JP2011087343A - Structure of train control signal, transmitter for information between ground and vehicle, and method for switching the train control signal - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate switching from an existing analog system to a new digital system in transmitting a train control signal to a train while using a non-insulated track circuit of a border short circuit method. <P>SOLUTION: A digital-analog train control signal transmitting device 5 simultaneously switches a train control signal from an analog system to a digital system without changing the frequency of the train control signal and without simultaneously switching a ground device and an on-vehicle device by using the train control signal which has an amplitude modulation frequency and an amplitude modulation component same as those of an existing train control signal obtained by subjecting carriers of 10, 12.5 and 15.5 kHz to amplitude modulation using the amplitude modulation frequencies of 22, 36, 47, 78 and 135 Hz, and has a digital modulation component having a transmission speed of ≤200 bps and subjected to digital modulation with a digital code including a signal indicating a distance from a start point of the border of a track circuit to its end point and a distance of a fixed speed section starting at the start point and a signal indicating the permissible speed of the fixed speed section and the permissible speed of the end point. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a structure of a train control signal applied to simultaneous operation of an analog ATC and a digital ATC in train control using a resonance type non-insulated track circuit in which a use frequency is fixed, an information transmission device between the ground and the vehicle, and The present invention relates to a method for switching train control signals.

  In order to automatically control the speed of the train below the speed limit, a train control signal (ATC signal) determined by the stop target position determined by the position of the preceding train and the conditions of the route and the current track position is sent to the track circuit The on-board device continuously decelerates the train based on the verification speed pattern to the stop target position calculated from the received train control signal.

  As the conventional ATC signal transmitted from the ground to the train, for example, as disclosed in Patent Document 1, an analog signal system is adopted. In this analog signal system, an analog signal that changes the period of amplitude modulation of an overmodulated square wave in accordance with information to be transmitted is transmitted as a train control signal.

  As a track circuit for transmitting a train control signal by this analog method, for example, as shown in Non-Patent Document 1, there is a resonance type non-insulated track circuit using a frequency resonance phenomenon with a rail inductance, which is currently used. As shown in FIG. 9, this resonance type non-insulated track circuit is a boundary short-circuit type in which the respective boundaries of the track circuits AT to CT are short-circuited by four short-circuit wires 41, and adopts a voltage transmission-current power reception method, A transmission loop 42 is provided between the train control signal transmission point aa on the advancing side of the train 2 and the track circuit boundary, and a transmission loop resonance capacitor 43 is connected in series with the transmission loop 42. A reception loop 44 is provided in the vicinity of the track circuit boundary on the train entry side. The transmission loop 42 resonates with the transmission loop resonance capacitor 43 by utilizing the mutual induction action with the rail, thereby increasing the effective impedance at the boundary between the transmission point aa and the track circuit and improving the left / right transmission ratio of the transmission point aa. Yes. The rail inductance that uses the frequency resonance phenomenon in this resonance type non-insulated track circuit is 1.3 mH per km, and different carrier waves of 10 kHz, 12.5 kHz, and 15.5 kHz for each track circuit AT to CT are 22 Hz, 36 Hz, 47 Hz, 78 Hz, A train control signal amplitude-modulated at an amplitude modulation frequency of 135 Hz is transmitted from the train control signal transmission device 5 to the track circuits AT to CT. The resonance circuit length using this transmission loop 42 is approximately 3 m, and the steepness (Q value) of the resonance phenomenon is approximately 4 to 6.

  In recent years, in urban railways, there are cases in which train control signals are switched from analog signals to digital signals from the viewpoint of speeding up and increasing operation density. In order to switch from the analog signal to the digital signal, a method of changing the operating frequency and adding the old and new signals is used. The train control signal using the resonance type non-insulated track circuit that utilizes the frequency resonance phenomenon with the rail inductance shown in Non-Patent Document 1 as the transmission medium is fixed and cannot be changed. A method of switching from a signal to a digital train control signal by digital modulation all at once is adopted.

  When switching from analog train control signals based on amplitude modulation to digital train control signals based on digital modulation in an uninsulated track circuit using frequency resonance phenomenon with rail inductance, digital signal transmission / reception is always inactive As a result, the ground-on-vehicle coupling test and proficiency operation for functional verification of new equipment such as digital signal transmission characteristics and noise resistance using a resonant track circuit are limited outside business hours. The For these verifications, the state at the time of high density operation is indispensable, but there is a decisive problem that this verification cannot be performed by simultaneous switching.

  In addition, switching from the existing existing equipment to the new equipment at the start of the test, and restoration to the existing equipment after the test is completed, it takes a lot of time to evaluate the new functions, and equipment switching / recovery errors It involves risks such as. There is a need for a method for coexistence of an analog signal and a digital signal in which an analog signal and a digital signal are simultaneously operated to eliminate these problems.

  Furthermore, since the train control signal using the non-insulated drive circuit utilizing the frequency resonance phenomenon with the rail inductance as a transmission medium has a use frequency band corresponding to the steepness (Q value) of the frequency resonance circuit, this A specific specification (standard value) of a compatible signal of an analog signal and a digital signal within the frequency band of use must be established.

  Also, in train control using digital signals, it is necessary to detect the position of the train on the vehicle, and this may be used as the boundary detection of the track circuit, but there is no boundary short-circuit type using the frequency resonance phenomenon with the rail inductance. There is also a problem that the detection method has not been established in the insulated track circuit.

  The present invention eliminates such a problem and uses a train control signal structure in which an analog signal and a digital signal are shared, and a boundary short-circuit type non-insulated track circuit using a frequency resonance phenomenon with a rail inductance. When transmitting train control signals to trains, when switching from the existing analog system to the new digital system, the new and old facilities can be operated simultaneously, enabling digital transmission and monitoring of new equipment such as noise resistance, etc. An object of the present invention is to provide a ground-to-vehicle information transmission device and a train control signal switching method capable of easily detecting a track circuit boundary in a train while facilitating switching from an analog method to a newly established digital method. Is.

  The structure of the train control signal according to the present invention is a frequency at which communication is possible using a resonance type non-insulated track circuit using a frequency resonance phenomenon with rail inductance using frequencies of 10, 12.5, and 15.5 kHz. This is a train control signal with a bandwidth, and the same amplitude modulation frequency and amplitude modulation as the existing train control signal obtained by amplitude modulating a carrier wave of 10, 12.5, 15.5 kHz with an amplitude modulation frequency of 22, 36, 47, 78, 135 Hz A signal that has a component, is within the existing frequency band, has a continuous signal wave, and indicates the distance from the start to the end of the boundary of the track circuit on which the train runs and the distance of the fixed speed section from the start And a transmission speed of 200 bps or less digitally modulated with a digital code including a signal indicating the allowable speed of the fixed speed section and the allowable speed of the terminal end of the track circuit on which the subsequent train travels based on information on the track circuit where the preceding train is located It is characterized by having a digital modulation component.

  The ground-to-vehicle information transmission device according to the present invention transmits a train control signal to a resonance-type non-insulated track circuit using a frequency resonance phenomenon with rail inductance using frequencies of 10, 12.5, and 15.5 kHz. In the ground-to-vehicle information transmission device that transmits to the train, the ground device has an on-board arithmetic processing device mounted on the train, and the ground device is connected to a transmission point of each track circuit through a changeover switch. Existing train control signal transmission device and digital signal train control signal transmission device, and existing train control signal reception device and digital signal train control signal reception device connected to a reception loop provided in the vicinity of the train entrance side boundary of each track circuit The existing train control signal transmission device generates an analog train control signal obtained by amplitude-modulating carrier waves of 10, 12.5, 15.5 kHz, which are different for each track circuit, with amplitude modulation frequencies of 22, 36, 47, 78, 135 Hz. The digital signal is transmitted to each track circuit through the changeover switch, the digital signal train control signal transmission device is a carrier circuit of 10, 12.5, 15.5 kHz, the track circuit (hereinafter referred to as the digital signal train control signal transmission device) The fixed speed section of the own track circuit based on the signal indicating the distance from the start to the end of the boundary of the boundary and the distance of the fixed speed section with the start point as the base point, and information on the track circuit where the preceding train is located A digital signal including a digital modulation component having a transmission rate of 200 bps or less digitally modulated with a digital code including a signal indicating an allowable speed of the terminal and an allowable speed of the terminal is transmitted to the track circuit through the changeover switch, The existing train control signal receiving device and the digital signal train control signal receiving device receive the existing train control signal or the digital signal train control signal transmitted to the own track circuit, The on-board arithmetic processing unit detects the presence / absence of an on-board line, and receives an existing train control signal or a digital train control signal transmitted for each track circuit via a power receiver to control the speed of the train. Features.

The digital signal train control signal transmission device has a digital signal train control signal generation unit and a transmission unit,
The digital-analog train control signal generation unit includes a carrier frequency of 10, 12.5, 15.5 kHz, a signal indicating a distance from the start end to the end of the boundary of the own track circuit and a fixed speed section distance from the start end, and a preceding train Digital modulation that generates a digital modulated wave with a transmission speed of 200 bps or less by digital modulation with a digital code containing a signal indicating the allowable speed of the fixed speed section and the allowable speed of the end of the track circuit based on the information of the track circuit where the track is located A wave generation unit, an amplitude modulation wave generation unit that generates an amplitude modulation wave of 22, 36, 47, 78, and 135 Hz, and a digital modulation wave generated by the digital modulation wave generation unit are generated by the amplitude modulation wave generation unit An amplitude modulation unit that modulates amplitude with an amplitude-modulated wave to generate a digital analog train control signal, and the transmission unit generates a digital analog train control signal generated by the digital analog train control signal generation unit at 10, 12.5, 15.5 kHz The carrier frequency of z is amplified to the same amplitude modulation component as the existing train control signal amplitude-modulated by the amplitude modulation frequency of 22, 36, 47, 78, and 135 Hz, and transmitted to the resonance type non-insulated track circuit .

  The digital-analog train control signal receiver includes an analog signal receiver, a digital signal receiver, and a reception logic unit, and the analog signal receiver transmits the digital-ana train control signal or a carrier frequency of 10, 12.5, 15.5 kHz. , 36, 47, 78, receive any one of the existing analog train control signals modulated at 135 Hz from the track circuit, detect the amplitude modulation component, determine the amplitude modulation frequency from the detected amplitude modulation component, the digital The signal receiving unit receives the digital signal from the track circuit and demodulates the digital modulated wave, decodes the digital code from the demodulated digital demodulated wave, and the reception logic unit includes the analog signal receiving unit and the digital signal. The track relay is driven by the output of the signal receiver and the signal lamp display relay is driven.

  The on-board arithmetic processing unit includes an analog signal receiving unit, a digital signal receiving unit, a moving distance calculating unit, a speed calculating unit, and a speed checking unit, and the analog signal receiving unit is configured to transmit the digital signal train control signal or the existing signal. One of the analog train control signals is received, the amplitude modulation component of the received digital train control signal or the existing analog train control signal is detected, the amplitude modulation frequency is determined, and the first allowable traveling speed is calculated. The digital signal receiving unit receives the digital analog train control signal, demodulates the digital modulated wave of the received digital analog train control signal, decodes the digital code from the demodulated digital demodulated wave, and the moving distance calculating unit , Receiving the Digiana train control signal, detecting the boundary of the track circuit from the change in the received level of the received Digiana train control signal, and detecting the boundary A travel distance is calculated from a base point, and the speed calculation unit calculates the distance from the start to the end of the boundary of the track circuit included in the digital code decoded by the digital signal reception unit and the distance of the fixed speed section from the start point. The second allowable travel speed from the signal indicating the allowable speed of the fixed speed section of the track circuit on which the train travels, the signal indicating the allowable speed of the terminal, and the distance based on the track circuit boundary calculated by the travel distance calculation unit The speed check unit determines the allowable speed of the train based on either the first allowable travel speed calculated by the analog signal receiver and the second allowable travel speed calculated by the speed calculator, It is characterized by checking the determined allowable speed and the actual traveling speed of the train.

  The moving distance calculation unit is characterized by setting a track circuit boundary when reception levels of the digital-analog train control signals transmitted to adjacent track circuits are equalized.

  A method of switching train control signals in the ground-to-vehicle information transmission device, wherein a switch is provided on the output side of the existing train control signal transmission device of each track circuit, and the existing train control signal transmission device and the digital analyzer When the output of a train control signal transmitter is connected to the changeover switch, the digitalana train control signal receiver is connected in parallel to the input side of the existing train control signal receiver, and the existing equipment is used, the changeover switch Is switched to the existing train control signal transmission device side, and an analog train control signal is transmitted from the existing train control signal transmission device to each track circuit to receive input of the existing train control signal reception device and the digital signal train control signal reception device. To change to a normal operation state and switch part of the track circuit to a new facility, set the switch of the track circuit to be switched to the default position. Switch to the analog train control signal transmission device side, transmit the digital signal from the digital signal train control signal transmission device to the track circuit, and adjust the reception input of the digital signal train control signal reception device again to be in a normal operation state It is characterized by.

  This invention has the same amplitude modulation frequency and amplitude modulation component as an existing train control signal obtained by amplitude-modulating a carrier wave of 10, 12.5, 15.5 kHz with an amplitude modulation frequency of 22, 36, 47, 78, 135 Hz. A signal indicating the distance from the start to the end of the track circuit boundary and the distance of the fixed speed section with the start point as the base point, and information on the track circuit where the preceding train exists, within the frequency band and with continuous signal waves A train control signal having a digital modulation component with a transmission speed of 200 bps or less, digitally modulated with a digital code, including a signal indicating the allowable speed of the fixed speed section and the allowable speed of the terminal end of the track circuit on which the following train travels Thus, it is possible to simultaneously switch from the analog system to the digital system without changing the frequency of the train control signal and without simultaneously switching the ground device and the on-board device.

  In addition, since existing analog-type equipment and new digital-type equipment can be installed and operated simultaneously, digital signal transmission characteristics and noise resistance, etc., using a resonant non-insulated track circuit during business hours, etc. It is possible to verify the function of the new equipment, and it is possible to reliably perform the evaluation verification even in the state of high density and high speed operation.

  Furthermore, the digital-ana train control signal having both the old and new functions can start partial use for each track circuit, and can effectively cope with aging of equipment.

  In addition, it is possible to monitor the on-board arithmetic device mounted on the ground device and the train, and the risk associated with the function update can be reduced.

It is a block diagram which shows the structure of the ground-vehicle information transmission apparatus of this invention. It is a block diagram which shows the structure of a digitalana train control signal transmitter. It is a block diagram which shows the structure of a digital signal train control signal receiver. It is a block diagram which shows the structure of a vehicle arithmetic processing apparatus. It is a schematic diagram which shows an analog train control signal. It is process drawing which shows the creation process of a digital signal train control signal. It is a schematic diagram which shows a digital signal train control signal. It is a reception level change characteristic figure which shows the reception level change of the power receiver of a train in the vicinity of a track circuit boundary. It is a block diagram of a resonance type non-insulated track circuit.

  FIG. 1 is a block diagram showing the configuration of the ground-to-vehicle information transmission apparatus of the present invention. The ground-to-vehicle information transmission device has an on-vehicle arithmetic processing device 3 mounted on the ground device 1 and the train 2, and a resonance-type non-insulated track circuit that utilizes a frequency resonance phenomenon from the ground device 1 to the rail inductance. 4 transmits a train control signal (ATC signal) to the train 2 to control the speed of the train 2 below the allowable limit speed.

  The resonance-type non-insulated track circuit 4 is a boundary short-circuit type in which the boundaries of the track circuits 4AT, 4BT, 4CT, and 4DT are short-circuited by, for example, four short-circuit wires 41, and adopts a voltage transmission-current power reception method. A transmission loop 42 is provided between the transmission point aa of the train control signal on the train advance side of 4AT to 4DT and the track circuit boundary, and a transmission loop resonance capacitor 43 is connected in series with the transmission loop 42. .

  The ground device 1 includes an existing train control signal transmission device 5, a digital signal train control signal transmission device 6, an existing train control signal reception device 7, and a digital signal train control signal reception device 8. The existing train control signal transmission device 5 and the digital train control signal transmission device 6 are connected to the transmission points aa of the track circuits 4AT to 4DT through the changeover switch 9 and the matching transformer 10. The existing train control signal receiving device 7 and the digital train control signal receiving device 8 are connected via the matching transformer 11 to a receiving loop 44 provided in the vicinity of the train entrance side boundary of each track circuit 4AT to 4DT.

  The existing train control signal transmission devices 5a to 5c are analog train control signals (10, 12.5, 15.5 kHz carrier waves that are different for each of the track circuits 4AT to 4CT and are amplitude-modulated with amplitude modulation frequencies of 22, 36, 47, 78, and 135 Hz. ATC signal) is generated and transmitted to the track circuits 4AT to 4CT via the changeover switch 9 and the matching transformer 10.

  As shown in the block diagram of FIG. 2, the digital signal train control signal transmission devices 6 a to 6 c include a digital signal train control signal generation unit 61 and a transmission unit 62. The digital signal train control signal generation unit 61 includes a digital modulation wave generation unit 611, an amplitude modulation wave generation unit 612, and an amplitude modulation unit 613. The digital modulation wave generator 611 is a track circuit (hereinafter referred to as a self track circuit) 4AT to which 10, 12.5, and 15.5 kHz carrier waves different for each of the track circuits 4AT to 4CT are connected to the digital signal train control signal transmission devices 6a to 6c, respectively. Of the track circuit 4AT to 4CT calculated based on the signal indicating the distance from the start to the end of the boundary of 4CT and the distance of the fixed speed section with the start point as the base point and the information of the track circuit 4DT where the preceding train 2b is located Digitally modulated with a digital code including a signal indicating the allowable speed of the fixed speed section and the allowable speed of the terminal end to generate a digital modulated wave having a transmission speed of 200 bps or less. The amplitude modulation wave generator 612 generates an amplitude modulation wave having an amplitude modulation frequency of 22, 36, 47, 78, and 135 Hz. The amplitude modulation unit 613 modulates the digital modulation wave generated by the digital modulation wave generation unit 611 with the amplitude modulation wave generated by the amplitude modulation wave generation unit 612 and generates a digital signal train control signal. The transmission unit 62 transmits the digital signal train control signal (ATC signal) generated by the digital signal train control signal generation unit 61 to the track circuits 4AT to 4DT via the changeover switch 9 and the matching transformer 19.

  The existing train control signal receiving device 7 detects the amplitude modulation component of the analog train control signal received by the reception loop 44 and input via the matching transformer 11, and determines the amplitude modulation frequency from the detected amplitude modulation component. The level of the amplitude-modulated wave signal is detected to drive the track relay and to drive the signal lamp indication relay.

  As shown in the block diagram of FIG. 3, the digital train control signal receivers 8 b and 8 c include an analog signal receiver 81, a digital signal receiver 82, and a reception logic unit 83. The analog signal receiving unit 81 includes an amplitude modulation component detection unit 811 and a modulation frequency determination unit 812. The amplitude modulation component detector 811 detects the amplitude modulation component of the analog train control signal or the digital train control signal received by the reception loop 44 and input via the matching transformer 11. The modulation frequency determination unit 812 determines the amplitude modulation frequency from the amplitude modulation component detected by the amplitude modulation component detection unit 811. The digital signal receiving unit 82 includes a digital modulated wave demodulating unit 821 and a digital signal decoding unit 822. The digital modulation wave demodulator 821 demodulates the digital modulation wave of the digital signal train control signal received by the reception loop 44 and input via the matching transformer 11. The digital signal decoding unit 822 decodes the digital code from the digital demodulated wave demodulated by the digital modulation wave demodulating unit 821. The reception logic unit 83 drives the track relay and the signal lamp indication relay from the outputs of the analog signal receiving unit 81 and the digital signal receiving unit 82.

  As shown in the block diagram of FIG. 4, the on-board arithmetic processing unit 3 mounted on the train 2a includes an analog signal receiving unit 31, a digital signal receiving unit 32, a moving distance calculating unit 33, a speed calculating unit 34, and a speed checking unit. 35. The analog signal receiving unit 31 includes an amplitude modulation component detection unit 311 and an allowable traveling speed selection unit 312. The amplitude modulation component detection unit 311 detects the amplitude modulation component of the analog train control signal or the digital train control signal received by the power receiver 12. The allowable travel speed selection unit 312 determines the amplitude modulation frequency from the amplitude modulation component detected by the amplitude modulation component detection unit 311 and selects the allowable travel speed Va based on the determined amplitude modulation frequency. The digital signal receiving unit 32 includes a digital modulated wave demodulating unit 321 and a digital signal decoding unit 322. The digital modulation wave demodulator 321 demodulates the digital modulation wave of the digital signal train control signal received by the power receiver 12. The digital signal decoding unit 322 decodes the digital code from the digital demodulated wave demodulated by the digital modulation wave demodulating unit 321 and fixes the distance from the start end to the end of the track circuit where the train 2a is running and the start point as a base point. The distance of the speed section, the allowable speed of the fixed speed section of the track circuit on which the train 2a is traveling, and the allowable speed of the terminal are selected. The movement distance calculation unit 33 includes a boundary detection unit 331 and a distance integration unit 332. The boundary detection unit 331 separates the carrier frequency of the train control signal transmitted to the track circuit in which the train 2a is traveling and the track circuit in front of the train traveling direction adjacent to the track circuit, and separates the two different frequencies. The track circuit boundary is defined as when the level of the train control signal at the carrier frequency becomes equal. The distance integrating unit 332 calculates a travel distance based on a signal sent from the speed generator 13 with the boundary of the track circuit detected by the boundary detecting unit 331 as a base point. The speed calculation unit 34 is configured such that the distance from the start to the end of the boundary of the track circuit on which the train 2a selected by the digital signal receiving unit 32 is running, the distance of the fixed speed section based on the start, and the train 2a is running. The allowable travel speed Vb is calculated from the allowable speed in the fixed speed section of the track circuit, the allowable speed at the end, and the distance based on the boundary calculated by the movement distance calculation unit 33.

  The speed checking unit 35 checks the allowable traveling speed Va input from the analog signal receiving unit 31 or the allowable traveling speed Vb input from the speed calculating unit 34 and the actual traveling speed of the train 2 output from the speed generator 13. The speed of 2 is controlled.

  The changeover switch 10 of the ground device 1 is switched to the existing train control signal transmission devices 5a to 5c side, and analog train control signals are transmitted from the existing train control signal transmission devices 5a to 5c to the track circuits 4AT to 4CT, respectively. The operation when controlling the speed will be described.

  The existing train control signal transmitters 5a to 5c provided in the track circuits 4AT to 4CT use carrier waves fc of 10, 12.5 and 15.5 kHz, which are different for the track circuits 4AT to 4CT, of 22, 36, 47, 78 and 135 Hz. For example, an analog train control signal 20 shown in the waveform diagram of FIG. 5A and the spectrum diagram of FIG. 5B is generated by performing amplitude modulation at any amplitude modulation frequency fM, and the changeover switch 9 and the matching transformer 10 are used. To each of the track circuits 4AT to 4CT. When the train 2 is not present in each track circuit 4AT to 4CT, the analog train control signal 20 transmitted to each track circuit 4AT to 4CT is received by the existing train control signal receiving device 7 via the reception loop 44 and the matching transformer 11. It receives and detects that the train 2 does not exist. The digital train control signal receiver 8 also receives the analog train control signal 20, detects the amplitude modulation component of the analog train control signal 20 received by the amplitude modulation component detection unit 811 of the analog signal reception unit 81, and determines the modulation frequency. Output to the unit 812. The modulation frequency discriminating unit 812 discriminates the amplitude modulation frequency from the input amplitude modulation component and outputs the amplitude modulation frequency signal to the reception logic unit 83. The reception logic unit 83 detects that the train 2 is not present in each of the track circuits 4AT to 4CT based on the input amplitude modulation frequency signal.

  In this state, for example, when the train 2a existing in the track circuit 4AT enters the track circuit 4BT, the analog train control received by the existing train control signal receiving device 7b and the digital signal train control signal receiving device 8b provided in the track circuit 4BT. The signal 20 detects that the train 2a has entered the track circuit 4BT due to a decrease in the reception level due to an axle short circuit of the train 2a.

  On the other hand, the power receiver 12 of the train 2a that has entered the track circuit 4BT receives the analog train control signal 20 transmitted to the track circuit 4BT and outputs it to the on-board arithmetic processing unit 3. The analog signal receiving unit 31 of the on-board arithmetic processing device 3 detects the amplitude modulation component of the analog train control signal 20 input by the amplitude modulation component detection unit 311 when the analog train control signal 20 output from the power receiver 12 is input. To the allowable travel speed selection unit 312. The allowable travel speed selection unit 312 determines the amplitude modulation frequency from the input amplitude modulation component, selects the allowable travel speed Va based on the determined amplitude modulation frequency, and outputs it to the speed check unit 35. The speed check unit 35 controls the speed of the train 2 by checking the input allowable travel speed Va and the actual travel speed of the train 2 output from the speed generator 13.

  Next, the changeover switch 9 of the ground device 1 is switched to the digitalana train control signal transmitters 6a to 6c, and the digitalana train control signals are transmitted from the digitalana train control signal transmitters 6a to 6c to the track circuits 4AT to 4CT. The operation when controlling the speed 2a will be described.

  The digital modulation wave generator 611 of the digital signal train control signal generator 61 of the digital signal train control signal transmitters 6a to 6c provided in the track circuits 4AT to 4CT transmits a carrier wave fc of 10, 12.5, and 15.5 kHz to the own track circuit 4AT to The distance from the beginning to the end of the boundary of 4CT, the distance of the fixed speed section with the starting point as the base point, and the fixed speed section of the own track circuit 4AT to 4CT calculated based on the information of the track circuit 4DT where the preceding train 2b is located As shown in the waveform diagram of FIG. 6, the amplitude modulation degree is 0.5 (square wave 50% amplitude modulation) and the amplitude is digitally modulated with a digital code including a signal indicating the allowable speed and the allowable speed at the end. As for the modulation component, the digital modulation wave 21 with an average value conversion of 5 W is generated and output to the amplitude modulation unit 613 as in the current case. The minimum frequency occupation bandwidth of an existing analog train control signal having sidebands on both sides of the center frequency is expected to be 300 Hz from ± amplitude modulation frequency + α. As a result, the transmission speed of the digital modulation wave 21 of the MSK wave is considered to be limited to 200 bps. As shown in FIG. 6, the amplitude modulation wave generation unit 612 generates an amplitude modulation wave 22 having an amplitude modulation frequency fM of 22, 36, 47, 78, or 135 Hz and outputs the amplitude modulation wave 22 to the amplitude modulation unit 613. The amplitude modulation unit 613 modulates the amplitude of the digital modulation wave 21 input from the digital modulation wave generation unit 611 with the amplitude modulation wave 22 input from the amplitude modulation wave generation unit 612, and the waveform diagrams of FIGS. The digital signal train control signal 23 shown in the spectrum diagram of (b) is generated and output to the transmitter 62. The transmission unit 62 transmits the input digital signal train control signal 23 to the track circuits 4AT to 4CT via the changeover switch 9 and the matching transformer 10.

  For example, when the train 2a is present in the track circuit 4AT but not in the track circuit 4BT, the digital train control signal 23 transmitted to the track circuit 4BT is received through the reception loop 44b and the matching transformer 11b. 7b and the digital train control signal receiver 8b. The existing train control signal receiving device 7b detects that the train 2 is not present by the received digital signal train control signal 23. Further, the analog signal receiving unit 81 of the digital signal train control signal receiving device 8b detects the amplitude modulation component of the received digital signal train control signal 23 by the amplitude modulation component detection unit 811 and calculates the amplitude modulation frequency from the detected amplitude modulation component. The modulation frequency discrimination unit 812 discriminates and outputs the amplitude modulation frequency signal to the reception logic unit 83. The digital signal receiver 82 of the digital signal train control signal receiver 8b demodulates the digital modulated wave of the received digital signal train control signal 23 by the digital modulated wave demodulator 821, and decodes the digital code from the demodulated digital demodulated wave. The data is decoded by the unit 822 and output to the reception logic unit 83. The reception logic unit 83 drives the track relay and the signal lamp indication relay from the outputs of the analog signal receiving unit 81 and the digital signal receiving unit 82.

  Further, the digital signal train control signal 23 transmitted to the track circuit 4AT where the train 2a is present is received by the power receiver 12 of the train 2a and output to the on-board arithmetic processing unit 3. In this state, when the train 2a reaches the vicinity of the boundary between the track circuit 4AT and the track circuit 4BT, the reception level of the digital signal train control signal 23 transmitted to the track circuit 4AT received by the power receiver 12 of the train 2a is as shown in FIG. As shown in the reception level change curve A, the reception level of the digital signal train control signal 23 that is low and decreases to the right and transmitted to the track circuit 4BT received by the power receiver 12 of the train 2a is the reception level change curve B of FIG. As shown in the figure, it rises to the right. Therefore, when the train 2a reaches the vicinity of the boundary between the track circuit 4AT and the track circuit 4BT, the on-board arithmetic processing unit 3 of the train 2a is connected to the track circuit 4AT on which the train 2a is traveling by the boundary detection unit 331 of the movement distance calculation unit 33. When the carrier frequency of the digital signal train control signal 23 transmitted to the track circuit 4BT is separated, and the reception levels of the signals of the two different carrier frequencies separated from each other are equalized, the train 2a is connected to the track circuit 4AT and the track circuit 4BT. It is determined that the boundary has been reached, and a boundary detection signal is output to the distance integrating unit 332. When the boundary detection signal is input, the distance integration unit 332 calculates the travel distance from the boundary between the track circuit 4AT and the track circuit 4BT by integrating the travel distance using a signal sent from the speed generator 13 based on the position at that time. Are sequentially output to the speed calculator 34.

  The train 2a enters the track circuit 4BT from the track circuit 4AT, the digital signal train control signal transmitted to the track circuit 4BT is received by the power receiver 12, and the received digital signal train control signal is input to the on-board arithmetic processing unit 3. Then, the digital modulation wave demodulation unit 321 of the digital signal reception unit 32 demodulates the digital modulation wave 21 of the digital signal train control signal 23 received by the power receiver 13 and outputs it to the digital signal decoding unit 322. The digital signal decoding unit 322 decodes the digital code from the input digital demodulated wave 21 to determine the distance from the start end to the end of the boundary of the track circuit 4BT, the distance of the fixed speed section from the start point, and the fixed speed of the track circuit 4BTT. The section allowable speed and the terminal allowable speed are selected and output to the speed calculation unit 34.

  The speed calculation unit 34 inputs the distance from the start end to the end of the boundary of the track circuit 4BT input from the digital signal decoding unit 322, the distance of the fixed speed section based on the start end, the allowable speed and the end of the fixed speed section of the track circuit 4BT. The allowable traveling speed Vb is calculated from the traveling distance from the starting end of the track circuit 4BT calculated by the allowable speed and the moving distance calculating unit 33 and output to the speed checking unit 35.

  The speed check unit 35 receives the allowable travel speed Va input from the allowable travel speed selection unit 312 of the analog signal reception unit 31 or the allowable travel speed Vb input from the speed calculation unit 34 and the actual travel of the train 2 output from the speed generator 13. The speed of the train 2 is controlled by checking the speed.

  In this way, the on-board processor 3 receives either the analog train control signal 20 transmitted by the existing train control signal transmitter 5 or the digital train control signal 23 transmitted by the digital train control signal transmitter 6. The speed of the train 2 can be controlled.

  Next, processing when switching between the existing train control signal transmission device 5 and the digital train control signal transmission device 6 will be described.

  A changeover switch 9 is provided between a certain range of the track circuit 4, for example, the existing train control signal transmission device 5 of the track circuits 4AT to 4DT and the matching transformer 10, and the existing train control signal transmission device 5 and the digital signal train control signal transmission device 6 are provided. Is connected to the changeover switch 9, and the digital train control signal receiving device 8 is connected in parallel to the input side of the existing train control signal receiving device 7. And when using the existing equipment, the changeover switch 9 is switched to the existing train control signal transmission device 5 side, and the analog train control signal 20 is transmitted from the existing train control signal transmission device 5 to each track circuit 4AT to 4DT. Analog train control that adjusts the reception input of the control signal receiving device 7 to a normal operation state and adjusts the reception input of the digital signal train control signal reception device 8 to a normal operation state and transmits from the existing train control signal transmission device 5 The train 2 is controlled by the signal 20.

  In this state, when the track circuit 4AT and the track circuit 4BT are switched to a new facility, the changeover switch 9 is switched to the digitalana train control signal transmission device 6 side, and the digitalana train control signal transmission device 6 sends the digitalana train control signal 23 to the track circuit 4AT. The digital signal is transmitted to the track circuit 4BT and the reception input of the digital signal train control signal receiving device 8 is adjusted again to be in a normal operation state, and the digital signal train control signal 23 transmitted from the digital signal train control signal transmission device 6 in the track circuit 4AT, 4BT. To control train 2.

  In this way, it is possible to switch from the existing analog train control signal 20 to the digital train control signal 23 in units of track circuits, and the function verification of new facilities such as digital signal transmission characteristics and noise resistance using the resonant track circuit 4 It is possible to perform on-ground connection tests and proficiency driving for business hours during business hours.

1; ground device, 2; train, 3; on-board arithmetic processing device, 4; resonant uninsulated track circuit,
5; Existing train control signal transmission device, 6; Digiana train control signal transmission device,
7; Existing train control signal receiver, 8; Digital train control signal receiver,
9; changeover switch, 10; matching transformer, 11; matching transformer, 12; power receiver,
13; Speed generator, 31; Analog signal receiver, 32; Digital signal receiver,
33; Movement distance calculation unit, 34; Speed calculation unit, 35; Speed check unit,
311; amplitude modulation component detection unit, 312; allowable travel speed selection unit,
321; digital modulation wave demodulating unit, 322; digital signal decoding unit,
331; boundary detection unit, 332; distance integration unit, 61; digitalana train control signal generation unit,
62; transmission unit, 611; digital modulation wave generation unit, 612; amplitude modulation wave generation unit,
613; amplitude modulation unit, 81; analog signal reception unit, 82; digital signal reception unit,
83; reception logic unit, 811; amplitude modulation component detection unit, 812; modulation frequency discrimination unit,
821; digital modulation wave demodulating unit; 822; digital signal decoding unit.

Patent No. 3533724

Various track circuits (1) Non-insulated track circuits in private railways Issued by Signal Safety Association, Vol. 30, No. 10 (Showa 50), pages 518, 519

Claims (7)

A train control signal having a frequency band in which communication is possible using a resonance type non-insulated track circuit using a frequency resonance phenomenon with rail inductance using frequencies of 10, 12.5, and 15.5 kHz. ,
It has the same amplitude modulation frequency and amplitude modulation component as the existing train control signal obtained by modulating the carrier wave of 10, 12.5, 15.5 kHz with the amplitude modulation frequency of 22, 36, 47, 78, 135 Hz, and within the existing frequency band In addition, the signal wave is continuous and based on the signal indicating the distance from the start to the end of the boundary of each track circuit and the distance of the fixed speed section with the start point as the base point, and information on the track circuit where the preceding train is located. A structure of a train control signal characterized by having a digital modulation component having a transmission speed of 200 bps or less digitally modulated with a digital code including a signal indicating the allowable speed of the fixed speed section and the allowable speed of the terminal end of the track circuit on which the following train travels . Information transmission device between ground and on-vehicle that transmits train control signal to train by transmitting to train type non-insulated track circuit using frequency resonance phenomenon with rail inductance using frequency of 10, 12.5, 15.5kHz In
It has an on-board arithmetic processing unit mounted on the ground device and train,
The ground device is an existing train control signal transmission device and a digital signal train control signal transmission device connected to a transmission point of each track circuit through a changeover switch, and a reception provided in the vicinity of the boundary on the train entry side of each track circuit. Having an existing train control signal receiver and a digital train control signal receiver connected to the loop,
The existing train control signal transmitter generates an analog train control signal obtained by amplitude-modulating carrier waves of 10, 12.5, and 15.5 kHz, which are different for each track circuit, with amplitude modulation frequencies of 22, 36, 47, 78, and 135 Hz. To each track circuit via the switch,
The digital-analog train control signal transmission device uses a carrier wave of 10, 12.5, 15.5 kHz, a distance from the beginning to the end of the boundary of the track circuit to which the digital-analog train control signal transmission device is connected (hereinafter referred to as the own track circuit), and A digital code containing a signal indicating the distance of the fixed speed section starting from the starting point and a signal indicating the allowable speed of the fixed speed section of the own track circuit and the allowable speed of the end based on the information of the track circuit where the preceding train is located A digitally modulated digital-analog train control signal having a digital modulation component of a transmission rate of 200 bps or less is transmitted to the own track circuit through the changeover switch,
The existing train control signal receiving device and the Digiana train control signal receiving device receive an existing train control signal or a digital train control signal transmitted to the own track circuit, and detect the presence or absence of a train presence line,
The on-board arithmetic processing unit receives an existing train control signal or a digital train control signal transmitted for each track circuit through a power receiver and controls the speed of the train. Information transmission equipment. The digital signal train control signal transmission device has a digital signal train control signal generation unit and a transmission unit,
The digital-analog train control signal generation unit includes a carrier frequency of 10, 12.5, 15.5 kHz, a signal indicating a distance from the start end to the end of the boundary of the own track circuit and a fixed speed section distance from the start end, and a preceding train Digital modulation that generates a digital modulated wave with a transmission speed of 200 bps or less by digital modulation with a digital code containing a signal indicating the allowable speed of the fixed speed section and the allowable speed of the end of the track circuit based on the information of the track circuit where the track is located A wave generation unit, an amplitude modulation wave generation unit that generates an amplitude modulation wave of 22, 36, 47, 78, and 135 Hz, and a digital modulation wave generated by the digital modulation wave generation unit are generated by the amplitude modulation wave generation unit An amplitude modulation unit that generates a digital signal by performing amplitude modulation with an amplitude-modulated wave,
The transmission unit is an existing digital signal train control signal generated by the digital signal train control signal generation unit, the carrier frequency of 10, 12.5, 15.5 kHz is amplitude-modulated by the amplitude modulation frequency of 22, 36, 47, 78, 135 Hz. The ground-to-vehicle information transmission apparatus according to claim 2, wherein the information is amplified to the same amplitude modulation component as that of the train control signal and transmitted to the resonance type non-insulated track circuit. The digital signal train control signal receiver has an analog signal receiver, a digital signal receiver and a reception logic unit,
The analog signal receiving unit receives either the digital analog train control signal or an existing analog train control signal obtained by modulating the carrier frequency of 10, 12.5, 15.5 kHz with 22, 36, 47, 78, 135 Hz from the track circuit. To detect the amplitude modulation component, determine the amplitude modulation frequency from the detected amplitude modulation component,
The digital signal receiving unit receives the Digiana train control signal from the track circuit, demodulates the digital modulated wave, decodes the digital code from the demodulated digital demodulated wave,
4. The ground-on-vehicle space according to claim 2, wherein the receiving logic unit drives a track relay and a signal lamp indication relay from outputs of the analog signal receiving unit and the digital signal receiving unit. Information transmission device. The on-board arithmetic processing unit has an analog signal receiving unit, a digital signal receiving unit, a moving distance calculating unit, a speed calculating unit, and a speed checking unit,
The analog signal receiving unit receives either the digital analog train control signal or the existing analog train control signal, and detects an amplitude modulation component of the received digital analog train control signal or the existing analog train control signal. Calculating the first allowable traveling speed by determining the amplitude modulation frequency;
The digital signal receiving unit receives the digital analog train control signal, demodulates the digital modulated wave of the received digital analog train control signal, decodes the digital code from the demodulated digital demodulated wave,
The movement distance calculation unit receives the digitalana train control signal, detects a boundary of the track circuit from a change in the received level of the received digitalana train control signal, calculates a travel distance based on the detected boundary,
The speed calculation unit includes a signal indicating a distance from a starting end to a terminal end of a track circuit boundary included in the digital code decoded by the digital signal receiving unit and a distance of a fixed speed section based on the starting end, and the train travels. A second allowable traveling speed is calculated from a signal indicating an allowable speed in a fixed speed section of the track circuit and a terminal allowable speed and a distance based on the track circuit boundary calculated by the moving distance calculation unit;
The speed check unit determines an allowable train speed based on one of the first allowable travel speed calculated by the analog signal receiver and the second allowable travel speed calculated by the speed calculator, and the determined allowable speed The ground / on-vehicle information transmission apparatus according to claim 2, wherein the actual traveling speed of the train is checked.   6. The travel circuit calculating unit according to claim 2, wherein the moving distance calculation unit sets a track circuit boundary when reception levels of the digital-analog train control signals transmitted to adjacent track circuits are equalized. An information transmission device between ground and vehicle as described in 1. A method for switching a train control signal in an information transmission device between ground and on-vehicle according to any one of claims 2 to 6,
Provide a changeover switch on the output side of the existing train control signal transmission device of each track circuit, connect the output of the existing train control signal transmission device and the digitalana train control signal transmission device to the changeover switch, the digitalana train control signal Connect the receiving device in parallel to the input side of the existing train control signal receiving device,
When using existing facilities, the changeover switch is switched to the existing train control signal transmitting device side, and the existing train control signal transmitting device transmits analog train control signals to each track circuit. And adjusting the receiving input of the digital signal train control signal receiving device to a normal operation state,
When switching a part of the track circuit to a new facility, the switch of the track circuit to be switched is switched to the Digiana train control signal transmission device side, and the Digiana train control signal transmission device transmits a Digiana train control signal to the track circuit. A train control signal switching method, wherein the reception input of the digital signal train control signal receiving apparatus is adjusted again to be in a normal operation state.

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