鋭いピークを持った信号の時間変化あるいは距離変化を伴う。通常は、軌道間短絡器３によって信号が短絡されているが、軌道間短絡器３が軌道回路の境界を通過し、軌道間短絡器３が存在する軌道回路と信号受信手段８の直下の軌道回路が別になった瞬間、軌道間短絡器３が存在する軌道回路後方の信号送信器４より正規の信号を受信する。
【００２３】
軌道間短絡器３の前方に配する信号受信手段６で受信する信号を信号遅延手段１３によって遅延させた信号は、図３に符号１８に示すように、軌道間短絡器３の後方に配する信号受信手段８で受信する信号と時間軸あるいは距離軸が一致したものとなる。別の方法としては、軌道間短絡器３の後方に配する信号受信手段８で受信する信号の方を、離隔長に該当する走行時時間あるいは走行距離分進めさせて時間軸あるいは距離軸を軌道間短絡器３の前方に配する信号受信手段６で受信する信号へ一致させてもよい。
【００２４】
さらに、軌道間短絡器３の後方に配する信号受信手段８で受信する信号を信号平滑化手段１４によって当該信号を除去すると、図３に符号１９に示すように、無信号状態で受信する信号となる。
【００２５】
その結果、上記信号遅延手段１３からの出力信号と信号平滑化手段１４からの出力信号の電力比を信号除算手段１５によって信号対雑音比として得ることができる。
【００２６】
このようにして得られた信号対雑音比の情報は、車上側の情報送信手段１１および地上側の情報受信手段１２によって信号送信器４へ送られ、信号送信器４は、適切な送信電力を出力するように調整することができる。
【００２７】
実施の形態２．
図４は、この発明の実施の形態２に係る列車制御装置を示す構成図である。図４において、図１に示す実施の形態１と同一部分は同一符号を付してその説明は省略する。新たな符号として、２０は信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段、２１は規定の信号対雑音比から外れた場合に警報を出力する警報手段である。
【００２８】
信号電力比較手段１０で得られた信号対雑音比の情報は、車上側の情報送信手段１１および地上側の情報受信手段１２によって地上側の信号対雑音比記録手段２０へ送られ、信号対雑音比の時間的変化あるいは走行距離的変化が記録され、あるいは警報手段２１によって規定の信号対雑音比から外れた場合に警報が出力される。
【００２９】
従って、設備管理者は、信号対雑音比の経時変化あるいは警報に基づいて、点検保全作業を実施し、あるいは信号送信器４の出力電力を調整することができる。
【００３０】
実施の形態３．
図５は、この発明の実施の形態３に係る列車制御装置を示す構成図である。図５において、図１に示す実施の形態１と同一部分は同一符号を付してその説明は省略する。新たな符号として、２２は信号対雑音比の時間的変化あるいは走行距離的変化を記録する車上側に設置された信号対雑音比記録手段、２３は規定の信号対雑音比から外れた場合に警報を出力する車上側に設置された警報手段である。
【００３１】
信号電力比較手段１０で得られた信号対雑音比の情報は、車上側の信号対雑音比記録手段２０へ送られ、信号対雑音比の時間的変化あるいは走行距離的変化が記録され、あるいは警報手段２１によって規定の信号対雑音比から外れた場合に警報が出力される。
【００３２】
従って、設備管理者は、車上側の信号対雑音比の経時変化あるいは警報によって、点検保全作業を実施し、あるいは信号送信器の出力電力を調整することができる。
【００３３】
実施の形態４．
図６は、この発明の実施の形態４に係る列車制御装置を示す構成図である。図６において、図１に示す実施の形態１と同一部分は同一符号を付してその説明は省略する。新たな符号として、２４は車輪および車軸によって機能する軌道間の信号短絡器により伝送遮断されて無信号となる雑音電力を規定値として予め設定してなる雑音電力設定手段、１０Ａは信号帯域制限手段７の出力と雑音電力設定手段２４に設定された雑音電力とから信号対雑音比を得る信号電力比較手段である。
【００３４】
この実施の形態４によれば、信号対雑音比を出力する信号電力比較手段１０Ａの入力の一方である雑音信号電力を、従来の測定で積み重ねた情報より規定値として予め設定することで装置の簡便化を図ることができる。
【００３５】
【発明の効果】
以上のように、この発明によれば、通常運転中に信号対雑音比を常時検出し、信号対雑音比に応じて地上側の信号送信器の送信電力を調整可能にすることができる。
【００３６】
また、信号電力比較手段を、第１の信号帯域制限手段の出力を、第１の信号受信手段と第２の信号受信手段の離隔長に該当する走行時時間あるいは走行距離分遅延させる信号遅延手段と、第２の信号帯域制限手段の出力の高周波成分を除去し平滑化させる信号平滑化手段と、信号遅延手段からの出力信号と信号平滑化手段からの出力信号とに基づいて信号対雑音比を得る信号除算手段とにより構成したので、適切な信号対雑音比の情報を得ることができる。
【００３７】
また、情報送信手段からの信号対雑音比の情報を受信に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、情報送信手段からの信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを地上側に設置したので、信号対雑音比の経時変化あるいは警報に基づいて、点検保全作業を実施すると共に、信号送信器の出力電力を調整することができる。
【００３８】
また、信号電力比較手段からの信号対雑音比の情報に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを車上側に設置したので、車上側の信号対雑音比の経時変化あるいは警報によって、点検保全作業を実施すると共に、信号送信器の出力電力を調整することができる。
【００３９】
さらに、雑音電力を予め設定してなる雑音電力設定手段を備え、信号帯域制限手段の出力と雑音電力設定手段に設定された雑音電力とから信号対雑音比を得るようにしたので、従来の測定で積み重ねた情報より定めた雑音電力を規定値とすることで装置の簡便化を図ることができる。
【図面の簡単な説明】
【図１】 この発明の実施の形態１に係る列車制御装置の構成図である。
【図２】 図１の信号電力比較手段の構成図である。
【図３】 図１の軌道間短絡器３の前方で受信する列車制御信号電力と軌道間短絡器３の後方で受信する雑音信号電力の時間的あるいは走行距離的変化の一例である。
【図４】 この発明の実施の形態２に係る列車制御装置の構成図である。
【図５】 この発明の実施の形態３に係る列車制御装置の構成図である。
【図６】 この発明の実施の形態４に係る列車制御装置の構成図である。
【図７】 従来例に係る列車制御装置の構成図である。
【符号の説明】
１ 軌道回路、２ 列車、３ 軌道間短絡器、４ 信号送信器、５ 列車在線検知器、６ 信号受信手段、７ 信号帯域制限手段、８ 信号受信手段、９ 信号帯域制限手段、１０，１０Ａ 信号電力比較手段、１１ 情報送信手段、１２情報受信手段、１３ 信号遅延手段、１４ 信号平滑化手段、１５ 信号除算手段、１６ 軌道間短絡器３の前方に配する信号受信手段６で受信する信号、１７ 軌道間短絡器３の後方に配する信号受信手段８で受信する信号、１８ 信号１６の遅延信号、１９ 信号１７の平滑化信号、２０，２２ 信号対雑音比記録手段、２１，２３ 警報手段、２４ 雑音電力設定手段。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train control device that maintains an appropriate signal transmission quality by detecting a signal-to-noise ratio in a signal system that controls train operating conditions using train control signals.
[0002]
[Prior art]
FIG. 7 is a block diagram showing a conventional automatic train control device (ATC: Automatic Train Control) disclosed in, for example, Japanese Patent Application Laid-Open No. 11-115760. In FIG. 7, 2 is a train, 25 is an antenna as a signal receiving means attached to the train 2, 26 is an ATC receiver that receives a train control signal and discriminates signals, and 27 is a traveling speed obtained by rotating the axle. And a control device S for controlling the brake output command from the target speed based on the train control signal obtained from the ATC receiver 26, and S is a signal transmitter for outputting the train control signal.
[0003]
Next, the operation of the conventional apparatus shown in FIG. 7 will be described. The signal transmitter S is arranged for each blocked section on the route or for each of a plurality of blocked sections in a system in which transmission points are switched by a signal output switch, and outputs a train control signal current to the track circuit. The train 2 receives the train control signal by the signal receiving means 25 attached in front of the train while traveling, and demodulates the signal modulated for signal transmission by the ATC receiver 26. Based on the train control information sent from the ground-side signal transmitter S, the control device 27 determines a target speed to be traveled for each specified time point or each existing position point, and checks the travel speed obtained from the rotation of the axle. The necessary brake command is output. The signal transmitter S outputs a train control signal to the track circuit with transmission power determined in advance for each track circuit.
[0004]
[Problems to be solved by the invention]
Although the conventional train control apparatus as described above receives the train control signal by the signal receiving means 25 attached in front of the train, there is no means for measuring the noise power in the train control signal band, which affects the signal transmission quality. It was difficult to always accurately grasp the signal-to-noise ratio exerted over all lines.
[0005]
When measuring the signal-to-noise ratio with a conventional apparatus, a band running means and a signal strength measuring device are individually attached to the signal receiving means 25 in front of the train and the signal receiving means 25 in the rear of the train, and the front and the rear. It was necessary to carry out confirmation work to compare and compare the received intensity changes.
[0006]
In addition, even if the signal power from the signal transmitter S on the ground side decreases due to deterioration of the equipment, weather conditions or other transmission conditions, the transmission state in the track circuit deteriorates and the signal-to-noise ratio decreases, Since the signal transmitter on the ground side operates independently of the vehicle upper side, it is difficult to detect an event in which the signal-to-noise ratio on the vehicle upper side is lowered.
[0007]
If the signal-to-noise ratio decreases, the transmission quality of train control signals deteriorates, such as erroneous detection of signals or an increase in information error rate, which may hinder normal train operation. If it can be detected that the signal-to-noise ratio is lowered, the inspection maintenance work can be activated or the output power of the signal transmitter can be adjusted to be increased.
[0008]
Further, if the signal-to-noise ratio is not appropriate, the output power of the signal transmitter S can be adjusted so that the appropriate transmission condition is achieved.
[0009]
As described above, the conventional apparatus normally cannot always detect the signal-to-noise ratio during operation, and there is no means to adjust the transmission power of the signal transmitter S on the ground side to an appropriate state according to the signal-to-noise ratio. There was a problem.
[0010]
The present invention has been made to solve the above-described problems. The signal-to-noise ratio is always detected during normal operation, and the transmission power of the ground-side signal transmitter is set according to the signal-to-noise ratio. The object is to obtain a train control device that can be adjusted.
[0011]
[Means for Solving the Problems]
The train control device according to the present invention is a train control device that controls the operating conditions of a train by a train control signal. In the train control device, on the vehicle upper side, in front of the inter-track short circuit, and installed on the ground in front of the traveling direction. First signal receiving means for receiving a train control signal from a vessel, and first signal band limiting means for extracting a frequency component of a signal band used by the train control signal received by the first signal receiving means; The second signal receiving means for receiving a no-signal noise signal that is behind the inter-orbit short-circuit and blocked by the inter-orbit short-circuit is received by the second signal receiving means. A signal-to-noise ratio from second signal band limiting means for extracting a noise component of a signal band used by the train control signal, output of the first signal band limiting means and output of the second signal band limiting means Get signal Force comparison means, and information transmission means for transmitting signal-to-noise ratio information from the signal power comparison means to the signal transmitter, wherein the signal transmitter comprises a signal-to-noise ratio from the signal power comparison means. The transmission power of the train control signal is controlled based on this information.
[0012]
The signal power comparing means delays the output of the first signal band limiting means by a running time or a running distance corresponding to a separation length of the first signal receiving means and the second signal receiving means. A signal delaying unit for performing the processing, a signal smoothing unit for removing and smoothing the high frequency component of the output of the second signal band limiting unit, an output signal from the signal delaying unit, and an output signal from the signal smoothing unit And signal dividing means for obtaining a signal-to-noise ratio based on the above.
[0013]
A signal-to-noise ratio recording unit that records a temporal change or a mileage change in the signal-to-noise ratio based on reception of the signal-to-noise ratio information from the information transmitting unit; and Alarm means for outputting an alarm when the signal-to-noise ratio deviates from a prescribed signal-to-noise ratio is installed on the ground side.
[0014]
A signal-to-noise ratio recording means for recording a temporal change or a travel distance change of the signal-to-noise ratio based on the signal-to-noise ratio information from the signal power comparing means; An alarm means for outputting an alarm when the signal-to-noise ratio deviates is installed on the vehicle upper side.
[0015]
Furthermore, a train control device according to another invention is a train control device that controls a train operating condition by a train control signal, and is installed on the vehicle upper side, in front of the inter-track short circuit, and on the ground in front of the traveling direction. The signal receiving means for receiving the train control signal from the signal transmitter, the signal band limiting means for extracting the frequency component of the signal band used by the train control signal received by the signal receiving means, and the noise power are preset. Noise power setting means, signal power comparison means for obtaining a signal-to-noise ratio from the output of the signal band limiting means and the noise power set in the noise power setting means, and a signal from the signal power comparison means Information transmitting means for transmitting information on the noise-to-noise ratio to the signal transmitter, the signal transmitter transmitting train control signals based on the information on the signal-to-noise ratio from the signal power comparing means. It is characterized in that for controlling the power.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Embodiment 1 FIG.
1 is a block diagram showing a train control apparatus according to Embodiment 1 of the present invention. In FIG. 1, 1 is a track circuit, 2 is a train, 3 is an inter-track short circuit composed of wheels and axles, 4 is a signal transmitter that outputs a train control signal and a train presence detection signal to the track circuit 1, When the train 2 enters the track circuit 1, the train track detector 6 detects the train track by detecting that the train track detection signal is interrupted and the signal level is changed by the inter-track short circuit 3, A signal receiving means 7 for receiving a train control signal output from the signal transmitter 4 in front of the track-to-track short circuit 3 and a signal band limiting means 7 for extracting a frequency component of a signal band used by the train control signal.
[0017]
Reference numeral 8 denotes a signal receiving means for receiving a noise signal in a no-signal state in which the train control signal output from the signal transmitter 4 is interrupted by the inter-circuit short circuit 3, which is behind the inter-circuit short circuit 3. Similarly to the signal band limiting unit 7, the signal band limiting unit 10 extracts the frequency component of the signal band used by the train control signal, and 10 indicates the train control signal power received in front of the inter-track short circuit 3 and the inter-track short circuit 3. Signal power comparison means for outputting a signal-to-noise ratio from noise signal power received at the rear, 11 is an information transmission means for transmitting the obtained signal-to-noise ratio from the vehicle upper side to the ground side in the form of transmission information, and 12 is information This is information receiving means for receiving the signal-to-noise ratio information sent from the transmitting means 11.
[0018]
In the train control device configured as described above, while receiving the train control signal output from the signal transmitter 4 by the signal receiving means 6 in front of the inter-track short circuit 3, the rear of the inter-circuit short circuit 3 is provided. A certain signal receiving means 8 receives a noise signal existing within the signal band of the train control signal, and the signal power comparing means 10 can detect the ratio between the signal power and the noise power each time.
[0019]
The signal-to-noise ratio detected by the signal power comparison unit 10 can be transmitted from the vehicle upper side to the signal transmitter 4 provided for each block section of the track circuit on the ground side by the information transmission unit 11 and the information reception unit 12. . Therefore, the signal transmitter 4 can adjust the transmission power to an appropriate level based on the signal-to-noise ratio information detected on the upper side of the vehicle, and can appropriately ensure the transmission quality of the signal.
[0020]
FIG. 2 shows a specific configuration of the signal power comparison means 10. In FIG. 2, reference numeral 13 denotes a signal receiving means 6 for arranging a signal change corresponding to the travel time or a signal change corresponding to the travel distance in front of the inter-circuit short circuit 3 and a signal reception disposed in the rear of the inter-circuit short circuit 3. Signal delay means for delaying the travel time or travel distance corresponding to the separation length of means 8, 14 is a signal smoothing means for removing and smoothing high frequency components of the received signal, and 15 is an output signal from the signal delay means 13. This is signal division means for obtaining a power ratio with the output signal from the signal smoothing means 14.
[0021]
A signal received by the signal receiving means 6 disposed in front of the inter-orbit short circuit 3 is accompanied by a time change or a distance change as indicated by reference numeral 16 in FIG. As the signal transmitter 4 arranged for each track circuit approaches, the received power increases, and when passing through the signal transmitter 4, the signal power reduced due to the signal attenuation of the track circuit is received.
[0022]
Further, the signal received by the signal receiving means 8 disposed behind the inter-orbit short circuit 3 is accompanied by a time change or a distance change of a signal having a sharp peak at each track circuit boundary as indicated by reference numeral 17 in FIG. . Usually, the signal is short-circuited by the track-to-track short circuit 3, but the track-to-track short circuit 3 passes through the boundary of the track circuit, and the track immediately below the track circuit and the signal receiving means 8 where the track-to-track short circuit 3 exists. At the moment when the circuit is separated, a normal signal is received from the signal transmitter 4 behind the track circuit in which the inter-track short circuit 3 exists.
[0023]
A signal obtained by delaying the signal received by the signal receiving means 6 arranged in front of the inter-orbit short-circuit 3 by the signal delay means 13 is arranged behind the inter-orbit short-circuit 3 as shown by reference numeral 18 in FIG. The signal received by the signal receiving means 8 coincides with the time axis or the distance axis. As another method, the signal received by the signal receiving means 8 disposed behind the inter-orbit short circuit 3 is advanced by the travel time or travel distance corresponding to the separation length, and the time axis or distance axis is trajected. You may make it correspond to the signal received with the signal receiving means 6 distribute | arranged ahead of the short circuit 3.
[0024]
Further, when the signal received by the signal receiving means 8 disposed behind the interorbit short circuit 3 is removed by the signal smoothing means 14, the signal received in the no-signal state as shown by reference numeral 19 in FIG. It becomes.
[0025]
As a result, the power ratio between the output signal from the signal delay means 13 and the output signal from the signal smoothing means 14 can be obtained as a signal-to-noise ratio by the signal dividing means 15.
[0026]
The signal-to-noise ratio information thus obtained is sent to the signal transmitter 4 by the vehicle-side information transmitting means 11 and the ground-side information receiving means 12, and the signal transmitter 4 has an appropriate transmission power. It can be adjusted to output.
[0027]
Embodiment 2. FIG.
FIG. 4 is a configuration diagram showing a train control apparatus according to Embodiment 2 of the present invention. In FIG. 4, the same parts as those of the first embodiment shown in FIG. As a new code, 20 is a signal-to-noise ratio recording means for recording a change in signal-to-noise ratio with time or a mileage change, and 21 is an alarm means for outputting an alarm when the signal-to-noise ratio deviates from the specified signal-to-noise ratio. is there.
[0028]
The signal-to-noise ratio information obtained by the signal power comparing means 10 is sent to the ground-side signal-to-noise ratio recording means 20 by the vehicle-side information transmitting means 11 and the ground-side information receiving means 12 to be signal-to-noise. Changes in the ratio over time or travel distance are recorded, or an alarm is output when the alarm means 21 deviates from the prescribed signal-to-noise ratio.
[0029]
Therefore, the facility manager can perform inspection / maintenance work or adjust the output power of the signal transmitter 4 based on the change with time of the signal-to-noise ratio or the alarm.
[0030]
Embodiment 3 FIG.
FIG. 5 is a block diagram showing a train control apparatus according to Embodiment 3 of the present invention. In FIG. 5, the same parts as those in the first embodiment shown in FIG. As a new code, 22 is a signal-to-noise ratio recording means installed on the upper side of the vehicle for recording a change in signal-to-noise ratio with time or a change in mileage, and 23 is an alarm when the signal-to-noise ratio deviates from the specified signal-to-noise ratio. Is an alarm means installed on the upper side of the vehicle.
[0031]
The signal-to-noise ratio information obtained by the signal power comparing means 10 is sent to the signal-to-noise ratio recording means 20 on the upper side of the vehicle, where the change in the signal-to-noise ratio with time or travel distance is recorded, or an alarm If the means 21 deviates from the specified signal-to-noise ratio, an alarm is output.
[0032]
Therefore, the facility manager can carry out inspection and maintenance work or adjust the output power of the signal transmitter according to a change with time or a warning of the signal-to-noise ratio on the upper side of the vehicle.
[0033]
Embodiment 4 FIG.
6 is a block diagram showing a train control apparatus according to Embodiment 4 of the present invention. In FIG. 6, the same parts as those in the first embodiment shown in FIG. As a new code, 24 is a noise power setting means in which transmission is interrupted by a signal short circuit between tracks functioning by wheels and axles, and noise power that becomes no signal is preset as a prescribed value, and 10A is a signal band limiting means. 7 is a signal power comparing means for obtaining a signal-to-noise ratio from the output of 7 and the noise power set in the noise power setting means 24.
[0034]
According to the fourth embodiment, the noise signal power, which is one of the inputs of the signal power comparison means 10A that outputs the signal-to-noise ratio, is set in advance as a specified value from the information accumulated in the conventional measurement. Simplification can be achieved.
[0035]
【The invention's effect】
As described above, according to the present invention, the signal-to-noise ratio can always be detected during normal operation, and the transmission power of the ground-side signal transmitter can be adjusted according to the signal-to-noise ratio.
[0036]
Further, the signal power comparing means delays the output of the first signal band limiting means by the traveling time or traveling distance corresponding to the distance between the first signal receiving means and the second signal receiving means. And a signal smoothing means for removing and smoothing the high frequency component of the output of the second signal band limiting means, a signal-to-noise ratio based on the output signal from the signal delay means and the output signal from the signal smoothing means Therefore, it is possible to obtain appropriate signal-to-noise ratio information.
[0037]
In addition, a signal-to-noise ratio recording unit that records a temporal change or a mileage change of the signal-to-noise ratio based on reception of the signal-to-noise ratio information from the information transmitting unit, and a signal pair from the information transmitting unit Since the alarm means that outputs an alarm when the noise ratio deviates from the specified signal-to-noise ratio is installed on the ground side, the inspection and maintenance work is performed based on the change over time of the signal-to-noise ratio or the alarm, The output power of the signal transmitter can be adjusted.
[0038]
A signal-to-noise ratio recording means for recording a temporal change or a mileage change in the signal-to-noise ratio based on the signal-to-noise ratio information from the signal power comparing means; and a signal with a specified signal-to-noise ratio. The alarm means that outputs an alarm when it deviates from the noise-to-noise ratio has been installed on the upper side of the vehicle. The power can be adjusted.
[0039]
In addition, noise power setting means that preset noise power is provided, and the signal-to-noise ratio is obtained from the output of the signal band limiting means and the noise power set in the noise power setting means. The apparatus can be simplified by setting the noise power determined from the information accumulated in step 1 to a specified value.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a train control apparatus according to Embodiment 1 of the present invention.
FIG. 2 is a configuration diagram of signal power comparison means in FIG. 1;
3 is an example of a temporal or mileage change in train control signal power received in front of the track-to-track short circuit 3 in FIG. 1 and noise signal power received in the back of the track-to-track short circuit 3. FIG.
FIG. 4 is a configuration diagram of a train control device according to Embodiment 2 of the present invention.
FIG. 5 is a block diagram of a train control apparatus according to Embodiment 3 of the present invention.
FIG. 6 is a block diagram of a train control apparatus according to Embodiment 4 of the present invention.
FIG. 7 is a configuration diagram of a train control device according to a conventional example.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Track circuit, 2 trains, 3 track short circuit device, 4 signal transmitter, 5 train standing line detector, 6 signal receiving means, 7 signal band limiting means, 8 signal receiving means, 9 signal band limiting means, 10, 10A signal Power comparison means, 11 information transmission means, 12 information reception means, 13 signal delay means, 14 signal smoothing means, 15 signal division means, 16 signal received by signal reception means 6 arranged in front of the short circuit between the orbits 3, 17 Signal received by the signal receiving means 8 arranged behind the inter-orbit short circuit 3, 18 Delay signal of signal 16, 19 Smoothed signal of signal 17, 20, 22 Signal-to-noise ratio recording means, 21, 23 Alarm means 24 Noise power setting means.

Claims (5)

列車制御信号により列車の運転条件を制御する列車制御装置において、
車上側に、
軌道間短絡器の前方にあって、進行方向前方の地上に設置された信号送信器からの列車制御信号を受信する第１の信号受信手段と、
前記第１の信号受信手段により受信された列車制御信号が使用する信号帯域の周波数成分を抽出する第１の信号帯域制限手段と、
前記軌道間短絡器の後方にあって、当該軌道間短絡器により伝送遮断された無信号状態の雑音信号を受信する第２の信号受信手段と、
前記第２の信号受信手段により受信された列車制御信号が使用する信号帯域の雑音成分を抽出する第２の信号帯域制限手段と、
前記第１の信号帯域制限手段の出力と前記第２の信号帯域制限手段の出力とから信号対雑音比を得る信号電力比較手段と、
前記信号電力比較手段からの信号対雑音比の情報を前記信号送信器に送信する情報送信手段と
を備え、
前記信号送信器は、前記信号電力比較手段からの信号対雑音比の情報に基づいて列車制御信号の送信電力の制御を行う
ことを特徴とする列車制御装置。In the train control device that controls the operation condition of the train by the train control signal,
On the upper side of the car,
A first signal receiving means for receiving a train control signal from a signal transmitter installed on the ground in front of the traveling direction in front of the inter-track short circuit;
First signal band limiting means for extracting a frequency component of a signal band used by the train control signal received by the first signal receiving means;
Second signal receiving means for receiving a noise signal in a no-signal state behind the inter-orbit short-circuit and blocked by the inter-orbit short-circuit,
Second signal band limiting means for extracting a noise component of a signal band used by the train control signal received by the second signal receiving means;
Signal power comparing means for obtaining a signal-to-noise ratio from the output of the first signal band limiting means and the output of the second signal band limiting means;
Information transmitting means for transmitting signal-to-noise ratio information from the signal power comparing means to the signal transmitter;
The said signal transmitter controls the transmission power of a train control signal based on the information of the signal-to-noise ratio from the said signal power comparison means, The train control apparatus characterized by the above-mentioned. 請求項１に記載の列車制御装置において、
前記信号電力比較手段は、
前記第１の信号帯域制限手段の出力を、前記第１の信号受信手段と前記第２の信号受信手段の離隔長に該当する走行時時間あるいは走行距離分遅延させる信号遅延手段と、
前記第２の信号帯域制限手段の出力の高周波成分を除去し平滑化させる信号平滑化手段と、
前記信号遅延手段からの出力信号と前記信号平滑化手段からの出力信号とに基づいて信号対雑音比を得る信号除算手段と
を備えたことを特徴とする列車制御装置。In the train control device according to claim 1,
The signal power comparison means includes
A signal delay means for delaying the output of the first signal band limiting means by a running time or a running distance corresponding to a separation length of the first signal receiving means and the second signal receiving means;
Signal smoothing means for removing and smoothing high frequency components of the output of the second signal band limiting means;
A train control device comprising: signal division means for obtaining a signal-to-noise ratio based on an output signal from the signal delay means and an output signal from the signal smoothing means. 請求項１または２に記載の列車制御装置において、
前記情報送信手段からの信号対雑音比の情報を受信に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、前記情報送信手段からの信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを地上側に設置した
ことを特徴とする列車制御装置。In the train control device according to claim 1 or 2,
Signal-to-noise ratio recording means for recording temporal change or mileage change of the signal-to-noise ratio based on reception of the signal-to-noise ratio information from the information transmitting means, and signal pair from the information transmitting means A train control device, characterized in that alarm means for outputting an alarm when the noise ratio deviates from a prescribed signal-to-noise ratio is installed on the ground side. 請求項１または２に記載の列車制御装置において、
前記信号電力比較手段からの信号対雑音比の情報に基づいて当該信号対雑音比の時間的変化あるいは走行距離的変化を記録する信号対雑音比記録手段と、信号対雑音比が規定の信号対雑音比から外れた場合に警報を出力する警報手段とを車上側に設置した
ことを特徴とする列車制御装置。In the train control device according to claim 1 or 2,
A signal-to-noise ratio recording means for recording a temporal change or a mileage change in the signal-to-noise ratio based on the signal-to-noise ratio information from the signal power comparing means; and a signal pair with a specified signal-to-noise ratio. A train control device characterized in that alarm means for outputting an alarm when the noise ratio deviates is installed on the upper side of the vehicle. 列車制御信号により列車の運転条件を制御する列車制御装置において、
車上側に、
軌道間短絡器の前方にあって、進行方向前方の地上に設置された信号送信器からの列車制御信号を受信する信号受信手段と、
前記信号受信手段により受信された列車制御信号が使用する信号帯域の周波数成分を抽出する信号帯域制限手段と、
雑音電力を予め設定してなる雑音電力設定手段と、
前記信号帯域制限手段の出力と前記雑音電力設定手段に設定された雑音電力とから信号対雑音比を得る信号電力比較手段と、
前記信号電力比較手段からの信号対雑音比の情報を前記信号送信器に送信する情報送信手段と
を備え、
前記信号送信器は、前記信号電力比較手段からの信号対雑音比の情報に基づいて列車制御信号の送信電力の制御を行う
ことを特徴とする列車制御装置。In the train control device that controls the operation condition of the train by the train control signal,
On the upper side of the car,
A signal receiving means for receiving a train control signal from a signal transmitter installed on the ground in front of the traveling direction in front of the short circuit between the tracks,
A signal band limiting unit for extracting a frequency component of a signal band used by the train control signal received by the signal receiving unit;
Noise power setting means configured to preset noise power;
Signal power comparison means for obtaining a signal-to-noise ratio from the output of the signal band limiting means and the noise power set in the noise power setting means;
Information transmitting means for transmitting signal-to-noise ratio information from the signal power comparing means to the signal transmitter;
The said signal transmitter controls the transmission power of a train control signal based on the information of the signal-to-noise ratio from the said signal power comparison means, The train control apparatus characterized by the above-mentioned.
JP2002257687A 2002-09-03 2002-09-03 Train control device Expired - Fee Related JP4037223B2 (en)

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