JPH1024846A - Train position detector - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately detect a train position even in running on a noninsulated track circuit by compensating a measuring position of an own train in entering on a new non-insulated track circuit based on a measured running distance of the own train from the detection point where a signal specifying the non- insulated track circuit cannot be received. SOLUTION: When a train (a) advances and reaches a position shown in 2 before an actual boundary (position P0 ) of both non-insulated track circuits TA, TB, an ATC signal of changing the track circuit from the non-insulated track circuit TA to the non-insulated track circuit TB is received, and the position of the train (a) on the non-insulated track circuit TB is compensated and found based on the signal from a speed generator. The running distance ΔL of the train (a) from the time (t0 ), when the train (a) passes over a point P0 so as to prevent the TD signal from being received, to the time (t1 ) of receiving the complete ATC data frame is found. The distance AL can be thus set as an actual position of the train (a) on the non-insulated track circuit TB in a time (t1 ) of receiving data 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train position detecting apparatus, and more particularly to a train position detecting apparatus capable of accurately detecting the position of a train on a car running on a rail forming a non-insulated track circuit. .

[0002]

2. Description of the Related Art FIG. 3 is a schematic configuration diagram of a train A that receives a train control signal (hereinafter, referred to as an "ATC signal") from a ground side by an on-board device a and performs train control. The train A has a digital AT which receives an ATC signal from the ground side supplied to the rail r via a power receiver (vehicle child) A.
A C receiver (hereinafter, referred to as an “ATC receiver”) 1 is provided. The power receiver A is configured to be able to perform signal processing for amplifying an input signal.

[0003] In addition to the above-mentioned ATC receiver 1, a on-board device a has a brake pattern generator 2 for generating a brake pattern based on the extracted ATC signal and the position of the own train.
Speed control brake controller 3 that controls the brake by checking the generated brake pattern and the speed of the own train A
And an in-vehicle indicator 4 for displaying the positions of the own train A and the preceding train (not shown).

The above-described detection of the position of the own train is performed by detecting a train A from a rail forming one track circuit (hereinafter, a track circuit is simply called a track circuit including a rail forming the track circuit). The ATC signal detects that the vehicle has entered another track circuit adjacent to the one track circuit, detects the train position of each track circuit, and furthermore, the own train position in the entered track circuit is obtained from the speed generator. The signal is taken in and detected.

[0005] The on-board device a shown in FIG.
Using a digital signal as the C signal to increase the amount of information,
Efficient ATC control has been made possible. Regarding this digital ATC, the Railway Technical Research Institute Report Vol. 9, N
o. 11, 1995.11 P7-12, or 28th, Collection of National Symposium on Use of Cybernetics in Railways, pp.156-159 (November 1991
Mon).

[0006]

As described above, when an ATC signal from the ground is received, a brake pattern is generated on a vehicle, and train control is performed based on the brake pattern, the position of the own train is accurately determined. It is essential to detect.

In this own train position detection, while the train is traveling on the insulated track circuit, it is possible to easily detect the accurate own train position, but it is running on the non-insulated track circuit. Between the spaces, there is a problem that accurate so-called train position detection cannot be performed due to so-called boundary blur due to boundary characteristics.

That is, in the insulated track circuit, since different carrier waves are used in track circuits adjacent to each other, it is accurately detected that the vehicle has entered another track circuit when the carrier wave is switched. can do.

[0009] On the other hand, the non-insulated track circuits have features such as easy maintenance because the rails do not need to be insulated from AC signals. Since the competitors are not insulated from AC signals as in the case of the insulated track circuit, the vehicle has a property that it is not possible to clearly distinguish that the vehicle has entered the next track circuit from one track circuit.

Referring to FIG. 1 which is used in the embodiment of the present invention, when the train A is traveling from the non-insulated track circuit TA to the non-insulated track circuit TB, the two non-insulated circuits TA, The boundary of TB, that is, the non-insulated track circuit T
At a point P1 near the point P0 corresponding to the point where the signal is applied to A and TB, it is detected that the train A has entered the non-insulated track circuit TB, and an ATC signal is transmitted to the non-insulated track circuit TB.

In the train B, A from the non-insulated track circuit TB
Upon receiving the TC signal, the train A sets the non-insulated track circuit TB
Is reached, and the non-insulated track circuit T
The position of the train A in B is detected by the speed generator G (Fig. 3).
Reference) signal. Therefore, since the reference point of the traveling distance measurement by the speed generator G is the point P1 in the non-insulated track circuit TA, the actual non-insulated track circuit T
An error occurs in the position detection value of train A in B.

Accordingly, the present invention has been made to solve the above-described detection error, and an object of the present invention is to reduce the detection error on a vehicle even when traveling on a non-insulated track circuit. It is an object of the present invention to provide a train position detecting device capable of correcting and detecting an accurate train position.

[0013]

According to the present invention, there is provided a train position detecting apparatus on a train for achieving the above object.
A train position detection device that starts measuring the travel distance of the own train and detects the position of the own train each time the own train enters a new non-insulated track circuit, and is supplied to the non-insulated track circuit. Signal receiving means for receiving a signal specifying the non-insulated track circuit, and time detecting means for detecting a point at which the signal specifying the non-insulated track circuit is no longer received,
Measuring means for measuring the distance traveled by the own train from the time of the detection, and correcting the position of the own train measured when the own train enters a new non-insulated track circuit based on the measured distance. Correction means.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a state in which a train A equipped with the train position detecting device according to one embodiment is traveling from the non-insulated track circuit TA to TB.

The train A is an on-board device a shown in FIG.
, But are omitted here. The boundary between the two non-insulated track circuits TA and TB, that is, the rail r
A point P0 corresponding to the point where the signal is applied is provided with a train detection signal for detecting a train in both the non-insulated track circuits TA and TB (corresponding to a signal specifying the non-insulated track circuit of the present invention. And the non-insulated track circuit TA
The ATC signal is supplied from the transmitter 10 to the train running on the train (train A in the example of FIG. 1).

Although not shown in FIG. 1, an ATC signal is transmitted from the front of the non-insulated track circuit TB (the right side of the rail r in FIG. 1) to the train running on the non-insulated track circuit TB. It is configured to:

The flowchart of FIG. 2 and FIG.
A description will be given of the train position correction control operation of the train A using FIG.

Now, it is assumed that the train A is running in the non-insulated track circuit TA shown in FIG. In this case, A
The TC receiver 1 receives the ATC signal via the power receiver A, and the brake pattern generator 2
A brake pattern is generated based on the C signal. Therefore, the traveling control of the train A is performed based on the generated brake pattern (steps 100 and 102 in FIG. 2; hereinafter, the step is referred to as S).

The ATC receiver 1 of the train A includes, in addition to the function of receiving the ATC signal, the function of receiving means for receiving the signal specifying the non-insulated track circuit of the present invention. Therefore, the ATC receiver 1 also receives the TD signal via the power receiver A while the train A is traveling on the non-insulated track circuit TA. FIG. 1 (1) shows the level of the TD signal received by the ATC receiver 1, and shows that the signal can be received until the axle of the leading vehicle of the train A short-circuits the point P0. Therefore, when the train a advances and approaches the point P0, before the train reaches the actual boundary (point P0) between the two non-insulated track circuits TA and TB, that is, as shown in FIG. When the train A arrives at the position indicated by (A), the ATC signal is switched from the non-insulated track circuit TA to the non-insulated track circuit TB and received (Yes at S104).

FIGS. 1 (2) and 1 (3) show the switching timing of the ATC signal, and show that the switching of the ATC signal is being performed at a point P1 before the point P0.

By the switching of the ATC signal, the position of the train in the non-insulated track circuit TB is obtained in the train A based on the signal from the speed generator G as in the prior art. In addition,
This train position is corrected as described below.

As described above, when the train A passes the point P0, the TD signal cannot be received (Yes at S106). Then, the time t0 at this time (corresponding to the point of time when reception is stopped according to the present invention) is stored in a memory (not shown) of the ATC receiver 1 (S108).

After the above-mentioned time t0, the ATC receiver 1 receives a complete ATC data frame (data 1 in the example of FIG. 1) which can be used for train control. It is stored in the memory (Yes at S110, S112). Note that the position of the train A shown in FIG. 1 indicates the position of the train at the time t1 described above.

Next, the distance ΔL traveled by the train A from t0 to t1 at both times is obtained based on the signal of the speed generator G (S114). That is, the obtained distance △
L means the actual train position in the non-insulated track circuit TB of the train A at the time t1 when the data 1 is received.

Therefore, the train position information which has been detected assuming that the train A has entered the non-insulated track circuit TB after passing through the point P1, is thereafter corrected to accurate train position information starting from the point P0. Is used for the subsequent train control (S116).

In the above-described example, the ATC receiver 1 has a format capable of receiving a digital ATC signal, but may have a format capable of receiving a normal ATC signal.

[0027]

According to the present invention, there is provided a train position detecting device for receiving a signal which is supplied to a non-insulated track circuit and specifies the non-insulated track circuit, and specifies the non-insulated track circuit. Time detecting means for detecting the point at which the signal is no longer received, measuring means for measuring the traveling distance of the own train from the detected time, and a new non-insulated track based on the measured distance. Since the correction means corrects the position of the own train measured when the vehicle enters the circuit, the position of the train can be accurately detected even in a non-insulated track circuit.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a traveling state of a train on which a train position detecting device according to an embodiment of the present invention is mounted and signal states according to the traveling state.

FIG. 2 is a flowchart illustrating a correction control operation.

FIG. 3 is a schematic configuration diagram of a train equipped with an on-board device that receives an ATC signal.

[Description of Signs] 1 Digital ATC receiver (ATC receiver) 2 Brake pattern generator 3 Speed check brake controller 4 In-vehicle indicator 10 Transmitter a On-board equipment r Rail A Train TA, TB Non-insulated track circuit

Claims (1)

[Claims] 1. A train position detecting device which starts measuring a traveling distance of the own train and detects a position of the own train every time the own train enters a rail forming a new non-insulated track circuit on a car. And signal receiving means for receiving a signal specifying the non-insulated track circuit, which is supplied to a rail forming the non-insulated track circuit, and no longer receiving a signal specifying the non-insulated track circuit. Time detecting means for detecting the time; measuring means for measuring the travel distance of the own train from the detected time; and measuring when the own train enters a new non-insulated track circuit based on the measured distance. Correction means for correcting the own train position, and train position detection means.