JP2002347621A - Train control signal receiver - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train control signal receiver capable of automatically and quickly adjusting an electric characteristic of a reception input part, even if electric operation conditions of a track circuit and an antenna are changed. SOLUTION: This device is provided with an antenna coil 1 for receiving a train control signal transmitted from ground signal equipment by an electromagnetic induction action with the track circuit, an LCR resonance circuit arranged so as to obtain a prescribed frequency characteristic for the signal received by the antenna coil 1 and an adjustment control means 8 for adjusting the frequency characteristic of the LCR resonance circuit by using a signal generated by a white noise generation means 9. The LCR resonance circuit has an inductance adjusting means 2 for adjusting inductance of the antenna coil 1, a capacitance adjusting means 3 for adjusting capacitance of a resonance condenser, an impedance matching means 4 for adjusting input impedance viewed from the antenna coil side and a load impedance adjusting means 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train control signal receiving apparatus for receiving a train control signal transmitted from terrestrial signal equipment.

[0002]

2. Description of the Related Art FIG.
FIG. 1 is a schematic configuration diagram illustrating a conventional train control device disclosed in Japanese Unexamined Patent Publication (Kokai) No. H10-15095. In FIG. 7, 21 is an antenna which is a power receiver,
22a and 22b are connected in parallel to the antenna 21 and pass band filters that pass any one of the carrier frequencies fcl and fc2; 23a and 23b are amplifiers connected to the band filters 22a and 23b, 24a,
24b is a detector connected to the amplifiers 23a and 23b, respectively. 25 is a signal combining circuit that combines the outputs of the detectors 24a and 24b, 26 is an analog-to-digital converter that converts a train control signal from an analog signal to a digital signal (numerical sequence), and 27 is a converter that converts the converted digital signal for each frequency. An FFT analyzer 28 for discriminating is a signal processor for determining a train control signal from the output of the FFT analyzer 27.

Next, the operation will be described. A carrier frequency fcl having a different frequency for each adjacent track closing section,
One of the carrier waves fc2 passes through one of the bandpass filters 22a and 22b via the antenna 1,
After being adjusted to appropriate signal levels by the amplifiers 23a and 23b, the signals are demodulated into modulated waves by the detectors 24a and 24b. The demodulated signal is converted to a digital signal by an analog-to-digital conversion circuit 26, separated by FFT frequency analysis by an FFT analyzer 27 for each frequency, and the result and known train control signal data stored in advance in a signal processor 28. Are compared to determine the signal presentation.

In the signal input section of the on-board receiver of the train control apparatus having such a configuration, generally, the inductance value of the electromagnetic induction antenna coil, resonance, and the like depend on the individual line conditions and the signal specifications determined by the ground signal equipment. In many cases, the capacitance value and the input impedance value of the capacitor are determined by calculation, and fixed-value components are individually mounted in many cases. A band filter is prepared for each type of carrier in the receiver of the train control device, and the gain of each amplifier is adjusted in order to determine the receiving sensitivity for each carrier. This adjustment is performed by passing a test signal current from the signal equipment on the ground to the track circuit, or by generating a test magnetic field by electromagnetic coupling from a dedicated tester to the antenna, and setting a reference level for each carrier frequency. For example, a method of adjusting the gain of each amplifier by receiving a carrier signal of the minimum level for causing the receiver to recognize the signal is adopted.

[0005]

Since the receiver of the conventional train control device is configured as described above, the receiver has a predetermined standard rail current, a distance between the antenna and the rail, and a predetermined signal frequency. The inductance value and input impedance value of the antenna coil are selected and mounted so that the induced voltage of the antenna coil is obtained, and the capacitance value of the resonance capacitor is set so that resonance is obtained in the center frequency region among the several types of used carrier waves. It was necessary to select and implement. If the vehicle or route changes, the electrical conditions of the track circuit, the separation distance between the track circuit and the antenna, the electromagnetic coupling conditions between the track circuit and the antenna, the characteristics of the antenna alone,
Since the electrical conditions from the antenna to the receiving device, the effects of the signal short-circuit current flowing through the axle and the vehicle body, etc., differ individually, the inductance value of the antenna coil, the capacitance value of the resonance capacitor, and the input impedance value of the receiving device from the antenna side You must change it to a proper one.

Further, when the frequency characteristics of the antenna coil, the capacitance value of the resonance capacitor, and the input impedance value of the receiver are largely different from the calculated characteristics when the components are mounted, the final adjustment is required. As a result, a specified standard rail current is caused to flow through the rail for each carrier frequency, and the bandpass filters 22a and 22
It is necessary to measure the output voltages of the amplifiers 23a and 23b at the subsequent stage b, and to adjust the gains of the amplifiers 23a and 23b so as to have a predetermined signal level. That is, it is necessary to adjust the gains of the amplifiers 23a and 23b so that the threshold value of the minimum operation signal level matches a management value defined in advance for each carrier frequency. In such a case, the operation of flowing a standard rail current from the terrestrial signal equipment for each carrier frequency, measuring the reception level thereof, and making adjustments is repeated, and there is a problem that the adjustment requires a great deal of labor and time. Was.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and includes an electric condition of a track circuit, a separation distance between a track circuit and an antenna, an electromagnetic coupling condition of a track circuit and an antenna, a single antenna. A train that can automatically and quickly adjust the electrical characteristics of the receiving input unit even if the characteristics of the antenna, the electrical conditions from the antenna to the receiving device, and the effects of signal short-circuit current flowing through the axle and vehicle body change for each vehicle or route. An object is to obtain a control signal receiving device.

[0008]

According to the present invention, there is provided a train control signal receiving apparatus for receiving a train control signal transmitted from a terrestrial signal facility. An antenna coil received by an inductive action, frequency characteristic adjusting means for adjusting a train control signal received by the antenna coil so as to obtain predetermined frequency characteristics, and an entire area of a carrier frequency band used as a train control signal. A signal generating unit for generating a test signal, an electromagnetic field generating unit for converting the test signal generated by the signal generating unit into an electromagnetic field signal and inputting the signal to an antenna coil, The signal is converted into a field signal, and the frequency is adjusted according to the output of the frequency characteristic adjusting means for the test signal input to the antenna coil. The adjustment command to adjust the frequency characteristic of a few characteristic adjusting means is obtained an adjustment control means for outputting the frequency characteristic regulation section.

The frequency characteristic adjusting means includes an inductance adjusting means configured to adjust the inductance of the antenna coil, and a capacitance adjusting means configured to adjust the capacitance of a resonance capacitor connected in series with the antenna coil. Means, and impedance adjustment means configured to adjust the input impedance as viewed from the antenna coil side,
The adjustment control unit outputs each adjustment command to the inductance adjustment unit, the capacitance adjustment unit, and the impedance adjustment unit. In addition, the apparatus further includes frequency analysis means for analyzing a frequency characteristic of an output of the frequency characteristic adjustment means, and the adjustment control means outputs an adjustment command for adjusting the frequency characteristic of the frequency characteristic adjustment means using an analysis result of the frequency analysis means. It is.

Further, the test signal generated by the signal generating means is a white noise signal having a signal intensity with a constant time average over the entire carrier frequency band used as a train control signal. The test signal generated by the signal generating means is a colored noise signal whose signal power is inversely proportional to the frequency.

The test signal generated by the signal generating means is a signal having a known signal strength for each carrier frequency used as a train control signal.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram showing a train control signal receiving device according to Embodiment 1 of the present invention. In FIG. 1, reference numeral 1 denotes an antenna coil installed in a train, which inductively receives a train control signal current flowing through a rail by electromagnetic coupling. Here, the train control signal includes a speed limit, point information,
It is a signal representing information such as a closed state, a running state, and a route state. Numeral 2 denotes an inductance adjusting means connected to the antenna coil 1, a circuit configured together with the antenna coil 1 by changing the number of coil turns or the interference position between the coil and the magnetic core in accordance with a command from an adjustment control means described later. It is configured to adjust the inductance. Reference numeral 3 denotes a capacitance adjusting means for varying the capacitance value of the resonance capacitor, which is inserted in series with the antenna coil 1 so as to cause resonance at a predetermined resonance frequency by a resonance action with a circuit inductance in response to a command from an adjustment control means described later. It is configured to adjust the capacitance value of the resonance capacitor. Reference numeral 4 denotes impedance matching means for maintaining the insulation from the balanced circuit on the antenna coil 1 side and matching the impedance with the unbalanced circuit on the load side. Reference numeral 5 denotes a load impedance adjusting means connected to the load side of the impedance matching means 4, which is configured to adjust the input impedance of the train control signal receiving apparatus viewed from the antenna coil 1 side.

Reference numeral 6 denotes a signal discriminating device connected downstream of the load impedance adjusting means 5 for discriminating a train control signal by signal selection and demodulation for each carrier. In order to control the speed of the train by checking the speed limit at which the train should run and the current speed, the train speed limit, travel position information, and the like are determined from the train control signal. Reference numeral 7 denotes frequency analysis means for performing frequency analysis of the received signal by Fourier transform, and calculates the magnitude of the signal component for each frequency as a time average. Reference numeral 8 denotes an adjustment control unit that issues an adjustment command such as output of an adjustment value to the antenna coil 1 and the inductance adjustment unit 2, the capacitance adjustment unit 3, the impedance matching unit 4, and the load impedance adjustment unit 5 as a signal input circuit.
Based on the magnitude of the signal component for each frequency obtained from the frequency analysis means 7, the frequency characteristics of the circuit are adjusted so that the reception level is appropriate from the viewpoint of signal-to-noise ratio and the reception level characteristics specified from the viewpoint of signal maintenance. Adjust automatically. Reference numeral 9 denotes white noise generating means for generating a test signal based on a command from the adjustment control means 8, which generates a signal having a constant signal intensity over the entire carrier frequency band to be used. Numeral 10 is an electromagnetic field generating means for amplifying the signal generated from the white noise generating means 9 and generating an electromagnetic field signal for the antenna coil 1, which generates a magnetic field equivalent to a method of performing a test using a rail current. Embodiment 1
Here, the impedance adjusting means is constituted by the impedance matching means 4 and the load impedance adjusting means 5, and the frequency characteristic adjusting means (LCR resonance circuit) is constituted by the inductance adjusting means 2, the capacitance adjusting means 3 and the impedance adjusting means. . Also,
The white noise generator 9 is a signal generator.

FIG. 2 is a diagram showing a tendency of the frequency characteristic of the train control signal receiving device according to the first embodiment of the present invention. In FIG. 2, L1, L2, and L3 are frequencies f1, f
In the signal strength corresponding to 2, f3, L2 indicates a resonance peak. FIG. 3 is a diagram showing another tendency of the frequency characteristic of the train control signal receiving device according to the first embodiment of the present invention, and shows how the resonance point moves according to the capacitance value. FIG. 4 is a diagram showing still another tendency of the frequency characteristics of the train control signal receiving device according to the first embodiment of the present invention, and shows how the signal strength changes depending on the input impedance.

Next, the adjustment operation of the train control signal receiving apparatus according to the first embodiment of the present invention shown in FIG. 1 will be specifically described. The train control signal flowing through the rail is a modulated AC signal, and a magnetic flux generated in a circle around the rail conductor penetrates the antenna coil 1, and an induced electromotive voltage is generated at both ends of the coil due to a temporal change of the magnetic flux. In general, to improve the signal-to-noise ratio of the carrier frequency band used,
An LCR resonance circuit is composed of an inductance component, a capacitance component, and a resistance component, and has a frequency characteristic such that a resonance peak occurs near a center frequency among several types of used carrier waves as shown in FIG. The adjustment control means 8 causes the white noise generating means 9 to generate a signal having a signal intensity with a constant time average over the entire carrier frequency band used as a signal.
0 converts a noise signal into a predetermined electromagnetic field signal, and passes a magnetic flux to the antenna coil 1. The predetermined electromagnetic field signal is, for example, a magnetic field strength equivalent to a magnetic field generated by a rail current value determined as a standard test current when adjustment is performed by flowing a normal signal current through the rail.

The white noise signal received by the antenna coil 1 is passed through an LCR resonance circuit (frequency characteristic adjusting means) comprising an inductance adjusting means 2, a capacitance adjusting means 3, an impedance matching means 4, and a load impedance adjusting means 5. By passing through, it has a frequency characteristic as shown in FIG. The frequency characteristic of the signal strength determined by the impedance of the LCR resonance circuit composed of the inductance adjusting means 2, the capacitance adjusting means 3, the impedance matching means 4, and the load impedance adjusting means 5 is obtained by the frequency analyzing means 7, and based on the result, The adjustment control means 8 outputs an adjustment command for setting individual characteristics of the inductance adjustment means 2, the capacitance adjustment means 3, the impedance matching means 4, and the load impedance adjustment means 5.

First, the adjustment control means 8 adjusts the inductance value of the antenna coil 1 by, for example, the inductance adjusting means 2 formed by a variable inductance element. If the reference rail current value, the separation distance between the rail and the antenna coil 1 and the like are determined, the amount of magnetic flux passing through the antenna coil 1 is determined. The adjustment control means 8 causes the white noise generating means 9 and the electromagnetic field generating means 10 to generate a constant magnetic flux equivalent to the amount of magnetic flux. The received signal strength is dominantly determined by the inductance value of the antenna coil 1. If the circuit inductance value is low, the signal intensity is low, and if the inductance value is high, the signal intensity is high. For example, the permeability of the magnetic core in the antenna coil 1 and the cross-sectional area of the magnetic core are fixed, the adjustment control means 8 gives a command to the inductance adjusting means 2 to change the inductance of the antenna coil 1, and the frequency analysis means 7, the inductance value of the antenna coil 1 is adjusted while confirming that the reception intensity changes.

Subsequently, the adjustment control means 8 adjusts, for example, the capacitance value of the capacitance adjustment means 3 formed by an element having a variable capacitance. When the inductance value of the antenna coil 1 is determined, the resonance frequency is determined by the combined impedance of the stray capacitance parasitic on the signal transmission cable and the capacitance of the capacitance adjusting means 3. The adjusting element is the capacitance value of the capacitance adjusting means 3. As shown in FIG. 3, if the capacitance value is low, the resonance point moves to a high frequency range, and if the capacitance value is high, the resonance point moves to a low frequency range. Since the resonance point peak is determined by the frequency analysis unit 7, the adjustment control unit 8 gives a command to change the capacitance value to the capacitance adjustment unit 3, and adjusts the resonance point to be the carrier frequency band to be used. .

Further, the adjustment control means 8 adjusts the impedance of the impedance matching means 4 and the load impedance adjusting means 5. For example, when a transformer is used as the impedance matching means 4 and a variable resistor R is used as the load impedance adjusting means 5, if the turns ratio between the primary side and the secondary side of the transformer is 1: N, the antenna coil 1 side The input impedance seen is R / N ² . As shown in FIG. 4, when the input impedance as viewed from the antenna coil 1 side is increased, the signal strength is increased, but the quality factor at the resonance frequency is also increased, so that the difference in signal strength received for each of a plurality of carrier waves is increased. vice versa,
When the input impedance viewed from the antenna coil 1 side is reduced, the signal strength is reduced, but the difference in signal strength received for each of the plurality of carriers is reduced. Generally, from the viewpoint of power transmission, the impedances of the impedance matching means 4 and the load impedance adjusting means 5 are adjusted so that the input impedance viewed from the antenna coil 1 side and the impedance on the opposite side of the antenna coil 1 match. If it is required from the viewpoint of signal maintenance management that the received level difference between a plurality of carriers is kept within a certain range, the input from the antenna coil 1 side within a range where there is no problem in the signal to noise ratio is required. Adjust so that the impedance is low.

Therefore, according to the first embodiment, a carrier wave used as a signal is used instead of a method in which a signal wave is generated for each combination of a carrier wave and a signal wave from the terrestrial signal equipment and the reception level is checked each time. By generating a pseudo-random signal whose time average has a constant signal intensity over the entire frequency band and performing frequency analysis of the received signal, the frequency characteristics of the received signal can be checked collectively and quickly. In addition, the electrical conditions of the track circuit, the separation distance between the track circuit and the antenna, the electromagnetic coupling conditions of the track circuit and the antenna, the characteristics of the antenna alone, the electrical conditions from the antenna to the receiver, the signal short-circuit current flowing through the axle and vehicle body The electrical characteristics of the reception input section are automatically adjusted so that the reception level is appropriate from the viewpoint of the signal-to-noise ratio and the reception level characteristics specified from the viewpoint of signal maintenance, even if the influence of traffic and the like differs between vehicles and routes. It can be adjusted quickly.

Embodiment 2 FIG. Only different points from the first embodiment will be described. In the first embodiment, as the signal generating means,
Means for generating a white noise signal whose time average has a constant signal intensity over the entire carrier frequency band used as a train control signal is applied, but a means for generating a colored noise signal whose signal power is inversely proportional to the frequency is used. May be applied. FIG. 5 is a schematic configuration diagram showing a train control signal receiving device according to Embodiment 2 of the present invention. In FIG. 5, 1 to 6, 8 to 10 are the same as those in FIG. The white noise generator 9 generates a white noise signal having a constant time average signal intensity over the entire carrier frequency band used as a train control signal in the frequency domain. 11 is 3 for signal strength per octave.
This is a low-pass filter that attenuates dB. The signal of the white noise generating means 9 is passed through a low-pass filter 11 to generate a signal having a colored noise characteristic whose signal power is inversely proportional to the frequency. Reference numeral 12 denotes a band-pass filter provided inside the signal discriminating device 6 and having a frequency characteristic equivalent to a band-pass filter having a predetermined bandwidth with a carrier frequency as a center frequency. 13 is a bandpass filter 1
2 is a signal strength measuring means for calculating the strength of a signal output for each carrier wave, for example, an effective value. Embodiment 2
Now, the band-pass filter 12 and the signal strength measuring means 13
Constitute the frequency analysis means, and the white noise generating means 9 and the low-pass filter 11 constitute the signal generating means.

Next, the operation will be described. Some of the signal discriminating devices 6 include a method in which a band-pass filter is provided for each carrier frequency, and whether the signal has an effective strength is determined based on the power value of the signal passing through the band-pass filter. In the case of such a signal discriminating apparatus, Embodiment 1
When a signal having the white noise characteristic described in (1) is used as an input signal at the time of adjustment, the band-pass filter is generally designed so that the quality factor (Q) is constant at any frequency. Becomes higher, the pass bandwidth becomes wider, and the power value of the signal increases in proportion to the frequency. In the signal receiving apparatus configured as shown in FIG. 5, a signal having a colored noise characteristic in which the signal power is inversely proportional to the frequency has a constant power value of the signal passing through the band-pass filter for each carrier frequency. Using a signal power passing through a band-pass filter for each frequency, a signal discriminating device 6 for discriminating signal strength is
The comparison of the signal strength for each carrier is easy to understand, and the frequency characteristics of the input circuit can be easily adjusted.

According to the second embodiment, as the frequency analyzing means, the band-pass filter 12 for selecting each type of carrier and the signal strength measuring means 13 for measuring the signal strength of the band-pass filter 12 by calculating an effective value or the like are used. By measuring the frequency characteristics of the receiving circuit, the frequency characteristics of the receiving circuit determined by the inductance of the antenna, the capacitance of the resonance capacitor, and the load impedance are adjusted by the inductance adjusting unit 2, the capacitance adjusting unit 3, and the load impedance adjusting unit 5. Characteristics can be adjusted.

Embodiment 3 FIG. Only different points from the first embodiment will be described. In the first embodiment, as the signal generating means,
A means for generating a pseudo-random signal having a constant time average signal strength over the entire carrier frequency band used as a train control signal is applied, but a known signal strength is used for each carrier frequency used as a signal. Means for generating a signal in which a carrier is mixed at a constant signal strength may be applied. In the third embodiment, the carrier generation means 14 and the mixing means 15 constitute a signal generation means. FIG. 6 is a schematic configuration diagram showing a train control signal receiving device according to Embodiment 3 of the present invention. In FIG. 6, 1
8, 10 are the same as those in FIG. 1
Reference numeral 4 denotes a carrier generation unit that generates, for example, a sine wave for each carrier frequency used as a signal, and 15 denotes a mixing unit that mixes a plurality of carrier signals.

In the train control signal receiving apparatus configured as shown in FIG. 6, as in the first embodiment, based on a signal in which the signal strength for each carrier frequency used as a signal is known in advance, Since the frequency characteristics of the received signal can be quickly known by the frequency analysis means 7, it is easy to automatically optimize the electrical characteristics of the receiving circuit.

According to the third embodiment, the signal generating means includes means for generating a signal having a known signal strength for each carrier frequency used as a train control signal,
By measuring the frequency characteristics of the receiving circuit, the inductance of the antenna, the capacitance of the resonant capacitor,
The frequency characteristics of the receiving circuit determined by the load impedance
Appropriate characteristics can be adjusted by the inductance adjusting means 2, the capacitance adjusting means 3, and the load impedance adjusting means 5.

[0027]

Since the present invention is configured as described above, it has the following effects. In a train control signal receiving device that receives a train control signal transmitted from a ground signal facility, an antenna coil that receives a train control signal by an electromagnetic induction action with a track circuit, and a predetermined train control signal received by the antenna coil Frequency characteristic adjusting means for adjusting the frequency characteristics, signal generating means for generating a test signal over the entire carrier frequency band used as a train control signal, and a test generated by the signal generating means. Field generating means for converting a signal for use into an electromagnetic field signal and inputting the signal to an antenna coil, and a frequency characteristic adjusting means for converting the signal into an electromagnetic field signal by the electromagnetic field generating means and for a test signal input to the antenna coil Output an adjustment command for adjusting the frequency characteristic of the frequency characteristic adjusting means in accordance with the output of the frequency characteristic adjusting means to the frequency characteristic adjusting means. Since with an integer control means, it can automatically adjust the frequency characteristic of the frequency characteristic adjusting means.

The frequency characteristic adjusting means includes an inductance adjusting means configured to adjust the inductance of the antenna coil and a capacitance adjusting means configured to adjust the capacitance of a resonance capacitor connected in series with the antenna coil. Means, and impedance adjustment means configured to adjust the input impedance as viewed from the antenna coil side,
The adjustment control unit outputs each adjustment command to the inductance adjustment unit, the capacitance adjustment unit, and the impedance adjustment unit, so that the frequency characteristics of the frequency characteristic adjustment unit can be automatically adjusted. In addition, the apparatus includes frequency analysis means for analyzing the frequency characteristic of the output of the frequency characteristic adjustment means, and the adjustment control means outputs an adjustment command for adjusting the frequency characteristic of the frequency characteristic adjustment means using the analysis result of the frequency analysis means. The frequency characteristic can be adjusted by analyzing the output of the frequency characteristic adjusting means.

Further, the test signal generated by the signal generating means is a white noise signal having a constant signal intensity with a constant time average over the entire carrier frequency band used as a train control signal. The frequency characteristic of the frequency characteristic adjusting means can be adjusted by the noise signal. Further, since the test signal generated by the signal generating means is a colored noise signal whose signal power is inversely proportional to the frequency, the frequency characteristic of the frequency characteristic adjusting means can be adjusted by the colored noise signal.

Since the test signal generated by the signal generating means has a known signal strength for each carrier frequency used as a train control signal, it has a known signal strength for each carrier frequency. The frequency characteristic of the frequency characteristic adjusting means can be adjusted by the signal.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a train control signal receiving device according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a tendency of a frequency characteristic of the train control signal receiving device according to the first embodiment of the present invention.

FIG. 3 is a diagram showing another tendency of the frequency characteristic of the train control signal receiving device according to the first embodiment of the present invention.

FIG. 4 is a diagram showing still another tendency of the frequency characteristic of the train control signal receiving device according to the first embodiment of the present invention.

FIG. 5 is a schematic configuration diagram showing a train control signal receiving device according to a second embodiment of the present invention.

FIG. 6 is a schematic configuration diagram showing a train control signal receiving device according to a third embodiment of the present invention.

FIG. 7 is a schematic configuration diagram showing a conventional train control device.

[Explanation of symbols]

1 antenna coil, 2 inductance adjusting means, 3
Capacitance adjusting means, 4 impedance matching means, 5 load impedance adjusting means, 6 signal discriminating device, 7 frequency analyzing means, 8 adjusting control means, 9 white noise generating means, 10 electromagnetic field generating means, 11 low-pass filter, 12 Band pass filter, 13 signal strength measuring means, 14 carrier generating means, 15 mixing means.

Claims (6)

[Claims] 1. A train control signal receiving apparatus for receiving a train control signal transmitted from a terrestrial signal facility, an antenna coil for receiving the train control signal by an electromagnetic induction action with a track circuit, and a train receiving the antenna coil. Frequency characteristic adjusting means for adjusting a control signal to obtain a predetermined frequency characteristic, signal generating means for generating a test signal over the entire carrier frequency band used as a train control signal, generated by the signal generating means An electromagnetic field generating means for converting the test signal into an electromagnetic field signal and inputting the signal to the antenna coil, and converting the signal to an electromagnetic field signal by the electromagnetic field generating means to the test signal input to the antenna coil An adjustment command for adjusting the frequency characteristic of the frequency characteristic adjusting means according to the output of the frequency characteristic adjusting means A train control signal receiving device comprising an adjustment control means for outputting to a frequency characteristic adjustment means. 2. The frequency characteristic adjusting means includes an inductance adjusting means configured to adjust an inductance of the antenna coil, and a capacitance configured to adjust the capacitance of a resonance capacitor connected in series with the antenna coil. Adjusting means, and an impedance adjusting means configured to adjust the input impedance as viewed from the antenna coil side, and the adjusting control means includes an inductance adjusting means, a capacitance adjusting means, and an impedance adjusting means. The train control signal receiving device according to claim 1, wherein the train control signal receiving device outputs an adjustment command. 3. An adjustment command for adjusting a frequency characteristic of the frequency characteristic adjusting means by using an analysis result of the frequency analyzing means, the frequency controlling means including frequency analyzing means for analyzing a frequency characteristic of an output of the frequency characteristic adjusting means. 3. The train control signal receiving device according to claim 1, wherein: 4. The test signal generated by the signal generating means is a white noise signal having a signal intensity with a constant time average over the entire carrier frequency band used as a train control signal. The train control signal receiving device according to claim 1. 5. The signal according to claim 1, wherein the test signal generated by the signal generating means is a colored noise signal whose signal power is inversely proportional to the frequency. Train control signal receiving device. 6. The test signal generated by the signal generating means is a signal having a known signal strength for each carrier frequency used as a train control signal. The train control signal receiving device according to any one of the above.