Train control device

Abstract

To provide a train control device by which a request of both low cost and low electric consumption power is pursued without use of a preliminary transmitter.SOLUTION: A train control device outputs ATC signals to track circuits 1T, 2T, 3T, and so on from a ground device 1, makes an onboard device 3 installed on the train 2 receive the signal and controls traveling. The ground device has a signal generation part 11a and 11b which generate signals for N tracks (N is a positive integer equal to or more than 2) in a time share mode and N transmitters 7A, 7B provided with transmitting point switcher 13a, 13b switching outputs of the signal generating part, shifts each transmitting timing of the transmitter by 1 period, adds the output and generates digital ATC signal.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a train control device that outputs speed limit information from a ground device to a track circuit, and receives it at an on-board device mounted on a train to control running of the train. [Background technology]

[0002] In an ATC (Automatic Train Control) system, speed limit information (ATC signals) transmitted to trains is sent from a transmitter installed in the ground equipment to each track circuit. Normally, one transmitter is assigned to each track circuit, so multiple transmitters are required to transmit the ATC signals, and spares are also required in case a transmitter fails.

[0003] Therefore, for example, in Patent Document 1, M (M: natural number where 2≦M≦N) standby devices are provided for N (N: natural number) main devices, and if an abnormality occurs in the processing state of a main device, switching is made to one of the standby devices. In this way, by adopting a common standby system, the number of standby devices, particularly the number of standby transmitters, is reduced, thereby reducing costs and also reducing installation space and power consumption. Current ATC devices further reduce the number of standby transmitters by adopting a system called the (N+2) system, in which two standby transmitters are provided for N main transmitters. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-035801 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in train control systems that require high safety and high reliability, the need for standby transmitters has not yet been eliminated from the standpoint of reliability. Moreover, since standby equipment needs to be at least in a warm standby state, it consumes wasted power.

[0006] The present invention has been made in view of the above circumstances, and an object thereof is to provide a train control device capable of reducing costs and power consumption by eliminating a preliminary transmitter.

Means for Solving the Problems

[0007] A train control device according to an aspect of the present invention is a train control device that outputs an ATC signal from a ground device to a track circuit and receives it with an on-vehicle device mounted on a train to perform travel control. The ground device includes N (N is a positive integer of 2 or more) transmitters each having a signal generation unit that generates signals for N track sections in a time division manner and a transmission point switch that switches the output of this signal generation unit. These transmitters shift the transmission timing by one cycle each and add them to generate a digital ATC signal.

Effects of the Invention

[0008] According to the present invention, when M (M < N) out of N transmitters fail, the normal "N - M" transmitters switch the transmission points and send ATC signals to each of the N tracks, so that they can be used as a backup for the failed M transmitters. Therefore, stable train operation control can be performed without providing a preliminary transmitter, and the cost and power consumption of the train control device can be reduced by eliminating the preliminary transmitter.

Brief Description of the Drawings

[0009] [Figure 1] It is a schematic configuration diagram of a train control device according to a first embodiment of the present invention. [Figure 2] It is a block diagram showing a configuration example of an on-vehicle device in FIG. 1. [Figure 3] It is a diagram showing output signals of two ATC transmitters shown in FIG. 1. [Figure 4] It is a diagram showing a digital ATC signal output from the ground device in FIG. 1. [Figure 5] FIG. 10 is a diagram showing the digital ATC signals output to each track circuit when one ATC transmitter fails and the other ATC transmitter is normal. [Figure 6] FIG. 10 is a diagram showing the digital ATC signals output to each track circuit when one ATC transmitter is normal and the other ATC transmitter is faulty. [Figure 7] FIG. 4 is a schematic diagram of N ATC transmitters for explaining a train control device according to a second embodiment of the present invention. [Figure 8] 8 is a diagram showing digital ATC signals output to the rail from the N ATC transmitters shown in FIG. 7. FIG. [Figure 9] FIG. 8 is a diagram showing the digital ATC signals output to each track circuit when, among the N ATC transmitters shown in FIG. 7, one ATC transmitter fails and “N−1” ATC transmitters are normal. [Figure 10] 10 is a diagram showing digital ATC signals output to the rail from the normal "N-1" ATC transmitters in FIG. 9. FIG. [Figure 11] FIG. 8 is a diagram showing the digital ATC signals output to each track circuit when, among the N ATC transmitters shown in FIG. 7, “N−1” ATC transmitters fail and one ATC transmitter is normal. [Figure 12] 12 is a diagram showing a digital ATC signal output to the rail from one normal ATC transmitter in FIG. 11. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. [First embodiment] Fig. 1 shows a schematic configuration of a train control device according to a first embodiment of the present invention. This train control device is composed of an ATC ground equipment 1, an on-board ATC equipment 3 mounted on a train 2, track circuits 1T, 2T, 3T, ... formed on a rail 4, etc. The ground equipment 1 is equipped with an ATC rack 5 and a matching transformer rack 6. The ATC rack 5 is composed of an ATC transmitter 7a, an ATC transmitter 7b, a speed information setting unit 8, a CPU (Central Processing Unit) 9, etc.

[0011] External conditions for determining the speed information of each track circuit are input to the CPU 9, and the speed information setting unit 8 sets the speed information according to the external conditions. The ATC transmitter 7a is composed of a transmission signal generating unit (signal generating unit) 11a, a power amplifier 12a, and a transmission point switcher 13a. Similarly, the ATC transmitter 7b is composed of a transmission signal generating unit (signal generating unit) 11b, a power amplifier 12b, and a transmission point switcher 13b. The transmission signal generating units 11a and 11b receive speed information set in a speed information setting unit 8.

[0012] The transmission signal generators 11a and 11b are each configured with a DSP (Digital Signal Processor) or FPGA (Field Programmable Gate Array) and generate signals for two orbits by digital signal processing. The transmission signal generators 11a and 11b and the transmission point switches 13a and 13b are controlled by a CPU 9.

[0013] The two cyclic signals output from the ATC transmitters 7a and 7b are input to the corresponding power amplifiers 12a and 12b and amplified. The outputs of the power amplifiers 12a and 12b are transmitted to the corresponding track circuits by the transmission point switches 13a and 13b, which perform switching operations based on instructions from the CPU 9. Of the signals output from the two transmission point switches 13a and 13b, signals from the same track circuit are added and superimposed. The ATC signal from each transmitter is equivalent to two track signals generated in a time-division manner.

[0014] That is, the transmission point switch 13a switches between signals S1 and S2 output from the power amplifier 12a, and the transmission point switch 13b switches between signals S3 and S4 output from the power amplifier 12b. Of the signals output from the transmission point switchers 13a and 13b, the signals S1 and S3, and the signals S2 and S4 of the same track circuit are added and superimposed, and then supplied to each of the track circuits 1T and 2T via the transformers in the matching transformer frame 6.

[0015] In this way, when both the ATC transmitter 7a and the ATC transmitter 7b are normal, a continuous ATC signal is generated, similar to the case where one ATC transmitter is currently installed for each track circuit. The digital ATC signals (digital telegrams) output from the ATC transmitters 7a and 7b are input to the track circuits 1T and 2T formed on the rail 4 via the matching transformer frame 6, respectively.

[0016] The ATC signal transmitted from the ground equipment 1 is received by an on-board unit installed on the train 2, and the running of the train 2 is controlled by the on-board equipment 3 based on the ATC signal.

[0017] Fig. 2 shows an example of the configuration of the on-board device 3 in Fig. 1. The ATC signal received by the on-board terminal is input to a band-pass filter 32 for frequency f1 and a band-pass filter 33 for frequency f2 via a transformer 31. The filter outputs of the band-pass filters 32 and 33 are added together, and then converted into a digital signal by an A / D converter 35 via a filter 34.

[0018] The digital signal output from the A / D converter 35 is input to a processing device 36 configured with a DSP or FPGA, where software-based digital signal processing is performed. The processing device 36 includes band-pass filters 37 and 38 and demodulation circuits 39 and 40. The output signals from the demodulation circuits 39 and 40 are supplied to a CPU 41, where the demodulation results are determined and speed information is determined. The speed information from the CPU 41 is supplied to a speed verification unit.

[0019] Although the bandpass filter 32 for frequency f1 and the bandpass filter 33 for frequency f2 are provided in FIG. 2, it is also possible to provide one bandpass filter that passes two waves of frequency f1 and frequency f2.

[0020] Next, the operation of the train control device configured as described above will be explained. External conditions for determining the speed information of each track circuit are input to the CPU 9 of the ATC rack 5. The CPU 9 sets the speed information setting unit 8 based on the input external conditions. The CPU 9 also controls the operation of the transmission signal generating units 11a and 11b and the transmission point switchers 13a and 13b.

[0021] Each ATC transmitter 7a, 7b generates ATC signals for two track circuits every cycle and transmits the ATC signals for each of the two track circuits in a time-division manner. The ATC signal frequencies are made different for each track circuit (generally, insulated track circuits have different track frequencies to prevent unauthorized signal leakage during insulation breakdown).

[0022] For example, as shown in Fig. 3, the power amplifier 12a power-amplifies and transmits signals cyclically generated by the transmission signal generator 11a so as to produce signals f2, f1, f2, f1, f2, f1, ... where f1 is the signal frequency for track circuit 1T transmission and f2 is the signal frequency for track circuit 2T transmission. Furthermore, power amplifier 12b amplifies and cyclically transmits signals generated by transmission signal generator 11b, shifted by one period from the output of power amplifier 12a, such as f1, f2, f1, f2, f1, f2, .... Here again, f1 is the signal frequency for track circuit 1T transmission, and f2 is the signal frequency for track circuit 2T transmission. The reason for shifting (delaying) the period by one period in this manner is to prevent the outputs of the ATC transmitters 7a and 7b to the same orbit from overlapping.

[0023] These two cyclic signals are input to the corresponding transmission point switches 13a and 13b. Then, by performing a switching operation based on instructions from the CPU 9, the ATC transmitter 7a outputs a signal S1 having only the signal frequency f1 to the track circuit 1T, and outputs a signal S2 having only the signal frequency f2 to the track circuit 2T. Similarly, the ATC transmitter 7b outputs a signal S3 having only the signal frequency f1 to the track circuit 1T, and outputs a signal S4 having only the signal frequency f2 to the track circuit 2T.

[0024] As shown in Figure 4, the digital ATC signal to track circuit 1T is input via a transformer to signal S5 (signal S1 + signal S3 = signal S5) obtained by adding and superimposing output signal S1 at the 1T transmission timing of ATC transmitter 7a and output signal S3 at the 1T transmission timing of ATC transmitter 7b.Furthermore, the digital ATC signal to track circuit 2T is input via a transformer to signal S5 (signal S2 + signal S4 = signal S6) obtained by adding and superimposing output signal S2 at the 2T transmission timing of ATC transmitter 7a and output signal S4 at the 2T transmission timing of ATC transmitter 7b.

[0025] When both the ATC transmitter 7a and the ATC transmitter 7b are normal, a continuous ATC signal is transmitted, similar to the current case where one transmitter is provided for each track circuit.

[0026] In contrast, if, for example, ATC transmitter 7a fails and ATC transmitter 7b is normal, the ATC signals sent to each track circuit will be as shown in Figure 5. Because the failure of ATC transmitter 7a prevents transmission timing signal S1 to track circuit 1T and transmission timing signal S2 to track circuit 2T from being output, ATC signal S5 sent to track circuit 1T will be equal to signal S3. Furthermore, signal S6 sent to track circuit 2T will be equal to signal S4. Therefore, in this case, both track circuits 1T and 2T will have ATC signals with a waveform that is discontinuous for one cycle.

[0027] Furthermore, if ATC transmitter 7a is normal and ATC transmitter 7b has failed, the ATC signals sent to each track circuit will be as shown in Figure 6. Because the failure of ATC transmitter 7b prevents transmission timing signal S3 to track circuit 1T and transmission timing signal S4 to track circuit 2T from being output, ATC signal S5 sent to track circuit 1T will be equal to signal S1. Furthermore, signal S6 sent to track circuit 2T will be equal to signal S2. Therefore, in this case, both track circuits 1T and 2T will output ATC signals with a waveform that is discontinuous for one cycle. Note that Figures 5 and 6 are intermittent signals with the same waveform, although they are delayed by one cycle in time.

[0028] Generally, ATC signals are transmitted continuously at all times. This is to prevent dangerous situations that could occur if a malfunction in the wayside equipment or on-board equipment prevents reception of information. If the system is configured to receive ATC signals at all times, if the wayside or on-board equipment fails and the signal cannot be received, the system will detect the absence of a signal and initiate emergency braking. However, in train control systems that use wireless LAN, information is sent in a time-division manner, meaning that the receiving side receives the information intermittently.However, if the system is designed so that this intermittent reception of information does not interfere with train operation, train control can be carried out without any particular problems.

[0029] In the first embodiment, the signal is continuous under normal circumstances, but if one of the transmitters fails, the receiving side will receive intermittent information because the transmitting side uses time-division transmission. However, as with the train control using wireless LAN described above, the intermittent time can be set so that the system does not interfere with operation.

[0030] In this way, one transmitter output is time-shared with two tracks' worth of digital ATC signals, and the other transmitter output is a signal that is one period behind the other's transmission period. This means that not only under normal conditions, but even if one transmitter fails, the other will still be outputting signals for the same two tracks, but one period behind, so that the signals that control the trains are transmitted to the trains, allowing for stable train operation.

[0031] This is equivalent to two primary transmitters outputting ATC signals for two orbits in a time-division manner with a time difference, making each one both a primary and a backup system.

[0032] Therefore, the train control device of the present invention does not require a standby transmitter, which is generally required, and therefore reduces costs and power consumption. In addition, the installation space of the ATC rack for the standby transmitter can be reduced.

[0033] [Second embodiment] FIG. 7 is a schematic diagram illustrating an ATC transmitter in a train control device according to a second embodiment of the present invention. In this second embodiment, the number of ATC transmitters in the first embodiment described above is increased from two to N (N is a positive integer equal to or greater than two). Specifically, N transmitters 7-1, 7-2, ..., 7-n are provided, which generate ATC signals for N tracks in a time-division manner and transmit them at intervals of one period. Transmission point switches 13-1, 13-2, 13-3, ..., 13-n are operated to switch between terminals T1, T2, T3, ..., Tn in this order for transmission. The signals transmitted from these transmitters 7-1, 7-2, ..., 7-n are then added together to generate digital ATC signals SS1, SS2, SS3, ..., SSn, which are then transmitted to each track circuit 1T, 2T, 3T, ..., nT.

[0034] Figure 8 shows the digital ATC signals output to the rails from the N transmitters shown in Figure 7. Signals of frequency f1 output via terminals T1, Tn, Tn-1, ..., T2 of transmission point switches 13-1, 13-2, 13-3, ..., 13-n are added together to generate a digital ATC signal SS1, which is then transmitted to track circuit 1T. Signals of frequency f2 output via terminals T2, T1, Tn, ..., T3 of transmission point switches 13-1, 13-2, 13-3, ..., 13-n are added together to generate a digital ATC signal SS2, which is then transmitted to track circuit 2T. Signals of frequency f3 output via terminals T3, T2, T1, ..., Tn of transmission point switches 13-1, 13-2, 13-3, ..., 13-n are added together to generate a digital ATC signal SS3, which is then transmitted to track circuit 3T. Furthermore, the signals of frequency fn output via terminals Tn, Tn-1, Tn-2, ..., T1 of transmission point switches 13-1, 13-2, 13-3, ..., 13-n are added together to generate digital ATC signal SSn, which is then transmitted to track circuit nT.

[0035] In this way, digital ATC signals of frequencies f1, f2, f3, ..., fn as shown in Figure 8 are transmitted from N transmitters 7-1, 7-2, ..., 7-n to track circuits 1T, 2T, 3T, ..., nT, respectively.

[0036] In the second embodiment, if the ATC transmitter 7-1 fails as shown in Fig. 9, the ATC transmitters 7-2, 7-3, ..., 7-n transmit digital ATC signals of frequencies f1, f2, f3, ..., fn as shown in Fig. 10 to the track circuits 1T, 2T, 3T, ..., nT, respectively. In other words, even if one ATC transmitter 7-1 fails, the remaining "N-1" ATC transmitters 7-2, 7-3, ..., 7-n transmit digital ATC signals for N tracks. As a result, each track circuit 1T, 2T, 3T, ..., nT receives a digital ATC signal with a loss of 1 / N of the signal transmitted from the ATC transmitter 7-1. However, this does not constitute a serious failure in the system, and train running control is still performed.

[0037] Furthermore, in the second embodiment, if any of the ATC transmitters 7-1, 7-3, ..., 7-n fails as shown in Fig. 11, the ATC transmitter 7-2 transmits digital ATC signals of frequencies f1, f2, f3, ..., fn as shown in Fig. 12 to track circuits 1T, 2T, 3T, ..., nT, respectively. That is, even if "N-1" ATC transmitters 7-1, 7-3, ..., 7-n fail, the remaining transmitter 7-2 transmits digital ATC signals for N tracks. As a result, digital ATC signals with missing signals transmitted from the ATC transmitters 7-1, 7-3, ..., 7-n are input to each track circuit 1T, 2T, 3T, ..., nT. However, as long as the missing signals are within the allowable no-signal time, this is not considered a serious system failure, and train running control is continued. Note that the more N is increased, the greater the redundancy, but the number of transmitters must be set taking into consideration the allowable no-signal time. It is advisable to set the number of ATC transmitters so that the no-signal time is not exceeded.

[0038] The circuit configurations and operation procedures described in the first and second embodiments are merely schematic diagrams to enable understanding and implementation of the present invention. Therefore, the present invention is not limited to the described embodiments, and can be modified in various forms without departing from the scope of the technical idea set forth in the claims.

[0039] For example, in the first and second embodiments described above, digital ATC signals of different frequencies are alternately input to the track circuit, but since there are lines in the current system that operate at a single frequency, it is also possible to address this by inputting a digital ATC signal of a single frequency in this system. [Explanation of symbols]

[0040] 1...ATC ground equipment (ground equipment), 2...train, 3...ATC on-board equipment (on-board equipment), 4...rail, 5...ATC rack, 6...matching transformer rack, 7a, 7b, 7-1 to 7-n...ATC transmitter, 8...speed setting unit, 9...CPU, 11a, 11b...transmission signal generator (signal generator), 12a, 12b...power amplifier, 13a, 13b, 13-1 to 13-n...transmission point switch, 1T, 2T, 3T...track circuit, S5, S6...digital ATC signal, SS1 to SSn...added digital ATC signal

Claims

1. A train control device that outputs an ATC signal from a ground device to a track circuit, receives it at an on-board device mounted on a train, and controls running of the train, The ground device is a train control device characterized in that it comprises N transmitters each having a signal generating unit that generates signals for N (N is a positive integer of 2 or more) tracks in a time-division manner and a transmission point switch that switches the output of the signal generating unit, and the transmission timings of these transmitters are shifted by one period and added together to generate a digital ATC signal.

2. The train control device according to claim 1, characterized in that when M (M<N) of the N transmitters fail, the normal "N-M" transmitters switch transmission points to send ATC signals to N tracks, respectively, and are used as spares for the failed M transmitters.

3. 3. The train control device according to claim 1, wherein the ATC signals for the N tracks generated by the N transmitters have different frequencies.

4. The train control device according to claim 1, further comprising a matching transformer rack between the transmission point switch and the track circuit.

5. 2. The train control device according to claim 1, wherein each of the N transmitters includes a signal generating unit using a DSP (Digital Signal Processor) or an FPGA (Field Programmable Gate Array).

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