JPH058723Y2 - - Google Patents

Description

[Detailed description of the invention] Technical field to which the invention pertains This invention relates to an automatic train stopping system (hereinafter referred to as ATS) that uses an on-board timer type speed checking method.

Prior Art and Its Disadvantages As shown in Fig. 7, this type of ATS is equipped with a timer (not shown) on the vehicle that measures a certain period of time t by inputting a trigger signal, and a timer (not shown) on the ground. A frequency-variable ATS receiver (not shown) installed on a train T by installing two ground switches e ₁ and e ₂ separated by a distance that the vehicle T travels at a predetermined speed (VKm/h) for a certain period of time. However, when the train T passes through the first beacon _e1 , a trigger signal is input to the timer, and if the train T reaches the second beacon _e2 by the time the train T reaches the second beacon e2, the operating speed is greater than the speed limit. The system determines this and outputs a brake command on the vehicle.

In this case, when the train T reaches the first beacon _e1 , the onboard relay falls and the timer is reset, and when the onboard relay passes the first beacon, the onboard relay operates again and the timer starts measuring. Train T to 2nd ground station e ₂
The on-board relay falls again when the
It is determined whether the operating speed is higher or lower than the speed limit depending on whether the falling point is before or after the timer time-up point.

In the conventional technology, since the distance between both ground terminals e ₁ and e ₂ and the timer measurement time t are constant, speed checking can only be performed for one type of speed limit V, and the speed check can be performed depending on the type of signal indication. If you want to change the speed limit, the conventional method cannot be used.

When applying the conventional method to multi-speed restriction, the 8th
As shown in the figure, ground elements must be added according to each signal appearance. That is, for example, when a high speed proceeding signal G indicating high speed (V ₁ Km/h) operation is displayed, the combination of the first and third ground switches e ₁ and e ₃ ,
When a caution signal Y indicating low speed (V ₂ Km/h) operation is displayed, the combination of the second and third ground switches e ₂ and e ₃ , and when a stop signal R indicating a forced stop is displayed. In this case, it is conceivable to transmit the display information using only the third ground transmitter _e3 . However, with this method, it is necessary to add more ground elements on the ground depending on the signal appearance, so the installation work is not easy and the equipment cost increases.

Purpose of this invention In view of the above points, this invention enables multi-speed verification in response to multiple signal manifestations by simply installing two beacons on the ground at a certain distance apart in the direction of train movement. The purpose is to provide an ATS that makes it possible to

Means for Achieving the Purpose In order to achieve the above object, the automatic train stopping device according to the present invention includes a receiving means a,
In an automatic train stopping device comprising a selection means b, a timer means c, and a checking means d, the receiving means a includes a first beacon 1 and a first beacon 1, which are provided at a certain distance along the traveling direction of the train T. To the second ground element 2,
When the onboard child 4 of the train T approaches, predetermined information is received from the ground side via each of the above girls 1 and 2, and the selection means b
The first ground element 1 to which the onboard element 4 first approaches
When the display information corresponding to the display of the traffic signal S is received from the signal generator S, the display relay (GR, YR, YYR) corresponding to the display information is selected and operated. , the checking means d measures a predetermined time corresponding to the selected display relay (GR, YR, YYR), and the checking means d measures the on-vehicle component by the time the timer means C finishes measuring the time. 4 checks whether predetermined information has been received from the ground side via the second ground element 2 that approaches next to the first ground element 1, and before the end of the time measurement, the receiving means a It is characterized in that it outputs a brake command to the train T when predetermined information is received from the ground side.

Embodiment of this invention Next, an embodiment of this invention will be described based on the drawings.

Configuration of Ground Equipment A ground equipment 1 consisting of first and second ground elements 1 and 2 and a transmitter 3 is provided on the ground. That is, two first and second beacons 1 and 2 are installed at a speed check point, separated by a predetermined distance in the traveling direction of the train T, and the current contents of the signal S (G, Y,
Transmitter 3 that converts into predetermined display information (G, Y, YY) according to YY) and transmits it
is installed. The illustrated embodiment is a variable frequency ATS
Therefore, the current information is the first and second ground elements 1 and 2.
is the resonant frequency of

Configuration of on-board device As shown in Fig. 2, the on-board device B installed on the train T includes an on-board device 4 as a feedback circuit, an oscillator 5 that oscillates at a constant oscillation frequency _p , and a predetermined frequency of the oscillator 5. A selection amplifier 6 outputs an output from a predetermined output terminal when the output of the oscillation frequency is input, and relay groups MR, GR, YR, and YYR are operated individually by the output from each output terminal of the selection amplifier 6. ,
A variable timer 7 that sets a predetermined measurement time via contacts GR ₁ , YR ₁ , and YYR ₁ by operating one of the relays GR to YYR corresponding to the signal appearance.
, a timer relay UR operated by the time-up output of the variable timer 7, and each of the above-mentioned relays.
It has a control circuit 8 and a speed checking circuit 9 shown in FIGS. 3 and 4, respectively, in which contacts MR to YYR are inserted in a predetermined sequence. In addition, in FIGS. 3 and 4, B and C indicate power supplies.

In FIG. 2, selection amplifier 6 operates master relay MR while oscillation frequency _p from oscillator 5 is being output, and drops master relay MR when oscillation frequency _p is no longer output.
As a result, variable timer 7 is reset via contact _MR2 of master relay MR. In addition, the onboard member 4 is connected to the first and second ground members 1 and 2.
The oscillation frequency _p of the oscillator 5 changes to the frequency G,
If it becomes Y or YY, the relay corresponding to that display information (hereinafter referred to as display relay) GR,
If YR or YYR is operated and then the original oscillation frequency _p is input again by passing the ground element, it has a function to maintain the operation of the currently operating display relay until the original oscillation frequency _p disappears. ing. Also, when the power P of the on-board device B is turned on, any one of the display relays, for example, the display relay GR
is now operational.

Furthermore, when the display relays GR, YR, and YYR are operated, the contacts GR ₁ to YYR ₁ of each display relay are activated.
The measurement time setting signal is input as a trigger signal to the variable timer 7 via It is now set as . And master relay MR
When the contact point MR ₂ is separated and the measurement time has expired from the input of the trigger signal, that is, when the time is up, the variable timer 7 outputs an output and the timer relay UR is activated.

Description of action Next, the effects of the above configuration will be explained.

When the power P is turned on to the on-board device RO, the indication is first activated, the master relay MR is activated, a trigger signal is input to the variable timer 7, and the timer relay UR is activated after the measurement time tG in the case of the G indication. works. When the train T does not reach the speed check point of the first beacon 1, the timer relay is activated due to time-up.
UR is in activated state. In addition, while the train T does not reach the speed reference point of the first wayside, the oscillator 5 always outputs the predetermined oscillation frequency _p , so the master relay MR is outputted via the selection amplifier 6.
and the current relay GR is operating. Therefore,
Control relay SR of control circuit 8 in FIG. 3 is operating.

When this train T arrives at the speed check point of the first beacon 1, the action of this ATS differs as follows depending on whether the operating speed of train T is less than or more than the speed limit indicated by the signal at that time. It is assumed that the current signal display is the Y display.

(b) When the speed is less than the speed limit When the onboard element 4 of train T arrives on the first way element 1, a signal of a specific frequency for Y indication is emitted from the first way element 1. Since the indication information Y is being transmitted, the oscillation frequency _p of the oscillator 5 changes in response to the indication information Y, as shown in FIG.
Master relay MR falls and, at the same time, variable timer 7 is reset by falling contact MR ₂ of master relay MR, so timer relay UR also falls. In addition, the display information Y when the onboard child 4 is displaying Y
Upon receiving this, the display relay YR operates via the selection amplifier 6, and the measurement time tY is set in the variable timer ₇ via its contact YR1.

In the control circuit 8, the first ground element 1 of the onboard element 4
_Before arriving _at When reaching 1,
Both master relay MR and timer relay UR fall, but as shown by the broken line in Figure 3, the contact MR ₃ of master relay MR and the contact of control relay SR fall.
Control relay SR maintains operation via contact UR ₁ and timer relay UR UR ₂ .

Now, since master relay MR has fallen, control relay SR is operating, timer relay UR has fallen, and display relay YR is operating, in verification circuit 9, contact SR ₂ of control relay SR, timer relay UR contact UR ₃ , display relay YR contact
The reference relay ER remains operational via YR ₂ .

When the onboard member 4 passes the first beacon 1, the master relay MR operates again and the reset of the variable timer 7 is canceled.
starts measuring the measurement time tY (see Figure 5).

At this point, master relay MR is activated and timer relay UR is still in the falling state, so control relay SR in FIG. 3 is falling. However, since the oscillator 5 outputs the oscillation frequency _p again due to the passage of the first ground element 1, the current relay YR is maintained in the operating state by the memory function of the selection amplifier 6, so that the master relay MR in the verification circuit 9 is Check relay ER via contact MR ₄ and contact YR ₂ of present relay YR
remains in working condition.

When the operating speed of the train T is less than the speed limit, the variable timer 7 times up and outputs an output before the onboard coil 4 reaches the second beacon 1. Therefore, since timer relay UR operates again, control relay SR operates again via contact MR ₃ of master relay MR and contact UR ₂ of timer relay UR, which are currently operating. In other words, the state is the same as the initial state immediately before the onboard shear 4 arrives at the first beacon 1.

If the operating speed of train T is less than the speed limit, train T will reach the second beacon 2 in this initial state, so the inspection relay ER will be dropped in the same way as when passing the first beacon 1. It passes through the second ground element 2 without letting it pass.

While the verification relay ER is operating, the signal on the vehicle (example vehicle T) is transmitted via the contact ER ₁ of the verification relay ER.
outputting emergency brake commands is prohibited. Therefore, when the operating speed of train T is less than the speed limit, the brakes are not applied.

(b) When the speed is above the speed limit If the operating speed of train T is above the speed limit, the operation of each relay MR, YR, UR, and SR until the onboard coil 4 passes the first ground coil 1 is , as shown in FIG. 6, is the same as the case where the speed is below the speed limit described above, and by passing the first ground transducer 1, the variable timer 7 measures the set time according to the received indication information. Start. Furthermore, master relay MR operates by passing through first ground element 1, but since timer relay UR has fallen, control relay SR of control circuit 8 has fallen.

If the operating speed of the train T is above the speed limit, the onboard child 4 is moved to the second ground before the variable timer relay UR times up, that is, with the timer relay UR and control relay SR falling. Since the master relay MR reaches the child 2 and falls, the contact MR ₄ of the master relay MR and the contact SR ₂ of the control relay SR in the checking circuit 9 are both opened, so that the checking relay ER falls. Therefore,
A brake command is output via contact ER ₁ of the inspection relay ER, and the emergency brake of this train T is activated.

The above explained the case of Y display, but in the same way, in the case of other G display and YY display, display information G and YY from the ground is used to relay the display relays GR and YYR of the onboard equipment B. Each time it is operated,
Measurement times tG and tYY are set in the variable timer 7 according to each operating state, and the time-up time of the set time is determined by whether it is after the time when the set time reaches the second ground element 2, that is, the time when the master relay MR falls. Then, a speed check is performed through a relay sequence of the control circuit 8 and the checking circuit 9, and if the operating speed of the train T is higher than the speed limit, the checking relay ER drops and the emergency brake is applied.

Effects of the invention The automatic train stopping device according to the invention has the configuration described in the above-mentioned utility model registration claim, that is, it receives the current information from the first wayside transducer and uses the current information. The corresponding time is measured, and if the onboard coil approaches the second beacon before the end of the time measurement, a brake command is output to the train. By simply installing two devices at a predetermined distance apart from each other, it is possible to perform speed checks corresponding to a plurality of types of manifestations, and the installation cost does not increase.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing the overall configuration of the device according to this invention, Fig. 2 is a block diagram showing the configuration of the on-board device, Fig. 3 is a control circuit diagram, Fig. 4 is a verification circuit diagram,
FIG. 5 is a time chart showing the operation of each relay when the operating speed is less than the speed limit, and FIG. 6 is a similar time chart when the speed is higher than the speed limit. Figure 7 is a schematic diagram showing the configuration of the conventional device;
The figure is a schematic diagram showing a configuration when applying the prior art to multi-speed verification. a...receiving means, b...selection means, c...timer means, d...verification means, b...ground equipment, b...
...Onboard equipment, T...Train, S...Signal, 1...
1st ground transducer, 2...2nd ground transducer, 3...transmitter,
MR……Master relay, GR, YR, YYR……
Display relay, UR...timer relay, SR...control relay, ER...verification relay.

Claims (1)

[Claims for Utility Model Registration] Receiving means a, selection means b, and timer means c
and a checking means d, wherein the receiving means a transmits signals to the first beacon 1 and the second beacon 2, which are provided at a certain distance along the traveling direction of the train T. When the onboard child 4 of the train T approaches, predetermined information is received from the ground side via each of the above girls 1 and 2, and the selection means b selects whether the onboard child 4 first When receiving the display situation corresponding to the display of the traffic signal S from the approaching first ground element 1, the display relay (GR, YR, YYR) corresponding to the display information is selected and activated. The timer means C measures a predetermined time corresponding to the selected display relay (GR, YR, YYR), and the checking means d measures the time of the timer means C. By the end of the process, it is checked whether the onboard element 4 has received predetermined information from the ground side via the second beacon 2 which approaches next to the first beacon 1, and the time has been measured. An automatic train stopping device characterized in that, when the receiving means (a) receives predetermined information from the ground side before the termination, a brake designation is output to the train T.