JPH0526711B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a protection system that prevents a vehicle from excessively overrunning a stop position.

[Conventional technology]

Generally, in railways, in order to prevent a vehicle from overrunning a stopping position such as a station, an overrunning allowance distance is set in front of the stopping position, and the vehicle speed is checked inward from the stopping position. If it is below the standard, ATC (Automatic Train
Control.) While maintaining the signal at the current speed command state, if the vehicle speed exceeds the specified speed,
The ATC signal is set to a stop command state to forcibly apply braking, and the vehicle is guaranteed to stop within the overtravel margin.

[Problems to be Solved by the Invention] However, in the conventional method, switching of the ATC signal is always required, and the control thereof causes the problem of complicating the device configuration.

[Means for solving problems]

In order to solve the above-mentioned problem, the present invention is constructed by the following means.

That is, a loop antenna divided into a predetermined length is arranged in the vehicle path, and a vehicle speed detection receiver is arranged at the boundary between the loop antennas, and a vehicle passes the vehicle speed detection receiver at a speed exceeding a predetermined value. When not feeding the ATC signal to the next loop antenna,
The vehicle is designed to stop if it cannot receive an ATC signal.

[Effect]

Therefore, the control signal is not transmitted ahead of the dividing point, and if the vehicle speed detection means detects that the speed exceeds the specified speed, the dividing point will not be connected, and no connection will be made to this part. When a vehicle enters the vehicle, the receiving means detects a no-signal state, and the vehicle is forced to stop.

On the other hand, if the vehicle speed is below the specified speed,
The dividing point is connected, and a control signal is passed from this point to the transmission means ahead, allowing the vehicle to proceed at the current speed.

〔Example〕

Hereinafter, details of the present invention will be explained with reference to figures showing examples.

FIG. 1 is a block diagram of the entire configuration. A vehicle 1 having insulated wheels such as rubber tires is provided with antennas 11 to 13 downwardly in the front and rear. )
14, thereby constituting a receiving means, and the antenna 12 is connected to a check-in transmitter (hereinafter referred to as
The antenna 13 is connected to a checkout transmitter (hereinafter referred to as TXo) 16, while the antenna 13 is connected to a checkout transmitter (hereinafter referred to as TXo) 16.
TXi 15 transmits a check-in signal of frequency f ₁ via antenna 12, and RXa 14 transmits a check-in signal of frequency f 1 via antenna 12.
After receiving the ATC signal of frequency f ₂ via the transmission line 1, the control output DS corresponding to the signal is sent out to control the progress of the vehicle 1.

On the other hand, loop antennas 21 ₁ to 21 ₄ and 21a, 21 are installed along the path of the vehicle 1.
1b (However, within the scope of claims, loop antenna 21
A and 21b are connected in series as a loop antenna 21a.
) is expanded and installed as a transmission means, and these are
Divided into 4T and vehicle stopping position SP
The dividing points DV ₁ and VD ₂ are near and in front of the vehicle speed check positions VS ₁ and VS ₂ , which are set further inward.
Loop antennas 22 ₁ and 22 ₂ for verification are extended at the vehicle speed verification positions VS ₁ and VS ₂ over reference distances l ₁ and l ₂ corresponding to the prescribed vehicle speed, respectively.
Vehicle speed detection receiver (hereinafter referred to as RXs) 2
If 3 ₁ and 23 ₂ receive the check-in signal of frequency f ₁ and can receive it for a certain period of time or more, the vehicle speed is below the specified value, and relays SCH1 and SCH2 are individually driven to perform self-holding. When relays SCH1 and SCH2, which constitute the vehicle speed detection means, operate, these contacts SCH1 ₁ , SCH1 ₂ , SCH2 ₁ , and SCH2 ₂ are switched as connection means, and each becomes a dividing point. _DV1 ,
DV ₂ is connected to the front end of each loop antenna 21 ₁ to 21 ₄ , 21a, and 21b through matching transformers MT ₁ to MT ₄ , MTa, and MTb. Transmitter (hereinafter referred to as TXr)
TXr24 ₃ corresponding to section 3T during 24 ₁ to _{24 4}
The output loop antennas 21 ₃ and 21a are connected to each other.

Further, on the inner end side of each loop antenna 21 ₂ to 21 ₄ , there is an ATC transmitter (hereinafter referred to as TXa) that transmits an ATC signal as a control signal at a frequency f ₂ via three-turn transformers H 2 to _{H 4} . Detection receivers (hereinafter referred to as RXd) 26 ₂ to 2 to which 25 ₂ to 25 ₄ are connected, and which receive a signal of frequency f ₁ and detect the vehicle 1
6 ₄ is connected, and these constitute a control transmitting means and a vehicle detecting means, and the same applies to the loop antenna 21 ₁ .

In addition, RXa14, TXi15, TXo16, TXr
24 ₁ to 24 ₄ , TXa25 ₂ to 25 ₄ and RXd26
₂ to 26 ₄ , etc. are similar to those disclosed in "Vehicle Detection Device" (Japanese Patent Application No. 55-85077) filed separately by the present applicant, and from TXr24 ₁ to 24 ₄ , the signals are detected by square waves, etc. A modulated carrier wave of frequency f ₁ is transmitted as a reference signal, and in RXd 26 ₂ to 26 ₄ , envelope detection is performed on this after amplitude limitation.
Furthermore, a certain level or higher is detected by a Schmitt trigger, etc., and each relay 2TR to 4TR is operated, and a check-in signal _f1 of frequency _f1 is sent to this state via loop antennas ₂₁₂ to ₂₁₄ . When given, the total amplitude of the received signals increases, the square wave component of the reference signal is removed by amplitude limiting, the envelope detection output disappears, and each relay 2TR
~4TR is restored, and it is thereby detected that the vehicle 1 has entered each of the sections 2T to 4T.

In addition, a checkout signal of frequency f ₃ is transmitted from TX ₀ 16, and corresponding check signals similar to those described above are also transmitted from TXr _{24 2} to 24 ₄ , and RXd 26 ₂ to 26 ₄ are also transmitted. received and
While the checkout signal is being applied, relays 2TR to 4TR are restored.

On the other hand, TXa _{25 2} to 25 ₄ are given a control signal CS from a control logic unit (not shown in the figure), and send a signal that commands the traveling speed according to the judgment of the control logic unit depending on the status of each relay 2TR to 4TR. The carrier wave is modulated by loop antenna 2.
1 ₂ to 21 ₄ to control the speed of the vehicle 1, but when there is no signal, it indicates a stop, and in this state, the RXa 14 is forced to stop by the control output DS. It is designed to perform dynamic operations.

FIG. 2 is a block diagram of RXs 23 ₁ and 23 _2. Unwanted components are removed by a bandpass filter 31 that passes the frequency f ₁ , the output of which is amplified by an amplifier 32, and then sent to a detection circuit 33. , relay RY is driven after DC is activated, and when this operates, contact RY ₁ turns on and relay SCH also operates, indicating that relay 3TR of RXd26 ₃ is being restored, vehicle detection is in progress, and contact 3TR ₁ is turned on. is on, the vehicle 1 loop antenna 21 ₃ is self-maintained by its own contact point SCH ₃ ,
Advance from sections 21a and 21b and relay 3TR
If it operates, the self-maintenance route will be disconnected and restored.

FIG. 3 is a timing chart showing the operating status of FIG. 2, and as shown in A, the signal a of frequency f ₁
is given as the antenna 12 of the vehicle 1 passes over the loop antennas 22 ₁ and 22 ₂ ,
Since the lengths l ₁ and l ₂ of the loop antennas 22 ₁ and 22 ₂ are determined according to the specified speed, the time width t ₁ of the signal a
is proportional to the time required for the antenna 12 to pass, and if this is longer than the response time t _s determined by the delay time of the wave transmitter 31 to the detection circuit 33 and the operation delay time of the relay RY, then the vehicle 1 is at the specified speed. As shown below, relays RYb and SCHc operate.

On the other hand, if the speed of vehicle 1 exceeds the specified speed, as shown in B, the time width t ₂ of signal a becomes the response time.
t is less than _s , and relays RYb and SCHc do not operate.

Therefore, when vehicle 1 enters section 3T,
This is detected by RXd26 ₃ and relay 3TR is activated.
As the speed is restored, the RXa 14 attains the speed according to the ATC signal from _the TXa _{25 3} and _gradually decelerates as it approaches the stop position _SP . If detected and the speed is below the specified speed, the relay will be activated.
SCH1 and SCH2 operate sequentially and perform self-holding, and the contacts SCH1 ₁ , SCH1 ₂ and SCH2 ₁ ,
SCH2 ₂ connects the dividing points DV ₁ and DV ₂ and connects the loop antenna 2 to the loop antennas 21a and 21b.
1a, 21b via loop antenna 21 ₃
It will pass the ATC signal from _TXa253 ,
The vehicle 1 moves forward while receiving the ATC signal by the RXa 14, and smoothly stops at the stop position SP in accordance with the command of the ATC signal.

Regarding the above, if the vehicle exceeds the specified speed when passing through speed check positions VS ₁ and VS ₂ , relay SCH is activated.
1. SCH2 does not work, loop antenna 21a,
21b is not given the ATC signal and is in a no-signal state, and in response to this, RXa 14 performs forced movement by control output DS, and TXa
25 ₄ has no ATC signal, so
The vehicle 1 safely stops within a predetermined overtravel margin forward from the stop position SP.

Note that the distance between the stop position SP and the vehicle speed reference positions VS ₁ and VS ₂ may be determined depending on the overtravel margin distance, the expected maximum speed, the overtravel characteristics after braking, and the like.

Therefore, overrunning protection can be achieved without particularly switching ATC signals, and in new transportation systems, loop antennas 22 ₁ , 22 ₂ , RXs
23 ₁ , 23 ₂ , division points DV ₁ , DV _{2 ,} etc. are only required, and the configuration is simplified.

Additionally, if the RXs 23 ₁ and 23 ₂ cannot receive the check-in signal due to a failure, the sections of the loop antennas 21a and 21b will be in a state where there is no ATC signal, and the stop control will always be performed, ensuring safety. can.

However, the vehicle speed check position VS and dividing point DV are
Depending on the conditions, it may be installed in a single location or in three or more locations, and in the case of railways, the loop antenna 21 ₁ ~
Instead of 21 ₄ , 21a, 21b, a track circuit is used as a transmission means, and a short circuit between the rails by the axle of the vehicle ₁ is used as a driving means _. The same applies to the combined use of the above, and various modifications can be made, such as selecting the configuration of each part according to these situations.

〔Effect of the invention〕

As is clear from the above description, according to the present invention, overrunning protection can be performed without switching control signals such as ATC signals, the configuration can be simplified, and remarkable effects can be obtained in various transportation systems.

[Brief explanation of the drawing]

The figures show an embodiment of the present invention; FIG. 1 is a block diagram of the entire configuration, FIG. 2 is a block diagram of a vehicle speed detection receiver, and FIG. 3 is a timing chart showing the operating status of FIG. 2. 1...Vehicle, 11-13...Antenna, 14...
...RXa (ATC receiver), 15...TXi (check-in transmitter), 16...TXo (check-out transmitter), 21 ₁ to 21 ₄ , 21a, 21b, 22 ₁ , 2
2 ₂ ... loop antenna, 23 ₁ , 23 ₂ ... RXs
(vehicle speed detection receiver), 25 ₂ ~ 25 ₄ ...TXa (ATC
transmitter), 26 ₂ to 26 ₄ ...RXd (detection receiver),
2TR~3TR, SCH1, SCH2, RY...Relay, SCH1 ₁ , SCH1 ₂ , SCH2 ₁ , SCH2 ₂ ...
Contact point, SP... Vehicle stop position, VS ₁ , VS ₂ ... Vehicle speed check position, DV ₁ , DV ₂ ... Division point.

Claims (1)

[Claims] 1. Consists of a vehicle device and a ground device. The vehicle device includes a receiving antenna 11, an ATC receiver 14, a transmitting antenna 12, and a check-in transmitter 15. The ground device includes: ATC transmitter 25 ₃ , first loop antenna 21 ₃ , and second loop antenna 21
a, a reference loop antenna 22 ₁ , a vehicle speed detection receiver 23 ₁ , and switching circuits SCHI ₁ and SCHI ₂ , and the second loop antenna 21a is
The ATC transmitter 25 3 is arranged adjacent to the loop antenna 21 ₃ and on the vehicle traveling direction side thereof, and the ATC transmitter 25 ₃ supplies an ATC signal for vehicle speed control to the vehicle approach side of the loop antenna 21 ₃ . , the ATC receiver 14 is connected to the receiving antenna 1
When an ATC signal is received from the first loop antenna 21 ₃ or the second loop antenna 21a through the antenna 1, a driving signal for driving at the speed of that signal is output, and when the ATC signal can no longer be received. The check-in transmitter 15 sends a check-in signal to the loop antenna 21 ₃ via the transmitting antenna 12, and the checking loop antenna 22 ₁ has a predetermined length and is arranged near the boundary point between the first loop antenna 21 ₃ and the second loop antenna 21a and on the first loop antenna side, and the vehicle speed detection receiver 23 ₁ has a predetermined length. It generates a detection output when the vehicle passes over the inspection loop antenna 22 ₁ at a speed lower than the speed at which it can stop at a predetermined stop position, and the switching circuits SCHI ₁ and SCHI ₂ detect the vehicle speed detection receiver 23 ₁ . An overrun protection system characterized in that the first loop antenna 21 ₃ and the second loop antenna 21a are connected when an output is generated.