JPH02120172A - Automatic train control device using non-insulated track circuit - Google Patents

Abstract

PURPOSE:To shorten an operation head interval by transmitting a signal from an ATC transmitter in response to the said section on the occasion that a track circuit corresponding to a front section detects there is a train, when the train has entered the front section out of two adjacent sections with a train detecting transmit point as the boundary. CONSTITUTION:A transmitter TDS is connected to a track at a border of two adjacent territories 1T, 2T with a transmit point of a track circuit as the boundary, and both receivers 1T.R, 2TR.R are connected to both ends of each of these two territories. ATC transmitters 1T.ATCS, 2T.ATCS are connected to respective front ends of these two territories 1T, 2T, and in addition, there is provided with a train detector 1T.W which detects that there is no train in an interval of up to a spot (cp) where a train's most rear part is distant as long as the specified distance l from a transmit point sp1 of the rear territory 2T. then, transmission takes place from the ATC transmitter 1T.ATCS under two conditions that there is train at the rear territory 2T and there is no train of the train detector 1T.W, while this transmission also takes place from the ATC transmitter 2T.ATCS under the condition that there is the train in the front territory 1T.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an ATC device (automatic train control device) using an uninsulated track circuit.

[Prior Art and Its Disadvantages] First, an ATC device using a conventional non-insulated track circuit will be described.

The uninsulated track circuit does not physically electrically insulate the track for each block section as in the paid edge track circuit, but as shown in FIG.
T,~5T... are arranged alternately and connected to the orbit,
The train section is configured so that transmission is transmitted from the center (boundary) to two consecutive sections IT, 2T, 3T, 4T, etc., and reception is received at both ends of the two sections (central transmission system). This system is designed to detect the presence or absence of a train and its location by detecting a drop in the reception level due to a track short circuit caused by the axle during the approach.

In addition, in the ATC device using this uninsulated track circuit, each of the two sections IT, 2T, and 3T.

4T, . . . are connected to the first transmission point Spl and the second transmission point SPz at the front ends of the rear section and the front section, respectively, and use a transmission frequency different from the transmission frequency of the train detection transmitter TDS. AT common ATC transmitter ATC3
C is provided as a ground device, and the transmission point of each transmitter is set to the contact points 1tr, 2tr, and 3tr of each receiving relay according to the train position conditions obtained from the above track circuit.

The signal is switched to one of the front ends of the two sections through a switching circuit SW consisting of a 4TR, and the signal is transmitted from the front end of the section where the train is present in the direction of travel.

The ATC on-board device installed on the train is the transmitter A.
The speed control signal from TC3 is received by the receiver, and the operation controller runs the train at a predetermined speed based on the received content.
Or take a control action to stop it.

With the above configuration, the section where the train exists (e.g. 2T)
When transmitting an ATC signal to a section ahead of the ATC signal (for example, IT), if the ATC signal is sent to the section ahead (for example, IT), the train
There is a risk of receiving a leaked signal from the IT), but this is prevented by switching and cutting the transmission point depending on the train position conditions. Moreover, since the track is short-circuited by the train, transmission is also cut for the section (3T) behind the section (2T) where the train is present. As a result, the one section (3T) behind the section (2T) where the train is on the track is in a no-signal state V0
It becomes 2.

Furthermore, conventionally, in order to compensate for the case where a certain section becomes a no-signal state due to a failure of a component of the ATC device, for example, the transmitter ATC8 or the switching circuit SW, the operation regulations require a no-signal section (for example, 3T ) is to transmit a signaled stop signal vo1 to a section immediately after (for example, 4T).

In this way, the ATC transmitter sends various speed limit signals, such as no signal (2), depending on the train position signal provided by the track circuit. 2. Stop signal o1, first speed signal v1, second speed signal V2, etc. are transmitted, and one section 3T behind the section 2T where the above-mentioned train is present has no signal V (,
2, and thereafter, as the train approaches the rear section, Vo,, v.

v2 will be transmitted.

FIG. 8 is a chart showing the correspondence between the train position and the content of the speed control signal transmitted to each section. A value in parentheses indicates no transmission, and a value without 0 indicates transmission in progress.

As shown in the diagram, no signal■. A stop signal VOI is always transmitted in the section immediately after the section where the number is 2. Trains can enter the section where the stop signal VO 1 is displayed after the driver confirms the operation, but it is not possible to enter the section where there is no signal V02.

In order to meet the demand for mass transportation on electric lines in megacities with a large number of users, high-density operation is required by shortening the operating head, that is, the interval between train operations (time or distance interval). Conventionally, since the above-mentioned track circuit configuration and ATC signal transmission method were adopted, a following train could never enter the section immediately after the section where the train was present, so the shortening of the operating head could be reduced by a maximum of 1. There was a drawback that it was limited to intervals.

[Technical problem to be solved] Therefore, the problem of this invention is to solve the problem of A using an uninsulated track circuit.
The question is how to configure a TC device to meet the demand for shortening the operating head by allowing a following train to enter the section immediately following the section where the train is present.

[Means for Solving the Problems] The ATC device according to the present invention has a track circuit configuration and an ATC device.
By making slight improvements to the transmission method, it was possible for the following train to enter the section immediately following the section in which the train was currently present.

That is, transmitters and receivers are connected to the orbit alternately for each block section, and each transmits from the center of two adjacent sections.
In an ATC device using an uninsulated track circuit that receives signals at both ends of the two sections and detects the presence or absence of a train in the section when a drop in reception level due to a short circuit of the train's axles is detected, (a) each of the above two sections; An ATC transmitter having a transmission point at the front end of each section is installed in each section; (b) A train that detects the presence of a train between the transmission point in the rear section of each of the two sections and a point a predetermined distance ahead. (c) From the ATC transmitter in the rear section of each of the two sections,
(d) From the ATC transmitter of the front section of each of the two sections,
(e) The predetermined distance from the transmission point of the train detector is such that the transmission current from the transmission point at the front end of the rear section is such that the transmission current in the front section is The present invention is characterized in that the distance is such that a necessary and sufficient transmission current can be secured in the rear section even if it is absorbed by a train axle short circuit and rail impedance from the transmission point to the axle short circuit point.

[Operation] When a train enters the front section of the two adjacent sections with the train detection transmission point as the boundary, the track circuit corresponding to the front section detects the presence of a train. As a result, the signal output from the ATC transmitter corresponding to the forward section is transmitted to the orbit of the forward section from its front end.

If the train exists within a predetermined distance from the transmission point in the rear section, the train detector corresponding to the predetermined distance will detect the presence of the train, so the A corresponding to the rear section will be detected.
The output signal from the TC transmitter is not sent to the section after it, and the section after it is in a no-signal state. Therefore, if a train enters the rear section from one section further behind the rear section, the track circuit corresponding to the rear section will be subject to the train presence condition, but the signal from the ATC transmitter corresponding to the rear section will be Since the output signal has not yet been sent to that rear section, a no signal will be displayed for that train.

Further, when the train that has entered the front section moves forward from the section within a predetermined distance from the transmission point of the rear section, the train detector will no longer detect the train. Therefore, when a train enters the rear section, the train presence condition for the rear section and the no train condition for the predetermined distance are met, so the output of the ATC transmitter corresponding to the rear section is sent to the rear section. . When there is a train in the front section, the ATC signal for the rear section is the stop signal ■o1.

Therefore, even if there is a train in the section ahead, the following train can enter the section immediately after it by checking if necessary.

[Example of this invention] Next, the present invention will be explained in detail.

1 and 2 show a first embodiment.

According to this invention, two sections adjacent to each other with the transmission point of the track circuit as a boundary are treated as one unit, and each unit has a similar configuration. Therefore, in order to simplify the drawing, FIG. Only this unit will be shown and explained, and other units will be omitted.

Transmitter TDS is placed in orbit at the boundary between two adjacent sections IT and 2T.
and receivers IT-R and 2TR are connected to both ends of the two sections.
-R is connected in the same way as the conventional non-insulated track circuit.

In the present invention, the transmitter for the ATC device includes, at the front end of each of the two sections, the front section IT and the rear section 2T,
ATC transmitter IT-ATC3, 2T-ATC3 respectively
are connected.

Further, in the present invention, a train detector IT-W is provided to detect that there is no train between the rear end of the train and a point CP separated by a predetermined distance l from the transmission point SP1 in the rear section. This train detector may be of any method as long as it does not affect the train detection transmission signal (TDS signal) and ATC signal of the non-insulated track circuit.

As an example of this, the outputs of wheel detectors A C1 and A C2 installed at two points on the front and back of the track are counted, and if the two hand numbers do not match, it is determined that there is a train, and if they match, it is determined that there is no train. It is possible to use a train detector IT-W that uses a known wheel counting method to determine this. In this case, the advancing side wheel detector AC2 is connected to the transmitting point S of the rear section 2T.
It is provided at a point cp a predetermined distance p from P1. The approach side wheel detector ACI may be provided either before or after the transmission point SP1.

The predetermined distance l from the transmission point SP1 to the point cp is such that when the transmission current is transmitted to the track from the transmission point SPz, the transmission current is short-circuited to the axle of a train that exists ahead of the transmission point SP1, and from the transmission point to the axle short-circuit point. This is the distance that can avoid the inability to transmit receivable signal current to trains existing in the rear section 2T due to absorption by the rail impedance up to the transmitter 2T-ATC.
It is set in consideration of the transmission output of 3, rail impedance, and track circuit constant. Specifically, it may be about 20 to 40 m.

and an ATC transmitter 2T-AT for the backward section 2T.
The output circuit between C3 and the transmission point SPI is connected to the rear section 2T.
Receiving relay contact 2tr of receiver 2T-R of track circuit
and the contact point of the no-train detection relay of the train detector IT-W.
By inserting w in series, the transmission output of the transmitter 2T-ATC3 is given to the transmission point SP1 under the condition that there is no train between the transmission point spt and the point cp, and there is a train in the rear section 2T. It is configured so that it can be used.

Also, the ATC transmitter IT-ATC for the forward section IT
Contacts 1tr and 0 of the reception relay of the receiver IT/R of the track circuit in the front section are connected to the output circuit between the transmission point S22 and the transmission point S22.
By inserting the contact Otr of the receiving relay of T-R, the train enters the front section IT from the rear section 2T and enters the OT.
The configuration is such that the output from the transmitter IT-ATC3 is given to the transmission point SP2 until the transmitter IT-ATC3 enters the transmission point SP2.

With the above configuration, when the head of train C enters the front section IT from the rear section 2T, both the track circuits of the rear section and the front section detect the presence of a train, and the train detector I
T-W also detects the presence of a train. Therefore, relay contact 1t
Due to the fall of W, the transmission output of the transmitter 2T-ATC3 is cut, and the fall of the relay contact 1tr causes the ATC signal from the transmitter IT/ATC5 to be sent to the front section IT. A signal appears. Therefore, this train is operated at a predetermined speed based on the ATC signal transmitted from the front end of the front section IT, and since the part behind train C in the rear section 2T is in a no-signal state, this rear section The following trains will be prevented from entering.

When train C continues to advance and the last part of the train passes point cp, the train detector IT/W detects the absence of a train, and the contact I of the train absence detection relay of that train detector is connected.
TW is kidnapped. Therefore, in this state, if the following train enters the rear section 2T, contact 2 of the receiving relay of the track circuit
As the tr falls, the transmission conditions of the transmitter 2T/ATC3 are satisfied, so ATC transmission to the rear section 2T becomes possible.

That is, even if a train still exists in the forward section IT, if its position is ahead of the point CP, a stop signal V is given to the train entering the rear section 2T. 1 can be sent.

Therefore, the following train can enter into the rear section 2T by confirming operation. Since there is no signal in the area behind the train in the forward section IT, it is absolutely impossible for the following train to proceed to the forward section IT, so safety is ensured.

Furthermore, if the first train C enters the rear section 2T,
The track circuit in this rear section detects the presence of a train, and the train detector IT-W now detects that there is no train, so relay contacts 1tr and ltw satisfy the transmission conditions and this rear section 2T Since the ATC signal is transmitted from the transmitter 2T-ATC3, the train can proceed at a predetermined speed according to the ATC signal.

Figure 2 shows the relationship between train positions and ATC signals sent to each section. ) is not sent and is sent when the train arrives. Items without 0 are being sent.

In the first embodiment described above, wheel counters installed at two points are used as means for detecting that there is no train between the transmission point at the boundary between two adjacent sections and the point where impedance below a predetermined value is ensured. A train detector was used that determines the presence or absence of a train based on whether the counted values of the two match. Such a train detector has the advantage that it can be used regardless of the length of the train.

Figures 3 and 4 show an example in which the train length is fixed.
If all trains running on the route are of a certain length, the third
As shown in the figure, the train detector IT is operated by the front end of the train when the last end of the train passes point cp.
-W' can be used. This train detector may be, for example, a wheel detector located at a distance 1' in front of the point CP corresponding to the length of the train.

Figure 4 shows the train position and transmitted ATC corresponding to Figure 3.
Shows the relationship between signals.

Above 1. In the second embodiment, ATC transmission is carried out by separate transmitters from the transmission point at the front end of each of the two adjacent sections, and a buffer distance l is secured in front of the transmission point for the rear section. This is designed to shorten the head.

On the other hand, the second invention shown in FIG.
A TC transmitter and an ATC transmitter exclusively for the rear section are provided, and a dedicated transmitter's transmission point is provided behind the common transmitter's transmission point for the rear section to ensure a buffer distance l between the side transmission points. This is what I did.

That is, in this embodiment, as shown in FIG. 5, one IT common transmitter /2TATC8 is provided in two adjacent sections IT and 2T as in the conventional case, and the transmission point SP1 + "P is set depending on the train position condition.
In addition to having a switching circuit SW for switching between 2 and 2, a second transmitter 2T-ATC3 is provided for the rear section, and a transmission point SP3 for IT is provided in the rear section as a common transmitter. A second transmitter 2T-ATC is installed at a point separated by the predetermined distance l behind the ATC.
8 and its transmission point SP3, there is a transmission relay 2T that operates under the conditions of forward section entry and rear section entry and maintains itself.
By inserting the relay contact 2ts of the transmission condition circuit SC having S, while the train is in the rear section 2T,
The ATC signal from the common transmitter 1T/2TATC8 is transmitted from the front end Sp1 of the rear section, and when the train enters the front section IT, the ATC signal from the common transmitter is transmitted from the front end Sp1 by the switching circuit SW. Before section @ s
This enables ATC transmission from the third transmission point SP3 when the tail end of the train passes through the rear section.

[Effects of the Invention] As described above, when the ATC device using the non-insulated track circuit according to the present invention detects that the train has progressed to a position separated by a predetermined pressure from the transmission point, the ATC device immediately after the existing section Since ATC transmission can be sent to the rear section, it is now possible for the following train to enter the section following the section where the train is currently present. Therefore, even in the ATC system using a non-insulated track circuit, the operating head can be further shortened if necessary.

[Brief Description of the Drawings] Fig. 1 is a block diagram showing a part of the configuration of the first embodiment of the present invention, and Fig. 2 shows the relationship between train position and ATC transmission contents for each section in the first embodiment. FIG. 3 is a block diagram showing a part of the configuration of the second embodiment of the present invention, and FIG. 4 is a diagram showing the train position and the A for each section in the second embodiment.
FIG. 5 is a block diagram showing a part of the configuration of the second invention, and FIG. 6 is a chart showing the relationship between ATC transmission contents for each section and the train position in the same invention. FIG. 7 is a block diagram showing part of the configuration of an example of a conventional device, and FIG. 8 is a chart showing the relationship between train position and ATC transmission content for each section in the conventional device. IT/ ・TDS...Track circuit transmitter, IT IT-R, 2T-R...Track circuit receiver, IT -
ATC8/ATC transmitter, 2T-ATC3...ATC transmitter, IT-W, IT-W-...train detector, SW...switching circuit, SPI P2 P3...transmission point, SC... - Transmission condition circuit. Figure 1 Figure 2 Procedural amendments Director General of the Patent Office Yoshi 1) Takeshi Moon 1, Indication of the case 1988 Patent Application No. 272642 2, Name of the invention ATC device using uninsulated track circuit 3, Person making the amendment Relationship to the case Patent applicant name (465) Nippon Signal Co., Ltd. 4, agent address: 105

Claims (1)

[Claims] (1) Transmitters and receivers are connected to the track alternately for each block section, and each transmits from the center of two adjacent sections, and receives at both ends of the two sections, and the train In an ATC device that uses an uninsulated track circuit that detects the presence of a train in that section when a drop in reception level due to an axle short circuit is detected, (a) each of the two sections has a transmission point at the front end of each section. (b) A train detector is provided to detect the presence or absence of a train between the transmitting point in the rear section of each of the two sections to a point a predetermined distance ahead; (c) A train detector is provided for the rear section of each of the two sections. From the ATC transmitter in the section,
(d) From the ATC transmitter of the front section of each of the two sections,
(e) For a predetermined distance from the transmission point of the train detector, the transmission current from the transmission point at the front end of the rear section is transmitted based on the train presence condition of the track circuit corresponding to the front section; ATC using an uninsulated track circuit, characterized in that the distance is such that a necessary and sufficient transmission current can be secured in the rear section even if the transmission current is absorbed by an axle short circuit and rail impedance from the transmission point to the axle short circuit point. Device. (2) The train detector that detects the presence of a train between the transmitting point in the rear section of two adjacent sections and a point a predetermined distance ahead is a wheel counter on the advancing side installed at the point, and a train detector installed at the rear section from the point. ATC using the non-insulated track circuit according to claim 1, characterized in that the presence or absence of a train is determined based on the provided approach side wheel counter and the mismatch or coincidence of the counted values of both counters. Device. (3) The train detector that detects the presence of a train between the transmitting point in the rear section of the two adjacent sections and a point a predetermined distance ahead is located at the head of the train at a distance corresponding to the fixed train length from the said point. An ATC device using the uninsulated track circuit according to claim 1, which is a detector. (4) Transmitters and receivers were connected to the orbit alternately for each block section, and each transmitted from the center of two adjacent sections, and received at both ends of the two sections to detect a drop in the reception level. (a) Each of the two sections has a first transmission point and a second transmission point at the front end of the rear section and the front section, respectively. Common ATC
(b) If only the track circuit in the rear section of the two sections detects the presence of a train, the common ATC transmitter is installed between each transmission point of the two sections and the common ATC transmitter. (c) a switching circuit that connects a transmitter to the first transmission point and connects the common transmitter to the second transmission point when the track circuit in the front section detects the presence of a train; A second ATC transmitter having a third transmission point is provided at a point separated backward by a predetermined distance from the first transmission point of the section, (d) the second ATC transmitter and the third transmission point,
A transmission condition circuit is inserted that connects under the conditions that the train enters the front section and enters the rear section. (e) The distance between the first and third transmitting points is determined by the transmitting current from the third transmitting point. Even if the current is absorbed by an axle short circuit of a train in the front section and rail impedance from the transmission point to the axle short circuit point, the distance is such that a necessary and sufficient transmission current can be ensured in the rear section. ATC device using track circuit.