JPH0292775A - Train position detecting system - Google Patents

Train position detecting system

Info

Publication number
JPH0292775A
JPH0292775A JP24321088A JP24321088A JPH0292775A JP H0292775 A JPH0292775 A JP H0292775A JP 24321088 A JP24321088 A JP 24321088A JP 24321088 A JP24321088 A JP 24321088A JP H0292775 A JPH0292775 A JP H0292775A
Authority
JP
Japan
Prior art keywords
train
station
track
cable
lcx
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP24321088A
Other languages
Japanese (ja)
Inventor
Toshiro Okajima
利郎 岡島
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to JP24321088A priority Critical patent/JPH0292775A/en
Publication of JPH0292775A publication Critical patent/JPH0292775A/en
Pending legal-status Critical Current

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  • Train Traffic Observation, Control, And Security (AREA)

Abstract

PURPOSE:To enable a train position to be clearly detected by providing a leakage coaxial cable to be laid in a predetermined section along a track of a train and receiving a signal, transmitted from an on-vehicle unit, to a ground unit through the leakage coaxial cable so as to detect the train position. CONSTITUTION:A leakage axial cable (hereinafter briefly called LCX) is laid respectively with the cables 10a, 10b in a point approaching a station on a track 1, while with LCX11a, 11b, along a platform track circuit, further LCX12a, 12b along an inner track circuit of a departure signal, and with LCX13a, 13b approaching a boundary 14 in a control range of stations A and B. A train 2 approaches the station A, when the train reaches the station approaching point, information is given and received between the train 2 and a station control unit 8a through the cable LCX10a and a to-train information transmitting unit 9a. Since a transceiving radio wave, using the cable LCX, is suddenly attenuated, when a distance exceeds the fixed value, enabling the reachable range to be limited, a position of the train 2 is traced from a output signal of each LCX10a to 13a, 10b to 13b.

Description

【発明の詳細な説明】 〔産業上の利用分野〕 この発明は軌道を走行中の列車の走行位置を地上におい
て検知する方式に関するものである。
DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a system for detecting the running position of a train running on a track on the ground.

〔従来の技術〕[Conventional technology]

第2図は軌道回路として従来からよく知られた列車位置
検知方式を示す回路図である。図において、(1)は列
車の軌道となるレール、(2)はレール(1]上を走行
する列車で、図では車輪と車軸とで表現している。(3
)はレール(1)をいわゆる閉そく区間毎に絶縁するレ
ール絶縁、(4)は閉そく区間の出口側でレール(13
間に電圧を印加する電源、(5)は閉そく区間の入口側
でレールも1間に接続された軌道リレーである。
FIG. 2 is a circuit diagram showing a conventionally well-known train position detection system as a track circuit. In the figure, (1) is the rail that serves as the train track, and (2) is the train running on the rail (1), which is represented by wheels and axles in the figure. (3)
) is the rail insulation that insulates the rail (1) for each so-called block section, and (4) is the rail insulation that insulates the rail (13) on the exit side of the block section.
The power source (5) that applies voltage between the two rails is a track relay connected between the two rails (1) on the entrance side of the block section.

次に動作について説明する。第2図fatは当該閉そく
区間に列車(2)が在線していない場合である。
Next, the operation will be explained. Figure 2 shows the case where train (2) is not on the block section.

ここではレール(1)を介して電源(4)と軌道リレー
(5)との間に閉回路が形成され、wt@C4)からの
電流が矢印で示すように軌道リレー(5)に流入し、軌
道リレー(5)は動作状態となる。次に、同図(b)に
示すように、当該閉そく区間内に列車(2)が進入する
と、その車輪と車軸とによってレール(13間を短絡し
、軌道リレー(5)への電流は流れなくなり、軌道リレ
ー(5)は不動作の状態となる。
Here, a closed circuit is formed between the power supply (4) and the track relay (5) via the rail (1), and the current from wt@C4) flows into the track relay (5) as shown by the arrow. , the orbital relay (5) becomes operational. Next, as shown in Figure (b), when the train (2) enters the block section, its wheels and axles short-circuit between the rails (13), and the current flows to the track relay (5). The track relay (5) becomes inactive.

従って、軌道リレー(5)の動作状態から当該閉そく区
間における列車(2)の在線有無を判別することが可能
となる。そして、閉そく区間を適当に設定すれば列車位
置の検知が可能となる訳である。
Therefore, it is possible to determine whether a train (2) is present in the block section from the operating state of the track relay (5). If the block section is set appropriately, the train position can be detected.

〔発明が解決しようとする課題〕[Problem to be solved by the invention]

従来の列車位置検知方式は以上のように、屋死地上に布
設されたレール(1)を媒介として検知する方式である
ので、例えば金属の構造物が軌道上に落下してレール(
1間を橋絡すると、列車が在線していないにもかかわら
ず在線していると誤判断することになる。またレール(
1)の表面が錆付いており、列車(2)による短絡が不
完全となった場合には、列車が在線しているにもかかわ
らず在線していないと誤判断することになる。以とのよ
うに、従来の列車位置検知方式は、レール(1)を媒介
とすることから検知の信頼性が必ずしも十分でないとい
う問題点があった。
As described above, the conventional train position detection method uses the rail (1) laid on the dead ground as a medium for detection, so for example, if a metal structure falls onto the track and the rail (1)
If you bridge between 1 and 2, it will be mistakenly determined that a train is on the line even though it is not. Also rail (
If the surface of train (1) is rusty and the short circuit by train (2) is incomplete, it will be incorrectly determined that the train is not on the line even though it is. As described above, the conventional train position detection method uses the rail (1) as an intermediary, so there is a problem in that the reliability of detection is not necessarily sufficient.

この発明は以上のような問題点を解消するためになされ
たもので、レールを媒介とすることなく、右、い信頼度
で列車位置の検知が可能となる方式を得ることを目的と
する。
This invention has been made to solve the above-mentioned problems, and aims to provide a system that enables highly reliable detection of train positions without using rails as an intermediary.

〔課題を解決するための手段および作用〕この発明に係
る列車位置検知方式は、列車の軌道に沿った所定区間に
漏洩同軸ケーブルを布設し、車上から発信した信号を上
記漏洩同軸ケーブルを介して地上で受信することにより
列車位置を検知するものである。漏洩同軸ケーブルを使
った送受信電波は一定距離を越えると急激に減衰し\そ
の到達範囲が局限できるので、上記方式により列車位置
を明瞭に検知することができる。
[Means and effects for solving the problem] The train position detection method according to the present invention is such that a leaky coaxial cable is laid in a predetermined section along the train track, and a signal transmitted from onboard the train is transmitted through the leaky coaxial cable. The train position is detected by receiving the signals on the ground. Transmitted and received radio waves using a leaky coaxial cable rapidly attenuate after a certain distance, and their reach can be localized, so the train position can be clearly detected using the above method.

〔実施例〕〔Example〕

以下、この発明の一実施例を図について説明する。第1
図はこの新規な列車位置検知方式を採用した運転情報伝
送システムの構成図である。図において、(υは軌道、
(2)は列車、(6)は中央指令所、(7m)(7b)
は隣接する他線区中央指令所、(8a)(8b)はそれ
ぞれA駅およびB駅の駅制御装置、(9a)(9b)は
同じく対列車情報伝送装置、(10m)(10b)は軌
道(1〕の駅接近点に布設された漏洩同軸ケーブルC以
下LCXと略称する)、(lla)(llb)はホーム
軌道回路に沿って布設されたLCX 、 (12a )
(12b)は出発信号機内方軌道回路に沿って布設され
たLCX。
An embodiment of the present invention will be described below with reference to the drawings. 1st
The figure is a configuration diagram of a driving information transmission system that employs this new train position detection method. In the figure, (υ is the orbit,
(2) is a train, (6) is a central command center, (7m) (7b)
is the central control center for other adjacent line sections, (8a) and (8b) are the station control devices for A and B stations, respectively, (9a and 9b) are also the train information transmission devices, and (10m) and (10b) are the track. (1) Leaky coaxial cable C laid at the station approach point (hereinafter abbreviated as LCX), (lla) (llb) is the LCX laid along the platform track circuit, (12a)
(12b) is an LCX installed along the departure signal inner track circuit.

(13m)(13b)はA駅とB駅との管理範囲の境界
04に近接して布設されたLCXである。そして、中央
指令所(61と他線区中央指令所(7bM7b)との間
は専用伝送路で結合されている。また、中央指令所(6
)と駅制御装置(8m)(8b)とはCTC表示回線あ
るいは運行管理システム伝送路により結合されている。
(13m) (13b) is an LCX installed close to the boundary 04 of the management range between A station and B station. The central command center (61) and the other line central command center (7bM7b) are connected by a dedicated transmission line.
) and the station control equipment (8m) (8b) are connected by a CTC display line or a traffic management system transmission line.

なお、各LCXの布設位置については、列車(2)が図
中左から右へ向う一方向のものに関して示している。
Note that the installation position of each LCX is shown for one direction in which the train (2) goes from left to right in the figure.

次に動作について説明する。中央指令所(6)は駅制御
装置(8a)(8b)からCTC表示回線または運行管
理システム伝送路を介して列車位置、信号機等の情報を
入手把握している。また、駅制御装置31(8a)(8
h)は列車(21の到着時刻、出発時刻、列番等のダイ
ヤデータを保持している。そして、列車(2)がA駅に
近づき駅接近点に至ると、LCX(10a)および対列
車情報伝送装置(9a)を介して列車(2)と駅制御袋
(i¥(8&)との間で情報の授受が行われる。
Next, the operation will be explained. The central command center (6) obtains and understands information such as train positions and signals from the station control devices (8a) and (8b) via the CTC display line or the traffic management system transmission line. In addition, the station control device 31 (8a) (8
h) holds timetable data such as arrival time, departure time, train number, etc. of train (21).When train (2) approaches station A and reaches the station approach point, LCX (10a) and the train Information is exchanged between the train (2) and the station control bag (i\(8&) via the information transmission device (9a).

■・CXを使った送受信電波は一定距離を越えると急激
に減衰し、その到達範囲が局限できるので、列車(2)
からの信号をLCX (10a)を介して地上の駅制御
装置(8a)で受信することにより、LCX(10a)
における列車(2)の在線を明確に検知することができ
る。そして、LCXはLCX(10,)、(11a)、
(12a)、(13a)、(13b)、(10b)、(
llb)、(12b)と軌道(1]に沿った所定位置に
布設されているので、上記検知方式により列車(2)位
置の追跡が可能となる。この実施例ではLCXを列番シ
フト地点即ち、列車位置追跡地点のみに布設し、従来か
らの軌道回路による列車位置検知の出力と照合する方式
としているが、LCXの布設を更に増やして、このLC
Xによる方式のみで列車位置の検出を行うようにしても
よい。
■・Transmitted and received radio waves using CX rapidly attenuate after a certain distance, and the reach range can be localized, so train (2)
By receiving the signal from the LCX (10a) at the ground station control device (8a),
It is possible to clearly detect the presence of train (2) on the line. And LCX is LCX (10,), (11a),
(12a), (13a), (13b), (10b), (
Since the LCX is installed at a predetermined position along the track (1) and the track (1), it is possible to track the position of the train (2) using the above detection method.In this example, the LCX is set at the row number shift point, , which is installed only at train position tracking points and compared with the output of train position detection using conventional track circuits.
The train position may be detected using only the X method.

なお、上記した情報の具体的な内容としては、先ず列車
(21から駅制御装置(8a)(8b)へは運行番号、
行先、種別、列番等の列車データが伝送され、また、駅
制御装置(81)(8b)から列車(2)へは到着時刻
、出発時刻、列番、接続列車情報、運転状況等のダイヤ
データが伝送される。
In addition, as for the specific contents of the above-mentioned information, first, the train (from 21 to the station control device (8a) (8b) is the operation number,
Train data such as destination, type, train number, etc. is transmitted from the station control device (81) (8b) to the train (2). Data is transmitted.

駅制御装置(8a)(8b)が受信した列車位置情報等
は適宜CTC表示回線を経て中央指令所(6)に伝送さ
れ、CTCの在線情報等のバックアップとして用いられ
る。また、列車(2)が受信したダイヤデータは、必要
に応じて乗務員や旅客のため車内で表示される。
Train position information, etc. received by the station control devices (8a) (8b) is appropriately transmitted to the central control center (6) via the CTC display line, and is used as a backup of CTC track location information, etc. Further, the timetable data received by the train (2) is displayed on board for the crew and passengers as necessary.

なお、第1図において、A駅とB駅との管理範囲の境界
04の両側にもLCX(13m)(13b)を布設して
いるのは、以下の理由による。即ち、特に駅と列車との
間の伝送において、隣接駅伝送へのいわゆるオーバリー
チが弊害となる場合があるが、このLCX(13i)(
13b)を介した伝送方式を採用することにより上記弊
害を回避するものである。
The reason why LCXs (13m) (13b) are installed on both sides of the boundary 04 of the management range between stations A and B in Figure 1 is as follows. In other words, especially in transmission between a station and a train, so-called overreach to adjacent station transmission may be a problem, but this LCX (13i)
By adopting a transmission method via 13b), the above disadvantages can be avoided.

なお、列車(2)への情報として上記したものの他に例
えば指定席発売状況や旅行商品予約状況等のサービス情
報を加えれば、車内の旅客に対してより適切な案内表示
ができる。
In addition to the above-mentioned information for train (2), if service information such as reserved seat release status and travel product reservation status is added, more appropriate guidance can be displayed for passengers on board.

また、列車(2)から駅制御装置(8m)(8b)への
情報として、故障時の列車状態を示す情報を加え、中央
指令所(6)経由で車両工場や車両検査区等へリアルタ
イムで伝送するようにすれば、車両工場等において異常
データの収集や診断処理を行うことができ、車両故障復
旧時間の短縮に有効な手段となる。
In addition, information indicating the train status at the time of failure is added as information from the train (2) to the station control equipment (8m) (8b), and is sent in real time to the vehicle factory, vehicle inspection area, etc. via the central command center (6). If transmitted, abnormality data can be collected and diagnostic processing can be performed at a vehicle factory, etc., and this becomes an effective means for shortening the time required to recover from a vehicle failure.

〔発明の効果〕〔Effect of the invention〕

以上のように、この発明では、列車の軌道に沿った所定
区間に漏洩同軸ケーブルを布設し、車上から発信した信
号を上記漏洩同軸ケーブルを介して地上で受信すること
により列車位置を検知するようにしたので、レールを媒
介とすることから生じる押々の誤検知の発生を防止し、
信頼性の高い列車位置の検知が可能となる。
As described above, in this invention, a leaky coaxial cable is installed in a predetermined section along the train track, and the train position is detected by receiving signals transmitted from onboard the train on the ground via the leaky coaxial cable. This prevents false positive detections caused by using the rail as a medium,
This makes it possible to detect train positions with high reliability.

【図面の簡単な説明】[Brief explanation of the drawing]

71図はこの発明の一実施例における列駆位置検知方式
を採用した運転情報伝送システムを示す構成図、第2図
は軌道回路にもとづ〈従来の列■位置検知方式を示す回
路図である。 図において、(1)は軌道、(2)は列車、(8a)(
8b)は駅制御装置、(9m)(9b)は対列車情報伝
送装置、(10iM11m)等は漏洩同軸ケーブルであ
る。 なお、各図中同一符号は同一または相当部分を示す。
Figure 71 is a configuration diagram showing a driving information transmission system employing a train position detection system according to an embodiment of the present invention, and Figure 2 is a circuit diagram showing a conventional train position detection system based on a track circuit. be. In the figure, (1) is the track, (2) is the train, and (8a) (
8b) is a station control device, (9m) (9b) is a train information transmission device, (10iM11m), etc. are leaky coaxial cables. Note that the same reference numerals in each figure indicate the same or corresponding parts.

Claims (1)

【特許請求の範囲】[Claims] 列車の軌道に沿つた所定区間に漏洩同軸ケーブルを布設
し、車上から発信した信号を上記漏洩同軸ケーブルを介
して地上で受信することにより、列車位置を検知するこ
とを特徴とする列車位置検知方式。
Train position detection characterized by laying a leaky coaxial cable in a predetermined section along the train track, and detecting the train position by receiving signals transmitted from onboard the train on the ground via the leaky coaxial cable. method.
JP24321088A 1988-09-28 1988-09-28 Train position detecting system Pending JPH0292775A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP24321088A JPH0292775A (en) 1988-09-28 1988-09-28 Train position detecting system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP24321088A JPH0292775A (en) 1988-09-28 1988-09-28 Train position detecting system

Publications (1)

Publication Number Publication Date
JPH0292775A true JPH0292775A (en) 1990-04-03

Family

ID=17100467

Family Applications (1)

Application Number Title Priority Date Filing Date
JP24321088A Pending JPH0292775A (en) 1988-09-28 1988-09-28 Train position detecting system

Country Status (1)

Country Link
JP (1) JPH0292775A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04287765A (en) * 1991-03-13 1992-10-13 Mitsubishi Electric Corp Distributed train operation management system

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6060064A (en) * 1983-09-12 1985-04-06 三菱電機株式会社 Detection system of position of moving body

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6060064A (en) * 1983-09-12 1985-04-06 三菱電機株式会社 Detection system of position of moving body

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04287765A (en) * 1991-03-13 1992-10-13 Mitsubishi Electric Corp Distributed train operation management system

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