JP2003002201A - Control method for pickup on ground for automatic train stopping device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control method for pickups on ground for automatic train stopping devices capable of using a control line in common, and capable of reducing a cost. SOLUTION: When adding and newly constructing the second automatic train stopping device to and in a railroad line section in which a first automatic train stopping device is already constructed, two-core control signal cables 12a, 12b and 12c connected to the pickups on ground 5a, 5b and 5c of the second automatic train stopping device are connected to the control line 10 composed of the two-core control signal cables for connecting the pickup on ground 3 of the first automatic train stopping device and a signal aspect condition control device 7. A diode bridge circuit 15 is arranged in the control line existing on the side of the pickup on ground of the first automatic train stopping device from a position for connecting these signal cables. By this diode bridge circuit, the direction of an electric current flowing to a pickup on ground control relay of the first automatic train control device is unchangeably controlled even when the direction of a signal current flowing from the signal aspect condition control device is reciprocal either direction.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling a grounding element for an automatic train stop device, and more particularly to a railway line section in which a first automatic train stop device is already installed. The present invention relates to a method for sharing a control line for both devices when a second automatic train stop device is added and newly installed. 2. Description of the Related Art Generally, in each of the major JR railway line sections nationwide, as shown in FIG.
Type: When a train approaches a certain distance before the stop signal, a device that automatically brakes if the driver forgets to operate the brakes) is installed. As shown in FIG. 5, a new type of automatic train stop system (ATS-P type: informs the driver of the progress, caution, and stop to the in-car driver, detects the train speed, and automatically permits when caution or stop information is given. A device that operates the brake below the speed.
Data transmission between the grounding element and the signal display condition control device in the signal equipment box is performed by a modem using a modem) or FIG.
Automatic train stop system (ATS-P (N)) which improved the new ATS-P type as shown in (1): The data transmission between the ground terminal and the signal display condition control device in the signal equipment box was changed to a modem modulation and demodulation method. And three types of signal presentation information (progress, attention,
(Stop), the direction of the current is set to a relay logic circuit type that performs three operations of forward, reverse, and no current). [0003] By the way, when an ATS-P (N) type is additionally installed by superimposing the ground equipment of the automatic train stopping device on the ATS-S type, conventionally, as shown in FIG. The ATS-P (N) type control line (consisting of a multi-core control signal cable) was newly provided while leaving the line (consisting of a two-core control signal cable) as it was. That is, in order to operate both the ATS-S type ground terminal and the ATS-P (N) type ground terminal, additional costs other than the new ground terminal installation of the ATS-P (N) type control line are required. Came. Accordingly, the present invention solves the above-mentioned conventional problems, and provides a railway line section in which a first automatic train stop (ATS-S type) is already installed. Second
When adding a new automatic train stop device (ATS-P (N) type), the existing ATS-S type control line is diverted to control the newly installed ATS-P (N) type grounding element. ATS-P (N) and ATS-S type control line
ATS-P
An object of the present invention is to provide a method for controlling a grounding element for an automatic train stop device, which can reduce the cost required for laying a control line for the (N) type. [0005] In order to achieve the above object, the present invention is to add a second automatic train stop device to a railway line section in which a first automatic train stop device is already installed. When a new automatic train stopping device is connected to a control line consisting of a two-core control signal cable connecting the grounding device of the first automatic train stopping device and the signal display condition control device,
A signal cable for core control is connected, and a diode bridge circuit is provided on a control line on the ground side of the first automatic train stopping device from a position where the signal cable is connected, and the signal presenting condition control is performed by the diode bridge circuit. Control is performed so that the direction of the current flowing to the ground control relay of the first automatic train stopping device is not changed regardless of whether the direction of the signal current flowing from the device is forward or reverse. Embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 shows a system in which a second automatic train stop device (ATS-P (N)) is newly added to a railway line section in which a first automatic train stop device (ATS-S type) is already installed. It is a block diagram. In FIG. 1, reference numeral 1 denotes an ATS-S type and an AT
A railway line section comprising a pair of rails 2 on which an SP (N) type is installed. The line section includes an ATS-S type ground wire 3 (with a built-in control relay QR) and an ATS-P (N) type ground wire. 5a, 5
b, 5c are sequentially installed along the running direction of the train. The ATS-S type grounding element 3 is connected to a reversing circuit 8 of a signal display condition control device 7 housed in an instrument box 6 on the side of the track via a control line 10 comprising a two-core control signal cable. ATS-P (N) type ground child 5a is for progress indication, AT
The SP (N) type grounding element 5b is for warning display, ATS-P
The (N) type grounding element 5c is used as a stop display.
The two-core control signal cables 12a, 12b, 12c connected to the ATS-P (N) type ground terminals 5a, 5b, 5c are connected to the control line 10, respectively. The dotted line in the figure indicates that the ATS-P which is no longer necessary in comparison with the conventional one shown in FIG.
Fig. 3 shows a control line including an (N) type multi-core control signal cable. As described above, the ATS-P (N) type control line is completely unnecessary. [0008] AT from the position where the signal cable 12a is connected
A diode bridge circuit 15 is installed on the control line 10 on the side of the SS type grounding element 3. Diode bridge circuit 15
Is composed of diodes D1 to D4 as shown in FIG. ATS-P (N) type ground children 5a, 5b,
The control for 5c is as follows. At the time of the progress display, the direction of the signal current flowing from the signal display condition control device 7 is set to the positive direction (a) as shown in FIG.
Thereby, the reversing circuit 8 (+) → the diode D7 → the control relay R1 (+) → the control relay R1 (−) → the reversing circuit 8
A current flows in the direction of (-). On the other hand, at the time of the warning display, the direction of the signal current is set to the reverse direction (b) by the reversing circuit 8. Thereby, the reversing circuit 8 (-) → the control relay R2
A current flows in the direction of (+) → control relay R2 (−) → diode D8 → polarization circuit 8 (+). In this way, when the current flow is in the forward direction (a), the control relay R1 operates, and the progress indication information is given from the grounding element 5a to the ATS-P (N) type on-board device, and the reverse direction (b) In the case of ()), the control relay R2 is operated, and the warning notice information is given from the ground child 5b to the ATS-P (N) type on-board device. At the time of the stop indication, since no signal current flows, the control relays R1 and R2 are restored, and the ATS-
Stop information is provided to the P (N) type on-board device. In FIG. 2, only the ATS-P (N) type grounding element 5a is shown and described in the drawings, but the grounding elements 5b and 5c are the same, and there is no difference in their control. As described above, each ground child 5a, 5b, 5c gives a progress indication, a caution indication, and a stop indication. The control for the ATS-S type ground carrier 3 is as follows. In other than the stop indication, the direction of the signal current flowing from the signal indication condition control device 7 is the positive direction (a) (the forward indication) from the reversing circuit 8 to the diode bridge circuit 15 as shown in FIG. ) Or in the opposite direction (b) (at the time of caution), the diode D1, D2, D3, and D4 always have the same direction from the diode bridge circuit 15 to the control relay QR.
By maintaining the current flow in the same direction in this manner, the control relay QR operates, and the ATS-
Progress indication information or caution indication information is provided to the S-type on-board device. At the time of the stop indication, the signal current does not flow, so that the control relay QR is restored, and stop information is given from the ground carrier 3 to the ATS-S type on-board device. Therefore, the direction of the current flowing through the control relay QR does not change regardless of whether the direction of the signal current flowing from the signal presenting condition control device 7 is positive or negative. Does not recover as shown in (1). If the ATS-S type control line and the ATS-P (N) type control line are shared without providing the above-described reversing circuit 8 and diode bridge circuit 15, the signal indication is made. When changing from the attention display to the progress display and from the progress display to the warning display, a magnetic field is formed in the direction before changing the direction of the current as shown by the chain line in FIG. 3, and this gradually disappears and changes. A magnetic field is formed in the direction. During this time, the attractive force of the coil of the control relay QR to the movable iron piece does not work, and the coil is once restored. Therefore, when the control relay QR is once restored, the ATS-S
When the ATS-S type on-board device is combined with the ATS-S type on-board device, there is a problem that the stop signal is given even though the traffic light is the warning or progress indication. Inconvenience can be avoided. [0015] The present invention is as described above, and when a second automatic train stop device is newly added to a railway line section in which a first automatic train stop device is already installed, A control line consisting of a two-core control signal cable connecting the grounding element of the first automatic train stopping device and the signal display condition control device is connected to a two-core control signal cable connected to the grounding element of the second automatic train stopping device. In addition, a diode bridge circuit is provided on the control line on the ground side of the first automatic train stopping device from the position where the signal cable is connected, and the diode bridge circuit provides a signal current flowing from the signal display condition control device. Since the control is performed so that the direction of the current flowing through the ground control relay of the first automatic train stop device is not changed regardless of whether the direction is forward or reverse, the existing first automatic train stop device is used. The second automatic train stop can be controlled by using the control line of the second automatic train stop device, and the control line of both devices can be shared. There is an excellent effect that the cost required for laying the control line of the device can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows an embodiment of the present invention, showing a system configuration in which an ATS-P (N) type is newly added to a railway line section in which an ATS-S type is already installed. FIG. FIG. 2 is a drawing for explaining the operation. FIG. 3 is a time chart showing the operation of a control relay. FIG. 4 is a system configuration diagram of a railway line section in which an ATS-S type is already installed. FIG. 5 is a system configuration diagram of a railway line section in which an ATS-P type is already installed. FIG. 6 is a system configuration diagram of a railway line section in which an ATS-P (N) type is already installed. FIG. 7 shows an AT in a railway line section where an ATS-S type is already established.
FIG. 2 is a conventional system configuration diagram in a state in which an SP (N) type is newly added. [Description of Signs] 1 railway line section 2 rail 3 ATS-S type grounding element 5a, 5b, 5c ATS-P (N) type grounding element 6 instrument box 7 signal display condition control device 8 reversing circuit 10 control line 12a , 12b, 12c Control signal cable 15 Diode bridge circuit

   ────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Yuki Saito             2-2-2 Yoyogi, Shibuya-ku, Tokyo East Japan Trip             Inside the customer railway company (72) Inventor Masataka Kano             Daido Signal 2-20-2 Nakaikegami, Ota-ku, Tokyo             Inside the company (72) Inventor Yoshihiro Kadoyama             Daido Signal 2-20-2 Nakaikegami, Ota-ku, Tokyo             Inside the company (72) Inventor Ryoji Yasui             Daido Signal 2-20-2 Nakaikegami, Ota-ku, Tokyo             Inside the company F-term (reference) 5H161 AA01 CC05 DD16 DD41

Claims (1)

Claims: 1. A first automatic train stop device is provided when a second automatic train stop device is newly added to a railway line section in which a first automatic train stop device is already installed. A control line consisting of a two-core control signal cable connecting the grounding element and the signal display condition control device is connected to a two-core control signal cable connected to the grounding element of the second automatic train stopping device, and this signal cable is connected. A diode bridge circuit is provided on a control line on the ground side of the first automatic train stopping device from the set position, and the direction of the signal current flowing from the signal display condition control device is either forward or reverse by the diode bridge circuit. A control method of a grounding element for an automatic train stop device, characterized in that control is performed such that the direction of a current flowing to a ground child control relay of the first automatic train stop device is not changed even in the case of (1).