JPH0458702A - Automatic train stopping system - Google Patents

Abstract

PURPOSE:To obtain an ATS-SN type automatic train stop system by disposing a second ground unit between the stop position of train and a signal thereby operating an alarm bell and an emergency brake simultaneously upon erroneous departure of train. CONSTITUTION:A second ground unit for transmitting a signal having resonance frequency different from that of a first ground unit toward a vehicle upon exhibition of a stop signal is disposed between the signal and a train stop position determined by the first ground unit. When the train departs erroneously from a position in front of the signal and passes through the second ground unit, an onboard unit is coupled electromagnetically with the second ground unit at a frequency of 123KHz and the oscillation frequency makes a transition from 105KHz to 123KHz. Consequently, a relay MR operable through a bandpass filter filtering only 105KHz signal is recovered while simultaneously a relay MPR is recovered to sound an alarm bell. At the same time a relay UR is broken to apply emergency brake.

Description

[Detailed Description of the Invention] This invention is an ATS-5N type automatic train stopping system (hereinafter referred to as AT
S-3N device).

■ A conventionally known device of this kind is to install a beacon 1 in front of the traffic signal Sig as shown in Fig. 7, and when the traffic signal Sig is in a stopped state, a 130KHz resonant circuit is connected. It affects the onboard element of the passing train TR, and increases the oscillation frequency of the oscillation circuit of the onboard device consisting of the onboard element and receiver to 105KH.
The frequency is changed from 2 to 130 KHz to notify the vehicle from the ground that the traffic signal SIG in front of the vehicle is in a stopped state, and also causes an alarm bell to ring. The function where the crew confirms that this alarm bell rings and the traffic signal SIG indicates a stop state, operates the service brake, and presses the confirmation push button is called ``1 confirmation'', and because this function has been added. , the ground element 1 is located not only at a position that takes into account the deceleration distance by the emergency brake from the traffic light Sig, but also by adding the travel distance to a preset time (for example, 5 seconds) for confirmation after the alarm bell rings. In terms of distance, it is located far away from the traffic light Sig.

If the confirmation is carried out within the set time, the train TR, as shown by the dotted line in FIG. 7, is operated in a normal state without applying the emergency brake and is stopped at a stop position in front of the signal Sig. On the other hand, if the confirmation is not performed within the set time, the emergency brake is operated after the set time and the train TR is stopped at the stop position in front of the signal Sig, as shown by the solid line in FIG. 7.

Normally, the above-mentioned operation is conventionally known and is brought about by the conventional part (other than the part surrounded by the chain line) of the circuit diagram of FIG. 2, which will be explained in the embodiment described later. Let me explain.

5 is an onboard element, 6 is a receiver, and this receiver 6 is an oscillation circuit,
An electronic circuit 7 having an amplifier circuit, etc., and various relays MR, MP'R, UR, A connected to the circuit through conductive wires.
It is composed of CR.

10 is an alarm device consisting of an alarm bell, 11 is an indicator consisting of red and white lights, 12 is a confirmation push button, 13 is a reset switch, and 14 is an automatic brake, which are connected to the receiver 6 via a connection box (not shown). They are connected by conductive wires and are operated by commands from the receiver 6. That is, the relay MR (main relay) is normally excited by the frequency that is constantly oscillated from the oscillation circuit in the electronic circuit 7 of the receiver 6, for example 105KH2, and the relay MPR (main relay) is excited by its operating contact.
Reaction relay) is energized, relay MPR further turns on the white light of display 11 by its operation contact, and relay O
R (time relay) is energized.

As the train TR carrying the receiver 6 passes the berm 1 which is in an alarm state, the oscillator circuit becomes
The frequency is changed from KH2 to 130KHz, the excitation of relay MR in receiver 6 is cut off, relay MR is restored, and relay M
Since the current to PR is cut off, relay MPR becomes inactive. As a result, the white light goes out, and the newly configured recovery contact of the relay MPH rings the bell of the alarm 10.
At the same time, the red light on the display 11 is turned on. Also relay M
When the PH is restored, the current to the relay UR is cut off, so the relay UR continues to operate for a certain period of time due to the discharge current of the capacitor connected in parallel.

If the crew member operates the brake while the relay UR continues to operate and presses the confirmation push button 12 (or after operating the brake once and then placing the handle in the "weight" position), the relay ACR (confirmation) is activated. relay) operates, operating relay MR and returning to the original state.

However, if the relay UR is restored in time, the solenoid valve activates and releases the air in the brake pipe to the atmosphere, automatically applying the emergency brake.

The time during which the relay UR maintains its operating state is a margin of time for the crew member to carry out confirmation, and is normally set to about 5 seconds.

However, with the conventional system, the train TR has stopped at the stop position before the signal Sig.

However, as shown by the chain line in FIG. 7, no alarm is issued even if the vehicle erroneously departs in the direction of the stop signal Sig.

In addition, a ground element was sometimes installed between the stop position of the train TR and the signal Sig in front of the signal Sig indicating a stop signal, which becomes a 130 KHz resonant circuit when the signal Sig indicates a stop signal. In this case, even if the train TR mistakenly departs in the direction of the stop signal Sig, the time it will take to stop using the emergency brake will be a preset time after passing this ground signal and after a preset time for confirmation. Become.

Therefore, in any of the above cases, the train TR that departed erroneously
, there was a risk of intruding into the inside of the traffic signal Sig, which was in a stopped state, which posed a security problem.

Therefore, this invention solves the above-mentioned conventional problems and provides an AT that can immediately operate the alarm bell and emergency brake at the same time to stop the train TR when it makes an erroneous departure.
The purpose of the present invention is to provide an S-SN device.

In order to achieve the above-mentioned object of the present invention, as shown in FIG. A second ground element 2 is installed which exerts an influence of a resonant frequency different from the resonance frequency of the ground element 1. The receiver 6 is connected to a relay that operates via the onboard element 5 which is affected by the resonant frequency of the ground element 1, and operates as a confirmation or emergency brake and then as a recovery operation. , a relay BPR that is not affected by the resonance frequency of the ground element 2 is provided. Also, as mentioned above, the traffic light Si
The train TR stopped before g, and the signal Si indicates that it has stopped.
When the erroneous departure occurs in the g direction, the relay MPR and the relay UR are restored via the onboard element 5 which is affected by the resonance frequency from the ground element 2 while the relay BPR remains restored, and the alarm bell is activated. At the same time, the emergency brake is activated.

Further, it is preferable that the receiver 6 incorporates oscillators 41 and 43 that superimpose a frequency for identifying the type of train on the ground.

With the above configuration, even if the train TR, which has stopped at the stop position before the signal Sig, erroneously departs, it will be affected by the resonance frequency from the ground element 2 as the train passes the ground element 2. Relay MPR and relay OR are restored via the train onboard while relay BPR is restored, and the alarm bell and emergency brake are operated at the same time, so that the train TR that has departed by mistake is activated.
, will be stopped immediately.

To Suni! F Figures 1 to 3 show an embodiment of the present invention, and in the circuit diagram of the on-board device shown in Figure 2, the only difference from the conventional one is the part surrounded by chain lines, and the rest is the same as the conventional one. It has become.

In FIG. 2, the relay BR provided in the receiver 6 is provided on a conductor 21 connected to the electronic circuit 7 in parallel with the relay MR.

A recovery contact for the relay MH, a recovery contact for the relay ACH, and an operation contact for the relay BR are provided on the conductor 24 connected between the conductor 21 provided with the relay BR and the conductor 23 provided with the relay MR. It is being A relay B is connected to the conductor 25 connected to the electronic circuit 7 in parallel with the conductor 21.
PR, a recovery contact for relay MR, and an operation contact for relay BR are provided. A recovery contact of the relay BPR is provided on the conducting wire 26 which is connected to the electronic circuit 7 in parallel with the conducting wire 25 and on which the relay MPR is provided.

A conductor 27 connected to the electronic circuit 7 in parallel with the conductor 26 and provided with the relay UR has an operating contact of the relay BPH on the conductor 28 connecting the output side and the input side of the relay UR,
Operating contacts of relay UR are provided. In addition, the electronic circuit 7 is connected in parallel with the conductor 27 from near the operating contact of the relay LIR.
A recovery contact of relay BPR is provided on conductor 29 connected to. Furthermore, an electronic circuit 7 is connected in parallel with the conducting wire 27.
An operating contact of a relay BPR is provided on a conducting wire 31 that connects a conducting wire 30 provided with a relay ACR and a pressing contact of the confirmation pushbutton 12.

Further, the receiver 6 is provided with a device capable of determining whether the train is a high deceleration performance train or a low deceleration performance train. That is, the electronic circuit 7 has a main amplifier circuit 32 connected to the onboard element 5 as shown in FIG.
, a rectifier circuit 35 is connected in series with the relay MR, and a band ura wave device 3 for a frequency of 130 KHx is provided.
7. An amplifier circuit 38 and a rectifier circuit 39 are connected in series with the relay BR. Reference numeral 41 denotes an oscillator for the φ superimposed frequency of 67.0 KHz transmitted by the high deceleration performance train through the onboard element 5, and is connected to the main amplifier circuit 32 via the amplifier circuit 42.

Incidentally, as a matter of course, such an oscillator 41 and an amplifier circuit 42 are not provided in the receiver of a low deceleration performance train.

Therefore, both the high deceleration performance train and the low deceleration performance train constantly oscillate the oscillation frequency of 1'05KH2 through the onboard element 5, and the high deceleration performance train oscillates at the superimposed frequency of 67.
Since 0KH2 is transmitted through the same onboard transducer 5 (low deceleration performance trains do not transmit such a superimposed frequency), the presence or absence of this superimposed frequency is received by a detection ground transducer (not shown), and the type of train can be determined. It is determined.

FIG. 4 shows a modified example of the electronic circuit, and this electronic circuit 7' is characterized in that it has two superimposed frequencies, whereas the electronic circuit 7 has only one wave. 43 is, for example, a superimposed frequency of 73 KHz that each stopped train transmits through the onboard element 5.
It is an oscillator for the main amplifier circuit 3 via the amplifier circuit 44.
2 is connected in parallel with an oscillator 41 and an amplifier circuit 42 for a superimposed frequency of 67KH2. In this case, in addition to determining whether the train is a high deceleration performance train or a low deceleration performance train as described above, at the same time as this determination, each stopped train has a superimposed frequency of 73KHz.
By transmitting such superimposed frequency 73KH
This makes it possible to distinguish between express trains that do not transmit z.

FIG. 5 shows another modification of the electronic circuit, and this electronic circuit 7
While the electronic circuit 7' transmits two waves of the superimposed frequency at the same time, the # signal can be switched by a switch 45 and transmitted separately.

The other configuration and functions of electronic circuit 7# are the same as those of electronic circuit 7'. In this modification, since the superimposed frequency of 67 KH2 and 73 KHz is switched by the switch 45 as described above, only one of the amplifying circuits 42 and 44 is sufficient as the amplifying circuit.

Next, the operation of the above embodiment will be explained.

The train TR, which stopped at the stop position before the signal Sig, erroneously departed, and as it passed the ground element 2, the frequency of 123K
When the Hz ground element 2 and the onboard element 5 are electromagnetically coupled, the oscillation frequency changes from 105 KHz to 123 KHz, so the relay MR that was operating through the bandpass filter 33 that filters only the 105 KHz frequency is restored, and the relay MR's Relay MPR, which is restored at the same time as restoration, rings an alarm bell, and relay UR falls at the same time, applying the emergency brake almost simultaneously (see Figure 6).

At this time, relay BR and relay BPR remain restored. In addition, as shown in Fig. 8, the relay BR changes the frequency to 130K as the train TR passes through the ground element 1.
When the ground element 2 and the onboard element 5 of Hz are electromagnetically coupled, the frequency 1
The relay BR operates through the band waver 37 which waves only 30KH2, and the relay MR which was operating through the band waver 33 which waves only the frequency 105KH2, operates at the same time. In addition, relay BPR operates simultaneously with the operation of relay BR, and also operates simultaneously with the operation of relay MR or relay B.
It will be restored at the same time as H is restored.

AT
In the S-3N device, even if a train that has once stopped at a stop position in front of a traffic signal erroneously departs in the direction of the traffic light, the effect of the resonance frequency from the second wayside element 2 is canceled as the train passes the second wayside element 2. Relay MPR and relay UR are restored via the receiving onboard member, with relay PBR restored, and the alarm bell and emergency brake are activated simultaneously, causing the train that has departed erroneously to stop when the stop signal is activated. It is possible to reliably prevent a large intrusion into the interior, making it possible to provide an extremely safe security system.

In addition to the above-mentioned effects, the invention of claim 2 can reliably determine the type of train on the ground, such as whether the passing train is a high deceleration performance train, a low deceleration performance train, a train at each stop, or an express train.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing an embodiment of the present invention, Fig. 2 is a circuit diagram showing electrical connections of the above on-board equipment, etc., Fig. 3 is an enlarged detailed view of the electronic circuit section of the above, and Fig. 4 and FIG. 5 is an enlarged detailed view showing each modified example of the electronic circuit, and FIG. 6 is a time chart for explaining the effect caused by the erroneous start of the same as above.
Figure 7 is a schematic diagram of the conventional example, Figure 8 (A) is a time chart to explain the effect when confirmation handling is performed within the set time, and Figure 8 (B) is a time chart for explaining the effect when confirmation handling is not performed. It is a time chart for explaining the effect. 1... Ground coil (first ground coil) 2... Ground coil (second ground coil) 5... Onboard coil 7, 7', 7'... Electronic circuit 11... Indicator 13 ...Return switch TR, TR2...Train 6...Receiver 10...Alarm 12...Confirmation push button 14...Automatic brake Sig...Signal Fig. 1 Fig. 6 Fig. 7 Figure 8

Claims (1)

[Claims] 1. In addition to the deceleration distance caused by the emergency brake from the traffic light, the distance traveled within a preset time is added for manual operation as a confirmation to confirm that the traffic light is in a stopped state. The first beacon is installed at a position above the car and exerts a predetermined resonant frequency effect on the car. 1 The resonant frequency from the ground element is restored via the onboard element affected by the resonant frequency, and the alarm bell is operated to treat it as a confirmation, and if no manual operation to treat it as confirmation is performed within the set time, the set time An automatic train stopping device comprising a receiver having a relay MPR and a relay UR that later operates an emergency brake to stop the train at a stop position in front of a signal, wherein the train is stopped at a position between the train stop position and the signal. , when the traffic signal is in a stopped state, a second beacon is installed that applies a resonance frequency different from the resonance frequency of the beacon to the vehicle, and the receiver is affected by the resonant frequency of the first beacon. A relay MPR that operates via the receiving onboard element and operates as a confirmation or as a return operation after operating the emergency brake.
A relay BPR is installed that is not affected by the resonant frequency of the second ground element, and as mentioned above, when a train that has stopped in front of a signal erroneously departs in the direction of the stop signal. , While relay BPR remains restored, relay MPR and relay UR are restored via the onboard element affected by the resonance frequency from the second ground element, and the emergency brake is activated at the same time as the alarm bell is activated. An automatic train stopping device characterized by: 2. The automatic train stopping device according to claim 1, wherein the receiver includes an oscillator that superimposes a frequency for determining the type of train on the ground.