JPH08251725A - Train coupling controller - Google Patents

Abstract

PURPOSE: To perform the automatic train coupling during running by the speed control made only by a following train. CONSTITUTION: A plurality of rays of light 4-1, 4-2...4-n are outputted into a plurality of direction in the expanding pattern of a fan from an optical signal transmitter 2, which is provided at the rear of a preceding train 1a. Then, the rays are received by a light receiving means of a relative-speed detecting device 3 provided at the head of a following train 1b. The pulse signals are outputted by the number of the received rays. The pulse signals outputted from the light receiving means in a specified time are counted with a pulse counting means. The counted value of the pulses for the specified time from the pulse counting means is compared with a preset reference pulse value by a coupling- speed control mans. The speed of the following train is increased and decreased based on the magnitude of the value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train connection control device for automatically connecting train formations during traveling.

[0002]

2. Description of the Related Art Conventionally, the operation of a railroad is determined by the limitation of the structure of the railroad track and the limitation of the station equipment, and it is known that enormous cost is required to increase the transportation density. . Especially when trying to expand station equipment,
Terminal stations, which are convenient for transportation, have very strict location restrictions, and it is almost impossible to increase the number of platforms.

If the operation of the train is unavoidable, it is conceivable to add a platform or install a new station near the end point. In that case,
The important issue is how much the construction cost will be, and whether the cost can be recovered by operation.

In recent years, the nationwide Shinkansen network and the like have been considered for the Shinkansen and other trunk lines, and the number of destinations for trains departing from the starting station is gradually increasing. It means to do.

Therefore, as shown in the Yamagata Shinkansen, trains operated in two trains are connected to one formation, and the trains are separated by dividing the trains into two trains by releasing the front and rear connections at a predetermined branch station. Measures are being taken to reduce the number of departing trains at stations.

However, such division or addition of trains is always performed in a limited place such as a station where one of the trains stops, and trains that are running are not yet connected to each other. Connecting and splitting while running has been done between the Seno and Hachimatsu of the former Gotemba Line and the Sanyo Main Line.
However, according to the recent signaling system, if another train is attempted to be brought closer to the front and rear on the same route and connected while running due to the fact that the blockade method is adopted, the succeeding car will always be braked, This is essentially impossible unless the signal system such as ATS is turned off.

On the other hand, in order to connect a succeeding car to a stopped train, the driver of the following car normally operates according to the flag signal of the connecting hand, and in the case of the Yamagata Shinkansen, etc. Ultrasonic signals are exchanged between the preceding vehicle and the following vehicle, the delay of the ultrasonic signals is measured, and the distance between trains is automatically measured, which is displayed to the driver and the visual distance to the driver. It is also practiced to drive and connect while considering both the judgment and the displayed measurement distance. In any case, at this stage, the trains are connected to each other while ensuring safety by the driver's driving skills.

[0008]

As described above, conventionally, the number of trains to be started from the starting station tends to increase, and it is not easy to increase the number of platforms.

Looking at the reality of train operation, it is not necessary for all trains to be long trains. If the trains are short, some of them will be combined into one train and run to a branch station. If each of the divided trains or, conversely, the divided trains are connected at a branch station to form a single train and run to the terminal station, it is not necessary to increase the number of platforms of the terminal station.

However, in the conventional operation system of connecting and dividing at a predetermined branch station, one of the trains must be stopped at the time of connecting and dividing work, which results in a long stop time. There was a problem that high density could not be realized.

In order to solve this problem, it becomes necessary to connect and disconnect the trains while both trains are running. However, attempting to connect the trains while the vehicle is running requires two or more trains to enter a certain block section, and is not allowed in the current block signal system.

[0012] Therefore, an object of the present invention is to provide a train connection control device capable of safely connecting the front and rear trains safely while following the current signal system and traveling with only a slight change in operation. .

[0013]

According to a first aspect of the present invention, there is provided a train connection control device, which is an optical signal provided at the tail of a preceding train and outputting light rays so as to be fan-shaped dispersed in a predetermined plurality of diagonally rearward directions. A transmitting device, a light receiving means provided at the head of the following train, which outputs a pulse signal each time a light beam from the optical signal transmitting device is received, and a pulse count which counts pulse signals output by the light receiving means within a fixed time. And a connection speed control means for comparing the pulse count value of the pulse counting means at regular time intervals with a preset reference pulse value and adjusting the speed of the succeeding train according to the size of the reference pulse value.

According to a second aspect of the present invention, in the train connection control device according to the first aspect of the present invention, the optical signal transmitting device is located at an upper left portion or a lower right edge of the tail of the preceding train. Installed in a fan-shaped distributed output in a plurality of upper and rear directions, and installed the light receiving means at the end corresponding to the opposite position on the diagonal of the installation position of the optical signal transmission device at the bottom or top of the head of the following train. It was done.

According to a third aspect of the present invention, there is provided a train connection control device, wherein a plurality of optical signals are provided at a plurality of positions at the tail end of a preceding train and output a light beam so as to be fan-shaped dispersed in a plurality of predetermined diagonally rearward directions. A transmitter and a plurality of light receiving means, each of which is provided at each of a plurality of leading positions of the succeeding train and outputs a pulse signal each time a light beam from each of the plurality of optical signal transmitters is received, and a plurality of light receiving means are fixed. A plurality of pulse counting means for counting the pulse signals output within the time and the pulse count values of each of the plurality of pulse counting means for a certain period of time are compared, and the pulse count value from the pulse counting means having the larger pulse count value is given priority. The speed of the succeeding train is adjusted by comparing it with a preset reference pulse value and comparing it with the reference pulse value. It is those with a door.

According to a fourth aspect of the present invention, in the train connection control device according to any of the first to third aspects, the optical signal transmitting device outputs a laser beam of a predetermined high frequency laser beam, and a laser from the laser light source. And a rotating polygon mirror for reflecting and outputting the beam in a plurality of fixed rear directions.

According to a fifth aspect of the present invention, in the train connection control device according to the fourth aspect of the present invention, each mirror surface of the rotary polygon mirror has a convex cylindrical shape.

According to a sixth aspect of the present invention, in the train connection control device according to any one of the first to fifth aspects, a light source that outputs an optical signal to the rear is provided at two positions at the tail of the preceding train,
Receives light from the light source installed at the beginning of the following train,
An inter-vehicle distance detecting means for detecting an inter-vehicle distance from the angle between the light sources to the leading train, a relative speed calculating means for calculating a relative speed from an inter-vehicle distance detected by the inter-vehicle distance detecting means, and an inter-vehicle distance detected by the inter-vehicle distance detecting means. The connecting speed by the connecting speed control means when the distance reaches a predetermined predetermined inter-vehicle distance reference value and the relative speed calculated by the relative speed calculating means reaches a predetermined predetermined relative speed reference value An inter-vehicle distance monitoring means for starting control is provided.

According to a seventh aspect of the invention, in the train coupling control device according to the sixth aspect of the invention, when the relative speed calculated by the relative speed calculating means is the value of the tendency that the inter-vehicle distance is separated, the speed control by the connecting speed controlling means is performed. It is provided with an approach / separation determination means for canceling.

According to an eighth aspect of the present invention, in the train connection control device according to any one of the first to third aspects, a laser light source, which is provided in the optical signal transmitting device and continuously outputs a laser beam, is provided. The rotary polygon mirror that outputs the laser beam in a fan-shaped manner rearward, and is installed in front of the reflected light output side of the rotary polygon mirror, and transmits the fan-shaped scattered light in a plurality of predetermined directions. And a slit member for outputting.

According to a ninth aspect of the present invention, in the train connection control device of the eighth aspect, the optical signal transmission device is provided.
A laser light source that outputs a laser beam whose output intensity changes in a sawtooth shape at a predetermined cycle, and is provided in the following train,
The magnitude of the current output output by the light receiving means is monitored, the inter-vehicle distance detecting means for calculating the inter-vehicle distance corresponding to the magnitude of the current output, and the differential value of the inter-vehicle distance detected by the inter-vehicle distance detecting means are calculated, An approach / separation determination unit that determines the approaching / separating tendency of the vehicle-to-vehicle distance and stops the speed control by the connecting speed control unit when there is a separating tendency.

According to a tenth aspect of the present invention, in the train connection control device according to any one of the first to third aspects, a laser light source which is provided in the optical signal transmitting device and which continuously outputs a laser beam, and a laser light source are provided. The rotary polygon mirror that outputs the laser beam in a fan-shaped manner rearward, and is installed in front of the reflected light output side of the rotary polygon mirror, and transmits the fan-shaped scattered light in a plurality of predetermined directions. A slit member that is provided with a filter that controls the output of each slit so that the amount of transmitted light is different from that of the other slits, and the magnitude of the current output of the light receiving means that is provided in the following train. And the inter-vehicle distance detecting means for calculating the inter-vehicle distance corresponding to the magnitude of the current output, and the differential value of the inter-vehicle distance detected by the inter-vehicle distance detecting means to calculate the inter-vehicle distance Judgment, in which a vehicle distance determining means for stopping the speed control by connecting the speed control means when in the spaced trend.

[0023]

In the train connection control device according to the first aspect of the invention, the optical signal transmission device provided at the tail of the preceding train outputs a plurality of light beams in a plurality of predetermined directions so as to spread in a fan shape.
Then, the light receiving means provided at the head of the succeeding train receives the light beam, outputs a pulse signal as many as the number of light rays received, and counts the pulse signal output by the light receiving means within a fixed time by the pulse counting means, The connection speed control means compares the pulse count value of the pulse counting means at regular intervals with a preset reference pulse value, and the speed of the succeeding train is adjusted according to the magnitude of the reference pulse value.

Accordingly, the connecting speed control means of the succeeding train controls the speed so as to receive a predetermined number of light rays from the preceding train within a fixed time, thereby increasing the relative speed and approaching while the inter-vehicle distance is large. The speed is increased, the relative speed is decreased as the inter-vehicle distance decreases, the approach speed is decreased, and the connecting speed is controlled by the succeeding train alone so as to reach a certain execution speed just before the connecting.

In the train connection control device according to the invention of claim 2,
The optical signal transmitter is installed at either the upper or lower end of the tail of the preceding train so that the light beam is dispersed and output in a fan-like manner in a predetermined plurality of directions obliquely downward and backward or obliquely upward and rearward, and the light receiving means follows. By installing at the end corresponding to the opposite position on the diagonal of the installation position of the optical signal transmission device at the bottom or top of the train, the vertical distance between the output point of the light beam and its light receiving point is separated as much as possible, The distance between the plurality of light beams received by the light receiving means is increased by that much, and the accuracy of pulse counting is increased, thereby improving the reliability of relative speed control for connection.

In the train connection control device according to the invention of claim 3,
Optical signal transmitters are installed at each of the multiple locations at the tail of the preceding train, and light receiving means is provided at each of the multiple locations at the beginning of the following train. Each of the means counts, the connection speed control means compares the pulse count values of each of the plurality of pulse counting means at constant time intervals, gives priority to the pulse count value from the pulse counting means having a larger pulse count value, and is set in advance. The speed of the following train is adjusted according to the size of the reference pulse value.

As a result, even when the number of light rays received by the plurality of light receiving means is different, the closest state is obtained based on the light receiving signal of the light receiving element having the largest number of light receiving elements, that is, in terms of the inter-vehicle distance. The connection speed is controlled based on the light-receiving signal of the light-receiving element that is detecting, to improve reliability and safety.

In the train connection control device according to the invention of claim 4,
An optical signal transmitting device installed at the tail of the preceding train includes a laser light source that outputs a laser beam of a predetermined high frequency, and a rotating polygon mirror that reflects and outputs the laser beam from the laser light source in a plurality of fixed backward directions. Thus, the laser beam as a light beam is dispersed into a fan shape, and each beam is controlled to be output in a fixed direction.

In the train connection control device according to the invention of claim 5,
By making each mirror surface of the rotating polygon mirror a convex cylinder, the laser beam output in each direction is made a beam that spreads only in the direction perpendicular to the fan-shaped dispersion plane, and the light-receiving element of the succeeding train receives light even when it is violently vibrated. Try not to make a mistake.

According to a sixth aspect of the present invention, there is provided a train connection control device,
Light signals are output to the rear from two light sources installed at the tail of the preceding train, and the light from each of the light sources is received by the inter-vehicle distance detecting means installed at the head of the following train, from the angle between the light sources. Detects the distance to the first train,
Further, the relative speed calculating means calculates the relative speed from the inter-vehicle distance detected by the inter-vehicle distance detecting means. The inter-vehicle distance monitoring means determines that the inter-vehicle distance detected by the inter-vehicle distance detecting means has reached a predetermined inter-vehicle distance reference value, and the relative speed calculated by the relative speed calculating means is the predetermined relative distance. When the speed reference value is reached, the connection speed control by the connection speed control means is started.

Thus, while the inter-vehicle distance is large, the inter-vehicle distance control and the relative speed control are performed by another speed control means, and the inter-vehicle distance is effectively operated by the train connection control device of the present invention. Switch to connection speed control by.

In the train connection control device according to the invention of claim 7,
When the relative speed calculated by the relative speed calculation means is a value that tends to cause the vehicle-to-vehicle distance to separate, the approach / separation determination means stops the speed control by the connection speed control means to prevent malfunction.

In the train connection control device according to the invention of claim 8,
The reflected light that is continuously output from the laser light source and that is reflected by the rotating polygon mirror so as to be dispersed in a fan shape is transmitted through the slit member in a plurality of predetermined directions and is output. Make the output direction stable.

In the train connection control device according to the invention of claim 9,
A laser beam source whose output intensity changes in a sawtooth shape at a predetermined cycle is output from the laser light source provided at the tail end of the preceding train, and is reflected by the rotating polygon mirror so as to be dispersed in a fan shape. Is transmitted through a slit member in a predetermined plurality of rearward directions.

When the reflected beam is received by the light receiving means provided in the succeeding train, it is converted into a current signal having a magnitude corresponding to the light intensity and output, and the inter-vehicle distance detecting means outputs the magnitude of the current output from the light receiving element. Is monitored, the inter-vehicle distance corresponding to the magnitude of the current output is calculated, and the differential value of the inter-vehicle distance detected by the inter-vehicle distance detection means is further calculated by the approach-and-separation determination means to determine the approach-and-separation tendency of the inter-vehicle distance, When there is a tendency of separation, speed control by the connecting speed control means is stopped to prevent malfunction.

In the train connection control device of the tenth aspect of the present invention, the laser beam is continuously output from the laser light source provided in the optical signal transmission device at the tail of the preceding train, and the laser beam is directed backward by the rotating polygon mirror. The output is reflected so as to be dispersed in a fan shape, and the reflected beam that is dispersed in a fan shape from the rotary polygon mirror is transmitted and output in a plurality of predetermined directions by the slit member. Along with this, a filter that controls the amount of transmitted light for each slit of the slit member to be a value different from that of the other slits is provided, and the light intensity for each direction is set to be different.

When the reflected light beams are received by the light receiving means provided in the succeeding train, they are converted into a current signal having a magnitude corresponding to the light intensity and output, and the inter-vehicle distance detecting means outputs the current output from the light receiving element. Monitor the size,
Calculate the inter-vehicle distance corresponding to the magnitude of the current output,
Further, the differential value of the inter-vehicle distance detected by the inter-vehicle distance detection means is calculated by the approach / separation determination means, the approach / separation tendency of the inter-vehicle distance is determined, and the speed control by the connecting speed control means is stopped when the inter-vehicle distance is in the separation tendency, and a malfunction occurs prevent.

[0038]

Embodiments of the present invention will be described below in detail with reference to the drawings. As shown in FIG. 1, an optical signal transmitter 2 for transmitting a light beam forward is installed at the tail of the preceding train 1a, and an optical signal transmitter 2 is transmitted to the head of the following train 1b. A relative velocity detecting device 3 for receiving a light beam and automatically detecting a relative velocity is installed.

The optical signal transmitters 2 at the tail of the preceding train 1a differ by a unit angle θ toward the front and are always fixed angles, that is, n (in the directions of θ, 2θ, 3θ, ..., nθ). n is a preset integer) ray 4-
1, 4--2, ..., 4-i, ..., 4-n are repeatedly transmitted.

On the other hand, the relative speed detecting device 3 at the head of the succeeding train 1b counts the number of light rays received within a fixed time and controls the own vehicle speed so that the count value is always constant. By doing so, connection speed control is performed.

The principle of the above automatic train connection control device is shown in FIG.
Will be described in more detail based on. The feature of the automatic connection of the present invention is that the succeeding train 1b is brought closer to the preceding train 1a up to a certain distance Dap capable of receiving a light beam, and then the preceding train 1a.
The relative speed Vrl is gradually decreased as the vehicle-to-vehicle distance D becomes closer to the vehicle, and the speed control of the succeeding train 1b is performed irrespective of the traveling speed of the preceding train 1a so as to automatically connect at the final execution relative speed Vrl0. , It is to do the following train alone.

Therefore, from the light source S of the preceding train 1a traveling at a certain speed Va, a large number of rays 4 are repeatedly produced at intervals of θ.
-1, 4-2, ..., 4-i, ..., 4-n are emitted.
Then, the light beam is received by the light receiving lens L of the succeeding train 1b which is installed so as to be separated from the light source S by B (constant distance) in the direction perpendicular to the traveling direction.

When the following train 1b is traveling at Vb, the relative speed Vrl with respect to the preceding train 1a is

## EQU1 ## Vrl = Vb-Va.

In FIG. 2, it is assumed that the number of light rays received by the succeeding train 1b within a fixed time Δt is set to four. In the case of the example shown in FIG. 2, the relative traveling distance L (that is, the distance that the following train 1b approaches the preceding train 1a) required to receive only four light rays is a relatively large inter-vehicle distance of D3. Is L3 (a light ray having an emission angle of 11θ to 8θ is received), and an inter-vehicle distance D2 of an intermediate size.
Then, the relative mileage is L2 (also 7θ-4θ),
If the inter-vehicle distance D1 immediately before the connection is L1 (also 4θ to θ), these L3, L2, and L1 are respectively

## EQU00002 ## L3 = B.tan 11.theta.-tan 8.theta. L2 = B.tan 7.theta.-tan 4.theta. L1 = B.tan 4.theta.-tan .theta ..

Therefore, the relative speed Vrl is

## EQU00003 ## Vrl3 = L3 / .DELTA.t Vrl2 = L2 / .DELTA.t Vrl1 = L1 / .DELTA.t. Between these relative velocities, Vrll3>Vrl2>
The relationship of Vrl1 is established, which indicates that the relative speed Vrl decreases as the inter-vehicle distance decreases. Therefore, it is necessary to automatically connect the preceding train 1a, which is also running, to the following train 1b, which is also running, by automatically adjusting the own vehicle speed so that the number of light rays received during a certain time Δt becomes a certain number. A relative velocity pattern can be realized.

In the train connection control device of the first embodiment realized by applying the above principle, the optical signal transmission device 2 installed at the tail of the preceding train 1a has the configuration shown in FIG. . That is, a rotary polygon mirror 6 that is driven to rotate by a motor 5, a motor controller 7 that controls the rotation speed of the motor 5, and a constant position of the rotary polygon mirror 6 is irradiated with an optical signal 9 from a light source 8 and the reflection thereof. A rotation position detector 12 that guides light to the light receiving element 11 by the half mirror 10 and detects the rotation position of the rotary polygon mirror 6 is provided. The rotating polygon mirror 6 has a width A in the direction of rotation on one side, and each sandwiching φ from the center.
Is set to.

The optical signal transmitting device 2 also serves as an optical signal transmitting system for transmitting a light beam backward, at a position separated from the rotary polygon mirror 6 by the light source 8 of the rotary position detector 12 by a constant sandwiching angle δ. A / 2 from the center of rotation of the rotating polygon mirror 6 installed
A laser light source 14 for irradiating the laser beam 13 to a position offset by a distance and a light source controller 15 for controlling the light emission cycle and the light emission timing of the laser light source 14 are provided.

In this optical signal transmitter 2, the laser light source 1
When the laser beam 13 is projected onto the rotary polygon mirror 6 from 4, the laser beam 13 is rotated by 2φ from the lateral axis X-X of the vehicle due to the opposite surfaces of the polygon mirror 6 as the polygon mirror 6 rotates. It will be scattered and reflected up to the obliquely rearward direction.

Here, when the laser light source 14 is flickered at a high frequency so as to be emitted in a pulsed manner, when the pulse duty ratio is set to 1: 1, the polygon mirror 6 reflects light to reduce the width of the angle 2φ to 1 / It will be emitted rearward as a radial ray having a width of 2. Therefore, by irradiating the laser beam 13 having a frequency of m · N from the laser light source 14 with the number of faces m (= 2π / φ) of the polygonal mirror 6 and the number of revolutions N, the polygonal mirror 6 is obliquely inclined from 0 to 2φ in the lateral direction. It emits a laser beam in which the width of the light beam and the width of the part where there is no light beam are half-divided up to the rear.

Next, the rotational position detecting device 12 for the polygon mirror 6
Are laser beams 4-1 and 4-2 on the laser light source 14 side.
, 4-i, ..., 4-n are provided to give a laser beam output timing signal to the light source controller 15 so as to always output the same width in the same direction with the same width. The laser signal 9 is projected from the laser light source 8 toward the center of the rotary polygon mirror 6, and if there is a laser signal reflected from the polygon mirror 6 and returned, the half mirror 10
Reflected by 90 ° and made incident on the photodetector 11.
Outputs the received light signal to the motor controller 7 and the light source controller 15.

Therefore, if continuous light is emitted from the laser light source 8 for timing control, the rotary polygon mirror 6 rotates and one surface thereof is exactly at a timing perpendicular to the laser signal 9, that is, the center of each surface. Angle to φ
The reflected light of the laser signal 9 is received by the light receiver 11 at each timing when the motor controller 7 and the light source controller 15 are rotated.
The motor controller 7 monitors the cycle of the received light pulse, and controls the rotation speed of the motor 5 so that the pulse cycle is always constant. At the same time, the light source controller 15 receives each received light signal. A control for giving a light emission command to the laser light source 14 and outputting the high-frequency laser beam 13 is performed. By controlling the rotation speed of the rotary polygon mirror 6 and the laser beam emission control of the laser light source 14, the light beams 4-1 and 4 are obtained.
It becomes possible to stably radiate −2, ..., 4-n.

Next, the structure of the relative speed detecting device 3 mounted on the succeeding train 1b will be described with reference to FIG. FIG. 4 receives the relative speed detecting device 3 mounted on the succeeding train 1b and the speed correction signal ΔVrl output from the relative speed detecting device 3 and corrects it to the normal speed reference Vref to control the connecting speed. The structure of the speed control device 20 is shown. The relative speed detecting device 3 includes a light receiving lens 21 installed at the head of the following train 1b and the light receiving lens 2
The light receiving element 22 that converts the light beam incident through 1 into an electric pulse signal and outputs the electric pulse signal every time it is received, the pulse counting unit 23 that counts the pulse signal output by the light receiving element 22 for each constant period, and the pulse counting unit 23. The relative speed correction unit 24 outputs a speed correction command ± ΔVrl in accordance with the count value of.

On the other hand, the speed control device 20 outputs from the speed reference generation unit 25 that outputs the speed reference Vrefp according to a predetermined speed pattern in response to a command from the driver's seat, and the relative speed correction unit 24 with respect to this speed reference Vrefp. An adding unit 26 that adds the received speed correction ± ΔVrl and outputs it as a final speed reference Vref; a speed control unit 27 that outputs a speed adjustment command based on the deviation between the train speed feedback value and this final speed reference Vref; Based on the speed control command from the speed control unit 27, a motor drive unit 29 that adjusts the speed of the train drive motor 28, a brake drive unit 31 that releases the drive of the brake 30, and a speed of the train drive motor 28 are detected. It is composed of a speed detector 32 which feeds back to the speed controller 27.

In the relative speed detecting device 3, the light receiving element 22 is incident through the light receiving lens 21 on the light rays 4-1, 4-2, ..., 4-n output from the preceding train 1a in accordance with the inter-vehicle distance. A light-receiving pulse signal is output from the light-receiving element 22 to the pulse counting unit 23 each time an incoming light beam is received and a light beam at any angle is received.

Therefore, when the traveling speed of the succeeding train 1b is made higher than the traveling speed of the preceding train 1a to reduce the inter-vehicle distance for connection, the pulse counting unit 23 outputs a pulse count value for each cycle. By performing speed control on the speed control device 20 side so that the pulse count value is always a constant value, the relative speed Vrl decreases as the inter-vehicle distance of the succeeding train 1b with respect to the preceding train 1a decreases, as described above. The speed can be controlled so that

For this reason, the relative speed correction unit 24 monitors the pulse count value output from the pulse count unit 23 for each constant period, and this pulse count value is the reference value as described in FIG. If there are four, the relative speed correction ΔVrl = 0 and no speed correction is performed. For example, if the pulse count value is three, the relative speed is a little small and the approach speed is too slow. , For speed correction, for example, a speed increase command for one notch +
If ΔVrl is output and conversely the pulse count value is 5, the relative speed is large and the approaching speed is too fast. Therefore, in order to reduce the relative speed, the speed suppression command for one notch-ΔVrl is set as the speed correction. Output.

On the speed control device 20 side, the relative speed correction command ± ΔVrl from the relative speed detection device 3 side is added to the addition unit 2
In step 6, the speed reference Vrefp output from the speed reference generator 25 is adjusted and output to the speed controller 27 as the final speed reference Vref, where the traveling speed of the succeeding train 1b is controlled.

In this way, by controlling the speed so that the number of light rays that receive the traveling speed of the succeeding train 1b is always a constant value, the relative speed is increased and the approaching speed is increased while the inter-vehicle distance is large. As the speed decreases, the relative speed is reduced to decrease the approach speed, and smooth connection can be achieved by the traveling speed control of the succeeding train 1b alone so as to reach a certain connection execution speed immediately before the connection.

Next, the speed transition of the succeeding train 1b during connection speed control will be described with reference to FIGS. Figure 5
Is set so that one light beam that blinks at a high frequency and has a duty ratio of 1: 1 is output at θ = 1 ° in FIG. 1 described above, and the reflection output point of the light beam (this point is the rotary polygon mirror 6). Even if it is the same as the center point position of, the other dimensions of the optical system are large, so there is almost no error.) When there is a succeeding train 1b in front of a position B = 2500 mm away from the following train 1b. , Is a graph plotting how the beam distance d between the received light rays changes with the change of the inter-vehicle distance D.

## EQU4 ## Based on the formula of D (A °) = Btan A ° d = D (A °) -D (A ° -1 °) = B (tan A ° -tan (A ° -1 °)) It is calculated.

As is clear from the graph of FIG. 5, when the inter-vehicle distance D is large, the distance between the light beams (beam distance)
Is large, for example, the beam distance d = 700 mm at an inter-vehicle distance of D = 10 m, and d = 100 mm at D = 3 m,
Then, when the inter-vehicle distance D = 1 m immediately before connection, the beam interval d =
It will be about 50 mm.

Therefore, if the speed control is performed so that a certain number of pulses are received within a certain period, the approach speed is large when the inter-vehicle distance is naturally large as described above, and the approach speed is small when the inter-vehicle distance is shortened. By controlling the speed of only the succeeding train 1b so as to be small, it is possible to realize the connected speed control in accordance with a suitable speed pattern.

This point will be described in more detail with reference to FIG. 6. When the connecting speed control is performed by the method of this embodiment from the position where the preceding train 1a is approached to the inter-vehicle distance of 10 m, the relative speed at the final connecting time is calculated. If it is desired to set 0.3 km / h, the speed is adjusted so as to receive one ray of light in a certain period, and as a result, Vrl = relative to the current speed Vrefp at the inter-vehicle distance of 10 m.
5.5 km / h At an inter-vehicle distance of 8 m, Vrl = with respect to the current speed Vrefp.
3.3km / h At a distance of 6m, Vrl = for the current speed Vrefp
At 2.0 km / h distance 4m, Vrl =
At a distance of 1.1 km / h and a vehicle distance of 2 m, Vrl = with respect to the current speed Vrefp.
The relative speed Vrl of 0.5 km / h is added to the current speed reference Vrefp to control the speed so as to match the final speed reference Vref, which allows smooth automatic connection even when the vehicle is running at the normal running speed. Can be realized.

In the case of controlling the speed in this way, the following train 1b is used in order to keep the relative speed small as the inter-vehicle distance decreases.
Then, the current speed is gradually reduced, but the deceleration β becomes a curve as shown in FIG.

Further, when such relative speed control and deceleration control are executed, it takes about 35 seconds in consideration of the time taken from the state where the inter-vehicle distance is 10 m to the completion of connection. And the preceding train 1a and the following train 1b during this period
The relative speed Vrl with respect to is important, and it does not matter how fast the preceding train 1a is traveling, but if it is traveling at a high speed of 160 km / h, then the following train 1b is A connection distance of about 1600 m is required from the time of approaching 10 m to the completion of connection.

As described above, according to the first embodiment, the preceding train 1a blinks at a high frequency, and the laser beam is outputted so as to be output in a fixed angular direction in each of the multiple directions, and the succeeding train 1b. Then, the speed reference is adjusted so that the laser beam is received by a fixed number within a fixed time, and the speed is controlled with respect to the speed reference.
Regardless of the traveling speed, the succeeding train 1b gradually approaches the preceding train in accordance with the desired relative speed pattern by the speed control of only the own vehicle speed, and finally can be automatically connected. Moreover, even if communication with the preceding train is not performed due to this running connection, proper connection can be achieved simply by controlling the own vehicle speed so that the succeeding train side receives a certain number of light rays in a certain period. It is possible, and the connecting operation during traveling is extremely easy.

Next, the second embodiment will be described with reference to FIG. In order to automatically control the relative speed between the front and rear trains 1a and 1b connected by the method of the first embodiment shown in FIGS. 1 and 3, the rotary polygon mirror 6 is a ten-sided mirror, φ = If the angle is set to 36 °, the train width B is usually about 2500 mm, so that the laser beams 4-1 to 4-n are effectively distributed up to about 7.7 m. Therefore, it is necessary to perform the approach speed control at a vehicle distance longer than this by a method that does not rely on the laser beam.

Therefore, in the second embodiment shown in FIG. 7, the optical signal transmitters 2 and 2'are symmetrically arranged side by side on the left and right sides of the tail of the preceding train 1a, and these optical signals are provided at the head of the succeeding train 1b. Relative speed detection devices 3 and 3'for individually receiving light beams from the transmission devices 2 and 2'and detecting the inter-vehicle distance D are arranged side by side, and a laser distance determination device 41 is also installed.

The laser distance determiner 41 measures the angle ψ sandwiched by the light beam projection points L and L'of the left and right optical signal transmitters 2 and 2'of the preceding train 1a, and both projection points L and L'are measured.
By registering the distance E as a standardized known value,

## EQU00005 ## The inter-vehicle distance D is measured based on the equation D = E / .psi., And the approach or separation is determined by the differential value.

Thus, when entering a certain connection section, a constant deceleration β = 0.6 m / sec ^ 2 (= 2.16 km / m)
/ Sec), deceleration is continued, and when approaching the inter-vehicle distance where the connection speed control by the method of the present invention is possible, the speed is switched to the relative speed control by the method of the present invention and finally with respect to the preceding train 1a. The following train 1b is connected while traveling.

Incidentally, in the case of the connection speed control by the speed control system switching type, the traveling speed of the preceding train 1a is reduced from the cruising speed of 220 km / h to the connection speed of 160 km / h in the connection section, and while traveling at this speed. If you try to connect it to the succeeding train 1b, it will be 220 km to 160 km / h.
Deceleration up to 60 km / h is required, so it takes about 30 seconds per hour, during which train 1
The distance traveled by b is about 1580 m. Therefore,
The required distance from the start of deceleration of the succeeding train 1b to the completion of the connection is about 3180 m by adding the connection required distance 1600 m calculated in the first embodiment and the deceleration required distance 1580 m, The minimum required connection control section length is about 3200 m.

Next, a third embodiment will be described with reference to FIGS. 7 and 8. This third embodiment aims to further improve the reliability of measurement of the inter-vehicle distance D as compared with the first embodiment shown in FIG. 1, and as described in the description of the second embodiment described above. At the left and right of the tail of the preceding train 1a, optical signal transmitters 2 and 2'are installed side by side, and the following train 1b is correspondingly provided.
Relative speed detection devices 3 and 3'are installed in parallel on the left and right of the head of the.

The two optical signal transmitters 2 and 2'mounted on the preceding train 1a have the same structure as that of the first embodiment shown in FIG. Further, the relative speed detecting devices 3 and 3'mounted on the succeeding train 1b are the same as those shown in FIG. 4, but the speed control device 20 is slightly modified as shown in FIG. That is, the speed correction signals ΔVrl and ΔVrl detected by the left and right relative speed detecting devices 3 and 3 ', respectively.
In response to this, a correction signal selection unit 32 for selecting one of the valid speed correction signals is provided in the preceding stage of the addition unit 26, and the correction signal selection unit 32 selects one of the speed correction signals ΔVrl, ΔVrl ′. The normal speed reference Vref is corrected by the speed correction signal on the other side, and the connection speed is controlled.

Therefore, in the speed control device 20, the correction signal selection unit 32 compares the relative speeds ΔVrl and ΔVrl ′ input from the relative speed detection devices 3 and 3 ′,
The relative speed on the side on which the speed on the safer side can be controlled, that is, the relative speed with the faster approach speed is selected, and the relative speed signal is output as ΔVrl to the adder 26, and the adder 26
Then, this ΔVrl is adjusted with respect to the speed reference Vrefp output from the speed reference generating unit 25 to obtain the final speed reference Vre.
It is output to the speed control unit 27 as f, where the succeeding train 1b
To control the traveling speed.

As a result, the right and left relative speed detecting devices 3 and 3'respectively differ in the number of light rays received, and when the obtained inter-vehicle distance or relative speed is different, the safer relative speed is adopted. It can be controlled and reliability is further improved.

In this third embodiment, the inter-vehicle distance determiner 41 is further interlocked with the relative speed detecting devices 3 and 3 ', and the inter-vehicle distance determiner 41 separates the inter-vehicle distance D from each other. If it is in the separated state, the relative speed detecting devices 3 and 3 ′ are given an operation stop command 42,
If 42 'is given to stop the connection speed control, it is possible to determine the approach and separation of the inter-vehicle distance, which cannot be determined only by the relative speed detection devices 3 and 3', and further improve the reliability and safety of the connection speed control. be able to.

Next, a fourth embodiment will be described with reference to FIG. In the fourth embodiment, the shape of each mirror surface of the rotary polygon mirror 6 is improved in the optical signal transmitter 2 shown in FIG. 3 adopted in the first embodiment. That is,
The laser beam 13 emitted from the laser light source 14 is characterized in that it has good directivity and convergence. Therefore, while it is possible to transmit light to a light receiving element at a long distance while maintaining its intensity, the position of the light receiving element is Even if it is slightly deviated from the optical axis, it may not reach the light receiving element, and the optical axis alignment is strictly required.

However, in the case of trains, various vibrations such as rolling, pitching, yawing, etc. are constantly generated during running, so the relative speed detecting device 3 stabilizes the light beam even under such severe conditions. It must receive light and automatically detect the relative speed.

Therefore, in the fourth embodiment, by making the shape of each mirror surface of the rotary polygon mirror 6 on the optical signal transmitter 2 side a cylindrical convex surface, the laser beam 13 from the laser light source 14 is made.
Is incident on the mirror surface, the light rays 4-1, 4-2, ..., 4
It is set so that the luminous flux of the reflected light that emerges as -i, ..., 4-n does not spread in the rotation direction of the polygon mirror 6 but only spreads in the vertical direction. As a result, when the relative speed detection device 3 of the succeeding train 1b receives light, even a train with large vibration can reliably receive light rays and detect relative speed.

Next, a fifth embodiment will be described with reference to FIG. The feature of the fifth embodiment is that the rotary polygon mirrors 6, 6 of the optical signal transmitters 2, 2'are provided on the left and right of the bottom of the tail of the preceding train 1a.
′ Is installed in an inclined state, and the light receiving elements 22 and 22 of the relative speed detecting devices 3 and 3 ′ are provided on the left and right above the head of the succeeding train 1 b.
′ Each is installed so that it faces diagonally downward.

By arranging such equipment, the vertical distance B ′ from the output point L of the light beam to the light receiving point M is set to be larger than the horizontal distance B of the first embodiment shown in FIG. It becomes possible to do so, rays 4-1 and 4-
2, ..., 4-i, ..., 4-n can be increased in the distance from the adjacent signal lights, the pulse count accuracy can be improved, and the relative speed detection accuracy can be improved.

In the fifth embodiment, as in the third embodiment, the optical signal transmitters 2 and 2'are arranged side by side on the left and right of the tail of the preceding train 1a, and on the left and right of the head of the succeeding train 1b. The speed detection devices 3 and 3'are arranged in parallel to increase the relative speed detection accuracy. However, the speed detection devices 3 and 3'are not limited to this, and the rear right or left of the preceding train 1a is the same as in the first embodiment. Install the optical signal transmitter 2 only at one place at the top or bottom,
1 at the bottom left or top right of the tail train 1b
The relative speed detecting device 3 may be installed only at one place.

Next, a sixth embodiment will be described with reference to FIGS. 11 and 12. As shown in FIG. 11, the optical signal transmission device 2 outputs a laser beam 13 whose intensity changes in a sawtooth shape from a laser light source 14 and forms an arc shape for the light that is reflected by the rotating polygon mirror 6 and goes out. The slit plate 33 is bent at an equal angle to separate the light beams from each slit.
-1,4-2, ..., 4-i, ..., 4-n are set to go out. The other components are shown in FIG.
In common with the first embodiment shown in FIG. 3, the common parts are denoted by the same reference numerals and detailed description thereof will be omitted.

Further, as shown in FIG. 12, the relative speed detecting device 3 is the relative speed detecting device 3 of the first embodiment shown in FIG.
The same light receiving lens 21, light receiving element 22, pulse counting section 23, and relative speed correction section 24 are provided, and in addition, an inter-vehicle distance determining section 35 that determines the inter-vehicle distance D from the output current intensity of the light receiving element 22, and An approach / separation determination unit 36 that determines the approach / separation of the inter-vehicle distance based on the differential value of the inter-vehicle distance D output by the inter-vehicle distance determination unit 35 and gives an output stop command to the relative speed correction unit 24 when the inter-vehicle distance is determined. There is.

In the case of the sixth embodiment, the rays 4-1, 4-2, ..., 4-i, of which the output direction is fixed, which goes out through the slit plate 33 of the optical signal transmitter 2 of the preceding train 1a, are fixed.
.., 4-n have unique light intensities which are different from the other signals for each signal in each direction, which passes through the light receiving lens 21 of the relative speed detecting device 3 of the succeeding train 1b and then receives the light receiving element 22. The light is received by and is output to the pulse counting unit 23 and the inter-vehicle distance determining unit 35 as a current signal corresponding to the received light intensity.

In the pulse counting section 23, as in the first embodiment, the input current signal is regarded as a pulse signal and the number of pulses input within a fixed time is counted.
The count number is output to the relative speed correction unit 24, and the relative speed correction unit 24 outputs the speed correction ± ΔVrl to the addition unit 26 on the speed control device 20 side depending on whether the pulse number is larger or smaller than a predetermined reference pulse number. To do.

At the same time as this operation, the inter-vehicle distance determining section 35 determines the inter-vehicle distance D previously associated with the magnitude of the current value output from the light receiving element 22,
The inter-vehicle distance determination signal is output to the approach / separation determination unit 36. The approach / separation determination unit 36 calculates a differential value of the inter-vehicle distance determination signal to determine whether the inter-vehicle distance tends to approach or separate, and if there is a separation tendency, the relative speed correction unit 24 performs speed correction ± ΔVrl. Output is stopped and connection speed control is stopped.

As a result, in the case of the sixth embodiment, only the pulse counting by the pulse counting section 23 of the relative speed detecting device 3 actually causes the succeeding train 1b to receive some light rays while approaching the preceding train 1a. It is possible to compensate for the fact that it is not possible to judge whether some rays are being received while moving away, and it is possible to execute this connection speed control only when the vehicle is actually approaching. The reliability of automatic connection control can be improved.

In the sixth embodiment, the laser beam 13 having a sawtooth-like intensity change on the laser light source 14 side.
Instead of emitting the light, the intensity of the light beam may be set to be different depending on each output direction by providing a filter whose light transmittance gradually changes according to the slit position of the slit plate 33. Good. In this case as well, the inter-vehicle distance can be specified by the magnitude of the light-receiving current of the light-receiving element 22, and the relative speed detecting device 3 in FIG. 12 can be used as it is. In this case, the intensity of the laser output on the laser light source 14 side does not need to be changed, so that the control is easy.

Further, in the optical signal transmitting apparatus 2 of FIG. 11, instead of changing the intensity of the laser beam in a sawtooth shape, it is possible to perform control to change it in a stepwise manner. In this case, in the inter-vehicle distance determining unit 35 on the side of the relative speed detecting device 3 shown in FIG. 12, the optical signal corresponding to which group of the optical signals having the stepwise intensity according to the current intensity of the received light signal is output. It is determined whether there is a certain distance, and based on this, it is determined to which zone when the inter-vehicle distance is divided into zones, and the approach / separation determination unit 36 looks at the change in the determination result of the inter-vehicle distance determination unit 35 and approaches. The inter-vehicle distance zone in the moving direction or the inter-vehicle distance zone in the separating direction, and if it moves to the inter-vehicle distance zone in the separating direction, a command to stop the connection speed control is issued. So that it is output to 24.

Furthermore, in the case of the sixth embodiment, the slit plate 33 used in the optical signal transmitter 2 is arcuate, but the shape of this slit plate 33 is particularly shown in FIG.
As shown by the two-dot chain line 33 'in FIG.
By adjusting the installation angle and orientation of the unit itself, and further making the slit pitch unequal, etc., in the range where the inter-vehicle distance D is small, the connecting speed based on the graph of the tan function as shown in Figs. 5 and 6. Although the control is performed, it is possible to perform the connection speed control by the number of received light beams even from a farther distance of 10 m or more.

The preceding train 1 is used in all the above-mentioned embodiments.
Although it has been explained that the optical signal transmitter 2 is installed at the tail of a and the relative speed detector 3 is installed at the beginning of the succeeding train 1b, in the actual train operation, each train is equipped with the optical signal transmitter 2 at the tail. Then, the relative speed detecting device 3 can be installed at the head.

[0092]

As described above, according to the invention of claim 1,
An optical signal transmitter provided at the tail of the preceding train outputs a plurality of light beams in a plurality of predetermined directions so as to spread in a fan shape, and the light receiving means provided at the head of the following train receives the light beams and receives them. Output pulse signals for the number of rays to
The pulse signal output by the light receiving means within a fixed time is counted by the pulse counting means, and the connection speed control means compares the pulse count value of the pulse counting means for each constant time with a preset reference pulse value, The speed of the succeeding train is adjusted according to the size of the train, and the connecting speed control means of the succeeding train always performs speed control so as to receive a predetermined number of rays from the preceding train within a fixed time, so that the inter-vehicle distance is large. In the following trains alone, the relative speed is increased to increase the approach speed, the relative speed is decreased to decrease the approach speed as the inter-vehicle distance decreases, and the following train alone is used to reach a certain execution speed just before the connection. The connection speed can be controlled.

According to the second aspect of the present invention, the optical signal transmitting device is arranged so that the light beam is fanned in a predetermined plurality of directions obliquely downward rearward or obliquely upward rearward at either the upper or lower end of the tail of the preceding train. Since it is installed so as to disperse and output, and the light receiving means is installed at the end corresponding to the opposite position on the diagonal of the installation position of the optical signal transmission device at the lower part or the upper part of the head of the following train, The vertical distance from the light receiving point can be separated as much as possible, and the distance between the plurality of light rays received by the light receiving means can be increased as much as that to improve the pulse counting accuracy, which makes the relative speed control reliable for connection. It is possible to improve the sex.

According to the invention of claim 3, optical signal transmitters are provided at a plurality of positions at the tail end of the preceding train, and light receiving means are provided at a plurality of positions at the head of the following train, and the plurality of light receiving means are fixed. The pulse signal output within the time is counted by each of the plurality of pulse counting means, the connection speed control means compares the pulse count values of each of the plurality of pulse counting means at constant time intervals, and the pulse counting means having a large pulse count value. The pulse count value from is prioritized, compared with the preset reference pulse value, and the speed of the following train is adjusted depending on the size, so the number of light rays received by multiple light receiving means may differ. Even in such a case, it can be calculated based on the light receiving signal of the light receiving element with the largest number of light receiving elements, that is, if it is converted into the inter-vehicle distance. Can be coupled speed control based on the light reception signal of the light receiving element that detects the approach state,
It is possible to improve the reliability and safety of train connection control during traveling.

According to the fourth aspect of the present invention, the optical signal transmitter installed at the tail of the preceding train outputs a laser light source for outputting a laser beam of a predetermined high frequency and a plurality of laser beams from the laser light source, which are fixed in the rear. Since it is equipped with a rotating polygon mirror that reflects and outputs in a direction, it is possible to disperse the laser beam as a light beam into a fan shape and control so that each beam is output in a fixed direction. Automatic connection control is possible.

According to the fifth aspect of the present invention, since each mirror surface of the rotary polygon mirror has a convex cylindrical shape, the laser beam output in each direction is a beam that spreads only in the direction perpendicular to the fan-shaped dispersion surface, It is possible to prevent the light-receiving element of the succeeding train from receiving a light-receiving error even under severe vibration.

According to the sixth aspect of the present invention, the optical signals are output backward from the light sources installed at the two positions at the tail of the preceding train,
The inter-vehicle distance detecting means installed at the head of the following train receives the optical signal from each light source, detects the inter-vehicle distance from the angle between the light sources to the first train, and further the inter-vehicle distance detecting means by the relative speed calculating means. Relative speed calculated from the inter-vehicle distance detected by the inter-vehicle distance monitoring means, the inter-vehicle distance monitoring means detects the inter-vehicle distance reaches a predetermined inter-vehicle distance reference value, and the relative speed calculation means calculates the relative speed. Since the connection speed control by the connection speed control means is started when the speed reaches a predetermined relative speed reference value set in advance, while the inter-vehicle distance is large, the inter-vehicle distance control is performed by another speed control means. The relative speed control is performed, and if the inter-vehicle distance becomes effective when the connection speed control by the train connection control device of the present invention becomes effective, the connection speed control of the present invention is performed. Can be switched to, it is automatic train coupling speed control through just before connection among inter-vehicle distance is larger.

According to the seventh aspect of the present invention, when the relative speed calculated by the relative speed calculating means is a value of the tendency that the inter-vehicle distance is separated, the approaching / separating judging means stops the speed control by the connecting speed controlling means. Therefore, the automatic train connection control is not performed when the succeeding train receives the light beam while being separated, and it is possible to prevent malfunction and improve the reliability of the train connection control.

According to the eighth aspect of the present invention, the reflected light continuously output from the laser light source by the slit member and reflected by the rotating polygon mirror so as to be dispersed in a fan shape is transmitted in a plurality of predetermined directions. Since the light is output, it is possible to stabilize the direction of each of the plurality of light beams output backward.

According to the ninth aspect of the present invention, a laser beam whose output intensity changes in a sawtooth shape at a predetermined cycle is output from the laser light source provided in the optical signal transmission device at the tail of the preceding train. It is reflected so as to be dispersed in a fan shape, and this reflected beam is transmitted through a slit member in a plurality of predetermined rearward directions, and the reflected beam is received by the light receiving means provided in the succeeding train and converted into a current signal. Is output, the magnitude of the current output from the light receiving element is monitored by the inter-vehicle distance detecting means, the inter-vehicle distance is calculated in accordance with the magnitude of the current output, and the inter-vehicle distance detecting means detects the inter-vehicle distance detecting means. The differential value of the inter-vehicle distance is calculated, the approaching / separating tendency of the inter-vehicle distance is determined, and the speed control by the connecting speed control means is stopped when the inter-vehicle distance is in the separating tendency. , Without having to automatic train connection control when receiving the light beam while separated from each other subsequent train, it is possible to improve the reliability of the train connection control to prevent malfunctions.

According to the tenth aspect of the invention, a laser beam is continuously output from the laser light source provided in the optical signal transmission device at the tail of the preceding train, and the laser beam is fan-shaped dispersed backward by the rotating polygon mirror. To output the reflected beam that is dispersed in a fan shape from the rotating polygon mirror in a predetermined plurality of fixed directions by the slit member, and at the same time, to output the transmitted light amount for each slit of the slit member to other slits. A filter to control the light intensity in each direction is set differently, and these reflected beams are received by the light receiving means provided in the following train and converted into a current signal. Then, the inter-vehicle distance detection means monitors the magnitude of the current output from the light receiving element, and the inter-vehicle distance corresponding to the magnitude of the current output is calculated. Further, the differential value of the inter-vehicle distance detected by the inter-vehicle distance detecting means is further calculated by the approach / separation determining means, the approach / separation tendency of the inter-vehicle distance is determined, and the speed control by the connecting speed control means is stopped when the inter-vehicle distance is in the separating tendency. Therefore, the automatic train connection control is not performed when the succeeding train receives the light beam while being separated, and it is possible to prevent malfunction and improve the reliability of the train connection control.

[Brief description of drawings]

FIG. 1 is a plan view explaining the operation principle of the first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a light ray distribution in the first embodiment.

FIG. 3 is a block diagram of the optical signal transmitter according to the first embodiment.

FIG. 4 is a block diagram of a relative speed detection device and a speed control device according to the first embodiment.

FIG. 5 is a graph showing the relationship between the laser beam interval and the distance to the light receiving point in the first embodiment.

FIG. 6 is a graph showing the relationship between the inter-vehicle distance and the inter-vehicle distance, the deceleration of the first embodiment, the time required to connect from the inter-vehicle distance of 10 m, and the time required to reduce the inter-vehicle distance by 2 m.

FIG. 7 is a plan view of second and third embodiments of the present invention.

FIG. 8 is a block diagram of a relative speed detection device and a speed control device according to the third embodiment.

FIG. 9 is a perspective view of a rotary polygon mirror according to a fourth embodiment of the present invention.

FIG. 10 is an explanatory diagram showing an arrangement relationship between an optical signal transmitter and a light receiving element according to a fifth embodiment of the present invention.

FIG. 11 is a block diagram of an optical signal transmitter according to a sixth embodiment of the present invention.

FIG. 12 is a block diagram of a relative speed detection device and a speed control device according to the sixth embodiment.

[Explanation of symbols]

 1a Leading train 1b Following train 2,2 'Optical signal transmitter 3,3' Relative speed detector 4-1,4-2, ..., 4-i, ..., 4-n Ray 5 Motor 6,6 'Rotating multifaceted Mirror 7 Motor controller 8 Light source 9 Optical signal 10 Half mirror 11 Light receiving element 12 Rotation position detector 13 Laser beam 14, 14 'Laser light source 15 Light source controller 20 Speed control device 21 Light receiving lens 22, 22' Light receiving element 23 Pulse count Part 24 Relative speed correction part 25 Speed reference generation part 26 Addition part 27 Speed control part 28 Drive motor 29 Motor drive part 30 Brake 31 Brake drive part 32 Correction signal selection part 33, 33 'Slit member 35 Inter-vehicle distance determination part 36 Approaching / separating Judgment unit 41 Laser distance judgment device 42, 42 'Operation stop command

Claims (10)

[Claims] 1. An optical signal transmission device, which is provided at the tail of a preceding train and outputs light rays so as to be fan-shaped dispersed in a predetermined plurality of obliquely rearward directions, and the optical signal provided at the head of a following train. A light receiving means for outputting a pulse signal to receive the light beam from the transmitting device; a pulse counting means provided in the subsequent train for counting pulse signals output by the light receiving means within a fixed time; And a connecting speed control means provided in the succeeding train, for comparing the pulse count value of the pulse counting means at regular intervals with a preset reference pulse value, and adjusting the speed of the succeeding train according to the magnitude of the reference pulse value. Train connection control device. 2. The optical signal transmitter is installed at a left or right end of an upper portion or a lower portion of a tail of a preceding train so that light rays are dispersed and output in a fan-like manner in a predetermined plural directions obliquely downward rearward or obliquely upward rearward. 2. The train connection control device according to claim 1, wherein the light receiving means is installed at a lower end or an upper part of a head of a succeeding train at an end corresponding to a position opposite to the installation position of the optical signal transmission device on a diagonal line. 3. A plurality of the optical signal transmission devices, which are provided at a plurality of positions at the tail end of the preceding train, and which output light rays so as to be fan-shaped dispersed in a predetermined plurality of obliquely rearward directions, and the following trains. It is provided at each of the top multiple points,
A plurality of light receiving means for outputting a pulse signal each time the light beam from each of the plurality of optical signal transmitting devices is received, and a pulse provided by each of the plurality of light receiving means provided in the following train within a predetermined time A plurality of pulse counting means for counting signals, and the pulse trains provided in the following train, comparing the pulse count values of each of the plurality of pulse counting means at regular time intervals, the pulse count from the pulse counting means having a large pulse count value. A train connection control device comprising a connection speed control means for giving priority to a value, comparing it with a preset reference pulse value, and adjusting the speed of the succeeding train according to the size of the reference pulse value. 4. The optical signal transmission device comprises a laser light source for outputting a laser beam of a predetermined high frequency, and a rotary polygon mirror for reflecting and outputting the laser beam from the laser light source in a plurality of rearward defined directions. The train connection control device according to any one of claims 1 to 3. 5. The train connection control device according to claim 4, wherein each mirror surface of the rotary polygon mirror has a convex cylindrical shape. 6. The two trains are provided at the tail of the preceding train,
A light source that outputs an optical signal to the rear, and an inter-vehicle distance detection unit that is provided at the head of the following train, receives light rays from each of the light sources, and detects the inter-vehicle distance from the angle between the light sources to the leading train. A relative speed calculating means for calculating a relative speed from an inter-vehicle distance detected by the inter-vehicle distance detecting means, and a predetermined inter-vehicle distance provided in the succeeding train, the inter-vehicle distance detected by the inter-vehicle distance detecting means being preset. Inter-vehicle distance monitoring means for starting the connection speed control by the connection speed control means when the distance reference value is reached and the relative speed calculated by the relative speed calculation means reaches a preset predetermined relative speed reference value. The train connection control device according to any one of claims 1 to 5, further comprising: 7. The approach / separation determination means for stopping the speed control by the connection speed control means when the relative speed calculated by the relative speed calculation means is a value of the tendency that the inter-vehicle distance is separated. Train connection control device. 8. A laser light source, which is provided in the optical signal transmitting device, for continuously outputting a laser beam, and a laser beam, which is provided in the optical signal transmitting device, from the laser light source is dispersed backward in a fan shape. A rotary polygon mirror that outputs reflected light as described above, and a slit member that is installed in front of the reflected light output side of the rotary polygon mirror and that transmits the reflected light dispersed in a fan shape in a plurality of predetermined directions. The train connection control device according to any one of claims 1 to 3, which comprises: 9. A laser light source, which is provided in the optical signal transmitting device, for outputting a laser beam whose output intensity changes in a sawtooth shape at a predetermined cycle, and the light receiving means provided in the following train. Inter-vehicle distance detecting means for monitoring the magnitude of the current output and calculating the inter-vehicle distance corresponding to the magnitude of the current output, and a differential value of the inter-vehicle distance detected by the inter-vehicle distance detecting means provided in the following train. 9. The train connection control device according to claim 8, further comprising: an approach / separation determination unit that calculates the distance between the vehicle and the vehicle, determines an approach / separation tendency of the inter-vehicle distance, and stops the speed control by the connection speed control unit when there is a separation tendency. 10. A laser light source, which is provided in the optical signal transmitting device, that continuously outputs a laser beam, and a laser beam, which is provided in the optical signal transmitting device, from the laser light source is dispersed backward in a fan shape. A rotary polygon mirror that outputs the reflected light so that it is installed in front of the reflected light output side of the rotary polygon mirror, and transmits the reflected light dispersed in a fan shape in a plurality of predetermined directions, and for each slit. A slit member provided with a filter for controlling the transmitted light amount so as to have a value different from that of the other slits, and the current output provided by the light receiving means, which is provided in the following train, is monitored and the current is monitored. An inter-vehicle distance detecting means for calculating an inter-vehicle distance corresponding to the magnitude of the output, and a differential value of the inter-vehicle distance detected by the inter-vehicle distance detecting means provided in the following train are calculated, and the inter-vehicle distance is calculated. Toward and away from a tendency to determine the connection speed control unit train connecting the control device according to any one of claims 1 to 3 comprising a vehicle distance determining means stops the speed control by when in a spaced trend.