JP2021127007A

JP2021127007A - Train control information transmission system

Info

Publication number: JP2021127007A
Application number: JP2020022875A
Authority: JP
Inventors: 敬一勝田; Keiichi Katsuta; 浩志田岡; Hiroshi Taoka; 安正飛田; Yasumasa Hida; 景示前川; Keiji Maekawa
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2020-02-13
Filing date: 2020-02-13
Publication date: 2021-09-02
Anticipated expiration: 2040-02-13
Also published as: JP7344808B2

Abstract

To provide a train control information transmission system that does not require any cable between a ground element and a signal device and any control relay.SOLUTION: A train control information transmission system includes: an on-vehicle element 12 receiving a frequency signal showing whether or not a course on a traveling path on which a train 10 is traveling is travelable from a ground element 21 installed on the traveling path; an on-vehicle signal device 11 receiving the frequency signal from the on-vehicle element to control the train; a simulated load 4; a switcher 3 switching connection of an input circuit of the frequency signal to the on-vehicle signal device to the on-vehicle element or the simulated load; an on-vehicle radio machine 2 receiving train control information by that it is possible to determine whether or not the course transmitted from the outside of the train wirelessly is travelable; and a course information transmission device 1 determining whether or not the course is travelable based on the train control information from the on-vehicle radio machine and controlling the switcher. A course information transmission device controls the switcher to connect the simulated load to the on-vehicle signal device when it is determined that the course is travelable.SELECTED DRAWING: Figure 1

Description

技術分野は、鉄道システムの列車制御に関する。 The technical field is related to train control of railway systems.

鉄道システムにおいては、運転士が信号機に現示された信号に従って列車を運転することが基本であり、その運転士の誤認や誤操作による事故を防ぐため、以前より自動列車停止装置などの安全設備が設置されてきた。 In the railway system, it is basic for the driver to drive the train according to the signal displayed on the traffic light, and in order to prevent accidents due to the driver's misidentification or erroneous operation, safety equipment such as an automatic train stop has been installed for some time. It has been installed.

例えば、従来のＡＴＳ（Automatic Train Stop）−Ｓ形の自動列車停止装置は、車上子との間で共振回路を構成して常時既定の周波数で発振し、車上子が信号機の所定距離手前に設けられた地上子の上を通過すると、電磁結合により車上子の発振周波数が地上子の共振周波数に変周される。自動列車停止装置は、この変化を検知して列車のブレーキを動作させる。このとき用いられる地上子は、信号機と制御ケーブルで接続され、信号機の現示によって内部の電気回路が変わるように設計されている。具体的には、通常、信号機の停止現示を意味する特定の周波数に共振する電気回路を構成しているが、信号機が停止現示以外となると、制御リレーの動作によってその共振回路が無効となる仕組みである。この仕組みにより、信号機が停止現示以外のときには列車のブレーキを動作させることなく、信号機が停止現示のときに列車のブレーキを動作させることができる。 For example, in the conventional ATS (Automatic Train Stop) -S type automatic train stop, a resonance circuit is formed with the on-board element and oscillates at a predetermined frequency at all times, and the on-board element is a predetermined distance before the signal. When passing over the ground element provided in, the oscillation frequency of the on-board element is changed to the resonance frequency of the ground element by electromagnetic coupling. The automatic train stop detects this change and activates the train brake. The ground element used at this time is connected to the traffic light by a control cable, and is designed so that the internal electric circuit changes depending on the indication of the traffic light. Specifically, it usually constitutes an electric circuit that resonates at a specific frequency, which means a stop indication of a traffic light, but when the traffic light is other than the stop indication, the resonance circuit is invalidated by the operation of the control relay. It is a mechanism that becomes. With this mechanism, it is possible to operate the train brake when the traffic light is stopped, without operating the train brake when the traffic light is not stopped.

特許文献１には、上記の仕組みに加えて、自動列車停止装置が、車両の性能や走行する路線の情報などを記憶した車上データベースを持ち、車上子の発振周波数の変周を検知すると、そのデータベースに基づいて所定の停止点を基点とする速度照査パターンを作成し、この速度照査パターンに従って列車を制御する仕組みが開示されている。 In Patent Document 1, in addition to the above mechanism, an automatic train stop device has an on-vehicle database that stores information such as vehicle performance and travel routes, and detects a change in the oscillation frequency of an on-vehicle element. , A mechanism for creating a speed check pattern with a predetermined stop point as a base point based on the database and controlling a train according to this speed check pattern is disclosed.

特許第５３９１７４２号公報Japanese Patent No. 5391742

しかしながら、上述のような仕組みで用いる地上子は、信号機の現示によって地上子内部の電気回路を変える必要がある。つまり、信号機と制御ケーブルで接続する必要があり、この維持保守の負担が大きい。 However, the ground element used in the above-mentioned mechanism needs to change the electric circuit inside the ground element depending on the indication of the traffic light. That is, it is necessary to connect to the traffic light with a control cable, and the burden of maintenance is large.

上記課題を解決するために、例えば特許請求の範囲に記載の構成を採用する。本願の列車制御情報伝達システムは上記課題を解決する手段を複数含んでいるが、その一例を挙げるならば、列車が走行する走行路上の進路の走行可否を示す周波数信号を、前記走行路に設置された地上子から受信する車上子と、前記車上子から前記周波数信号を受信し、前記列車を制御する車上信号装置と、を備えた列車制御システムにおいて、模擬負荷と、前記車上信号装置への前記周波数信号の入力回路を、前記車上子と繋ぐか、前記模擬負荷と繋ぐかを切り替える切替器と、前記列車の外部から無線を用いて送信される前記進路の走行可否を判断できる列車制御情報を受信する車上無線機と、前記車上無線機からの前記列車制御情報に基づいて前記進路の走行可否を判断し、前記切替器を制御する進路情報伝達装置と、を備え、前記進路情報伝達装置は、前記進路の走行可を示すと判断したとき、前記切替器を制御して前記車上信号装置に前記模擬負荷を繋ぐことを特徴とする。 In order to solve the above problems, for example, the configuration described in the claims is adopted. The train control information transmission system of the present application includes a plurality of means for solving the above problems. For example, a frequency signal indicating whether or not the train can travel on the route on which the train travels is installed on the route. In a train control system including an on-board element that receives from the above-ground element and an on-vehicle signal device that receives the frequency signal from the on-board element and controls the train, a simulated load and the on-vehicle A switch for switching whether the frequency signal input circuit to the signal device is connected to the on-board child or the simulated load, and whether or not the train can travel on the route transmitted wirelessly from the outside of the train. An on-board radio that receives train control information that can be determined, and a course information transmission device that determines whether or not the train can travel on the course based on the train control information from the on-board radio and controls the switch. The track information transmitting device is characterized in that, when it is determined that the track can travel, the switch is controlled to connect the simulated load to the on-board signal device.

上記手段によれば、地上子は信号機の現示によって内部の電気回路を変える必要が無い。つまり、地上子は、常に特定の周波数に共振する電気回路を構成しておけばよいため、地上子と信号機間のケーブルや制御リレーを不要とすることができる。上記した以外の課題、構成及び効果は、以下の実施例の説明により明らかにされる。 According to the above means, the ground element does not need to change the internal electric circuit by the indication of the traffic light. That is, since the ground element only needs to be configured with an electric circuit that always resonates with a specific frequency, it is possible to eliminate the need for a cable or control relay between the ground element and the traffic light. Issues, configurations and effects other than those mentioned above will be clarified by the description of the following examples.

実施例１の列車制御情報伝達システムの構成例を示す図。The figure which shows the configuration example of the train control information transmission system of Example 1. FIG. 実施例１の進路情報伝達装置が表示器を備える場合の構成例を示す図。The figure which shows the configuration example in the case where the course information transmission device of Example 1 includes a display. 実施例１の進路情報伝達装置が地上子の故障検知を行う場合の構成例を示す図。The figure which shows the configuration example in the case where the course information transmission device of Example 1 detects a failure of a ground element. 実施例２の列車制御情報伝達システムの構成例を示す図。The figure which shows the configuration example of the train control information transmission system of Example 2. FIG.

以下、本発明の実施例について図面を参照して説明する。 Hereinafter, examples of the present invention will be described with reference to the drawings.

図１は、実施例１の列車制御情報伝達システムの構成と、列車に搭載されている車上信号装置との接続を示す図である。列車１０には、車上信号装置１１、車上子１２、表示器１３が搭載され、これらに加えて、本システムを構成する、進路情報伝達装置１、車上無線機２、切替器３、模擬負荷４が搭載される。 FIG. 1 is a diagram showing the configuration of the train control information transmission system of the first embodiment and the connection with the on-board signal device mounted on the train. The train 10 is equipped with an on-board signal device 11, a on-board child 12, and a display 13, and in addition to these, a course information transmission device 1, an on-board radio 2, a switch 3, and the like, which constitute this system. A simulated load 4 is mounted.

切替器３は、車上信号装置１１への周波数信号の入力回路を、車上子１２と繋ぐか、模擬負荷４と繋ぐかを切り替えらスイッチである。模擬負荷４は、車上信号装置１１からみて車上子１２と同等の負荷となる素子である。なお、車上信号装置１１については、線路上に敷設された変周式地上子からの周波数信号に基づいて列車を制御する装置であれば、どのような装置を前提としても構わないが、本実施例ではＡＴＳ−Ｓ形の車上信号装置を前提として説明する。 The switch 3 is a switch for switching whether the frequency signal input circuit to the on-board signal device 11 is connected to the on-board element 12 or the simulated load 4. The simulated load 4 is an element having a load equivalent to that of the on-vehicle element 12 when viewed from the on-vehicle signal device 11. As for the on-board signal device 11, any device may be assumed as long as it is a device that controls the train based on the frequency signal from the variable frequency ground element laid on the track. In the embodiment, the ATS-S type on-board signal device will be described as a premise.

まず、列車１０に搭載されるＡＴＳ−Ｓ形の車上信号装置１１、車上子１２、表示器１３について説明する。 First, the ATS-S type on-board signal device 11, the on-board element 12, and the display 13 mounted on the train 10 will be described.

車上信号装置１１は、車上子１２との間で共振回路を構成して常時既定の周波数で発振し、車上子１２が信号機１９の所定距離手前に設けられた地上子２１の上を通過すると、電磁結合により車上子１２の発振周波数が地上子２１の共振周波数に変周される。車上信号装置１１は、この変化を検知して列車１０のブレーキを動作させる。 The on-vehicle signal device 11 forms a resonance circuit with the on-vehicle element 12 and always oscillates at a predetermined frequency, and the on-vehicle element 12 sits on the ground element 21 provided in front of the signal 19 by a predetermined distance. When it passes, the oscillation frequency of the on-board element 12 is changed to the resonance frequency of the ground element 21 by electromagnetic coupling. The on-board signal device 11 detects this change and operates the brake of the train 10.

このとき用いられるＡＴＳ−Ｓ形の従来の地上子は、信号機１９と制御ケーブルで接続され、信号機１９の現示によって内部の電気回路が変わるように設計される。具体的には、通常、信号機の停止現示を意味する特定の周波数に共振する電気回路を構成しているが、信号機が停止現示以外となると、制御リレーの動作によってその共振回路が無効となるように設計される。 The conventional ATS-S type ground element used at this time is connected to the traffic light 19 by a control cable, and is designed so that the internal electric circuit changes depending on the indication of the traffic light 19. Specifically, it usually constitutes an electric circuit that resonates at a specific frequency, which means a stop indication of a traffic light, but when the traffic light is other than the stop indication, the resonance circuit is invalidated by the operation of the control relay. Designed to be.

これに対し、本発明の地上子２１は、常に特定の周波数に共振する固定の共振回路を持つもので、ケーブル等で他の機器とは接続されず、単独で設置され、制御リレーも必要としない。その代わりに、本発明の進路情報伝達装置１は、図示しない外部装置から車上無線機２を介して受信する列車制御情報に基づいて、前方進路の走行可否を判断し、前方進路の走行可を示すと判断したときには、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぎ、地上子２１と電磁結合させないようにする。このとき、車上信号装置１１は、列車１０のブレーキを動作させることはない。 On the other hand, the ground element 21 of the present invention has a fixed resonance circuit that always resonates at a specific frequency, is not connected to other equipment by a cable or the like, is installed independently, and requires a control relay. do not. Instead, the route information transmission device 1 of the present invention determines whether or not the vehicle can travel in the forward route based on the train control information received from an external device (not shown) via the on-board radio 2, and allows the vehicle to travel in the forward route. When it is determined that, while the on-board element 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12, and the ground element. Prevent electromagnetic coupling with 21. At this time, the on-board signal device 11 does not operate the brake of the train 10.

反対に、本発明の進路情報伝達装置１は、前方進路の走行不可を示すと判断したときには、切替器３を制御して車上信号装置１１に車上子１２を繋ぎ、地上子２１と電磁結合させる。このとき、車上信号装置１１は列車１０のブレーキを動作させることになる。この点が既存の自動列車停止装置の仕組みとは異なる。 On the contrary, when it is determined that the track information transmission device 1 of the present invention indicates that the vehicle cannot travel in the forward path, the track information transmission device 1 controls the switch 3 to connect the on-board signal device 11 to the on-board element 12, and the ground element 21 and the electromagnetic wave. Combine. At this time, the on-board signal device 11 operates the brake of the train 10. This point is different from the mechanism of the existing automatic train stop.

次に、本発明の進路情報伝達装置１について説明する。進路情報伝達装置１は、駅構内の進路や駅中間の閉そく区間（以下どちらも進路と呼ぶ）の地理情報、ならびにそれらの進路境界２０の手前に設けられた地上子２１の位置情報を記憶しておく。 Next, the course information transmission device 1 of the present invention will be described. The course information transmission device 1 stores the geographic information of the course in the station yard and the closed section in the middle of the station (both are hereinafter referred to as the course), and the position information of the ground element 21 provided in front of the course boundary 20. Keep it.

また、進路情報伝達装置１は、図示しない機器を用いて自列車位置を認識する。自列車位置を認識する手段については、速度発電機からのパルス信号を用いる方式や、ＧＰＳ（ＧｌｏｂａｌＰｏｓｉｔｉｏｎｉｎｇＳｙｓｔｅｍ）などの衛星からの電波を利用して求める方式や、レーザレーダと環境地図を用いる方式など、多数開示されているが、本発明ではその方式を問わない。もしくは、進路情報伝達装置１は、自列車位置を認識している他の装置から列車の位置情報が入力されてもよい。例えば、ＡＴＳ−Ｓ形の車上信号装置を高機能化したＡＴＳ−Ｄｘ形の車上信号装置が列車に搭載されていれば、このような装置から自列車位置情報を取得してもよい。 Further, the course information transmission device 1 recognizes the position of its own train by using a device (not shown). As for the means for recognizing the position of the own train, a method using a pulse signal from a speed generator, a method using radio waves from a satellite such as GPS (Global Positioning System), a method using a laser radar and an environmental map Etc., but the method is not limited in the present invention. Alternatively, the course information transmission device 1 may input train position information from another device that recognizes its own train position. For example, if an ATS-Dx type on-board signal device, which is an enhanced version of the ATS-S type on-board signal device, is mounted on a train, the own train position information may be acquired from such a device.

さらに、進路情報伝達装置１は、車上無線機２を介して図示しない外部装置から列車制御情報を受信する。列車制御情報は、列車前方の進路の走行可否を判断できる内容が含まれていればよく、駅中間の閉そく区間の制御や駅構内の進路の制御については、多数の方式が開示されている。例えば、閉そく区間に設置された軌道回路や車軸検知器などの列車検知装置による列車検知結果や、駅構内の進路を制御する連動装置の進路開通情報や、路線を仮想的に分割したブロックの占有権を持つ列車の情報など、これらの情報の１つもしくは複数を、図示しない地上側無線機とこれに繋がる車上無線機２を介して受信する。 Further, the route information transmission device 1 receives train control information from an external device (not shown) via the on-board radio 2. The train control information only needs to include contents that can determine whether or not the train can travel in the course in front of the train, and many methods are disclosed for controlling the closed section in the middle of the station and controlling the course in the station yard. For example, train detection results by train detection devices such as track circuits and axle detectors installed in closed sections, course opening information of interlocking devices that control the course inside stations, and occupancy of blocks that virtually divide lines. One or more of these pieces of information, such as information on trains with rights, are received via a ground-side radio (not shown) and an on-board radio 2 connected to the ground-side radio.

もしくは、路線上の各列車の進路情報伝達装置１から車上無線機２を介して列車の位置情報を図示しない管理装置に送信し、その管理装置が、各列車の位置情報に基づいて作成した各列車の前方進路の走行可否情報を、各列車の進路情報伝達装置１に送信し、各列車の進路情報伝達装置１がこれを受信するような仕組みでもよい。 Alternatively, the route information transmission device 1 of each train on the route transmits the position information of the train to a management device (not shown) via the on-board radio 2, and the management device is created based on the position information of each train. A mechanism may be used in which the travel availability information of the forward course of each train is transmitted to the course information transmission device 1 of each train, and the course information transmission device 1 of each train receives this.

なお、無線通信の方式についても、特にその方式は問わない。携帯電話を利用した電話回線通信や、人工衛星を利用した衛星通信等を使用してもよい。 The wireless communication method is not particularly limited. Telephone line communication using a mobile phone, satellite communication using an artificial satellite, or the like may be used.

そして、進路情報伝達装置１は、駅中間や駅構内の進路の地理情報と、自列車位置情報と、上記の列車制御情報とに基づいて、自列車前方の進路の走行可否を判断する。進路情報伝達装置１は、例えば、列車制御情報が自列車前方の閉そく区間に設置された列車検知装置からの列車検知結果の場合、列車非検知であれば走行可、列車検知であれば走行不可と判断する。 Then, the route information transmission device 1 determines whether or not the route ahead of the own train can travel based on the geographical information of the route in the middle of the station or in the station yard, the position information of the own train, and the above-mentioned train control information. For example, when the train control information is the train detection result from the train detection device installed in the closed section in front of the own train, the course information transmission device 1 can travel if the train is not detected, and cannot travel if the train is detected. Judge.

また、進路情報伝達装置１は、列車制御情報が自列車前方の駅構内進路を制御する連動装置からの進路開通情報の場合、進路開通であれば走行可、進路非開通であれば走行不可と判断する。また、進路情報伝達装置１は、列車制御情報が路線を仮想的に分割したブロックの占有権情報であれば、自列車前方のブロックの占有権を自列車が確保していれば走行可、そうでなければ走行不可と判断する。また、進路情報伝達装置１は、図示しない地上装置から自列車前方進路の走行可否情報を受信する場合には、そのままこの情報を使えばよい。 Further, when the train control information is the course opening information from the interlocking device that controls the course in the station yard in front of the own train, the course information transmission device 1 can run if the course is open, and cannot run if the course is not open. to decide. Further, if the train control information is the possession right information of the block that virtually divides the route, the course information transmission device 1 can run if the own train secures the possession right of the block in front of the own train. If not, it is judged that the vehicle cannot run. Further, when the course information transmission device 1 receives the travelability information of the own train forward course from a ground device (not shown), this information may be used as it is.

そして、自列車前方進路が走行可と判断された場合、進路情報伝達装置１は、その進路の手前に設けられた地上子２１の位置情報と、自列車位置情報とに基づいて、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぎ、地上子２１と電磁結合させないようにする。これにより、車上信号装置１１は、特定の周波数に変周された信号を受けることなく、列車１０のブレーキを動作させることはない。 Then, when it is determined that the forward course of the own train can travel, the course information transmission device 1 is based on the position information of the ground element 21 provided in front of the course and the position information of the own train. While the 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12 so as not to electromagnetically couple with the ground element 21. As a result, the on-board signal device 11 does not operate the brake of the train 10 without receiving the signal changed to a specific frequency.

反対に、自列車前方進路が走行不可と判断された場合、進路情報伝達装置１は、その進路の手前に設けられた地上子２１の位置情報と、自列車位置情報とに基づいて、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２を繋ぎ、地上子２１と電磁結合させるようにする。 On the contrary, when it is determined that the forward course of the own train cannot travel, the course information transmission device 1 is on the vehicle based on the position information of the ground element 21 provided in front of the course and the position information of the own train. While the child 12 passes over the ground element 21, the switch 3 is controlled to connect the on-vehicle child 12 to the on-board signal device 11 so as to electromagnetically couple the child 12 with the ground element 21.

ただし、進路情報伝達装置１や切替器３の故障を考慮し、その場合にも列車のブレーキを動作させるような安全側制御を考えると、通常状態では車上信号装置１１と車上子１２とが繋がるように設計しておくことが望ましい。その場合には、進路情報伝達装置１は、自列車前方進路が走行可と判断された場合のみ、制御信号を入力して切替器３を制御し、車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぐ構成にすればよい。 However, considering the failure of the course information transmission device 1 and the switch 3, and considering the safety side control that operates the train brake even in that case, the on-board signal device 11 and the on-board child 12 are in the normal state. It is desirable to design so that they can be connected. In that case, the course information transmission device 1 inputs a control signal to control the switch 3 only when it is determined that the course ahead of the own train can travel, and the on-board signal device 11 is connected to the on-board child 12. Instead, the simulated load 4 may be connected.

以上の仕組みにより、車上信号装置が線路上に敷設された変周式地上子からの周波数信号に基づいて列車を制御する路線において、信号機と制御ケーブルで接続されて信号機の現示によって内部の電気回路が変わるように設計される地上子を用いることなく、常に特定の周波数に共振する固定の電気回路を持つ地上子を用いて従来と同等の列車制御が実現でき、維持保守の負担の大きい信号機との制御ケーブルを不要にできる。 With the above mechanism, in the line where the on-board signal device controls the train based on the frequency signal from the variable frequency ground element laid on the track, it is connected to the signal with a control cable and inside by the indication of the signal. Train control equivalent to the conventional one can be realized by using a ground element with a fixed electric circuit that always resonates at a specific frequency without using a ground element designed to change the electric circuit, and the burden of maintenance is heavy. The control cable to the signal can be eliminated.

さらには、図２に示すように、進路情報伝達装置１が表示器５を備え、列車制御情報に基づいて列車前方の進路の走行可否を判断した結果を運転士に対して表示すれば、地上の信号機を不要にすることができる。 Further, as shown in FIG. 2, if the route information transmission device 1 is provided with the display 5 and displays to the driver the result of determining whether or not the route in front of the train can travel based on the train control information, it is possible to display the result on the ground. The traffic light can be eliminated.

また、進路情報伝達装置１が、図３に示すように、列車制御情報に基づいて列車前方の進路を走行可と判断し、切替器３を制御して車上信号装置１１に模擬負荷４を繋いでいるとき、進路情報伝達装置１が車上信号装置１１から切り離された車上子１２との間で共振回路を構成して規定の周波数で発振させておく。このようにすると、進路情報伝達装置１は、その進路の手前に設けられた地上子２１の位置情報と、自列車位置情報とに基づいて、車上子１２が地上子２１の上を通過したとき、共振周波数の変周を検知することができる。逆に考えれば、共振周波数の変周が検知されなければ、地上子２１が故障していると考えられる。つまり、進路情報伝達装置１が上記のような回路を備えれば、地上子２１の設置地点に保守員を派遣することなく、地上子２１の検査を行えるようになる。 Further, as shown in FIG. 3, the route information transmission device 1 determines that the route in front of the train can travel based on the train control information, controls the switch 3, and applies a simulated load 4 to the on-board signal device 11. When connected, the track information transmission device 1 forms a resonance circuit with the on-board element 12 separated from the on-board signal device 11 and oscillates at a predetermined frequency. In this way, in the course information transmission device 1, the on-board child 12 passes over the ground element 21 based on the position information of the ground element 21 provided in front of the course and the position information of the own train. At that time, the variation of the resonance frequency can be detected. Conversely, if the variation in the resonance frequency is not detected, it is considered that the ground element 21 is out of order. That is, if the course information transmission device 1 is provided with the above circuit, the ground element 21 can be inspected without dispatching maintenance personnel to the installation point of the ground element 21.

なお、ＡＴＳ−Ｓ形よりも高機能なＡＴＳ−Ｄｘ形のようなシステムでは、車上信号装置が生成した速度照査パターンを消去するため、前方進路が走行可の場合に、信号機の停止現示を示す周波数とは異なる別の周波数に共振する電気回路を構成するように設計された地上子を用いることがある。このような地上子がある場合には、自列車前方の進路が走行不可と判断された際、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぎ、地上子と電磁結合させないようにする。 In a system such as the ATS-Dx type, which has higher functionality than the ATS-S type, the speed check pattern generated by the on-board signal device is erased. A ground element designed to construct an electric circuit that resonates at a frequency different from the frequency indicating the above may be used. When there is such a ground element, when it is determined that the course ahead of the own train cannot travel, the on-vehicle signal is controlled by controlling the switch 3 while the on-board element 12 passes over the ground element 21. A simulated load 4 is connected to the device 11 instead of the on-board element 12 so as not to be electromagnetically coupled to the ground element.

実施例１では、進路情報伝達装置が、図示しない外部装置から車上無線機を介して受信する列車制御情報に基づいて列車前方の進路の走行可否を判断し、その判断結果に基づいて、車上信号装置に車上子を繋ぐか、その代わりに模擬負荷を繋ぐかを制御したが、同様の仕組みを踏切通過時の制御にも用いることもできる。 In the first embodiment, the route information transmission device determines whether or not the train can travel in the route ahead of the train based on the train control information received from an external device (not shown) via the on-board radio, and based on the determination result, the vehicle. It was controlled whether to connect the on-board child to the upper signal device or to connect a simulated load instead, but the same mechanism can be used for control when passing a railroad crossing.

実施例２のシステム構成は実施例１と同一であり、実施例１と対応する部分には同一符号を付して重複する説明は省略する。つまり、システム構成は図４の通りである。実施例１と異なる部分は、進路情報伝達装置１’が、踏切２２の地理情報と踏切２２の手前に設けられた地上子２１の位置情報を記憶しておく点と、車上無線機２を介して図示しない外部装置から踏切状態情報を受信する点である。踏切状態情報とは、列車前方の踏切の走行可否を判断できる内容が含まれていればよい。例えば、踏切制御装置の遮断完了報告や、踏切障害物検知装置の障害物検知結果などを車上無線機２を介して受信する。 The system configuration of the second embodiment is the same as that of the first embodiment, and the same reference numerals are given to the parts corresponding to the first embodiment, and the duplicate description will be omitted. That is, the system configuration is as shown in FIG. The difference from the first embodiment is that the course information transmission device 1'stores the geographical information of the railroad crossing 22 and the position information of the ground element 21 provided in front of the railroad crossing 22 and the on-board radio 2. This is a point of receiving railroad crossing state information from an external device (not shown) via the railroad crossing. The railroad crossing status information may include content that can determine whether or not the railroad crossing in front of the train can travel. For example, a report on the completion of shutting off the railroad crossing control device, an obstacle detection result of the railroad crossing obstacle detection device, and the like are received via the on-board radio 2.

そして、進路情報伝達装置１’は、踏切区間の地理情報と、自列車位置情報と、上記の踏切状態情報とに基づいて、自列車前方の踏切の走行可否を判断する。例えば、進路情報伝達装置１’は、踏切状態情報が踏切制御装置からの遮断完了報告の場合、遮断完了であれば走行可、遮断未完であれば走行不可と判断する。また、進路情報伝達装置１’は、踏切状態情報が踏切障害物検知装置からの障害物検知結果の場合、障害物無しであれば走行可、障害物有りであれば走行不可と判断する。 Then, the course information transmission device 1'determines whether or not the railroad crossing in front of the railroad crossing can travel based on the geographical information of the railroad crossing section, the position information of the own train, and the above-mentioned railroad crossing state information. For example, when the railroad crossing state information is a railroad crossing completion report from the railroad crossing control device, the course information transmission device 1'determines that traveling is possible if the railroad crossing is completed, and that traveling is not possible if the railroad crossing is not completed. Further, when the railroad crossing state information is an obstacle detection result from the railroad crossing obstacle detection device, the course information transmission device 1'determines that the vehicle can travel if there is no obstacle and cannot travel if there is an obstacle.

そして、自列車前方の踏切が走行可と判断された場合、進路情報伝達装置１’は、その踏切の手前に設けられた地上子２１の位置情報と、自列車位置情報とに基づいて、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぎ、地上子２１と電磁結合させないようにする。これにより、車上信号装置１１は、特定の周波数に変周された信号を受けず、列車１０のブレーキを動作させることはない。 Then, when it is determined that the railroad crossing in front of the own train can travel, the course information transmission device 1'is based on the position information of the ground element 21 provided in front of the railroad crossing and the position information of the own train. While the upper element 12 passes over the ground element 21, the switch 3 is controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board element 12 so as not to electromagnetically couple with the ground element 21. .. As a result, the on-board signal device 11 does not receive the signal changed to a specific frequency and does not operate the brake of the train 10.

反対に、自列車前方踏切が走行不可と判断された場合、進路情報伝達装置１’は、その踏切の手前に設けられた地上子２１の位置情報と、自列車位置情報とに基づいて、車上子１２が地上子２１の上を通過する間、切替器３を制御して車上信号装置１１に車上子１２を繋ぎ、地上子２１と電磁結合させるようにする。 On the contrary, when it is determined that the railroad crossing in front of the own train cannot travel, the course information transmission device 1'is based on the position information of the ground element 21 provided in front of the railroad crossing and the position information of the own train. While the upper element 12 passes over the ground element 21, the switch 3 is controlled to connect the on-board signal device 11 to the on-board element 12 and electromagnetically couple the upper element 12 with the above-ground element 21.

ただし、実施例１と同様に、進路情報伝達装置１’や切替器３の故障を考慮し、その場合に列車のブレーキを動作させるような安全側制御を考えると、通常状態では車上信号装置１１と車上子１２とが繋がるように設計しておくことが望ましい。その場合には、自列車前方踏切が走行可と判断された場合のみ、切替器３を制御して車上信号装置１１に車上子１２の代わりに模擬負荷４を繋ぐ構成にすればよい。 However, as in the case of the first embodiment, in consideration of the failure of the course information transmission device 1'and the switch 3 and the safety side control for operating the train brake in that case, the on-board signal device in the normal state. It is desirable to design so that the 11 and the on-board child 12 are connected. In that case, only when it is determined that the railroad crossing in front of the own train can travel, the switch 3 may be controlled to connect the simulated load 4 to the on-board signal device 11 instead of the on-board child 12.

以上の仕組みにより、常に特定の周波数に共振する固定の電気回路を持つ地上子を踏切の手前に設置することで、踏切に設置された装置と制御ケーブルで接続されて踏切区間の状態によって内部の電気回路が変わるように設計される地上子を用いることなく、踏切遮断未完時や障害物検知時に車上信号装置１１に列車のブレーキを動作させる制御が実現できる。 With the above mechanism, by installing a ground element with a fixed electric circuit that always resonates at a specific frequency in front of the railroad crossing, it is connected to the device installed at the railroad crossing with a control cable and inside depending on the state of the railroad crossing section. Without using a ground element designed to change the electric circuit, it is possible to realize control to operate the train brake on the on-board signal device 11 when the railroad crossing is not completely cut off or when an obstacle is detected.

さらには、進路情報伝達装置１’が表示器を備え、踏切状態情報に基づいて列車前方の踏切の走行可否を判断した結果を運転士に対して表示すれば、踏切用の特殊信号機を不要にすることができる。 Furthermore, if the course information transmission device 1'is equipped with a display and displays to the driver the result of determining whether or not the railroad crossing in front of the train can run based on the railroad crossing status information, a special signal for the railroad crossing becomes unnecessary. can do.

また、進路情報伝達装置１’が、踏切状態情報に基づいて列車前方の踏切を走行可と判断し、切替器３を制御して車上信号装置１１に模擬負荷４を繋いでいるとき、進路情報伝達装置１’が車上信号装置１１から切り離された車上子１２との間で共振回路を構成して規定の周波数で発振させておけば、車上子１２が地上子２１の上を通過したとき、共振周波数の変周を検知することができる。逆に考えれば、共振周波数の変周が検知されなければ、地上子が故障していると考えられる。つまり、実施例１と同様に、進路情報伝達装置１’が上記のような回路を備えれば、地上子２１の設置地点に保守員を派遣することなく、地上子２１の検査を行えるようになる。 Further, when the course information transmission device 1'determines that the railroad crossing in front of the train can travel based on the railroad crossing state information and controls the switch 3 to connect the simulated load 4 to the on-board signal device 11, the course If the information transmission device 1'consists with the on-board element 12 separated from the on-board signal device 11 and oscillates at a specified frequency, the on-board element 12 will move over the ground element 21. When it passes, the variation of the resonance frequency can be detected. Conversely, if the variation of the resonance frequency is not detected, it is considered that the ground element is out of order. That is, as in the first embodiment, if the course information transmission device 1'is provided with the above circuit, the ground element 21 can be inspected without dispatching maintenance personnel to the installation point of the ground element 21. Become.

なお、本発明は上記した実施例に限定されるものではなく、様々な変形例が含まれる。上記した実施例は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。 The present invention is not limited to the above-described examples, and includes various modifications. The above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations.

１、１’ 進路情報伝達装置
２車上無線機
３切替器
４模擬負荷
５表示器
１０列車
１１車上信号装置
１２車上子
１３表示器
１９信号機
２０進路境界
２１地上子
２２踏切 1, 1'Course information transmission device 2 On-board radio 3 Switch 4 Simulated load 5 Indicator 10 Train 11 On-board signal device 12 On-board element 13 Indicator 19 Signal 20 Route boundary 21 Ground element 22 Railroad crossing

Claims

列車が走行する走行路上の進路の走行可否を示す周波数信号を、前記走行路に設置された地上子から受信する車上子と、前記車上子から前記周波数信号を受信し、前記列車を制御する車上信号装置と、を備えた列車制御情報伝達システムにおいて、
模擬負荷と、
前記車上信号装置への前記周波数信号の入力回路を、前記車上子と繋ぐか、前記模擬負荷と繋ぐかを切り替える切替器と、
前記列車の外部から無線を用いて送信される前記進路の走行可否を判断できる列車制御情報を受信する車上無線機と、
前記車上無線機からの前記列車制御情報に基づいて前記進路の走行可否を判断し、前記切替器を制御する進路情報伝達装置と、を備え、
前記進路情報伝達装置は、前記進路の走行可を示すと判断したとき、前記切替器を制御して前記車上信号装置に前記模擬負荷を繋ぐことを特徴とする列車制御情報伝達システム。 A on-board child that receives a frequency signal indicating whether or not the train can travel on the track on the running path is received from a ground element installed on the traveling path, and the frequency signal is received from the on-board element to control the train. In a train control information transmission system equipped with an on-board signal device
Simulated load and
A switch that switches whether the frequency signal input circuit to the on-board signal device is connected to the on-board element or the simulated load.
An on-board radio that receives train control information that can determine whether or not the train can travel in the course, which is transmitted wirelessly from the outside of the train.
A route information transmission device that determines whether or not the vehicle can travel on the route based on the train control information from the on-board radio and controls the switch is provided.
The train control information transmission system is characterized in that, when it is determined that the route information transmission device indicates travelability of the route, the changeover device is controlled to connect the simulated load to the on-board signal device.

請求項１に記載された列車制御情報伝達システムであって、
前記進路情報伝達装置は、前記進路の走行可を示すと判断したとき、前記地上子の位置情報と、自列車位置情報とに基づいて、前記車上子が前記地上子の上を通過する間、前記切替器を制御して前記車上信号装置に前記模擬負荷を繋ぐことを特徴とする列車制御情報伝達システム。 The train control information transmission system according to claim 1.
When the route information transmission device determines that the vehicle can travel on the route, the vehicle-mounted element passes over the ground element based on the position information of the ground element and the position information of the own train. , A train control information transmission system characterized in that the simulated load is connected to the on-board signal device by controlling the switch.

請求項１から２のいずれかに記載された列車制御情報伝達システムであって、
前記進路情報伝達装置は、前記進路の走行不可を示すと判断したとき、前記切替器を制御して前記車上信号装置に前記車上子を繋ぎ、前記周波数信号を受信させることを特徴とする列車制御情報伝達システム。 The train control information transmission system according to any one of claims 1 to 2.
The route information transmission device is characterized in that, when it is determined that the vehicle cannot travel on the route, the switch is controlled to connect the on-vehicle signal device to the on-vehicle signal device to receive the frequency signal. Train control information transmission system.

請求項１から３のいずれか１つに記載された列車制御情報伝達システムであって、
前記切替器は、通常状態では前記車上信号装置と前記車上子とを繋ぎ、前記進路情報伝達装置から制御信号が入力されたときに、前記車上信号装置と前記模擬負荷とを繋ぐことを特徴とする列車制御情報伝達システム。 The train control information transmission system according to any one of claims 1 to 3.
The switch connects the on-board signal device and the on-board child in a normal state, and connects the on-board signal device and the simulated load when a control signal is input from the course information transmission device. A train control information transmission system featuring.

請求項１から３のいずれか１つに記載された列車制御情報伝達システムであって、
前記進路情報伝達装置は、前記列車制御情報に基づいて前記進路の走行可否を判断した結果を運転士に対して表示する表示器を備えることを特徴とする列車制御情報伝達システム。 The train control information transmission system according to any one of claims 1 to 3.
The train control information transmission system is characterized by comprising a display for displaying to the driver the result of determining whether or not the train can travel on the route based on the train control information.

請求項２に記載された列車制御情報伝達システムであって、
前記進路情報伝達装置は、前記進路の走行可を示すと判断したとき、前記車上信号装置から切り離された前記車上子と接続し、前記地上子の位置情報と、自列車位置情報とに基づいて、前記車上子が前記地上子の上を通過したとき、前記地上子の故障を検知することを特徴とする列車制御情報伝達システム。 The train control information transmission system according to claim 2.
When it is determined that the track information transmission device indicates the ability to travel on the track, the track information transmission device is connected to the on-board element separated from the on-board signal device, and the position information of the ground element and the position information of the own train are obtained. Based on this, a train control information transmission system comprising detecting a failure of the above-ground element when the on-board element passes over the above-ground element.

請求項１から６のいずれか１つに記載された列車制御情報伝達システムであって、
前記進路は踏切区間であり、前記列車制御情報は前記踏切区間の走行可否を判断できる踏切状態情報であることを特徴とする列車制御情報伝達システム。 The train control information transmission system according to any one of claims 1 to 6.
A train control information transmission system characterized in that the course is a railroad crossing section, and the train control information is railroad crossing state information capable of determining whether or not the train can travel in the railroad crossing section.

請求項１から７のいずれか１つに記載された列車制御情報伝達システムであって、
前記地上子は、常に特定の周波数に共振する固定の電気回路を持つことを特徴とする列車制御情報伝達システム。 The train control information transmission system according to any one of claims 1 to 7.
The ground element is a train control information transmission system characterized by having a fixed electric circuit that always resonates at a specific frequency.