JP2008162559A - Device for transmitting information between on-vehicle and ground - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for transmitting information between on-vehicle and ground, which is simplified in system and which can surely detect approach of a train into a loop antenna and which has a high degree of safety. <P>SOLUTION: Each of the loop antennas 101-103 has a pre-polling starting point P0. When a train reaches the pre-polling starting point P0 set in the outside loop antenna 101, a ground device 3 transmits an individual polling signal to the train through the inside loop antenna 102. When an on-vehicle device 2 approaches onto a loop antenna 4, the on-vehicle device transmits the own train discriminating information, responding to the individual polling signal. When the ground device 3 receives the train discriminating information, the ground device 3 determines that a new train is approaching into the inside loop antenna 102. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an on-vehicle / ground-to-ground information transmission apparatus applied in, for example, a monorail or a new transportation system.

  In a monorail or a new transportation system, for example, as disclosed in Patent Document 1, it is necessary between a vehicle and the ground via a loop antenna laid along a train traveling path. An on-vehicle / ground-to-ground information transmission system that transmits and receives information signals is known.

  This conventional system realizes the principle of one block section / one train (train) by constructing a system (one loop / one train) that allows only one train to exist in one loop.

  However, as long as a 1-loop / 1-train system is adopted, the number of transmission / reception devices equal to the number of closed sections is required on the ground side, which tends to be an expensive system. In addition, it is necessary to install an independent loop antenna for each closed section, and this is also expensive.

  Therefore, as a means for solving this problem, it has been studied to construct a system in which a loop antenna is lengthened and a train position determination means such as a ground element is combined with this to place a plurality of trains in one loop.

  As one such system, seeing the direction of travel of the train, all train polling signals for all trains are transmitted via the inner loop antenna located in front of the outer loop antenna. When entering the inner loop antenna, in response to all train polling signals, the train information is transmitted from the on-board device toward the inner loop antenna. A system that determines that a new train has entered the inner loop antenna by receiving this train information with a ground device has been proposed.

  According to this system, since only one ground device needs to be provided for each loop antenna, the length of the loop antenna is increased and the distance that can be covered by one loop antenna is increased when viewed from the entire length of the train path. By doing so, it is possible to reduce the number of ground devices and achieve cost reduction.

  In addition, since the distance that conventionally required several loop antennas can be covered with one loop antenna, a cost reduction benefit due to a reduction in the number of loop antennas laid can also be obtained.

This system has the excellent effects as described above. However, the problem is that the number of trains to be managed increases as the number of trains to be managed increases. The time until the individual polling is received becomes longer, and the train travels in a no-signal state during that time.
JP 2002-160632 A

  An object of the present invention is to provide an on-vehicle / ground-to-ground information transmission apparatus that can immediately and surely detect the approach of a train into a loop antenna while simplifying the system.

  Another object of the present invention is to provide an on-vehicle / ground-to-ground information transmission apparatus with high security.

  In order to solve the above-described problem, an on-vehicle / ground-to-ground information transmission device according to the present invention includes a loop antenna, a ground device, and an on-vehicle device. A plurality of the loop antennas are laid along the train traveling path, and each has a pre-polling start point. When the train reaches the pre-polling start point set to the outer loop antenna, the ground device is connected to the ground loop via the inner loop antenna located in front of the outer loop antenna when viewed in the traveling direction of the train. Then, an individual polling signal for the train is transmitted. When the onboard device enters the inner loop antenna, the onboard device receives the individual polling signal, and transmits onboard information to the inner loop antenna in response to the individual polling signal. The ground device receives the on-board information via the inner loop antenna.

  As described above, in the on-vehicle / ground information transmission device according to the present invention, the loop antenna is laid along the traveling path of the train, and the ground device and the on-vehicle device receive information via the loop antenna. However, only one ground device needs to be provided for each loop antenna. Therefore, when viewed from the entire length of the train travel path, the number of ground devices can be reduced and the cost can be reduced by increasing the length of the loop antenna and increasing the distance that can be covered by one loop antenna.

  In addition, since the distance that conventionally required several loop antennas can be covered with one loop antenna, a cost reduction benefit due to a reduction in the number of loop antennas laid can also be obtained.

  As a characteristic configuration of the present invention, each of the loop antennas has a pre-polling start point, and when the train reaches the pre-polling start point set in the outer loop antenna, An individual polling signal is transmitted via the inner loop antenna located in front of the outer loop antenna when viewed in the traveling direction. According to this configuration, the on-board device receives the latest individual polling signal addressed to itself as soon as the train enters the inner loop antenna. Therefore, unlike the method of waiting for the timing at which the individual polling signal addressed to the self is received from all the train polling signals, the individual polling signal addressed to the self can be received at the same time as entering the inner loop antenna. . For example, assuming that the individual polling signal includes an ATC signal, the on-board device always receives the latest ATC signal. For this reason, it becomes possible to raise security.

  When the train enters the loop antenna, the on-board device transmits its own train information (train identification information) in response to the individual polling signal. The ground device determines that a new train has entered the loop antenna when the train identification information is received. Therefore, in the adjacent loop antenna, from the loop antenna that the train is going to advance (outer loop antenna) to the inner ground device that supervises the loop antenna that the train is going to enter (inner loop antenna), the train There is no need to make a prediction notification of entry. For this reason, the processing system of a train existing line is simplified.

  Before the train reaches the polling start point, all train polling signals are supplied to the inner loop antenna, and when the train reaches the polling start point, all train polling signals are converted into individual polling signals. A system to switch to can be taken.

  By the way, if the train on the loop antenna is re-powered after power-off, the train that has been re-powered does not have the correct position information. Trusting as it is is dangerous. Therefore, until the absolute position is determined by including the “position determination bit” in the on-board information, and after the power is turned on again, the on-board device is combined with the ground element as the position detection means. The position fix bit is disabled and enabled after position determination. Thereby, the danger mentioned above can be avoided.

  In this case, if any of the ground elements cannot be detected on the train side for some reason, a signal sent from the ground to the vehicle, specifically, to detect that the on-board device has swung the ground element, specifically, In the ATC signal, distance information from each entrance of the loop antenna to each laying position of the ground element is entered. By doing this, the train compares the distance obtained from the speed pulse supplied from the speed generator with the distance to the respective laying position of the ground element received from the ATC signal, and generates a swing in the detection of the ground element. Can be determined.

As described above, according to the present invention, the following effects can be obtained.
(A) It is possible to provide an on-vehicle / ground-to-ground information transmission apparatus that can detect the train approach into the loop antenna with certainty while simplifying the system.
(B) It is possible to provide an on-vehicle / ground-to-ground information transmission apparatus with a high degree of security.

  Other features of the present invention and the operational effects thereof will be described in more detail by way of examples with reference to the accompanying drawings.

  FIG. 1 is a diagram for explaining an embodiment of an on-vehicle / ground-to-ground information transmission apparatus according to the present invention. The illustrated on-vehicle / ground-to-ground information transmission device is used for, for example, a monorail, a rubber tire train, a rail bus, a floating train (linear motor car), etc., and includes loop antennas 101 to 103, train position determination means, The above-mentioned ground element 20-2n, the ground apparatus 3, and the on-board apparatus 2 are included.

  The loop antennas 101 to 103 are, for example, parallel two-wire induction wires, and are provided along the traveling path 5 of the # 1 train and the # 2 train. Each of the loop antennas 101 to 103 has a pre-polling start point P0. The pre-polling start point P0 can be configured by installing the ground element 10 for detecting the # 1 train or the # 2 train in the vicinity of the traveling path 5. In the drawing, the pre-polling start point P0 is only installed in the loop antenna 101, but is installed in the other loop antennas 102 and 103 in the same manner. The number of loop antennas 101 to 103 is arbitrary.

  A plurality of ground elements 20 to 2n serving as train position determination means are laid along the train traveling path 5 at intervals. The position of the train is detected by the ground elements 20-2n. The positions of the ground elements 20 to 2n are absolute positions determined with reference to the entrances of the loop antennas 101 to 103. The train position can also be detected on the train side. That is, a speed pulse obtained by a speed generator (not shown) normally provided in a train is input to the on-board device 2, and the on-board device 2 can know the position of the own train.

  The ground device 3 and the on-vehicle device 2 exchange information via the loop antennas 101 to 103, and in principle, those known in the art can be used. The ground device 3 has a transmission / reception function and a signal processing function, and transmits information signals necessary for the # 1 train and # 2 train to the loop antennas 101 to 103, while the signal transmitted from the onboard device 2 Is received and decoded through the loop antennas 101 to 103.

  The on-board device 2 also has a transmission / reception function and a signal processing function, and is provided in each of the # 1 train and the # 2 train. The on-vehicle device 2 receives and decodes the signals supplied from the ground device 3 to the loop antennas 101 to 103 through the loop antennas 101 to 103. The on-board device 2 transmits a signal f1 from the front part of the # 1 train and # 2 train, and transmits a signal f2 from the rear part. These signals f1 and f2 are transmitted as information signals from the vehicle to the ground, and are received and decoded by the ground device 3 via the loop antennas 101 to 103. The signals f1 and f2 may be digital signals or analog signals. The signal f1 is used as a closed section entry signal, and the signal f2 is used as an onboard information signal in addition to being used as a closed section advance signal.

The ground device 3 transmits individual polling signals and all train polling signals via the loop antennas 101 to 103. The individual polling signal is an information signal for an individual train, and generally includes an ATC signal. The all train polling signal includes a signal that can be received and responded by all trains (hereinafter referred to as a broadcast signal B) and a sequence number that is a sequence number. The ground device 3 transmits this broadcast signal B to the loop antennas 101 to 103 where the train is not present, but is installed at the pre-polling start point P0 when the train reaches the pre-polling start point P0. On the basis of the signal from the ground unit 10 that has been made, it switches to an individual polling signal for the train.

  The on-board device 2 transmits its own train identification information in response to the individual polling signal when the own train enters the loop antennas 101 to 103. When the ground device 3 receives the train identification information, the ground device 3 determines that a new train has entered the loop antennas 101 to 103.

  As described above, in the on-vehicle / ground information transmission device according to the present invention, the loop antennas 101 to 103 are laid along the traveling path of the train, and the ground device 3 and the on-vehicle device 2 are the loop antennas. Since information is exchanged via 101 to 103, the ground device 3 only needs to be provided for each of the loop antennas 101 to 103. Therefore, when viewed from the entire length of the train travel path, the number of ground devices 3 is reduced by increasing the length of the loop antenna 101, 102 or 103 and increasing the distance that can be covered by one loop antenna 101, 102 or 103. Cost reduction can be achieved.

  In addition, since the distance that conventionally required several loop antennas can be covered by one loop antenna 101, 102, or 103, it is possible to obtain a cost reduction benefit by reducing the number of loop antennas installed.

  As a characteristic configuration of the present invention, each of the loop antennas 101 to 103 has a pre-polling start point P0, and the ground device 3 has the # 1 train or the # 2 train set as the outer loop antenna 101. When the pre-polling start point P0 is reached, an individual polling signal is transmitted via the inner loop antenna 102 located in front of the outer loop antenna 101 in the traveling direction of the train. According to this configuration, the on-board device 2 receives the latest individual polling signal at the same time that the train enters the inner loop antenna 102. For example, assuming that the individual polling signal includes an ATC signal, the on-board device 2 always receives the latest ATC signal, so that the degree of security can be increased.

  And the ground apparatus 3 determines with the new train having entered into the loop antennas 101-103, when train identification information is received. Therefore, in the adjacent loop antenna 101-102-103, the inner side where the # 1 train (or # 2 train) is going to enter from the outer loop antenna 101 where the # 1 train (or # 2 train) is going to advance. There is no need to make a prediction notification of train approach to the inward ground device that controls the loop antenna 102. For this reason, the processing system of a train existing line is simplified.

  Next, details of the above-described feature points will be described with reference to FIG.

<The # 1 train is on the line before the pre-polling start point P0>
As shown in FIG. 2 (A), when the # 1 train is traveling on the outer loop antenna 101 but has not reached the pre-polling start point P0, the ground device 3 is connected to the inner loop antenna 102. In this case, a broadcast signal is transmitted. It is assumed that no train is present on the inner loop antenna 102.

<When # 1 train approaches pre-polling start point P0>
Next, as shown in FIG. 2B, when the # 1 train approaches the pre-polling start point P0 set for the outer loop antenna 101, the position information of the # 1 train is set to the pre-polling start point P0. The detected train position information is transmitted to the ground device 3.

  The ground device 3 transmits an individual polling signal (# 1) directed to the # 1 train to the inner loop antenna 102 based on the train position information supplied from the ground unit 10.

<When # 1 train enters inside loop antenna 102>
Next, as shown in FIG. 2C, if the # 1 train enters the inner loop antenna 102, the # 1 train is addressed to the self-loop supplied from the ground device 3 to the inner loop antenna 102. The own # 1 train response signal is transmitted in response to the individual polling signal (# 1). When the ground device 3 receives the # 1 train response signal, the ground device 3 determines that a new # 1 train has entered the inner loop antenna 102 and registers it in the in-loop control target list.

  According to this configuration, the on-board device 2 receives the latest individual polling signal (# 1) at the same time that its own # 1 train enters the inner loop antenna 102. Assuming a general case where the individual polling signal (# 1) includes an ATC signal, the on-board device 2 always receives the latest ATC signal, so that the degree of security can be increased.

  In addition, since the train approach information from one loop antenna to the other inner loop antenna 102 can be grasped in the ground device 3 by direct transmission / reception between the ground device 3 and the on-vehicle device 2, There is no need to supply train approach information to the ground device 3 that manages and supervises the inward loop antenna 102 into which the train has entered, that is, the inward ground device 3 that is located inward when viewed in the train traveling direction. For this reason, the processing system of a train existing line is simplified. Normal transmission control is given to the # 1 train entering the inner loop antenna 102.

<# 2 train is on line before pre-polling start point P0>
Next, as shown in FIG. 2 (D), when the # 2 train is traveling on the outer loop antenna 101 but has not reached the pre-polling start point P0, the ground device 3 transmits the inner loop antenna. To 102, an individual polling signal (# 1) for the # 1 train is supplied. In this case, it is assumed that the # 1 train is on the inner loop antenna 102.

<When # 1 train approaches pre-polling start point P0>
Next, as shown in FIG. 2E, when the # 2 train approaches the pre-polling start point P0 set for the outer loop antenna 101, the position information of the # 2 train is set to the pre-polling start point P0. The detected train position information is transmitted to the ground device 3.

  The ground device 3 transmits an individual polling signal (# 2) directed to the # 2 train to the inner loop antenna 102 based on the train position information supplied from the ground unit 10. Since it is necessary to supply the inward loop antenna 102 also with the individual polling signal (# 1) directed to the # 1 train, the ground device 3 is provided with the individual polling signal (# 1) directed to the # 1 train, The individual polling signal (# 2) for the # 2 train is transmitted, for example, in a time division manner.

<When # 1 train enters inside loop antenna 102>
Next, as shown in FIG. 2 (F), assuming that the # 2 train enters the inner loop antenna 102, the # 2 train is addressed to the self-loop supplied from the ground device 3 to the inner loop antenna 102. The own # 2 train response signal is transmitted in response to the individual polling signal (# 2). When the ground device 3 receives the # 2 train response signal, the ground device 3 determines that a new # 2 train has entered the inner loop antenna 102 and registers it in the in-loop control target list.

  According to this configuration, the on-board device 2 for the # 2 train receives the latest individual polling signal (# 2) at the same time that its own # 2 train enters the inner loop antenna 102. Assuming a general case in which the individual polling signal (# 2) includes an ATC signal, the on-board device 2 of the # 2 train always receives the latest ATC signal, so that the degree of security can be increased. become.

<When # 1 train advances from the inner loop antenna 102>
Next, as shown in FIG. 2G, when the # 1 train advances from the inner loop antenna 102, the # 1 train response signal is not transmitted from the onboard device 2 of the # 1 train. Thereby, it can be determined that the # 1 train has advanced from the inner loop antenna 102. Based on this result, the ground device 3 deletes the registration of the # 1 train from the self-loop control target list.

<When # 2 train advances from the inner loop antenna 102>
Further, as shown in FIG. 2 (H), when the # 2 train advances from the inner loop antenna 102, the # 2 train response signal is not transmitted from the onboard device 2 of the # 2 train. Thereby, it can be determined that the # 2 train has advanced from the inner loop antenna 102. On the basis of this result, the ground device 3 will delete the registration of the # 2 train from the control target list in the own loop. Thereafter, the state shown in FIG.

  In addition, as a countermeasure when the own train position becomes unknown due to a temporary power failure on the upper side of the vehicle, a spare slot is provided at an appropriate position such as the end of one cycle in FIG. It is good to leave.

  Again, a description will be given with reference to FIG. The ground elements 20 to 2n are arranged at intervals along the inner loop antenna 102, and give position information to the on-vehicle device 2. The inner loop antenna 102 is divided into two or more closed sections 1T to nT by the ground elements 20 to 2n. The ground elements 20 to 2n may be of any form and structure as long as they can give position information to the # 1 train and the # 2 train. In a variable speed automatic train stop device or the like, it may be a conventional non-powered ground unit or a ground unit driven by the ground unit 3.

  In the above-mentioned on-vehicle / ground-to-ground information transmission apparatus, when the # 1 train and the # 2 train traveling in the direction of the arrow F have traveled up to the ground element 21, the on-vehicle apparatus 2 has, for example, a vehicle antenna on the ground. It is electrically or magnetically coupled to the child 21. The on-board device 2 can know the position of its own # 2 train based on the position information given from the ground unit 21. In other ground units as well, position information can be given to the train passing over the same.

  In this way, the position of the ground elements 20 to 2n can be known on the # 2 train side, so that the principle of one closed section / one train can be maintained. That is, when viewed from the # 2 train side, the ground elements 20 to 2n substantially play a role of defining the blockage section boundary. For this reason, even if a plurality of # 1 trains and # 2 trains enter the inner loop antenna 102, the principle of one closed section / one train can be maintained and the safety of train operation can be ensured.

  Further, since the principle of one closed section / one train can be maintained, even if the inner loop antenna 102 is lengthened and a plurality of trains enter the inner loop antenna 102, the safety of train operation can be ensured. For this reason, the inner loop antenna 102 can be lengthened, the distance that can be covered by one inner loop antenna 102 can be increased, the number of ground devices 3 can be decreased, and cost reduction can be achieved. For example, if the inner loop antenna 102 is five times longer than the conventional one, for example, 1500 m, the number of ground devices 3 can be reduced to 1/5.

  Although only two # 1 trains and # 2 trains are shown in the drawing, the principle of one closed section / 1 train can be maintained even if the trains are in all the closed sections 1T to nT. Therefore, the transmission method according to the present invention allows the number of trains on the inner loop antenna 102 from zero to a number n corresponding to the number n of closed sections.

  As the train position determination means, a train is provided with a speed generator, and the train position can be detected on the vehicle using the speed generator. The blockage section can be determined on the train side based on the position of the own train recognized by itself and the position of another train obtained by exchanging information with the ground device 3.

  By the way, when the power supply to the trains existing in the loop antennas 101 to 103 is interrupted, the train that has received power re-transmission responds to the broadcast signal B by transmitting the signal f1 or the signal f2. Since the signal f1 or the signal f2 includes the train position information and the like, the ground device 3 side can know the train position from the received signal f1 or signal f2.

  However, since the train that has been turned on again does not have the correct position information, it is dangerous to trust the position information included in the signal f1 or the signal f2 as it is. Therefore, the “position determination bit” is included in the signal f1 or the signal f2, and after the power is turned on again, the position determination bit is invalid until the absolute position is determined by combining with the ground elements 21 to 2n. And enabled after the position is determined. When the position determination bit is invalid, the following operation mode is adopted.

(A) When there is no other train in the own loop antenna, a low ATC indication (for example, 10 km / h) is transmitted and the vehicle is operated up to the ground laying position under the control of the security device.
(B) When a train exists in the same loop antenna, a stop ATC signal is transmitted, and the train is moved to any laying position of the ground elements 20 to 2n by an open operation.
(C) When the position determination bit is valid, the train position is determined and an appropriate ATC signal is transmitted.

  Here, there may be a case where the train cannot detect any of the ground elements 20 to 2n for some reason. At this time, in order to detect that the on-board device 2 swung the ground elements 20-2n, the distances from the respective entrances of the loop antennas 101-103 to the respective laying positions of the ground elements 20-2n in the ATC signal Enter information. The train compares the distance obtained from the speed pulse supplied from the speed generator with the distance from the ATC signal to the laying position of each of the ground elements 20-2n, and oscillates the detection of the ground elements 20-2n. Determine if it occurred.

  While the present invention has been described with reference to the embodiment, it is needless to say that the present invention is not limited to this embodiment, and various modifications and changes can be made within the scope of the claims.

It is a figure explaining one Example of the on-vehicle / ground-to-ground information transmission apparatus which concerns on this invention. It is a figure explaining operation | movement of the on-vehicle / ground-to-ground information transmission apparatus which concerns on this invention.

Explanation of symbols

1 loop antenna 20-2n
3 Ground equipment
4 On-board equipment 1T to nT Blocking section # 1, # 2 Train

Claims (4)

An on-vehicle / ground-to-ground information transmission device including a loop antenna, a ground device, and an on-vehicle device,
A plurality of the loop antennas are laid along the train path, each having a pre-polling start point,
When the train reaches the pre-polling start point set to the outer loop antenna, the ground device is connected to the ground loop via the inner loop antenna located in front of the outer loop antenna when viewed in the traveling direction of the train. Send an individual polling signal for the train,
The on-board device receives the individual polling signal when entering the inner loop antenna, and transmits on-board information to the inner loop antenna in response to the individual polling signal.
The ground device receives the on-board information via the inner loop antenna;
On-vehicle / ground information transmission equipment. The on-vehicle / ground-to-ground information transmission device according to claim 1,
The ground device supplies all train polling signals to the inner loop antenna before the train reaches the pre-polling start point.
On-vehicle / ground information transmission equipment. The on-vehicle / ground-to-ground information transmission device according to claim 1 or 2,
The on-board information includes a train position determination bit,
The ground device disables the position determination bit until the train position is determined after turning on the power to the on-board device, and enables it after the train position is determined.
On-vehicle / ground information transmission equipment. An on-vehicle / ground-to-ground information transmission device according to claim 3,
It has a ground element that serves as a train position determining means, and a plurality of the ground elements are laid at intervals along the traveling path of the train,
The ground device transmits the individual polling signal including distance information from the entrance of the loop antenna to the laying position of the ground unit,
The on-board device compares the distance obtained using the speed generator provided in the own train with the distance to the ground element laying position obtained from the individual polling signal, and whether the ground element is swung idle. To judge whether
On-vehicle / ground information transmission equipment.

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