JPS59144304A - Interrupt information transmission system - Google Patents

Abstract

PURPOSE:To transmit necessary information to a vehicle device without losing the function of the vehicle device by interrupting the transmission of a speed command signal for the prescribed period to transmit interrupt information, and allowing the vehicle device to receive the interrupt information, thereby delaying the recovery time of the speed information before the interruption. CONSTITUTION:In normal the state that no interrupt signal is presented, ATC signals f1, f2 transmitted from a ground device 2 to a signal transmission line 1 are received by a vehicle antenna 31. The received ATC signals f1, f2 are supplied to a main relay f1R or f2R through selecting amplifiers SA1, SA2. To interrupt the interrupt signal fx, the transmission of the ATC signal is interrupted for the prescribed period, and the signal fx is transmitted. When a main relay fxR is operated by the signal fx, the recovery of the main relays f1R, f2R is delayed by capacitors C1, C2. When the signal fx is not normally received, the relays f1R, f2R become inoperative state.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention is applicable to an automatic train control device (hereinafter referred to as an ATC device) or an automatic train stop device (hereinafter referred to as an ATS device) using a continuous signal transmission method. The present invention relates to an interrupt information transmission method suitable for interrupting signal transmission with predetermined information.

OBJECTS OF THE INVENTION An object of the present invention is to transmit necessary information to an old vehicle device at a specific location or at a specific time in a continuous signal transmission system ATC device or ATS device without impairing the functions of the device. It is possible to transmit data using ATC equipment H, y (or AT
In addition to the S device, there is also a device to prevent false passing of two stopped stations that generates a stop pattern or warning in combination with train detection, etc., a device to transmit level crossing information to the train, or a point detection device within the ATC section. The purpose of the present invention is to provide an interrupt information transmission method that can be applied to a very wide range of applications.

Structure of the Present Invention In order to achieve the object described in item 2 above, the present invention provides a vehicle and a device mounted on a vehicle running along a signal transmission line laid on the ground to control the speed of the vehicle. In a signal transmission method in which a speed command signal is given from a device via the signal transmission line, the transmission of the speed command signal from the ground device is interrupted for a predetermined period of time, By receiving this interrupt information in the device, the recovery time of the speed information before the interruption can be extended, and when the interrupt information cannot be received, the speed command signal or no signal can be utilized. It is characterized by applying braking to the vehicle.

Embodiment FIG. 1 shows a block diagram of an interrupt information transmission system according to the present invention. In this embodiment, the present invention is applied to an ATC device. Reference numeral 1 denotes a signal transmission path laid down along a running path of a vehicle such as a train, and is formed of, for example, a loop coil or a track. A ground device 2 transmits an ATC signal corresponding to a speed indication to the signal transmission line 1. Since the ATC signal represents a plurality of allowable speeds, it is generally transmitted as a plurality of types of AM modulated waves, and the type of the ATC signal is distinguished by the AM modulated waves. In this embodiment, the ATC signals are two types of frequency signals fl and f2, the ATC signal signal and the first rank, and the ATC signal f2 is the upper ATC information.

3' is an on-board device mounted on the vehicle, and a ground device 2
The signal current transmitted to the signal transmission line l is received and decoded, and the brake control of the vehicle is performed. 31 is an on-vehicle antenna that receives the signal current flowing through the signal transmission line 1. SAI is a selection amplifier that selects the ATC signal input from the on-board antenna 31 and amplifies and rectifies it, SA2 is a selection amplifier for the ATC signal f2, and SAx is a selection amplifier for the interrupt signal fX. Interrupt signal fx is ATC
It is assumed that the signal is given by the same frequency signal as the signal bows f1 and f2. These selection amplifiers SAI to SAW are connected in parallel to the on-vehicle antenna 31. FIR is the main relay connected to the output side of the selection amplifier SAI, +2
R is the main relay connected to the output side of the selection amplifier SA2,
fxR is a main relay connected to the output side of the selection amplifier SAx. A series circuit of a contact fxR1 of the main relay fxR and a capacitor C1, and a series circuit of a contact fxR2 and a capacitor C2 are connected in parallel to the main relays flR and +2R, respectively. R1 and R2 are current limiting resistors, (-) is the negative pole of the power supply voltage, and (+) is the positive pole.

2 to 6 show sequence diagrams of brake output, ATC information output, and interrupt information output. In the figure, NS
R is a signal relay that operates when the ATC signal and 1f2 are input, +3R is a brake relay, and R5T is a return push button switch. flRl and FIR2 are main relay flR(7) contacts, +2R1 and +2R2 are main relay f2R contacts, fxR3 is king relay fxR contact, N
5RI and N5R2 have signal! J-NSR (7) contacts, BRl and BH3 are the contacts of the brake relay BR.

Next, the operation will be explained with reference to the time chart shown in FIG. In the figure, tl is the contact operating time of main relays flR and +2R t2 is the contact recovery time of main relays flR and +2R t3 is the interrupt time width of the interrupt signal tx is the contact operating time of main relay fxR tN is the right signal relay NSR The contact operation time tB is the contact recovery time of the brake relay BR, and these times are set in the following relationships: t3>t2, t2>tx, and tN>tB.

In a normal state without an interrupt signal, the AT transmitted from the ground device 2 to the signal transmission line 1 as shown in FIG. 7(a)
The C signal signal and 1f2 are received by the on-vehicle antenna 31. ``Car'' - ATC received by antenna 31
Signal signal and f2 are selective amplifiers SAI or SA2
It is amplified and rectified by and operates main relay flR or +2R. Due to the operation of the main relay flR or +2R, its contact fIR1 or +2R1 closes as shown in FIG. 7(c") or (d), so the signal relay NSR operates in the circuit of FIG. Contact N in Figure 5
5R2 and fIRl or +2R1 are closed, Figure 7 (h
), ATC information is output continuously.

Next, the operation at the time of an interrupt will be explained. Figure 7 (
When interrupting the interrupt signal fx with a time width t3 as shown in b), first the interrupt signal is interrupted for the time t3 as shown in FIG. 7(a). The interrupt signal b+ can be input by the operator using a push button switch when necessary, or by installing an appropriate train detection means on the ground side and using the train detection output when the train reaches that point. Possible methods include inputting information using

When the interrupt signal fΣ interrupted as described above is received by the on-board antenna 31, if the single ball device 3 is operating normally, the interrupt signal fx is amplified and rectified by the selection amplifier SAx, The output operates main relay fxR. When R operates on main relay f, contact fx in Figure 86
R3 closes as shown in FIG. 7(e), and interrupt information as shown in FIG. 7(i) is output.

On the other hand, while the interrupt signal fx is flowing, the ATC signal f
1 does not flow, the output of the selection amplifier SAI is cut off, but before the interrupt signal fx is input, the main relay fxR
Until the main relay fxR operates, a capacitor C1 is charged by the power supply voltage through the contact fxR1 of the main relay fxR, and as the main relay fxR operates, this capacitor C1 is charged in parallel with the relay coil of the main relay flR through the contact fxR1. Since the main relay FIR is connected, the charging voltage of the capacitor C-1 is applied to the main relay FIR, and its recovery time is extended as shown in (A) of FIG. 7(C). Therefore, when transmitting the interrupt signal fx, even if the transmission of the ATC signal f1 is interrupted, the main relay flR maintains its operating state and the contact f
Since lR1 and flR2 remain closed, the signal relay NSR shown in FIG. 2 operates, the circuit shown in FIG. 5 is configured, and ATC information corresponding to the ATC signal fl is output.

Next, when the onboard device 3 does not normally receive the interrupt signal fx, the transmission time width t3 of the interrupt signal fx is the normal recovery time of the main relay flR (the time when the capacitor C1 is not connected in parallel). Since it is larger than t2, when main relay fxR becomes inoperable, main relay flR switches to the seventh
It is restored as shown in FIG. 7(C), and the signal relay NSR is also restored as shown in FIG. 7(f).

After the signaled relay NSR is restored, the ATC signal fl is re-received and the signal is activated.

The operating conditions for the signal relay NSH are satisfied, but the signal relay NSR operates after a slow operation time tN. On the other hand, as shown in FIG. 3, brake relay BR operates via contact N5RI of signal relay NSR and its own contact BRI. Therefore, if the contact operation time of the signal relay NSR is longer than the contact recovery time tB of the brake relay BR, the brake relay BR is restored, the brake output condition is established in the circuit shown in Fig. 4, and the brake output condition is established in the circuit shown in Fig. 7 (D). As shown, a brake command is output to the train. After the signal relay NSR is activated, the brake relay BR is activated again by pressing down the return push button switch R3T.

Note that in the description of item L, the operation when the ATC signal f1 is transmitted has been described, but the operation when the ATC signal f2 is transmitted is also the same. In addition, when the interrupt signal fH is received, the recovery time of the main relay that has been operating will be extended, so if the 7ATC information is switched to lower level information while the interrupt signal is being received, there is a risk that the braking distance will be extended. be.

Therefore, regarding the location where the interrupt information is to be inserted, the blockage length is set so that the train can be stopped in front of the target stop point even if the above-mentioned situation occurs.

Specific fields of application of the interrupt information transmission method according to the present invention include, for example, prevention of false passing of a stop station by combining with train detection, speed control in response to approaching an ATC display change point, or transmission of level crossing information on a train. Possible methods include transmission or point detection within an ATC section. Next, a specific example of its application will be explained with reference to FIGS. 8 and 9.

First, FIG. 8 shows a specific example of speed control in response to approaching an ATC display change point. In the figure, when the ATC speed limit signal changes from 70 Km/h to 55 Km/h at point P, in the case of the conventional system, sudden braking is applied to train 4 at point P, as shown by the broken line (a), and passengers will be easier to bring forward. On the other hand, when applying the present invention, B
By setting the train detector 5 at the point, and issuing a braking command using the train detection signal detected by the train detector 55 as interrupt information, P is applied with gentle braking as shown in the solid line (b).
Since the train can pass through the designated points, it is possible to avoid situations such as passengers being moved ahead of schedule.

Next, FIG. 9 shows a specific example in which the present invention is applied to prevent false passing of a stop station.A train detector 5 is set at point B before the stop station 6, and the detection signal of the train detector 5 is used. By inserting interrupt information for generation of a stop pattern, a stop pattern (c) can be generated for the train 4 to prevent erroneous passage.

Effects of the Present Invention As described above, the present invention provides signal transmission from a ground device to an on-board device mounted on a vehicle running along a signal transmission line laid on the ground and controlling the speed of the vehicle. In a signal transmission system that provides a speed command signal via a railway track, transmission of the speed command signal from the ground-hire device is interrupted for a predetermined period of time, interrupt information is transmitted within the interruption time, and the on-board device transmits this signal. By receiving and transmitting the interrupt information, the recovery time of the speed information before the interruption is extended, and also by taking advantage of the fact that the speed command signal becomes non-signal when the reception of the interrupt information becomes impossible. Because it is characterized by applying braking to the vehicle,
In continuous signal transmission type ATC and ATS devices, it is possible to transmit necessary information to the on-board device at a specific location or at a specific time without impairing the functionality of the on-board device. In addition to the ATS device and the ATS device, there is also a device to prevent incorrect passing of a stop station that generates a stop pattern or warning in combination with train detection, a device to transmit railroad crossing information to the train, or a point detection device within the ATC section. It is possible to provide an interrupt information transmission system that has a very wide range of applications and can be applied to the following applications.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an interrupt information transmission device according to the present invention;
Figures 2 to 6 show the brake output, AT Cl'+! f
FIG. 7 is a sequence diagram of the output of information and interrupt information, FIG. 7 is a diagram showing a time chart in the interrupt information transmission method according to the present invention, and FIG. 8 is a diagram showing the interrupt information transmission method according to the present invention in ATC.
FIG. 9 is a diagram illustrating an example in which the present invention is applied to speed control corresponding to the display change point suitability, and FIG. l... Signal transmission line 2... Ground equipment 3... Onboard equipment SAI, SA, 2, SAW --- Selection amplifier f
xR, flR, f2R/Kyoken main relay Figure 1 Figure 2 Figure 3 Figure 4

Claims (1)

[Claims] On-vehicle equipment that is installed on a vehicle and controls the speed of the vehicle as it travels along a signal transmission line laid on the ground? G, in a signal transmission method in which a speed command signal is given from a ground device via the signal transmission line, transmission of the speed command signal from the ground device is interrupted for a predetermined period of time, and interrupt information is transmitted within the interruption time. By transmitting the interrupt information and receiving this interrupt information on the on-board device, the time for restoring the speed information before the interruption is extended, and when the interrupt information cannot be received, the speed command signal is not signaled. This is an interrupt information transmission method that allows a vehicle to learn braking by utilizing the following.