JPH09301176A - Train detecting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To remarkably reduce a ground equipment, especially a cable so as to facilitate maintenance, and to shorten the operation intervals of trains. SOLUTION: A train detecting device comprises plural transponders 100 installed at every block boundary on a track for sending different pieces of point information, an on-board means 1 provided with an inductive radio loop 70 laid extending over plural blocks for receiving (111, 110) point information and transmitting a train detection signal to which a train identification signal is added to the ground through an information transmitting means, and a train position detecting means for determining the train existing position 30 on the track according to the train detection signal from the train, which is sent through an information transmitting means. Thus, it is not necessary to install an inductive radio loop at every block, so that even if the block is sub-divided, a cable for connecting a ground device and the loop to each other will not be increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train detecting device, and more particularly to a train detecting device for detecting a moving position of a train traveling on a track.

[0002]

2. Description of the Related Art In railways, in order to ensure safety, it is common to divide the track into sections called blockages and control so that only one train can be placed in each blockage to prevent train collisions. It is used. Typical examples of such control include ATC (automatic train control device) and ATS (automatic train stop device). In such a security device, the presence / absence of each closed train is detected, and the allowable speed information is transmitted to each train or the traffic signal is controlled according to the interval between the preceding train and the following train. FIG. 7 shows an outline of train control by ATC. For each blockage, a speed limit signal according to the interval with the preceding train is sent, and when the speed of the following train exceeds this speed limit, the brake automatically operates,
Trains are controlled below the speed limit. Since the speed limit decreases as it approaches the preceding train, it is possible to prevent a rear-end collision of the train. The speed limit signal (ATC signal) is a frequency signal, and a specific frequency is assigned according to the speed limit. For this reason, AT
Security devices such as C and ATS require means for detecting that a train has entered the block. FIG. 8 shows a train detection method in a normal railway. In the figure, the rail 10 is electrically insulated by an insulating material 20 inserted at each closed boundary. The train detection device 30 that detects the presence / absence of each closed train determines the train in-rail state based on the contact conditions of the train detection relays 32a to 32c and each relay, and notifies the external device through the train detection information processing unit 31. Transmits train presence information. Although three relays are shown in the figure, the number of train detection relays changes depending on the number of blockades. In the ATC information processing unit 41, the ATC ground device 40 determines the speed limit (ATC signal) of each block according to the train presence information from the train detection device 30,
The speed limit determined by the information processing unit 41 is transmitted from the analog signal transmitter 42 to each block. The ATC signal is transmitted as a frequency signal corresponding to the speed limit of each occlusion. Power supplies 50a to 50c for driving the train detection relays 32a to 32c and short-circuit resistors 51a to 51c are installed in each block, respectively. When there is no train in the blockage, the relays 32a to 32c in the train detection device 30 are driven by the power sources 50a to 50c provided for each track circuit, so that the contacts are closed (in the figure, 32b, 32c). However, when the train enters the blockage, the rails 10 on both sides are short-circuited by the wheels 60 and axles 61 of the entering train, so that no current flows through the relay in the train detection device, and the contact is in an open state (in the figure). Three
(Corresponding to 2a). As described above, by configuring the relay circuit using the rail 10 (this is referred to as a track circuit), the presence / absence of each closed train is determined.

However, the above method cannot be used in the case of transportation such as a monorail that does not use rails and iron wheels. Therefore, as shown in FIG. 9, a method using an inductive wireless loop instead of the track circuit is used. In the figure, one inductive wireless loop 70 is installed for each blockage and is normally embedded in the orbit. In this system, a frequency signal for train detection is guided from the train detection signal transmitter 80 mounted on the vehicle 1 through the transmission antenna 81 to the guide wireless loop 7.
Send to 0. The train detection signal (analog) receiver 33 of the train detection device 30 determines the train presence status of each block according to the presence or absence of signal reception of each loop 70 (if there is a signal frequency, there is a train, and it must receive). If there is no train), the result is transmitted to the processing unit 31.
The ATC ground device 40 processes the signal from the processing unit 31 in the ATC information processing unit 41, and the analog signal transmitter 4
2 sends a speed limit (ATC signal) to the loop 70. In the ATC on-board device 90, the ATC signal sent to the induction wireless loop 70 is converted into an ATC signal (analog) receiving section 91.
Is received via the receiving antenna 93. Receiver 91 is A
The TC signal is demodulated, converted into the restriction speed information of the block, and transmitted to the control unit 92. The control unit 92 is the receiving unit 9
The speed limit sent from 1 and the train speed are compared, and when the latter exceeds, the brake control is performed until the train speed falls below the speed limit.

[0004]

In such a conventional system, a cable is required to connect each track circuit (guide radio loop) to the train detection device and the ATC ground device. Further, in order to shorten the train operation interval, it is necessary to shorten the track circuit length and subdivide the blockage, and the amount of cables also increases in proportion to the number of blockages (inductive wireless loops). Therefore, there is a problem that the maintenance amount increases. Further, particularly in the case of a monorail or the like, there is a limit to the installation location of the cables due to its structure, and it is not preferable that the amount of cables be increased. Normally, the lower surface of the girder is used as the installation location of the cable, but if a large number of cables are passed through the lower surface of the girder, the landscape will be damaged.

An object of the present invention is to provide a train detection device suitable for reducing the number of ground facilities, especially cables, facilitating maintenance, and shortening train operation intervals.

[0006]

[Means for Solving the Problems] The above-mentioned problems are provided by a plurality of point signal generating means installed at each boundary of blockages on an orbit and emitting different point information respectively, and an information transmitting means laid across a plurality of blockages. Based on the train detection signal from the train sent from the information transmission means and the on-board means for transmitting the train detection signal to which the train identification signal is added to the ground via the information transmission means. This is solved by having train position detection means for determining the position of the train on the track. Here, the train position detection means has a train position memory, stores a train identification signal in a writing area corresponding to each block on the track based on the received train detection signal, and also stores a plurality of train identification signals through the information transmission means. When a train detection signal is sent from each train, the position on the track of each train is determined based on the point information and the train identification signal from each train. Then, the position information on each track for each train determined by the train position detection means is used to determine the interval between the trains, and the speed limit for each train is calculated based on the result.

According to the present invention, when a train passes on a transponder, the train receives point information unique to each transponder. When the train receives the point information, the train number of the own train is added to the received point information and transmitted to the guidance wireless loop installed on the ground. On the ground, the position of each train is determined based on the point information and train number sent from each train. The guide wireless loop does not have to be subdivided into closed units, and may be one loop between stations or on all lines. As described above, in the present invention, by using the transponder and the guide wireless loop together, the train position can be detected without dividing the track circuit or the guide wireless loop for each block.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a train detection device according to an embodiment of the present invention. In FIG. 1, the train detection device includes a train detection device 30 having a train detection / train number information processing unit 34 and a train detection signal (digital) receiver 35, and an ATC.
ATC ground device 40 having information (digital) creation unit 43 and digital signal transmitter 44, guided radio loop 7
0, transponder ground element 100, transmission antenna 81,
Train detection signal (digital) transmitter 82, transponder receiver 110, transponder car core 111, ATC
An ATC on-board device 90 having a control unit 92 and an ATC signal (digital) receiving unit 94, and a receiving antenna 93.
1 represents a train (vehicle).

The inductive wireless loop 70 is installed not in one loop for each block as shown in FIG. 9, but in an appropriate unit (for example, one for each station). The transponder ground element 100 transmits information by digital telegram to the vehicle core 111 when the transponder vehicle core 111 installed on the vehicle passes over the ground element 100.
The transponder ground element 100 is installed at each block boundary,
The content of the transmission is unique to each ground node. Here, as the transmission information of each ground child, the ground child number uniquely determined for each ground child is transmitted on the vehicle. Since the transmission information of each ground element is fixed, no equipment or cable for information control is required. In addition, if the unpowered grounding element is used, the electric power required for information transmission is also supplied from the car top, so there is no need for a cable for power supply. Therefore, each grounding element has no control device or cable. It is not connected, it just needs to be placed on the track. Transponder receiver 1
The demodulator 10 demodulates the transponder telegram received by the transponder onboard 111, and transmits the received telegram content (in this case, the ground child number) to the train detection signal (digital) transmitter 82.

The configuration of the train detection signal (digital) transmitter 82 is shown in FIG. The information from the transponder receiver 110 (the ground child number of the received ground child) is taken into the transmitter 82 by the ground child number receiving unit 821. The electronic message creating unit 823 combines the above-ground child number captured by the above-ground child number receiving unit 821 and the train number stored in advance in the train number memory 822 to create a train detection electronic message. Here, the train number is fixed information stored in a medium such as a ROM, but it may be a value set by a switch or the like (however, it must be uniquely set for each train). The created electronic message is modulated by the electronic message transmitting unit 824 and then transmitted to the guide wireless loop 70 through the transmitting antenna 81. In the prior art shown in FIG. 9, frequency signals are transmitted and received by an inductive wireless loop, whereas the present embodiment is different in that digital transmission is performed by an inductive wireless loop.

In the train detection device 30, the train detection signal (digital) receiver 35 performs demodulation processing of the information telegram sent from the vehicle through the induction radio loop 70, and the received telegram contents are train detection / train number information. It is transmitted to the processing unit 34. The configuration of the train detection / train number information processing unit 34 is shown in FIG. The train detection signal demodulated by the train detection signal (digital) receiver 35 is sent to the train position information receiving unit 341, and the train number and the above-ground child number are decoded. The decrypted information is written to the train position memory 342. The written train position information is used as the information transmission unit 343.
Is sent to other devices (not shown) such as the ATC ground device 40 and the operation management device.

A process of writing train position information to the train position memory 432 will be described with reference to FIG. The train detection signal that has entered the train position information receiving unit 341 first determines the ground child number in step 3411. Here, in the present embodiment, the ground element and the obstruction are in one-to-one correspondence, so the ground element number becomes the obstruction number as it is. In step 3412, the writing area of the train position information for the train position memory 342 is selected according to the determined ground child number (= blocking number). The train position memory 342 is divided into areas 342a to 342i corresponding to the block numbers (1 to 9) as illustrated. Although the writing area is divided into nine in the figure, the number of areas changes according to the number of blockages existing within the range managed by the position detection device. Only the train number is recorded in the area selected in step 3412 (in the figure, the case where a train exists at block 6 is shown). Note that specific information (for example, "00". At this time, "00" must not be used for the train number) is written in the area corresponding to the blockage where no train exists. . That is, the train exists in the block corresponding to the area in which the train number other than "00" is written, and the train is specified by the written train number. Writing to the train position memory 342 is performed each time information is sent from the train detection signal receiver 35. At this time, if there is another area in which the same train number as the newly written train number is written, "00" is written in that area.

FIG. 5 shows the configuration of the ATC information (digital) creating section 43 in the ATC ground device 40. The information from the train detection device 30 (this is the content of the train position memory 342 as it is) is first taken in by the information transmission unit 431 and then written in the train position memory 432.
The ATC signal creation unit 433 determines a train interval based on the contents of the train position memory 432, determines a speed limit (ATC signal) for each train, and creates an ATC signal telegram.
The created ATC signal message is the digital signal transmitter 4
4 is sent to the induction wireless loop 70 and transmitted to the vehicle.

The process of creating the ATC signal telegram will be described with reference to FIG. First, in step 4331, the train interval is determined based on the contents of the train position memory 432 (this has the same configuration as the train position memory 342 in the processing unit 34 and the recorded contents are the same). In the figure, a case is shown in which a train a (train number “10”) exists in block 7 and a train b (train number “20”) exists in block 3. At this time, it is known that the train b exists behind the train a by 4 blocks, and from this, the ATC signal for the train b is determined. The determined ATC signal and train number (“20” in this case) are combined in step 4332 and edited into an ATC signal message. Here, not only the ATC signal but also the train number is added to the telegram. In the present embodiment, there may be a plurality of trains on one inductive wireless loop 70, and which train the ATC signal is for. Because of the need to distinguish. Further, the ATC signal is a frequency signal in the conventional method, but is different in that it is digital transmission in the present embodiment.

The ATC on-board device 90 includes an ATC control unit 92.
And an ATC signal (digital) receiver 94. The ATC signal from the induction wireless loop 70 is received by the receiving antenna 93, demodulated by the ATC signal (digital) receiver 94, and sent to the ATC control unit 92. A
The TC control unit 92 decodes the train number and the ATC signal (speed limit) in the message. If the train number in the message is the same as your train number, the signal message is A for the train.
Since it is the TC signal, the speed limit by the ATC signal in the telegram is compared with the train speed, and when the train speed exceeds the speed limit, a brake command is output, and control is performed so as to be lower than the speed limit. If the train number in the message is different from your own train number, the message is for another train and you can ignore it.

Next, the operation of this embodiment will be described. The preceding train a (train number "10") is closed 7 (ground child number 7), and the following train b (train number "20") is running closed 3 (ground child number 3) (see FIG. 6). To do. When the succeeding train b enters the block 3 and the transponder car child 111 installed on the car of the following train b passes over the ground child 100 (ground child number 3), the ground child 100 (ground child number 3 3) The ground child number 3, which is a digital telegram, is transmitted from the onboard child 111. Transponder receiver 110
Performs the demodulation process of the transponder message and transmits the received ground child number 3 to the train detection signal (digital) transmitter 82. The train detection signal (digital) transmitter 82 combines the ground child number 3 and the train number “20” stored in advance, creates a train detection message, and transmits the train detection message to the induction wireless loop 70 through the transmission antenna 81. The train detection signal (digital) receiver 35 performs demodulation processing on the train detection message (ground cord number 3 and train number “20”) sent through the induction wireless loop 70, and transmits it to the train detection / train number information processing unit 34. To do. The train number “20” and the ground code number 3 are decoded and written in the memory 342, and at the same time, sent to the ATC ground device 40. At the same time that the ATC information (digital) creating unit 43 writes the train number "20" and the ground child number 3 from the train detection device 30 into the train position memory 432, the train interval, that is, the train b is determined based on the contents of the train position memory 432. It is determined that the vehicle exists four blocks behind the train a, and the speed limit (ATC signal) for the train b is determined.
Create an ATC signal telegram. Here, train a is train position memory 4 with train number "10" and ground child number 7.
It is written in 32. The generated ATC signal telegram is transmitted by the digital signal transmitter 44 to the induction wireless loop 7
0 to be transmitted to train b. The ATC signal is received by the receiving antenna 93, demodulated by the ATC signal (digital) receiver 94, and sent to the ATC control unit 92.
In the ATC control unit 92, the train number “20” and A in the telegram are displayed.
The TC signal (speed limit) is decoded, the speed limit by this ATC signal is compared with the train speed, and if the train speed exceeds the speed limit, a brake command is output and control is performed so that it is below the speed limit. .

As described above, in this embodiment, by using the transponder and the digital transmission by the guide wireless loop together as the train position detecting means, it is not necessary to install the guide wireless loop for each block. When operating trains at high density, it is necessary to subdivide blockages to improve train detection accuracy, but in the case of the conventional method, it is necessary to install a guide wireless loop for each block and the number of guide wireless loops. Proportional to the loop and train detector and ATC
Since the number of cables connecting the ground devices increases, there is a limit to the subdivision due to the increase in the equipment installation space and the increase in the maintenance amount in the subdivision of the obstruction, but in the present embodiment, the subdivision of the obstruction is classified. Since it suffices to install a transponder at the block boundary, it is possible to subdivide the block without increasing the equipment, and it is possible to easily realize high-density operation of the train. The cable connecting the induction radio loop and the train detection device or ATC ground device has been greatly reduced, maintenance has been reduced, and the installation location of the cable can be omitted. In particular, in the case of monorail, etc., the landscape is damaged. There is no.

[0018]

As described above, according to the present invention,
By using the point information by the transponder, it is possible to detect the position of the train without subdividing the inductive wireless loop into block units, which greatly reduces ground equipment, especially cables, and facilitates maintenance. At the same time, in the case of a monorail or the like, the cable is not installed barely on the lower surface of the girder, which helps improve the scenery. In addition, since the block division can be performed only by installing transponders at the block boundary, it is possible to subdivide the block without increasing the equipment, and it is possible to easily shorten the train operation interval.

[Brief description of drawings]

FIG. 1 is a train detection device according to an embodiment of the present invention.

FIG. 2 is a block diagram of a train detection signal transmitter of the present invention.

FIG. 3 is a block diagram of a train detection / train number information processing unit of the present invention.

FIG. 4 is a diagram illustrating a writing process to a train position memory according to the present invention.

FIG. 5 is a block diagram of an ATC information (digital) creation unit of the present invention.

FIG. 6 is a diagram illustrating a process of creating an ATC signal message according to the present invention.

FIG. 7 is a diagram showing an outline of control by ATC.

FIG. 8: Conventional train detection device using a track circuit

FIG. 9 is a conventional train detection device using an inductive wireless loop.

[Explanation of symbols]

 1 train 30 train detection device 34 train detection / train number information processing unit 341 train position information reception unit 342 train position memory 343 information transmission unit 35 train detection signal (digital) receiver 40 ATC ground device 43 ATC information (digital) creation unit 431 Information transmission unit 432 Train position memory 433 ATC signal / telegram creation unit 44 Digital signal transmitter 70 Induction wireless loop 81 Transmission antenna 82 Train detection signal (digital) transmitter 821 Ground child number receiving unit 822 Train number memory 823 Message writing unit 824 Message transmission unit 90 ATC on-board device 92 ATC control unit 93 Receiving antenna 94 ATC signal (digital) receiving unit 100 Transponder ground terminal 110 Transponder receiver 111 Transponder vehicle upper terminal

Claims (4)

[Claims] 1. A plurality of point signal generating means installed at each boundary of blockages on the track and emitting different point information respectively, and an information transmitting means laid across the plurality of blockages,
Based on the on-board means for receiving the point information and transmitting the train detection signal to which the train identification signal is added to the ground through the information transmission means, and the train detection signal from the on-board vehicle sent through the information transmission means. A train detection device comprising train position detection means for determining the position of a train on a track. 2. The train position detection means according to claim 1, further comprising a train position memory, and storing the train identification signal in a writing area corresponding to each block on the track based on the received train detection signal. Characteristic train detection device. 3. The train position detection means according to claim 1 or 2, when train detection signals are respectively sent from a plurality of trains through the information transmission means, based on point information and train identification signals from each train. The train detection device is characterized by determining the position of each train on the track. 4. The distance between trains is determined using the position information on the track for each train determined by the train position detecting means, and the speed limit for each train is determined based on the result. A train detection device characterized by calculating.