JP2004161145A

JP2004161145A - Train position detection device

Info

Publication number: JP2004161145A
Application number: JP2002329990A
Authority: JP
Inventors: Satoshi Nakamura; 悟志中村
Original assignee: Mitsubishi Electric Corp
Current assignee: Mitsubishi Electric Corp
Priority date: 2002-11-13
Filing date: 2002-11-13
Publication date: 2004-06-10
Anticipated expiration: 2022-11-13
Also published as: JP4045174B2

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a train position detection device capable of detecting the position of an own train with a simple constitution. <P>SOLUTION: A transmission part 1 superimposing a plurality of signals having different frequencies and transmitting them to a rail, is disposed at one point on a track circuit. The detection device is equipped with an onboard receiving part consisting of an electroscope 4 and an amplifier 5 which simultaneously receive a plurality of signals, filter parts 6, 7 discriminating the received signals every frequency and extracting them, power level measuring parts 8, 9 measuring power level of the extracted each signal, and an operation part 10 inputting and operating the power level of measured each signal on an onboard side of a traveling train 3 on the track circuit. The train position is obtained from the difference in the power level of each signal and an attenuation data in propagating a previously memorized plurality of signals having different frequencies to the rail. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
この発明は、走行する列車の在線位置を自列車の車上にて検出する列車位置検出装置に関するものである。
【０００２】
【従来の技術】
従来の列車位置検出装置は、例えば車輪の回転数を検出する車輪回転検出部と、車輪の回転数とその円周長から走行距離を求める走行距離検出部と、初期位置設定器からの初期位置情報と、走行距離検出部からの走行距離情報とにより自列車の位置を検出するように構成されている。そして、車輪の滑走や磨耗による径の変化等で精度が低下するのを補正するために、地上側に定点情報発信手段を設け、車上側で受信した定点情報に基づいて走行距離を補正する補正手段を設けている。
【０００３】
【特許文献１】
特開平２−２９０１０２号公報（第１頁、および図１参照）
【０００４】
【発明が解決しようとする課題】
従来の列車位置検出装置は以上のように構成されているので、検出精度を上げるために、定点情報発信手段のような車輪の滑走や磨耗による径の変化等に対する補正手段を設けなければならず、設置コストが嵩み、また保守点検に手間がかかるという問題点があった。
【０００５】
この発明は、上記のような問題点を解消するためになされたもので、車輪の滑走や磨耗による径の変化等が生じても、それを補正する設備を必要とせず、簡単な構成で自列車の位置を検出できる列車位置検出装置を得ることを目的とする。
【０００６】
【課題を解決するための手段】
この発明に係わる列車位置検出装置は、軌道回路上の一地点に、周波数の異なる複数の信号を重畳させてレールに送信する送信部を配置し、軌道回路上を走行する列車の車上側に、複数の信号を同時に受信する車上受信部と、受信した信号を周波数毎に弁別し抽出するフィルタ部と、抽出した各信号の電力レベルを測定する電力レベル測定部と、測定した各信号の電力レベルを入力し演算する演算部とを備え、演算部において各信号の電力レベルの差と予め記憶しておいた周波数の異なる複数の信号のレール伝播時の減衰データとから列車の位置を求めるようにしたものである。
【０００７】
【発明の実施の形態】
実施の形態１．
図１はこの発明の実施の形態１による列車位置検出装置を示す構成図である。図において、地上側には軌道回路上のＡ点に送信部１が配置されており、この送信部１から所定のレベルで二つの異なった周波数、例えばｆ１とｆ２の信号を重畳して軌道回路のレール２に送信する。送信された重畳信号は軌道回路上を走行する列車３の車上側に設置した車上受信部で受信する。車上受信部は受電器４と増幅器５から成り、レール２を流れる重畳信号を先頭車両の先端部に設けた受電器４で受信し増幅器５で増幅する。増幅された重畳信号は二つのバンドパスフィルタからなるフィルタ部に入力される。フィルタ部では周波数ｆ１の信号を第１のフィルタ６で通過させ、周波数ｆ２の信号を第２のフィルタ７で通過させてそれぞれ電力レベル測定部へ入力する。電力レベル測定部のうち第１の電力レベル測定部８で周波数ｆ１の受信信号の電力レベルを測定し、第２の電力レベル測定部９では周波数ｆ２の受信信号の電力レベルを測定して、各測定値は演算部１０へ送信されるように構成されている。
【０００８】
次に演算部１０での列車位置検知動作について説明する。図２は本実施の形態の列車検知原理を示す図である。演算部１０には、周波数ｆ１とｆ２の信号をレール２に送信したときに伝播する信号の減衰量のデータを保有している。減衰量は周波数によって異なり、周波数が高いほど大きい。例えば周波数ｆ１とｆ２信号をそれぞれ所定の信号レベルでレール２に送信した場合、送信した信号はＡ点からの距離が長くなるに従って減衰する。車上側で周波数ｆ１とｆ２の信号に弁別した後の各周波数の受信信号の電力レベルは、ｆ１＜ｆ２とすると図２のグラフに示すようになる。
【０００９】
Ａ点から列車３に設けた受電器４までの距離をＸとするとＸ点における両受信信号の電力レベルの差はＤであり、この差ＤはＸの値によって変化する。既知情報であるｆ１とｆ２の送信レベルと両信号の減衰量データを予め演算部１０に保有しているので、演算部１０において周波数ｆ１とｆ２の受信信号の電力レベルの差を求め、このデータと、保有する減衰量データから求めた両信号の差とを比較することによりＡ点から列車３までの距離が求められ、列車位置を検知することができる。
【００１０】
ここで、周波数の異なる二つの信号を用いた理由を説明する。レールに伝播する信号の減衰量は既知であるので、送信部から一つの信号を送信して車上側で受信し、その信号レベルを測定してＡ点からの距離を算定することも可能であるが、前方に列車が存在した場合や気象状況等で全体の信号レベルが変化する場合がある。二つの信号を用いれば共に信号レベルが変化してもその差はほとんど変わらないので、周囲状況の影響を受けることが少なくなる。
【００１１】
なお、図１、図２では、送信部が列車の前方にある場合を示したが、列車の後方にあってもよい。ただし、この場合は車上受信部は列車の最後尾に設ける。
【００１２】
また、上記説明では、送信部から周波数の異なる二つの信号を送信する場合について説明したが、例えば三つにして、各々を比較し平均を求めて利用するようにしても良い。
【００１３】
本実施の形態によれば、軌道回路上の一地点に設けた送信部から複数の異なる周波数の信号を重畳させてレールに送信し、この信号を車上側で受信して得た各信号の電力レベル差と、周波数ごとのレールを伝播する減衰量のデータとを比較し、周波数によってレールに伝播する速度が異なることを利用して軌道回路上の自列車の位置を検知するようにしたので、車輪の滑走や磨耗による径の変化等が生じても、それを補正する設備を必要とせず、簡単な構成で、自列車の位置を検出することができる。
【００１４】
また、地上側の送信部や車上側の車上受信部等は、現在、鉄道車両の制御で広く用いられているＡＴＣ（自動列車制御装置）の装置の一部を利用することができるので、既存の設備に対して少しの手段を付加するだけで、簡単に本実施の形態の発明を適用することができる。
【００１５】
実施の形態２．
図３はこの発明の実施の形態２による列車位置検出装置を示す構成図であり、図４はその動作原理を示す図である。図において、１〜１０は実施の形態１で説明した図１と同等なので、符号の説明は省略する。軌道回路上を走行する列車３の前方のＡ点とＢ点の２箇所にそれぞれ送信部１，１１を設け、この既知のＡ点とＢ点からそれぞれ異なった周波数の信号をレール２に送信するところが実施の形態１と異なる点である。
【００１６】
図３および図４に基づき列車位置検出動作を説明する。Ａ点から所定の送信レベルで周波数ｆ１の信号を、Ｂ点から所定の送信レベルで周波数ｆ２の信号を送信する。レール２を伝播する両信号を、列車３の先頭車両の先端部に設置した受電器４で同時に受信し、増幅器５で増幅した後に通過周波数が違うバンドパスフィルタからなる第１のフィルタ６と第２のフィルタ７で周波数ｆ１とｆ２の信号に弁別して抽出し、フィルタを通過した二つの受信信号の電カレベルをそれぞれ第１の電力レベル測定部８と第２の電力レベル測定部９で測定する。
【００１７】
ここで、受信信号の電力レベルはＡ点またはＢ点からの距離が離れるに従い減衰し、減衰量は周波数によって異なるので、例えばｆ１＜ｆ２とすれば図４のグラフのようになる。Ａ点から列車３に設けた受電器４までの距離をＸとすると、上記電力レベル測定部で測定した両信号の電力レベルの差ＤはＸの値によって変化する。演算部１０には予めＡ点，Ｂ点の位置情報とＡ点およびＢ点からの送信レベルおよびレールを伝播する際の周波数毎の減衰データを記憶しているので、このデータから得たＸ点での両信号の差と測定した両受信信号の電力レベルの差とを比較することにより列車のＡ点からの位置を算出する。
【００１８】
なお、図３では送信部Ａ点とＢ点を列車の前方に設置した場合について説明したが、列車の後方に設置しても同様の効果を得ることができる。ただし、この場合は受電器４は列車の最後尾に設置する必要がある。
【００１９】
本実施の形態によれば、列車の前方または後方の軌道回路上の異なる地点に設けた送信部からそれぞれ周波数の異なる信号をレールに送信し、この信号を車上側で受信して得た各受信信号の電力レベル差と、周波数ごとのレールを伝播する減衰量のデータとを比較し、周波数によってレールに伝播する速度が異なることを利用して軌道回路上の自列車の位置を検知するようにしたので、実施の形態１と同様に、車輪の滑走や磨耗による径の変化等が生じても、それを補正する設備を必要とせず、簡単な構成で、自列車の位置を検出することができる。
【００２０】
更に、各送信部からは単独の周波数の信号を送信するので、実施の形態１に比べて送信部の回路が簡単になる。
【００２１】
実施の形態３．
図５はこの発明の実施の形態３による列車位置検出装置を示す構成図であり、図６はその動作原理を示す図である。図において、１〜４，６〜１０は実施の形態１の図１と同等なので符号の説明は省略する。本実施の形態では、走行する列車の前方の軌道回路上のＡ点に送信部１を配置し、後方の軌道回路上のＣ点に送信部１１を配置している。各送信部１，１１から同一もしくは異なった周波数の信号をレール２に送信する。列車３の先頭車両の先端部には送信部１側からレール２を流れる信号を受信するために受電器４と第１の増幅器１３とからなる第１の車上受信部が設置されている。また、列車３の最後尾車両の後端部には送信部１１側からレール２に流れる信号を受信するために受電器１２と第２の増幅器１４とからなる第２の車上受信部が設置されている。
【００２２】
次に動作について説明する。Ａ点にある送信部１から周波数ｆ１の信号を送信し、Ｃ点にある送信部１１から周波数ｆ２の信号を送信する。受電器４でｆ１の信号を受信し、第１の増幅器１３で増幅した後、バンドパスフィルタで構成した第１のフィルタ６でｆ１の信号のみを抽出し、その受信信号の電力レベルを第１の電力レベル測定部８で測定して、演算部１０へ入力する。同様に受電器１２でｆ２の信号を受信し、第２の増幅器１４，第２のフィルタ７，第２の電力レベル測定部９を通り演算部１０に入力する。受信信号の電力レベルはＡ点またはＣ点からの距離が離れるに従い減衰するので図６に示すグラフのようになる。Ａ点から列車３に設けた受電器（片側は列車長分を補正）までの距離をＸとすると、Ｘ点でのｆ１とｆ２の受信信号の電力レベルの差はＤとなり、ＤはＸの値によって変化する。演算部１０において、予め記憶しておいたｆ１とｆ２の信号の送信レベルとレール２を伝播する減衰量データとに基づいて算出した両信号の電力レベルの差と、測定した両信号の電力レベルの差とを比較することにより列車のＡ点からの位置を算出する。なお、周波数ｆ１とｆ２は特に変える必要はなく、同じでもよい。
【００２３】
本実施の形態の発明によれば、列車の前方と後方の軌道回路上に設けた送信部からそれぞれ信号をレールに送信し、この信号を車上側で受信して得た各受信信号の電力レベル差と、周波数ごとのレールを伝播する減衰量のデータとを比較して軌道回路上の自列車の位置を検知するようにしたので、実施の形態１と同様に、車輪の滑走や磨耗による径の変化等が生じても、それを補正する設備を必要とせず、簡単な構成で、自列車の位置を検出することができる。
【００２４】
また、送信部からの送信信号を同一にできるため、同一の回路構成を持った送信部を使用でき、実施の形態２に比べ、更に装置が簡単となる。
【００２５】
【発明の効果】
以上説明したように、この発明の列車位置検知装置によれば、軌道回路上の一地点に設けた送信部から複数の異なる周波数の信号を重畳させてレールに送信し、この信号を車上側で受信して得た各信号の電力レベル差と、周波数ごとのレールを伝播する減衰量のデータとを比較し、周波数によってレールに伝播する速度が異なることを利用して軌道回路上の自列車の位置を検知するようにしたので、車輪の滑走や磨耗による径の変化等が生じても、それを補正する設備を必要とせず、簡単な構成で、自列車の位置を検出することができる。
【図面の簡単な説明】
【図１】この発明の実施の形態１における列車位置検知装置を示す構成図である。
【図２】この発明の実施の形態１における列車位置検知装置の検知原理を示す図である。
【図３】この発明の実施の形態２における列車位置検知装置を示す構成図である。
【図４】この発明の実施の形態２における列車位置検知装置の検知原理を示す図である。
【図５】この発明の実施の形態３における列車位置検知装置を示す構成図である。
【図６】この発明の実施の形態３における列車位置検知装置の検知原理を示す図である。
【符号の説明】
１，１１送信部４，１２受電器
５増幅器６第１のフィルタ
７第２のフィルタ８第１の電力レベル測定部
９第２の電力レベル測定部１０演算部
１３第１の増幅器１４第２の増幅器。[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a train position detection device that detects the location of a running train on a vehicle of the own train.
[0002]
[Prior art]
A conventional train position detection device includes, for example, a wheel rotation detection unit that detects the number of rotations of a wheel, a traveling distance detection unit that determines a traveling distance from the number of rotations of a wheel and its circumference, and an initial position from an initial position setting unit. The position of the own train is detected based on the information and the traveling distance information from the traveling distance detection unit. Then, in order to compensate for a decrease in accuracy due to a change in diameter due to sliding or wear of wheels, a fixed point information transmitting means is provided on the ground side, and a correction for correcting a traveling distance based on fixed point information received on the vehicle upper side. Means are provided.
[0003]
[Patent Document 1]
JP-A-2-290102 (see page 1 and FIG. 1)
[0004]
[Problems to be solved by the invention]
Since the conventional train position detecting device is configured as described above, in order to increase the detection accuracy, it is necessary to provide a correcting means for changing the diameter due to the sliding or wear of the wheel, such as a fixed point information transmitting means. In addition, there is a problem that the installation cost is increased and maintenance and inspection are troublesome.
[0005]
The present invention has been made in order to solve the above-mentioned problems, and even if a change in the diameter due to the sliding or wear of a wheel occurs, a facility for correcting the change is not required, and the present invention has a simple configuration and can be used. An object of the present invention is to obtain a train position detecting device capable of detecting a position of a train.
[0006]
[Means for Solving the Problems]
The train position detection device according to the present invention is arranged at one point on the track circuit, a transmission unit that superimposes a plurality of signals with different frequencies and transmits the signals to the rail, and on the upper side of a train running on the track circuit, An on-vehicle receiving unit that receives a plurality of signals simultaneously, a filter unit that discriminates and extracts the received signals for each frequency, a power level measuring unit that measures the power level of each extracted signal, and a power of each measured signal A calculation unit for inputting and calculating a level, wherein the calculation unit obtains a train position from a difference in power level of each signal and previously stored attenuation data at the time of rail propagation of a plurality of signals having different frequencies. It was made.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiment 1 FIG.
FIG. 1 is a configuration diagram showing a train position detecting device according to Embodiment 1 of the present invention. In the figure, a transmitting unit 1 is arranged at a point A on a track circuit on the ground side, and a signal of two different frequencies, for example, f1 and f2 is superimposed at a predetermined level from the transmitting unit 1 and the track circuit is superimposed. To the rail 2 of. The transmitted superimposed signal is received by an on-board receiver installed above the train 3 running on the track circuit. The on-vehicle receiving unit includes a power receiver 4 and an amplifier 5. The superimposed signal flowing through the rail 2 is received by the power receiver 4 provided at the front end of the leading vehicle and amplified by the amplifier 5. The amplified superimposed signal is input to a filter unit including two band pass filters. In the filter section, the signal of frequency f1 is passed through the first filter 6, and the signal of frequency f2 is passed through the second filter 7, and is input to the power level measuring section. Among the power level measuring units, the first power level measuring unit 8 measures the power level of the received signal at the frequency f1, and the second power level measuring unit 9 measures the power level of the received signal at the frequency f2. The measurement value is configured to be transmitted to the calculation unit 10.
[0008]
Next, a train position detecting operation in the arithmetic unit 10 will be described. FIG. 2 is a diagram illustrating the train detection principle of the present embodiment. The arithmetic unit 10 holds data on the amount of attenuation of a signal that propagates when signals of the frequencies f1 and f2 are transmitted to the rail 2. The amount of attenuation differs depending on the frequency, and increases as the frequency increases. For example, when the frequency f1 and f2 signals are transmitted to the rail 2 at predetermined signal levels, the transmitted signals attenuate as the distance from the point A increases. The power level of the received signal of each frequency after discrimination into signals of frequencies f1 and f2 on the vehicle upper side is as shown in the graph of FIG. 2 when f1 <f2.
[0009]
Assuming that the distance from the point A to the power receiver 4 provided on the train 3 is X, the difference between the power levels of the two received signals at the point X is D, and the difference D changes depending on the value of X. Since the transmission levels of f1 and f2, which are known information, and the attenuation data of both signals are stored in the arithmetic unit 10 in advance, the arithmetic unit 10 calculates the difference between the power levels of the received signals of the frequencies f1 and f2, Is compared with the difference between the two signals obtained from the held attenuation data, the distance from the point A to the train 3 is obtained, and the train position can be detected.
[0010]
Here, the reason for using two signals having different frequencies will be described. Since the amount of attenuation of the signal propagating to the rail is known, it is also possible to transmit one signal from the transmission unit, receive it on the vehicle side, measure the signal level thereof, and calculate the distance from the point A. However, the overall signal level may change due to the presence of a train ahead or weather conditions. If two signals are used, even if the signal level changes, the difference hardly changes, so that the influence of the surrounding conditions is reduced.
[0011]
Although FIGS. 1 and 2 show the case where the transmitting unit is located in front of the train, it may be located behind the train. However, in this case, the on-board receiving unit is provided at the end of the train.
[0012]
Further, in the above description, a case where two signals having different frequencies are transmitted from the transmitting unit has been described. However, for example, three signals may be used, and each may be compared to obtain an average and use the average.
[0013]
According to the present embodiment, the power of each signal obtained by superimposing a plurality of signals of different frequencies and transmitting the signals to the rail from a transmitter provided at one point on the track circuit and receiving the signals on the upper side of the vehicle Since the level difference is compared with the attenuation data that propagates on the rail for each frequency, the position of the own train on the track circuit is detected by using the fact that the speed of propagation on the rail differs depending on the frequency. Even if a change in the diameter due to the sliding or wear of the wheels occurs, the position of the own train can be detected with a simple configuration without requiring a facility for correcting the change.
[0014]
In addition, since the transmitting unit on the ground side and the on-vehicle receiving unit on the upper side of the vehicle can use a part of an ATC (automatic train control device) that is currently widely used for controlling railway vehicles, The invention of the present embodiment can be easily applied to the existing equipment by adding only a few means.
[0015]
Embodiment 2 FIG.
FIG. 3 is a configuration diagram showing a train position detecting device according to Embodiment 2 of the present invention, and FIG. 4 is a diagram showing an operation principle thereof. In the figure, reference numerals 1 to 10 are the same as those in FIG. Transmitters 1 and 11 are provided at two points A and B in front of the train 3 running on the track circuit, and signals of different frequencies are transmitted to the rail 2 from the known points A and B. However, it is different from the first embodiment.
[0016]
The train position detecting operation will be described with reference to FIGS. From point A, a signal of frequency f1 is transmitted at a predetermined transmission level, and from point B, a signal of frequency f2 is transmitted at a predetermined transmission level. Both signals propagating on the rail 2 are simultaneously received by the power receiver 4 installed at the tip of the leading car of the train 3, amplified by the amplifier 5, and after being amplified by the amplifier 5, the first filter 6 and the The second filter 7 discriminates and extracts the signals of the frequencies f1 and f2, and the power levels of the two received signals passing through the filters are measured by the first power level measuring unit 8 and the second power level measuring unit 9, respectively. .
[0017]
Here, the power level of the received signal attenuates as the distance from the point A or B increases, and the amount of attenuation differs depending on the frequency. For example, if f1 <f2, the graph shown in FIG. 4 is obtained. Assuming that the distance from the point A to the power receiver 4 provided on the train 3 is X, the difference D between the power levels of the two signals measured by the power level measuring unit changes according to the value of X. The arithmetic unit 10 stores in advance the position information of the points A and B, the transmission level from the points A and B, and the attenuation data for each frequency when propagating on the rail. Then, the position of the train from point A is calculated by comparing the difference between the two signals and the difference between the measured power levels of the two received signals.
[0018]
Although FIG. 3 illustrates the case where the transmitting units A and B are installed in front of the train, the same effect can be obtained by installing them in the rear of the train. However, in this case, the power receiver 4 needs to be installed at the end of the train.
[0019]
According to the present embodiment, each of the transmission units provided at different points on the track circuit in front of or behind the train transmits signals having different frequencies to the rail, and each reception obtained by receiving this signal on the vehicle upper side. Compare the power level difference of the signal and the data of the amount of attenuation that propagates on the rail for each frequency, and detect the position of the own train on the track circuit using the fact that the speed of propagation on the rail differs depending on the frequency. Therefore, similarly to the first embodiment, even if a change in the diameter due to the sliding or wear of the wheels occurs, it is possible to detect the position of the own train with a simple configuration without requiring a facility for correcting the change. it can.
[0020]
Further, since a signal of a single frequency is transmitted from each transmitting unit, the circuit of the transmitting unit is simplified as compared with the first embodiment.
[0021]
Embodiment 3 FIG.
FIG. 5 is a configuration diagram showing a train position detecting device according to Embodiment 3 of the present invention, and FIG. 6 is a diagram showing an operation principle thereof. In the figure, 1 to 4, 6 to 10 are the same as those in FIG. In the present embodiment, the transmitting unit 1 is disposed at a point A on a track circuit in front of a running train, and the transmitting unit 11 is disposed at a point C on a rear track circuit. Signals having the same or different frequencies are transmitted to the rails 2 from the transmission units 1 and 11. A first on-vehicle receiving unit including a power receiver 4 and a first amplifier 13 is installed at a leading end of the leading vehicle of the train 3 to receive a signal flowing through the rail 2 from the transmitting unit 1 side. At the rear end of the last train of the train 3, a second on-board receiving unit including a power receiver 12 and a second amplifier 14 is installed to receive a signal flowing from the transmitting unit 11 to the rail 2. Have been.
[0022]
Next, the operation will be described. A signal of the frequency f1 is transmitted from the transmission unit 1 at the point A, and a signal of the frequency f2 is transmitted from the transmission unit 11 at the point C. After the signal of f1 is received by the power receiver 4 and amplified by the first amplifier 13, only the signal of f1 is extracted by the first filter 6 composed of a band-pass filter, and the power level of the received signal is set to the first level. Is measured by the power level measuring section 8 and inputted to the calculating section 10. Similarly, the power receiver 12 receives the signal of f2, and inputs the signal to the arithmetic unit 10 through the second amplifier 14, the second filter 7, and the second power level measuring unit 9. The power level of the received signal attenuates as the distance from the point A or the point C increases, so that the graph shown in FIG. 6 is obtained. Assuming that the distance from the point A to the power receiver provided on the train 3 (one side is corrected for the train length) is X, the difference between the power levels of the received signals of f1 and f2 at the point X is D, and D is X Varies by value. The arithmetic unit 10 calculates the difference between the power levels of the two signals calculated based on the transmission levels of the signals f1 and f2 stored in advance and the attenuation data propagating through the rail 2, and the measured power levels of the two signals. The position of the train from point A is calculated by comparing the difference between The frequencies f1 and f2 do not need to be particularly changed, and may be the same.
[0023]
According to the invention of the present embodiment, the transmission unit provided on the track circuit in front of and behind the train transmits a signal to the rail, and the power level of each received signal obtained by receiving this signal on the upper side of the train Since the position of the own train on the track circuit is detected by comparing the difference with the data of the amount of attenuation propagating on the rail for each frequency, the diameter due to the sliding or wear of the wheels is determined as in the first embodiment. Even if a change occurs, it is possible to detect the position of the own train with a simple configuration without requiring a facility for correcting the change.
[0024]
Further, since the transmission signal from the transmission unit can be made the same, a transmission unit having the same circuit configuration can be used, and the apparatus is further simplified as compared with the second embodiment.
[0025]
【The invention's effect】
As described above, according to the train position detecting device of the present invention, a plurality of signals of different frequencies are superimposed and transmitted to a rail from a transmission unit provided at one point on a track circuit, and this signal is transmitted to the upper side of the vehicle. By comparing the power level difference of each signal received and the data of the amount of attenuation that propagates on the rail for each frequency, the fact that the speed of propagation on the rail differs depending on the frequency, and the Since the position is detected, even if a change in the diameter due to the sliding or wear of the wheels occurs, the position of the own train can be detected with a simple configuration without requiring a facility for correcting the change.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a train position detecting device according to Embodiment 1 of the present invention.
FIG. 2 is a diagram illustrating a detection principle of the train position detection device according to the first embodiment of the present invention.
FIG. 3 is a configuration diagram illustrating a train position detection device according to a second embodiment of the present invention.
FIG. 4 is a diagram illustrating a detection principle of a train position detection device according to a second embodiment of the present invention.
FIG. 5 is a configuration diagram illustrating a train position detection device according to a third embodiment of the present invention.
FIG. 6 is a diagram illustrating a detection principle of a train position detection device according to a third embodiment of the present invention.
[Explanation of symbols]
1,11 Transmitter 4,12 Power receiver 5 Amplifier 6 First filter 7 Second filter 8 First power level measuring unit 9 Second power level measuring unit 10 Operation unit 13 First amplifier 14 Second amplifier.

Claims

A transmission unit that superimposes a plurality of signals having different frequencies and transmits the signals to a rail is disposed at one point on a track circuit, and a car that receives the plurality of signals simultaneously above a train running on the track circuit. An upper receiving unit, a filter unit for discriminating and extracting a received signal for each frequency, a power level measuring unit for measuring a power level of each extracted signal, and inputting and calculating the measured power level of each signal. A calculating unit, wherein the calculating unit obtains the position of the train from the difference between the power levels of the signals and previously stored attenuation data at the time of rail propagation of the plurality of signals having different frequencies. Train position detecting device.

At different points on one of the track circuits in front of or behind the running train, a transmission unit that transmits signals having different frequencies to the rails is arranged, and on the upper side of the train running on the track circuit. An on-vehicle receiving unit that simultaneously receives the signals having different frequencies, a filter unit that discriminates and extracts the received signal for each frequency, and a power level measuring unit that measures the power level of each extracted signal. A calculating unit for inputting and calculating the power level of each of the signals, wherein the calculating unit calculates the difference between the power level of each of the signals and the previously stored attenuation data at the time of rail propagation of the plurality of signals. A train position detecting device for determining a position of a train.

At a point on the track circuit in front of and behind the running train, a transmission unit that transmits signals of the same or different frequencies to the rails is arranged, and on the upper side of the train running on the track circuit, A first on-vehicle receiving unit for receiving a signal, a second on-vehicle receiving unit for receiving the signal from the rear, a filter unit for extracting the same or different frequency signal from the received signal, A power level measuring unit for measuring the power level of each of the measured signals, and a calculating unit for inputting and calculating the measured power level of each of the signals. A train position detecting device, wherein the position of the train is obtained from attenuation data obtained when the signals having the same or different frequencies are propagated on rails.