JP5856544B2 - ATC on-board device and railway vehicle - Google Patents

Description

  The present invention relates to an ATC on-board device and a railway vehicle that can cope with a change in direction between an up line and a down line.

  An ATC (Automatic Train Control) on-board device (hereinafter referred to as “ATC on-board device”) is a 1END-side leading vehicle (hereinafter referred to as “1E leading”) and a 2END-side leading vehicle (hereinafter referred to as “2E leading”). ”).) On both leading vehicles.

  The ATC on-board device receives an ATC signal (hereinafter referred to as a “telegram”) from the track circuit and demodulates the carrier frequency to obtain a signal wave and perform control. This carrier frequency has different values for the uplink and the downlink. In the ATC on-board device, for example, the carrier frequency of the message that each ATC discriminates is divided such that 1E head ATC is an up line and 2E head ATC is a down line. As a result, the traveling direction of each END is fixed, and the direction cannot be changed.

  For example, consider a route 63 as shown in FIG. In this route 63, one closed route is formed from the starting station 60 to the station 61 and returning to the station 60 via the station 62, but for returning from the station 62 to the station 60. This section is an uphill section opposite to the downhill section from the station 60 to the station 62, and the station 62 switches from the down section from the station 61 to the station 62 to the up section from the station 62 to the station 60. It will be.

  In order to perform a train traveling from the station 60 to the station 61 and the station 62 and returning to the station 60, the conventional ATC on-board device is used to travel from the descending section. When switching to the section, the top car had to be replaced. Therefore, for example, as shown in FIG. 7, after entering the middle line 70 from the down line 71 through the route 70a, switching the leading vehicle at the middle line 70, and then going to the up line 72 through the route 70b. It was essential to switch the top car, such as entering.

  Further, for example, Patent Document 1 describes a digital ATC system that does not restrict the use of a frequency band of a digital ATC signal conveyed to an on-board device, and includes a railroad crossing control device 10a, 11a and digital ATC signals 1a, 2a, 3a. The control signal selects different frequency bands, and the digital ATC signal 1a received by the train 30 while traveling on the track circuit 1T is added with the information of the digital ATC signal 2a to be received by the next track circuit 3T. Describes an invention that can be received without problems even when the frequency band of the digital ATC signal received in the previous orbit changes when entering the orbit circuit 3T.

JP 2008-37155 A

  In the conventional ATC device, for example, when attempting to enter the down line with the leading vehicle for traveling up and down, the telegram cannot be received and the down line cannot be traveled. For this reason, there is a problem that the top car needs to be replaced.

  The present invention provides an ATC on-board device that can change direction and travel without changing the direction of the vehicle, because the ATC on-board device automatically distinguishes between up and down lines. With the goal.

  The ATC on-board device of the present invention includes a power receiver for receiving a signal flowing on a rail, a reception control unit for processing the received signal, and an output unit for outputting the processed progress signal. In the ATC on-vehicle apparatus, the reception control unit includes a determination unit that determines an uplink telegram signal and a downlink telegram signal, and can travel on both the upper and lower lines.

  Moreover, the railway vehicle of the present invention has a power receiver for receiving a signal flowing on the rail, a reception control unit for processing the received signal, and an output for outputting the processed progress signal to the leading vehicle. The reception control unit includes a discriminating unit that discriminates between an uplink telegram signal and a downlink telegram signal, and can travel on both the upper and lower lines. Equipped with ATC on-board device.

  According to the present invention, since the ATC on-board device automatically discriminates between an up line and a down line, it is not necessary to consider the direction of the railway vehicle, and the vehicle can change direction and travel.

It is a figure which shows the whole structure of the railway vehicle carrying the ATC on-vehicle apparatus of this invention. It is the flowchart which showed the flow of control of the ATC on-board apparatus of this invention. It is the block diagram which showed the control content in the reception control part in the ATC on-board apparatus of this invention. It is the figure which showed the example in the case of receiving the leaked message | telegram in a single line. It is the figure which showed the example in the case of receiving the leaked message | telegram in a double track | line. It is the figure which showed the example of the route which needs a direction change. It is the figure which showed the example of operation | movement required when straddling an up-down line in a prior art.

In an embodiment of the present invention, an ATC including a power receiver for receiving a signal flowing on a rail, a reception control unit for processing the received signal, and an output unit for outputting a processed progress signal a on-board equipment, the reception control unit, in order to allow traveling both up and down lines, e Bei discrimination unit for discriminating a message signal for message signal and a downstream line for up line, the output The unit preferably includes a mechanism for outputting a stop signal when two progress signals of an upstream progress signal and a downward progress signal are output at the same time .

Further, in the embodiment of the present invention, before Symbol reception control unit, the detecting voltage of the message signal, erroneous voltage of the telegram signal detected outputs the progressive signal in the case of more than the minimum operating voltage detection prevention It is desirable to have a mechanism.

Further, in the embodiment of the present invention, the reception control unit includes a carrier frequency of the telegram signal belonging to an uplink carrier frequency band or a downlink carrier frequency band, and the uplink or downlink carrier frequency band. It is desirable to provide a false detection prevention mechanism that outputs the progress signal when the voltage of the telegram signal is equal to or higher than the minimum operating voltage and equal to or higher than the minimum operating voltage .

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a railway vehicle equipped with an ATC device 10 of the present invention. The 1END-side leading vehicle, which is denoted as a whole by 11, is the 1E head, and the 2END-side leading vehicle, which is denoted as a whole by 12, is the 2E head.

  Examples will be described below. FIG. 1 shows an ATC device 10 according to the present invention. Each leading car will be equipped with similar devices. By mounting the same ATC device 10, it is possible to reduce costs because there is no distinction between devices and production can be performed as a standard.

  With reference to FIG. 1, the specific flow of control of this apparatus is demonstrated. The ATC device 10 is controlled when the power receiver 13 receives a message flowing on the rail 18 after the device is turned on.

  The value of the carrier frequency of the message flowing through the rail 18 is different for the up line and the down line. As an example, the carrier frequency 19a of the upstream telegram 19a is set to 2000 Hz. In addition, the carrier frequency 19b of the downlink message 19b is set to 1000 Hz as an example. Since these are examples, when they are put into practical use, they are adjusted to the actual carrier frequency.

  First, an example of the traveling direction going up shown in the upper diagram of FIG. The telegram is flowing on the rail 18. When the train travels on the rail 18, the power receiver 13 attached in front of the wheel receives the upward telegram 19 a from the rail 18. The received uplink message 19a is transmitted to the ATC on-board device 10.

  Although the detailed explanation of the inside will be described later, the transmitted uplink message 19a determines whether or not the carrier frequency of the uplink message 19a is the uplink carrier frequency. Based on the telegram 19a received by the second system 15 of the control unit, the speed is checked with an upward pattern. The same processing is performed in the reception control unit 1 system 14 and the reception control unit 2 system 15, and the common unit 16 matches the brake output of the reception control unit 1 system 14 and the reception control unit 2 system. Thus, the brake output outputted from the ATC on-board device 10 is transmitted to the brake control device 17, and the brake release and the brake output are controlled.

  The processing flow is the same in the traveling direction down. In the determination of the carrier frequency of the above-described message, when it is determined that the message is for the downlink message 19b, the speed check is performed using the downlink pattern.

  The control of the present invention is performed in the reception control unit including the first system 14 of the reception control unit and the second system 15 of the reception control unit in the ATC on-board device 10. The first system 14 of the reception control unit and the reception control are performed. Specific processing of the present invention performed in the reception control unit including the second system 15 of the unit will be described.

  FIG. 2 is a flowchart showing a flow from when the power receiver 13 in FIG. 1 receives a message until the common unit 16 outputs a signal. From the state in which the power of the ATC on-board device 10 is turned on in step S101 and the ATC on-board device 10 continues to output the stop signal, the process from the state in which the progress signal is output in step S110 is shown. Description will be made in order from the top of the flow.

  First, when the power of the ATC on-board device 10 is turned on in step S101, the power receiver 13 receives a message from the track circuit in the line in step S102. At this time, if no electronic message is received, the process proceeds to step S104, and a stop signal is held, so that it is impossible to proceed. Hereinafter, when it is described that the stop signal is held, it means that the progress is impossible.

  Next, when a telegram is received, it is determined in step S103 whether the carrier frequency of the received telegram belongs to the range of the uplink carrier frequency band or the downlink carrier frequency band. If it is determined in step S103 that the frequency does not belong to any carrier frequency band, it is determined that the message is not correct, and the process proceeds to step S104 to hold a stop signal.

  In step S103, when the received message is within the range of the uplink or downlink carrier frequency band, as a reconfirmation in order to ensure safety, in step S105, this time the value is equal to or greater than the lower limit value of the carrier frequency band. Determine if there is any.

  At the same time, in step S106, the voltage of the message is detected, and in step S107, it is determined whether the minimum operating voltage is 10 mV or more. The necessity of this message voltage detection will be described later. If the carrier frequency of the received message is less than the lower limit value of the carrier frequency band in step S105, or if it is less than the minimum operating voltage in step S107, the process proceeds to step S104. Hold.

  If the conditions so far are satisfied, and there is an input of a lever that determines the traveling direction of the vehicle, which is a lever lever, in step S108, the RS flip-flop is activated in step S109, and the process proceeds to step S110 to output a progress signal. It shall be. If there is no reversal input in step S108, the RS flip-flop is activated in step S109, the process proceeds to step S104, and the stop signal is held.

  FIG. 3 is a block diagram showing in detail the processing of the telegram in the reception control unit including the first system 14 of the reception control unit and the second system 15 of the reception control unit in FIG. Although the same contents as part of the flowchart of FIG. 2 are included, the details will be described again.

  Two processes when receiving the carrier frequency of the uplink telegram 19a on the uplink or the downlink telegram 19b on the downlink are shown. In this manner, enabling reception of two frequency bands is a major factor that enables automatic discrimination between the upstream and downstream carrier frequencies. Since the processing after determining the frequency band is the same for both uplink and downlink, a specific description will be given using an example in which an uplink carrier frequency is received.

  The message received by the power receiver 13 is discriminated using the band pass filter 111. If the upstream carrier frequency is 1000 Hz, 900 Hz to 1100 Hz is defined as the upstream carrier frequency. The frequency range of the band pass filter 111 is set to a range of ± 10% of the carrier frequency.

  In order to ensure safety, the message that has passed through the band-pass filter 111 is checked again as to whether it is 900 Hz or more, which is the lower limit 112 of the carrier frequency band. At the same time, the electronic voltage detection 114 is performed to determine whether the minimum operating voltage 115 is 10 mV or higher. By determining whether or not the minimum operating voltage 115 is not less than the minimum operating voltage 115 by this voltage detection, there is an effect of preventing erroneous detection of a message. Here, the misdetection of a message | telegram is demonstrated using FIG. 4, FIG.

  FIG. 4 is a diagram showing an example of receiving a leaked message on a single line. The power receiver 44 receives the telegram 42 that flows in the track circuit on the up line, but there is a possibility that the telegram 43 that flows on the next track circuit in the down line leaks from the next track circuit on the track circuit boundary 41. In this case, the frequency of the telegram 40 leaking from the next track circuit may be normally received as a downstream telegram.

  Next, FIG. 5 is a diagram illustrating an example in the case of receiving a leaked message on a double track. In the double track, the power receiver 52 receives the telegram 54 that flows through the existing track circuit, but if the adjacent rail 53 is close, the telegram that flows through the adjacent rail 53 may leak. In this case, as in the case of the single wire, there is a possibility that the telegram 51 leaked from the adjacent rail is normally received.

  As shown in the examples of FIGS. 4 and 5, in preparation for the case where a leaked message is received, the voltage of the message is detected and compared with the minimum operating voltage. Leaked messages are very unlikely to meet the minimum operating voltage. However, in consideration of the possibility of exceeding the minimum operating voltage, a function for further ensuring safety is provided. This will be further described later.

  Returning to the continuation of the description of FIG. Next, the comparison with the lower limit value 112 of the carrier frequency band and the comparison with the minimum operating voltage 115 are added together. In the above-described two determinations, if it is determined that the carrier frequency band is equal to or higher than the lower limit value and equal to or higher than the minimum operating voltage, the AND circuit 117 outputs and the message is set in the flip-flop circuit 118 as an upward progress signal. Is done. In the above two determinations, if at least one of the determination conditions is not met, the progress signal is not output and the stop signal is held. By controlling the progress signal by making a comparison with the lower limit value 112 of the carrier frequency band and a comparison with the minimum operating voltage 115, it is possible to more reliably prevent erroneous detection of a message. .

  When a progress signal is set in the flip-flop circuit 118 and an input in the direction of travel of the lever is input, the set value becomes the final output of the flip-flop circuit 118 and a progress signal is output.

  In consideration of the case where the leading vehicle is replaced, the lever lever is once in the “off” state when the traveling direction of the lever lever is switched. In the “OFF” state, the reset signal of the flip-flop circuit 118 becomes true, and the progress signal held in the flip-flop is reset. That is, a stop signal is output. As a result, the leading vehicle cannot be replaced while traveling, and safety is ensured by replacing the leading vehicle while the vehicle is stopped.

  In addition, as a possibility, if both the incoming and outgoing telegrams are received and exceed the minimum operating voltage 115 and 125 and both telegrams are output as progress signals, it is safe at the final stage. A function for ensuring the reliability will be described.

  In FIG. 3, the output from the flip-flop circuit 118 that outputs the upward progress signal is (1), and the output from the flip-flop circuit 119 that outputs the downward progress signal is (2).

  The above-described case where both the uplink and downlink messages are output as progress signals is because both the output (1) from the flip-flop circuit 118 and the output (2) from the flip-flop circuit 119 are both. This is the case when the true value is 1. A circuit using a NAND element 119 and AND elements 120 and 130 is provided in the flip-flop circuit 118.

  The output (1) from the flip-flop circuit 118 and the output (2) from the flip-flop circuit 119 are input to the NAND element 119, and the outputs (1) and (2) are connected to different AND elements 120, respectively. Assume that the circuit is input to the AND element 130 and the output of the NAND element 119 is another input of each of the two AND elements 120 and 130.

  The result is the truth table shown in FIG. When the output (1) from the flip-flop circuit 118 and the output (2) from the flip-flop circuit 119 both have a true value 1, the output of the NAND element 119 has a false value 0, and the AND element 120, Since this is an input to 130, both the upstream progress signal (3) and the downstream progress signal are output as stop signals. This ensures safety.

  As described above, the ATC on-board device automatically discriminates the up / down line while ensuring safety by the bandpass filter, voltage detection, flip-flop, and logic circuit, so there is no need to consider the direction of the vehicle, It can be an ATC on-board system that can change direction and run.

  Further, in terms of being able to change direction and traveling, it is possible in the known example of Patent Document 1 (Japanese Patent Laid-Open No. 2008-37155) described in the section of the prior art. In addition to on-vehicle equipment, all ground equipment needs to be improved.

  In the present invention, since the ground device can be handled only by the on-board device with the existing ground device, it is considered that differentiation is achieved.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.

  Further, a part of the configuration of a certain embodiment can be replaced with another configuration, and another configuration can be added to the configuration of a certain embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  In addition, each of the above-described configurations, functions, processing units, processing procedures, and the like may be realized in hardware by designing some or all of them, for example, with an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files that realize each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

  Further, the control lines and information lines indicate what is considered necessary for explanation, and do not necessarily indicate all the control lines and information warfare provided in the product. Actually, it may be considered that almost all the components are connected to each other.

DESCRIPTION OF SYMBOLS 10 ATC on-board apparatus 11 1E head 12 2E head 13 Power receiver 14 1 system of a reception control part 15 2 systems of a reception control part 16 Common part 17 Brake control apparatus 18 Rail 19a Message for going up 19b Message for going down 40 Next track circuit Telegram leaked from 41 Track circuit boundary 42 Telegram flowing through existing track circuit 43 Telegram flowing through next track circuit 44 Power receiver 51 Telegram leaked from adjacent rail 52 Receiver 53 Adjacent rail 54 Message flowing through existing track circuit 60 Starting station 61 Via station 1
62 via station 2
63 Traveling route 70 Middle line 70a Route entering the middle line from the down line 70b Route entering the up line from the middle line 71 Down line 72 Up line 111 Band pass filter 112 Lower limit value of the carrier frequency band 114 Voltage detection 115 Minimum operating voltage 116 Comparator 117 AND element 118 Flip flop circuit 119 NAND element 120 AND element 121 Band pass filter 122 Lower limit value of carrier frequency band 124 Voltage detection 125 Minimum operating voltage 126 Comparator 127 AND element 128 Flip flop circuit 130 AND element 131 OR circuit 132 NOT circuit

Claims (4)

An on-board ATC device comprising a power receiver for receiving a signal flowing on a rail, a reception control unit for processing the received signal, and an output unit for outputting a processed progress signal,
The reception control unit, in order to allow traveling both up and down lines, e Bei discrimination unit for discriminating a message signal for message signal and a downstream line for up line,
The output unit includes a mechanism for outputting a stop signal when two progress signals, that is, an upward progress signal and a downward progress signal are output at the same time.
ATC on-board device characterized by the above. The ATC on-board device according to claim 1,
The reception control unit, ATC, which detects the voltage of the telegram signal, and a voltage of the telegram signal detected is provided with an erroneous detection preventing mechanism for outputting the progress signal in the case of more than the minimum operating voltage On-vehicle equipment. The ATC on-board device according to claim 1,
The reception control unit, a carrier frequency of the telegram signal is in conjunction within the scope of the carrier frequency band of the uplink carrier frequency bands or downlink, or the lower limit value of the carrier frequency band of the uplink or the downlink, and the when the voltage of the telegram signal is the minimum operating voltage or more, ATC onboard apparatus characterized by comprising an erroneous detection preventing mechanism for outputting the progress signal. A railway vehicle equipped with the ATC on- board device according to any one of claims 1 to 3 .

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