JPS6141783B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a train control device that uses so-called non-short-circuit continuous train detection, which transmits and receives signals between the train and the ground via a loop antenna installed along a running route. The purpose is to ensure train safety during blockless operation.

In the new urban transportation system that has recently been advocated and promoted in various fields, vehicle detection for train operation control is generally required because vehicles with rubber tires are operated on routes that do not rely on iron rails. Since it is not possible to adopt a wheel short-circuit system with track circuits as in iron rails, a so-called non-short-circuit train detection system is used. In particular, in train detection systems used to transmit signals for automatic train control (abbreviated as ATC), inductive loop antennas are installed along the route for the length of each block section, and are installed between the ground and the train. In many cases, an inductive loop type that enables continuous signal transmission and reception is adopted.

Therefore, as a premise for explaining the present invention, an overview of one example of the above-mentioned non-short circuit type continuous train detection system will be described.The above-mentioned inductive loop antenna installed in each block section on the ground has
A check signal transmitting device is connected to the end of the section on the exit side, and a check signal receiving device is connected to the end of the section on the entrance side, and a check signal fch of a constant frequency for checking the opening of the section is constantly transmitted and received. . On the other hand, a train is equipped with a transmitting device that transmits a front signal f1 from the front end of the train and a rear signal f2 from the rear end of the train toward the ground. A receiving device is provided to receive the front signal f1 and the rear signal f2, respectively. The reference signal fch and the front signal f
1 and the rear signal f2, and the transmission level of the reference signal fch is set to a lower level than the induction levels of both the front signal f1 and the rear signal f2 guided by the loop antenna. When a train enters the block section and the inspection signal fch and the front signal f1 or the rear signal f2 are superimposed on the induction loop antenna, the inspection signal receiving device that received the superimposed signal uses its function to detect signals from onboard the train. Because the guidance signal level suppresses and eliminates the reference signal,
The inspection signal reception relay that had been operating until then is restored and detects the presence of a train in the section. This state continues while the train is moving through the section, and when the rear of the train passes through the section, the receiving relay operates again to check whether the section is open.

The present invention employs the train detection method described above.
Blockless operation in the ATC system, for example, when train B in the section 2T behind the block section 1T of the running route L where train A exists, as shown in the schematic diagram of Figure 1a, enters block section 1T as shown in Figure 1b, and one block occurs. Following train B during blockless operation when there are two trains in the section
The method consists of means for preventing the blockage from being released.

Generally, in this type of ATC system, a block release signal, that is, a signal that allows the release of braking to a higher speed (hereinafter referred to as the UB signal), is superimposed with the speed signal and transmitted from the ground to the vehicle, and the speed signal is transmitted from the ground to the vehicle. As the speed increases, the speed of the train increases to the corresponding speed.
Section 2 adjacent to block section 1T of preceding train A
For train B following T, the speed signal and UB signal are cut off due to the presence of train A, and stop signal 01 is displayed, and train B is allowed to perform a check operation after stopping in section 2T. . However, as shown in Figure b, when train B enters the same block section 1T as the preceding train A and enters the so-called blockless operation state, both trains A and B are connected to the ground via the inductive loop antenna of section 1T. Since the following train B receives the same ATC signal and UB signal from the train A, the following train B will also release the brakes to a higher speed in the same way as the preceding train A, resulting in an extremely dangerous operating condition. In this case, in order to prevent the following train B from releasing the brakes, the presence of the preceding train A is required.
Even if the transmission of the UB signal is cut off, not only the following train B but also the preceding train A, which does not need to be subject to this kind of restriction, will be prevented from releasing the brake, which is unreasonable.

Therefore, the present applicant proposed a train control device that solved the above problems in Japanese Patent Application No. 7710/1983. In the train control device according to this prior application, when the preceding train A enters the block section 1T, the preceding train
It is configured to self-maintain UB signal reception and at the same time cut off the transmission of the UB signal in block section 1T, thereby preventing the following train B from releasing the block when the following train B enters block section 1T at the same time. It was hot.

Although the train control device according to the above-mentioned prior application achieves sufficiently satisfactory results in terms of preventing the following train B from unblocking, there is still room for improvement in the following points. In other words, after the preceding train A enters the block section and maintains the reception of the UB signal, the transmission of the UB signal in the block section is cut off, so the train A runs without the UB signal from the ground side. There is. For this reason, for example, if the on-board device becomes unable to receive the ATC signal for some reason, even momentarily, the self-holding of the UB signal reception will be canceled, and even if the ATC signal is successfully received again, from now on, The preceding train A has a stop signal 01 for the following train that is being sent to the relevant section.
As a result, there was a risk that driving in the relevant section would be forced to drive at low speeds due to verification driving, which could lead to problems.

The above-mentioned problem is not desirable from the standpoint of train operation, as the train is subject to low speed restrictions even though it is capable of running at high speed.

The present invention has been improved so that the preceding train is not subjected to unnecessary restrictions from this point of view, and the cause of the above-mentioned problem is that when the preceding train enters a blocked section, the transmission of the UB signal for that section is immediately cut off. In view of this, the system is configured to memorize UB signal reception and cut off UB signal transmission in the block section of the preceding train when the following train enters the rear block section adjacent to the block section of the preceding train running. This solves the above problem.

Below, embodiments of the present invention will be described with reference to the drawings.
Figure 2 shows the signal transmitted to the train via an inductive loop antenna installed on the ground over the length of the block section.
This is a schematic waveform chart of the ATC signal. The speed signal wave fv shown in the same figure is a square wave amplitude modulation wave that has been used conventionally, and the fub shown in the figure a is a waveform with a different carrier frequency from the speed signal wave fv. This is a UB signal inserted between the spaces of the signal wave fv and transmitted superimposed on the signal wave fv. b in the same figure is a waveform chart of the speed signal wave fv when the transmission of the UB signal fub is cut off.

Figure 3 is a block diagram of the main parts of the ATC onboard equipment.
CA is the receiving antenna, CR is the receiving section, UBM is the 4th
The figure shows an example of an internal circuit at the UB signal storage section, and the signal switching section SS shows an example of the internal circuit at FIG. 5, the output of which is supplied to the speed checking section SC. Furthermore, the receiving section
The internal circuit of the CR is the same as before, so its illustration is omitted, but the receiving relays 55R and 40R are driven by speed signals of modulation frequencies that indicate speeds such as 55 km/h, 40 km/h, etc., and the UB signal reception. Needless to say, it is composed of a group of receiving circuits such as relay UBR.

Next, the circuit of the UB signal storage unit UBM shown in Fig. 4 includes the operating contacts of the UB signal receiving relay UBR (the contact symbol is indicated by the same symbol as the relay to which it belongs, the same applies hereinafter), the operating contacts of the speed relay 55R or 40R, etc. It consists of a UB signal receiving auxiliary relay UBSR, which is driven through the speed relay and maintains operation through the speed relay's contacts and its own contacts, and its excitation circuit. Further, the signal switching section SS is composed of a contact circuit shown in FIG. 5, and its output is compared with a signal from a speed generator (not shown) of the train in a speed checking section SC. For example, in the case of receiving a 55Km/h speed signal, the operating contact of reception relay 55R, relay 40R
The speed check is performed by inputting the signal to terminal 55 of the speed check section SC through the recovery contact of the UB signal receiving auxiliary relay UBSR, the operation contact of the UB signal receiving auxiliary relay UBSR, and the recovery contact of the relay 02R. Here, contact 02R is the contact of receiving relay 02R for the unmodulated wave signal which means absolute stop signal 02, and 01 shown in the same figure means stop signal 01 which makes the speed signal zero speed, and it is confirmed once after stopping. This is a so-called permissible stop signal that allows the driver to drive at a low speed.

Figures 6 and 7 are conditional circuit diagrams of the ground equipment according to the present invention, and Figure 6 is a schematic diagram of the train detection equipment in the block sections 3T and 4T of the track L, and the UB signal from the section 4T. 8 is a block diagram of a specific circuit example of the ATC speed signal and UB signal transmission conditions mainly in the section 3T subject to transmission control, and a UB signal control unit whose specific example is shown in FIG. 7. FIG. In other words, 3LA and 4LA in the same figure are block section 3, respectively.
T, 4T induction loop antenna, and the following 3T inductive loop antenna
CH, 4CH is a train detection device inspection signal transmitter,
3TCH, 4TCH are reference signal receiving circuits, 3
TCHR, 4TCHR is inspection signal reception relay, 3TF
2,4TF2 is the rear signal f2 of train C shown in the same figure.
receiving circuit, 3TF2R and 4TF2R are rear signal f2
This is a receiving relay. Note that the receiving device for the front signal f1 has no bearing on the present invention and is therefore omitted from illustration. In addition, an on-board receiving antenna CA for ATC is installed at the head of train C, for example, in block section 3T.
The ATC signal transmitted onto the vehicle is received via a transmission switching circuit 3S on the ground as shown in the figure, a transmission amplifier 3SA, and a loop antenna 3LA. Of course, the same applies to section 4T, and 4S is a transmission switching circuit similar to 3S regarding section 4T, and 4SA is a transmission amplifier.

FIG. 7 shows a specific circuit example of the UB signal control unit 3CUB in the block section 3T, shown as a block in FIG. 6, and FIG. 7a shows the track relay 3 in the section 3T.
This is the operating condition circuit for TR. In other words, each operating contact of the control signal reception relay 3TCHR and rear signal reception relay 3TF2R in the same section and the front block section 2T
It operates via the operation contact of the rear signal reception relay 2TF2R (not shown) and the recovery contact of the track relay 2TR (not shown), and forms a self-holding circuit under the condition that the reference signal reception relay 3TCHR operates. do. However, rear signal reception relay 3TF2R, 2
TF2R etc. have slow speed release characteristics, and the control signal reception relay 3TCHR is a fast acting relay.
When the rear tail enters block section 3T to 2T, relays 3TCHR and 2 are activated before relay 3TF2R is restored.
TF2R operates to drive relay 3TR, and thereafter maintains its operation via its own operating contact.

Figure 7b shows UB signal transmission control relay 3TUBMR
In the operating condition circuit, it operates through the operating contacts of the track relay 3TR, and its operation is maintained via the operating contacts of the rear signal receiving relay 4TF2R of the rear section 4T or the track relay 4TR of the same section and its own operating contact. do. Figure c is an example of the ATC signal transmission switching relay circuit. 3T55R is the track relay 2TR for the front section and the track relay 1TR for the section 1T.
A speed signal transmission switching relay that operates through each operating contact (not shown), 3T40R is a track relay 2TR
3TUBR is the speed signal transmission switching relay that operates through the operation contact of the UB signal transmission control relay 3.
This is a UB signal transmission switching relay that operates via the operating contacts of TUBMR and track relay 2TR.

Driven under the circuit conditions shown in Figure 7 above.
ATC signal switching relay 3T55R, 3T40R, 3
The ATC signal transmission switching circuit 3S shown in FIG. 6 is constructed by combining the contacts of the TUBR. The figure shows the superimposed signal of the speed signal 55 or 40 and the UB signal.
Chart a in Figure 2 or Chart b in Figure 2
UB signal switching relay 3TUBR
The sending or cutting of the UB signal is controlled by. Also, the stop signal 01 is the switching relay 3
Sent on the condition that T55R, 3T40R, and 3TUBR are restored.

On the other hand, the UB signal storage unit in the onboard device of train C
In UBM, the UB signal reception auxiliary relay is activated by receiving the superimposed signal of speed signal 55 or 40 and UB signal.
Even if the transmission of the UB signal on the ground is cut off after the UBSR is activated, the reception of the UB signal will be relayed while the speed signal 55 or 40 is being transmitted.
Stored by UBSR.

In this device, when the train C is in the section 3T, the inspection signal receiving relay 3 is activated as shown in Fig. 7a.
Even if the track relay 3TR is restored with the restoration of TCHR, the UB signal control relay 3TUBMR shown in Figure b is the track relay 4 that indicates the opening of the rear block section 4T.
The operation is maintained by a self-holding circuit via the operation contact of the receiving relay 4TF2R of TR or rear signal f2, and the circuit shown in figure c drives the UB signal switching relay 3TUBR. The signal is transmitted and train C receives the UB signal. However, the following train was blocked in section 4T.
UB due to the recovery of orbital relay 4TR.
Signal control relay 3TUBMR is restored and UB
Restore the signal switching relay 3TUBR and cut off the transmission of the UB signal. However, since the speed signal has been transmitted, train C remembers the reception of the UB signal and runs. In this case, ATC for block section 4T
To transmit the signal, the switching conditions for section 3T shown in Fig. 7c can be replaced with section 4T, and section 4 can be transmitted by restoring track relay 3TR instead of track relay 2TR.
A stop signal 01 is transmitted to T.

Considering the above relationship for trains A and B in Figure 1, train A, which is in block section 1T in Figure 1, is cut off from transmitting the UB signal by train B, which has entered section 2T, but transmits the speed signal. UB because it is
Train B runs with the signal reception memorized, and stop signal 01 is sent to train B, transmission of the UB signal and speed signal is cut off, and the memory of the UB signal is reset. In order for train B to enter section 1T, it must first stop and then run for confirmation. Therefore, as shown in Figure 1b,
In so-called blockless operation in which both trains A and B are in the block section 1T, both trains A and B receive the same speed signal. However, as shown in Figures 6 and 7, the transmission of the UB signal is cut off in this section, so even if train B receives the speed signal, it lacks the conditions for storing the UB signal. , as is clear from Fig. 5, brake release at higher speeds is not allowed. On the other hand, train A
Depending on the operating conditions of the relay UBSR that stores the reception of the UB signal, it is possible to check the speed according to the received speed signal and release the brake to a higher speed. In addition, the following train B proceeds in section 1T with a check operation, and on the condition that the preceding train A has passed through two or more block sections ahead, the UB signal superimposed on the speed signal when it enters the next block section. is received, the brake is allowed to release to the upper speed, and the normal state returns.

As described above, the present invention cuts the UB signal transmission in the block section of the preceding train when the following train enters the rear block section adjacent to the block section of the preceding train which memorizes the reception of the UB signal and runs. This configuration provides an excellent effect in that even if poor ATC signal reception occurs when the preceding train is traveling alone, the preceding train will not be subject to low-speed travel restrictions. Furthermore, according to the present invention, even if the preceding train completes its approach to a predetermined block section and the following train enters the same block section and receives the same ATC speed signal in a non-block operation state, the following train Since the block is not released and the upper speed relaxation similar to that of the preceding train is not allowed to occur, the train control effect is much safer than in the past.

[Brief explanation of the drawing]

Figure 1a is a diagram of the positional relationship between the preceding train and the following train in an adjacent block section, Figure b is a diagram of the non-block operation state where two trains are present in the same block section, and Figure 2a is a diagram of the speed signal and UB signal. Superimposed waveform diagram, figure b is
The speed signal waveform diagram with the UB signal cut, Figure 3 and the following are related to the embodiment of the present invention.
A block diagram of the main part of the ATC onboard equipment, Figure 4 is a UB signal reception storage circuit diagram, Figure 5 is a reception signal switching circuit diagram, and Figure 6 is the main part of the ground equipment of the non-short-circuit continuous train detection system and ATC signal. Transmission Condition Circuit Diagram, FIG. 7 is a specific circuit diagram of the UB signal control section that constitutes the ATC signal transmission conditions. A, B, C...Train, L...Runway, 1T, 2T,
3T, 4T...Block section, 3LA, 4LA...Induction loop antenna, fv...Speed signal, FUB...Block release signal, UBM...Block release signal reception storage unit, SS...
Signal switching section, SC...Speed checking section, 2TR, 3TR,
4TR...orbit relay, 3CUB, 4CUB...UB signal control unit, 3TUBR...release signal switching relay, 3
T55R, 3T40R…Speed signal switching relay.

Claims (1)

[Claims] 1 Signals are sent and received between the ground and onboard via inductive loop antennas installed along the length of each block section along the train route, and automatic train control is used to detect trains in each block section. In a continuous train control device, means for holding reception of a block release signal transmitted from the ground superimposed on a speed signal of automatic train control on the condition that the speed signal is received, and the holding means receiving and holding the block release signal. The on-board device is equipped with a signal switching means that allows control to be relaxed to a higher speed on the condition that the train speed signal is switched and controlled, and on the condition that a train is detected on the ground, the control is permitted to be relaxed to a higher speed. means for cutting off the transmission of a block release signal superimposed on the speed signal of the said block section and not superimposing the block release signal on the stop signal of said rear block section when the presence of a following train in the rear block section is detected; was applied to the ground equipment to prevent the following trains, where there are multiple trains in one block section, from receiving the above-mentioned block release signal, so that the same automatic train control signal as the preceding train would not be displayed. A train control device characterized by: