JP5404481B2 - Train control on-board equipment - Google Patents

Description

  The present disclosure relates to an on-train control apparatus.

  In trains, there is a train control system so that a dangerous state caused by an oversight of a driver's signal can be prevented and the vehicle can travel safely. The train control system exchanges signals between the equipment on the ground and the train (onboard) equipment, so that the brake is automatically activated and stopped or the speed is reduced in the event of a red light or overspeed. It is a mechanism.

  The system that automatically stops the train brakes is called the Automatic Train Control (ATS) system, and the system that automatically decelerates the speed below the signal display is the Automatic Train Control (ATC) Control) system. In ATS and ATC, signals are exchanged between the ground and the train via a ground element or rail installed on the ground to transmit control information to the vehicle. The on-board device in the train receives a signal from the ground element or rail through the antenna, and performs speed stop / speed control as necessary.

  Here, there are many types of ATS and ATC depending on the operation principle and the communication method used. Broadly classifying, ATS has a frequency division method (ATS-S method) and a transponder method (ATS-P method), and ATC also has an analog (A-ATC) method and a digital (D-ATC) method. (See Non-Patent Document 1). Since these are different modulation systems and different frequency bands used, and the operation principle is different, the device configuration of the on-board device is completely different, so they cannot be shared.

  In recent years, mutual trains have been used between railway operators. In this case, the train control system employed by each railway operator may be different. Even in the same railway operator, different systems may be adopted depending on the route. In the case of a train that operates across sections of different systems depending on mutual entry or the like, it is necessary to install an on-board device that supports either system so that these systems can be supported. When it is necessary to mount a plurality of types of devices, the cost increases, and a sufficient mounting space must be secured, which makes it difficult to secure the space.

  In order to solve these problems, there has been proposed a method corresponding to a plurality of train control system systems with one on-board device (for example, Patent Document 1). In Patent Literature 1, a logic operation device such as a DSP or FPGA is provided, and a program of a method to be executed is called from a memory as needed by a changeover switch and executed, so that one device can handle a plurality of train control methods. Yes.

JP 2005-323445 A

Published by Japan Railway Electrical Engineering Association "Introduction to Electricity for Railway Engineers Signal Series 7 ATS / ATC [revised edition]" (July 2003)

  In the device of Patent Document 1, after converting the signal from the ground equipment in each train control system received by the antenna into a digital signal by an analog circuit, the corresponding program is switched on the logical operation device and processed. It corresponds to the reception of train control system. At that time, the analog circuit configuration until the digital signal is input / output to / from the logical operation device is configured to be individually provided for each corresponding train control system.

  In other words, the processing executed by the logical operation device can be handled by simply rewriting the program as appropriate, so that only a common logical operation device is required. However, analog circuits are not standardized, and the more the number of corresponding train control systems is, the more analog circuits are required and the analog circuit costs increase. As a reception analog circuit, Patent Document 1 includes only an amplifier in addition to an AD converter. However, in addition to this, in order to prevent an image signal generated on the frequency axis due to AD conversion from interfering with the original signal, a low pass filter for anti-aliasing is also required in front of the AD converter.

  In addition, it is not only necessary to configure a separate analog circuit for each corresponding train control system, but if another train control system is added due to new mutual entry in the future, it is at least before the AD converter. For analog processing, hardware modifications are required.

  As described above, the above-described conventional train-controlled on-board device includes a logical operation device, and calls up and executes a program of a method to be executed from a memory as required by a changeover switch, thereby executing a plurality of trains with one device. It can correspond to the control method. Therefore, it is possible to reduce costs and save space as compared with the case where a plurality of devices are mounted. However, since the wireless analog circuit has a configuration for each train control system, problems still remain in terms of cost, space, power consumption, versatility, and the like.

  An object of one aspect of the present invention is to provide a train-controlled on-board device compatible with a plurality of train control systems, which is more versatile and can achieve cost reduction and space saving.

The train control vehicle apparatus according to an aspect of the present invention, the braking train by receiving a signal including a ground-side equipment or al system information for your corresponding to the first train control system and the second train control system A train-controlled on-board device that performs control, a filter that passes a signal in a frequency passband among signals received from the ground side equipment, an A / D converter that digitizes a signal that the filter passes, a receiving unit that outputs information necessary digitized signal or al control to by the a / D converter, and a control unit for controlling the filter, the second train control system, the first a train control system which is also used as a system switching notification between the train control system and the second train control system, the control unit is traveling the control section according to the first train control system, the full The frequency pass band of the filter is a frequency band including the first frequency band of the signal of the first train control system and the second frequency band of the signal of the second train control system, and the control section by the first train control system is during running, when receiving the switching notification signal to the second train control system from the first train control system, the frequency passband of the filter, viewed including the second frequency band, said first frequency band The frequency band is not included .

  According to one aspect of the present invention, it is possible to provide a train-controlled on-board device that is compatible with a plurality of train control systems that is general-purpose and can be reduced in cost and space.

The block diagram which shows the structure of the train control vehicle upper apparatus which concerns on embodiment of this invention. Examples of frequency bands used in each train control system. The figure in the case of drive | working from an ATS-S system area to a D-ATC system area. FIG. 5 is a diagram for explaining a pass bandwidth of an analog filter 103. The figure in the case of drive | working from a D-ATC system area to an ATS-S system area. The figure which shows the specific example of the bandwidth of the analog filter 103 set during driving | running | working the area where control by the ATS-S system is performed, and the sampling rate of the AD converter 105. The figure which shows the specific example of the bandwidth of the analog filter 103 set during driving | running | working the area where control by the D-ATC system is performed, and the sampling rate of the AD converter 105.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration of a train control on-vehicle apparatus according to an embodiment of the present invention. In the present embodiment, an example in which the train control on-board device corresponds to two train control systems will be described. The two train control systems will be described by taking ATS-S as the first train control system and digital ATC (D-ATC) as the second train control system.

  In the embodiment of the present invention, an ATS-S system and a D-ATC system will be described as examples, but a combination of other train control systems may be used.

  FIG. 2 shows an example of a frequency band used in each train control system. Specifically, ATS-S system and ATS-P system) and ATC also show examples of frequency bands of analog ATC (A-ATC) system and digital ATC (D-ATC) system.

  The train control on-board device is provided with antennas 101 and 102 corresponding to frequencies in each train control system. Each of these antennas is installed at a predetermined location such as the lower part of the head of the train, and information from the ground side is received through the ground equipment (for example, ground unit or track circuit) while traveling. Here, the ground unit is an information device provided between rails for the purpose of transmitting control information on a vehicle at a specific point.

  The outputs of the antennas 101 and 102 are input to the band-variable analog filter 103, and a signal in a frequency band that has passed through the analog filter 103 is output. Thereafter, the signal in the passed frequency band is input to the amplifier 104 whose gain is variable, and the amplifier 104 amplifies the signal. The signal amplified by the amplifier 104 is input to the AD converter 105.

  The band-variable analog filter 103 is an analog filter having a variable frequency pass band in which the frequency band to be passed among the outputs of the antennas 101 and 102 can be changed, and is configured by, for example, a low-pass filter or a band-pass filter. In the case of a low-pass filter, the cutoff frequency is variable, and in the case of a band-pass filter, the center frequency and the bandwidth are variable.

  The AD converter 105 converts the received signal into a digital signal. The AD converter 105 can change the sampling rate for sampling and the bit resolution of quantization. Note that, as a method of changing the sampling rate of the AD converter 105, it can be realized by changing the input clock, and different clocks can be realized by dividing the clock generated by the crystal oscillator.

  The frequency passband of the analog filter 103, the gain of the amplifier 104, the sampling rate of the AD converter 105, and the quantization bit resolution are controlled by the control unit 110 described later.

  The signal digitized by the AD converter 105 is input to the system determination unit 106 to determine which train control system the signal is from. After this determination is made by the system determination unit 106, if the determination result is a signal in the ATS-S system, the ATS-S receiving unit (first train control system receiving unit) 107 is transferred to the D-ATC system. Is received by the D-ATC receiver (second train control system receiver) 108.

  Further, when the switching is automatically performed between both systems, signals in both systems may be received simultaneously during the switching. In such a case, the system determination unit 106 recognizes signals in both systems, and separates and inputs the respective signals to the first train control system reception unit 107 and the second train control system reception unit 108.

  The first train control system reception unit 107 and the second train control system reception unit 108 perform reception processing necessary for each train control system, such as demodulation, and output information necessary for speed control to the speed control unit 109. The speed control unit 109 creates a speed check pattern based on information output from each receiving unit, and performs speed control and brake control.

  Next, control performed by the control unit 110 will be described. In this embodiment of the present invention, it is premised that the train control system used for mutual entry or the like can be automatically switched, and the D-ATC system is used for the train control system switching notification at that time. (Second train control system) shall be used. That is, a switching notification field is defined in a message (frame) received by the D-ATC system, and switching from ATS-S to D-ATC is performed according to the bit sequence of this field, and D-ATC to ATS. Either switch to S or no need to switch shall be notified.

  FIG. 3 is a diagram when traveling from the ATS-S system section to the D-ATC system section. The operation when switching to the D-ATC system while traveling in a section in which control by the ATS-S system is performed will be described with reference to FIG.

  When the train 301 passes over the ATS-S ground element 302, the antenna 101 is electrically coupled to the ground element 302 and receives a desired resonance frequency component. When the resonance frequency corresponds to the red signal, the train is stopped by controlling the speed control unit 109 in FIG. As shown in FIG. 2, for example, a frequency band from about 105 kHz to about 130 kHz is used as the resonance frequency component received by the ATS-S system. Therefore, as a frequency pass band that is a pass range of the analog filter 103 shown in FIG. It is necessary to pass at least these frequency bands.

  On the other hand, according to the Nyquist sampling theorem, the sampling rate of the AD converter 105 needs to be at least twice the maximum frequency used in the ATS-S system (for example, 260 kHz if used up to a frequency of 130 kHz). It becomes. Also, the bit resolution of the AD converter 105 is required to satisfy the dynamic range required by the ATS-S system. The amplifier 104 also amplifies the signal with a gain that matches the signal reception of the ATS-S system.

  On the other hand, the train 301 uses the D-ATC system at a certain timing while traveling in the section controlled by the ATS-S system, and switches to the control section controlled by the D-ATC system. Receive notification (point (a) in Figure 3).

  Normally, if the train 301 cannot grasp at what timing the switching notification can be received during traveling, the signal from the D-ATC system is notified anytime even while traveling in the section controlled by the ATS-S system. The D-ATC system signal can also be received. That is, while traveling in the ATS-S system control section, not only the ATS-S system but also the signal of the D-ATC system can be received.

  For this purpose, first, as shown in FIG. 2, since the frequency band used in the ATS-S system is different from the frequency band used in the D-ATC system, the analog filter 103 is connected to the ATS-S system, D-ATC. The frequency pass band is such that any signal of the system passes.

  FIG. 4A shows the pass band when only the signal of the ATS-S system is received with respect to the frequency pass band of the analog filter 103. FIG. 4B shows a passband when receiving signals of both the ATS-S system and the D-ATC system. For example, when a band-pass filter is used as the analog filter 103, the bandwidth is such that the signal of the D-ATC system passes as shown by a dotted line in FIG.

  The AD converter 105 is also set to a sampling rate corresponding to both train control systems. Specifically, the AD converter 105 takes a sampling rate equal to or higher than a sampling rate of a system having a high sampling rate required among the both train control systems. From FIG. 2, when considering the ATS-S system and the D-ATC system, the ATS-S system uses a higher frequency band. Therefore, for example, the sampling rate is set to be twice or more the maximum frequency of the ATS-S system.

  Since the maximum frequency of the ATS-S system is larger than the maximum frequency of the D-ATC system, if sampling is performed at the sampling rate required for the ATS-S system, the D-ATC signal can be sampled without any problem. It is considered possible.

  However, if oversampling is performed in the D-ATC system, or if a higher frequency band is used in the D-ATC system than in the ATS-S system, the required sampling rate in the D-ATC system is It can be expensive. In such a case, the sampling rate corresponding to the D-ATC is set in order to set the sampling rate corresponding to both train control systems.

  Further, the AD converter 105 has a bit resolution that matches the wider dynamic range required by the ATS-S system and the D-ATC system.

  Here, depending on the arrangement of the ATS-S ground unit 302 and the like, there may be a timing at which the ATS-S system signal and the D-ATC system signal are received simultaneously. In such a case, if the received power of one train control system is much smaller than the signal of the other train control system, the signal of the train control system with the smaller received power is There is a risk of being buried as quantization noise. Therefore, the bit resolution of the AD converter 105 is set in consideration of the possibility that the dynamic range becomes wider than the dynamic range required for a single system. The same applies to the gain of the amplifier 104 and should be controlled together with the bit resolution of the AD converter 105.

  In this way, while traveling in a section in which control by the ATS-S system is being performed, not only the ATS-S system but also the D-ATC system signal can be received.

  Therefore, as the control of the control unit 110, the pass band of the analog filter 103 is set to the frequency of both systems so that both signals of the ATS-S system and the D-ATC system can be collectively received while the analog processing system is configured as one system. Set to include. The sampling rate of the AD converter 105 is set so that sampling can be performed at a sampling rate with a high demand of the two train control systems. In addition, the bit resolution of the AD converter 105 and the gain of the amplifier 104 are basically the more demanding, considering that the received signal of one train control system is not buried in the quantization noise of the received signal of the other system. Set according to the train control system.

  Further, regardless of the combination of target train control systems, the control unit 110 follows the above policy so that the signal of the train control system used for system switching notification can be received. 103 and AD converter 105 may be controlled.

As a result, an analog processing system is configured for each train control system, and a plurality of trains can be operated in one analog processing system without receiving signals of the train control system corresponding to each analog processing system independently. Since the signal from the control system can be received, it is possible to improve versatility and reduce costs.

  Returning to FIG. 3, by setting one analog processing system as described above, D-ATC signals can be received even while traveling in a section controlled by the ATS-S system. It becomes.

  Therefore, when the train 301 passes the point (a) in FIG. 3, reception of a D-ATC signal is started via the D-ATC antenna 102. The received signal is input to the second train control system reception unit 108 for D-ATC by the system determination unit 106, and D-ATC reception processing is performed.

  Since the D-ATC uses the MSK modulation method, the second train control system receiver 108 of the D-ATC performs MSK demodulation processing and CRC determination, and a message (frame) in a format defined by the D-ATC system. Get. By referring to the train control system switching notification field in the obtained telegram, it is determined whether or not switching from the ATS-S system to the D-ATC system is performed. The D-ATC message received when passing the point (a) in FIG. 3 is notified that the system is switched, and the train 301 is thereby switched from ATS-S to D-ATC. To grasp.

  After receiving the signal in the D-ATC system, after recognizing that the switching to the D-ATC system is made based on the demodulation result, the control is switched to traveling to the section where the control by the D-ATC system is performed. The unit 110 controls the amplifier 104, the analog filter 103, and the AD converter 105 to settings for traveling in the control section by the D-ATC system.

  Since the control unit 110 is set so that the D-ATC system can be received while traveling in a section controlled by the ATS-S system, the same setting remains even when system switching occurs. Even so, reception of the D-ATC system is possible.

  However, it is only necessary to be able to receive signals from only the D-ATC system while traveling in a section where control by the D-ATC system is being performed. In other words, there is no need to receive the signal of the ATS-S system while traveling in the section where the control by the D-ATC system is performed. This is because a signal from the D-ATC system is also notified when switching from the D-ATC system to the ATS-S system.

  Therefore, the control unit 110 performs control so that only the signal of the D-ATC system can be received during traveling in the control section by the D-ATC system.

  Specifically, the analog filter 103 has a frequency pass band that allows only the signal of the D-ATC system to pass therethrough. The sampling rate of the AD converter 105 is also set to a value that satisfies only the required sampling rate of the D-ATC system. Specifically, it is set to at least twice the maximum frequency of the D-ATC system. The AD converter 105 sets the bit resolution in accordance with only the dynamic range required by the D-ATC system. The gain of the amplifier 104 is also set to a gain according to the D-ATC system request.

  In this way, at the timing when switching from the ATS-S system to the D-ATC system is performed, the control unit 110 is configured so that each of the analog systems can be received by both the ATS-S system and the D-ATC system. Control is made so that only the D-ATC system can be received. By doing so, the analog filter 103 can have a narrow passband, so that it is possible to remove an interference signal that would allow the ATS-S to pass if it is a passband that can also be received.

  The interference signal that passes through the analog filter may eventually be removed by the digital filter, but at least the interference signal that could not be removed by the analog filter is at the D-ATC reception signal level such as impulsive noise. If the noise power is much larger than that, there is a risk that gain adjustment may be performed based on the noise signal before AD conversion, resulting in characteristic deterioration. For this reason, by controlling the setting of the filter having only the D-ATC system as the pass band as in the embodiment of the present invention, it is possible to prevent deterioration of characteristics without receiving an interference signal more than necessary. Further, regarding the sampling rate of the AD converter 105, it is only necessary to satisfy the required sampling rate of the D-ATC, so that the sampling rate can be lowered.

  Specifically, when both the ATS-S system and the D-ATC system can be received, the setting is made at a sampling rate of 260 kHz or more according to the highly demanded ATS-S system. In the case where only the signal can be received, a sampling rate of 40 kHz or higher is sufficient, and the sampling rate can be greatly reduced. If the sampling rate can be reduced, it is possible to reduce power consumption accordingly, and in order to realize a digital filter with the same frequency resolution in a digital circuit, it can be realized with a small tap coefficient. This leads to a reduction in circuit scale.

  The system determination unit 106 basically determines in which train control system band a signal is present based on an output result of a digital filter of each train control system band or an FFT (Fast Fourier Transform) processing result. Since a certain frequency resolution or more is required, it is considered that the digital circuit scale reduction effect for realizing the system determination unit 106 is particularly large. In addition, since the bit resolution and gain can be controlled in consideration of only D-ATC, more optimal control is possible than in the case of controlling in consideration of both ATS-S and D-ATC systems. .

  Next, a case where the vehicle is switched to the ATS-S system while traveling in a section in which control by the D-ATC system is performed will be described with reference to FIG. The train 301 receives a message in each block section through the track circuit each time. In the section in which control by the normal D-ATC system is performed, the train control system switching notification field in the received telegram does not indicate a bit sequence indicating that the system is switched. However, when a bit sequence indicating that the train control system is switched is shown in the message received in a certain block section, it is understood that the train 301 is a switching point from D-ATC to ATS-S. To do. Based on this grasp, the control unit 110 of the train 301 controls the amplifier 104, the analog filter 103, and the AD converter 105 to the settings for traveling in the control section by the ATS-S system. That is, the setting is switched so that both the ATS-S system and the D-ATC system can be received.

  However, in this case, after switching to the ATS-S system, if it is possible to grasp that this route will not be switched to the D-ATC system again (that is, the end point in the control section by the ATS-S system), D -Since it is not necessary to be able to wait for the reception of the ATC system signal, in such a case, only the D-ATC system can be received at the timing when it is understood that it is the switching point to the ATS-S system. A system that can receive only the ATS-S system from the system may be set.

  Specifically, the analog filter 103 has a frequency pass band that allows only the ATS-S system signal to pass. The sampling rate of the AD converter 105 is also set to a value that satisfies only the required sampling rate of the ATS-S system. Specifically, it is at least twice the maximum frequency of the ATS-S system. Further, the AD converter 105 sets the bit resolution according to only the dynamic range required in the ATS-S system. The gain of the amplifier 104 is also set to a gain according to the requirements of the ATS-S system.

  What kind of train control system is used on each route, whether or not the route is one where automatic system switching occurs due to mutual entry, and which train control system is used to notify automatic switching. Since it is uniquely determined, it is possible to grasp what kind of train control switching exists ahead during traveling by creating a database or the like.

  Therefore, in order to make the explanation easy to understand, the explanation has been made using two train control systems (ATS-S system and D-ATC system). The basic idea remains the same. In other words, if the train control system in the current travel section is different from the system used for the train control system switching notification ahead of it, the analog processing system must be installed so that the train control system signal used for the switch notification can be received at any time. Control is performed so that the signals of both the train control system of the current travel section and the train control system used for switching notification can be received. In addition, if the train control system in the current travel section and the system used for the train control system switch notification ahead are the same (i.e., when the switch notification is performed by the train control system in the current travel section) Since it is not necessary to receive the signal of the train control system, control is performed so that only the signal of the train control system can be received. In accordance with this policy, the variable analog filter band, sampling rate, bit width, and gain are controlled so that the signal of each train control system can be received at the timing of receiving the switching communication signal.

  In addition, by creating a database as described above, when the route to travel is determined, the passband width of the analog filter controlled by the control unit, the sampling rate of the AD converter, the bit resolution, and the gain control of the amplifier are automatically set. It becomes controllable.

  Note that the case where the train control system switching notification is performed using D-ATC, which is a second train control system that is one of the train control systems that control the train 301 in a predetermined section, has been described as an example. However, the train control system switching notification need not be performed using a train control system that controls the train 301 in a predetermined section, and may be performed using a third system that performs only the switching notification. In the present embodiment, for example, the third system is a system different from the first train control system ATS-S and the second train control system D-ATC, for example, an ATS-P system.

  As described above, when the train control system switching notification is performed by the ATS-P system that is the third control system, the control unit 110 is the first while traveling in the control section by the ATS-S that is the first train control system. The analog filter 103, the AD converter 105, and the amplifier 104 are controlled so as to be able to receive any signals of both the 1 train control system and the third train control system. Similarly, both signals of both the second train control system and the third train control system can be received while traveling in the control section of the D-ATC which is the second train control system.

  In addition, when there is a switching notification in the third control system while traveling in the control section that is the first train control system, it is the case that the control section that is the second train control system is running, and before that When there is a switching notification, the control unit 110 receives the analog filter 103, the AD converter 105, and the amplifier 104 so that the signals of both the second train control system and the third train control system can be received. To control.

  On the other hand, after there is a switch notification in the third train control system, it is a case where the control section is the second train control system, and there is no switch notification again after that (that is, the second train control system). In the case of an end point in a control section that is a system, the control unit 110 controls the analog filter 103, the AD converter 105, and the amplifier 104 so that only the signal of the second train control system can be received. That is, in this case, it is not necessary to wait for the signal of the third train control system to be received, so the signal of the third train control system is not subject to reception and only the signal of the second train control system can be received. Keep in control.

  Even if there is a switching notification in the third control system while traveling in the control section that is the second train control system, it will also run in the control section that is the first train control system, and that section is not the end point The first train control system and the third control system can both receive signals, and when the section is the end point, only the first train control system signals can be received.

  The conditions for enabling reception of the signals of the first train control system and the third train control system, or the second train control system and the third train control system are either the first train control system or the second train control system. This is the same as the condition for enabling the reception of the signal.

  Moreover, the train control on-board apparatus of a present Example demonstrated the example of the apparatus which can operate | move corresponding to two different train control systems ATS-S system and D-ATC system as two train control systems. . However, even if the train control system is the same train control system (for example, an ATS-S system), the frequency band used for the signal may be different. The sampling rate of the AD converter is controlled. In this case, in the train control on-board apparatus of the present embodiment, the first train control system is a control system that takes one frequency band of the ATS-S system, and the second control system is the ATS-S system. Of these, the same explanation can be made by replacing the control system with the other frequency band.

  As described above, the train control on-board device of the above-described embodiment of the present invention can be configured with one system regardless of the number and combination of the corresponding train control systems, thus enabling cost reduction and generalization. In addition, if necessary, the analog processing system can be controlled so that signals of two train control systems can be collectively received, or signals of only one train control system can be received. As a result, reception of interference signals more than necessary can be prevented, and sampling at a speed higher than necessary can be prevented, so that power consumption can be reduced and the digital circuit scale can be reduced.

  Moreover, according to the train control on-board apparatus of a present Example, it becomes possible to receive simultaneously the signal from the multiple train control system for enabling automatic switching between train control systems.

  The amplifier 104 is configured according to the noise environment and the level of the received signal, and is not necessarily required.

  The antennas 101 and 102 are antennas capable of receiving signals from the respective train control systems, but may be a single antenna capable of receiving signals from both train control systems by widening the antenna. .

  Although not shown in FIG. 1, when any transmission is performed from the train side to the ground side in each train control system, a transmission processing unit including a DA converter with a variable sampling rate and bit resolution is provided. It is assumed that transmission is performed to the ground unit or the orbital circuit via the antennas 101 and 102. It is assumed that the control policy in the control unit 110 is similarly applied to transmission processing.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. In addition, various inventions can be formed by appropriately combining a plurality of components disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

101, 102 ... antenna,
103 ... analog filter,
104... Amplifier
105: AD converter,
106: System determination unit,
107 ... first train control system receiver,
108 ... second train control system receiver,
109 ... speed controller,
110 ... control unit,
301 ... train,
302 ... Ground child.

Claims (5)

A device on the train control vehicle for performing control of the train by receiving a signal containing information for the ground-side equipment or al control corresponding to the first train control system and the second train control system,
A filter that passes a signal in a frequency pass band among signals received from the ground side equipment;
An A / D converter that digitizes the signal passed by the filter;
A receiving unit that outputs a digitized signal or al system information necessary control to by the A / D converter,
A control unit for controlling the filter,
The second train control system is a train control system that is also used as a system switching notification between the first train control system and the second train control system,
The controller is
While traveling in the control section of the first train control system , the frequency pass band of the filter includes the first frequency band of the signal of the first train control system and the second frequency band of the signal of the second train control system. Frequency band,
When a switching notification signal from the first train control system to the second train control system is received during traveling in the control section of the first train control system, the frequency pass band of the filter is set to the second frequency band. only including, train control on vehicle apparatus characterized by changing the frequency band not including the first frequency band. The controller is
While traveling in the control section by the second train control system, the frequency pass band of the filter is a frequency band that includes the second frequency band and does not include the first frequency band,
When the second train control system receives a switching notification signal from the second train control system to the first train control system, the frequency pass band of the filter is changed to the first frequency band and the second frequency band. The train control on-vehicle apparatus according to claim 1 , wherein the frequency band includes a frequency band . A device on the train control vehicle for performing control of the train by receiving a signal containing information for the ground-side equipment or al control corresponding to the first train control system and the second train control system,
A filter that passes a signal in a frequency pass band among signals received from the ground side equipment;
An A / D converter that digitizes the signal passed by the filter;
A receiving unit that outputs a digitized signal or al system information necessary control to by the A / D converter,
And a control unit for controlling said filter,
The second train control system is a train control system that is also used as a system switching notification between the first train control system and the second train control system,
The controller is
When a switching notification signal from the first train control system to the second train control system is received during traveling in the control section of the first train control system, the frequency pass band of the filter is set to the second frequency band. only contains changes to a frequency band not including the first frequency band,
The traveling control section of the first train control system, without obtaining the information indicating that it is not running the second train control system section after traveling the first train control system section, the frequency pass of the filter The band is a frequency band including a first frequency band of the signal of the first train control system and a second frequency band of the signal of the second train control system, and the second train after traveling through the first train control system section When information indicating that the vehicle does not travel in the control system section is obtained, the frequency pass band of the filter is changed to a frequency band that includes the first frequency band and does not include the second frequency band. A train-controlled on-vehicle device. The train control on-board device further includes a variable gain amplifier,
The control unit further includes:
While traveling in the control section by the first train control system, the gain of the amplifier is controlled so as to satisfy any dynamic range of the first train control system and the second train control system,
The gain of the amplifier is controlled so as to satisfy a dynamic range of the second train control system while traveling in a control section by the second train control system. The train control on-vehicle device described. The A / D converter has a variable bit resolution,
  The control unit further includes:
  Controlling the bit resolution of the A / D converter so as to satisfy any dynamic range of the first train control system and the second train control system while traveling in the control section by the first train control system;
  The bit resolution of the A / D converter is controlled so as to satisfy the dynamic range of the second train control system while traveling in a control section by the second train control system. The train control on-vehicle apparatus according to any one of the above items.

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