JPS62205854A - Signal protective method of car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a signal safety method for vehicles including new transportation systems.

[Conventional technology] Figure 8 shows the inside of a train using the conventional track circuit described on pages 4 to 11 of "Railway Technology Research Materials, 1981.1 (Published by Kenyusha Foundation)." This is a principle diagram of the signal type. In the figure, (1) inputs the aJii+ current picked up by the power receiver (1a), and outputs the ATC code (
(2) is an ATC receiver that determines the speed limit; (2) is an ATC control device that controls brake commands while comparing the ATC signal from ATC receiver (1) with the train speed;
3) is an in-vehicle signal display for displaying the ATC signal from the ATC receiver (1) on the driver's cab, and (4) is the wheel (4a).
This is a speed generator for detecting the speed of the train by the rotation of the train. Note that (1) to (4) above are provided on the vehicle.

The following (5) to circle are ground equipment that detect the presence or absence of a train at each ATC route blockade section and logically determine the speed limit for each route depending on the situation ahead.

It is configured to send a signal current to the track circuit indicating its speed. (5) is a first track circuit transmitter that sends a signal current to the first track circuit (5a), and (6) receives a signal for detecting the presence or absence of a train in the first track circuit (5a). (7) is a second track circuit transmitter that sends a signal current to the second track circuit (7a), and (8) is a first track circuit receiver that sends a signal current to the second track circuit (7a). This is a second track circuit receiver that receives a signal for detecting the presence or absence of a train. (9) indicates each track circuit (5a) (7a).
This is an ATC device that detects the presence or absence of trains at each route and logically determines the speed limit for each route.

αQ is an impedance bond that allows the return current to the substation to pass, but has the function of not allowing high-frequency signal current to flow to the adjacent track circuit.

FIG. 9 shows an example of deceleration control using the in-vehicle signal type ATC.

Next, the operation will be explained. In Fig. 8, the signal current sent out from the first track circuit transmitter (5) is picked up by the on-board power receiver (1a) by electromagnetic coupling, and the ATC
Input to receiver (1). The ATC receiver (1) determines the signal (speed limit) from the ground and sends the ATC control device (
2) issues a brake command while comparing the train speed detected by the speed generator (4) with the speed limit. Also, at this time, in the orbital circuit (6a) of @1.

Since the two rails are short-circuited at the wheel (4a), the signal current sent out from the first track circuit transmitter (5) does not flow beyond the short-circuit point and is sent to the first track circuit receiver (4a). 6)
There will be no input to. Since this signal current has become null, ATC ground equipment @ (0) is switched to the first track circuit (6
It is detected that a train is on the line at a). on the other hand.

When there is no train as in the second track circuit (7a), the signal current sent out from the second track circuit transmitter (7) is detected by the second track circuit receiver (8).
ATC ground equipment (9) determines that the train is not on the line.

In the example of deceleration control using ATC using in-train signals in Figure 9, the speed limits of the track circuits behind the track circuit where the preceding train is located are Okm/H, 45kffl/H, and 45kffl/H, respectively.
60km/H190km/Htof! ? ), G
The M, 45, 60, and 90 signals are sent from the ground to the train using the method shown in Figure 8, and when the following train enters a section (track circuit) that requires deceleration, the speed of one train is reduced. If the speed limit is exceeded, ATC brakes will be applied.Then, if the train decelerates below the speed limit.

Remission occurs automatically. The driver operates the brakes to stop at a station and to control the speed below the speed limit. Naturally, the driver controls the acceleration.

[Problem that the invention seeks to solve] The conventional method is called fixed occlusion control.

As shown in FIG. 9, it is uniquely determined regardless of the moving speed of the preceding train. That is, the logic is set up on the premise that the preceding train has stopped, and the running interval of one train is greatly restricted by the length of the blockage.

This invention was made in order to eliminate the drawbacks of the conventional ones as described above, and it detects the speed of the preceding train and uses this speed to control the ATC signal given to the following train, so that the preceding train and the following train can communicate with each other. The present invention provides a vehicle signal safety method that enables high-density operation of one train by reducing the distance between the two trains.

Means for Solving Problem L The vehicle signal safety method according to the present invention detects the speed of the preceding train, controls the ATC signal given to the following train, and reduces the distance between the preceding train and the following train. It was designed to be shortened.

L action] In this invention, the speed of the preceding train is detected.

The detected speed signal controls the intended mutual spacing of the following trains.

(Example 1) Figure 1 is an example of an embodiment of the present invention in which LCX (leaky coaxial cable) is used as a means of transmitting train speed. In the figure, 11) is detected by the ATC control device (2). (2) is the LCX onboard antenna, and Q3α◆ is the same length as the first and second track circuits (6a) (?a). A leaky coaxial cable (hereinafter referred to as LCX)
XCX on-board antennas are installed to maintain a certain distance while the train is running. QI is a radio ground station connected to each LCX Q10 fathom and receiving radio signals from one train. U. is an ATC ground device that changes the ATC signal for the following train Cζ to a high level depending on the train speed received at the radio site and station (to).

Figure 2 shows the He and 8 trains in operation.

FIG. 8 is a diagram illustrating how the ATC signal changes when a train is approaching train No. 8, based on the operation of the present invention.

For example, 8 trains are stopped at the platform -#
Idfill If l-fu 11 Todoroki H Kei 51
0↑ge song 1'P 1. S25 signal in the 8T section, stop signal SO in the 4T section
1 signal is being sent. The following train picks up the ATC signal sent through the rail by the onboard power receiver (la) shown in Figure 1, and transmits it to the ATC receiver (1a).
), the ATC control device (2) compares the train speed and the ATC signal, and if the train speed exceeds the ATC speed limit, issues a brake command to the brake device for deceleration. 8 trains have been boarded and disembarked.

If the speed exceeds 25 km/h after leaving the platform, 8
The train's ATC control device detects this. Next, it is transmitted to the LCX in the 5T section through the radio transmitter of the 8th train and the LCX onboard antenna, and the radio ground station receives a signal that the speed of the 8th train in the 5T section has exceeded 25 km/h.

Assuming that the speed of the 5T section (7) 8 trains is 25 km/H or more and 45 km/H or less, the ATC ground equipment sets the 4T section (7) Sot to 5P25, that is, 25 km/H.
Replaced with m/H limit signal. Similarly, 825 in the 8T section
The logic is configured so that 545 in the 2T interval is read as 5P60.

P in SP represents a rereading signal.

If 8 trains accelerate Cζ over 45 km7H in the 5T section, the 4T section will be 5P45.8T section will be 5P60%.
The 2T section will be 5P60. Maximum speed between stations is 60km/
If the speed is H or higher, 5P60 is read as that speed.

Additionally, if a speed limit is set for passing through a curve, etc., logic is established to give priority to that speed limit.

Table 1 summarizes the changes in the ATC signal described above.

Table 1 Next, an example of speed detection on a vehicle will be described. 8th
The figure is an example of a block diagram of an on-vehicle speed detection device.

In FIG. 8, (lη is a speed pattern generation part, 5
kIT1/H%25 km/Hs 45 km/H
-60km/H (7) Speed comparison: 6 f: Me Gl
) i Single F Han9- PV5, PV25,
PV45.

Generates PV60. (g) is a pulse shaping circuit that shapes the AC output of the speed generator (4) and converts it into a pulse signal, and Ql to (a) are v5 comparators and %V25 comparators, respectively.

Standard speed pattern P' with V45 comparator and V60 comparator
15, PV25. PV45. By comparing Pv60 and speed pulse), a function is established to output AC output when reference speed pattern < (speed pulse) and output non-excitation output when (reference speed pattern) ≧ (speed pulse). The output of each comparator Q11 ~ (sub) is passed through the coupling transformer (transformer) ~ (e) and the rectifier circuit ~ to v5.
R%V25R, V45R.

Drive each relay of V60R. Table 2 shows the relationship between speed and relay output. As the speed increases, from v5R to V
It operates sequentially up to 60R <, a]) is a P/S conversion circuit that converts each relay contact input as shown in Figure 1 from a parallel signal to a serial signal, and sends it to the modem as digital information along with other information) , radio transmitter αυ, LCX 11
Transmit to LCX Q3 via the 1st antenna @.

Figure 4 shows a block diagram of the ground side speed information receiving circuit and train inspection table information circuit for the 8T section and 4T section. In the figure, assuming that a train is on the line in the 4T section, speed information is input to the radio receiver (to) via the LCX of the 4T section. A decoder performs error checking and converts it into a digital serial signal. Decoder -
The output serial signal is converted into a parallel signal fζ by an S/P converter (to), and the necessary speed information is sent to ZORa and Z5R.
'a - Output by Z25R4-Z45R4, Z60R4 relay drive.

Table 8 shows the relationship between train speed and each output relay.

Table 8 0 mark: Operation × mark: ZORn to Z60Rn relays in sections where no restored trains are on the line (n represents the section number, all are in the restored state.
4T track circuit receiver (to) and 4T train detection circuit (b)
is the same as the conventional system, and when a train is on the line in that section, the 4T track circuit is short-circuited by the train's axle, and the 4TR relay is put into the recovery state.

Also, when a train is on the 8T section, the operation is the same as in the 4T section.

Next, speed information relays ZORn to Z60 in each section
FIG. 5 shows an embodiment in which a signal logic circuit realizing the functions of the present invention is constructed by combining an Rn relay and a line presence detection relay nTR. In fig.

UIRn is a relay for changing the ATC signal in the nT interval to one stage higher, and U2Rn is a relay for changing the ATC signal in the nT interval to two stages higher. The operation of the UIRn and U2Rn relays will be explained below.

(1) If there is no train on the line in the forward section (n+13) and no train on the line in one section (b),
Regardless of the presence or absence of trains in the rear section (n-1), the states of UIRn+ t and U2Rn+ in the front section are expressed as UIRn and U
Relay with 2Rn, UIR1 = 1 in rear section (n-1)
(Tell J2Rn-t.

(2) There are no trains in the section ahead (n+1).

If a train is on the track in one section (rl), the state of υI R11+ t and U2RH+s in the section ahead is UIRn.
and received by U2Rn. Speed information relay for one section without relaying to the rear section Z25Rn, Z45Rn, Z6
Due to the condition of 0Rn, the train speed V in one section is 25 k
m/H〈In the case of VS25 km/H, the rear section (n-1
)'s UIRI-t, 45km/H<
In the case of V, operate U2Rn-s.

(3) A train is on the track in the forward section (n+1),
If there is no train in section 1 (2), the status of UIRn+t and U2RH+i of the section ahead (n+1) is not accepted, and the speed information relay Z25 of the section ahead (n+1) is
Rn+s s Z45Rn+t, Z60Rn-1-
Depending on the condition of t.

Front section (n+1) army speed y (v is 25km/H<
If V≦45km/Htn, 1 section n (DUIRn is operated f, 45km/, if <V (D, g, tU2R
n! make it work. 1 section (b) for the rear section (n-1)
UIRn.

The state of U2Rn is communicated to UIRI-ts U2Rn-'.

(4) There is a train in the forward section (n+1),
If there is a train on the track in section 1 (n), the status of UIR1+t and υ2RH+s of the section ahead (n+1) is not accepted, and the state of section f! l(n+1) speed information relay 22
5RH+1, Z45Rn+Is Z60R1+1 controls the operation of UIRn and U2Rn in one section (ml). In the rear section (n-1), UIRn,
Speed information relay Z25Rn for one section (n) without transmitting the status of U2Rn.

Due to the conditions of Z45Rn and Z60Rn, the rear section (
n-1) UIRH-1s controls the operation of U2Rn-1.

The ATC logic in FIG. 5 is composed of train detection relays nTR of each track circuit as in the conventional system. Here, by the operation of the UIRn and υ2Rn relays, the ATC signal is read one step higher or two steps higher, as shown in the example of FIG. 2 and Table 1.

ATC signals from SO8 to SSO are given to the track circuit transmitter for each section. The functions beyond the track circuit transmitter are the same as the conventional system.

In the above embodiment, L is used for transmitting speed information from one train to the ground.
CX is used, and Jurai track circuits are used for ATC signal transmission to trains and train detection, but it is also possible to configure a system using LCX for all of these. This embodiment is shown in FIG. In the figure, @ represents a vehicle and a radio station that exchange signals with a radio ground station (G). The function of the ATC control device (2) is the same as that shown in FIG. 8, and the function of the ATC ground device (9) is the same as that shown in FIGS. 4 and 5, and has the same effect as the previous embodiment.

Furthermore, an optical transmission method or a 50 GHz radio wave method may be used to transmit the train speed from the preceding train to the following train. An embodiment of the optical transmission system is shown in FIG. % (to) in the figure
is the receiver, and the ship is the transmitter. The train speed information detected by the ATC on-board device of the preceding vehicle is converted into an FM modulated electrical signal, which is then turned into a blinking light signal by the transmitter ship's ZED and directed to the light receiver of the following vehicle. and fire. Note that the light transmitter (3) can also serve as a red tail light.

The blinking light signal received by the light receiver is converted into the original FM-modulated electrical signal, the train speed information is determined, and the ATC on-board equipment of the following car is sent to the train. On the other hand, ATC signals are given to trains using the same track circuit as before, but one difference is that a key signal K is sent superimposed on the ATC signal, which allows the ATC signal to be read at a higher level on the train. be. From the point of view of train route control, if high-level reading of the ATC signal is not possible, signal K will be turned off. For example, when the ATC signal of the following train is 840 during normal driving between stations, the train speed of the preceding vehicle is 60 km/u or more, and the optical transmission transmits Z60.
Suppose an R signal is being sent.

It is read as a 60 signal under the condition of S40/K-260→KS60. K signal is disconnected 54
0- to -260→540 40 signal remains.

50 GHz [In the case of this method, the explanation is omitted since it is the same as the optical transmission method.

[Effects of the Invention] According to the present invention, by adding the condition of one train speed to the base of the fixed block system in the conventional signal system,
Since the mutual spacing of multiple trains can be controlled very efficiently, it has a significant effect on improving transportation capacity.

[Brief explanation of drawings]

FIG. 1 is a configuration diagram of a system showing an embodiment of the present invention, FIG. 2 is an explanatory diagram showing changes in the ATC signal according to FIG. 1, and FIG. 3 is an illustration of the speed detection device on the vehicle shown in FIG. FIG. 4 is a block diagram showing an embodiment of the invention; FIG. 4 is a block diagram of the speed information receiving circuit and train detection circuit on the ground side shown in FIG. 1; FIG. 5 is a signal logic circuit diagram of an embodiment of the present invention; FIGS. Fig. 7 is a block diagram showing other embodiments of the present invention, Fig. 8 is a block diagram explaining a conventional vehicle signal safety method, and Fig. 9 is a block diagram showing a conventional vehicle signal safety method.
It is an explanatory view showing TC deceleration control. In fig. (2) is the ATC control device, (4) is the speed generator, αυ is the radio transmitter, (to) is the radio ground station, and Ql is the ATC ground equipment. In each figure, the same reference numerals indicate the same or corresponding parts.

Claims (1)

[Claims] (1) In a signal safety method for vehicles traveling on a preset track, the speed of the preceding vehicle is detected, and based on the detected speed signal, the speed limit signal that the following vehicle should originally receive is read at a higher level, A vehicle signal safety method characterized by controlling the mutual distance between a plurality of vehicles.