Ground system and on-vehicle device

Abstract

To provide a new technique by which the overrun and false start of a train can be prevented, which cannot be realized by the point control type information transmission.SOLUTION: A loop coil 20, for communicating with an on-vehicle unit 52 of a train 5, includes a relative stop position that is a position of the on-vehicle unit when the train 5 is located at a prescribed stop-target position, and is arranged on track so that the coil surface is extended so as to be able to communicate in both directions outward and inward from the relative stop position. A ground device 10 allows the loop coil 20 to transmit an overrun prevention signal that directs a speed control of the train 5 for preventing the overrun of the train 5 beyond the stop-target position. An on-vehicle device 51 of the train 5 performs a brake control according to the travel speed when the on-vehicle unit 52 receives the overrun prevention signal.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a ground system or the like that prevents trains from overrunning. [Background technology]

[0002] On railways, when a train is stopping or departing, there is a possibility that the train will overrun, passing the target stopping position and entering the inside of it due to a driver's misinterpretation of a signal aspect or an operational error. Overrunning trains can lead to dangerous situations, such as entering unwarned or unbarred level crossings or overpasses, or colliding with other trains. For this reason, various technologies have been proposed to ensure that trains can be stopped reliably (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-271722 Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional technology uses point-control information transmission to transmit specific signals from the ground coil to the on-board side. In other words, point control allows signals to be sent and received only when the ground coil installed at a specific location and the on-board coil of the train are electromagnetically coupled. This transmits specific signals to the on-board coil, controlling the train's speed and stopping it. This makes it impossible to control the running speed while continuously receiving signals within a certain range. Furthermore, it is not possible to prevent, for example, the false departure of a train that has stopped when the on-board coil is not coupled to the ground coil.

[0005] The problem that the present invention aims to solve is to provide a new technology that can prevent trains from overrunning and erroneous departures, which could not be achieved with point-control type information transmission. [Means for solving the problem]

[0006] The first invention to solve the above problem is: a loop coil installed on a track for communicating with an on-board device of a train, the loop coil including a relative stop position which is the position of the on-board device when the train is positioned at a predetermined stop target position, and having a coil surface extended so that the communication is possible in both directions outward from and inward from the relative stop position; a ground device that controls the loop coil to transmit an overrun prevention signal that instructs speed control of the train to prevent the train from overrunning beyond the target stop position; It is a ground system equipped with

[0007] According to the first aspect of the present invention, overrunning, which occurs when a train erroneously passes the target stop position and enters the area inside the target stop position, can be more reliably prevented. Specifically, an overrun prevention signal instructing train speed control to prevent the train from overrunning beyond the target stop position is transmitted from a loop coil whose coil surface extends both outward and inward from the relative stop position, including the relative stop position, which is the position of the on-board coil when the train is positioned at the target stop position. Therefore, the train receives the overrun prevention signal continuously from the loop coil not only while positioned at the target stop position, but also before reaching the target stop position and after passing the target stop position. This prevents train overrunning, which was not possible with point-control information transmission. Furthermore, even if the train stops beyond the target stop position, the on-board coil can receive the overrun prevention signal from the loop coil. Therefore, false departures can be prevented.

[0008] The second invention is the above-mentioned invention, A signal indicating whether or not entry into the inside of the stop target position is permitted is installed on the track, The ground device controls to transmit the overrun prevention signal in conjunction with the stop aspect of the traffic light. It is a ground system.

[0009] According to the second aspect of the present invention, the loop coil can transmit an overrun prevention signal in conjunction with the stop aspect of a signal, which indicates whether or not a train can proceed further inward than the target stop position. This makes it possible to prevent overrunning, where a train enters the inside of a signal when the signal is indicating a stop aspect. Furthermore, even if the train stops beyond the target stop position, the on-board coil can receive the overrun prevention signal from the loop coil, preventing false departures.

[0010] The third invention is the above-mentioned invention, The overrun prevention signal includes a signal that disables the driver's acceleration operation when the train is stopped. It is a ground system.

[0011] According to the third invention, the driver's acceleration operation when the train is stopped can be disabled. As a result, after the train has stopped at the target stop position, the train cannot depart while the overrun prevention signal is being transmitted, making it possible to prevent erroneous train departures, such as departing when the signal is indicating a stop phase.

[0012] The fourth invention is An on-board device of the train running on the track equipped with the ground system of the present invention, This is an on-board device that performs brake control according to the running speed when the overrun prevention signal is received by the on-board coil.

[0013] According to the fourth aspect of the present invention, the on-board equipment of the train can perform brake control according to the running speed when an overrun prevention signal is received. This allows the brakes to be applied to stop the train when the overrun prevention signal is received, making it possible to prevent the train from overrunning beyond the target stopping position. Furthermore, since the distance required to stop the train varies depending on the running speed of the train, it is possible to perform appropriate brake control, for example, by applying the service brakes when the running speed is low (slow) and applying the emergency brakes when the running speed is high (fast). Furthermore, by not applying or easing the brakes when an overrun prevention signal is not received, the on-board equipment can, for example, allow the train to run beyond the target stopping position when the signal is not indicating a stop phase.

[0014] The fifth invention is the above-mentioned invention, The on-board device is an on-board device that controls the brakes to be applied when the train is not stopped, the running speed satisfies a predetermined low-speed condition, and the elapsed time since receiving the overrun prevention signal reaches a predetermined time.

[0015] According to the fifth aspect of the present invention, the on-board equipment of the train can control the brakes to be applied when the train is not stopped, the running speed satisfies the low-speed condition, and the elapsed time since receiving the overrun prevention signal reaches a predetermined time. When the driver is applying the brakes to stop the train at the target stopping position, the possibility of overrunning is low but not zero. In such cases, the on-board equipment can determine the possibility of overrunning and apply the brakes, reducing the psychological burden on the driver who is applying the brakes and more reliably preventing the train from overrunning. [Brief explanation of the drawings]

[0016] [Figure 1] Schematic diagram of an example application of a ground system. [Figure 2] FIG. 10 is an explanatory diagram of the installation position of the loop coil. [Figure 3] An example of the configuration of ground equipment. [Figure 4]An explanatory diagram of the brake control of the on-board equipment when arriving at a station. [Figure 5] An explanatory diagram of the brake control of the on-board equipment when arriving at a station. [Figure 6] An explanatory diagram of the brake control of the on-board equipment when arriving at a station. [Figure 7] 10 is a flowchart of the processing of the on-board equipment when arriving at a station. [Figure 8] 10 is a flowchart of the processing of the on-board equipment when departing from the station. DETAILED DESCRIPTION OF THE INVENTION

[0017] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Note that the forms to which the present invention can be applied are not limited to the following embodiments. In addition, in the description of the drawings, the same elements are given the same reference numerals.

[0018] [System Configuration] FIG. 1 is a diagram schematically illustrating an application example of a ground system 1 according to this embodiment. FIG. 1 illustrates an example in which the ground system 1 is installed in a station premises where a crossing road, which is an internal level crossing, is provided. In the example of FIG. 1, a crossing road 64, which is an internal level crossing that intersects with a track (railway) 61, is provided in front of a platform 62 (to the right as one faces FIG. 1: the side where the train 5 enters). Passengers of the train 5 travel along this crossing road 64 between the platform 62 and a station building (ticket gate) 65. In addition, a target stopping position for the train 5 is set on the track 61 so that passengers can board and disembark at the platform 62. A departure signal 63, which is a signal that indicates whether the train 5 is permitted to depart from the station by a signal aspect, is provided. When the train 5 is not approaching and the departure signal 63 is indicating a stop aspect, no warning (such as sounding an alarm or lowering a barrier) is issued for the crossing road 64. Therefore, passengers can pass through the crossing road 64.

[0019] A train 5 arriving at a station is operated by the driver so that it stops at a target stop position. At this time, the departure signal 63 is in a stop state. When the train 5 departs the station, an alarm for the crossing 64 is activated to prevent passengers from passing over the crossing 64, and after a certain period of time, the departure signal 63 changes to a proceed state. Then, when the train 5 departs from the platform 62, the departure signal 63 changes to a stop state, and when the train 5 passes over the crossing 64, the alarm for the crossing 64 is terminated.

[0020] The ground system 1 includes a ground device 10 and a loop coil 20. The train 5 is also equipped with an on-board device 51 and an on-board coil 52 capable of communicating with the nearby loop coil 20.

[0021] The loop coil 20 is installed between the left and right rails on the track 61, and communicates with the on-board terminal 52 of the train 5 located within a predetermined range including the target stop position of the station. Specifically, as shown in FIG. 2 , the loop coil 20 includes a relative stop position, which is the position of the on-board terminal 52 of the train 5 when the train 5 is located at the target stop position, and its coil surface extends so as to enable communication with the on-board terminal 52 of the train 5 in both directions outward and inward from the relative stop position. Therefore, the train 5 arriving at the platform 62 can continuously communicate with the loop coil 20 from before it approaches the platform 62 and reaches the target stop position (specifically, the time when the loop coil 20 of the on-board terminal 52 reaches the approach end PS (the end on the approach side)), including the time when the train 5 reaches the target stop position (the time when the on-board terminal 52 reaches the relative stop position), and even after it passes the target stop position (the time when it passes the outgoing end PE (the end on the outgoing side) of the loop coil 20 of the on-board terminal 52).

[0022] The ground equipment 10 controls the loop coil 20 to transmit an overrun prevention signal in conjunction with the stop aspect of the departure signal 63. The overrun prevention signal is a signal that instructs speed control of the train 5 to prevent the train 5 from overrunning beyond the target stop position. Specifically, the ground equipment 10 acquires the aspect conditions output from the interlocking device 3 to the departure signal 63, and transmits the overrun prevention signal from the loop coil 20 in the case of a stop aspect, and stops transmitting the overrun prevention signal in other cases.

[0023] FIG. 3 is a diagram illustrating an example of the configuration of the ground equipment 10. As shown in FIG. 3, the ground equipment 10 includes a transmitter 11, a matching transformer 12, a transmitting relay 13, a normal relay 14, and a disconnection relay 15. The transmitter 11 outputs a signal wave of a constant frequency (e.g., a sine wave of 114 kHz). The transmitting relay 13 is a relay that operates according to the indication conditions acquired from the interlocking device 3 and trips when a stop aspect is indicated. The normal relay 14 is a relay for detecting the normality of the transmitter 11 and, for example, monitors the output of the transmitter 11 and trips when the transmitter 11 is abnormal (abnormal). The contacts of the transmitting relay 13 and the normal relay 14 are provided between the transmitter 11 and the matching transformer 12. The disconnection relay 15 is a relay for detecting a disconnection of the loop coil 20 and is operated by a direct current (e.g., DC 24 V) superimposed on the loop coil 20. When a break is detected using the contact of the break relay 15, a predetermined alarm is issued.

[0024] Therefore, when the transmitter 11 is normal (the normal relay 14 is operating) and the departure signal 63 is indicating a stop aspect (the transmitting relay 13 is down), the signal wave output from the transmitter 11 is output and transmitted as an overrun prevention signal to the loop coil 20 via the up contact of the normal relay 14, the down contact of the transmitting relay 13, and the matching transformer 12. When the transmitter 11 is not normal (the normal relay 14 is down), or the aspect of the departure signal 63 is not a stop aspect (the transmitting relay 13 is operating), the signal wave output from the transmitter 11 is output to the resistor via the down contact of the normal relay 14 or the up contact of the transmitting relay 13, and is not output to the loop coil 20.

[0025] When an overrun prevention signal is received by the on-board device 52, the on-board device 51 performs brake control according to the running speed. At that time, if the train 5 is not stopped, the running speed satisfies a predetermined low-speed condition, and the elapsed time since receiving the overrun prevention signal reaches a predetermined time, the on-board device 51 performs control to activate the brakes. Specifically, if the train 5 is traveling at a low speed but does not stop for a predetermined time even after receiving the overrun prevention signal, the brakes are activated.

[0026] The low-speed condition is a condition of a running speed low enough that the train 5 can stop at the target stop position even if the brakes are applied after the on-board coil 52 of the train 5 reaches the entrance end PS of the loop coil 20. The low-speed condition is determined according to the length from the entrance end PS of the loop coil 20 to the target stop position along the running direction of the train 5, the braking performance of the train 5, etc.

[0027] When the train 5 arrives at a station, the driver applies the brakes to stop the train at the target stopping position. The predetermined time that serves as the criterion for determining the elapsed time of reception is the grace period for the driver to manually operate the brakes. Therefore, the predetermined time is set as the time during which the driver can stop the train 5 by applying the brakes, from the time when the on-board terminal 52 reaches the approach end PS at a speed that satisfies the predetermined low speed condition.

[0028] 4 to 6 are diagrams illustrating brake control by the on-board device 51 when the train 5 arrives at a station. Here, the low-speed condition is described as "7.5 km / h or less." FIG. 4 shows an example in which the running speed of the train 5 does not satisfy the low-speed condition, while FIGS. 5 and 6 show examples in which the running speed of the train 5 satisfies the low-speed condition. In each of FIGS. 4 to 6, the horizontal axis represents the running position of the train 5, and the train 5 is running in the right direction. The upper side of each diagram shows the installation position of the loop coil 20 and the target stopping position, and the lower side shows the speed pattern of the train 5, with the running speed on the vertical axis. In addition, downward-pointing triangles indicate the position where the brakes automatically start to operate, or the position where the driver starts to apply the brakes.

[0029] 7 is a flowchart illustrating the flow of processing related to brake control by the on-board device 51 when the train 5 arrives at a station. The explanation will be made along the flowchart in FIG. 7, with reference to FIGS. 4 to 6 as needed.

[0030] Before the train 5 arrives at a station, the departure signal 63 of the station is in a stop phase, and an overrun prevention signal is transmitted from the loop coil 20. The on-board device 51 of the train 5 monitors whether the on-board terminal 52 is receiving the overrun prevention signal. When reception of the overrun prevention signal begins (step S1: YES), it is determined whether the running speed of the train 5 at that time satisfies the low speed condition. That is, in Figures 4 to 6, reception of the overrun prevention signal begins at the position where the on-board terminal 52 of the train 5 reaches the entry end PS of the loop coil 20.

[0031] If the running speed does not satisfy the low speed condition (step S3: NO), the on-board equipment 51 immediately applies the service brakes (step S11). This causes the train 5 to decelerate and stop. Then, once the train 5 has stopped, the on-board equipment 51 disables the driver's acceleration operation using the notch-off function (step S13). The notch-off function is an operation input control that disables the driver's acceleration operation and allows only deceleration operations to be accepted. The state up to this point corresponds to the example in Figure 4.

[0032] Figure 4 shows an example in which the running speed of the train 5 does not satisfy the low-speed condition. The low-speed condition is a running speed condition that allows the train 5 to stop at the target stop position even if the brakes are applied after the train reaches the approach end PS of the loop coil 20, that is, after the start of reception of the overrun prevention signal. If the running speed does not satisfy the low-speed condition at the start of reception of the overrun prevention signal, it is determined that the train 5 cannot stop at the target stop position, that is, it will exceed the target stop position, and the brakes are immediately applied to stop the train 5.

[0033] On the other hand, if the running speed of the train 5 satisfies the low-speed condition (step S3: YES), the on-board equipment 51 starts measuring the elapsed time since receiving the overrun prevention signal (reception elapsed time) using a timer or the like (step S5). Then, if the reception elapsed time reaches a predetermined time (for example, a predetermined time such as 1 or 2 seconds) (step S7: YES), it determines whether the train has stopped at that time (step S9). If the train 5 has stopped (step S9: YES), the on-board equipment 51 disables the driver's acceleration operation using the notch-off function (step S13). The state up to this point corresponds to the example in Figure 5.

[0034] On the other hand, if it is determined in step S9 that the train 5 is not stopped (step S9: NO), the on-board equipment 51 activates the service brakes (step S11). This causes the train 5 to decelerate and stop. Once the train 5 has stopped, the on-board equipment 51 disables the driver's acceleration operation using the notch-off function (step S13). The state up to this point corresponds to the example in FIG. 6.

[0035] 5 and 6 show examples in which the running speed of the train 5 satisfies the low-speed condition. If the running speed satisfies the low-speed condition when the overrun prevention signal starts to be received, the train 5 can stop at the target stop position even if the brakes are applied thereafter. For this reason, the brakes are not applied at that time, and are applied if the train 5 has not stopped after a predetermined time has passed.

[0036] 5 shows an example in which the train 5 is stopped at the target stop position by the driver's braking operation. In this case, the train 5 is stopped at the target stop position by the driver's braking operation before the predetermined time has elapsed since the start of reception of the overrun prevention signal, so the on-board device 51 does not apply the brakes.

[0037] On the other hand, Figure 6 shows an example in which it is determined that the train 5 cannot stop at the target stop position because the driver has not applied the brakes or the brakes have been applied too slowly or weakly. In this case, the train 5 has not stopped at the target stop position even after a predetermined time has passed since the start of reception of the overrun prevention signal, so the on-board device 51 applies the brakes.

[0038] In this way, when the train 5 arrives at a station, the on-board device 51 of the train 5 performs brake control based on the overrun prevention signal continuously received from the loop coil 20. This makes it possible to prevent the train 5 from overrunning, which would otherwise occur if the train significantly exceeds the target stopping position even though the departure signal 63 indicates a stop phase. Preventing overrunning makes it possible to avoid the risk of the train 5 mistakenly entering a crossing 64 for which no warning has been issued (no warning).

[0039] FIG. 8 is a flowchart illustrating the flow of processing related to brake control by the on-board device 51 when the train 5 departs from the station.

[0040] While the train 5 is stopped at a station, the departure signal 63 indicates a stop phase. When the train 5 departs from the station, the departure signal 63 changes from a stop phase to a proceed phase depending on conditions such as the clearing of the route. As the signal changes to a proceed phase, the loop coil 20 stops transmitting the overrun prevention signal. The on-board device 51 of the train 5 monitors whether the on-board coil 52 has received the overrun prevention signal. When the overrun prevention signal is no longer received (step S21: YES), the service brake is released and the notch-off function is deactivated (step S23). This allows the train 5 to accelerate and depart.

[0041] In this way, when the train 5 departs from the station, the on-board device 51 of the train 5 performs brake control in accordance with the overrun prevention signal continuously received from the loop coil 20, thereby preventing an erroneous departure, such as erroneously departing even when the departure signal 63 indicates a stop phase. In particular, even if the train 5 stops slightly beyond the target stop position, the on-board device 52 is in a state where it can receive a signal from the loop coil 20. In this state, the on-board device 52 can receive the overrun prevention signal, so an erroneous departure is prevented while the overrun prevention signal is being received.

[0042] [Action and effect] This embodiment more reliably prevents overrunning, such as when the train 5 erroneously passes the target stop position and enters the area inside the target stop position. Specifically, the loop coil 20, whose coil surface extends to allow communication with the on-board terminal 52 both outward and inward from the relative stop position, transmits an overrun prevention signal instructing train speed control to prevent the train 5 from overrunning beyond the target stop position. Therefore, the train 5 continuously receives the overrun prevention signal from the loop coil 20 not only while it is positioned at the target stop position, but also before it reaches the target stop position and after it has passed the target stop position. This prevents train overrunning, which is not possible with point-control-type information transmission. Furthermore, even when the train stops beyond the target stop position, the on-board terminal 52 can receive the overrun prevention signal from the loop coil 20. Therefore, false departures can be prevented.

[0043] [Variations] It should be noted that the applicable embodiments of the present invention are not limited to the above-described embodiments, and can be modified as appropriate without departing from the spirit of the present invention.

[0044] (A) Brake type The on-board device 51 may operate other types of brakes, such as emergency brakes, instead of service brakes. Specifically, for example, if the running speed at the time when the overrun prevention signal starts to be received does not satisfy the low speed condition (corresponding to FIG. 4), the emergency brake may be operated.

[0045] Furthermore, multiple low-speed conditions may be defined in stages, and the type of brake applied may be determined according to the running speed. Specifically, for example, a first low-speed condition may be defined as "a running speed of 7.5 km / h or less," and a second low-speed condition may be defined as "a running speed of 20 km / h or less," which has a higher (faster) upper limit. Three or more stages may be used instead of two. The higher (faster) the running speed, the stronger the brake applied. For example, if the running speed at the time when the overrun prevention signal starts to be received does not satisfy the second low-speed condition, the emergency brake is applied. If the second low-speed condition is satisfied but the first low-speed condition is not satisfied, the service brake is applied. This allows the train to be stopped more quickly.

[0046] (B) Types of traffic lights In the above embodiment, an example has been described in which the signal is a departure signal 63 in a station premises having a crossing road that is an internal level crossing, but this embodiment can also be applied to other locations. For example, it can be applied to a train depot or a train storage line. In this case, the signal can be a shunting signal or a shunting sign. This makes it possible to prevent false departures at train depots and train storage lines, and to avoid collisions between trains. [Explanation of symbols]

[0047] 1. Ground system 10...Ground equipment 11...Transmitter 12...Matching transformer 13...Transmission relay 14...Normal relay 15...Open circuit relay 20...Loop coil 3...Interlocking device 5...Train 51...Onboard equipment 52...Car passenger 61...orbit 62...Home 63...Departure signal 64...Crossing road (level crossing within the premises) 65...Station building

Claims

1. a loop coil installed on a track for communicating with an on-board device of a train, the loop coil including a relative stop position which is the position of the on-board device when the train is positioned at a predetermined stop target position, and having a coil surface extended so that the communication is possible in both directions outward from and inward from the relative stop position; a ground device that controls the loop coil to transmit an overrun prevention signal that instructs speed control of the train to prevent the train from overrunning beyond the target stop position; A ground system comprising:

2. A signal indicating whether or not entry into the inside of the stop target position is permitted is installed on the track, The ground device controls to transmit the overrun prevention signal in conjunction with the stop aspect of the traffic light. The ground system of claim 1.

3. The overrun prevention signal includes a signal that disables the driver's acceleration operation when the train is stopped. The ground system according to claim 2 .

4. An on-board device of the train running on the track equipped with the ground system according to any one of claims 1 to 3, An on-board device that performs brake control according to the running speed when the overrun prevention signal is received by the on-board device.

5. 5. The on-board device according to claim 4, wherein the on-board device performs control to activate the brakes when the train is not stopped, the running speed satisfies a predetermined low-speed condition, and the elapsed time since receipt of the overrun prevention signal reaches a predetermined time.

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